YANG?Yong , DU?Peilin , WU?Zhilong , GAO?Chengyan
2025(9):1-6.
Abstract:How to scientifically and reasonably determine the navigation clearance dimensions for river-crossing structures,particularly the navigation clearance standards for bridges along the project route,which is an universal and critical issue that needs to be urgently resolved in the construction of high-class artificial canals.It is essential to conduct multi-factor,multi-dimensional research on it during the project’s preliminary phase.Regarding the navigation clearance standards for river-crossing structures along the Pinglu Canal project,the preliminary thematic research and demonstration process involves an in-depth study of the navigation clearance dimensions for bridges along the canal.The study is conducted from the aspects of waterway planning,navigation standards,waterway characteristics,existing bridge conditions,vessel types in the connected basins,and bridge navigation clearance dimensions,combined with design representative vessel types.The results show that that bridges along the Pinglu Canal project should adopt a single-span two-way navigation design,with the navigation span crossing the navigable waterway in a single leap.The navigation clearance height shall not be less than 18 m.The research results can provide reference for the construction of high-class artificial waterways.
CHEN?Yu , ZHU?Liangsheng , CHEN?Yini , GAO?Chengyan , LYU?Xiaolong
2025(9):7-13.
Abstract:The key criterion for delineating the equivalent Class A navigation area in river-sea interfaces lies in wave conditions.Utilizing a nested mathematical model for third-generation wave growth and a combined model for wave growth and propagation,with measured waves as input and driven by continuous measured winds,long-term wave numerical simulations are conducted for the Qinzhou Bay waters of the offshore section of the Pinglu Canal to meet the requirements for navigation area declaration.The results show that compared with the wave height error of ERA5 simulated by the simulated wind field,the wave height error of the simulation by using measured waves and wind is significantly improved.By simulating a 5-year wave time series,the joint distribution of wave height and period,the significant wave height at the 5% probability level,and the wave condition boundary are obtained.According to this main basis,the equivalent Class A navigation area of Qinzhou Bay waters of the offshore section of the Pinglu Canal has become the first equivalent Class A navigation area approved by the Maritime Safety Administration of MOT.
WANG?Hui , SHE?Xiaojian , CUI?Zheng , CAO?Xiangming
2025(9):14-22.
Abstract:Taking the port construction of artificial island in Meishan Port as an example,this study investigates the currents and sediment dynamics in strong tidal current areas.The findings indicate that due to the obstruction of artificial islands,the ebb current forms a bypass flow around the island,resulting in a slack water zone in front of the wharf in the design scheme.The flood currents are primarily influenced by the obstruction of the wharf pile foundations,creating a localized slack water zone along the western wharf frontage.By optimizing the layout with diagonally oriented wharves to guide the flow,the optimization plan improved the ebb current conditions in front of the wharf.After implementing the planned scheme with interconnected wharves,the flood current conditions also showed improvement.After the implementation of the design scheme,the average annual siltation thickness in the berthing areas of berths 16#-21#?is 2.2 m,with a maximum annual siltation thickness of 4.3 m.The total annual siltation volume in the berthing and maneuvering areas reached 3.85 million m3.After implementing the optimization scheme,the total annual siltation volume is reduced by approximately 80,000 m3,and after implementing the planned scheme,the reduction is about 1.85 million m3.
HAO?Yuchi , QU?Jiaming , LIN?Binliang , ZHANG?Qingbo
2025(9):23-29.
Abstract:Aiming at the problem that the operation of dredging equipment such as the trailing arm system is affected by waves,and the requirement for rapid prediction of waves during the operation of dredging ship,a rapid wave prediction model for the operation sea area of dredgers is established based on the ConvLSTM neural network model.The numerical simulation results of wave height and period in the dredging project sea area are used as training samples to train the wave prediction network model.Based on the analysis of the demand for rapid wave prediction in the dredging operation process,this paper proposes ConvLSTM-based neural network models for rapid wave prediction in dredging project areas.The models are trained using retrospective data from traditional wave mathematical models,enabling accurate and rapid prediction of wave height and period in dredging operation water areas.The results show that the established neural network required only 2-5 s for wave prediction in the dredging project,and the correlation of wave prediction for the forward 6 h wave height distribution in the operating sea area reaches 0.956.When the prediction step size increases to 12 h,the neural network’s prediction accuracy for waves significantly decreases to 0.849 due to the uneven training data.Therefore,this model can be used for short-term and rapid wave prediction in dredging operation areas,providing a basis for safe operation of ships.
QIAO?Guangquan , WANG?Feng , XU?Rungang
2025(9):30-37.
Abstract:Design water levels are important hydrological parameters in nearshore port and waterway engineering.They can be estimated from the characteristic tidal levels such as mean tidal range if there are insufficient basic data in the early stage of the project.Water levels of 95 representative tide stations along the coast of China from Tide Tables are collected,and the design high/low water level and the characteristic tidal levels are calculated to analyze the linear fitting correlation of them.The method of estimating design water levels by mean tidal range,mean high water spring or mean high high water of regression tide are explored.Errors of the formulas are compared with the existing ones in the codes,and recommended formulas are provided.The results show that compared to the standard formula,the recommended design high water level formula can reduce the absolute mean error by 5-29 cm and the standard deviation by 0-14 cm,while the design low water level formula can reduce the absolute mean error by 12-20 cm and standard deviation by 2-8 cm.The recommended formula have smaller value error and standard deviation，better accuracy and stability than the ones in the codes do,and can be used as a basis for estimating the design water levels in the early stage of the project.
DAI?Chuan , WU?Linjian , LIU?Mingwei , ZU?Fuxing , JI?Xudong , HU?Zhen , ZHANG?Siqi
2025(9):38-46.
Abstract:In areas with significant water level fluctuations in inland rivers,steel components of port engineering are subjected to the effects of water flow scouring and sediment impact,leading to severe damage of surface coatings on steel components.Once local coating failure occurs,the steel components are directly exposed to the humid environment,making significant water level fluctuation regions become the most severely corroded areas for steel structures in inland river ports,which poses a serious threat to the bearing capacity and operational safety of wharf structures.To effectively simulate and predict the corrosion characteristics of steel components in these regions,we conduct an accelerated cyclic deterioration test combining water-sediment scouring and steel corrosion,taking into account the environmental grade of inland rivers.By analyzing corrosion test data of steel specimens under different scour-corrosion time,erosion angles,and cycle numbers,we develop a corrosion model for hydraulic steel components,incorporating both laboratory and field data.The results show that the water-sediment scouring and steel corrosion tests can simulate the corrosion state of steel components in regions with significant water level fluctuations.Corrosion depth of steel components in such regions increases from top to bottom,and the corrosion becomes more severe with more cycles.The normal service life of steel components in these regions is far shorter than their designed service life.
WANG?Qibiao , GAO?Ganggang , GUO?Wei , WANG?Xiaohui
2025(9):47-53.
Abstract:The pile beam nodes of the high-piled wharf serve as key parts connecting the foundation piles and the upper beam slab structure,playing a role in transmitting loads and maintaining the overall stability of the structure.Evaluating their damaged state is also an important part of the safety assessment of the high-piled wharf structure.This article is based on an actual monitoring engineering and establishes a three-dimensional finite element model of a truss.The model is calibrated by combining response surface methodology with measured data.On this basis,the elastic modulus reduction method is used to simulate different degrees of damage to pile beam nodes,and the specific impact of node damage on horizontal load transmission is analyzed.Load retention rate is introduced as a quantitative indicator to provide a basis for the quantitative evaluation of node damage degree.Finally,a systematic,convenient,and quantifiable node damage assessment method is proposed,providing theoretical basis and technical support for damage detection and safety assessment of high-piled wharfs.
YU?Jingrui , WANG?Quan , CHEN?Zhe , YUAN?Chuyang
2025(9):54-59.
Abstract:The maximum reaction force of the rubber fender selected by the ship impact energy is generally used as the design load in the energy dissipation system of the pole of high-tonnage floating wharf,which meets the engineering needs,but is not economical.The motion state of a pontoon after being hit by a ship is analyzed,and the maximum impact energy of the barge’s first impact on the pole is used as the design basis for the pole system.By studying the relationship between energy absorption of fender,energy absorption of pile foundation and fender reaction,the influences of cantilever length of pile foundation,pile diameter and fender selection on energy absorption ratio of rubber fender and fender reaction are revealed.The results indicate that rubber fenders play a major role in energy dissipation systems,with energy absorption accounting for typically over 90%.As the cantilever length of the pile foundation increases,the proportion of energy absorbed by the rubber fender decreases,and the fender reaction force also decreases.As the pile diameter increases,the proportion of energy absorbed by the rubber fender increases,and the fender reaction force also increases,but the impact is relatively small.As the size of the fender increases,the proportion of energy absorbed by the rubber fender slightly decreases,and the fender reaction force significantly increases.
JIA?Pengpeng , WANG?Weihan , HUA?Jiang
2025(9):60-68.
Abstract:In response to the urgent demand for imported metal ore from Wuxi（Jiangyin）Port,insufficient deep-water shoreline resources,and overloading of public terminals,a plan for the expansion and renovation of Terminal 5#?of the Port Group is proposed.The external berth will be upgraded to 150,000-ton class,while the internal berth will be upgraded to 5,000-ton class.Two berths at the entrance of the inner harbor basin will be transformed into bulk cargo berths,and a specialized bulk cargo transportation system will be added.The designed annual throughput capacity will be increased from 12.09 million tons to 39.03 million tons.The feasibility of the plan is verified from the perspectives of navigation safety and flood impact through methods such as ship AIS analysis and two-dimensional water flow mathematical models.The results show that the implementation of the plan will not significantly affect the natural conditions of the waterway,and the impact on the flood discharge and river regime of the Yangtze River is relatively small,but it will have a certain impact on other ships in the Jiangyin waterway.After argumentation,it is believed that the plan is feasible after taking relevant security measures.The plan can achieve the expansion and renovation of the imported iron ore terminal for foreign trade without increasing the shoreline length,which can provide reference for the expansion and upgrading of similar terminals.
LIU?Qiyan , YU?Yongling , ZHAO?Yachun
2025(9):69-75.
Abstract:Pile-supported wharves are increasingly utilized in practical engineering due to their numerous advantages.The mooring force of a ship is a critical parameter in the structural design of pile-supported wharves.According to the JTS 167-2018 Design Code for Wharf Structures, the transverse component of the mooring force is distributed to the frame bent based on specific coefficients.However,the mooring force is a three-dimensional resultant force in the actual engineering encompassing lateral,longitudinal,and vertical components in reality,rather than a single lateral horizontal force.On the basis of a practical design case of a pile-supported beam-slab wharf, we apply Yigong and ROBOT software,conduct a comparative analysis of ship mooring force distribution coefficients of 2D and 3D models aiming at framed bent of the pile-supported beam-slab wharf,and provide recommendations for the practical engineering design.The results indicate that under the proposed conditions,the distribution coefficients specified in the design code underestimate the values.The calculation method of the Yigong 2D model processes vertical forces using horizontal distribution coefficients and neglects the effects of longitudinal forces,potentially underestimating the impact of mooring forces.
ZHOU?Ding , LI?Haotian , WANG?Anhua , LI?Chunchao
2025(9):76-83.
Abstract:The ore terminal project in West Africa is situated at the estuary of an inland river.The geological conditions at the terminal location consist of shallow-buried,high-strength slightly weathered granite with a uniaxial compressive strength of approximately 83 MPa.This rock layer is overlain by 12-20 m of soft silt,clay,and sand stratas.In the front end engineering design(FEED),to ensure pile foundation bearing capacity and mitigate geological risks,the owner specified a socket depth of 4.5 m into the rock for the access trestle piles and 8 m for the wharf piles,resulting in a total rock-socketed length of 3,852 m for the wharf and 1,134 m for the access trestle.However,constructing sockets in high-strength granite proves extremely challenging,with low efficiency,posing significant risks to the project schedule.During the engineering,procurement,construction（EPC）phase,we optimize the design through detailed geotechnical investigations,refined analyses of hydrological and construction conditions,comparative studies of domestic and international codes for calculating the bearing capacity of driven piles at the rock surface,precise structural calculations for the terminal and access trestle,integration of design and testing protocols,and validation with on-site test results.These efforts lead to the elimination of rock sockets for the access trestle piles,a reduction in the wharf pile socket depth,and optimization of the wharf bent spacing and pile-to-beam connections.Consequently,the rock-socketed quantity and construction complexity are significantly reduced,and the project schedule is achieved,with nearly ten million dollars in profit.
YE?Xiaohong , SHEN?Yu , ZHOU?Na
2025(9):84-91.
Abstract:Domestic large-scale LNG terminal designs typically feature ship-type tank capacities of 80,000 m3 or more.To satisfy the loading requirements,it is common to construct small loading berths in addition to large unloading berths,or to retrofit existing large unloading berths to accommodate the loading needs.In response to this situation,a design concept based on all types of ships is proposed.The terminal can meet the berthing and operation requirements of LNG ships of all grades,avoid retrofitting in the later stage,and at the same time,improve the utilization rate of shore resources.Through analysis and research on aspects such as the types of berthed vessels,plan layout,and hydraulic structures,a terminal layout mode that conforms to this concept is proposed.The working platform adopts a beam-slab structure,with two auxiliary berthing dolphins set underneath.Partial lowering of the berthing dolphins is also carried out to add new mooring platforms,thus meeting the requirements for matching various types of vessels with the shore.The hydraulic structure innovatively adopts a form where the working platform is separated from the auxiliary ship berthing piers,and auxiliary berthing laser sensors and installation platforms are set on the side of the auxiliary ship berthing piers,solving the berthing problem of small LNG ships.Physical model tests are used to conduct a special argument on the safety of ship mooring,and the operation standards for all types of ships are clarified.
YANG?Yuzhuo , ZHONG?Weiliang , WANG?Zhangshujun , ZHANG?Hanqing , WANG?Yanmin
2025(9):92-98.
Abstract:From the perspective of achieving the dual-carbon goals,exploring solutions for multi-energy integration in water transport and port industry has attracted wide attention,taking into account the realistic demand for grid security and stability of new power systems in the context of energy transition.After reviewing relevant policies and international and domestic typical cases,several technical paths to realize in-situ balance of multi-energy integration in ports have been sorted out,and put forward the planning suggestions for building smart micro-grids in projects.It is suggested to combine the natural conditions of the region where the project port is located,such as wind and solar resources,topographic conditions,the current situation and planning of local infrastructure construction,the operation of the port,and the information of the relevant shipping routes,to choose the appropriate technical paths,such as power optimization tools,energy storage system,hydrogen,etc.,and to give full consideration to the long-term development of the port,to make reasonable planning,to explore the micro-grid scheme of in-situ balancing and coordination of source-network-load-storage,and to promote the realization of observable,measurable,adjustable and controllable requirements.It is concluded that after applying the power optimization tool and rationally configuring the energy storage device,it is expected to control the ratio of maximum power to average power below 3,with an energy saving effect of more than 30%.
ZHU?Xinyuan , ZHENG?Lisong , JI?Jieming , FENG?Xuejun
2025(9):99-107.
Abstract:The port dust pollution originates from both the static dust generation and the dynamic dust generation.While the significant progress has been made in using computational fluid dynamics（CFD）numerical simulations to study the static dust generation at ports,research on the dynamic dust generation is still in a development phase,with limited consideration of factors such as the stacker-reclaimer rotational speed and wind conditions.Therefore,combining the discrete element method（DEM）with CFD holds great potential for studying the dust generation at ports.We focus on coal stockpiles at a dry bulk cargo terminal in Jiangsu and the WUD 400/700 coal bucket wheel reclaimer,and use CFD-DEM coupled simulations to study the impact of reclaimer operations on the dynamic dust generation.The results show that the dust generation increases exponentially with both the reclaimer speed and the wind speed.It is recommended to operate at 8-9 r/min rotational speed to balance economic and environmental benefits.The dust generation first increases and then decreases with changes in wind direction.It is suggested that the effect of wind direction on dust generation is added as a consideration when applying traditional empirical formulas for dynamic dust emission,and to appropriately revise the formula on the basis of measured and experimental data.
2025(9):108-113.
Abstract:To understand the impact of the second phase of the South Channel Regulation Project on the nearby Jiuduansha Reserve,various research methods such as physical models,mathematical models,and biodiversity impact assessment models are adopted to study the impact of the proposed second phase of the South Channel Regulation Project on the tidal flats,wetlands,and biodiversity of the Jiuduansha Reserve.The results show that the implementation of the second phase of the South Channel Regulation Project is conducive to alleviating the erosion trend along the southern edge of the middle part of the tidal flats in the Jiuduansha Reserve and can increase the wetland resources in the reserve by approximately 1.33 km2.The construction of the expansion embankment and channel dredging in the second phase of the South Channel Regulation Project have no direct adverse impact on the aquatic biological resources in the Jiuduansha Reserve,and the degree of impact on the biodiversity of the Jiuduansha Reserve is of medium to low intensity.To address the loss of benthic organisms caused by the second phase of the South Channel Regulation Project,it is necessary to carry out restocking activities during the project implementation and subsequent maintenance to replenish and enrich the biological resources in the project area.The second phase of the South Channel Regulation Project has a relatively small overall impact on the tidal flats and wetlands of Jiuduansha Reserve,and the project is feasible.
ZHOU?Shiliang , WANG?Zhi , WANG?Yunli , ZHANG?Zhan , XIANG?Meitao
2025(9):114-122.
Abstract:To optimize the design of the Xinsanjang Ship Lock,a physical model test study is carried out on the local movable-bed on the Cao’e River side of the Xinsanjang Ship Lock.According to the terrain of the project reach and the project layout,the model scale is determined,the model sand is selected,and the model similarity is verified.The test adopts the water and sediment conditions of a series of years and typical flood years to conduct a local movable-bed erosion and deposition test on the recommended plan,and studies the laws of sediment erosion and deposition and their impacts on the channel scale and navigable flow conditions.The results show that after the optimization scheme adjusts the diversion wall at the entrance of the lower approach channel to an arc-shaped gradually expanding trumpet shape,the navigable flow conditions of the lower approach channel and the entrance area of the ship lock under different flow conditions are significantly improved.The erosion and deposition rate in the series-year test tends to slow down with the increase of years.The difference in the erosion and deposition rate at the end of 10 years in the upstream reach of the ship lock is reduced to 2,800 m3/(km·a),approaching the erosion and deposition balance.The research results can provide a basis for the design optimization of the ship lock and the regulation of the waterway.
GAO?Pan , XIAO?Yuhua , RAN?Xiaojun , ZHANG?Rihong
2025(9):123-131.
Abstract:The channel between the Three Gorges and Gezhouba is a mountain gorge river with the dual characteristics of“reservoir+natural river”.The water flow condition deteriorates sharply in flood season,and the most prominent flood rapids such as Shuitianjiao,Xitan,Shizinao,and Piannao are the most prominent,which affects the navigation safety of ships.To solve the problem of obstructing navigation by flood rapids between the Three Gorges and Gezhouba dams,this paper analyzes the evolution characteristics of riverbed between the dams based on the measured topography for many years.Taking Shuitianjiao Rapids Beach as an example,it adopts the methods of hydrologic prototype observation,actual ship seaworthiness test and theoretical calculation to study and analyze its obstructing characteristics.Then the fixed-bed normal physical model and remote-controlled self-propelled ship model test are used to optimize and compare the regulation plans of the beach,and the regulation plan of “reef blasting+slag cleaning+tank filling” is determined.The research results show that the maximum gradient decreases from 0.75‰ to 0.2‰ at the flow level of 35,000 m3/s after regulation,and the surface velocity of the upstream route decreases from 3.3-3.7 m/s to 2.0-2.9 m/s.The navigation obstruction flow patterns such as cyclone and backflow are significantly improved,and the test ships can sail autonomously andreach the beach safely,achieving the regulation goal.The research results can provide technical guidance and demonstration for the regulation design of the flood rapids between the two dams,and can also be used as reference for other similar beach regulation studies.
JIANG?Kai , LIU?Hao , HE?Jinchao , MU?Dewei , QIU?Zhouhua
2025(9):132-143.
Abstract:By selecting the RNG k-ε model closed control equations,a three-dimensional mathematical model of the open-channel confluent flow is established based on the Flow-3D software,and the finite volume method is used for solving the equations.Three-dimensional numerical simulations are carried out for 45 combined working conditions composed of 9 confluence angles and 5 confluence ratios,and the characteristics of the flow structure in the confluence zone under different working conditions are analyzed.The results show that the flow characteristics in the open-channel confluence zone are complicated.The transverse velocity is the largest and has the widest distribution in the cross section with middle water depth.For large confluence angle and small confluence ratio,there is a negative velocity near the water surface and a secondary circulation flow is generated.With the decrease of the confluence angle or the confluence ratio,the influence of the branch channel flow on the main channel flow is reduced,and the non-uniformity of the vertical flow in the confluence zone becomes weaker.The maximum value of the transverse velocity in the main channel monotonically increases with the increase of the confluence angle or the decrease of the confluence ratio.When 60°≤α≤70°and Rq≈0.60,the influence of the transverse velocity on the flow structure in the confluence zone is relatively small.Furthermore,by analyzing the main and secondary areas’and isolation zones of the vertical velocity non-uniformity,the flow structure in the confluence area can be understood more intuitively.
WU?Xing , SUN?Guodong , HU?Chengfei , LI?Zhiyong , CHEN?Jiahao , ZHANG?Gonglue
2025(9):144-152.
Abstract:The project reach encompassing the Cao’e River ship lock features complex hydrological and sedimentary conditions.It is a meandering section subject to strong tidal bores,high sediment loads,and significant riverbed erosion and deposition.To address the severe siltation issue downstream of the lock resulting from high sediment concentrations,this study analyzes measured riverbed topography below the Cao’e River Gate,conducts flushing tests,and performs sediment deposition calculations.These analyses reveals the patterns of riverbed erosion and siltation,and investigates key issues such as the stability of the riverbed in the ship lock approach channel.On-site flushing test analysis indicate that during the initial phase of spring tide sedimentation within the area 115-200 m downstream of the Cao’e River Gate,the average sedimentation rate ranges from 20.8 to 21.8 cm/d.Using an empirical sedimentation formula,the calculated average siltation amplitude below the outlet lock reaches 17 cm/d.To mitigate the problem of intense siltation below the lock,the construction of a water storage and sediment flushing basin is proposed as an effective sediment control measure.Calculations estimate that with a monthly average flushing discharge of 8.13 million cubic meters,the approach channel riverbed can be maintained at an elevation of approximately -1.7 m.These findings provide reference for the future design and research of sedimentation prevention and reduction in similar ship lock projects.
MA?Xiqin , LI?Zongji , FENG?Wei , YI?Haibin , LIU?Zhihang , XU?Chunyan , SU?Zheyi
2025(9):153-161.
Abstract:Currently,there is no unified standard for the design of intermediate channels and the canals connecting major water systems in high dam navigation.The navigation of vessels within these channels is significantly different from that in open water areas.This paper takes the representative ship type of 3,000-ton-class bulk carrier in inland waterway class I as the research object.The method of three-dimensional numerical simulation of fluid-solid coupling combined with the experimental validation of the resistance test of circulating flume ship model is used to study the influence of shallow water effect on the navigational parameters of the ship under static water conditions in a channel of twice the width of the ship,with h/T（water depth to draft ratio)=1.2,1.3,1.5,2.0 and 2.5,and speeds ranging from 1.0 to 3.0 m/s,with a step size of 0.5 m/s for combined working conditions.The research results show that when h/T is less than 1.5 times and speed is greater than 2.0 m/s,the water level difference between the bow and stern of the ship increases significantly,the specific drop of water surface increases,and the longitudinal force increases significantly,resulting in an increase in the total resistance of the ship’s navigation.In addition,as the speed increases,the flow velocity around the ship increases,the water level and hydrostatic pressure around the ship decreases,and the hydrostatic pressure at the transom is lower than that in the bow area.The degree of sinking and longitudinal inclination of the ship intensifies,ultimately leading to a further increase in the total resistance of the ship.The results of this research can provide important references for the design of water depth of intermediate channels or canal channels and the determination of safe navigation speed of ships.
ZHOU?Ding , LI?Fan , CHEN?Qinzhi
2025(9):162-173.
Abstract:To solve the problems of navigation obstruction,ship blockage and other problems at Taoyuan Hub,eliminate safety risks,and actively adapt to the development requirements of the Yuan River water transport channel,it is planned to build a new second-line ship lock on the right bank of Taoyuan Hub.This second-line ship lock is a reconstruction and expansion project,whose layout not only needs to meet the navigation requirements of ships,but also needs to take into account factors such as flood discharge capacity,impact on existing buildings,land expropriation and demolition,etc.The technical difficulty is much higher than that of a new construction project.Aiming at the plane layout scheme of the new second-line ship lock on the right bank site,this paper adopts the 1100 integral fixed bed physical model to study the navigable flow conditions in the entrance area of the approach channel and the flood discharge capacity of the river under 4 schemes,and finally determines the modification Scheme 4 as the final recommended scheme.The test results show that reducing the length of the barrier wall combined with the measures of riverbed dredging can effectively increase the flood discharge capacity of the river and reduce the water level after the implementation of the project.By adjusting the direction of the channel and the water flow,and extending the dredging depth,the transverse fall in the entrance area of the approach channel can be avoided and the backflow intensity in the entrance area can be reduced.By adding a short submerged dam,the flow to the approach channel can be reduced without affecting the flood discharge capacity of the channel,thus weakening the backflow intensity in the mouth area.The research results can provide reference for similar projects.
2025(9):174-180.
Abstract:The Navigation Law of People’s Republic of China is promulgated and implemented in 2015,marking that the construction and development of China’s water transport has entered into a new phase of systematic governance and legal protection.Taking the Yangtze Estuary waterway as an example,the progress of waterway planning and construction and the practical experiences of waterway legal governance in recent years are systematically reviewed and summarized,and the prospects of waterway development with new situations and requirements are discussed.The practice of legal governance of the waterway has shown that the waterway system of “one main channel,two sub-channel,and one branch channel” in the Yangtze Estuary has been rapidly improved under the guarantee of the rule of law.The 12.5 m deepwater navigation channel has been kept safe,unobstructed,and stable throughout the year,the navigational condition of the South Passage has been significantly improved,the waterway resources have been protected solidly and effectively,and the comprehensive management of the Yangtze Estuary has also been promoted,such as river regime stability,mudflat regulation and estuary ecological environment protection.At the same time,the following countermeasures and prospects for promoting the legal governance of the Yangtze Estuary waterway are proposed:1)accelerate the construction of the waterway system;2)accelerate the improvement of the safety and resilience of the 12.5 m deepwater navigation channel;3)strengthen the support system of the waterway;4)intensify efforts to promote the digital,intelligent,and green transformation and development of waterways;5)strengthen waterway protection and collaborative governance.The research results can help strengthen the awareness of legal governance of waterways,promoting the improvement of the quality of the Yangtze Estuary waterway system construction and the level of comprehensive estuarine management,and can provide useful references for the high-level protection and governance of China’s water transportation infrastructure.
LI?Jun , LIN?Miaoli , WAN?Yu , HE?Yong , XUE?Jie
2025(9):181-189.
Abstract:During the deployment of artificial reefs,collisions with the riverbed can cause a certain degree of structural damage and sedimentation of the reef.Based on LS-DYNA software,this paper investigates the dynamic characteristics of triangular prism artificial reefs during deployment under static water conditions.It analyzes the terminal stable velocity,collision impact force,stress,and riverbed sedimentation deformation of the artificial reefs under different entry angles（0°,30°,45°,and 60°）and riverbed substrates（clay,gravel soil,and bedrock),and conducts theoretical analysis to validate the numerical simulation results.The research results show that with the increase of entry angle,the stable velocity and collision impact force of the artificial reef terminal show a trend of first decreasing and then increasing.The stable velocity and impact force at 0° are 1.36 times and 2 times those at 45°,respectively.The collision impact force increases with the strength of the riverbed substrate,and the impact force of bedrock substrate is 5-8 times that of clay substrate.The maximum Mises stress of the artificial reefs is negatively correlated with riverbed settlement deformation.The harder the substrate,the smaller the settlement deformation and the greater the stress.The effective available volume reduction rate in bedrock and gravel soil areas is relatively low,while the maximum effective available volume reduction rate of clay substrates can reach 37.41%.The research results can provide theoretical basis for the selection and placement posture of artificial reefs in practical engineering.
DONG?Yanhe , SUN?Ping , HUANG?Li , YANG?Jing
2025(9):190-196.
Abstract:The canal connects two water systems,through manual excavation to dig new channel,which has both the characteristics of restricted channel and unrestricted channel.The determination of waterway classification is affected by many factors,such as transportation demand analysis,ship type and operation organization,techno-economic comparison.This paper proposes a demonstrate method for the waterway classification of canal.Firstly,based on navigation guarantee rate and canal connectivity,the canal waterway classification is defined,and different levels of waterway comparison schemes are established.Then,a transportation organization analysis is carried out.In combination with the transport volume forecast and the waterway planning scheme,quantitative and qualitative analysis are conducted on the adaptability of the waterways at both ends,transportation economy,engineering economy,and the long-term development adaptability of waterway development.The recommended classification of the canal connection waterway is comprehensively determined.Through demonstration,it is suggested that the Xiang-Gui Canal should adopt the class Ⅱ waterway standard,and can be navigable by 3,000-ton class ships during normal and flood period,which provides a reference for the planning and research of related projects of water system connecting channels.
2025(9):197-204.
Abstract:To solve the problem of low fish migration efficiency in fish passages,this study analyzes the effects of different pier cross-sectional shapes on hydraulic characteristics and fish migration potential through numerical simulation.The study uses six pier shapes,including traditional rectangular piers and five improved streamlined piers,and compares and analyzes their effects on flow velocity distribution and fish migration efficiency of the main channel of the fishway.Research results show that streamlined piers can significantly reduce the accumulation of floating debris in the fishway and reduce water flow resistance,thereby optimizing the flow rate of the main channel.Especially under the K1-shaped pier design,the maximum flow rate of the main channel is effectively reduced,making the migration success rate of most target fish species has increased to 97%.In contrast,the design of traditional rectangular piers results in higher flow velocity in the main channel,lower fish migration efficiency,and much lower migration success rate than the improved design.In urban areas,streamlined fish passages can play a better ecological role under limited space and resource conditions,providing technical support for urban river ecological restoration and biodiversity protection.
2025(9):205-211.
Abstract:The construction of water conservancy projects impairs river connectivity,threatening aquatic organisms.Fishways are crucial for restoring river ecological connectivity,mainly divided into engineering fishways and nature-like fishways.This paper compares the basic types of the two fishways,revealing their apparent differences in construction materials,structural characteristics,environmental adaptability,flow patterns,and fish-passing effects.According to the domestic and foreign case data,this paper quantitatively analyzes differences in key design parameters（slope,elevation height,water depth,width,width-depth ratio,velocity).On the basis of the Itaipu Hydropower Station case,this paper summarizes the range of key parameters for nature-like fishways.The results show that nature-like fishways,using natural materials with rough structures and diverse flows,are suitable for multi-species fish migration,with slope gentler than 120,elevation height mostly below 10m,width-depth ratio over 4,and shallow water depth（mostly less than 1 m).Engineering fishways,made of reinforced concrete with regular structures,are suitable for specific fish,with slope mostly steeper than 120,elevation height of 10-60 m,and width-depth ratio less than 2.
LIU?Mingwei , LI?Peilun , ZENG?Qifu , TAN?Dingjie
2025(9):212-221.
Abstract:To explore the influence of rainfall infiltration on the multi-field characteristics of slopes,the actual engineering slope is selected to establish a model,and combined with the actual rainfall conditions in the area.the SEEP/W,SIGMA/W and SLOPE/W functional modules of GeoStudio finite element software are used to analyze and evaluate the infiltration behavior,displacement trend and stability of the untreated original slope,the slope with comprehensive chemical reinforcement,the slope with local pier reinforcement at the foot of the slope and the slope reinforced with equidistant holes under the condition of 189.3 mm/d rainfall intensity and duration of 24 h.The results show that with the continuous infiltration of rainwater,the upper soil of the slope surface is saturated first,thus forming a temporary saturation area,and the saturation boundary of this area gradually expands inward.At the same time,in view of the high permeability of the silt layer,the stability index of the original slope decreases rapidly under the influence of rainfall.Among the various slope improvement measures,the comprehensive deployment of improvement measures are particularly effective for intercepting rainwater.After comprehensive evaluation,this comprehensive deployed slope consolidation method is particularly outstanding in terms of anti-permeability performance,and the fixed-point pier slope consolidation scheme for the slope foot has advantages in ensuring slope stability and economic cost,which can provide reference for slope stability analysis in practical engineering.
WANG?Guangjiang , HU?Xiaobo , JIA?Tao , GONG?Jiping
2025(9):222-232.
Abstract:This paper investigates the adverse impacts associated with new wharf piles constructed within a sloping breakwater in close proximity to existing wharf structures during port expansion projects under conditions of deep soft soil deposits and significant water depth.Taking the Sabah Port expansion project in Malaysia as a case study,a representative critical cross-section is selected,and a detailed finite element model is built by Plaxis software.Analyzing the influence mechanism of sloping breakwater construction on pile foundations and exploring optimized control measures is focused on.Comparative analysis of two primary construction schemes reveals that the timing of pile installation is crucial for the new wharf piles.Constructing the piles after the breakwater fill placement is complete and has undergone a certain period of consolidation significantly reduces pile bending moments and horizontal displacements.The effect of construction intervals during breakwater filling is also examined.Through comparative research,a 45-day interval is confirmed as a preferable duration,effectively balancing project schedule demands with minimizing adverse effects on the piles.Furthermore,research on the dredging scheme near the existing wharf indicates that controlling the dredging depth（8 m）effectively balances the stability of the dredged trench itself with the impact on the adjacent existing structure.The findings provide valuable insights for constructing sloping breakwaters near existing structures.By controlling the pile installation timing,implementing construction intervals,and regulating dredging depth,the safety of both new and existing pile foundations can be effectively ensured,while also controlling project costs.
WU?Ming , FU?Yifan , YE?Xiaohong , QIU?Song , FU?Kun , LI?Sen
2025(9):233-237.
Abstract:The calculation method for the ultimate bearing capacity of uplift rock-socketed piles in the current specifications cannot be applied to cases where the rock socketed depth is less than 3 times the pile diameter.Under the geological conditions of shallow and hard rock layers,the axial tensile static load test is conducted using engineering piles that do not bear tensile loads during their service life,with rock embedment depths of 2.55 times the pile diameter and 2 times the pile diameter.In this experiment,the inner and outer casing technology is used for the rock-socketed pile to isolate the overlying soil layer and the strongly weathered ignimbrite layer,so that all the loads in the experiment are transfered to the moderately weathered ignimbrite layer,ensuring that the bearing capacity of the uplift rock-socketed pile is fully provided by the rock socketed section of the pile.The test results indicate that when the rock layer is moderately weathered hard rock,and the rock embedment depth is less than 3 times the pile diameter,the current industry standard formula can be applied to calculate the ultimate bearing capacity of rock-socketed piles.The ultimate bearing capacity of two test piles shall not be less than 90% of the calculated ultimate bearing capacity in the current industry standards.
GONG?Hua , SU?Chen , CHEN?Sheng , XU?Beisen , TIAN?Bingyan
2025(9):238-245.
Abstract:A typical cross-section of the downstream separation levee for the ship lock reconstruction project of Guo River navigation channel is selected.Based on the solid mechanics interface of COMSOL Multiphysics and the interface between porous media and groundwater flow,the flow-solid coupling analysis of the separation levee model is carried out to investigate the effects of stress,head pressure and stability of the separation levee under the conditions of different water level heights.The results show that under the effect of flow-solid coupling,the maximum Mises stress of the separation levee occurs at the junction of the silt layer and silty clay layer with the steel sheet pile,and the maximum Mises stress value is 19.20 MPa.The water head pressure of the separation levee increases with the rise of the water level.When the water level is 8 m,the maximum head pressure occurs in the silt layer a at the bottom left of steel sheet pile 1,with a water head pressure of 24.88 m.The strain and displacement of the separation levee increased continuously with the rise of the water level.When the water level rises to 8 m,the maximum displacement of the separation levee reaches 253.90 mm,and the soil at the top of the embankment slides 1.20 mm towards the rear side of steel sheet pile 2.At this time,the maximum volumetric elastic strain and the equivalent deviatoric strain are 9.16% and 11.03% respectively.The seepage barrier effect of the steel sheet piles is verified through simulation models,and the sliding position and water level of the separation levee with the rise of water level are predicted,providing a reference basis for the smooth implementation of the ship lock reconstruction project of the Guo River navigation channel.
HU?Xiaobo , ZHANG?Wenyuan , GONG?Jiping
2025(9):246-254.
Abstract:In view of the current situation where the vibration sinking construction equipment for ultra large diameter steel cylinders is constrained by foreign enterprises,the key problems in major engineering construction should be solved.Based on the construction project of a key hydraulic engineering project in Zhoushan,Ningbo,we have collaborated with a leading domestic hydraulic vibration hammer enterprise to develop a domestically produced 12 hammer linkage large-scale hydraulic vibration hammer.Through the synchronization of hydraulic,mechanical,and electrical systems,it has successfully achieved multi hammer linkage.During the development process of the system,single hammer,double hammer,and 12 hammer group linkage tests are conducted at the manufacturing base to preliminarily verify its linkage performance.After passing the linkage test,the entire process of vibration settlement is monitored by relying on the T2 test tube of the project.By installing dynamic strain gauges,acceleration sensors and other monitoring equipment on the large cylinder,the dynamic behavior of the large cylinder during vibration settlement is monitored throughout the process.The vibration amplitude and strain characteristics of the large cylinder during vibration settlement are analyzed,and a new dynamic calculation method for working amplitude is proposed,which can achieve full process prediction of working amplitude.The research results have certain guiding significance for the localization and replacement of multi hammer linkage,as well as the analysis of the vibration sinking and hitability of ultra large diameter steel cylinders.
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