Abstract:To further refine the seismic fortification category and fortification criterion of water transport engineering,this study summarizes and analyzes the relevant seismic fortification classifications and fortification criterion both in China and internationally,and focuses on the characteristics of water transport engineering and the current status of seismic design specifications to study the seismic fortification classification and fortification criterion of water transport engineering.It is suggested that the seismic fortification categories of water transport engineering should be classified as the Class I,Class II,and Class III.The projects classified as Class I in seismic fortification mainly include:structures that can cause a large number of casualties due to earthquakes,structures that can be used normally or quickly restored after earthquakes and meet special functional requirements such as earthquake relief,key structures that,if damaged,are difficult to restore,structures with severe secondary disasters,and structures whose interruption of use will cause serious economic and social impacts on the local area.The projects with seismic fortification category as Class III are mainly temporary structures and structures that are easy to repair after earthquakes，small structures and some temporary structures.Structures classified as Class II in seismic fortification are mainly general structures other than Class I and Class III.Based on the seismic fortification classification for water transport engineering,the seismic fortification criterion of water transport engineering is proposed.According to different seismic fortification classification,the corresponding seismic action and seismic measures grades are suggested

Abstract:To improve the structural safety and ice-resistance performance of trailing suction hopper dredgers during navigation and operation in ice-covered waters,a finite element numerical model of ice-ship interaction is established to address the problem of bow damage under fragmented ice impact.Based on the cellular automata technique,a digital model of fragmented ice field that conforms to the power function distribution characteristics is constructed,and the S-ALE algorithm is employed to simulate the coupled interaction among the ship hull,fragmented ice,and surrounding water.Using the LS-DYNA platform,the effects of different ice plow thicknesses on the stress characteristics of the bow are calculated to investigate the role of the ice plow structure in dispersing ice loads and reducing collision stress.The results show that after installing an ice plow,the maximum collision stress at the bow of the ship can be reduced from 308 MPa to 206 MPa,and the peak stress can be reduced by 33.1%,meeting the safety requirements of ICE3 ice-class navigation and effectively avoiding structural yielding.The study quantitatively reveals the relationship between ice plow thickness and ice-resistance performance,and proposes an engineering applicable design scheme for strengthening the bow structure.This provides theoretical basis and technical guidance for the ice-resistance safety design and ice-class retrofitting of dredgers operating in ice regions

Abstract:In response to the challenges of high computational cost associated with traditional physics-based models and the poor generalization of purely data-driven methods in predicting sedimentation in port basin channels,a hybrid sediment transport prediction framework that integrates physical principles with sparse data-driven learning is proposed.The physics-guided long short-term memory (PhyLSTM) model built in this paper is incorporated key physical parameters from sediment transport-diffusion equation and bed evolution model (such as the diffusion coefficient and source-sink term,etc.)as learnable variables.The bed elevation trend is also embedded as a physical prior to guide the learning of nonlinear sediment dynamics.Using 1,440 sets of multi-day monitoring data collected over three years from a typical port basin (0.002 5°×0.002 5°grid),the prediction performance of PhyLSTM is compared with a traditional LSTM model.The results show that the PhyLSTM model achieves a mean absolute error of 0.091 5 m,a root mean square error of 0.114 5 m,and a mean absolute percentage error of 0.75%,representing reductions of 37%,30%,and 36% with the traditional LSTM model,respectively.Additionally,91.74% of predictions fall within a ±0.2 m error range,10.18% higher than that of the LSTM.The proposed method offers a novel,interpretable,and accurate approach for predicting sedimentation in port basin channels,which holds substantial engineering value for optimizing port dredging strategies and minimizing maintenance expenses.

Abstract:The design standards of port breakwaters are generally determined by calculating the extreme values of waves,but the calculation of extremes has a certain degree of uncertainty.To clearly understand and grasp of the uncertainty of the calculation results,the influences of three factors,namely observation errors,data volume and calculation models,on the calculation results are analyzed.Based on the Monte Carlo method,stochastic samples are generated to simulate these three factors,corresponding to the physical uncertainty,statistical uncertainty,and model uncertainty in the extreme wave calculation.The results show that the greater the physical uncertainty,the more unstable the extreme wave calculation results are and there is a slight increasing trend,and the impact on short return period extreme waves is greater.Moreover,a larger sample size has smaller statistical uncertainty and has a greater impact on long return period extreme waves.For short return periods,the Pearson-III distribution has smaller model uncertainty,and for long return periods,the Weibull distribution has smaller model uncertainty.

Abstract:In view of the lack of systematic research on the nature positioning,throughput forecasting,site selection and planning schemes of China's pelagic fishery base home ports,this paper takes Fuzhou National Pelagic Fishery Base home port as an example to conduct relevant research.The research adopts methods such as in-depth analysis of the nature and functional positioning of the home port,fitting historical data with linear regression analysis,constructing a multi-objective site selection evaluation system,determining the design ship type and berth class based on operation data and specifications,and analyzing the wharf front line schemes with various technical means.It clarifies the “five-in-one” functional system of the home port,namely “port logistics + temperature-controlled storage+collection,distribution and allocation+multimodal transport+circulation processing”,and forecasts the short-term and long-term throughput of fish products at the home port.Culu Island in Lianjiang County is selected as the optimal port site.The berth class of pelagic fishery is determined to be 5,000-20,000 ton class.Seven large-scale pelagic fishery berths are planned,with an annual handling capacity of 2.52 million tons.The optimal layout scheme of the wharf front line is recommended,and various construction scale indicators are determined,which can provide reference and guidance for the planning and construction of similar projects.

Abstract:Aiming at the challenges of mooring safety for ultra-large outfitted container ships under typhoon weather,especially the problems of bollard breakage and ship collision that are easily caused by the change of tidal level of the single dock,we carry out the optimization research of the barge-type wharf mooring system.By establishing a six-degree-of-freedom dynamic model of 24,000 TEU container ship coupled with a double-barge and triple-barge wharf,and based on the three-dimensional potential flow theory,AQWA hydrodynamic analysis software is used to numerically simulate the dynamic response of the mooring system for a wave angle of 0°~315° under a class 12 typhoon.The research results show that the barge-type wharf has a buffering effect,effectively suppresses the motion response of the container ship,and can prevent the ship's hull from hitting the wharf and other dangers.The three barges are more stable than the two barges arrangement,the cable tension and fender force are smaller,and the bow rocking motion of the ship is reduced,which effectively inhibits the ship's yawing;the fender force has the law that the fender pressure in the middle position is small,and the fender pressure at the two ends is large due to the bow rocking motion.The multi-barge cooperative mooring scheme proposed in this study can provide a theoretical basis and technical reference for the design of anti-typhoon mooring for very large ships.

Abstract:The occurrence of surge waves significantly affects the safety and stability of ships and wharves in the corresponding waters.In straight river channels,a three-dimensional numerical model of the wharf and ships is established to simulate the motion response process of ships moored at bulkhead wharf under surge wave action.The ship motion characteristics and the force-bearing characteristics of each cable under different surge wave heights are analyzed,and the corresponding dynamic response laws and mooring safety conditions are summarized.The study shows that when moored ships encounter surge waves with heights of 0.5,1.0,and 2.0 m,the variation amplitudes of all translational and rotational parameters increase with the increase of surge waves height.Among them,the surge waves have the most significant impact on the ship's rolling angle,and the ship loses stability under all working conditions.Meanwhile,the bow and stern mooring forces alternately reach peaks as the surge waves increase,and the force on the bow transverse cable is greater than that on the stern transverse cable.As the wave height increases,the force approaches or exceeds the breaking limit,affecting the mooring stability.Research on offshore anchoring conditions revealed that when encountering surge waves at a height of 2.0 m,the rolling parameters of anchored offshore ships decrease by 26.7%-42.3% compared with those of moored ships.Therefore,to ensure the safety of anchored ships in the surge waves impact zone,it is recommended to adopt the following preventive measures before berthing:“Anchor off the offshore side in advance,immediately release the moorings,and anchor offshore upon receiving a surge wave warning”.

Abstract:To address the issues of vague accounting boundaries and imperfect methods in the carbon footprint accounting of precast concrete products for port engineering,we propose an evaluation method suitable for the carbon footprint throughout the entire life cycle of precast components,from raw material production to waste disposal,clarify the accounting approach,scope and content,and build a calculation model.Taking a pre-stressed square pile with 700 mm side length of cross-section as the accounting object,we calculate the carbon footprint per unit product to be 18,446.12 kgCO2eq.Among them,the carbon footprint in the raw material production and transportation stage accounts for the highest proportion in the life cycle,reaching 82.2%,which mainly comes from the production process of cement and steel;the carbon footprint in the production stage is relatively low,accounting for 1.70%,mainly concentrated in energy-consuming links such as mixing and curing.The results provide an accounting method reference and quantitative basis for the refined management of carbon emissions from precast concrete components in port engineering,can offer data reference for practitioners in the water transportation field to estimate the carbon emission level during the construction stage of port engineering,and provide methods and references for carrying out the formulation of relevant carbon footprint codes.

Abstract:To address the unmet transportation demands for raw materials and finished products at the Taizhou Bay New Materials Industrial Park,a multi-scheme comparative study for adding new port shoreline in the waters near the Toumen port area is conducted.In response to national policies on reclamation control and ecological protection,the “permeable structures + sea-crossing approach bridge” model is adopted to arrange the port operation zone.This approach avoids reclamation projects and minimizes ecological disturbance.Focusing on the additional shoreline planning study for the Toumen port area of Taizhou Port,Que'er'ao Island is identified as the optimal site location based on a comprehensive analysis of factors including the natural shoreline condition,water depth,sheltering conditions,land depth,and ecological costs.A layout incorporating 32 berths is planned.At the same time,it is proposed to establish supporting systems for dust control,wastewater treatment,hazardous waste management,and oil spill emergency response,aiming to achieve green development throughout the entire port life cycle.The planning scheme of additional port shoreline in Toumen port area of Taizhou Port can efficiently support the logistics needs of the port-proximate industries,promote the construction of a world-class chemical new materials industry cluster in Taizhou,and provide a model for planning eco-friendly ports.

Abstract:In view of the challenges of the Hengsha Avenue extension project,including its extensive dike length,low crest elevation,severe wind and wave conditions,poor foundation soils,and high construction risks,the dike design in the open sea area of the Yangtze Estuary on soft foundations is investigated.Utilizing a multi-faceted research approach involving standard formula calculations,numerical modeling,and physical model verification,the design encompasses dike crest structure,armor layer,toe protection,and foundation treatment.Innovative structures and design methods are proposed,including a crest structure combining L-shaped retaining walls on both sides with rockfill core and rock-filled concrete pavement,a double-layer acropode armor system,a multi-method approach to determine toe protection dimensions,and segment-specific foundation treatment strategies on the basis of soil classification.Furthermore,considering the harsh on-site construction conditions,a series of construction-phase safety measures are implemented,such as safety platforms,auxiliary platforms,and temporary rockfill dams,summarizing key technical points for soft foundation dike design in the exposed waters of the Yangtze Estuary.The engineering structures successfully withstands two consecutive typhoons in 2024,achieving the desired project outcomes.

Abstract:Aiming at the problem of quantifying the carbon reduction effect of the application of green and low-carbon technology,combined with the expansion project of a container hub port in Hainan,the carbon reduction effect analysis and research on the key technology of digital intelligent construction of large caisson gravity wharf are carried out.The carbon emission factor method and inventory analysis method are used to build the carbon emission calculation model,and the difference of carbon emission between traditional process and digital intelligent process is compared.The analysis results show that the three core technologies adopted by the digital intelligence technology,namely,the underwater riprap and leveling integrated construction,the integral hoisting of caisson prefabricated reinforcement and the caisson intelligent floating installation,have achieved 364.46,441.28 and 206.69 tons of carbon reduction during the construction period respectively.The average carbon reduction rate of direct carbon emissions from key processes reaches 16.92%,and the carbon reduction rate of purchased electricity exceeds 13%.The technology system can significantly reduce the carbon emission intensity of caisson wharf construction stage,provide a reproducible systematic solution for the green construction of gravity wharf,and has practical value for promoting the realization of carbon neutrality goal in the water transportation industry.

Abstract:The risk of ship suction and disturbance that Cape vessels are prone to when navigating in the restricted waters of the Jiangsu section of the Yangtze River.We propose an inter-ship effect analysis method based on two-dimensional computational fluid dynamics(CFD) simulation and establish a simplified fluid physics model of the intersection process between Cape vessels and small vessels.By setting different relative speeds and lateral spacers,and using dynamic grids and unstructured encrypted regions to construct models,the pressure field,velocity field,vorticity field and streamline evolution laws of the two ships are analyzed when the relative speed of the two ships is 1.0 m/s.The results show that at a distance of 1 times the ship width (50 m),there is a strong suction zone between the two ships.The course deviation of the small vessel can reach 5°,and the duration of the hydrodynamic disturbance between the ships is 15 s.It is determined that the safe distance between the Cape vessel and the small vessel in the restricted waters of Jiangsu section is 50 m.By comparing the PIANC guidelines with the width of the pilotage test track,the recommended value of the minimum dynamic safety distance is proposed.

Abstract:To address issues such as high manual involvement,poor real-time performance,and low efficiency in the scheduling of Gaogang ship lock,this study conducts research on ship lock scheduling strategies under the constraint of ship draught.Firstly,by integrating the greedy strategies of the BLF and HR algorithms,a berthing arrangement method that meets the actual operational needs of Gaogang ship lock is proposed which solves the problems of low flexibility and large space waste,effectively improving the utilization rate of the lock chamber area.Secondly,based on real-time ship perception data and real-time water level in the lock chamber,a dynamic scheduling model for the ship lock is constructed and solved.By automatically generating ship scheduling and dynamically updating plans according to the actual conditions of ships,on the one hand,it can reduce the manual operation volume of ship lock scheduling,and on the other hand,it can reduce the time consumption,thereby improving the navigation efficiency of the ship lock.Finally,through case verification and analysis,the results show that compared with 2024,the utilization rate of lock chamber area and the average lockage time of ships have increased by 13.73% and 17.39% respectively.

Abstract:A systematic quantitative analysis is conducted,focusing on the potential capacity gap of ship locks in Xijiang River basin in the future.It supports the planning and construction of ship locks in this area.On the basis of historical data and the development trend of the economy and society,a structured method combining qualitative and quantitative approaches is used to predict the freight volume of the main channel and tributaries of Xijiang River.A system simulation modeling method is employed to simulate the operation process of ship locks and analyze their capacities.By combining the freight volume prediction with the ship lock capacity results,the capacity gaps of a series of ship locks in Xijiang River basin are analyzed.The results indicate that in 2030,there are capacity gaps of 10%,23%,32% and 55% at Datengxia,Naji,Yuliang,and Jinjitan ship locks respectively,which will be resolved once the planned projects are completed.Meanwhile,there are capacity gap of 42% at Laokou ship locks.In 2040,there are capacity gaps of 3%,19%,39%,48% and 63% at Changzhou,Datengxia, Naji,Yuliang,and Jinjitan ship locks respectively,which will be resolved once the planned projects are completed.Meanwhile,there are capacity gaps of 51% and 18% at Laokou and Guiping ship locks respectively.The capacities of other ship locks in each planning year will basically meet the freight volume requirements.It is recommended that the planned ship lock projects should follow the schedule,and the feasibility studies for the construction of new ship locks at the Laokou and Guiping hubs should be carried out.

Abstract:The Huangtangqiao Hydro-junction of Changshan River of upstream and the middle reaches of Qiantang River is located in the narrow section of the mountain stream.There are unfavorable flow regimes such as lateral-flow and backflow in the entrance area and the connecting section,making it difficult to meet the navigation requirements.The flow conditions of low-head and high-discharge junction set up on the narrow river channels of mountain streams face greater tests and have less optimized space.The causes of the reduction in discharge capacity and the adverse flow conditions of the downstream channel are analyzed by the 1:80 overall physical model test.On the basis of engineering measures such as moving the discharge lock and dredging the local downstream channel,the discharge capacity of the junction is effectively increased,the longitudinal flow,lateral flow and backflow velocity in the entrance area are reduced.Therefore,the navigable flow conditions in the entrance area and connection section of the downstream approach channel are greatly improved,which ensure the ships safety of passing through the ship lock.

Abstract:The frequent exposure of the estuarine ship lock to the special corrosive environment of alternating dry and wet conditions and saltwater intrusion can accelerate the deterioration of the anti-corrosion coating on the metal structure,seriously threatening its service life and operational safety.To address this issue,a high-frequency dry-wet cycle automated testing machine is designed to simulate the actual service environment of the estuary ship lock.Five typical heavy-duty anti-corrosion coating systems are selected for indoor accelerated corrosion tests.The key parameters of the coating systems,such as gloss loss,adhesion,low-frequency impedance modulus,and open-circuit potential,are analyzed for coating anti-corrosion effectiveness using methods such as gloss loss analysis, adhesion testing,and electrochemical impedance spectroscopy analysis.The influence of coating materials and coating thickness on the anti-corrosion performance is emphasized,and the deterioration laws of traditional heavy-duty anti-corrosion systems in the alternating dry and wet conditions and saltwater intrusion coupling environment are revealed.The results show that the adhesion and gloss retention of polyurethane topcoat are superior to those of chlorinated rubber,and the electrochemical indicators can be significantly improved with the increase of coating thickness (such as the 720 μm system).The coating deterioration shows a characteristic of rapid initial deterioration followed by a gradual slowdown.The overall performance degradation is closely related to the film thickness and material properties.Comprehensive analysis indicates that the epoxy zinc-rich primer,epoxy mica intermediate coat,and polyurethane topcoat (720 μm system) perform better overall.

Abstract:The first-phase water storage target of the Nianpanshan hub has been achieved.In response to the problems existed in the proposed 265 m design scheme of the second-line ship lock at Nianpanshan hub,such as the large angle between the upstream and downstream diversion channels and the main channel,the poor navigation water conditions of the second-line ship lock,and shallowing of the channel and insufficient navigation width during the dry season due to the adjustment of the riverbed downstream of the dam,an optimization test study of the second-level ship lock scheme is carried out through tests of the navigation water conditions of the ship lock and self-propelled ship models.Engineering measures are proposed,such as building a 430 m guide dike upstream of the proposed second-line ship lock,conducting double-digging and trumpet-shaped slot dredging downstream,and blocking the left branch during the low-water period when the downstream channel is being rectified.After the implementation of the optimization scheme,the navigation conditions upstream and downstream of the existing first-line ship lock are improved,and the navigation flow conditions of the proposed second-line ship lock are also improved compared to the design scheme.The ship model verification shows that the ship can maintain a stable course when passing through the approach channel entrance and connection section,and the parameters such as rudder angle and drift distance all meet the standards,ensuring reliable navigation safety.

Abstract:The study on treating transverse slope and flow deflection angle as key navigability-affecting hydraulic parameters,supported by corresponding modeling simulations,remains relatively scarce.On the basis of different riverbed evolution scenarios of Qizhou Bend,a study is conducted on the hydraulic indicators hindering navigation including transverse slope and flow deflection angle,which represent Qizhou Bend hindering navigation.The applicability and reliability of these indicators are verified using a two-dimensional mathematical model for simulation and analysis.The conclusions,derived from research on hydraulic indicators and the feasibility of implementing regulation measures,simulate the transverse slope and flow deflection angle under five different working conditions (F1-F5).These simulated results are compared with field survey data.The results show that conditions F1-F4 slightly reduces the transverse slope(minimum 0.01‰ and maximum 0.05‰),thereby improving the navigation conditions in the obstructed channel,while the condition F5 shows negligible improvement.Similarly,conditions F1-F4 slightly reduce the flow deflection angle(minimum 0.03°and maximum 0.08°),enhancing navigation conditions,whereas the condition F5 has minimal effect.The optimal solution for improving the flow conditions in the obstructed waterway is the condition F2 plan (slope cutting and revetment at the upstream convex bank + a diversion dike at the concave bank).This solution provides the best improvement for sailing with difficulty and accident-prone area at cross-section S8,effectively reducing ship resistance to a certain extent and enhancing navigation safety.

Abstract:A study is conducted on the distribution law of soil pressure behind piles and the calculation of pile bending moment to address the issue of the impact of pile reinforcement on gravity revetments.Using finite element analysis method,the results show that when there is no soil filling between the pile and the revetment,the pile is not subjected to horizontal force within the height range of the wall.The pile foundation bears the local force acting on the pile body at the base of the revetment,caused by soil deformation,which is about 24% of the base friction force.When dredging in front of the wall,local forces on the foundation will disappear.When the cohesion of the soil increases,the local force on the foundation decreases.When the width of the revetment increases,the local force on the foundation decreases.When there is soil filling between the pile and the revetment,the soil pressure can be calculated based on the limited range of soil filling.The research indicates that based on the above distribution law of soil pressure,using Yigong software and finite element software for calculation,considering that dredging in front of the wall does not load local forces on the foundation,but loads a limited range of backfill soil pressure,it is calculated that revetment will reduce the bending moment of the pile body by about 20%.By comparing the results of Yigong and finite element calculations,it is found that the above loading modes and calculation methods can be used for engineering design.

Abstract:Model tests based on hydraulics and bio-hydraulic model tests based on fish behavior are two commonly adopted methods in fishway design research.However,due to the different focuses and evaluation indicators,the conclusions drawn sometimes differ.Therefore,it is necessary to carefully consider which experimental method is more reasonable to use.Specifically,taking the L-shaped and H-shaped vertical slot fishways commonly used in China's inland river navigation and hydropower hubs as examples,and using native cyprinid fish as the research object,a physical model test controlling environmental factors is conducted to compare the selection methods of fishway types.The results show that based on the flow velocity control indicators of the hydraulics-based model test,the H-shaped vertical slot fishway has a flow velocity reduction of about 14.8% at the vertical slot compared to the L-shaped vertical slot fishway,indicating that the H-shaped vertical slot fishway is superior to the L-shaped vertical slot fishway in this case.However,based on the control indicator of fishway passage rate in the bio-hydraulic model test,the L-shaped vertical slot fishway has a higher passage rate than the H-shaped vertical slot fishway by 30%.Through analysis and comparison,it can be concluded that the theoretical research and practical experience of hydraulic based model testing methods are relatively mature,with lower test costs,making it suitable for the verification design of relatively mature fishways.The bio-hydraulic model test method based on fish behavior is applicable to the design,research,and development of new fishways.

Abstract:The upper reaches the dam site of Laomukong Navigation-power project on Minjiang River is transformed from multi-branch to single channel.Meanwhile,the downstream flow control node is pre-excavated,causing deteriorated navigation flow conditions.Aiming at navigation issues like scattered flow and rapid shallow current,the navigation flow conditions of phase Ⅱ adjustment scheme in the first dry season are systematically studied via overall fixed-bed physical model tests.The test shows that after the 8 holes on the right side of the phase Ⅱ cofferdam in dry season are widened to 10 holes,the water level connection between the upstream and the lower part of the middle channel of the Sanjiang village diversion is significantly improved.At the same time,a spur training dam with a length of 530 m is built on the left side and downstream of the transition section under the dam,which can effectively improve the channel depth and smooth the flow,and increase the minimum navigation depth from 1.51 m to 1.94 m.After the implementation of the optimization scheme,the navigation flow conditions are obviously improved,the maximum navigation resistance coefficient is reduced from 1.05 to 0.69,and all navigation hydraulic indexes meet the limits of relevant design specifications.The research results can provide reference for the optimization of navigable water flow conditions in similar navigation-power junction projects.

Abstract:In view of the problems of scattered data sources,insufficient real-time performance and lack of interactivity in the surface flow pattern monitoring of the traditional hub channel,which can not meet the needs of real-time monitoring of the channel,this paper studies the panoramic intelligent digital enhancement technology of the surface flow pattern of the hub channel,focusing on the construction of multi-source heterogeneous data fusion method and the development of demonstration and verification system.A multi-source heterogeneous data fusion method based on deep learning is adopted,and an intelligent digital enhancement demonstration system based on B/S architecture is developed.It is concluded that the multi-source heterogeneous data fusion method effectively solves the core problem of multi-source data,the accuracy of space-time synchronization is significantly improved,the redundant data elimination rate is 35%-40%,and the data processing efficiency is more than 75% higher than the traditional method.The root-mean-square error of the fusion algorithm is only 0.03 m/s,and the accuracy is 83.3% higher than that of the traditional arithmetic average method.The system supports real-time processing of 200 sets of data per second and runs stably.The proposed multi-source heterogeneous data fusion method and the developed intelligent digital enhancement system realize the unified management,efficient processing and high-precision visualization of the channel surface flow state data,and provide a complete technical scheme and practical support for the intelligent analysis and real-time monitoring of the surface flow state.

Abstract:Aiming at the intelligent development directions such as unattended operation of ship locks and the lack of systematic research on fully automatic ship locks,this study conducts research on the process,components,and implementation pathways of fully automatic ship locks.A fully automatic ship lock solution is proposed,consisting of four parts:fully automatic navigation command and dispatch,ship lock control,intelligent perception and safety management,operation and maintenance support system.A step-by-step implementation approach is suggested,expanding from individual points to broader areas and progressing from technically simpler to more complex tasks.Technologies such as remote centralized control,unified scheduling,and intelligent linkage are adopted to establish a regional ship lock centralized control system for unattended or local minimally attended operation.This system is demonstrated and applied at Yangzhou port and waterway regional ship locks.The results show that centralized control,unified scheduling,and intelligent linkage can ensure the safety and reliability of remote control and unified scheduling for ship locks,achieving unattended or minimally attended operation at the local level,significantly reducing the number of personnel in ship lock operation and dispatch positions across the city.The number of ship lock operators is reduced by over 60%,effectively enhancing the operational efficiency of the six ship locks under its jurisdiction.This also provides phased validation for the construction of fully automatic ship locks.

Abstract:Aimed at addressing issues such as unidirectional information transmission,lack of interactivity,and insufficient presentation of complex details in traditional PPT reporting methods for engineering projects,taking a breakwater project as an example,this study proposes a BIM-based three-dimensional interactive reporting solution.The approach integrates multi-disciplinary BIM models,oblique photography,and GIS data through the InfraFuser platform,enabling lightweight integration of multi-source models and scenario-driven storytelling.Using the core “Story Collection” module,with the project report outline as the main line,the visualization analysis and interactive demonstration of the design scheme are achieved through real-time dynamic control of model visibility,multi-dimensional sectioning analysis,attribute information query,and multimedia linkage.Engineering applications demonstrate that this reporting method significantly enhances information transmission efficiency and communication depth during bid presentations,design reviews,and construction briefings.It provides an immersive environment for efficient comprehension and collaborative decision-making of complex engineering solutions,forming a three-dimensional interactive reporting paradigm that can be reused in the field of water transportation engineering such as ports and waterways,and has certain promotion and application value.

Abstract:Marine silt is a common foundation material in port and waterway engineering projects,but its high moisture content often leads to unsatisfactory effectiveness when traditional solidifying materials are used.Indoor solidification experiments are conducted on high moisture content marine silt from the Zhoushan area to investigate the mechanical properties and micro-mechanisms of cement and solidifying agents in reinforcing the silt.The effects of the admixture amount of cement and solidifying agents and the curing age on the solidification effectiveness are systematically compared,and the microscopic structure is observed by scanning electron microscopy to analyze the solidification mechanism.The results indicate that the solidified soil exhibits strain-softening behavior.With an increase in curing age and admixture amount of solidifying agents,the unconfined compressive strength,cohesion,and compression modulus significantly improves,reaching 1.70-2.12 times,1.50-2.20 times,and 1.79-2.23 times those of cement-stabilized soil,respectively.The overall solidification performance of the solidifying agent is superior to that of cement,primarily because it produces more hydrated cementitious materials,resulting in stronger soil bonding.Additionally,it generates a higher content of expansive product(ettringite),which effectively fills the void in the high moisture content silt,thereby enhancing the compactness of the solidified soil structure.

Abstract:Stone-pitching is a common method for treating soft muddy foundations in revetments for ports and waterways.However,none of the three domestic calculation methods for the stone-pitching depth considers the influence of water depth,and no relevant research exists abroad.Consequently,estimation or post-construction borehole detection is carried out to decide the stone-pitching depth.To solve this problem,we investigate the calculation theory of the depth of static ballast siltation on land,introduce key parameters such as stone mass,drop height,water depth,and the cohesion and internal friction angle of the soft soil,and build an energy balance equation between the potential energy of the stone and the work done by resistance to calculate the stone-pitching depth.Then we verify the reliability of this method by borehole detection data from a practical project,and analyze effect degree of several energy components and calculation parameters in the formula on the result of stone-pitching depth.The results indicate that the work done by the stone lateral resistance accounts for approximately 70% of the total work,and the resistance work of the lower soil wedge accounts for 25%.Doubling the stone mass or the drop height increases the stone-pitching depth by 26.2% and 23.3%,respectively,while halving the soil's cohesion or internal friction angle increases the stone-pitching depth by about 10%.This calculation method can accurately predict the achievable stone-pitching depth during the design stage,thereby improving the reliability of scheme selection,and can also help optimize construction schemes.

Abstract:Vacuum preloading is a ground improvement technology for the drainage consolidation of soft soil.This technology combines vacuum pumping and prefabricated vertical drains (PVD) to increase the effective stress of the soft soil at different depth to reinforce the soft soil.However,some scholars believe that the vacuum pressure gradually decreases with depth,thus vacuum preloading has a better reinforcing effect on the shallow layers than on the deep layers,bringing controversy on the design and construction of vacuum preloading.In order to settle this controversy,a comparative analysis is conducted on shallow and deep soil layers from three perspectives:vacuum load distribution,ground settlement,and undrained shear strength.Combining theoretical research and field data,it is proven that the additional load of vacuum preloading at different depths is equal,and its reinforcement effect on soil layers at different depths is the same.In actual engineering,the reinforcement quality evaluation indicators such as ground settlement and the increase ratio of undrained shear strength are larger in shallow layer than in deep layer,but this does not mean that the reinforcement of vacuum preloading is better for shallow layer than for deep layer.The difference in the above reinforcement quality evaluation indicators is due to the initial effective stress state of the soil itself,that is,the initial vertical effective stress of shallow soil is lower than that of deep soil.

Abstract:The multi-hammer synchronized vibro-driving technique for large-diameter steel cylinders has been widely employed at home and abroad due to its high speed,short construction period,and cost-effectiveness.Currently,most domestic projects utilize the American eight-hammer synchronized system,without recorded engineering cases of domestically produced twelve-hammer synchronized hydraulic vibro-hammer groups being applied to steel cylinders exceeding 20 m in diameter and 50 m in height.This paper focuses on a project at Ningbo-Zhoushan Port,conducting key technical research on vibro-driving for large-diameter steel cylinders,addressing critical challenges such as clamping,unwrapping,hoisting,positioning,sinking,and rectification.Through vibro-driving analysis and equipment comparison,this paper proposes an innovative vibro-driving large-diameter steel cylinder solution based on a domestic twelve-hammer synchronized system,resulting in a comprehensive construction methodology.Additionally,this paper builds a positioning and rectification technical workflow,along with parameter control measures.The results show that all the indicators of the steel cylinder vibration sinking meet the design requirements.This project serves as a high-quality demonstration for the application of domestically manufactured vibro-hammer equipment.

Abstract:In response to the key issues of the lack of application of large gantry cranes and the technology for lifting thousand-ton class caissons in the construction of the gravity wharf project at Nansha port,Guangzhou Port,an efficient connection technology between the gantry crane and the caissons is proposed,and the new construction method is explored and practiced.Given that there is no domestic precedent for using large gantry cranes to batch-lift thousand-ton class caissons,and that achieving this lifting process requires overcoming the efficient connection technology between gantry cranes and caissons,a new construction method suitable for the transportation of large caissons onto barges is developed by using self-designed special lifting gear,and by utilizing the existing recessed harbor basin and 2，000-ton class large gantry cranes to replace the traditional temporary transportation wharf facilities.The research results show that this method directly saves the construction cost of the dedicated transportation wharf,effectively avoids the approval cycle for the temporary transportation wharf shoreline,and the cost of a single project is reduced by more than 30%.At the same time,as the gantry crane can operate all-weather and is not affected by tides and water levels,the efficiency of caisson transportation is increased by more than 40%,saving at least two months of construction time.