本刊記者 徐 華

黃金水道解“鎖”密碼

本刊記者 徐 華

2011年3月，交通運(yùn)輸部發(fā)布了《關(guān)于貫徹國(guó)務(wù)院關(guān)于加快長(zhǎng)江等內(nèi)河水運(yùn)發(fā)展的意見的實(shí)施意見》，標(biāo)志著我國(guó)加快內(nèi)河水運(yùn)發(fā)展進(jìn)入實(shí)施階段。然而，一個(gè)不容忽視的現(xiàn)實(shí)是，在航道整治駛上快車道的同時(shí)，諸如橋梁、閘壩等礙航狀況更顯突出。二律背反規(guī)律表明，任何局部或環(huán)節(jié)最優(yōu)往往會(huì)損害系統(tǒng)整體的利益，長(zhǎng)江各方涉水因素，都在有形或無形地影響著長(zhǎng)江通航能力的綜合發(fā)揮。

跨江大橋再拔高

長(zhǎng)江通江達(dá)海、水量充沛，有優(yōu)良的航運(yùn)條件。1931年，美國(guó)萬噸級(jí)“加利福尼亞”油輪曾自長(zhǎng)江口直達(dá)武漢。然而，現(xiàn)在萬噸級(jí)船舶要實(shí)現(xiàn)江海直達(dá)更多地要看橋梁的臉色了。凌空飛架的橋梁使萬噸級(jí)海輪的長(zhǎng)江之旅只能淺嘗輒止。

目前，我國(guó)長(zhǎng)江干線跨河橋梁有60座之多，其中江通長(zhǎng)江大橋、江陰長(zhǎng)江大橋等5座大橋凈空在32米以上，可通過萬噸級(jí)海船外，其它均在24米以下。其中，中下游通航凈高度普遍為24米，共有11座，一般可通過5000噸級(jí)單船或萬噸級(jí)船隊(duì)。中上游橋梁的通航凈高度普遍為18米，共有41座，一般可通過3000噸級(jí)船隊(duì)。造成我國(guó)跨江大橋凈空普遍過低的主要原因是最早建成的南京、武漢長(zhǎng)江大橋凈空為24米，其后的橋梁都錯(cuò)誤地參照了這個(gè)標(biāo)準(zhǔn)，例如黃石、九江、銅陵等橋梁。其凈空尺寸遠(yuǎn)小于壓載時(shí)萬噸船舶吃水線到桅頂高度。正是跨江橋梁凈空參考標(biāo)準(zhǔn)過低，導(dǎo)致橋梁在溝通南北交通時(shí)，卻卡住了長(zhǎng)江東西水運(yùn)。

從這一點(diǎn)來看，美國(guó)密西西比河流域開發(fā)則更加注重保證航運(yùn)的通航要求。自圣路易斯以下到河口1600公里的河段僅建兩座大橋，平均800公里一座。眾多的跨江橋梁，大都在河流上游和支流。密西西比河上下7座大橋有6座均在47米以上，海輪可上行到距河口4056公里處。

由于建成橋梁限制，南京至銅陵213公里可供萬噸級(jí)海輪通航的深水航道未得到充分利用。國(guó)家自上世紀(jì)80年代以來，先后投資數(shù)十億元在蕪湖、安慶、九江、黃石、武漢、城陵磯、重慶等港口建成的數(shù)十座5000噸級(jí)外貿(mào)碼頭和集裝箱碼頭，卻很少有大型外輪靠泊。橋梁凈空過低成為長(zhǎng)江中上游廣大地區(qū)出海物流大通道的瓶頸。

據(jù)交通運(yùn)輸部總工程師徐光介紹，研究表明，萬噸級(jí)海船直達(dá)安慶是較為經(jīng)濟(jì)合理的運(yùn)輸范圍，首先，航道自然條件和建設(shè)可能性大。目前，安慶以下航道通過治理具備在枯水期達(dá)到6米水深的條件，中洪水期基本滿足萬噸級(jí)海船通航要求。安慶以上枯水期只能達(dá)到4.5米水深，繼續(xù)提高航道水深技術(shù)上存在很大難度。其次，水路運(yùn)輸組織的經(jīng)濟(jì)規(guī)律性最優(yōu)。與中轉(zhuǎn)運(yùn)輸相比，海船直達(dá)雖然減少中轉(zhuǎn)換裝環(huán)節(jié)，但海船造價(jià)和航行成本相對(duì)較高，到一定范圍后，直達(dá)不具有成本優(yōu)勢(shì)。經(jīng)測(cè)算，在回程貨裝載率達(dá)到30%以上時(shí)，萬噸級(jí)海船直達(dá)安慶相對(duì)中轉(zhuǎn)運(yùn)輸具有經(jīng)濟(jì)合理性。綜合考慮，安慶以下是萬噸級(jí)江海直達(dá)相對(duì)合理的范圍。

那么，從長(zhǎng)江航運(yùn)的長(zhǎng)遠(yuǎn)看，安慶以下橋梁就有必要考慮提高跨江大橋的跨度和凈空標(biāo)準(zhǔn)。例如通過技術(shù)改造，提高現(xiàn)有橋梁尤其可適宜萬噸海輪河段橋梁的凈空高度。據(jù)專家介紹，目前提高橋梁高度有幾種方法：一是加高橋墩，抬高橋梁；二是改造大橋，使其中一個(gè)橋孔提升為活動(dòng)橋。萊茵河上就有一些橋梁采取這種方法；三是建造適應(yīng)現(xiàn)行橋梁跨度的大型標(biāo)準(zhǔn)船舶。例如，2007年9月21日，從寧波港出發(fā)首航到武漢鋼鐵工業(yè)港的“江夏文”號(hào)萬噸級(jí)貨輪，桅桿可以收起。另外，還可以將船舶駕駛臺(tái)建造成為可升降形式，以便控制過橋時(shí)船舶的高度。

三峽樞紐能力效率齊升級(jí)

三峽工程具有防洪、發(fā)電、航運(yùn)等綜合效益。然而，自從1997年大江截流以來，長(zhǎng)江干線航運(yùn)卻走過了一斷不尋常的坎坷之路。從明渠到臨時(shí)船閘，三峽的通航能力始終明顯不足。為了解決這一問題，1998年，翻壩過閘開始出現(xiàn)。這作為當(dāng)時(shí)三峽建設(shè)中的臨時(shí)之舉實(shí)為無奈。然而，2003年6月15日，三峽雙線五級(jí)船閘投入運(yùn)行，長(zhǎng)江航運(yùn)正常通航之后，翻壩卻依然擔(dān)負(fù)著大量的過閘物資轉(zhuǎn)運(yùn)的重要作用。

據(jù)報(bào)導(dǎo)，三峽船閘自2003年6月16日投入試運(yùn)行以來，雖然通過科研和實(shí)踐摸索不斷改進(jìn)船閘調(diào)度與管理，船閘通過量有所提高，但是由于船閘實(shí)際通過能力2460萬噸與設(shè)計(jì)能力5000萬噸存在較大差距，難以實(shí)現(xiàn)快速過壩，船舶滯留時(shí)有發(fā)生。在船閘開始運(yùn)行的半年中，在兩線船閘正常運(yùn)行期間，有一定數(shù)量船舶滯留待閘，最高達(dá)252艘。尤其是在壩區(qū)流量超限、樞紐沖沙、客運(yùn)高峰、船閘應(yīng)急搶修和計(jì)劃性停航期間，大量待閘船舶在三峽壩區(qū)滯留，最高達(dá)349艘。

目前，據(jù)官方數(shù)據(jù)顯示，2008年，三峽船閘運(yùn)行8661閘次，通過55351艘次，通過貨運(yùn)量5370萬噸，翻壩運(yùn)量1477萬噸，過壩貨運(yùn)量合計(jì)6847萬噸。三峽船閘待閘時(shí)間4～10小時(shí)，過閘時(shí)間約3.5小時(shí)。三峽下行過閘貨運(yùn)量和下行過壩貨運(yùn)量分別為3259萬噸和4013萬噸，是三峽船閘設(shè)計(jì)通過能力的65%和80%。據(jù)有關(guān)研究機(jī)構(gòu)預(yù)測(cè)，2020年、2030年三峽樞紐斷面下行貨運(yùn)量將分別達(dá)到6315萬噸、7750萬噸。而三峽船閘設(shè)計(jì)單向通過能力為5000萬噸。從長(zhǎng)遠(yuǎn)看，即使考慮今后三峽升船機(jī)投入使用，三峽現(xiàn)有通航建筑物也難以滿足船舶過壩需要。

在《長(zhǎng)江三峽水利樞紐初步設(shè)計(jì)報(bào)告（樞紐工程）》中，已經(jīng)提到當(dāng)三峽工程通航建筑物不能滿足通航需要時(shí)，要考慮建設(shè)新的過船通道。三峽工程五級(jí)船閘于1994年4月開工，2003年6月試通航，2007年5月船閘工程全面竣工，工程建設(shè)前后歷時(shí)13年。加上規(guī)劃、勘測(cè)、科研和設(shè)計(jì)時(shí)間，三峽船閘建設(shè)經(jīng)歷的時(shí)間更長(zhǎng)。在三峽通航建筑物通過能力不能滿足通航需要前，應(yīng)預(yù)先研究并建設(shè)三峽大壩新的船舶通道，并應(yīng)留足工程建設(shè)前期工作時(shí)間和建設(shè)時(shí)間。

據(jù)了解，目前三峽新船閘的建設(shè)方案已經(jīng)進(jìn)入了研究階段，而先期被停建的三峽升船機(jī)已于2008年9月開始續(xù)建，金屬結(jié)構(gòu)制造安裝正在招標(biāo)，計(jì)劃在2015年6月建成運(yùn)行。同時(shí)，三峽翻壩公路也正在建設(shè)之中，有專家指出，提高三峽樞紐綜合通過能力和翻壩運(yùn)輸效率，應(yīng)該調(diào)整原來的“水-陸-水”為“水-陸”運(yùn)輸方式，目前，長(zhǎng)江右岸正在建設(shè)翻壩運(yùn)輸高速公路，該公路上起姊歸曲溪橋，經(jīng)過姊歸縣、夷陵區(qū)等，止于宜昌長(zhǎng)江公路大橋南岸，連接滬渝高速公路，全長(zhǎng)57.38公里，于2010年底建成。同時(shí)，翻壩碼頭也正在緊鑼密鼓地建設(shè)中。三峽壩上右岸已建碼頭有茅坪港客運(yùn)碼頭、靖江溪滾裝碼頭，左岸有太平溪港客運(yùn)碼頭、姊歸物流中心滾裝碼頭。兩壩間已建碼頭包括右岸岱獅滾裝碼頭，左岸楊家咀滾裝碼頭，黃柏河水域平湖滾裝碼頭和夜明珠滾裝碼頭。

據(jù)統(tǒng)計(jì)，2009年，通過三峽樞紐斷面貨運(yùn)量7425萬噸，其中通過船閘6089萬噸，翻壩運(yùn)輸1336萬噸。預(yù)測(cè)2020年通過三峽樞紐斷面貨運(yùn)量約1.3億噸，其中通過船閘和升船機(jī)1.1億噸，翻壩運(yùn)輸2000萬噸。

水庫群聯(lián)合調(diào)度

長(zhǎng)江上游干支流是我國(guó)水電能源集中地區(qū)，金沙江、雅礱江、烏江、岷江、大度河、嘉陵江等干支流陸續(xù)進(jìn)行了水電建設(shè)開發(fā)，結(jié)合已經(jīng)建成的三峽、葛洲壩水利樞紐，長(zhǎng)江干支大型水庫群將陸續(xù)形成。

由于長(zhǎng)江上游干支流水庫分屬不同業(yè)主管理，大都按單庫運(yùn)行方式或某一支流級(jí)水庫聯(lián)合運(yùn)行方式運(yùn)行，這將制約三峽工程和上游水庫綜合效益綜合的發(fā)揮。專家建議長(zhǎng)江干支大型水庫群應(yīng)進(jìn)行聯(lián)合調(diào)度，從而更合理地安排水庫群的蓄、泄水時(shí)機(jī)，協(xié)調(diào)興利與防洪、生態(tài)的關(guān)系。同時(shí)，上游水庫群聯(lián)合調(diào)度后，梯級(jí)水庫可進(jìn)行補(bǔ)充調(diào)節(jié)，三峽水庫可較長(zhǎng)時(shí)間維持在高水位運(yùn)行，枯水期對(duì)下游補(bǔ)償量增大，航道水深增加，對(duì)保障航運(yùn)效益的正常發(fā)揮將起到較好作用。

當(dāng)然，水庫蓄水給庫區(qū)航道帶來益處的同時(shí)，在長(zhǎng)江干支流的高等級(jí)航道中，水庫群依然礙航斷航現(xiàn)象也不容忽視。細(xì)數(shù)下來，令人痛心。在烏江上，除彭水外其余梯級(jí)未同步建設(shè)通航設(shè)施，造成斷航。沅水航道規(guī)劃為500噸級(jí)，但白市、托口梯級(jí)升船機(jī)為通航50噸船舶，洪江梯級(jí)通航設(shè)施為300噸級(jí)。掛治梯級(jí)未建通航設(shè)施。漢江，丹江口升船機(jī)無法正常運(yùn)行。贛江通航規(guī)劃為1000噸級(jí)，但萬安梯級(jí)通航設(shè)施為500噸級(jí)。信江的界牌樞紐蓄水位未達(dá)設(shè)計(jì)標(biāo)準(zhǔn)，造成船閘坎上水深不足，同時(shí)紅衛(wèi)壩樞紐未按要求拆除。錢塘江航道規(guī)劃為500噸級(jí)，富春江船閘只能通過100噸級(jí)船舶。

多年來，閘壩礙航，與跨江橋梁凈高過低一樣，是長(zhǎng)期困擾著內(nèi)河航運(yùn)的典型性問題，已成為長(zhǎng)江通過能力的硬傷。既然是硬傷就很難在朝夕之間就可以解決，然而，硬傷背后所反映的，更多的是軟環(huán)境的不足所帶來的直接后果。在長(zhǎng)江大力加快提高航道等級(jí)的同時(shí)，長(zhǎng)江船舶的通過能力要切實(shí)找到著力點(diǎn)，還需要更多內(nèi)河軟實(shí)力的提升。

In March 2011, the Ministry of Transport issued “Advice on implementation of the State Council’s Opinions on accelerating the development of inland water transport including Yangtze River”, marking that China has started to put into practice the development plan. However, a fact that can not be ignored is that impeding navigation problems such as bridges and gate dams will be more outstanding when speeding up waterway dredging.

Elevating cross-river bridges without suff i cient headroom

Yangtze River fl ows into the East China Sea and thanks to its abundant water received from tributaries and lakes,was navigable by ocean-going vessels. In 1931, the 10,000-ton US tanker “California” made her way up to Wu Han directly from its mouth. At present, however, vessels of ten thousand tons intending to make a river-sea voyage are subject to the height of cross-river bridges.allow the ship of 3,000 tons to pass through. Due to the restriction of built bridges, the 213km deep water route from Nanjing to Tongling, which is navigable by sea-going vessels of 10,000 tons, has not been fully utilized. Too low headroom under bridges has become the bottleneck of thoroughfare for sea logistics from the middle and upper reaches of Yangtze River.

Currently, there are more than 60 cross-river bridges along Yangtze River Trunk Line, among which 11 bridges in the middle-lower reaches of the river usually have net height of 24 meters for navigation, and could allow the ships of 5,000 tons or 10,000 tons to pass through, while 41 bridges in the middle-upper reaches of the river usually have net height of 18 meters for navigation, and could

According to Xu Guang, Chief Engineer of Chinese Ministry of Transport, the study has shown that the economically reasonable transport route for sea-going vessels of 10,000 tons is direct navigation up to An Qing.Consequently, the long-term development of Yangtze River shipping requires elevation of the spanning and headroom standards for the newly built river-crossing bridges from An Qing down to the lower reaches of the river. According to experts, currently there are several methods of raising the height of bridges .Firstly, heighten piers to raise the bridge girder. Secondly, renovate bridges to turn one of apertures of the bridge into movable bridge. Some bridges over the Rhine have adopted this method. Thirdly, turn road and rail dualpurpose bridges into dedicated road service bridge, and dismantle sublayer bridge for railway service to increase the headroom. In addition, large standard vessels to be built should accommodate existing bridges’ span.

Upgrading capacity and efficiency of three gorges project

The Three Gorges project has multiple benefits ranging from flood prevention to electricity generation and shipping. However, since the damming of the great river in 1997, the shipping on Yangtze River Trunk Line has gone through all kinds of trials and tribulations. From open channel to temporary lock, Three Gorges has obvious def i ciencies in terms of navigation capacity. To solve this problem, the phenomenon of passing through the dam by road started to appear in 1998, which was a temporary action due to lack of alternative during construction of Three Gorges. However, even though the two-way fivestep lock of Three Gorges put into service on 15thJune,2003 and Yangtze River was open to normal navigation,the means of passing through the dam by road still played an important role in transferring a large amount of goods and materials.

From the long term perspective, the existing navigation buildings of Three Gorges are diff i cult to meet the demand of ships to pass through the dam, even considering the future use of ship lift. At present, the earlier suspended construction of Three Gorges ship lift began to be resumed from September 2008. The bidding for metal structure and manufacturing installation is in the process,and the ship lift is planned to be completed and put into service by June 2015. Meanwhile, Three Gorges roads used for transferring goods are also under construction.Some experts point out that the original transportation mode of “water-land-water” should be adjusted to “waterland” by increasing the overall transit capacity of Three Gorges Dam and improving the efficiency of passing through the dam by road. According to the statistics, the cargo volume passing through Three Gorges section was 74.25m tons in 2009, of which 60.89m tons passed through ship lock and 13.36m tons by transferring to road.It is predicted that the cargo volume of Three Gorges section will reach 130m tons by 2020, of which 110m tons will pass through ship lock and lift and 20m tons by transferring to road.

Consolidated management of reservoir group

Main streams and tributaries of the upper Yangtze River give rise to China’s major water and hydroelectric resources. Jinsha River, Yalong River, Wujiang River,Minjiang River, Dadu River and Jialing River successively started hydroelectric constructions, which, together with Three Gorges and Gezhouba Dam that have been built,will lead to gradual formation of large reservoir groups in the main streams and tributaries of the Yangtze River.

Since the reservoirs in the main streams and tributaries of the Yangtze River belong to different owners, most of them are being run in the form of single reservoir or joint reservoir operation in the same tributary, which will restrict the overall efficiency of the Three Gorges project and upstream reservoirs. Experts suggest that the reservoir groups in main streams and tributaries of the Yangtze River should be managed in union, so that the timing of water storage and fl ood discharge could be scheduled more reasonably, and the relations among water conservancy, flood control and ecology could be coordinated. Meanwhile, when reservoir groups in the upper reaches implement joint management, step reservoirs could be replenished and regulated, the Three Gorges reservoir could maintain its operation at high water level for a extended period and thus increase water supply to the lower reaches in dry seasons, and the depth of navigation route could also be increased, all of which will help promote shipping eff i ciency of the river.

Decoding the“Locked” Golden Channels

Reporter Xu Hua