The rise of nanometers

This episode did not affect Huang Xiuyuan. Hearing Zhang Lei's report, he also shook his head. Westerners often like to go to extremes.

Two girls who had just graduated traveled thousands of miles to come to China just to explore the true face of the Eastern world. He could only say that they were brave.

Fortunately, they are not going to Tianzhu. The bottom line there is that there is no bottom line. Even if a white man goes there, it is very dangerous, especially if a woman goes there, the level of danger will skyrocket.

Liu Xin, after thinking for a while, still didn't make up her mind about which new project to go to, or to apply for a new project by herself.

Huang Xiuyuan patted him on the shoulder: "Don't worry, the coal seam spontaneous combustion control technology still needs to be finished. You are doing the finishing work while thinking about the next way."

"Okay, Chairman."

Huang Xiuyuan looked at the situation of spontaneous combustion control in coal seams, made some arrangements, said goodbye to Liu Xin and his party, and returned to the hotel in Yinchuan to rest.

This time he came to Yinchuan to inspect Liu Xin's coal seam spontaneous combustion control project. He just stopped by to take a look. His real purpose was to go to the west side of Helan Mountain.

To the west of Helan Mountain is the Tengger Desert in the Alxa Left Banner. In the hinterland of the desert, there is a confidential project between the Sui people and the government.

Two days later.

Huang Xiuyuan's convoy bypassed the southern part of Helan Mountain and headed for Alxa Left Banner, a city in the wind and sand.

at the same time.

Xuwen County, Zhanjiang, western Guangdong.

Lin Baijie and Jiang Hailin, who had just arrived from Jiangcheng, met with the head of the Qiongzhou branch and several local top leaders in Hai'an Town, Xuwen County.

Academician Wang Mengshu of the Academy of Engineering, Academician Li Fen who had previously built a super highway in Xiuwen County, and a dozen researchers from the Department of Sui Ren were all in the temporary conference room by the sea.

Zhang Tianwang, a researcher at the Department of Sui Ren who develops composite materials for super highways, read Academician Wang’s Qiongzhou Strait submarine tunnel plan and calculated some data from time to time on his laptop.

Jiang Hailin, who was not a professional, humbly asked for advice: "Dr. Zhang, Academician Wang, and Academician Li, are there any difficult problems that are difficult to solve in the current construction of undersea tunnels?"

The white-haired Academician Wang Mengshu pointed at the exploration map of the Qiongzhou Strait and explained with a cautious expression:

"In fact, the construction of a cross-sea bridge or undersea tunnel across the Qiongzhou Strait was proposed by Zhang Zhidong, the Minister of Foreign Affairs in the late Qing Dynasty. I myself have been engaged in this work. I submitted research reports in 1998 and 1999, but there has never been a safe one. feasibility plan."

Next, Academician Wang explained some of the reasons: "The geological conditions of the Qiongzhou Strait are complex, and three earthquake zones pass through it at the same time. If a submarine tunnel is built, the impact of earthquakes must be considered."

"If you choose to build a cross-sea bridge, you must not only consider the impact of earthquakes, but also the frequent typhoons along the southeast coast, as well as water depth issues, so cross-sea bridges are the most difficult."

Jiang Hailin read Academician Wang's research report. Earthquake zones, frequent typhoons, and water depths of about 45 to 100 meters are all very fatal factors.

There is another factor that cannot be ignored, and that is the seabed strata in the Qiongzhou Strait. The upper layer is a sediment layer with a thickness of more than 300 meters, and the layer below 300 meters is a relatively hard clay layer.

The loose silt layer cannot be used as a foundation, and piles must be driven deep into the clay layer.

Think about it, the thickness of the seawater plus sediment layer is nearly 400 meters, coupled with the complex and fierce currents in the Qiongzhou Strait, the designers who designed the cross-sea bridge are very happy, and the engineers responsible for the construction are probably going to curse.

Therefore, the cross-sea bridge was directly eliminated, and now only the undersea tunnel plan remains.

Lin Baijie is also looking through these exploration data and feasibility studies. Many people in the outside world have always thought that the cross-sea bridge or undersea tunnel in the Qiongzhou Strait was not built because of economic reasons.

In fact, this idea is completely wrong. If it were really for economic reasons, the Qinghai-Tibet Railway would not be built.

The fundamental reason is that the geology, sea currents, and climate of the Qiongzhou Strait are too harsh. When a cross-sea bridge or submarine tunnel is built, if a geological change causes a displacement of several meters, it will be a disastrous result. The entire bridge or tunnel may be directly abandoned.

No matter how much money you have, this is not how you spend it.

Zhang Tianwang, who had been immersed in calculations for more than twenty minutes, finally stopped and said:

"If the composite material of the super highway is used, the pipe wall thickness needs to be about 0.6 to 0.7 meters. In addition, considering the three seismic zones in the Qiongzhou Strait, my plan is to separate the casing."

"Casing separation? What is this plan?" Academician Wang asked puzzledly.

Zhang Tianwang stood up and drew a sketch on the small blackboard beside him.

The so-called casing separation is due to the unevenness of the seabed. Some areas of the seabed in the Qiongzhou Strait are hundreds of meters deep, and some areas are only about 45 meters deep.

If the immersed tube method is adopted, the tube diameter of the undersea tunnel will be 22 meters, which is the same as the super highway.

The 22-meter pipe diameter, coupled with the thickness of the pipe wall, occupies more than half of the water depth in the 45-meter depth area. There are many submarines operating in the Qiongzhou Strait, so the depth of the tunnel must be at least 70 meters from the sea surface. about.

As a result, tunnels can only be excavated in some areas, and the immersed tube method can be used in some areas.

But Zhang Tianwang understands that the danger of digging a tunnel is very high. The tunnel itself will be connected to the seabed rock formations. Once an earthquake occurs in those seismic zones, the tunnel may be directly cracked.

Although the composite materials of the super highway can withstand strong earthquakes of magnitude 8 to 9, that is the design standard on land. There is still very strong water pressure on the seabed, which may weaken the seismic performance of the pipeline.

Therefore, Zhang Tianwang’s plan is to dig a tunnel and then pass the super highway pipeline through the interior of the tunnel so that the pipeline itself does not have direct contact with the seabed rock formations and reduce the propagation of seismic waves through the solid body and the effect on the pipeline itself.

Academician Wang looked at the sketch on the small blackboard and assessed the feasibility of this plan: "Will the amount of the project be too large? After all, the diameter is 25 meters. This is probably the largest underground tunnel in the world."

"In this regard, Lao Wang, you don't have to worry. Our Engineering Academy and the Suiren Department's Wuding Project is currently being tested. The new excavation technology is combined with composite materials. In addition, the formation in the Qiongzhou Strait is a sediment layer, so there is no problem in the difficulty of the project. "Academician Li Fen said with a smile.

After hearing the news, Academician Wang felt confident: "In this case, the problem should not be big. With the double insurance of the two-layer pipeline, even if it encounters a strong earthquake, it can still withstand it."

Seeing that everyone had almost unanimous opinions, Zhang Tianwang asked another question: "The cost will be higher, maybe more than 300 million per kilometer. This is thanks to new materials, otherwise it would not be possible to get it without 1 billion per kilometer. "

Academician Wang laughed directly and said: "300 million per kilometer? This is already extremely cheap. The average width of the Qiongzhou Strait is only 29.5 kilometers. It can be successfully constructed with an investment of 9 billion, and the economic boost will be more than this."

Others also know that the price is very cheap. The engineering and design difficulty of the Qinghan Tunnel built by the Japanese back then was comparable to that of the Qiongzhou Strait Undersea Tunnel. The Qinghan Tunnel was 54 kilometers long and cost about 56.7 billion yuan, with an average of 10 per kilometer. Over 100 million.

That’s why everyone said that the cost of more than 300 million per hectare is very cheap.

After the plan was determined, everyone began to discuss the specific undersea tunnel route.

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