智慧在多瑙河上閃光 -----永泰羅馬尼亞氣囊勇救“不水舟”

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智慧在多瑙河上閃光

-----永泰永安順羅馬尼亞氣囊勇救“不水舟”

多瑙河，一個詩情畫意的名字，白樺林中的鳥語，蝶戀蜂迷的花香，微風(fēng)漪瀾的河水，擁有三百條支流的多瑙河，讓人們?yōu)橹某迸炫?/font>。

多瑙河，一個象征勇氣和力量的地方。約翰·施特勞斯的《藍(lán)色的多瑙河》圓舞曲，總是給予人們生活的熱情和奮斗的勇氣。

2011年9月2日晚7點，永泰旗下永安順工程公司，在美麗的多瑙河畔成功下水一艘“不水舟”，濺起的“多瑙河之波”奏響了一曲驚天動地的贊歌，為《藍(lán)色多瑙河》增添了新的樂章。

八月的北京酷暑炎炎，永安順公司接到一個電話：羅馬尼亞船廠一艘液化氣船在下水過程中出現(xiàn)事故，船體橫傾在滑道上，客戶詢問能否拯救該船。隨后的交流中，我們了解到歐洲一家著名打撈公司曾到該失事現(xiàn)場勘察過，隨后提交的打撈方案卻未得到德國船東的認(rèn)可。

由于時間緊迫，船東方面要求永安順公司首先出具技術(shù)方案，如果方案可行則直接到現(xiàn)場工作。永安順人為難了，沒有現(xiàn)場勘查，對方給出的資料又不完善，這個活怎么接呢？

智慧一 運(yùn)籌帷幄，科技當(dāng)家

時間緊迫，永安順和船廠雙方都開始了高速運(yùn)轉(zhuǎn)。船廠按照我方要求，現(xiàn)場測量各種數(shù)據(jù)，水下摸排繪圖，隨后資料迅速發(fā)往我公司。我們經(jīng)過反復(fù)計算和推演，制定出三套氣囊打撈下水方案，供船東參考和選擇。由于氣囊工程在歐洲尚無先例，船東和船廠對方案提出了很多質(zhì)疑。我公司針對對方問題，通過繪圖以及計算說明了各種方案的利弊。最終永安順嚴(yán)謹(jǐn)?shù)姆桨敢约翱茖W(xué)的態(tài)度打消了船東的疑慮，在一周內(nèi)與我公司簽訂了合同，并預(yù)付100%合同款。通過該輪接觸我們對德國船東工作嚴(yán)謹(jǐn)高效的態(tài)度也有了深刻的體會。

智慧二：多瑙河畔，一錘定音

合同簽訂的第三天，永安順兩名工程師經(jīng)過14小時的飛行到達(dá)羅馬尼亞邊境城市Turnu Severin。這里與塞爾維亞隔多瑙河相望，直線距離僅1公里。

來不及看異國風(fēng)情，來不及休息，工程師們放下行李就趕到了船廠。八月羅馬尼亞的午后地面溫度達(dá)到45度，現(xiàn)場2個小時的勘察后，工程師們心情沉重。

該船廠為50年代蘇聯(lián)援建廠，一直采用木滑道橫向下水。由于滑道未得到良好的維護(hù)保養(yǎng)，在下水該6500 立方液化氣船時，滑道和滑車大部分碎裂，船體擱淺在1.5米水深處的滑道上。船體縱傾9.8度，橫傾9度，船底情況不明。

船廠和船東以及我方工程師進(jìn)行了技術(shù)交流。船廠方面希望氣囊頂升起事故船后，他們修復(fù)滑車，繼續(xù)使用滑車來下水該船。船東方面則對此深表懷疑，但對氣囊是否能夠順利使該船下水也心存疑慮。

我方建議在現(xiàn)場召開會議。針對船廠的繼續(xù)使用滑車建議，我方要求潛水員下水勘察水下滑道情況：假設(shè)滑道完好，那么使用滑車下水對于雙方都有利：我們只需頂升起船舶，清理掉已碎滑車即可。

然而潛水員的摸排和照片顯示，水下滑道至少有4根無法繼續(xù)使用，現(xiàn)場氣氛十分凝重。但船廠仍然堅持滑車下水，提議可以更換部分水下滑道。船東和我方人員私下進(jìn)行了商談，我方認(rèn)為滑車下水風(fēng)險較大，氣囊方案更加合理可行。

最終船東決定采用氣囊頂升并下水的方案，要求我方全面負(fù)責(zé)現(xiàn)場指揮。

智慧三 堅忍不拔，鼎力相助

我方連夜開始補(bǔ)充、修訂、分解打撈方案，對各個步驟進(jìn)行了詳細(xì)說明。第二天召開了現(xiàn)場技術(shù)交底會，指揮人員人手一份技術(shù)方案。

空運(yùn)過來的氣囊已經(jīng)到達(dá)現(xiàn)場，根據(jù)方案人們開始擺放氣囊。船底情況復(fù)雜，部分船底坐在滑道上，部分坐在滑車上，并且有1-2米深得水，加上工人沒有操作經(jīng)驗，氣囊就位工作進(jìn)展緩慢。船底和水下地面距離最小只有30 厘米，潛水員無法鉆入船底輔助作業(yè)，也造成了工作的困難。

當(dāng)日船廠邀請來一位羅馬尼亞造船業(yè)頂尖工程師，對我公司的技術(shù)方案進(jìn)行審核和現(xiàn)場監(jiān)督。該工程師我們稱之為老法師，對我方案提出很多尖銳問題。我方既要從理論方面來證明方案的可行和安全性，又要現(xiàn)場處理遇到的各種困難，十分疲憊。

第三天，10只氣囊完成精確定位擺放，隨后氣囊充氣船首被緩慢升起。看到項目有了好的進(jìn)展，現(xiàn)場工作人員精神為之一震，一鼓作氣順利移除了船首下破碎的滑車。

第七天，26只氣囊完全頂起了船體，滑車清理完畢。

此時船體的橫傾角恢復(fù)到7度左右，與我方提供的計算結(jié)果非常吻合。此前老法師認(rèn)為船體在被氣囊頂起后，船體可能產(chǎn)生側(cè)滑。盡管我方提供了計算數(shù)據(jù)，表明側(cè)滑不可能發(fā)生，但船廠仍堅持加裝側(cè)向橫拉鋼絲繩。待船體頂起后，實際結(jié)果是船體橫傾角減小，橫拉鋼絲繩也沒有任何拉力。在下水前，橫拉鋼絲又全部被拆掉。這以后船廠船東對我公司信心空前高漲。

智慧四 猛龍覺醒，飛魚現(xiàn)象

這是一個難忘的日子，2011年月2日晚7點，多瑙河畔又恢復(fù)了往日的寧靜，人們翹首以待激動人心的下水時刻。

船尾牽引鋼絲纜緩緩發(fā)力，大船卻紋絲不動。四周一片寂靜，只有嘩嘩的水聲和對講機(jī)傳來焦急的對話聲。三分鐘時，船體前進(jìn)了大約2米，現(xiàn)場指揮人員協(xié)調(diào)牽引拖輪和拖車同時發(fā)力，5分鐘時人們已經(jīng)能夠感覺到船體的運(yùn)動了，竊竊私語聲四處響起來，夾雜著壓抑的興奮和惶恐。大船好像一條蘇醒的猛龍，慢慢開始舒展身軀，6分鐘時船尾已經(jīng)達(dá)到起浮水深。 隨著船體逐漸起浮，氣囊一條接一條從船底竄出，18長的大家伙呼嘯著沖出來又重重得拍在水面。周圍人群開始沸騰起來，每一條氣囊的飛躍都伴隨著人們興奮的呼喊聲：飛魚！飛魚！10分鐘后船體順利入水，完全起浮。

最先過來和我們擁抱的是老法師，接著是船東，船廠經(jīng)理，周圍人群也不停有人過來握手祝賀。夕陽下美麗的多瑙河畔一片歡騰。

羅馬尼亞經(jīng)歷，我們不僅收獲了項目成功的喜悅，也收獲了友誼。船廠的工人米爾切多次邀約我們?nèi)ジ浇斡[，盡管我們找出各種理由拒絕也抵擋不住他的盛情。船東代表KARL先生，學(xué)識淵博體貼友善，在生活和項目上給了我們很多支持。還有哈特曼的小龍，和我們一起同甘共苦10天時間，在此一并表示真心感謝。

英文稿件：

Wisdom shines on the Danube River

-----Qingdao Eversafe Romania airbag bravely rescued the "waterless boat"

The Danube, a poetic name, the bird songs in the birch forest, the flowers of butterflies and bees, the ripples of the river in the breeze, the Danube with 300 tributaries, makes people feel surging.

The Danube, a place symbolizing courage and strength. Johann Strauss's Blue Danube waltz always gives people the passion of life and the courage to struggle.

At 7 PM on September 2nd, 2011,  Eversafe Engineering Company, a subsidiary of Qingdao Evergreen Maritime, successfully launched a "non-water boat" on the beautiful Danube River. The "Danube River wave" splashed out played a song of earth-shaking praise and added a new chapter to the Blue Danube.

In August, Beijing was sweltering.  Eversafe Company received a call: a liquefied gas ship at a Romanian shipyard had an accident during its launch, causing the ship to stuck on the slipway. The customer inquired if the ship could be salvaged. During the subsequent communication, we learned that a renowned European salvage company had inspected the accident site and submitted a salvage plan, but it was not accepted by the German shipowner.

Due to the lack of time, the shipowner asked  Eversafe Company to first issue a technical plan and go to the site directly if the plan was feasible.  Eversafe company was in a dilemma. Without on-site investigation and the incomplete data provided by the other party, how could we take over this job?

Wisdom 1. Find Strategy Far Away , Technology is the Key

Time was of the essence, and both Eversafe and the shipyard began to operate at high speed. The shipyard measured various data on-site and conducted underwater surveys and mapping according to our requirements, and then promptly sent the materials to our company. After thorough calculations and simulations, we developed three airbag salvage plans for the shipowner to consider and choose from. Since the airbag project had no precedent in Europe, the shipowner and the shipyard raised many questions about the plans. Our company addressed these concerns by providing detailed drawings and calculations that explained the pros and cons of each plan. Ultimately,  Eversafe's rigorous approach and scientific attitude reassured the shipowner, who signed the contract with us within a week and prepaid 100% of the contract amount. Through this interaction, we gained a deep appreciation for the shipowner's meticulous and efficient work ethic.

Wisdom 2: One Hammer down on the Danube

Three days after the contract was signed, two engineers from  Eversafe flew 14 hours to Turnu Severin, a border city in Romania. It is just 1km away from Serbia across the Danube river.

Without time to see the exotic scenery or rest, the engineers left their luggage and rushed to the shipyard. In August, the temperature in the afternoon in Romania reached 45 degrees Celsius. After two hours of on-site investigation, the engineers were in a heavy mood.

The shipyard, built with Soviet aid in the 1950s, has traditionally used a wooden slipway for launching ships. Due to poor maintenance of the slipway, when launching the 6,500 cubic meter liquefied gas vessel, most of the slipway and pulley broke, causing the hull to run aground on the slipway at a depth of 1.5 meters. The ship was found with a longitudinal inclination of 9.8 degrees and a transverse inclination of 9 degrees, with the condition of the bottom remaining unknown.

The shipyard, the shipowner, and our engineers engaged in technical discussions. The shipyard hopes that after the airbag rises to lift the accident vessel, they can repair the pulley and continue using it for launching the vessel. However, the shipowner is skeptical about this approach and also has doubts about whether the airbag will successfully enable the vessel to be launched.

We suggest holding a meeting on site. In view of the shipyard's suggestion to continue using the trolley, we ask the diver to go down to investigate the water slide: if the slide is in good condition, then using the trolley to go down to the water will be beneficial for both sides: we only need to lift the ship and clean up the broken trolley.

However, the divers' inspection and photographs revealed that at least four underwater slides were no longer usable, creating a tense atmosphere on site. Despite this, the shipyard insisted on lowering the pulley into the water and suggested replacing some of the underwater slides. The shipowner and our team held private discussions, and we concluded that lowering the pulley posed significant risks, while the airbag solution was more practical and feasible.

Finally, the shipowner decided to use the plan of lifting the airbag and launching the ship, and asked us to take full responsibility for the on-site command.

Wisdom 3: Persistence and Cooperation

We began to supplement, revise and decompose the salvage plan overnight, and made detailed explanations of each step. The next day, a technical briefing meeting was held on site, and each commander had a technical plan.

The airbags transported by air have arrived at the site, and according to the plan, people began to place them. The condition of the ship's bottom is complex, with some parts on the slide and others on the trolley, and there is 1-2 meters of water. Due to the lack of operational experience among the workers, the placement of the airbags has been slow. The distance between the ship's bottom and the underwater ground is as little as 30 centimeters, making it impossible for divers to enter the ship's bottom to assist with the work, which further complicates the task.

On that day, the shipyard invited a top engineer from Romania's shipbuilding industry to review and supervise our technical proposal on-site. We referred to this engineer as the' old master,' who raised many critical questions about our proposal. We had to prove the feasibility and safety of the proposal from a theoretical standpoint and address various on-site challenges, which left us extremely exhausted.

On the third day, 10 airbags were precisely positioned and inflated, and the bow of the boat was slowly raised. Seeing that the project had made good progress, the staff on site were shocked and removed the broken pulley under the bow in one go.

On the seventh day, 26 airbags fully lifted the hull and the pulley was cleaned up.

At this point, the ship's transverse inclination angle had returned to about 7 degrees, which closely matched the calculation results we provided. Previously, the old master believed that after the ship was lifted by the airbags, it might slide sideways. Despite our data showing that such a sliding would be impossible, the shipyard insisted on adding lateral steel cables. After the ship was lifted, the transverse inclination angle actually decreased, and the lateral steel cables showed no tension. Before the ship was launched, all the lateral steel cables were removed. Since then, the shipyard and shipowner have shown unprecedented confidence in our company.

Wisdom 4: Noah’s Ark Launching, Fish Flying

It was a memorable day. At 7 PM on the evening of February 2, 2011, the Danube River was quiet again and people were eagerly awaiting the exciting moment of entering the water.

The ship's stern was slowly being pulled, but the large vessel remained motionless. The surroundings were silent, with only the sound of water and anxious chatter from the walkie-talkies. After three minutes, the ship had moved forward about 2 meters. The on-site command personnel coordinated the towing tug and trailer to work together, and by the fifth minute, people could already feel the movement of the ship. Whispered conversations filled the air, mingled with a mix of suppressed excitement and fear. The large vessel seemed to awaken like a whale, slowly stretching out. By the sixth minute, the stern had reached the water's surface. As the ship gradually rose, airbags emerged one after another from the bottom of the hull. The 18-meter-long marine airbags roared out and slammed heavily onto the water. The crowd around began to erupt in cheers, each leap of an airbag accompanied by excited shouts: Flying fish! Flying fish! Ten minutes later, the ship smoothly entered the water and was fully afloat.

The old master was the first to come and hug us, followed by the shipowner and the manager of the shipyard. People kept coming to shake hands and congratulate us. The beautiful Danube river was jubilant in the sunset.

Through our experience in Romania, we not only experienced the joy of project success but also forged lasting friendships. The shipyard worker, Mircea, repeatedly invited us to visit nearby attractions, and despite our various excuses, we could not resist his warm invitations. Mr.Karl, the shipowner's representative, was knowledgeable, considerate, and friendly, offering us significant support both in our daily lives and during the project. Additionally, Xiao Long from Hartmann, who shared the hardships with us for 10 days, we extend our sincere gratitude to him as well.