桥梁设计外文翻译--超轻大跨度桥.docx

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1、桥梁设计外文翻译-超轻大跨度桥 Long and lightBridge design & engineering Closure of the main span on the SundoyaBridge in Norway is expected to take place in the first week after Easter. This graceful crossing, the second longest of its type in the world, is being built in situ using high performance concrete Sund

2、oyaBridge is situated in one of Norways most scenic areas, only 100km south of the Arctic Circle. The 538m-long bridge spans Sundet, and when it is complete will provide a ferry-free road connection between Sundoya and the mainland. It is located some 35km west of the city of Mosjoen, close to highw

3、ay 78 between Mosjoen and Sandnessjoen. It will be the second large bridge project connecting Alstenoya to the mainland, coming more than 12 years after the HelgelandBridge was opened. The region is no stranger to world-record scale bridges ?the Helgeland Bridges 425m long main span was the longest

4、cable-stayed span in the world when it opened in 1992. SundoyaBridge is divided into three spans; it has a main span of 298m and two side spans of 120m. The main span will be the second longest span in the world for a continuous post-tensioned cast in place box section concrete bridge. In terms of i

5、ts design, consultant Dr Ing Aas-Jakobsen has followed a similar approach to that taken for the RaftsundetBridge, opened in 1998, to which the SundoyaBridge will almost be a twin. The two bridges have identical main spans, but Raftsundet has four spans as opposed to Sundoyas three. Contractor AS Anl

6、egg, which is part of the joint venture building Sundoya, was also the contractor on the RaftsundetBridge, and architect Boarch Arkitekter has also worked on the two schemes. In January 2022 the joint venture company AF Sundoybrua won the contract from client Statens Vegvesen to build the SundoyaBri

7、dge. This joint venture consisted of the contractors Reinertsen Anlegg and NCC Construction. High performance concrete is central to the design of the bridge ?both normal weight HPC and lightweight HPC. Normal weight concrete, at approximately 2500kg/m3, is used for the 120m side spans, while lightw

8、eight concrete, which weighs in at about 1970kg/m3, is used for construction of the 298m main span. This enables construction to proceed using the balanced cantilever method. Local rock from Norway is used as the aggregate for the normal weight concrete, but the lightweight concrete required an impo

9、rted solution. Normally the aggregate used for lightweight concrete in Europe is expanded clay or shale, but this material has high levels of absorption and for this reason, regulations prevent such concrete from being pumped. In order to address this, the contractor adopted a similar solution to th

10、at used on Raftsundet Bridge ?importing Stalite aggregate from South Carolina in the USA. Stalite is produced through thermal expansion of high quality slate, and results in a lightweight aggregate that gives concrete of very high strength at low unit weights. Its low absorption of approximately 6%

11、and high particle strength are two of the factors that allow Stalite to achieve high strength concrete in excess of 82.7MPa, the manufacturer says. The bondand compatibility of the aggregate with cement paste reduce micro-cracking and enhance durability, and its low absorption makes it easy to mix a

12、nd pump. According to AF Sundoybrua quality manager Jan-Eirik Nilsskog, this material has given a very good result. It produces concrete that is easy to pour into the formwork and it gives a good surface finish, he says. It is being pumped some 120m along the bridge deck to the concreting position.

13、Concrete is produced by a transportable mobile plant located only 1km from the bridge site. Constant monitoring of the concrete weight is necessary to ensure that the cantilevers are properly balanced. This is tested for each pour. The project began in January 2022 at Aker Verdal with the production

14、 of caissons for the pier bases. In May 2022 the two caissons were towed 500km north to the bridge site. The bridge is being poured in situ using special mobile construction equipment developed by NRS. The cycle for construction of each 5m wide bridge segment is a week, and two mobile units are bein

15、g used on the SundoyaBridge. These particular units were built for AS Anlegg to use on the VaroddenBridge in Kristiansand in Norway, and they have also been used by the same contractor on the RafsundetBridge. The design of the central part of the main span of the bridge is based on the use of lightw

16、eight concrete LC60 while other parts of the structure use the more standard type C65. Because of the aggressive marine environment, the quality of the concrete must be particularly good. The structure is a single cell, prestressed rectangular box girder, largely built using the travelling formwork

17、system from NRS. The box width is 7m and its depth varies from 3m at the centre of the span to 14.5m over the piers. Close to the abutments, concrete of quality C25 will be used inside the box girder as ballast. In addition, the designers have included the necessary elements inside the box girder in

18、 order to allow the possible addition of post-tensioning cables in the future. The long-term behaviour of such large spans is not fully known, so the possibility that the main span may sag over time has to be taken into account. The width of the road is a constant 7.5m from the barrier on one side t

19、o that on the other, and the total width of the bridge is some 10.3m. There is a 2m wide footway included in the width of the structure. The pier shaft is formed with twin legs, which are hollow inside. The pier shafts incorporate permanent prestressing cables and they have a constant wall thickness

20、 and a width that varies parabolically over their height. Temporary tie-down piers are used to construct the bridge - they are located 35m into each 120m-long side span from the main piers. Each consists of an I-shaped shaft, which is tied down to the ground using rock anchors and connected to the b

21、ox girder by means of prestressing cables. The purpose of these structural elements is to support the cantilever and prevent rotation in strong winds. Once the bridge superstructure is complete and the main pier prestressing is fully tensioned, the temporary tie-down piers will be removed piece by p

22、iece. The location of the bridge, only about 100km south of the Arctic Circle, has meant that special measures have to be introduced to allow construction work to continue all year round. Apart from the obvious need to provide site lighting for much of the wintertime, the challenge of concreting in

23、temperatures which can be as low as 0 C has to be overcome. Hot concrete is produced for the bridge ?sometimes up to 30 C and the formwork has to be insulated to keep the concrete warm. Electric heating cables are also used on the end of the previous pour to warm up the concrete before casting. Cons

24、truction of the new bridge began in January 2000 and is expected to be complete in September this year. The construction of the cantilever started in summer last year and is due to be finished in April. When Bd&e went to press, the project was on schedule for opening to traffic in late autumn. Proje

25、ct Team Client: Statens Vegvesen Contractor: AF Sundoybrua (AS Anlegg, NCC Construction) Consultant: Dr Ing Aas-Jakobsen Architect: Boarch Arkitekter 超轻大跨度桥Sundoya 挪威的在Sundoya 桥上的主跨有望在复活节的后第一个星期望合龙. 它是一座大跨度的，在世界的它的同类型中第二长,建造在situ 的长大桥。 Sundoya桥位于挪威的风景最好的区域之一,距北极圈以南只有100 km. 538 m长的桥跨跨越Sundet河，而且它将会是

26、连结Sundoya 和大陆的通道. 桥址位于Mosjoen 城往西35 km, 在Mosjoen 和Sandnessjoen 之间的第78 公路结束. 它将会是连结Alstenoya 到大陆的第二大桥,在Helgeland 桥12 年后建成. 这个 区域对于熟悉桥梁世界纪录的人并不陌生，当它开通的时候,Helgeland 桥的425 m 长的主跨是世界最长的斜拉桥的，从1992起到现在. Sundoya 桥被区分为三个跨径：它有298 m 的一个主跨和二个120 m 的边跨. 长的主跨使它成为世界第二跨度的后张预应力连续箱梁钢构桥. 以它的设计原则，顾问Ing Aas- Jakobsen博士提

27、到它的设计方式是效仿在1998年建成的Raftsundet 桥,到时候它和Sundoya 桥将会几乎是双胞胎. 二座桥有同一的主跨, 但是Raftsundet 有四个跨度而Sundoyas 只有三个. 承包商As Anlegg ，是投资Sundoya 的一个投资方，以前同时也是Raftsundet 桥的承包商,而且建筑师Boarch Arkitekter 也同时是此两桥的建设单位. 在2022 年1月合资公司AF Sundoybrua 和客户Statens egvesen 签订了建设合同，是Sundoya 桥的主要投资方. 这一个共同投资由承包商Reinertsen Anlegg 和NCC 建

28、筑所组成。 高强混凝土是此桥的设计是主要组成部分，包括正常的重量HPC 和轻量级HPC。普通混凝土，在大约2500 公斤/m3容重，用在两个120 m 边跨上；高强混凝土,容重在大约1970 公斤/m3,作为298 m 主跨的建筑材料. 这使建筑能够着手进行使用悬臂施工法。 从挪威来的本地的岩石被用当做边跨普通混凝土的集料,但是高强混凝土需要进口 石料，挪威本土并没有. 能被用作欧洲的轻量级高强混凝土集料的是扩大泥土或页岩，但是这材料有高吸水性。因为这个理由,混凝土不能采用泵送。 为了解决这个难题,承包商采用了在Raftsundet 桥上用过的相似的解决办法。采用从美国的南卡罗莱那进口来的St

29、alite 集料. Stalite集料通过加热高容重的石板,使其内 部产生膨胀而生成一种轻量级在单位抗压重非常高的石料。它的低吸收大约6%和高的粒子力量是两个允许Stalite 超过82.7 MPa的因素。制造业者声称，它和水泥浆糊的合计束缚和兼容性减少微- 裂痕而且提高耐久性，而且它的低吸收制造混合而且泵送是容易的. 依照AF Sundoybrua 项目经理Eirik Nilsskog 的说法，这材料已经给一个非常好的性能. 它容易被注入结构框架，而且表面平整。他说，它能被抽120 m，沿着需要凝结 的桥面板位置. 混凝土在距桥只有1 km的一个可运输的移动场地生产. 不时的重量监 控是必需

30、的，以便悬臂施工时能适当的平衡. 这在每次运送前都需要被测试. 计划在2022 年1月在和弹药箱的制造厂地Aker Verdal 为码头开始. 在2022 年 5月二个弹药箱将被拖放到距桥位置的北方500 km处. 建筑在situ的桥梁应用了被NRS改良过的特别移动的建筑仪器.每 5 m 的桥面板 浇筑需要一个星期, Sundoya 桥上一共使用了二个可动装置. 这些特别的装置专为As Anlegg生产，其已经在挪威的Kristiansand 的Varodden 桥上使用,现在他们也已经被相同承包商桥用在Rafsundet 上。当结构的其他部份使用较标准的类型C65 的时候, 桥的主跨的中央部

31、份的设计以轻量级具体物LC60 的使用为基础。因为海水的强腐蚀性，混凝土的质量一定需要特别好的. 结构是单独部分，先期预应力的矩形箱形结构,大量的被移动的NRS 的formwork 系统生产应用。箱梁宽度是7 m ，而且它的高度从在跨中的3 m 变化到在码头支座上 的14.5 m。和邻接结构相似，C25 的混凝土块在箱梁内将会被用作压载物. 除此之外，设计者已经考虑在箱梁内预留允许添加后预应力钢绞线的空间。如此长期的行为不被完 全知道，因此，主跨在使用期间可能下挠的可能必须被考虑。道路的宽度是从在边之上 的人行横道到在另一边的7.5 m ，而且桥的总宽度是10.3 m.包括2 m宽度的人行横道

32、。 桥梁的上部结构与内空的双薄壁墩固结在一起. 码头桥使用长期预应力钢绞线，而 且他们有固定腹板厚度和高度呈抛物线形变化的箱梁。 临时约束也被应用到此座桥梁上。它们位于以每距主跨中心120米分段区的前35 米处.组成I形的轴,使用岩石锚的固结到地面，而后经由预力钢绞线连接到箱梁. 这些结 构目的在于支援悬桁而且避免在强烈的风作用下扭转。桥上部构造施工完成而且主要的 预应力束被完全张拉后, 临时约束将会被去除。桥的位置,距北极圈大约100 km,气候条 件很差，意谓着建筑工作中间必须使用特别的措施. 除了在冬季明显的需要提供照明之外,同样地在低达-30摄氏度的低温中混凝土的凝结也必须被克服. 桥梁建设时现浇混凝 土有时达到30摄氏度而且框架必须被绝缘使混凝土保持温度。通过电暖气的电缆在早 先施工结束前也被用在混凝土的加温. Sundoya桥在2000 年1月开始建筑，预期在9月份完工。悬臂的建筑在去夏天开始和预定在四月完成. 直至Bd& e发布消息的时候,计划是在秋季通车. Sundoya桥（挪威）基本资料： 客户: Statens Vegvesen 承包商: AF Sundoybrua(As Anlegg,NCC 建筑) 顾问: Ing Aas-Jakobsen 博士 业主: Boarch Arkitekter 原文摘自Bridge(design&engineering)