A brief introduction to the cross-sea bridge in Hangzhou Bay? Also, is it fully open to traffic?
Hangzhou Bay Bridge is a cross-sea bridge spanning the waters of Hangzhou Bay in China. It starts from Zhengjiadai, Haiyan, Jiaxing, Zhejiang in the north, and ends at Cixi Waterway Bay in Ningbo in the south, with a total length of 36 kilometers. It is the longest cross-sea bridge in the world, 11 kilometers longer than the King Fahd Bridge connecting Bahrain and Saudi Arabia, and the second longest bridge in the world after the Lake Pontchartrain Bridge in the United States.
The world-famous Hangzhou Bay Cross-sea Bridge was put into trial operation on May 1, 2008. China Ningbo Network teamed up with more than 20 nationally renowned websites and local websites including People's Daily Online, Xinhuanet, Sina.com, Sohu.com, NetEase, Tencent.com, Qianlong.com, Oriental.com, and Zhejiang Online to conduct an 8-hour live broadcast. Some citizens who have visited the Hangzhou Bay Cross-Sea Bridge called to ask where the mileage numbers on the bridge are calculated from. On the surface, it seems that neither Jiaxing nor Haiyan seems to be correct. The person in charge of the relevant departments of the Municipal Highway Bureau explained this.
The Hangzhou Bay Cross-sea Bridge is part of the Shenyang-Haikou Expressway. The national expressway has a total length of 3,710 kilometers and consists of multiple sections of expressways in different provinces (municipalities). If compiled from the starting point to the end point, too large a mileage station number will make it difficult for the driver to judge the mileage traveled in a certain province, and it is also not conducive to the management of the local highway department. Therefore, in accordance with the National Highway Network Plan compiled by the Ministry of Transport, each province compiles its own mileage number.
The Shenhai Expressway runs from north to south, entering Zhejiang from Jiangsu. The connection to the Hangzhou Bay Cross-sea Bridge is the north bank connection of the bridge in Jiaxing. At present, the first phase of the project has been completed and the second phase of the project is currently being prepared. The second phase of the Northern Link will extend to Jiangsu and connect with the Sutong Bridge in Nantong and will be completed by 2010. The junction of Jiangsu and Zhejiang is the zero kilometer of the Zhejiang section of the Shenhai Expressway.
From zero kilometers to the starting point of the north bank of the bridge, it is 49 kilometers, and adding the 36 kilometers of the bridge, it is 87 kilometers to Ningbo. In the future, this mileage chain will naturally extend until Wenzhou leaves Zhejiang.
After completion, the Hangzhou Bay Cross-sea Bridge will shorten the land distance between Ningbo and Shanghai by 120 kilometers. It will be a convenient passage for the main national highway, the Tongsan Line, to cross the Hangzhou Bay. The bridge is designed as a two-way six-lane expressway, with a design speed of 100 kilometers per hour, a design service life of 100 years, and a total investment of approximately 14 billion yuan. Construction started on November 14, 2003. After 43 months of construction, the entire bridge was completed on June 26, 2007. It is planned to complete the bridge deck paving by November 30, 2007. The bridge was completed on the evening of May 1, 2008. It was officially opened to traffic at 11:58. The 2008 Olympic torch relay passed through the Hangzhou Bay Cross-Sea Bridge.
The construction of the bridge will be conducive to actively connecting with Shanghai, expanding opening up, promoting cooperation and exchanges in the Yangtze River Delta region, improving the level of internal and external opening up of Zhejiang Province, especially Ningbo City and Jiaxing City, and enhancing comprehensive strength and international competitiveness. ; It is conducive to improving the layout of the Yangtze River Delta regional road network and national trunk lines, and easing the pressure on Shanghai, Hangzhou, and Ningbo expressways; it is conducive to changing the situation of Ningbo's traffic terminals, thereby turning it into a transportation hub and implementing the regional development strategy around Hangzhou Bay. ; Conducive to the needs of promoting tourism development in Jiangsu, Zhejiang and Shanghai.
[Edit this paragraph] Overview of the bridge
The Hangzhou Bay Cross-sea Bridge is a convenient passage for the Tongsan Line, the main national highway, to cross the Hangzhou Bay. The bridge starts from Zhengjiadai, Haiyan, Jiaxing City in the north, crosses the wide waters of Hangzhou Bay and ends at Cixi Waterway Bay, Ningbo City, with a total length of 36km. After the completion of the bridge, it will shorten the land distance between Ningbo and Shanghai by more than 120 kilometers, thereby greatly alleviating the pressure on the already overcrowded Shanghai-Hangzhou-Ningbo Expressway and forming a two-hour traffic circle between Jiangsu, Zhejiang and Shanghai with Shanghai as the center.
The total investment in the bridge is expected to exceed 14 billion yuan, including 11.8 billion yuan for the 36-kilometer bridge; 1.7 billion yuan for the 29.1-kilometer north bank connection line; and 3.4 billion yuan for the 55.3-kilometer south bank connection line. Capital from the private sector accounts for half of the total capital, including Youngor, Fotile Kitchenware, Haitong Group and other private enterprises have participated in the investment in the bridge. The toll collection period of the bridge is 30 years, and the toll standard is expected to be 55 yuan/vehicle.
The Hangzhou Bay Cross-sea Bridge is designed as a two-way six-lane expressway, with a design speed of 100km/h, a design service life of 100 years, and a total investment of approximately 11.8 billion yuan. The bridge has two channels, the south and the north. Among them, the north channel bridge is a diamond-shaped twin-tower double-cable-plane steel box girder cable-stayed bridge with a main span of 448m, with a navigation standard of 35,000 tons; the south channel bridge is an A-type single-tower double-tower bridge with a main span of 318m. Cable surface steel box girder cable-stayed bridge, navigation standard 3000 tons. Except for the south and north channel bridges, the remaining approach bridges adopt prestressed concrete continuous box girder structures ranging from 30 to 80 meters. The Hangzhou Bay Cross-sea Bridge is currently the longest cross-sea bridge that has been built or is under construction in the world. The main project of the bridge is guaranteed to start construction smoothly in 2003 and will be completed and opened to traffic in 2008.
The project company was established in September 2001. The investment in bridge construction was 11.8 billion yuan and the capital was 3.85 billion yuan. Among them, the Ningbo side holds 90% of the shares and the Jiaxing side holds 10% of the shares. Private enterprise investment accounts for 50.25% of the company's capital. This project has requested a loan of 7 billion yuan from four banks including China Development Bank, Industrial and Commercial Bank of China, Bank of China, and Shanghai Pudong Development Bank, and a loan agreement has been signed.
The economic benefits of the bridge itself are an important basis for attracting investors. According to traffic flow surveys, the number of vehicles passing through the bridge reached 52,000 in 2009, 80,000 in 2015, and 96,000 in 2027. It is estimated that the financial internal rate of return of the bridge will reach 8.03-10.1%, the investment payback period is 14.2 years, and the return on investment is 15.10% (excluding the construction period) and 12.58% (including the construction period).
The bridge is self-designed, self-managed, self-invested, and self-constructed by China. The project is 6 of the best in the world or domestically. The amount of steel used is equivalent to 7 "Bird's Nests" and it can withstand typhoons above level 12. .
[Edit this paragraph] Project characteristics
1. Project environment characteristics
The weather in Hangzhou Bay is complex and changeable, with typhoons, tornadoes, thunderstorms and sudden small Scope Disastrous weather occurs from time to time. The natural conditions of Hangzhou Bay have the following characteristics:
(1) The sea area is wide, with many typhoons, large tidal ranges, and rapid currents. It has typical marine climate characteristics and few effective working days;
(2) The soft soil layer is thick and the bearing layer is deep, which brings a series of problems to the design and construction of offshore foundations;
(3) The tidal flat on the south coast is long and the construction conditions are complex, so conventional design plans and construction are adopted The method is difficult to meet the construction period requirements;
(4) The environment is severely corrosive;
(5) Shallow gas is enriched in many areas of the South Beach, endangering construction safety.
2. Difficulties in project construction
(1) The project scale is large and the offshore engineering volume is large. The total length of the bridge project is 36 kilometers, and the offshore section is 32 kilometers long. The whole bridge contains a total of 2.45 million cubic meters of concrete, 820,000 tons of various steel materials, 5,513 steel pipe piles, 3,550 bored piles, 1,272 caps, and 1,428 piers. The scale of the project is huge.
(2) The natural environment is harsh. The tidal range is large, the flow speed is fast, the flow direction is chaotic, the waves are high, the scour is deep, the weak strata are thick, and shallow gas is enriched in some sections. Among them, the 10-kilometer tidal flat area on the south coast alternates between dry and wet conditions. Most of the offshore projects are offshore operations, and the construction conditions are very poor. Affected by hydrology and meteorology, effective working days are few. According to on-site construction statistics, the annual effective working days for offshore construction operations are less than 180 days and about 250 days for tidal flat areas.
(3) It is very difficult to formulate an overall design plan. The design requirements are new. Among them, the approach bridge in the water area (18.27 kilometers) and the approach bridge in the south bank tidal area (10.1 kilometers) are the key to the entire project. The problem of structural anti-corrosion is very prominent, and there are no specifications to follow. During the operation of the bridge, the driving environment on the bridge deck is affected by strong winds. , dense fog, heavy rain and driver visual fatigue and other adverse factors, taking reasonable and effective design countermeasures is the key to ensuring the safety of driving on the bridge deck; the design plan involves the application of new materials, new processes, new technologies and a number of large-scale special equipment of development.
In terms of construction technology, we are faced with the overall prefabrication, transportation and erection of large-tonnage box girders in high pier areas in offshore rapids areas, long-distance beam transport and erection of large-tonnage box girders in wide tidal flat areas, and ultra-long spiral steel There are many key construction technical challenges such as the design of pipe piles, anti-corrosion and pile sinking construction; in terms of measurement control, due to the extremely long length of the bridge, the problem of structural measurement deformation caused by the earth's surface effect is very prominent. Due to the constraints of the marine environment, traditional measurement methods have Unable to meet the requirements of construction accuracy and construction progress, how to use GPS technology to achieve rapid and efficient measurement of construction is a core technical issue that restricts the entire bridge construction period.
(4) The construction objectives are high and the construction organization and operation management are difficult. The bridge project is large-scale and has attracted worldwide attention. At the beginning of construction, the Ningbo Municipal Party Committee and Municipal Government clearly stated that the bridge project should be implemented in accordance with the standards of "three first-class goals". Facing a complex construction environment and a project full of challenges, organizing and managing the bridge project is a huge challenge facing the command headquarters. Because the project construction operation points are many and the front is long, there are simultaneous operations and cross-operation processes, making it difficult to organize the construction and control the project quality, progress, safety and funds. How to take effective engineering control and operation management measures under meteorological and hydrological conditions such as typhoons, strong winds, spring tides, huge waves, jet streams, heavy rain, heavy fog, and thunder and lightning is a new topic that needs to be faced in engineering management.
[Edit this paragraph] The importance and urgency of building the Hangzhou Bay Cross-sea Bridge
Hangzhou Bay is located in the Yangtze River Delta region, which is the most dynamic and economically developed region in China's reform and opening up. The construction of the Hangzhou Bay Cross-sea Bridge has far-reaching and important strategic significance for the economic and social development of the entire region.
(1) Directly promote the economic and social development of Ningbo and Jiaxing, drive the development of surrounding areas such as Hangzhou, Shaoxing, Taizhou, Zhoushan, Wenzhou and other places, and have an overall impact on the province and even the southern wing of the Yangtze River Delta. have a positive impact on development. According to statistics, the GDP of the five cities of Hangzhou, Ningbo, Wenzhou, Shaoxing and Taizhou accounts for more than 70% of the province's total. The construction of the project will make the development of these areas even more powerful, inject new vitality into the further development of regional economy and society, and bring new benefits to the province. The improvement of overall comprehensive strength will play a greater role. The bridge project has not yet fully started, but the "bridge economy" has already surged in Cixi City, Yuyao City, and Haiyan County in Jiaxing on both sides of Hangzhou Bay. Based on the scientific planning of the new area, the first phase of development has shown a vigorous scene, and investors have settled here one after another.
(2) Actively integrate with Shanghai’s expansion of opening up, promote cooperation and exchanges in the Yangtze River Delta region, and further enhance Ningbo’s comprehensive competitiveness and international competitiveness. Shanghai, as the country's largest economic center city, is an important platform for China's internationalization. In the new century and new stage, Ningbo must build a modern international port city and achieve great economic development and leaps. We must connect with Greater Shanghai, integrate into the Yangtze River Delta, and become internationalized. The construction of the bridge will greatly shorten the time and space distance between the southeastern coast of Zhejiang and Shanghai, allowing Ningbo to integrate into the international metropolitan economic circle on a larger scale, at a higher level, and with superior geographical advantages. This will have a far-reaching positive effect on radiating the vast hinterland of Ningbo City, optimizing and upgrading the industrial structure, improving the investment and development environment, attracting foreign investment, and improving the comprehensive competitiveness of Ningbo Province. The construction of the Hangzhou Bay Cross-sea Bridge project will optimize the development environment, further attract and utilize foreign investment, and create more favorable conditions.
(3) It is conducive to promoting the urbanization development strategy. The construction of the bridge will further connect Jiaxing, Ningbo, Shaoxing, Taizhou and other cities, promote the formation of the Hangzhou Bay urban contiguous belt and the coastal opening sector, thereby promoting this area to an internationally competitive city with Shanghai as the leader. The most important part of the group. At the same time, the construction of the bridge will also have a profound impact on the urbanization development of surrounding counties and cities. Cixi, Haiyan and other places are aiming at this rare strategic opportunity and have scientific planning assumptions to vigorously attract population and industry agglomeration and promote The rise of new districts and new towns.
(4) As the first cross-sea bridge in China’s coastal corridors, it breaks through the bottleneck of Hangzhou Bay, optimizes the road network layout of national trunk lines, changes the traffic terminal situation in Ningbo, and is conducive to The implementation of the Hangzhou Bay Regional Development Strategy Network has greatly enhanced the competitiveness of Ningbo, an economic center city with great development potential. The construction of the bridge is also conducive to supporting the construction of Shanghai International Shipping Center, promoting the integrated development and utilization of deep-water port resources in Ningbo and Zhoushan, conducive to the development of tourism and national defense construction, and conducive to alleviating the pressure of Hangzhou transit (Shanghai-Hangzhou-Ningbo Expressway) highway traffic .
[Edit this paragraph] Highlights of the Bridge
The bridge’s length of 36 kilometers makes it surpass the world-famous bridges such as the Chesapeake Bay Bridge and the Bahrain Causeway Bridge in the United States, and become It is currently the longest cross-sea bridge in the world that has been built or is under construction.
According to preliminary approval, the bridge requires 769,000 tons of steel, 1.291 million tons of cement, 11,600 tons of petroleum asphalt, 19,100 cubic meters of wood, 2.4 million cubic meters of concrete, and more than 7,000 pile foundations of various types. It is the largest bridge in China. The 50-meter * 16-meter box girder in the South Beach is prefabricated with the whole hole, and the beam is transported on a large flatbed truck, setting a new record for heavy-duty beam transport at home and abroad.
The 70-meter * 16-meter box girder of the Shuishui District approach bridge adopts an integrated solution of whole-hole manufacturing, transportation and erection. The single beam weighs 2180 tons, ranking first in the country. The diameter of the steel pipe piles driven into the approach bridge in Shuishui District is 1.5-1.6 meters, the length of the piles is about 80 meters, and the total number is more than 4,000. The scale of the steel pipe pile project is the largest in the history of bridge construction in the country.
The concept of landscape design was introduced for the first time in the design of the bridge. Landscape designers determined the overall layout principles of the bridge by relying on the aesthetic concept of "long bridge lying on waves" of the West Lake Sudi, taking into account the hydrological environment characteristics of Hangzhou Bay, and combining the psychological factors of drivers and passengers when driving. The entire bridge is an S-shaped curve in plane. Overall, the bridge is graceful and lively. Viewed from the side, the navigation bridges of the north and south channels each have an arch shape, with an undulating facade shape.
1.7 kilometers further south in the South Channel, about 14 kilometers away from the south coast, there is an offshore platform with an area of 12,000 square meters. During the construction period, the platform will serve as a living base for maritime workers and a platform for maritime rescue, measurement, communications, and maritime monitoring. After the bridge is completed, this offshore platform will be a rescue platform for offshore transportation services, and it will also be an excellent tourism, leisure and sightseeing platform.
[Edit this paragraph] Technological features
The high technological content is first reflected in the construction technology. We insist on respecting science, relying on experts, and conducting extensive technical consultation and exchange activities. Based on expert opinions, the construction decision-making design was proposed, and the construction plan was adopted to be prefabricated, factory-based, large-scale, and change offshore construction to onshore construction, breaking through the long-term concept of design-determined construction. The largest component of the prefabricated hoisting is a prestressed concrete box beam with a length of 70 meters, a width of 16 meters, a height of 4.0 meters and a weight of 2180 tons. The longest component is an extra-long steel pipe pile with a length of 84 meters and a diameter of 1.6 meters. This component It can be said to be unparalleled in the world. In order to reduce the corrosion of the bridge's steel and concrete by chloride ions in seawater and ensure the bridge's 100-year lifespan, the designers have specially developed a set of effective solutions to prevent and control seawater corrosion. Etc. These show the high technological content of the bridge project.
The Hangzhou Bay Cross-sea Bridge will be a "digital bridge". Scientific research units will use hardware and interface technology, network and database technology, image graphics technology, artificial intelligence technology, computational mathematics, finite element technology, mechanics and other disciplines to establish a scientific evaluation system for bridge design, construction and maintenance, integrating The bridge will be equipped with a central monitoring system, with an average of one pair of monitors every 1 kilometer. In this way, not only can the bridge be maintained and managed scientifically and rationally, but the health status of the bridge's "body" can also be monitored in real time.
At present, this project has applied to the Ministry of Transport for 17 key scientific research projects for bridge projects, which is also rare in the domestic bridge industry.
[Edit this paragraph] The best bridges
1. The Hangzhou Bay Cross-sea Bridge is 36 kilometers long, and its length is in the middle of the cross-sea bridges currently under construction and built in the world. Ranked first.
2. The Hangzhou Bay Cross-sea Bridge is located in a highly corrosive marine environment. In order to ensure the life of the bridge, for the first time in China, the durability requirement of a design service life of greater than or equal to 100 years has been clearly stated.
3. The Hangzhou Bay Cross-Sea Bridge's 50-meter box girder "transportation on beam" technology has increased the erection and transportation weight from 900 tons to 1,430 tons, refreshing the "transportation on beam" technology in the construction of bridges with similar technology and topography in the world. "Erection" new record.
4. The superstructure of the deep sea area of the Hangzhou Bay Cross-Sea Bridge adopts the overall prefabrication and offshore transport technology of 70-meter prestressed concrete box girders. In order to solve the engineering problem of early cracking of large concrete box girders, a pioneering proposal was made And the "secondary tensioning technology" was implemented, which completely solved this "stubborn problem" of the project.
5. The maximum diameter of the steel pipe piles of the Hangzhou Bay Cross-Sea Bridge is 1.6 meters, the maximum length of a single pile is 89 meters, and the maximum weight is 74 tons. It has created the first large-diameter and ultra-long spiral bridge steel pipe piles at home and abroad. The most.
6. There is a large amount of shallow biogas under the 10 kilometers of tidal flats on the south bank of the Hangzhou Bay Cross-Sea Bridge, which poses a serious threat to construction safety. In the construction of bored piles in the tidal flat area, the safe construction technology of controlled air release was pioneered, and its construction technology is the first in the world for similar geographical conditions.
[Edit this paragraph] Institutional Innovation
The Hangzhou Bay Cross-sea Bridge is currently the first large-scale national transportation infrastructure in China with a local private enterprise as the main body and an investment of over 10 billion. project. The capital of the bridge is 3.85 billion yuan, of which private capital accounts for more than 50%. A total of 17 private enterprises in the province have invested in the bridge based on their increasing economic strength. It can be said that the investment system and construction model of the bridge project have made positive and useful explorations in broadening the investment fields of private capital, establishing an investment model that organically combines private capital with state-owned capital, and achieving a "win-win" operating mechanism for the government and enterprises. It starts from Zhengjiali, Haiyan, Jiaxing, Zhejiang in the north and ends at Cixi Waterway Bay in Ningbo in the south.
[Edit this paragraph] Technological innovation
1. Overall design of Hangzhou Bay Cross-sea Bridge
The Hangzhou Bay Cross-sea Bridge is 36 kilometers long and has very good construction conditions. In order to ensure the safety and quality of offshore construction, design and construction must be considered comprehensively. After many investigations and expert consultations at home and abroad, the overall principle of construction determining design was formulated to minimize offshore operation time, change offshore construction to onshore construction, and adopt factory-based, large-scale, and mechanized design and construction principles.
2. Complete set of technologies for the design, manufacturing, anti-corrosion and construction of large-diameter and ultra-long steel pipe piles
The steel pipe pile foundation of the bridge has the characteristics of pile length, large diameter and huge quantity. The piles are 89 meters long, with diameters of 1.5 meters and 1.6 meters, totaling 5,474. After more than one year of steel pipe pile foundation construction, the fast progress and good quality prove that this choice is correct.
The innovation points are: ultra-long prefabrication of the whole pile; internal and external spiral welding; three-layer molten epoxy powder coating; submerged arc automatic welding process; large diameter welding with unequal wall thickness; sacrificial anode cathodic protection.
3. Integral prefabrication of large-tonnage 70-meter prestressed box beams and maritime transportation and erection technology in strong tidal waters
The innovation is: research on the mix ratio of durable concrete for offshore engineering; Analysis of the local structure of the 70-meter box girder; vacuum-assisted grouting technology; development of vibration bridge equipment for large-span, high-flatness bridge deck construction; adoption of early tensioning technology for the first time and achieved good results; self-designed and manufactured world-class Horizontal 2,400-ton hydraulic suspension wheel-rail 70-meter box girder longitudinal shift trolley.
4. Overall prefabrication and on-beam transportation and erection technology for large-tonnage 50-meter prestressed box beams
The innovation is: combined with the construction plan, the key structure of large-tonnage full-hole box beams Optimization; research and practice on the performance of offshore durable concrete; test and practice on vacuum grouting of prestressed pipes; comprehensive technology for beam transport on box girder beams and erection of bridge erecting machines.
5. Research on the durability of concrete structures in marine environment
The innovation points are: establishing reliable electrical parameters and output optical power change criteria for steel corrosion; developing the dynamics of the life span of concrete structures Forecasting software; formulate a design plan for a long-term original observation system for the bridge's concrete structure durability, and implement it in conjunction with the project progress. This technology will fill the domestic gap.
6. Research on key technologies for all-weather operation measurement and control of long cross-sea bridges
The innovation points are: continuous operation of GPS reference stations, successful application in Hangzhou Bay Cross-sea Bridge and in The regulations and rules formed in practice have filled the gaps in China's cross-sea bridges; the current specifications do not adapt to the corresponding standards for establishing the projected coordinate system of cross-sea bridges with a length of tens of kilometers, and have been modified according to the particularity of the Hangzhou Bay Cross-sea Bridge. Solve the problem and provide reference for formulating corresponding specifications; creatively propose a transition surface fitting method to make the accuracy of GPS fitting elevation in the sea reach third-class accuracy; use the ranging triangulation elevation method in conjunction with the GPS fitting elevation method to carry out continuous multi-span cross-sea Elevation penetration measurement creates a method of rapid elevation penetration measurement in the sea; Hangzhou Bay Cross-sea Bridge is the first domestically developed large-scale bridge surveying and mapping data management system based on B/S mode using GIS technology.
7. Research on the river engineering model and local scour of the bridge piers of the Hangzhou Bay Cross-sea Bridge
In August 2002, through the expert group appraisal, the research results have generally reached the international advanced level, among which the solid model The simulation methods and test technology of tidal surges, as well as the distributed muddy water tidal system and the Gaza system in which the amount of sand changes with the tide have reached the international leading level. In 2004, he won the second prize of Zhejiang Province Science and Technology Progress Award.
8. Research on the impact of disaster weather on driving safety on long cross-sea bridges and countermeasures
The main innovation points are: determining the safe driving wind speed standards for vehicles; conducting research on all types of disaster weather; Propose driving safety measures for the Hangzhou Bay Cross-Sea Bridge; conduct multi-faceted systematic research based on meteorological monitoring systems, forecasting systems and road management systems; formulate road traffic control standards under different disaster weather conditions; develop low-cost sensors and other data collection equipment; develop collections Computer software for data transmission, data processing, and information release. At present, a series of intermediate results have been achieved, among which the wind barrier plan recommended in the report is about to be implemented.
9. Information management technology for cross-sea long bridge construction
The innovation is: structural decomposition of the entire bridge parts to form 22,949 structural components, and the collection of data 625 tables are associated with it, providing a complete structured data retrieval method; integrating unified engineering communication and network construction, greatly reducing basic network construction costs; realizing long-distance multi-point wireless video image transmission and return.
The system has completed software development and been put into operation for more than a year, playing a huge role in the implementation of the project.
Five of the above scientific and technological innovations have passed the appraisal of the Ministry of Transport and the Department of Transportation, and their results have generally reached the international leading level, providing reference for the construction of similar bridges in China.
[Edit this paragraph] Major events of the project
1. Preliminary work
(1) Project demonstration and comparison stage
Started in 1993 In preparation for the construction of the Hangzhou Bay transportation corridor, the Ningbo Municipal Government commissioned Shanghai Linli Company and China Communications Highway Planning and Design Institute to conduct a pre-feasibility study. During this period, many seminars were held to extensively solicit opinions from all aspects, and 13 special topics including economics, hydrology, geology, meteorology, etc. were successively carried out, and review meetings and demonstration meetings were organized. On June 21, 2000, the 37th executive meeting of the Zhejiang Provincial Government made a decision to build the Hangzhou Bay Cross-sea Bridge. It was clear that Ningbo would be the main focus of the bridge construction and required that project proposals be submitted as soon as possible to win national support.
(2) Project approval stage
In August 2000, the Zhejiang Provincial Development Planning Commission submitted the project proposal to the State Planning Commission. On April 30, 2002, the 128th Prime Minister's Office Meeting of the State Council discussed and approved the establishment of this project. On May 29 of the same year, the State Planning Commission officially issued the project approval document.
(3) "Workability" approval stage
In July 2000, CCCC Highway Planning and Design Institute was entrusted to carry out "workability" research on this project. In July 2002, the Zhejiang Provincial Planning Commission submitted a "work feasibility" report for this project to the State Planning Commission. During this period, 19 special studies on engineering geology, shallow gas, wave power, environmental protection, economy, meteorology, transportation, etc. were carried out and passed the expert review. In August of the same year, the Ministry of Transport and China Consulting Corporation conducted an industry review and evaluation of the "Work Ke" report. In February 2003, the 151st Prime Minister's Office Meeting of the State Council discussed and approved the "workability" report of this project. In March of the same year, the State Planning Commission issued a “work permit” approval document.
(4) Preliminary design stage
In December 2001, it was determined through bidding that it would be undertaken by the consortium of China Communications Highway Planning and Design Institute, China Railway Bridge Survey and Design Institute and the Three Aviation Institute of the Ministry of Transport. Design tasks for this project. In January 2003, the Provincial Planning Commission and the Department of Transportation jointly presided over the preliminary design review. On March 10, the Zhejiang Provincial Department of Transportation submitted a request to the Ministry of Transportation for review of the preliminary design documents of this project. From April 9 to 12, the Ministry of Transport organized 24 domestic experts to review the preliminary design. On August 6, 2003, the Ministry of Transportation approved the preliminary design of the bridge.
(5) Preparation stage for the start of construction
In October 2001, the headquarters focused on project approval and started 15 "five-year projects" including access roads, water, electricity, communications, and docks on the south bank. "Tongyiping" project. In February 2003, the "five connections and one leveling" project was basically completed, and the conditions were met to start construction.
In April 2003, a test section project was carried out in the south bank tidal flat area to explore and accumulate useful experience for the full-scale construction of the bridge project.
2. Commencement of the main project
According to the bridge's overall implementation plan of "distinguishing different types of engineering operations, maintaining the integrity of the construction organization and the coherence of the process", *** is divided into 12 civil construction bid sections, 7 supervision bid sections and some material bids. In July and August 2003, the procurement bidding for cement and some steel plates and steel bars was completed. In 2003 and November, the bidding for 7 construction bids and 3 supervision bids for the first phase of civil engineering was completed. In March 2004, the second phase was completed. The cumulative bidding amount for 5 civil construction bids and 4 supervision bids is approximately 8.57 billion yuan. On November 14, 2003, China-Hong Kong Second Navigation Bureau V-Biao drove the first 73-meter-long and 1.5-meter-diameter steel pipe pile into the predetermined position, marking the start of construction of the main project of the bridge. On March 16, 2004, the contract for the second phase of the civil construction project was issued, marking that the bridge project has entered the full construction stage.
3. Major project nodes
On June 8, 2003, the foundation laying ceremony of the bridge project was held.
On June 8, 2003, the construction of the first bored pile was started in the south bank tidal flat area. On March 27, 2007, the construction of the last bored pile was completed in the offshore platform ramp bridge pile.
On October 28, 2003, the north bank approach bridge project started and was completed on May 26, 2007.
On October 31, 2003, the construction of the 9.78-kilometer-long South Bank Steel Trestle started. The bridge was 7 meters wide and used 50,000 tons of steel. The construction was completed on December 24, 2005. Demolition started on August 15th.
On November 14, 2003, the first steel pipe pile was laid for the Hangzhou Bay Cross-sea Bridge. On February 3, 2006, the last steel pipe pile of the main bridge was lowered into place.
On November 28, 2003, the south bank approach bridge project started and was completed on January 8, 2007.
On July 9, 2004, the first section of the steel casing of the South Channel Bridge was sunk. On August 2, 2006, the cap pouring was completed. On January 10, 2007, the first section of the steel box was erected. Liang, the main tower was topped out on January 26, 2007. At 15:00 on June 11, 2007, the last section of steel box girder was erected in place, and the South Channel Bridge was successfully closed.
On August 28, 2004, the first precast pier began to be poured, and on September 30, 2006, the final 474th precast pier was completed. On October 10, 2004, the first prefabricated pier was installed, and on October 18, 2006, the final 474th prefabricated pier was installed.
On November 17, 2004, the construction of the main pier pile foundation of the North Channel Bridge began. On December 27, 2006, the construction of the last cast-in-place pile was completed. On February 6, 2007, the first section of the steel box girder was completed. Lift in place. On February 7, 2007, the main tower was successfully topped out. At 9:58 pm on June 13, 2007, the last section of the steel box girder of the main bridge of the North Channel Bridge was hoisted in place, and the North Channel Bridge was successfully closed.
On June 1, 2005, the first 70-meter prefabricated beam, 15.8 meters wide and weighing 2,200 tons, was erected in place by the "Little Swan" transport ship. On May 21, 2007, the "Tianyi" frame transport ship completed the erection of the 540th 70-meter prefabricated beam.
On July 28, 2005, the first 50-meter prefabricated box girder, 15.8 meters wide and weighing 1,430 tons, was installed in place using the "beam-on-beam" erection process. On November 16, 2006, it was completed Completed the erection of 404 50-meter prefabricated box beams.
On April 10, 2006, the first steel pipe pile was sunk on the offshore platform, and on July 25, the sinking of 310 steel pipe piles on the offshore platform was completed.
On June 26, 2007, the entire bridge was opened to traffic
On May 1, 2008, the bridge was successfully opened to traffic
The Hangzhou Bay Cross-sea Bridge has a huge project volume. According to preliminary approval, the bridge requires 800,000 tons of steel, 1.291 million tons of cement, 11,600 tons of petroleum asphalt, 19,100 cubic meters of wood, 2.4 million cubic meters of concrete, and steel pipe piles in the water area with diameters of 1.5-1.6 meters and lengths of 1.5-1.6 meters. About 70-89.5 meters, with a total of 5,513 bridges, 3,550 bored piles, 1,272 caps, and 1,428 piers, it is the largest extra-large bridge in China.
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The Hangzhou Bay Cross-sea Bridge has a total length of 36 kilometers, of which the bridge length is 35.7 kilometers. It is a two-way six-lane expressway with a design speed of 100km/h. The total investment is about 10.7 billion yuan, and the design service life is more than 100 years. The bridge has two navigation holes in the north and south. The Beitong Hangkong Bridge is a twin-tower, double-cable-plane steel box girder cable-stayed bridge with a main span of 448m, with a navigation standard of 35,000 tons; the Nantong Hangkong Bridge is a single-tower, single-cable-plane steel box girder cable-stayed bridge, with a navigation standard of 3,000 tons. The total length of the connecting line project on both sides of the bridge is 84.4 kilometers, with an investment of 5.21 billion yuan. Among them, the northern connection line is 29.1 kilometers, with an investment of 1.78 billion yuan; the south bank connection is 55.3 kilometers, with an investment of 3.43 billion yuan. The total investment in the bridge and the cross-strait connection line is about 16 billion yuan. The construction period is about five years.
The structure of the bridge is a twin-tower reinforced concrete cable-stayed bridge with six lanes in both directions, a design speed of 100 kilometers per hour, a design service life of 100 years, a total investment of 11.8 billion yuan, and a construction period of 5 years. After completion, the Ningbo Hangzhou Bay Bridge will become the world's longest and largest cross-sea bridge.
The bridge has two channels, the south and the north. Among them, the north channel bridge is a diamond-shaped twin-tower double-cable-plane steel box girder cable-stayed bridge with a main span of 448 meters. The navigation standard is for 35,000-ton ships; China Southern Airlines The road bridge is an A-type single-tower, double-cable-plane steel box girder cable-stayed bridge with a main span of 318 meters. The navigation standard is for 3,000-ton ships. The remaining approach bridges adopt prestressed concrete continuous box girder structures ranging from 30 meters to 80 meters. The non-navigable opening is divided into three major sections: north, middle and south approach bridges, of which the offshore bridge is 32 kilometers long.
The concept of landscape design was also introduced for the first time in the design of the Hangzhou Bay Cross-sea Bridge. The landscape designers determined the overall layout principles of the bridge by relying on the aesthetic concept of the West Lake Su Di, taking into account the complex hydrological environment characteristics of Hangzhou Bay, and combining the psychological factors of drivers and passengers during driving. "Long bridge lying on waves" was finally determined as the final bridge type of Ningbo Hangzhou Bay Bridge. According to the design plan, the bridge has four turning points on the sea. When viewed from the air, it winds across Hangzhou Bay in an "S" shape, with a graceful and lively linear shape. From the perspective of the facade, the bridge is not a horizontal line, but undulates up and down. There is an arch at the navigation bridge of the north and south channels, giving the bridge an ups and downs facade shape.
In addition, the unique offshore platform of the Hangzhou Bay Cross-sea Bridge is the first of its kind in China. 1.7 kilometers further south of the South Channel, about 14 kilometers away from the south coast, there is a sea platform with an area of 10,000 square meters, enough to cover the area of two football fields. The platform will serve as a construction platform during the construction period and will serve as a base for offshore construction. After the bridge is completed, this offshore platform will be a rescue platform for offshore traffic services, and it will also be an excellent tourist platform. There is a high observation tower on the platform, which can not only overlook the rough sea, enjoy the sea scenery, but also the majestic appearance of the bridge. The entire offshore platform is connected to the bridge via a ramp bridge, which is about 150 meters away from the bridge.