IRF2005会议论文摘要 W17: 道路与桥梁
更新时间：2005年07月06日 来源： 作者：
第十五届国际道路联盟世界会议 ——会议论文摘要
W17: 道路与桥梁
090 应用新型地震防护系统进行长跨距大桥的地震反应分析
作者：Lei Wang, 吉林大学, 中国
Earthquake is a kind of serious nature calamity that is harmful to human being in long time. In recent years, with absorbing and adopting accomplish in aerial and mechanical fields, earthquake protective system has gotten rapid development. With the development of earthquake protective system, the anti-seismic ability of long span bridge could be enhanced. Longhua Songhua river bridge in JiLin province lies in the edge of � degree seismic district, it will be established to a 65+5*100+65 total 630m prestressed concrete continuous varied box section bridge, its middle abutment is double thin wainscot abutment and side abutment is pillar abutment, the middle abutment adopts crowd stake infrastructure, the groundsill is composed of thick sand, and its 3rd abutment in its 6 middle abutments is rigid frame with bridge body. It will use the earthquake protective system that appears in recent years in its anti-seismic design scheme: lock-up device and fluid viscous damper device. Lock-up device is a kind of restrictive damper and can restrict the relative displacement between the installment’s two ends in the transient change and possesses ability to move freely in the distransient change. It can be looked as a simple speed switch, when its two end’s relative speed is larger than its startup speed, lock-up device starts working and becomes a rigid connection rod, but when its two end’s speed is below to startup speed, device does not play role, bridge structure’s movement is not affected by device. Fluid viscous damper is a kind of energy dissipation installment. This paper sets up the model and the equation for long span bridge using lock-up devoice and fluid viscous damper device in seismic response analysis. With the dynamic time history analysis, it makes Longhua Songhua river bridge’s seismic response analysis under the traveling wave excitation and under the consistent supported excitation in 5 kind of design scheme and compares their seismic response calculation results .At last it discusses the influence to long span continuous box section bridge with using new earthquake protective system.
091 A Deep Open-Cut Excavation with Three Types of Continuous
作者：Masao Hino, 都市高速公路公团, 日本
Construction of the Metropolitan Expressway ventilation station in downtown Tokyo requires an underground excavation 35m wide, 230m long and 22m deep under a trunk road. The expressway tunnels will be built using a shield tunneling method under the ventilation station, so a 36m-deep excavation is required for connecting the ventilation station and tunnels. To preserve underground water flow, 48m-deep continuous retaining walls are designed to cut off the underground water, and no dewatering is planned.
The most popular method to build a continuous retaining wall of this depth in Japan is the Soil Mixing Wall method (SMW). In this method, an auger is used to drill a hole, and when the auger is extracted, in-situ soil is mixed with cement slurry to make a soil cement column. Then, a soldier pile is inserted in the hole. A fairly good impermeable retaining wall can be constructed economically.
However, due to jobsite conditions, other retaining wall systems, the Continuous Walls Using Recycled Mud method (CRM) and the Trench Cutting Re-mixing Deep Wall method (TRD), are also adopted.
Where the excavation connecting ventilation station and the expressway tunnels is conducted, strut spacing becomes wider to stride over the tunnels and larger soldier piles are required, as the diameter of the expressway tunnel is approximately 12m. Therefore, the CRM is used to accommodate larger size of soldier piles. The CRM is a kind of slurry wall methods, but soil cement is used instead of concrete.
The TRD is used in the area where an SMW machine is too large to use. A TRD machine is equipped with a huge cutting blade like a big chainsaw, which moves forward while the chain cutter around the perimeter of the blade rotates, cutting the ground and mixing in-situ soil and cement milk to form soil cement. Then, soldier piles are inserted into the trench.
This paper describes these three methods in detail, and explains their special features, merits and demerits. Also, differences in the quality between the three methods are discussed, including straightness, verticality, unconfined compressive strength, and permeability of the walls.
092 Visualizing Excavated Soil Flow in the Cutter Chamber of a Large Earth Pressure Balanced Shield
作者：Kenta Matsubara, 大林公司, 日本
The Metropolitan Expressway Central Circular Shinjuku Route tunnel is constructed by shield tunneling method with 8 shield machines. Each section tunnel has no secondary lining, so the segment of them is required for high durability and fireproof.
To improve quality of lining structure and to cut down construction cost, steel fiber reinforced high fluidity concrete segment is developed. A construction experiment of sixty lining rings is planned in the SJ51-SJ53 outer tunnel section. This segment is manufactured using high fluidity concrete, which has self-filling character, mixed with short steel fibers.
This segment has following characteristics. (1) Improvement of durability and waterproof • Since steel fibers are dispersed uniformly in the segment, cracks also occur dispersively and width of cracks is smaller than that of ordinary segment. • Steel fibers are filled into corners of the segment. This can prevent from spawling or chipping of corners. (2) Improvement of structural performance • To mix steel fibers into concrete increases tenacity and shearing strength of the segment. As a result, stress-distributing performance can be attained and binding effect between rebars can be expected. Those make elimination of distribution reinforcing bars and hoop bars possible. (3) Improvement of fireproof • The depth of cracks caused by explosion of heated air inside the steel fiber reinforced high fluidity concrete is smaller than that of the normal or high fluidity concrete. Also remaining strength of the concrete after exposed to the heat is bigger. (4) Improvement of segment manufacturing • By mixing steel fibers, the tensile strength of concrete can be taken into account in structural calculation. Therefore volume of main reinforcing bars can be reduced. • Reduction of main reinforcing bars and elimination of distribution reinforcing bars and hoop bars can simplify steel fabrication and steel assembling. • By using high fluidity concrete, a table vibrator is not needed at segment manufacturing. This, in the future, will reduce the required strength of the segment forms and cost by manufacturing segments on site.
<
DIV align=justify>This paper describes the abstract of steel fiber reinforced high fluidity concrete segment, and the result of quality and performance test, as well as future prospects.
093 Tunnel Eating Machine (TEAM) - Removal of the Utility Tunnel by Shield Method to Build the Underground Expressway
作者：Yutaka Kuramochi, 大林公司, 日本
The Central Circular Shinjyuku Route of the Metropolitan Expressway is planned under the arterial road, which carries a daily traffic volume of as many as 23,000 to 25,000 vehicles, in downtown Tokyo. The expressway tunnel is constructed by the shield tunneling method to minimize adverse effects to surrounding environment.
However, the abandoned communication trunk cable tunnel, which is 3,254 mm in outside diameter and was built in 1970 with the shield tunneling method, exists in the same alignment of the expressway tunnel for about 1-km and must be removed before the shield for the expressway tunnel comes through. Since the existing tunnel crosses important structures, such as a railroad and a subway tunnel, and the road above the existing tunnel is heavily congested, many difficulties are foreseen if a conventional cut-and-cover method is adopted for tunnel removal.
Thus, a unique backfill shield method is developed, so that the tunnel removal is conducted safely and efficiently without disturbing the surface activities. A slurry shield is adopted, as it is capable of accommodating a wide variety of materials ranging from cohesive soil to sand and gravel for face stabilization and muck removal. The backfill shield machine is equipped with a doughnut-shaped cutter head, whose inner diameter is slightly larger than the existing tunnel, and excavates around the existing tunnel to swallow it inside the shield. The space behind the backfill shield is filled with grout injected from the shield machine. To prevent water inflow into the shield machine, two rows of inflatable gaskets are provided between the shield machine and the segmental lining. Then, the segmental lining of the existing tunnel is disassembled inside the shield under the dry condition. To advance the backfill shield, the anchor frame with gripper shoes is provided in the existing tunnel to pull the backfill shield machine. In order to smoothly follow the alignment of the existing tunnel and ensure complete behind-the-shield backfilling, a double shield is used.
This paper will introduce the design of the backfill shield machine, the sequence of the existing tunnel removal procedure and the results of the field operation.
094 本州－四国大桥大跨度桥梁监控系统
作者：Shigeki Kusuhara,本州－四国桥梁管理局, 日本
The Honshu-Shikoku Bridges consist mainly of long-span suspension bridges and cable-stayed bridges, and one of them is the world’s longest suspension bridge, the Akashi-Kaikyo Bridge with the center span of 1991m. An effective maintenance work is required to keep these bridges in good condition for long time, because these bridges are part of the important national trunk road and substituting road does not exist. However, the bridges are constructed in the area with harsh salinity condition. The area where the structures are constructed is constantly subject to typhoons, and huge earthquake is sometimes observed. So, it is also important to confirm the design techniques on wind resistant design and earthquake resistant design.
The concept of “preventive maintenance” is adopted to maintain these bridges efficiently. The periodic inspection is conducted and the record of the inspection is stored in the database. In this database, the record of the non-destructive inspection of the concrete and steel structures is also stored. The new nondestructive inspection technique with all magnetic flux methods is developed to obtain the corrosion situation of the hanger rope.
It is effective to obtain the situation of the bridge with the monitoring of the response to wind and other load. And the design assumption could be confirmed with the comparison of the response value to designed value. Therefore, the monitoring equipment is for the installed on the bridge. Especially, the Global Positioning System is installed on the Akashi-Kaikyo Bridge, and the absolute displacement is observed at the high accuracy.
Based on the analyzed data of monitoring system, it was confirmed that wind load is a safe side, because the response of girder in the strong wind is smaller than designed value. And, it became possible that the observed response of the bridge in the earthquake reproduced analytically. The above analytical result from monitoring data shows that wind-resistant design method and seismic design method were appropriate. It is necessary that the monitoring continues in order to propose the more rational design method and it will contribute to the super long-span bridge projects in the future.
095 高性能混凝土在公路隧道中的应用
作者：Xuan Dongxing,武汉理工大学, 中国
In order to reduce the traffic noise emitted by air-pumping mechanism and improve the capacity of skidding performance, high performance concrete should be required for highway tunnel application. This paper documents laboratory investigations of the mixture preparation, mechanical behavior, acoustic performance and surface skidding performance of this high performance concrete compared with conventional concrete. Some conclusions of laboratory investigations can be given that when the size of crushed basalt aggregate is 4.75mm to 9.5mm, high strength concrete with a minimum compressive strength of 70Mpa can be produced by the water/cement ratio of 0.35 and silica fume of 10%. The sound attenuation and spreading of highway tunnel depends on the pavement surface textures and its noise absorption. When exposed aggregate concrete treated at 22h had a 1.4 mm average texture depth, the average absorption coefficient of this concrete obviously increased duple compared with one of conventional concrete.
096 在钢桥面上使用钢筋纤维混凝土路面以提高其疲劳性能
作者：Takayoshi Kodama,鹿岛道路有限责任公司, 日本
In recent years, fatigue damages of welds have been reported in steel deck bridge frequently. The cause is local deformation by insufficient stiffness of a deck plate. It is conjectured that reduction of deformation is an appropriate way to prevent occurrences of a fatigue crack.
The national road No. 357 line has heavy large-sized car traffic, and is a route with more rates of heavy weight vehicles than others causing more fatigue damages compared to the other routes. Some countermeasure was sought to prevent such kind of fatigue cracks of welds. A committee constituted of universities professors and engineers from government and the contractors was formed to investigate the matter further.
In order to improve the stiffness of the steel deck plate, SFRC (steal fiber reinforced concrete) was bonded on the steel deck plate as a trial.. This paper reports the investigation and the test result of SFRC-pavement on the steel deck report. The main test results and specification are as follows. (1) Thickness of SFRC is 75mm. (2) Use of adhesives for bonding SFRC and the deck was considered with a high expectation. (3) Stud bolts were used only at the end and the center of the deck in a sequential manner to prevent a curving at the edge and expansion of exfoliation. (4) Trial test was performed prior to deciding work specification. (5) Steel Fiber was mixed using an agitating truck after sending concrete by a pump. The vacuumed-water curing method was adopted as a measure against cold season work and providing a fresh concrete.
