The 5th Engineering Co.

Jiujiang, China

The 5th Engineering Co.

Jiujiang, China

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The pile caps and piers for the non-navigable span bridge of the Hong Kong-Zhuhai-Macao Bridge over the shallow water area are the shallowly embedded precast structures. The height of the piers ranges from 19.143 m to 42.974 m and the dimensions of a pile cap is 15.6 m×11.4 m×4.5 m. The maximum height of the pile cap plus the bottom segment of the pier shaft is 18.5 m and the maximum weight is 2370 t. All the piers of the bridge are the rectangular hollow structures and the concrete used for the pile caps and pier shafts is respectively of C45 and C50. The pile caps and pier shafts were integrally precast. In the workshop of automatic reinforcement processing, the reinforcement were processed by the computer numerical control (CNC) bending machines. After the processed reinforcement were inspected and accepted, the reinforcement were transported to the designated places in the factory where the reinforcement were then bound and installed. The bound reinforcement for the pile caps were integrally and transversely shifted onto the precasting beds while the reinforcement for the pier shafts were integrally lifted and inserted into the reinforcement of the pile caps by the gantry crane. The formwork for the pile caps and pier shafts were installed and the concrete for the pile caps and pier shafts was cast in integrity in one time. After the concrete reached the designed strength, the formwork were stripped and the precast pile caps and pier shafts were shifted to their storage beds. Presently, the construction of the 32 pile caps and pier shafts has been completed and the construction quality is so far so good.


Zhang H.-Y.,The 5th Engineering Co.
Bridge Construction | Year: 2014

The non-navigable span bridge of the Hong Kong-Zhuhai-Macao Bridge over the shallow water area is a 85-m span continuous composite girder bridge that is totally 5 440 m long and has 64 spans. For each pier of the bridge, 6 composite pile steel pipes are provided and there are altogether 372 steel pipes for the whole bridge. The diameters of the steel pipes in the areas of the low piers and high piers are respectively 2.0 m and 2.2 m and in addition to the length of the driving section, the total length of a steel pipe is greater than 60 m. To meet the precision requirement for construction of the steel pipes over the surging sea, it was determined through comparison that the integral guide frame method was to be used to set and drive the steel pipes. Firstly, the guide frame was transported to the pier site and was initially positioned. The frame was positioned for the second time, using the adjusting system of the frame and at this time, 4 positioning piles were set and driven by the APE400B hydraulic pile hammer. Then the guide frame was fixed on the positioning piles, was positioned for the third time, using the fine adjusting device of the frame. After the guide frame was positioned, the steel pipes were set and driven to the designed elevation. In the construction, the plane locations and inclination of the steel pipes were ensured by the techniques of the hydraulic system, guide devices, RTK positioning survey and the three times of positioning of the guide frame and finally the construction precision of setting and driving the steel pipes satisfactorily met the technical specification of the project.


Peng P.,The 5th Engineering Co. | Wang B.-Q.,The 5th Engineering Co.
Bridge Construction | Year: 2013

The main bridge of Bali Lake Bridge is a 3-pylon extradosed bridge with the main spans each being 132 m. The main girder of the bridge employed the C55 concrete double-box edge girders (provided with the longitudinal and transverse prestress) and was constructed on scaffoldings by the in-situ casting method. The concrete of the box girders was cast first, the stay cables were then installed (20% cable force was tensioned) and finally the transverse prestress of the girders was tensioned. To verify the rationality of the construction sequences of the bridge, the finite element program ANSYS was used to set up the model for the scaffoldings at both sides of Pier No.16 and to simulate the construction process. The influences of the transverse prestress tensioning and the stay cable installing on the reaction forces of steel pipe piles of the scaffoldings and on the stress of the girders were analyzed. The results of the analysis prove that the reaction forces of the steel pipe piles and the stress of the girders can all satisfy the relevant requirements in the codes and the construction sequences are rational.


Xiao G.,The 5th Engineering Co.
Modern Tunnelling Technology | Year: 2014

Based on the construction of the first immersed tunnel in north China, i. e. Haihe river tunnel on central avenue of Tianjin, this paper summarized and analyzed the key construction techniques for the deepest bulkhead wall protection structure at home, extra-large deep foundation pit in soft rock, prefabrication of element with bulk mass and thin-wall structure, and foundation treatment under 23 m of water, thus providing experiences for the design and construction of similar projects. ©, 2015, Editorial Office of "Modern Tunnelling Technology". All right reserved.


Cao K.,The 5th Engineering Co. | Wang J.,The 5th Engineering Co. | Meng Y.,The 5th Engineering Co.
Modern Tunnelling Technology | Year: 2014

Taking the construction of Shenyang metro line 9 as an example, this paper compared the special design schemes of tunnels at miscellaneous filling strata based on risk classification and considering much construction and household wastes to be found in the miscellaneous filling layer during supplementary survey and field excavation of bored tunnel section, determined the auxiliary reinforcement measure by advance deep-hole grouting besides bored construction of shallow-buried tunnels, made relevant numerical simulation and targeted scheme design, and further explained the precautions in the construction. ©, 2015, Editorial Office of "Modern Tunnelling Technology". All right reserved.


Dou S.,The 5th Engineering CO. | Wang K.,The 5th Engineering CO. | Zhang Y.,The 5th Engineering CO. | Li S.,The 5th Engineering CO.
Modern Tunnelling Technology | Year: 2014

The large section loess tunnel at the Datong-Xi'an passenger dedicated railway line has the characteristics of shallow depth at portal section, and passing under the Datong-Yuncheng expressway. According to the potential risks in the tunnel construction, the investigation statistical analysis is adopted to identify and assess the construction risks, and the control measures for such high risks as collapse, subsidence and large deformation are put forward, and then, the assessment of risks after taking measures is carried out. ©, 2015, Editorial Office of "Modern Tunnelling Technology". All right reserved.


Zou J.,The 5th Engineering Co.
Modern Tunnelling Technology | Year: 2014

As for the large deformation of a soft rock tunnel engineering in tertiary silty clay, the test results of laboratory morphology and microscopic structure show that this clay contains a large number of laminated clay minerals which may induce the large deformation; and the direct shear rheological test at the site proves that the tertiary silty clay has a rheological property. Therefore, the effect of rheology on the safety of tunnel structure is studied by the numerical analysis, and in order to complete the rheology induced main tunnel deformation before the construction of secondary lining, the tunnel design and construction technology should be improved by strengthening the supporting intensity, and increasing the reserved deformation allowance between the preliminary support and the secondary lining. Finally, the optimized tunnel supporting design and construction technology are verified by the field testing results. ©, 2015, Editorial Office of "Modern Tunnelling Technology". All right reserved.


The non-navigable span bridge of the Hong Kong-Zhuhai-Macao Bridge over the shallow water area is a 85-m span steel and concrete continuous composite girder bridge. The substructure of the bridge is composed of the steel pipe composite piles, precast pile caps and rectangular hollow piers. There are totally 62 piers for the whole bridge of the bridge and each pier is supported on the 6 steel pipe composite piles. To resolve the problem that the construction of the substructure would be adversely affected by the sea conditions and to shorten the construction time period and ensure the construction quality, the following techniques were applied to the construction. When the steel pipes of the composite piles were set and driven, the steel pipes were positioned in three times, using the integral guide frames aided by the support piles. The boring construction of the composite piles was carried out on the integral truss boring platforms. The pier shafts and pile caps were precast, using the integrated automatic opening and closing formwork and the concrete of the pile caps and base segments of the pier shafts was cast integrally in one time. The pile caps and base segments were installed in the new type of the interlocked double-wall steel boxed cofferdams without internal bracings and the pier shafts and pier caps were installed by the rapid method, using the floating vessels aided by the long and short guide fames. © 2016, Wuhan Bridge Research Institute. All right reserved.


Jiang X.,The 5th Engineering Co.
Bridge Construction | Year: 2016

The Chishi Bridge on Rucheng-Chenzhou Expressway is a cable-stayed bridge with four pylons, double cable planes and with span arrangement 165 m+3×380 m+165 m. The main girder of the bridge is the prestressed concrete structure having the section of four cells and single box. The girder was cantileveredly cast, using the front support form travelers and the closure sequence of the girder in the original closure scheme was that the girder over the side spans was to be closed first, over the secondary central spans was then and over the central span was finally. However, after 10 years of the shrinkage and creep of the completed bridge, the offsetting amounts of the pylons according to the scheme would be great. To avoid the adverse influences from the excessive offsetting of the pylons on the structural force conditions and durability of the bridge, a new scheme of pushing closure was proposed, the closure sequence of the main girder was changed into the sequence that the girder over the side spans was to be closed first, over the central span was then and over the secondary central spans was finally. The software BDCMS was used to set up the finite element model for the whole bridge of the bridge and the offsetting amounts and stress of the pylons, the stress of the girder and the stay cable forces in the two schemes after 10 years of the shrinkage and creep were compared and analyzed. The results of the analysis show that the scheme of pushing closure can greatly reduce the offsetting amounts of the pylons, can make the offsetting of the pylons in better central positions, the influences of the scheme on the stress of the girder and stay cable forces are little and can make the stress in left and right sides of the pylons more balanced. The scheme is conducive to counter the influences of the future live load and can greatly improve the integral structural force conditions of the bridge. © 2016, Wuhan Bridge Research Institute. All right reserved.


Gao H.-F.,The 5th Engineering Co.
Bridge Construction | Year: 2015

The main bridge of the Chishi Bridge on Rucheng-Chenzhou Expressway is a prestressed concrete cable-stayed bridge with four pylons, double cable planes and with span arrangement 165 m+3×380 m+165 m. The pylons of the bridge are in the hyperbolic shapes and the height of the pylons is 271.63~299.13 m. The upper part of each pylon changes gradually from 4 inward tilting pylon legs to 2 vertical legs. To avoid the concrete cracking in the footings of the pylon legs in the construction, the pre-jacking forces were applied to the tilting legs and the bracing structure was arranged. The structure for a pylon was composed of 2 longitudinal and 3 transverse bracings. Each bracing had 2φ1 000 mm×16 mm helix steel pipes. In the construction, the scaffolding for the upper cross beam of the pylon was installed first and after the concrete for the segments 5, 7, 8 and 10 of the upper part of the pylon was cast, the 1st and 2nd transverse and longitudinal bracings and the 3rd transverse bracing were respectively installed, the pre-jacking forces were applied and the related tie systems were installed. As the pre-jacking forces were applied, the lining and encasing steel pipes were welded to make the bracing structure an integrity. The 250 t jacks were used to apply the pre-jacking forces. At the same time the scaffolding for the cross beam was removed, the structure was removed in the sequence from the upper to the lower. ©, 2015, Wuhan Bridge Research Institute. All right reserved.

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