浙江第一高公路桥墩组的双侧纵向爆破拆除

介绍了一组高耸桥墩的爆破拆除工程实例。该桥墩由于砼体标号高、布筋密集,定向倾倒难度很大,在爆破设计方案中采用了大定向窗倾角、大定向窗尺寸、大爆破切口截面以及大炸药单耗,并辅以对称配重的牵拉,确保了桥墩的顺利倒塌及定向的准确性。这些经验具有实际应用价值。     

既有桥梁粘钢加固受力特性分析

本文在既有桥梁粘钢加固的基础上,通过有限元数值分析计算,比较了粘钢加固前后在自重和汽车荷载作用下的挠度和纵向应力变化,并进行了正截面抗弯承载能力验算,评价了既有桥梁粘钢加固改造的效果。结果表明粘钢加固后钢板能够有效地参与受力,主梁受压区截面高度增大,承载力增大,受力更加合理;加固后正截面抗弯极限承载力有所提高;桥梁的整体性和刚度均有显著改善。     

伊通河大桥C50微膨胀钢管混凝土施工技术

结合长春市102国道跨伊通河大桥钢管混凝土工程实际,阐述了主桥大管径(1.8m)钢管混凝土在泵送顶升施工过程中的施工顺序、泵管安设和灌注工艺。自行研制了C50自密实微膨胀混凝土,采用合理的顶升泵送施工工艺进行灌注,圆满完成了该桥的钢管混凝土灌注施工,工程应用结果表明,施工效果良好。     

Determination of Bridge Design Parameters through Field Evaluation of the Route 601 Bridge Utilizing Fiber-Reinforced Polymer Girders

The Route 601 Bridge in Sugar Grove, Virginia, spans 11.89?m (39?ft) over Dickey Creek. The bridge is the first to use the Strongwell 91.4?cm (36?in.) deep fiber-reinforced polymer double web beam in a vehicular bridge superstructure. Construction of the new bridge was completed in October 2001 and field testing was undertaken shortly thereafter, as well as in June of 2002, to assess any potential changes in structural performance. This paper details the field evaluation of the Route 601 Bridge. Using midspan deflection and strain data from the October 2001 and June 2002 field tests, AASHTO bridge design parameters were determined—namely, wheel load distribution factor g, dynamic load allowance IM, and maximum deflection. The wheel load distribution factor was determined to be S/4, a dynamic load allowance was determined to be 0.36, and the maximum deflection of the bridge was L/1,110. Deflection results were lower than the AASHTO L/800 limit. This discrepancy is attributed to partial composite action of the deck-to-girder connections, bearing restraint at the supports, and contribution of guardrail stiffness. It was found that diaphragm removal had a small effect on the wheel load distribution factor.     

CIMS环境主干网络的设计

对于厂区分散的CIMS网络系统,要互连各厂区局域网.本文讨论互连网络的通信介质选择、网桥及路由器互连方案的工作情况及方案比较,最后总结设计互连网络的几个要点。     

The flood control heritage of the Yongding River in the late Qing Dynasty surrounding the Marco Polo Bridge section, 1890–1899

This research comprehensively examined multiple sources of historical records and the built heritages of flood control construction along the Yongding River surrounding the Marco Polo Bridge section from 1890 to 1899, including stone levees, brick levees, cement dams, distributary channels, steel bridges, and temples dedicated to flood control. We mapped all these construction heritage features by time and geographical location according to historical documents to reveal the cause and intention behind each site. The following new insights were gained. First, the human–river relationship transitioned from utilization to resistance throughout the history of the Yongding River. Second, the philosophy of flood control represented a balance between symptom suppression and condition treatment at the peak of water management in imperial China. Third, the cultural and religious attitudes of humans in regard to flood control gradually shifted from a belief in the supernatural to faith in the ability of humans. Finally, modern technology, materials, and technicians were gradually imported, and water construction was implemented during the late Qing Dynasty, indicating modernization of the human–river relationship.     

水下大直径钻孔灌注桩施工技术

介绍江门市东华桥直径１．５ｍ、深３０ｍ泥浆护壁钻孔灌注桩桥墩基础水下施工技术及其质量检测方法。     

清水河大桥墩梁结合部施工技术

结合南昆铁路清水河大桥墩梁结合部施工实例,介绍了其０号段托架、支架、内外模板体系的设计与施工,预应力粗钢筋、非预应力筋整体吊装、大体积混凝土整体一次灌注等技术。     

群钉钢-混凝土组合件栓钉受力状态研究

芜湖公铁两用长江大桥上层公路桥采用混凝土桥面系与钢桁组合梁,连接件为栓钉,节点附近栓钉的布置为密集型大吨位．为确定芜湖桥栓钉承载力设计值,完成了3000～5000kN栓钉群钢-混凝土组合件的极限承载力试验和有限元分析．该成果已用于芜湖桥的设计．     

基于挠度曲率面积差的桥梁结构损伤识别方法

挠度信息是桥梁健康监测的基础数据,能够为桥梁安全状态评价提供可量化的数据。本文通过分析挠度及其一、二阶导数（转角和曲率）之间的关系,提出了一种利用损伤前后荷载挠度曲线的曲率面积差（Area Difference of Curvature, ADk）来识别结构局部刚度损伤的方法。该方法采用测点数量将损伤前后的曲率曲线所围成的面积划分为若干单元,用各单元面积的平方与所有单元面积平方和的比值作为损伤定位参数,该参数的峰值可定位结构损伤位置。作为理论实例,在一座简支T梁桥的有限元模型中设置不同程度（5%~50%）和不同数量的局部刚度损伤,以各单元的曲率面积差为参数,准确定位了桥梁结构损伤位置。同时,对一座有机玻璃模型桥进行了损伤识别试验。结果表明,损伤位置处的曲率面积差远远大于未损伤位置,能够准确定位结构中微小程度的局部刚度损伤,且不同损伤程度下的曲率面积差与损伤程度无关,即使有测量噪声的情况下也能清晰定位出损伤位置。该方法有助于提高桥梁日常安全巡检的效率,量化检测数据,客观化识别结果,推动在实际桥梁工程中的应用。