各地掠影

香港昂船洲大桥举行合龙仪式 4月7日，全球第二长的双塔斜拉桥昂船洲大桥在香港举行合龙仪式。大桥属于香港8号干线的部份，该干线完工后，香港将增添一条把新界东部与机场连接起来的东西行主要干道。昂船洲大桥预计2009年年底建成。     

香港将建全球最长的斜拉桥

最近香港将投资27.6亿港元兴建昂船洲大桥，该桥为悬索斜拉桥，主跨长1018m，比目前世界上最长斜拉桥主跨为890m的日本多多罗大桥还长128m，将成为全球最长的悬索斜拉桥。 昂船洲大桥连同深圳香港西部通道和后海湾干线，将成为香港的主要道路。它的建成将进一步加强香港作为国际物流和交通枢纽的地位。这座设计优美的建筑融入绿水、青山、碧波荡漾的环境之中，又为香港增添一道靓丽的风景线。     

香港昂船洲大桥

正在兴建中的香港昂船洲大桥横跨蓝巴勒海峡,连接新界东部与机场,是香港东西方向又一条主要干道。 香港昂船洲大桥巨型钢结构由中铁山桥集团有限公司制造。作为香港标志性建筑工程,大桥采用双三车道双索面斜拉桥,大桥全长1600m,主跨1018m,钢结构总质量3．6万t。     

香港将兴建两座跨海大桥

香港路政署长梁国新最近宣布 ,香港将兴建两座大型跨海桥———昂船洲大桥和青龙大桥 ,它们将同已建成的青马大桥和汀九桥构成一个桥梁网 ,并成为香港未来的标志。梁国新表示 ,昂船洲大桥和青龙大桥坐落在海港显著的位置 ,有其独特的风格。据了解 ,昂船洲大桥横跨葵涌货柜码头的入口 ,大桥跨度将达 1 0 0 0ｍ ,建成后将是世界最大的斜拉桥。该工程预计将于 2 0 0 3年展开 ,2 0 0 7年完工。至于青龙大桥 ,是 1 0号干线的重要标志 ,主跨长 1 1 48ｍ ,比青马大桥长 41ｍ ,建成后将是世界上第 3长悬索吊桥。大桥将于 2 0 0 2年动工 ,2 0 0 7年竣…     

斜拉桥上塔式起重机的拆除作业

昂船洲大桥是世界上最长的斜拉桥之一，它将大陆九龙与青衣岛连接起来．建立起一条跨越蓝巴勒海峡和葵涌货柜港的空中通道。     

世界第二长悬索桥在香港运营

世界上第二长悬索桥在香港揭幕，其核心部分超过了一公里长，并跨越了蓝巴勒海峡（Rambler Channel）。这座名为“昂船洲大桥”（Stonecutters Bridge）的桥梁是在去年12月底开始运营的，连接了南湾角、青衣岛和昂船洲。超过昂船洲大桥排第一的是跨越长江的苏通大桥。     

港澳台地区

香港将斥巨资建昂船洲大桥；香港亚洲空运中心将大规模扩建     

香港昂船洲大桥锚腹板制造工艺设计

针对香港昂船洲大桥锚腹板特点,根据原材料情况以及生产实际,有效设计锚腹板加工和组装的工艺流程。     

香港大型悬吊体系桥梁的发展

香港从一个落后小渔港,在百余年中,发展成一个现代化世界之大都会,贸易商港、金融中心和物流枢纽,发展的过程和基础设施的建设有密切的关系,而道路及桥梁工程发挥的作用更是十分明显和重要。简要介绍香港一些重要的世界级桥梁工程发展项目及前景,其中有青马大桥、汲水门大桥、汀九大桥、青龙大桥、昂船洲大桥、伶仃洋大桥、港珠澳大桥等,并着重介绍其关键技术、创新点、质量管理、经济和社会效益。     

大跨径斜拉桥顺桥向约束体系与应用

苏通大桥和昂船洲大桥是目前世界上两座超千米斜拉桥,但是在顺桥向却采用了两种不同的约束体系,前者采用的是阻尼和限位约束,后者采用的是锁定和限位约束,以椒江二桥顺桥向约束体系研究为基础,结合苏通大桥约束体系研究成果,说明了两种约束体系的技术特点、适用条件和应用展望。     

Stonecutters Bridge – durability,maintenance and safety considerations

Stonecutters Bridge, currently under construction in Hong Kong with a main span of 1018 m, will become one of the longest span cable-stayed bridges in the world. It will be the first major bridge situated in the urban area of Hong Kong, with Victoria Harbour as the backdrop. The design contains a number of significant aesthetic features, primarily the circular mono-column towers with a metallic look at the upper part, and the steel twin box deck structure. Durability, maintenance and safe operation are undoubtedly amongst the major considerations in the design. In view of the prominence of the bridge, it is important to maintain the aesthetic qualities throughout its 120-year design life. It is a challenge for the bridge engineers to achieve this without jeopardising the operation and the structural performance of the bridge. This paper describes the durability, maintenance and safety considerations for the bridge.     

Major bridge development in Hong Kong,China—past,present and future

The first “modern” type of vehicular bridge was built in Hong Kong China in the 1920s. The need for an efficient transportation system to cope with population growth and enable economic development has demanded the construction of more and more bridges since the middle of the 20th century. By 2007, Hong Kong had a total of about 1300 vehicular bridges. Four of these bridges, including the Tsing Ma Bridge, Kap Shui Mun Bridge, Ting Kau Bridge, and the cable-stayed bridge on the Hong Kong- Shenzhen Western Corridor, are considered to be major bridges supported by cables. Currently, the Stonecutters Bridge on Route No. 8 is under construction and is expected to be completed in late 2009. At the same time, the Hong Kong-Zhuhai-Macao Bridge will be in its detailed design stage soon. While efforts have been made by bridge builders to construct these giant structures, the upkeeping of these valuable assets at a high standard and ensuring their continuous functioning and performance during their intended lifespans will be another important task for bridge engineers. Wind and structural health monitoring system (WASHMS) will play a key role in this respect.     

Wind turbulence characteristics study at the Stonecutters Bridge site: Part I—Mean wind and turbulence intensities

Hong Kong is situated in the typhoon belt thus major civil engineering structures such as tall buildings and bridges are exposed to very severe gusty winds caused by a direct hit once every few years. Stonecutters Bridge in Hong Kong is a cable-stayed bridge having a colossal central span of 1018 m. The dynamic action of gusty wind on the bridge therefore needs careful consideration. A study into the turbulence characteristics at the bridge site has therefore been initiated with the objective of deriving a model of turbulence suitable for buffeting calculations of slender structures. To this end, Highways Department of Hong Kong Special Administrative Region (HKSAR) erected a 50 m high meteorological mast at the bridge site and commissioned wind tunnel experiments employing a 1/1500 scale terrain model. Part I of this paper will focus on the study of mean wind and turbulence intensities. Part II will focus on the other turbulence characteristics including wind power spectra, integral length scales and wind coherences.     

Major bridge development in Hong Kong, China-past, present and future

The first “modern” type of vehicular bridge was built in Hong Kong China in the 1920s. The need for an efficient transportation system to cope with population growth and enable economic development has demanded the construction of more and more bridges since the middle of the 20th century. By 2007, Hong Kong had a total of about 1300 vehicular bridges. Four of these bridges, including the Tsing Ma Bridge, Kap Shui Mun Bridge, Ting Kau Bridge, and the cable-stayed bridge on the Hong Kong-Shenzhen Western Corridor, are considered to be major bridges supported by cables. Currently, the Stonecutters Bridge on Route No. 8 is under construction and is expected to be completed in late 2009. At the same time, the Hong Kong-Zhuhai-Macao Bridge will be in its detailed design stage soon. While efforts have been made by bridge builders to construct these giant structures, the upkeeping of these valuable assets at a high standard and ensuring their continuous functioning and performance during their intended lifespans will be another important task for bridge engineers. Wind and structural health monitoring system (WASHMS) will play a key role in this respect.     

Wind turbulence characteristics study at the Stonecutters Bridge site: Part II: Wind power spectra, integral length scales and coherences

Stonecutters Bridge in Hong Kong is a cable-stayed bridge having a colossal central span of 1018 m. The dynamic action of gusty wind on the bridge therefore needs careful consideration. In order to obtain a realistic estimate of the wind turbulence characteristics, Highways Department of Hong Kong Special Administrative Region (HKSAR) erected a 50 m high meteorological mast near Stonecutters Bridge and commissioned wind tunnel experiments employing a scale terrain model. Part I of this paper has focused the discussion on the study of mean wind and turbulence intensities. In this Part II of the paper, the other turbulence characteristics including wind power spectra, integral length scales and wind coherences will be discussed.     

漳州战备大桥总体设计

漳州战备大桥的主桥采用主跨132 .0m部分斜拉桥,引桥采用跨度32.0m的连续梁。本文介绍了该桥的总体设计,包括主桥方案比选,主、引桥设计,景观设计等内容。     

东海大桥主航道桥斜拉桥总体设计

东海大桥主航道桥为主跨420m五跨连续的双塔中央索面斜拉桥。主梁为在大跨径斜拉桥上首次采用的钢-混凝土箱形结合梁。重点介绍该桥的总体设计。     

巴东长江公路大桥主梁构造与斜拉索受力分析

巴东长江公路大桥是国道209线在鄂西部跨越长江的特大型桥梁工程，其主桥是主跨为388米的双索面、全漂浮体系PC斜拉桥；本文介绍了大桥工程斜拉桥主梁的主要结构设计和斜拉索受力分析。大桥于2001年3月动工，计划于2004年6月竣工。     

潮白河大桥的结构体系

潮白河大桥为三塔单索面预应力混凝土部分斜拉桥。本文主要介绍了该桥的结构体系和结构特点，并结合本桥的特性闸述了部分斜拉桥的结构优势、现状和发展。     

金塘大桥主通航孔斜拉桥合龙控制措施

金塘大桥主通航孔桥是一座双塔、双索面的钢箱梁斜拉桥,主跨620m,是目前我国海上跨径最大的斜拉桥,该桥采用无应力状态控制法进行施工监控,中、边跨合龙施工有一定难度。施工过程中,斜拉索采用一张到位法控制,可以减少工作量,缩短工期。对桥梁边、中跨合龙的控制理论和思路进行了论述,重点介绍该桥边、中跨合龙的施工步骤、时机选择、注意事项、操作细节和独特之处。