The Zhoushan Mainland-Island Linking Project Consisting of Five Sea-Crossing Bridges

Total Page:16

File Type:pdf, Size:1020Kb

The Zhoushan Mainland-Island Linking Project Consisting of Five Sea-Crossing Bridges https://doi.org/10.2749/222137809796089214 Recent Major Bridges 1 The Zhoushan Mainland-Island Linking Project Consisting of Five Sea-Crossing Bridges Changjiang WANG Changjiang Wang, born 1971, re­ ceived his bridge engineering degree Senior Engineer from the Univ. of Tongji in 1993. Zhejiang Provincial Construction Headquarter of Zhoushan Main­ land-Island Linking Project Zhoushan, Zhejiang , China Wangcj@zjic. com Abstract This paper introduces the construction and provides general information on the Zhoushan Mainland-Island Linking Project, which includes five sea-crossing bridges. The primary focus is on the Xihoumen Bridge and the Jintang Bridge. Keywords: Zhoushan, mainland, mainland-island linking project, sea-crossing bridge 1. Introduction Situated at the eastern part of the Yangtze River Delta, Zhoushan is a famous sea port, fishing port, and tourist city. It is referred to as "the Pearl in East China Sea". It contains more than 1 300 islands within in its jurisdiction area. Although the straits separting Zhoushan from the mainland are beautiful, they pose a barrier to the transportation between the mainland and islands. The Zhoushan Mainland-Island Linking Project was launched in the 1990s to enhance the development of the Zhoushan Prefecture. Expected to be completed in 2009 , the project will link the mainland to the five islands, providing convenient transportation for the local people( Fig. 1). 2. Construction Scale The project begins at the round-the-island highway at Yadan Mountain, links with the National Road 329 and the outer ring road of Dinghai City, passes through Lidiao Island, Fuchi Island, Cezi Island, Jintang Island to Ningbo Zhenhai , connects with Ningbo Ring Road, and overpasses Cengang Waterway, Xiangjiaomen Waterway, Taoyaomen Waterway, Xihoumen Waterway , Ligang Waterway and Huibieyang Sea. In short, the project crosses five islands and six waterways for a total length of 49. 96 km. The five large sea-crossing bridges of the project are introduced in this paper. 3. Main Technical Criteria The main technical criteria are as follows: ( 1) Highway grade: dual-way four-lane expressway. ( 2) Design speed: 60 km/h for the first phase; 80km/h and 100 km/h for the second.
Recommended publications
  • Aerodynamic Challenge and Limitation in Long-Span Cable-Supported Bridges
    Keynote Paper Aerodynamic challenge and limitation in long-span cable-supported bridges 1) * Yao-Jun Ge 1) SLDRCE, Tongji University, Shanghai, 200092, China [email protected] ABSTRACT As one of the most formidable challenges on long-span cable-supported bridges, recent advances in wind engineering studies have been presented in the aspects of flutter instability, torsional divergence and stay cable vibration. Successful aerodynamic stabilization for long-span suspension bridges is reviewed, which is followed by current studies of several super long suspension bridges with a main span from 1680m in the 2nd Humen Bridge to 2016m in Sunda Strat Bridge. It seems that the intrinsic limit of span length due to aerodynamic stability is about 1,500m for a traditional suspension bridge, but slotted box deck could provide a 5,000m span length as the aerodynamic limit to a suspension bridge with high enough critical flutter and torsional speed. Since long-span cable-stayed bridge intrinsically has quite good aerodynamic stability based on close-box deck and spatial cables, rain-wind induced vibration and mitigation are discussed as a main aerodynamic challenge. In order to reveal the aerodynamic limit span length two super long cable-stayed bridges, with single 1400m span and double 1500m spans in Qiongzhou Strait Bridge, have been experimentally investigated through sectional and full models in flutter and torsional instability. 1. INTRODUCTION Cable-supported bridge can be defined as a bridge with the deck supported by hangers or cables, which are held up by pylons or main cables, and accordingly divided into two kinds, suspension bridge with greater bridging capacity and cable-stayed bridge.
    [Show full text]
  • The Ship Reporting System in Deep Water Route of Ningbo
    THE SHIP REPORTING SYSTEM IN DEEP WATER ROUTE OF NINGBO-ZHOUSHAN PORT 1. Applicable Ships The Ship Reporting System is compulsory and applicable to the following types of ships which implement the “Ships’ Routeing System in Ningbo-Zhoushan Core Area”: 1.1 Passenger ships; 1.2 Ships and facilities in foreign nationality; 1.3 Dangerous cargo ships; 1.4 Ships and facilities restricted in maneuverability such as towing fleet; 1.5 Other Chinese ships of 300GT and above. 2. Applicable Geographical Area, the Number and Editions of Relevant Charts 2.1 The geographical area covered by the Ship Reporting System is the water area covering the outside door of deep-water route in Xiazhimen, Xiazhimen, Zhitouyang, Luotou waterways, Jintang waterways, Hengshuiyang, Cezi waterways, Xihoumen and so on. 2.2 The relevant charts Nautical Charts published by Maritime Safety Administration of the People’s Republic of China published, with No. of 50311, 52141, 53342, 52142, 53131 and 53132. 3. Format of Report, Content of Report and Reporting Lines 3.1 Format of Report The format for report is in accordance with the requirements by the annex of IMO Resolution A.851 (20). 3.2 Content of Report 3.2.1 General report A Ship’s name, Call Sign and IMO code (if applicable) C or D Position (latitude and longitude or position relative to the landmark) E Course F Speed G Last port of call I Port of destination O Draft Q Deficiencies and limitations (towing vessels shall report of the towing length and the name of the object being towed) DG Dangerous goods U Length Overall and Gross Tonnage 3.2.2 Ships equipped with AIS in good working condition may only need to report the following contents: A Ship’s name, Call Sign G Last port of call I Port of destination O Draft Q Deficiencies and limitations DG Dangerous goods 3.3 Reporting lines 3.3.1 Report line L1: the line connecting the Taohua Island Lighthouse and Xiazhi Island East point.
    [Show full text]
  • Zhoushan Island-Mainland Connection Project Built for a Long and Efficient Life
    IABSE SYMPOSIUM WEIMAR 2007 Zhoushan Island-Mainland Connection Project Built for a Long and Efficient Life Chang-Jiang WANG Hui SONG Yao-Jun GE Senior Engineer Senior Engineer Professor Construction Department China Highway Planning Department of Bridge of Zhoushan Island- and Design Institute Engineering Mainland Connection Consultants Tongji University Project Beijing, China Shanghai, China Zhoushan, Zhejiang, China [email protected] [email protected] [email protected] Yong-Xin YANG Wu-Gang WANG Xiang-Yang CHEN Lecturer Senior Engineer Senior Engineer Department of Bridge Construction Dep. of Construction Dep. of Engineering Zhoushan Island-Mainland Zhoushan Island-Mainland Tongji University Connection Project Connection Project Shanghai, China Zhoushan, Zhejiang, China Zhoushan, Zhejiang, China [email protected] [email protected] [email protected] Summary The Zhoushan Island-Mainland Connection Project in China is a grand project with the total length of 64.6 km including 27.3 km-long five major bridges spanning five channels in succession, among which Xihoumen Bridge is a suspension bridge with its main span of 1650m, and Jintang Bridge has a main navigational channel section, a 620m long steel cable-stayed bridge. After aerodynamic investigation and vibration control related to flutter and vortex-shading having been thoroughly carried out for a efficient life of the project, severe sea environment brings about another kind of life-time problem, durability, and some new technologies are employed against chloride corrosion from the sea for a long life of the project. Keywords: Zhoushan project; suspension bridge; cable-stayed bridge; aerodynamic problem; anti- corrosion; durability; efficient life 1. Introduction Located in the East China Sea, Zhoushan is an archipelago city composed of 1,390 islands and islets including a land area of 1,257 km2 among the 22,200 km2 administrative area under the jurisdiction of Zhejiang Province.
    [Show full text]
  • SHOCK CONTROL of BRIDGES in CHINA USING TAYLOR DEVICES’ FLUID VISCOUS DEVICES 1 1 2 2 Chen Yongqi Ma Liangzhe Cao Tiezhu1 Robert Schneider Craig Winters
    th The 14 World Conference on Earthquake Engineering October 12-17, 2008, Beijing, China SHOCK CONTROL OF BRIDGES IN CHINA USING TAYLOR DEVICES’ FLUID VISCOUS DEVICES 1 1 2 2 Chen Yongqi Ma Liangzhe Cao Tiezhu1 Robert Schneider Craig Winters 1Beijing Qitai Shock Control and Scientific Development Co.,Ltd , Beijing 100037, China 2Taylor Devices, Inc. North Tonawanda, NY 14120, USA Email: [email protected], ABSTRACT : Fluid Viscous Devices are a successful structural protective system for bridge vibration. The structural protective technique and the dampers have been introduced to China since 1999. The Taylor Devices’ damper systems has already been successfully installed or will be installed in large or the super large bridges in China for protection from earthquake, wind. vehicle and other vibration. Seventeen different bridge projects introduced here include the Sutong Yangtze River Bridge, the longest cable stayed bridge in the world, the Nanjing 3rd Yangtze River Bridge, the fifth longest suspension bridge in the world, and the Xihoumen Across Sea Bridge, the second longest suspension bridge in the world. The performance of the bridges and dampers have been reported as “very good” during the May 12, 2008 Wenchuan earthquake. All of the dampers produced have been subjected to rigorous static and dynamic testing, which show the dampers will perform well for the next 50 years and possibly a lot longer. KEYWORDS: Lock-Up Devices, Fluid Viscous Dampers, Limited Displacement Damper 1. INTRODUCTION Along with the rapid economic development in China over the past two decades, a large number of highways and bridges have been built in China. By 2004 China constructed 1.81 millions kilometers of roads and 30 thousand kilometers of highways.
    [Show full text]
  • China's Major Bridges Summary 1. Background
    China’s Major Bridges Maorun FENG Maorun Feng, born in 1942, graduated from the Tangshan Professor Railway Institute with a Master’s Chairman of Technical degree, has been engaged in the Consultative Committee, design and research of bridges for 40 Ministry of years. He is the Chairman of Technical Consultative Committee Communications and the Former Chief Engineer of the Beijing, China State Ministry of Communications. He is also the current Chairman of China Association of Highway and Waterway Engineering Consultants. [email protected] . Summary In response to continuous economic development over the past 30 years, China has mobilized a program of large scale bridge construction. The technology of various types of bridges, including girder bridges, arch bridges, and cable-supported bridges, has been developed rapidly. Bridge spanning capacity has been continuously improved. Girder bridges with main span of 330 m, arch bridges with main span of 550 m, cable-stayed bridges with main span of 1088 m and suspension bridges with main span of 1650 m have already been built. Moreover, two sea-crossing bridges with overall length over 30 km have also been opened to traffic. This paper briefly introduces China’s major bridges, including girder bridges with spans greater than 200 m, arch bridges with spans greater than 400 m, cable-stayed bridges with spans greater than 600 m, and suspension bridges with spans greater than 1200 m. These bridges represent technological progress in such aspects as structural system, materials, as well as construction methods and equipment. Key words: girder bridge, arch bridge, cable-supported bridge, cable-stayed bridge, suspension bridge, steel-concrete composite bridge 1.
    [Show full text]
  • The Evolution Pathways, Dynamics and Perspectives of Ningbo-Zhoushan Port (China)
    From a feeder port to a hub port: the evolution pathways, dynamics and perspectives of Ningbo-Zhoushan port (China) Abstract: This paper analyses the spatio-temporal evolution of Ningbo-Zhoushan port growing from a feeder port to a hub port finding the historical pathways followed by its expanding in terms of container throughput capacity and total traffic. The dynamic mechanism of evolution is the results of economic globalization, containerization and its natural endowments in channel and terminal depths. Analysis of the traffic evolution and its underlying dynamics suggest 3 periods in the development processes of container transport in Ningbo-Zhoushan: (1) adoption period (1986-2000) in which the main dynamics is the impact of the Chinese ‘Open Door policy’; (2) acceleration period (2001-2008) in which the dynamics is related of the mainland China’s entry into the WTO; (3) peak growth period (2009-now) in which the dynamics is impacted by the anti-crisis strategy against the financial and economic crisis in 2008. We analyse the perspectives of Ningbo-Zhoushan port. ARIMA model is employed to forecast the container traffic in the coming future; about after 2026, the throughput in Ningbo-Zhoushan port would reach about 49 million TEU which would be approximately equal to that of Shanghai port. The resultant port development would exemplify a model of spatial distribution such as a multi-layered gateway hub. In the respect of growth potential, Ningbo-Zhoushan port possesses excellent coastline resource suitable for deep-water berthing, bonded port policy and free trade zone policy. Geographical position, service level, hinterland economic level and government will support its perspectives.
    [Show full text]
  • World Bank Document
    ENVIRONMENT ASSESSMENT REPORT Public Disclosure Authorized FOR THE SECOND PHASE OF BEILUNGANG THERMAL POWER PLANT PROJECT i~~~~~~~~~~-it Public Disclosure Authorized Vo L MARCH, 1993 Public Disclosure Authorized ZHEJIANG PROVINCIAL ENVIRONMENTAL PROTECTION SCIENTIFIC RESEARCH INSTITUTE AND EAST CHINA ELECTRICAL POWER DESIGN INSTITUTE Public Disclosure Authorized 'I, Contents J. Introduction 1X. Basis and Principles in the Assessment 2.1 Aims of the Assessment 2.2 The Foundation of the Assessment 2.3 China's Policy and Regulations regarding Environment Assessment 2.4 Standards of the Assessment 2.5 Scope of Assessment 2.6 The Emphasis of Assessment and Major Projection Objects II. Introductionto the Construction 3.1 Project Background 3.2 Project Scale 3.3 Project Site Selection 3.4 Introductionto Phase I Project 3.5 Electricity Production Process Flow 3.6 Fuel 3.7 Water Sources and Consumption 3.8 Occupied Area and Staffing of the BTPP IV. Introduction to Local Environment 4.1 The Overall Plan of Ningbo City and the Geographic Location of the Project 4.2 Natural Environment 4.3 The Local Social Environment 4.4 Pollution Sources Around the BTPP V. The Present Conditions of the Quality of Regional Environment 5.1 The Present Conditions of the Quality of Atmospheric Environment 5.2 The Present Conditions of the Quality of Sea Water Environment 5.3 An Investigationof the Present Cultivation Conditions of the Marine Life, Fishery Resources and Shoal Algae in the Sea Area 5.4 The Present Conditions of the Quality of Noisy Environment. VI. Major Pollution Source & Potential Environmental Problems 6.1 Analysis of Major Pollution Sources 6.2 Potential Environment Problems VII.
    [Show full text]
  • 3 Other Relative Concernings
    Report on the Investigation of the collision between M/V M.KIMITSU and JINTANG Bridge on Nov. 16 2009 Maritime Safety Administration of People’s Republic of China June 12 2010 NOTE This report is written with identification and reduction of maritime traffic safety-related risk in prevention of similar maritime casualty recurrence, thus all the evidence and statements sourced from this report shall not be accessed to any judicial proceedings whose purpose, or one of whose purposes is to attribute or apportion liability or blame. Contents Glossary of Abbreviations and Acronyms..................................................1 1. Summary.................................................................................................2 1.1 The Accident ...................................................................................2 1.2 The Investigation ............................................................................2 2. Ship, seafarers and the company ............................................................3 2.1 Ship’s Particulars ............................................................................3 2.2 Ship Crew........................................................................................5 3. Other relative concerning........................................................................6 3.1 Ship agent........................................................................................6 3.2 The pilot ..........................................................................................7 3.3
    [Show full text]
  • The Maintenance and Management System of Zhoushan Trans-Sea Bridge
    MATEC Web of Conferences 31, 110(05 2015) DOI: 10.1051/matecconf/201531110 0 5 C Owned by the authors, published by EDP Sciences, 2015 The maintenance and management system of Zhoushan Trans-sea Bridge Lianying Zhou1, Houbin Fan2, Juan Liao3 , Chao Yang 4and Hao Tian5 1 Zhejiang University City CollegeˈHangzhou 310015, China 2 Zhejiang Zhoushan Cross-Sea Bridge Co., Ltd., Zhoushan 316031, China 3 Zhejiang University City CollegeˈHangzhou 310015, China 4 Zhejiang Institution of Communications Hangzhou 311112, China 5 Zhejiang Scientific Research Institute of Transport, Hangzhou 310006 Abstract˖ The maintenance management system with respect to Zhoushan Trans-sea Bridge is detailed introduced in this paper. The management system is mainly made up of two parts: Structure Health Monitoring System and Electronic Manual Inspection System. For Structure Health Monitoring System, the components, the service condition, and the evaluation are detailedly discussed. For Electronic Manual Inspection System, the main contents of the inspection management manual and the components of ScanPrint system are briefly introduced. 1 Introduction manual includes the definition and description of all the contents included in the inspection and maintenance[5-7]. Zhoushan Trans-sea Bridge, composed of Jingtang The ScanPrint system is an electronic version of the Bridge, Xihoumen Bridge, Taoyaomen Bridge, inspection & maintenance manual, which is mainly used Xiangjiaomen Bridge, Cengang Bridge and the junctions, as the record and management of structural damage is a key component of Yong-Zhou highway in national information, as well as the analysis of the structural highway net. Xihoumen Bridge is a two-span continuous operation state and service level. steel box-girder suspension bridge and its main span is 1650m, which is the second longest and the longest suspension bridge in the world and in China, respectively.
    [Show full text]
  • Ningbo-Zhoushan Port
    SHIP’S ROUTING SYSTEM FOR DEEP WATER ROUTE OF NINGBO- ZHOUSHAN PORT Reference Charts: Charts No. 50311, 52141, 53342, 52142,53131 and 53132 published by Maritime Safety Administration of the People’s Republic of China. Ship’s routing system is composed of traffic separation scheme,roundabout, deep-water routes,precautionary areas and inshore traffic zones. 1. Traffic separation scheme Traffic separation scheme includes separation line(zone), borderline, traffic lane. 1.1 No.1 Traffic Separation Scheme ( From West Borderline of No. 0 Precautionary Area in Xiazhimen East Estuary to Xialanshan) 1.1.1 Separation Line The separation line of No.1 traffic separation scheme is bounded by the following two geographical positions: 29º44´49″N,122º19´08″E; 29º48´32.5″N,122º14´12″E. 1.1.2 Borderline The north borderline of No.1 traffic separation scheme is bounded by the following two geographical positions: 29º45´00″N,122º19´12″E; 29º48´41.5″N,122º14´20.5″E. The south borderline of No.1 traffic separation scheme is bounded by the following two geographical positions: 29º44´37″N,122º19´03″E; 29º48´24.5″N,122º14´04″E. 1.1.3 Traffic Lane The inbound lane is the water area between the separation line and north borderline of traffic separation scheme with 0.19 nautical miles in width. The length of the centre line for the traffic lane is 5.62 nautical miles. And its main traffic direction is 310° (True course). The outbound lane is the water area between the separation line and south borderline of traffic separation scheme with 0.19 nautical miles in width.
    [Show full text]
  • China's Communist-Capitalist Ecological Apocalypse
    real-world economics review, issue no. 71 subscribe for free China’s Communist-Capitalist ecological apocalypse Richard Smith [Institute for Policy Research and Development, London] Copyright: Richard Smith, 2015 You may post comments on this paper at http://rwer.wordpress.com/comments-on-rwer-issue-no-71/ A ship sails across the junction of the polluted Yangtze River (left) and the Jialin River in Chongqing, 1 China, September 7, 2012 Abstract This article seeks to explain why China’s evironmental crisis is so horrific, so much worse that “normal” capitalism most everywhere else, and why the government is incapable of suppressing pollution even from its own industries. I begin with an overview of the current state of China’s environment: its polluted air, waters, farmland, and the proximate causes: overproduction, overdevelopment, profligate resource consumption, uncontrolled dumping and venting of pollutants. I then discuss the political-economic drivers and enablers of this destruction, the dynamics and contradictions of China’s hybrid economy, noting how market reforms have compouned the irrationalities of the old bureaucratic collectivist system with the irrationalities of capitalism resulting in a diabolically ruinous “miracle” economy. I conclude with a précis of the emergency steps the country will have to take to take to brake the drive to socio-ecological collapse, with dire implications for us all. The first time Li Gengxuan saw the dump trucks from the nearby factory pull into his village, he could not believe his eyes. Stopping between the cornfields and the primary school playground, the workers dumped buckets of bubbling white liquid onto the ground.
    [Show full text]
  • On the Road to a Modern City: New Transportation Technology and Urban Transformation of Tianjin, 1860-1937 a Dissertation Submi
    ON THE ROAD TO A MODERN CITY: NEW TRANSPORTATION TECHNOLOGY AND URBAN TRANSFORMATION OF TIANJIN, 1860-1937 A DISSERTATION SUBMITTED TO THE FACULTY OF UNIVERSITY OF MINNESOTA BY Kan Li IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF DOCTOR OF PHILOSOPHY Liping Wang, Ann Waltner June 2020 © Kan Li 2020 Abstract After the northern Chinese city of Tianjin was opened as a treaty port in 1860, the steamship, railroad, and electric tramway were introduced into the city in rapid succession. The adoption of modern transportation technologies enabled Tianjin to occupy a crucial position in the emerging national and global transport and trade networks, Tianjin thus became one of a few cities that made the transition from a traditional commercial city on the Grand Canal to a modern seaport and railroad hub. Instead of taking a city’s modernity for granted, this dissertation examines how the physical forms of modernity came into being in Tianjin by connecting these processes to the adoption of new technologies and the building of national and international networks of transportation. Studying Tianjin from this angle, this dissertation sheds light on why, during the late nineteenth and early twentieth centuries, a select few cities thrived even as China as a whole was struggling economically and politically. While fundamentally transforming Tianjin’s status, these new transport technologies also led to unintended consequences, which revealed the contingencies in modernization and the complexity of the Chinese modernity. In order to make the port of Tianjin a high-capacity, reliable harbor for large steamships, the river connecting Tianjin with the sea was drastically reshaped during the first two decades of the twentieth century.
    [Show full text]