China Highway Canyon Bridges 9811644306, 9789811644306

Citation preview

Zhendong Huang · Yanwu Li

China Highway Canyon Bridges

China Highway Canyon Bridges

Zhendong Huang
Yanwu Li

China Highway Canyon Bridges

123

Zhendong Huang Ministry of Transport of the People’s Republic of China Beijing, China

Yanwu Li China Highway Construction Industry Association Beijing, China

ISBN 978-981-16-4430-6 ISBN 978-981-16-4431-3 https://doi.org/10.1007/978-981-16-4431-3

(eBook)

Jointly published with China Communications Press B&R Book Program The print edition is not for sale in China (Mainland). Customers from China (Mainland) please order the print book from: China Communications Press. Translation from the Chinese language edition: Zhongguo Gonglu Xiagu Daqiao by Zhendong Huang, and Yanwu Li, © China Communications Press Co., Ltd 2017. Published by China Communications Press Co., Ltd. All Rights Reserved. © China Communications Press Co., Ltd 2022 This work is subject to copyright. All rights are solely and exclusively licensed by the Publisher, whether the whole or part of the material is concerned, specifically the rights of reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or information storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed. The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use. The publishers, the authors, and the editors are safe to assume that the advice and information in this book are believed to be true and accurate at the date of publication. Neither the publishers nor the authors or the editors give a warranty, express or implied, with respect to the material contained herein or for any errors or omissions that may have been made. The publishers remain neutral with regard to jurisdictional claims in published maps and institutional affiliations. This Springer imprint is published by the registered company Springer Nature Singapore Pte Ltd. The registered company address is: 152 Beach Road, #21-01/04 Gateway East, Singapore 189721, Singapore

Authors/Editors

Chief Editors Zhendong Huang Yanwu Li

Editing Organizations and Associate Editors China Highway Construction Association: Peng Liu, Le Zhao, Ting Wang, Pengfei Li, Jiliang Nie Chongqing Jiaotong University: Shuixing Zhou, Lueqin Xu, Ceshi Sun

Associate Editing Organizations Transport Department of Guizhou, Chongqing, Sichuan, Shaanxi, Yunnan, Hubei, Guangxi, Henan, Hunan, Qinghai, Shanxi, Anhui, Fujian, Tibet, Jilin, Hebei, and Xinjiang, etc.

v

Preface

Since the reform and opening up, China has made brilliant achievements in constructing highway bridges, especially long and large bridges. By the end of 2016, 805,300 highway bridges with 49.1697 million linear meters had been completed and opened to traffic, including 4257 super-large bridges with 7.5354 million linear meters and 86178 large bridges with 22.515 million linear meters. Spanning bays, rivers, and canyons, these highway bridges have contributed to the smooth flow of goods and convenient travel for people in China, and recorded the grand pace of the Chinese nation in realizing the modernization of transportation and the “two hundred-year dream.” In November 2014, the Ministry of Transport decided to rely on the China Highway Construction Industry Association to compile the Record of Expressway Construction in China to show the magnificent course of China’s highway development. When we study the overall arrangement and outline of the compilation of Record of Expressway Construction in China, we think that the construction of long and large bridges is the inevitable result of the development of expressways and also an important manifestation of the achievements of expressway construction. In recent years, the research on long and large bridges in China has been gradually carried out and deepened, especially the bridges across the bay, such as Hong Kong-Zhuhai-Macao Bridge, Humen Bridge, Haicang Bridge, Zhoushan Islands Linking Project, Hangzhou Bay Bridge, Jiashao Bridge, Donghai Bridge, Qingdao Jiaozhou Bay Bridge, and Hong Kong Tsing Ma Bridge. The bridges across the Yangtze River, Yellow River, Pearl River, Huangpu River, Dongting Lake, and Poyang Lake are too numerous to enumerate, and many long bridges have been systematically studied, based on which international cooperation and exchanges in bridge engineering have been carried out, which has established China’s status as a bridge power in the world. However, for the construction of canyon bridges in plateau and mountainous areas, both propaganda procedures and systematic professional research are far from enough. Therefore, while compiling the Record of Expressway Construction in China, we cooperated with Chongqing Jiaotong University to form the “Highway Canyon Bridge Research Group” to investigate and study the construction of Canyon bridges in China, so as to give full play to the talent advantages and the location advantages of Chongqing Jiaotong University which is located in the southwest of China and understanding the status of regional bridge construction. After more than one year’s efforts, the “Highway Canyon Bridge Research Group” has inspected 72 Canyon bridges on the spot. From the information collection of canyon bridge construction to the onsite investigation, the opinions and views of canyon bridge builders were widely listened to, and many symposiums were held to discuss the definition and technical characteristics, design and construction technology, management and maintenance of canyon bridges in-depth, and a large number of information data were accumulated, which provided strong support for the follow-up research of Canyon bridges.

vii

viii

Preface

According to incomplete statistics, canyon bridges in Chinese mainland are distributed in 17 provinces, autonomous regions, and municipalities directly under the Central Government. There are 378 canyon bridges1 completed or under construction, including 75 arch bridges, 257 beam bridges (mainly continuous rigid frame bridges), 20 suspension bridges, and 26 cable-stayed bridges. Based on “Research Report on China Highway Canyon Bridge,” we have written a special report on “Research on China Highway Canyon Bridge,” selected 108 highway Canyon bridges, and compiled a book China Highway Canyon Bridges to share with readers. It should be noted that the bridges included in this book are sorted according to their spanning capacity, namely suspension bridges, cable-stayed bridges, arch bridges, and beam bridges. The purpose of this book is to show the achievements of the construction of long and large bridges in China, the achievements of the construction of high-grade highways, especially expressways, the implementation of “China Western Development Strategy”, and the achievement of “the Belt and Road” construction. Canyon Bridge and Bay Bridge, River and Lake Bridge, City Bridge, and so on are all distinguished from the topography and geomorphology of the bridge. Therefore, the definition of a canyon bridge is the same as that of a bay bridge, a river bridge, and a lake bridge. The critical difference between various types of bridges is that the technical characteristics are different, which depends on the topography, geomorphology, geological conditions, and external environment of the bridge construction area. Limited by the professional level and the depth of research, there are still many incomplete or even inaccurate aspects of our work. This book aims to serve as a catalyst, and we hope that the Canyon Bridges can get more attention from bridge builders, hope that more bridge workers will study the development of Canyon Bridges in China in depth, and hope that the construction of Canyon Bridges will benefit the people and future generations. At the same time, we would like to thank the transportation departments of relevant provinces, autonomous regions, and municipalities directly under the Central Government and the design, construction, and management units of canyon bridges for providing us with construction and management information, live pictures or effect pictures for the investigation of canyon bridges. We are especially grateful to the China Highway Construction Industry Association and Chongqing Jiaotong University for their support and assistance in investigating Canyon Bridges. Beijing, China February 2017

1

Zhendong Huang Yanwu Li

The Chinese mainland canyon bridges included in China Highway Canyon Bridges are: (1) single span of the bridge L > 100 m and (2) long and large bridges with deck distance H > 75 m from the valley floor or water surface of the canyon, which are not limited by this condition in exceptional cases.

Contents

1 Research on Highway Canyon Bridges in China . . . . . . . . . . . . . . . 1.1 The Development of Canyon Bridges at Home and Abroad . . . . 1.2 The Definition and Technical Characteristics of Canyon Bridges . 1.2.1 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.2 Technical Characteristics . . . . . . . . . . . . . . . . . . . . . . . 1.3 Status Quo of Highway Canyon Bridges in China . . . . . . . . . . . 1.3.1 Quantity and Regional Distribution of Canyon Bridges . 1.3.2 Types of Canyon Bridges in China . . . . . . . . . . . . . . . . 1.3.3 Distribution Characteristics of Different Types of Canyon Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 Understanding and Suggestions . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . .

1 1 2 2 2 5 5 6

........ ........

7 9

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

.. .. ..

13 13 15

. . . . . . . . .

. . . . . . . . .

16 16 18 19 22 23 25 27 28

.. .. ..

30 32 34

. . . . .

. . . . .

36 38 41 41 43

................. ................. Guizhou Province . . .

47 47 48

.................

51

2 Suspension Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1 The Longjiang Bridge in Yunnan Province . . . . . . . . . . . . . . . . . . . . . . 2.2 The Aizhai Bridge in Hunan Province . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 The Qingshuihe Bridge and the Mianhuadu Bridge in Guizhou Province (Mother and Child Bridges) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.1 The Qingshuihe Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2 The Mianhuadu Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 The Daduhe Bridge in the Luding County of Sichuan Province . . . . . . . 2.5 The Balinghe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . 2.6 The Siduhe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 The Lishui Bridge of the Zhang-Hua Expressway in Hunan Province . . . 2.8 The Jinshajiang Bridge Crossing the Hutiao Gorge in Yunnan Province . 2.9 The Sunxihe Bridge in Chongqing Municipality . . . . . . . . . . . . . . . . . . 2.10 The Beipanjiang Bridge of the Zhen-Sheng Expressway in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11 The Puli Bridge in Yunnan Province . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12 The Dimuhe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . 2.13 The Beipanjiang Bridge of the Guan-Xing Highway in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14 The Xixi Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 The Azhihe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . . 2.16 The Luojiaohe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . 2.17 The Tongmai Bridge in Tibet Autonomous Region . . . . . . . . . . . . . . . . 3 Cable-Stayed Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 The Yachihe Bridge in Guizhou Province . . . . . . . . 3.2 The Beipanjiang Bridge of the Bi-Du Expressway in 3.3 The Liuguanghe Bridge of the Xi-Qian Expressway in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . .

ix

x

Contents

3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 3.15 3.16 3.17 3.18 3.19 3.20 3.21 3.22 3.23 3.24 4 Arch 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12 4.13 4.14 4.15 4.16 4.17 4.18 4.19 4.20 4.21 4.22 4.23 4.24 4.25 4.26 4.27 4.28

The Pingtang Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . The Hongshuihe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . The Liuchonghe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . The Polonggou Bridge in Tibet Autonomous Region . . . . . . . . . . . . . . The Zhongjianhe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . The Wuzuohe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . The Chishi Bridge in Hunan Province . . . . . . . . . . . . . . . . . . . . . . . . . The Wulingshan Bridge in Chongqing Municipality . . . . . . . . . . . . . . . The Guozigou Bridge in Xinjiang Uygur Autonomous Region . . . . . . . The Malinghe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . The Wujiang Bridge of Dao-An Expressway in Guizhou Province . . . . The Beipanjiang Bridge of Wang-An Expressway in Guizhou Province The Tieluoping Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . . The Wujiang Bridge of the Second Zun-Gui Expressway in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Shennongxi Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . The Lizhi Wujiang Bridge in Chongqing Municipality . . . . . . . . . . . . . The Qingjiang Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . . . The Hejiaping Bridge in Chongqing Municipality . . . . . . . . . . . . . . . . The Nanpanjiang Bridge in Yunnan Province . . . . . . . . . . . . . . . . . . . The Furongjiang Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . The Xianshenhe Bridge in Shanxi Province . . . . . . . . . . . . . . . . . . . . . Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Daxiaojing Bridge in Guizhou Province . . . . . . . . . . . . . . . . The Zhijinghe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . The Zongxihe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . The Xiaohe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . The Jiangjiehe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . The Xianghuoyan Bridge in Guizhou Province . . . . . . . . . . . . . . The Mengdonghe Bridge in Hunan Province . . . . . . . . . . . . . . . . The Longqiao Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . The Modaoxi Bridge in Sichuan Province . . . . . . . . . . . . . . . . . . The Fengjiaping Jinsha River Bridge in Sichuan Province . . . . . . The Jingyanghe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . The Beishen'gou Bridge in Shanxi Province . . . . . . . . . . . . . . . . The Shimen Reservoir Bridge in Shaanxi Province . . . . . . . . . . . The Nanlidu Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . The Yelang Lake Bridge in Guizhou Province . . . . . . . . . . . . . . . The Wujiang Bridge of Fuling District in Chongqing Municipality The Xishahe Bridge in Chongqing Municipality . . . . . . . . . . . . . The Wuyuandong Bridge in Hubei Province . . . . . . . . . . . . . . . . The Matihe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . The Haima Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . The Huapichong Bridge in Yunnan Province . . . . . . . . . . . . . . . . The Mupeng Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . The Suozigou Bridge in Sichuan Province . . . . . . . . . . . . . . . . . . The Luoyan Bridge in Chongqing Municipality . . . . . . . . . . . . . . The Danhe Bridge in Shanxi Province . . . . . . . . . . . . . . . . . . . . . The Tianzishan Bridge in Hunan Province . . . . . . . . . . . . . . . . . . The Longtanghe Bridge in Guizhou Province . . . . . . . . . . . . . . . The Zhenzhu Bridge in Guizhou Province . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

. . . . . . . . . . . . .

52 55 57 58 61 63 65 66 67 70 72 72 75

. . . . . . . .

. . . . . . . .

. . . . . . . .

76 77 79 82 83 85 86 88

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95 95 95 97 98 100 101 103 104 107 107 108 110 112 113 113 116 118 120 122 122 123 125 127 127 128 130 132 132

Contents

xi

4.29 The Wuchaohe Bridge in Hunan Province . . . . . . . . . . . . . . . . . . . . . . . . . 133 4.30 The Hongxing Bridge in Hunan Province . . . . . . . . . . . . . . . . . . . . . . . . . 136 4.31 The Xianren Bridge in Hunan Province . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 5 Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1 The Beipanjiang Bridge of the Shui-Pan Expressway in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 The Yuanjiang Bridge in Yunnan Province . . . . . . . . . . . . . . . . . . . . 5.3 The Liuguanghe Bridge of the Gui-Bi Expressway in Guizhou Province . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4 The Longhe Bridge in Chongqing Municipality . . . . . . . . . . . . . . . . . 5.5 The Pingzhai Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . 5.6 The Furongjiang Bridge in Chongqing Municipality . . . . . . . . . . . . . . 5.7 The Sanchahe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . 5.8 The Falanggou Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . 5.9 The Hutiaohe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . 5.10 The No. 1 Hanjiadian Bridge in Guizhou Province . . . . . . . . . . . . . . 5.11 The Labajin Bridge in Sichuan Province . . . . . . . . . . . . . . . . . . . . . . 5.12 The Heishigou Bridge in Sichuan Province . . . . . . . . . . . . . . . . . . . . 5.13 The Mashuihe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . . 5.14 The Weijiazhou Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . 5.15 The Longtanhe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . 5.16 The Yesanhe Bridge in Hubei Province . . . . . . . . . . . . . . . . . . . . . . . 5.17 The Wujiang Bridge of the Zun-Gui Expressway in Guizhou Province 5.18 The Wujiang Bridge of the Da-Si Expressway in Guizhou Province . . 5.19 The Wujiang Bridge in the Tukan Village of Chongqing Municipality 5.20 The Lancangjiang Bridge in Jinchangling of Yunnan Province . . . . . . 5.21 The Niulanjiang Bridge in Yunnan Province . . . . . . . . . . . . . . . . . . . 5.22 The Gouerxia Bridge in Chongqing Municipality . . . . . . . . . . . . . . . . 5.23 The Sanshuihe Bridge in Shaanxi Province . . . . . . . . . . . . . . . . . . . . 5.24 The Hezhang Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . . 5.25 The Niujiagou Bridge in Yunnan Province . . . . . . . . . . . . . . . . . . . . 5.26 The Zhulin’ao Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . . . 5.27 The Hepingxia Bridge in Hebei Province . . . . . . . . . . . . . . . . . . . . . 5.28 The Yanxigou Bridge in Chongqing Municipality . . . . . . . . . . . . . . . 5.29 The Wulipo Bridge in Shaanxi Province . . . . . . . . . . . . . . . . . . . . . . 5.30 The Juhe Bridge in Shaanxi Province . . . . . . . . . . . . . . . . . . . . . . . . 5.31 The Luohe Bridge in Shaanxi Province . . . . . . . . . . . . . . . . . . . . . . . 5.32 The Xiaojianghe Bridge in Guizhou Province . . . . . . . . . . . . . . . . . . 5.33 The No. 2 Mozitan Bridge in Anhui Province . . . . . . . . . . . . . . . . . . 5.34 The Banshigou Bridge in Jilin Province . . . . . . . . . . . . . . . . . . . . . . 5.35 The Yijuhe Bridge in Chongqing Municipality . . . . . . . . . . . . . . . . . 5.36 The Lahui Bridge in Guangxi Zhuang Autonomous Region . . . . . . . .

. . . . 143 . . . . 143 . . . . 143 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

145 146 148 149 151 152 152 155 157 157 158 159 161 163 164 165 167 168 170 171 172 174 176 177 178 180 182 182 184 185 187 189 190 192

Indexes of China Highway Canyon Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Site Survey of China Highway Canyon Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215

1

Research on Highway Canyon Bridges in China

In November 2014, the Ministry of Transport (MOT) started an editorial board for the compilation of The Factual Record of China’s Expressway Construction. While compiling the Record, the board came to the agreement that the canyon bridge could be a bright spot for the expressway construction in China’s central and western regions, which reflects the achievements of “China Western Development Strategy” and the highway construction. According to the MOT leadership’s instructions, a highway canyon bridge research group was formed by both China Highway Construction Industry Association and Chongqing Jiaotong University. From March to November 2016, the research group conducted field investigations on the construction of 72 canyon bridges in such 9 provinces, autonomous regions and municipalities directly under the central government involving Guangxi, Hunan, Yunnan, Shaanxi, Hubei, Guizhou, Chongqing, Sichuan and Shanxi. Plenty of constructive opinions, suggestions among definition, technical characteristics, design technology, construction technology, maintenance, management and other aspects of the canyon bridge were put forward after in-depth exchanges and discussions through seven symposiums held in Nanning, Jishou, Teng-chong, Xi’an, Wuhan and Guiyang. This part systematically summarizes the achievements of highway canyon bridge construction since China’s reform and opening up to the outside world, gives the definition and basic characteristics of, expounds the technical characteristics of highway canyon bridges in China, and puts forward some suggestions for the future construction.

1.1

The Development of Canyon Bridges at Home and Abroad

China is a country mainly composed of mountains and plateaus which account for 69% of its total land area. In order to cross the mountains, valleys and plateaus that block roads, a large number of canyon bridges have been built along the © China Communications Press Co., Ltd 2022 Z. Huang and Y. Li, China Highway Canyon Bridges, https://doi.org/10.1007/978-981-16-4431-3_1

national, provincial and local roads. Before the reform and opening up, due to the restrictions of design theories, construction technology, building materials, construction equipment and economic strength, the selection of highway routes was mainly done by crossing the ridge line and connecting the stream line and, in some appropriate places small bridges being built to cross the ravines, where the road grade was low, most were stone arch bridges with a span of below 60 m in most cases. In the 1970s and 1980s, with the application of cable hoisting and cantilever construction technology, bridges with larger spans such as concrete box arch bridges, truss composite arch bridges and continuous rigid frame bridges were built across the canyons. In 1988, the first ever expressway was built in Chinese mainland. Since then, the rapid construction of expressway has greatly promoted technological development in the construction of long-span bridges. In 2000, the Central Committee of the Communist Party of China (CPC) and the State Council made a major strategic decision on the “China Western Development Strategy”. To coordinate the regional economic and social development is of great political significance to improve the backward traffic environment in the western region and speed up the poverty-stricken areas to beat poverty and become rich. The complex topography and landforms in central and western China posed a challenge to the construction of expressways. It was this that made and promoted the development of expressway canyon bridges in China. Plenty of internationally recognized canyon bridges had been completed one after another, to name a few, the Aizhai Bridge in Hunan province, the Qingshuihe Bridge in Guizhou province, the Longjiang Bridge in Yunnan province, and the Beipanjiang Bridge in Guizhou province. The construction of long-span canyon bridges in foreign countries began in the 1920s, during which many were successively built. They were the Royal Gorge Bridge in USA (1929, main span: 286 m, suspension bridge with steel truss girder), the Salginatobel Bridge in Switzerland (1930, main span: 90 m, reinforced concrete arch bridge), the Durdevica 1

2

1

Tara Bridge in Montenegro (1940, main span: 114 m, reinforced concrete rib arch bridge), the New River Gorge Bridge in USA (1977, main span: 518 m, steel truss arch bridge), the Pratano Viaduct in Italy (1978, 81 m + 140 m + 81 m, slant legged rigid frame bridge), the Millau Bridge in France (2004, 204 m + 6  342 m + 204 m, multi-tower cable-stayed bridge), the Puente Baluarte Bridge in Mexico (2012, main span: 520 m, double tower cable-stayed bridge), and the San Marcos Viaduct in Mexico (2013, 57 m + 98 m + 3  180 m + 98 m + 57 m, continuous rigid frame bridge). Each of them occupies a certain position of its kind around the globe, take for example the Royal Gorge Bridge in Colorado, USA, its deck is about 291 m above the river surface, keeping the world record of the highest bridge from 1929 to 2001. Even at present, these canyon bridges remain so beautiful and serve as tourist attractions on the highways. However, there still lacks a recognized academic term and research direction for the canyon bridge at home and abroad. Either in quantity or scale, foreign canyon bridges are not so concentrated as in some areas or even on one expressway in China, where construction achievements in this aspect have attracted worldwide attention. Their design, construction, operation and management boast their own characteristics. However, due to the limitations of geology, geomorphology, hydrology, meteorology and other factors, the research heat and depth of canyon bridges are relatively backward. And relevant research results are quite scattered in academic conferences, professional forums and bridge journals at home and abroad. Therefore, this part gives the definition and technical characteristics of canyon bridges.

1.2

The Definition and Technical Characteristics of Canyon Bridges

1.2.1 Definition Like other bridges over rivers, lakes and bays, canyon bridges are distinguished by the topography and landform they cross, which refers to the bridges across canyons. They have such three technical characteristics as follows: 1. Deep valley, steep slope and high bridge height; 2. Narrow construction site and poor transportation condition; and 3. Lack of conditions to use the water surface for construction.

1.2.2 Technical Characteristics Owing to the multiple restrictions of landform, geological conditions and natural environment, there exist in the design,

Research on Highway Canyon Bridges in China

construction and maintenance between canyon bridges and those crossing rivers, lakes or bays such marked differences as follows: First, poor conditions like deep valley slope, instability of bank slope and geologically adverse conditions affect the selection of bridge location, bridge type scheme and structural form, and even directly determine the road route. Due to the requirements of longitudinal slope and horizontal curve radius of high-grade highway, it is hard to avoid high mountains and deep valleys by way of climbing or descending via extension lines, therefore bridges can only be built over the valleys and tunnels dug through the mountains. To shorten the tunnel length, the route scheme with a higher altitude is often adopted, so the canyon bridge is generally built very high. For example, the deck of the Beipanjiang Bridge on G56 (Hangzhou-Ruili Expressway) in Guizhou province is 565 m above the water surface. The increase in height enriches the structural forms and configurations of the canyon bridge. A continuous rigid frame bridge relies on the flexibility of a high pier to adapt to the deformation caused by temperature, concrete shrinkage and creep. A high mountain with a canyon deep below provides natural conditions for the high pier requirements of continuous rigid frame bridge. Cantilever construction technology, rational engineering cost and mature construction equipment (hanging basket) make it the most widely used structural form in a canyon bridge. To improve the girder stress state and reduce the self-weight of the Beipanjiang Bridge on Shuipan Expressway in Guizhou province, the open web arch-beam composite structure is adopted. A double-leg thin-walled pier is a common structural form in a continuous rigid frame bridge. The increase of the pier height may aggravate its instability but can provide innovative space for its structural design. So the double-leg thin-walled pier with varying cross sections along the height, single column pier, combined pier of single column and double-leg thin-walled structure, and concrete-filled steel tube and reinforced concrete composite column pier have appeared one after another. The main pier of the Hezhang Bridge on Biwei Expressway in Guizhou province is 195 m in height, the highest among the world in the continuous rigid frame bridges. Therefore, in the design of the bridge a single column pier with varying section of single box and three cells is adopted, which is shared by the left and right girders. Compared with the double-leg thin-walled pier or combined pier, the pier of the Hezhang Bridge possesses an improved stability and also saves the project cost. The Labajin Bridge on Sichuan Ya’an-Xichang Expressway of G5 (Beijing-Kunming Expressway), a concrete-filled steel tube and reinforced concrete composite column pier is adopted to meet the seismic requirements of the high pier. The Hutiaohe Bridge of Guizhou-Zhensheng Expressway and Beipanjiang Bridge on Shui-Pan Expressway on G60

1.2 The Definition and Technical Characteristics of Canyon Bridges

(Shanghai-Kunming Expressway) both adopt the combined pier. Domestic scholars, from theoretical research on the stability of high piers, have derived the in-plane and out-plane stability calculation formulas for the composite piers and single piers with varying cross sections, which has furthered the design theory of piers. The steep terrain and poor geological conditions affect the selection of bridge type, bridge span layout and side-to-middle span ratio. For the bridge location with a wide and deep canyon, where the topography on either side differs greatly, there are few or no conditions for the setup of a pier (tower) in the canyon. A single-span suspension bridge is often used to cover the canyon, while the suspension bridge crossing the river or sea is usually used in the structure system of a double, three- or multi-span tower owing to the flat terrain. In the design of a canyon suspension bridge, the tunnel anchor is usually applied to reduce the volume of excavation and concrete. In some bridge sites, the main tower on one side of the canyon can be cancelled and the main cable be directly anchored into the mountain. For example, the Jinshajiang Bridge at Hutiao Gorge, Yunnan province, is a single tower suspension bridge with steel truss girder and a main span of 766 m. The tower and gravity anchorage are set only on Lijiang bank, while on Shangri La bank, the tower is cancelled and the tunnel anchor is adopted. So is the structure for the Tongmai Bridge built on Sichuan-Tibet 318 national highway. Where topography limits the height of a high tower, a cable-stayed bridge usually adopts a larger mid span and smaller side spans. Therefore, the small side to mid span ratio becomes a unique facade layout form of such a bridge. To balance the weight of girders of side and middle spans, the hybrid girder cable-stayed bridge system with a steel or composite beam and the side span with a concrete beam is generally adopted. For example, the Yachihe Bridge in Guizhou province is a (72 + 72 + 76 + 800 + 76 + 72 + 72) m double tower and double cable plane concrete beam cable-stayed bridge with pre-stressed concrete box girder and steel truss beam respectively for the side and middle spans, and the side-tomiddle span ratio is 0.275. It is very common to use asymmetric arrangement of piers (towers) and foundations in longitudinal and transverse directions to reduce slope excavation and protect environment. Neither leg of the same pier (tower) on the steep slope of the transverse bridge is equal in height, nor symmetric in stiffness. Its pile foundations on the steep slope of longitudinal bridge vary greatly, and some of them can be exposed, forming a unique high pile cap in the canyon bridge, for example, the Wulingshan Bridge in Chongqing on G65 (on the Baotou-Maoming Expressway). The problem of bank slope stability is prominent. The position of the bridge substructure and foundation is directly related to the stability of its foundation bank slope and its own safety. The pier (tower) of a canyon bridge is set on the

3

steep mountain slope or peak, and there is often a high free surface near the bottom. The stability of a bank slope can be the controlling factor of a canyon bridge. In the design process, the bearing capacity and stability of the foundation and surrounding bank slope often receive equal attention. However, it is hard work to evaluate the stability of the bank slope. As the deformation and failure mechanism of rock slope is so complex, the common calculation method for the stability checking of bearing capacity based on elastic half space is not applicable. Therefore, according to the local geological characteristics, Guizhou province has issued special regulations, requiring that the bank slope stability evaluation be carried out in the preliminary design stage, and no subsequent design and construction be done until after the evaluation. According to the investigation, many canyon bridges in China have been altered in location, type and span due to slope stability. According to the topographical conditions, the Dimuhe Bridge (a steel truss girder suspension bridge) on G56 (Hangzhou-Ruili Expressway) in Guizhou province does not need a 538 m span, but has finally been adjusted to that length just for the stability problem of bank slope. For safety, the Lishui Bridge in Hunan province has to adjust the route direction of the expressway due to its marked stability problem of bank slope, which reflects the unique phenomenon that the route direction is determined by the location of a canyon bridge. Owing to unfavorable geological conditions such as karst, landslide, fracture zone, collapse and debris flow in the canyon area, some bridge schemes with a good economic index had to be abandoned, thus increasing the construction scale. In the scheme study of the Zhijinghe Bridge in Hubei Province on G50 Shanghai-Chongqing Expressway (formerly the west section of Shanghai-Chengdu Expressway), a scheme of tower free steel truss girder suspension bridge was put forward in combination with the topographic characteristics. The scheme, which uses the unique terrain conditions, set the saddle and splay saddle only, and gave up the main tower. Good in both economic index and construction conditions but short of geological conditions for setting a large-scale tunnel anchor and gravity anchor, the deck-type concrete-filled steel tube arch bridge with a main span of 430 m is finally selected. Due to the development of karst in the area, as well as the limitation of the number of boreholes and the location of drilling points in the design and exploration, it is sometimes difficult to reveal the geological conditions of the piers and abutments, resulting in the design change during the construction process, and even the adjustment of bridge span layout. In the construction of pier pile foundations of the Beipanjiang Bridge on Shuipan Expressway in Guizhou province, five layers of karst caves were found. As the volume of karst cave reached 200,000 cubic meters, the cost of hole-filling was too high, so the design had to be changed. Finally, the layout of the bridge

4

span was adjusted to be 5  30 m pre-stressed concrete T-beam + (82.5 + 220 + 290 + 220 + 82.5) m pre-stressed concrete inclined leg continuous rigid frame + 4  30 m pre-stressed concrete T-beam. Second, the narrow construction site, poor transportation conditions and other restrictive factors directly affect the selection of construction scheme. 1. The site is narrow for mechanized and large-scale construction. The precipitous terrain of the canyon makes it difficult for large-scale mechanical equipment to reach the construction site (pier, abutment, foundation, etc.), especially for the foundation construction equipment to place the foundation, and some bridge site foundations had to be excavated manually. It is difficult to construct the beam prefabrication site, which often requires a large amount of excavation, filling works, supporting slope treatment and reinforcement measures. Besides, there still exist problems such as narrow site and small beam storage area, which makes it hard to carry out large-scale centralized prefabrication of bridge components. The prefabricated beams and slabs, needing repeated transportation, increases the consumption of labor, materials and machines. Some bridges had but to get their beams fabricated on site, that is, one after another done in the limited area on the bridge after erection. 2. The construction road is long, and there are many temporary retaining structures. Construction materials and equipment need to be transported time and again. Due to the limitation of expressway route selection, many canyon bridges are far away from national, provincial and local roads, so it is necessary to open up construction access roads ranging from several to dozens of kilometers for transporting materials, personnel and mechanical equipment to each construction site of the bridge. There are plenty of excavation and temporary protection works for such an access road. Where a temporary access road is impossible or inappropriate, construction materials and equipment can only be done by means of manual labor, horses, cranes or antenna erection. Some construction equipment needs to be dismantled and transported to the pier (abutment) by personnel and cranes, and then reassembled before construction. 3. It lacks partially or fully the conditions of water surface for construction. Although some canyon bridges cross rivers, there exist situations unsuitable for navigation or navigation on account of high flow velocity and turbulent current. The main beam or arch

1

Research on Highway Canyon Bridges in China

section of a cable-stayed, suspension and concrete-filled steel tube arch bridge cannot be transported wholly by water like one crossing a river or bay. It can only be made in the factory, and then assembled section by section for installation after carried to the construction site by bulk parts. Some canyon bridges such as the Mengdonghe Bridge in Hunan province, the Beipanjiang Bridge in Guizhou province, and Jinshajiang Bridge in Yunnan province have water surface conditions, yet they lack water surface construction conditions due to the rapid flow of water. Others that do cannot use them owing to lack of navigation. For example, construction personnel for the Wujiang Bridge on G69 Dao-An Expressway (Yin-Bai Expressway) in Guizhou province had to be ferried there. 4. Diversity of construction methods. The limited site and working surface in the canyon area increase the construction difficulty for the bridge, but creates conditions for the inheritance and innovation of technology and methods for construction. Incremental launching and cable hoisting are effective methods for steel segment installation. The Hongshuihe Bridge in Guizhou province is a steel–concrete composite girder cable-stayed bridge. The steel side girder on the side of Guizhou province is erected by pushing, the concrete side girder on that of Guangxi is cast-in-place with a high support, and the middle span steel girder and precast bridge deck are transported and installed by cable hoisting. The main cable of the cable system is temporarily placed on the upper beam of the cable-stayed bridge tower, which saves not only the main tower structure of the cable system, but also the cost of temporary measures. G65 (Baotou-Maoming Expressway) Hunan’s Aizhai Bridge has developed the launching girder by rail and cable method. The rail and cable is supported on the sling through the hanger to form a common parallel rail and cable. The stiffened beam is suspended on the cable by the beam transport car, the beam segment is transported to the middle of the span by using the traction system, and the steel truss girder segment of the Dimuhe Bridge in Guizhou province is assembled and lifted on one bank only. Therefore, the aerial rotary lifting appliance is specially developed, setting the cable lift from inside the tower. When the steel truss beam section is hoisted toward the opposite bank, the aerial rotating sling is used to realize the horizontal rotation of the beam section by 90° to avoid the interference of the sling, and then the beam section is lowered for installation. The single side cable crane is used to install the steel bridge deck in different sections, which helps solve the problem of insufficient assembly site. Third, the design of a canyon bridge should be closely combined with construction. The design of a canyon bridge should fully consider the construction feasibility, difficulty and engineering cost. For a

1.2 The Definition and Technical Characteristics of Canyon Bridges

cable-stayed or suspension bridge crossing a river, a lake or a bay, the flat steel box girder with a good wind resistant performance is usually selected and transported to the bridge site by water, and the girder sections are symmetrically installed by deck crane. However, the canyon bridge lacks the conditions of water operation, so the processing site and transportation conditions of steel (truss) beam must be fully considered in the design stage, and the main girder (for a suspension or cable-stayed bridge) of a canyon bridge generally adopts the form of steel truss beam. As the Longjiang Bridge on Baoshan-Tengchong Expressway in Yunnan province has been completed on both sides of the bridge site, it can be used for transporting steel box girders. It is one of the two existing steel box girder suspension bridges in China’s highway canyon bridges (the other being Puli Bridge on Yunnan-Puxuan Expressway, with a main span of 628 m). The steel truss beam of a cable-stayed or suspension bridge is processed into bar and plate units in the factory, the components are transported to the construction site by vehicle, and then assembled and installed, which fully makes up for expressway transportation difficulty for long and large components. As the long-span cable-stayed bridge has a long cable length, and the diameter of finished cable made of parallel steel wire is large, it is highly risky to be transported on the narrow and winding construction road. When the main span of a cable-stayed bridge is more than 400 m long, the steel strand is selected to form a whole bundle of stay cables. This concept, which is based on the concept of “dividing the whole into parts and assembling them into a whole”, has been fully reflected in the design and construction of the canyon bridge. Fourth, against the complex wind environment of the deep canyon, and prominent wind-induced vibration of a canyon bridge, existing theoretical research and specifications are far behind engineering practice. The terrain in the canyon area is complex, and the wind field is strongly affected by local topography. The wind effect of a canyon is obvious, and the wind environment is obviously different from that of the river, lake or sea. Although the specifications on current wind resistance can serve as the design reference of wind speed together with the topographic modification, it is still a hard nut to crack for accurately reflecting the real wind environment at the canyon bridge site due to the lack of meteorological data there. At about 17:40 on May 19, 2016, the Balinghe Bridge in Guizhou province on G60 (Shanghai-Kunming Expressway) was suddenly hit by a hurricane, with an instantaneous maximum wind speed of 34.4 m/s, far exceeding the design wind speed of 25.9 m/s, resulting in the rupture of the bridge’s communications optical cable and cable pipeline, and traffic interruption lasted for nearly 5 h. The wind environment of the Luding Daduhe Bridge on Ya’an-Kangding Expressway in Sichuan province was studied,

5

showing that the wind environment at the bridge site was mainly composed of Type I wind caused by local thermal driving and Type II wind by large-scale climate environment. The wind environment caused by local thermal drive has never appeared in any other canyon bridge, which highlights the complexity of wind environment in the mountainous area. The Beipanjiang Bridge (a steel truss girder suspension bridge) with a main span of 636 m on Zhuzhou-Zhensheng Expressway, according to wind resistance research, the deck slab separated from the left and right sides in the original design has been adjusted to a whole bridge deck, and the central stability plate added to enhance its wind resistance performance. Fifth, it is difficult for future maintenance of the canyon bridge. The natural conditions, geographical and meteorological environments for a canyon bridge is complex, which makes its maintenance difficult during the operation period. The cable structure has large vibration and fatigue problems due to the yearly strong wind. The ever-changing and sudden drop of temperature, ice and snow and freezing rain affect not only the driving safety, but also the durability of the bridge structure itself. Investigation has found that the high-strength bolts of several suspension bridges are broken. Canyon bridges have high towers and piers, and long spans. Below the bridge deck often lies a valley bottom or water surface of tens or even hundreds of meters, so it remains a heavy, difficult and highly risky workload for inspection. Hidden dangers such as landslide, collapse, debris flow and other adverse geological disasters can always harm the safety of the bridge. How to timely discover, warn and address them is a great challenge for the maintenance and management of each highway canyon bridge.

1.3

Status Quo of Highway Canyon Bridges in China

1.3.1 Quantity and Regional Distribution of Canyon Bridges According to incomplete statistics, by the end of 2016, a total of 378 canyon bridges have been built or under construction in 17 provinces, autonomous regions and municipalities directly under the central government (excluding those that have been designed but not yet started). These include 257 continuous rigid frame bridges, 75 arch bridges, 26 cable-stayed bridges, and 20 suspension bridges. As the main component of the second step in China's terrain, the mountainous areas of Hunan, Hubei and Chongqing, as well as the Yunnan-Guizhou Plateau, the surrounding mountainous areas of the Sichuan Basin and the Northern Shaanxi Plateau are the main distribution areas of highway canyon

6

1

bridges in China. In addition, a small number of canyon bridges have been built in Guangxi, Gansu, Tibet, Qinghai, Xinjiang, Henan, Shanxi, Fujian, etc. The regional distribution of canyon bridges is determined by topography, population density, and expressway network planning. Yunnan, Guizhou, Sichuan, Chongqing, Hunan, Hubei, and Shaanxi are densely populated, with steep terrains, serious terrain cutting, wide distribution of canyon landform, and are relatively backward in transportation facilities and economic development. With the extension of expressways to the plateau and mountainous areas, especially the implementation of the “China Western Development Strategy”, the construction and development of canyon bridges are promoted. As can be seen from Fig. 1.1, Guizhou, Chongqing, and Sichuan are the most concentrated in the distribution of expressway canyon bridges in China. They account for over 60% of the total number of expressway canyon bridges in China. Among them, Guizhou province is the largest in proportion and accounts for more than one-third of the total number of highway canyon bridges in China. This is the result of the implementation of inter-county expressway strategy, the three-year large-scale construction, and the “high-speed plains strategy.” A little different from the conditions in Guizhou, the western and northern Yunnan areas are less densely populated and the economic development therein is relatively backward, although Yunnan is also featured by a karst landorm, and the Hengduan Mountains and the Jinsha River in western Yunnan are typical canyon mountainous areas. Consequently, the number of Canyon bridges in Yunnan is smaller than that in the neighboring Guizhou province. Yet this difference in number will be gradually reduced with the construction of subsequent expressways in Yunnan. Yunnan plans to build more than 3000 km of expressways during the 13th Five-Year Plan period, and the number of canyon bridges is Xinjiang Anhui Fujian 1.06% Tibet 0.26% 0.53% Guangxi 0.53% 2.12% Chongqing 17.72% Yunnan 7.94% Sichuan 10.85% Guizhou Shaanxi 34.92% 9.26% Hebei Shanxi 0.26% 1.06% Henan Qinghai 1.59% Jilin Hunan Hubei 2.91% 0.26% 2.12% 6.61%

Anhui Fujian Guangxi Guizhou Hebei Henan Hubei Hunan Jilin Qinghai Shanxi Shaanxi Sichuan Yunnan Chongqing Tibet Xinjiang

Fig. 1.1 Geographical distribution of Highway Canyon bridges in China

Research on Highway Canyon Bridges in China

expected to increase significantly. Different from the deep and steep valleys in the afore-mentioned mountainous areas, the Loess Plateau in northern Shaanxi is cut by flowing water into tableland, hills, gullies, valleys and hillocks. As the plateau is relatively complete, open and flat in landforms, canyon bridges in Shaanxi are mainly located on the Northern Shaanxi Plateau and are quite large in number.

1.3.2 Types of Canyon Bridges in China In terms of bridge types, with its mature technology and relatively economic cost, the pre-stressed concrete continuous rigid frame bridge is the first choice of expressway canyon bridges in China. Statistics show that continuous rigid frame bridges account for more than half of all expressway canyon bridges in the country (Fig. 1.2). The continuous rigid frame bridge has evident advantages for a span of less than 250 m, and this is closely related to its cantilever casting method with hanging baskets, its feasibility for high-altitude operation, its less construction machinery operation, and its reasonable technical and economic indicators. Technically, continuous beam bridges are close to continuous rigid frame bridges, but only two canyon bridges have adopted continuous beams in China, reflecting such defects as their small span capacity, multiple system conversions, and difficulty in maintenance. Arch bridges are second only to continuous rigid frame bridges in number, accounting for nearly 20% of all bridges. Compared with continuous rigid frame bridges and cable-stayed bridges, concrete-filled steel tube arch bridges are highly competitiveness for a span between 200 and 500 m. Technically, arch bridges are suitable for construction in mountainous areas with its mature technology, reasonable cost, beautiful shape, low maintenance cost, and can well complement with the environment. One of the

Continuous rigid frame bridges 67.99%

Continuous rigid frame bridges Arch bridges Cable-stayed bridges Suspension bridges

Arch bridges 19.84%

Cable-stayed bridges 6.88% Suspension bridges 5.29%

Fig. 1.2 Bridge types of highway canyon bridges in China

1.3 Status Quo of Highway Canyon Bridges in China

1.3.3 Distribution Characteristics of Different Types of Canyon Bridges Figure 1.3 shows the characteristics of regional distribution of highway canyon bridges in China. The landform of the canyon plays a decisive role in the selection of bridge types. For example, canyons are to be found all over the Yunnan-Guizhou Plateau, including the majestic Nujiang Grand Canyon in Yunnan province, the Jinsha River Grand Canyon, the Baling River Canyon, the Beipanjiang Canyon, and the Yachi River Canyon in Guizhou province, as well as a large number of small canyons. In addition to a few wide and deep canyons, the rest are relatively flat canyons.

120

Continuous rigid frame bridges Arch bridges Cable-stayed bridges Suspension bridges

100

Bridge numbers

important reasons why concrete-filled steel tube arch bridges are widely used is the application of the cantilever assembly method in the construction of such arch bridges. For example, the major arch ring weighing thousands of tons can be divided into several hoisting segments of less than 100 tons, which not only meets the bearing capacity of domestic cable hoisting equipment, but also realizes the purpose of building long-span arch bridges. The application of the internal flange connection structure, the cable-stayed suspending and connecting method using jacks, one-time tension method of buckle cables and other technologies ensure the safety and fast construction of multi-segment installation. After arching, the steel pipe is used as the formwork for casting concrete in the construction stage, and the concrete in the pipe is under common stress at the bridge completion stage, which eliminates the supporting structure (or hanging basket) required for the construction of concrete arch bridges and solves the technical problem of building large-span canyon bridges in mountainous areas. However, arch bridges have high requirements on the construction conditions. Once the span of an arch bridge exceeds 500 m, the construction will become the only control procedure of engineering construction. The complex and dangerous construction conditions in the canyon area highlight this contradiction. The statistical data also reflect the status of arch bridges in hihgway canyon bridges. Cable stayed bridges and suspension bridges are close in number, and are the strongest in the capability in crossing deep ravines and gorges. They adopt only one span to cross a wide gorge or a deep valley, so as to avoid the construction of high piers and high towers. For example, the Siduhe Bridge in Hubei province, the Aizhai Bridge in Hunan province, the Balinghe Bridge in Guizhou province, the Qingshuihe Bridge in Guizhou province, and the Longjiang Bridge in Yunnan province are suspension bridges crossing similar canyons, and the Yachihe Bridge in Guizhou province and the Beipanjiang Bridge on Hangzhou-Ruili Expressway are cable stayed bridges.

7

80 60 40 20 0 Yunnan-Guizhou Plateau

Hunan, Northern Sichuan-Tibet Hubei and Shaanxi Plateau Plateau Chongqing mountainous areas

Fig. 1.3 Regional distribution characteristics of bridge types of highway canyon bridges in China

Therefore, there is an urgent need for the construction of long-span cable-stayed bridges and suspension bridges, as well as a large number of natural environments suitable for the construction of continuous rigid frame bridges, which is one of the reasons for the largest number of continuous rigid frame bridges. In the Wuling mountainous area, where Hunan, Hubei and Chongqing meet, canyon bridges are also concentrated. For example, the section of G50 Shanghai-Chongqing expressway from Badong in Hubei to Yuquankou in Lichuan (formerly known as Hu-Rong-Xi Expressway) has a total length of 320 km, resulting in the construction of the Weijiazhou Bridge (a continuous rigid frame bridge), the Longtanhe Bridge (a continuous rigid frame bridge), the Tieluoping Bridge (a cable-stayed bridge), the Siduhe Bridge (a suspension bridge), the Yesanhe Bridge (a continuous rigid frame bridge), the Mashuihe Bridge (a continuous rigid frame bridge), the Zhijinghe Bridge (a concrete filled steel tube arch bridge), the Xiaohe Bridge (a concrete filled steel tube arch bridge), the Qingjiang Bridge (a cable-stayed bridge), etc. The G65 (Baotou-Maoming Expressway) section from Qianjiang in Chongqing to Jishou in Hunan also includes a number of canyon bridges, such as the Xishahe Bridge (a concrete-filled steel tube arch bridge), the Wulingshan Bridge (a concrete cable-stayed bridge), the Aizhai Bridge (a suspension bridge), etc. The Loess Plateau in Northern Shaanxi is generally flat and open, where the canyon landform is relatively single, and the geological conditions and slope stability are poor, and so it is not suitable for the construction of arch bridges and suspension bridges. In consideration of the costs, construction, and maintenance, continuous rigid frame bridges are the only type across the canyons on Northern Shaanxi Plateau. The Western Sichuan Plateau is the transition zone from the

8

1

Suspension bridges Cable-stayed bridges 257 Continuous rigid frame bridges with spans of 100~290m 75 Arch bridges with spans of 80~450m 26 Cable-stayed bridges with spans of 160~800m 20 Suspension bridges with spans of 256~1386m

Arch bridges

Continuous rigid frame bridges

0

200

400

600 800 Bridge spans /m

1000

1200

Fig. 1.4 Span distribution of highway canyon bridges in China

1200

Bridge spans /m

Sichuan Basin to the Qinghai-Tibet Plateau. The terrain in this area is strongly uplifted, mainly with acutely cut river valleys. Moreover, there are many geological disasters, high seismic intensity and high frequency in this area. The Sichuan-Tibet Plateau is a vast area where the population is sparse and the traffic conditions are relatively poor. The depth, width, and geological conditions of a canyon are important indicators that determine the type, span, and construction scale of the canyon bridge. The investigation found that for areas with wide gorges, deep valleys, and steep slopes, cable-stayed bridges or suspension bridges with large spans are widely adopted, such as the Yachihe Bridge (800 m in span) in Guizhou province and the Beipanjiang Bridge on the Bidu Expressway (720 m in span) in the boundary of both Yunnan and Guizhou provinces and other cable-stayed bridges, as well as the Longjiang Bridge (1196 m in span) in Yunnan province, the Aizhai Bridge (1176 m in span) in Hunan province, the Qingshuihe Bridge (1130 m in span) and the Balinghe Bridge (1088 m in span) in Guizhou province, the Siduhe Bridge (900 m in span) in Hubei province, etc., all of which are single-span suspension bridges over canyons. On the other hand, spanning 200– 500 m over deep canyons and steep slopes with good geological conditions are generally concrete-filled steel tube arch bridges with large spanning capabilities, such as the Zhijinghe Bridge (430 m in span) in Hubei province and the Zongxihe Bridge (360 m in span) in Guizhou province, the Xiaohe Bridge (336 m in span) in Hubei province, the Xianghuoyan Bridge (300 m in span) in Guizhou province, and the Daxiaojing Bridge (450 m in span) in Guizhou province which is under construction. Following the above-mentioned types are continuous rigid frame bridges (Fig. 1.4). Continuous rigid-frame bridges are usually less than 250 m in width and mostly span 120 to 200 m, and the bridge piers are generally 80–150 m high. The Beipanjiang Bridge on the Shuipan Expressway in Guizhou province is 290 m in span, second only to the Second Chongqing

Research on Highway Canyon Bridges in China

Continuous rigid frame bridges Arch bridges Cable-stayed bridges Under construction Suspension bridges

900

600

300

0 1960

1970

1980

1990 2000 Years

2010

2020

Fig. 1.5 Chronological distribution of highway canyons bridges in China

Yangtze River Bridge, which is a steel–concrete composite girder bridge spanning 310 m, the Stolma Bridge (301 m in span) and the Raftsundet Bridge in Norway. In order to reduce the cross section of the main girder, an open-web continuous rigid frame system is adopted in the construction of the Beipanjiang Bridge, which is essentially a beam-arch combination bridge. The Hezhang Bridge in Guizhou province is restricted by topography and canyon wind environment. It adopts a four-span continuous rigid frame with piers up to 195 m, which are the highest piers in the world. The construction of highway canyon bridges is closely related to China’s expressway construction and national development strategy. Figure 1.5 shows the construction time of highway canyon bridges in China. It also reflects the changes in microscopic policy-making of the state as well as the history of high-class highway and expressway construction in the eastern coastal areas and the central and western plateaus and mountainous areas. Before the 1990s, there were few highway canyon bridges in China. Since the 1990s, the number of canyon bridges began to increase with arch bridges as the majority. For example, the Jiangjiehe Bridge built in Guizhou province in 1995 is a pre-stressed concrete truss composite arch bridge with a span of 330 m. In 2000, China implemented the “China Western Development Strategy”, and the number of highway canyon bridges began to increase sharply. However, most of them were still continuous rigid frame bridges and arch bridges with spans ranging from 120 to 500 m. The Balinghe Bridge in Guizhou province, built in 2009, is the first highway canyon bridge in China with a span of more than one kilometer. Since 2010, the state has further increased the construction of transportation infrastructures in the western region, and has successively built a number of large-span highway canyon bridges with length of 500 m or even more than 1000 m shows that expressway

1.3 Status Quo of Highway Canyon Bridges in China

construction in China has entered a breakthrough period of connecting the mountains and plateaus in the central and western regions. This also reflects the rapid progress in the construction technology of China's canyon bridges, which has laid a solid foundation for the realization of the grand goal of “an expressway plain” in China.

1.4

Understanding and Suggestions

First of all, the massive construction of canyon bridges is an inevitable result of the construction of high-class highways in China. Since the reform and opening up, the construction of China’s high-class highways, especially expressways, has promoted the construction of a large number of world-class long bridges, which has injected tremendous impetus into the national economy and social development, and reflected the improvement of China’s comprehensive national strength. This has on the hand promoted scientific and technological progress in bridge construction in China. In recent years, following deepening and promotion of “the Belt and Road Initiative”, the Yangtze River Economic Zone, and the “China Western Development Strategy”, expressways as a leading transportation infrastructure are accelerating their extension to the central and western regions. The central and western regions of China are undulating, with high mountains and deep valleys. It is difficult for expressways to bypass mountains and valleys through the extended lines. Deep-cut valleys often do not have the conditions to set up bridge piers (or towers). They can only cross the center of the valley by means of bridges, thus building a large number of canyon bridges with world influence, which has promoted the development and technological progress of the canyon bridges in China. The medium and long-term plan of China's road transportation infrastructure, i.e., the National Expressway Network Planning (2013–2030), clarifies the requirements for continuing to increase support for the border areas and underdeveloped areas and expanding the road network coverage in the western region. At present, 24 highway canyon bridges are under construction in China, and many canyon bridges are in the stage of project approval and bidding. It is foreseeable that the number of highway canyon bridges in China will reach a new level. New structural forms, innovative construction technologies, and larger-scale canyon bridges will surely continue to write a new chapter in China's bridge construction. The construction of canyon bridges has narrowed the gap between the central and western regions and the coastal areas in the transportation infrastructure and promoted the realization of the goal of “an expressway plain” in mountainous areas. It will definitely promote regional industrial development and resource development and further promote the coordinated and

9

sustainable development of regional economy. Moreover, it will speed up the pace of poverty alleviation in poor areas, promote national unity, and make contributions to building a moderately prosperous society in an all-round way. Secondly, we must carry out the design of canyon bridges according to local conditions, and do not blindly pursue breakthroughs in indicators such as the span and height. Difficult terrain conditions, complex geological structures, variable weather conditions, fragile ecological environment, and difficult construction conditions are all factors that affect the design of canyon bridges. In design of canyon bridges, we must break the traditional pattern of thinking over engineering construction, establish a new, people-oriented concept of safety and harmony, and take into consideration resource conservation and environmental friendliness, as well as the depth, width, geology, hydrology, and weather conditions of the canyons, and reasonably determine the location of the bridges. We must determine the bridge type and location under the principles of adaptability, economy, beauty, environmental friendliness, and durability, and carry out the design of canyon bridges according to the local conditions, and must not blindly pursue breakthroughs in such indicators as the span and pier height, or make innovations merely for innovation. For steep and deep canyons with a width of about 1000 m, suspension bridges are the first choice; for steep and deep canyons with a width of more than 500 m, a steel truss cable-stayed bridge or a steel truss-combined beam cable-stayed bridge is an ideal; for steep and deep canyons with a width of less than 500 m and good geological conditions, arch bridges and inclined leg rigid frame bridges are more reasonable bridge types; for canyons with large slopes, small valley widths, and with no or little water, piers in the middle of the ditch and the one-pier and two-span structure can not only avoid the difficulty of groundbreaking and pier arrangement on steep slopes, but also protect the natural environment, improve construction safety, reduce the difficulty of slope protection, and reduce the probability of inducing geological disasters. For relatively flat canyons, a large-span continuous structure coordinated with high piers can better meet the design requirements. For construction units jointly participating in the key design of the canyon bridge, the personnel of both parties shall reasonably design the bridge structure and construction plan according to the construction and transportation conditions, and jointly complete the design of the bridge. This can not only overcome the lack of construction experience of designers, but also enable construction technicians to have a deeper understanding of the design intention, and avoid the need to change the structure and increase investment due to the unreasonable construction plan proposed by the designers. Thirdly, importance must be attached to technological progress in the construction of canyon bridges, including

10

innovation and summary of construction methods, techniques, materials, and equipment. The technological progress in the construction of canyon bridges is of great significance in overcoming construction problems, ensuring construction safety, and improving construction quality. It is an important cornerstone supporting the continuous development of bridge engineering in China. The construction of canyon bridges have given birth to a large number of innovative construction methods and techniques, which promoted the progress of China's bridge construction equipment, technology, and materials, and expanded the application of traditional construction methods in the construction of canyon bridges. Many construction methods have improved canyon bridges’ performance and construction efficiency, shortened the construction period, and ensured construction safety and project quality, such as the girder launching by rail and cable method of the Aizhai Bridge, the air rotation method of the Dimuhe Bridge, the cable hoisting of the Yachihe Bridge, the combined construction method of incremental launching and cable hoisting of the Hongshuihe Bridge, etc. They have all played an important role and driven the innovation of bridge construction equipment. The development and application of self-compacting concrete with machine-made sand successfully solved the difficult problem of obtaining materials for canyon bridges and greatly saved the project cost. At present, most of these achievements are scattered in related papers and technical reports and need to be summarized and improved systematically. Fourthly, we must attach importance to the management of canyon bridges. The construction of canyon bridges in China has made world-renowned achievements, but some common problems have also appeared, such as the deflection and cracking of long-span continuous rigid frame bridges built earlier, and the fracture of the high-strength bolts of multiple steel truss suspension bridges, which have endangered the bridge safety. All these show that China's current bridge design theory needs to be further improved, and special research is urgently needed to find out the reasons and improve the design methods as soon as possible. In addition, these problems have caused difficulties for bridge management units in bridge maintenance and repair. Canyon bridges are usually located in remote mountainous areas, the high piers and towers have increased the difficulty of management. The management department should prevent minor diseases from accumulating for a long time to avoid catastrophic accidents. Although the research and practice of maintenance and repair technology for concrete beam bridges, arch bridges, continuous rigid frame bridges, and cable-stayed bridges have been carried out at home and abroad, no significant progress has been made in the core and key technologies of maintenance and repair, such as high piers and high towers of canyon

1

Research on Highway Canyon Bridges in China

bridges. Mostly, relying solely on manual detection efficiency is low and detection coverage is narrow, and it is difficult to meet the needs of daily maintenance of canyon bridges. It is urgent to develop intelligent, informative, automated detection equipment and long-term monitoring systems. Therefore, the following research work is recommended: ① Research and development of maintenance management systems, overload management systems, large bridge remote health monitoring systems, data sharing and application systems. ② Research and development of monitoring and rapid warning systems for slope stability and rockfall; ③ Research and development of new detection equipment and detection technology suitable for high piers and towers of canyon bridges (such as drones); ④ Development of real-time image acquisition and data analysis systems; ⑤ Research on emergency response, security, and rapid rescue in extreme climatic environments; ⑥ Research and development of intelligent expert systems for analysis and treatment of canyon bridge diseases. Finally, the construction of canyon bridges can be combined with the construction of the rural highway network. Construction access roads ranging from several kilometers to dozens of kilometers opened during the construction of canyon bridges is used to transport bridge construction materials, personnel, and mechanical equipment. Usually, the mission is completed after the bridge is completed. The length of Hubei Badong to Lichuan Yuquankou section of G50 ShanghaiChongqing Expressway is 320 km, and the length of construction access roads is 530.263 km, of which the owner (headquarter) had built 57 construction access roads of 252.263 km, with an investment of 92.697784 million yuan. After the construction unit entered the site, another 130 more construction roads of 280 km had built to each construction point according to the project’s needs. For some people living scattered in the mountainous areas around the construction access road, the construction of the access roads has just solved the problem of traffic as they have dreamed of, created conditions for them to alleviate poverty as soon as possible, promoted economic development in ethnic areas, and improved the transportation conditions. Therefore, in the future construction of the canyon bridges, the construction of access roads and the rural highway network should be considered as part of the rural road network construction, which is conducive to promoting the maximum use of the expressway construction funds and a new mode of realizing dual benefits through one investment and. It is also recommended that relevant national departments conduct research as soon as possible and formulate relevant policies to benefit the people in mountainous areas.

2

Suspension Bridges

2.1

The Longjiang Bridge in Yunnan Province

The Longjiang Bridge is located in Baoshan City, Yunnan province, in the southern area of the Hengduan Mountains. The east and west banks respectively belong to Longjiang Township in Longling County and Wuhe Township in Tengchong County. It is a bridge on the S10 Baoshan to Tengchong expressway, and is also a control project for the 9210 skeleton network and the 7719 general trunk network of the expressways in Yunnan province. The construction of the bridge was started in June, 2012 and completed in May, 2016. The bridge lies at the middle-cut high mountain canyon landform, which is a volcanic karst platform and a steep slope terrain area of the river valley. The valley bottom elevation of the nearby river section is about 1180 m, the river valley is deep cut, and the valley shoulder area has an elevation of 1400–1450 m on the Baoshan bank and 1410– 1480 m on the Tengchong bank. And it gradually decreases from downstream to upstream. The valley is “v”-shaped, and the width of the v-shaped valley mouth is about 1100 m. The valley below the valley shoulder is narrow, with a steep or stepped valley slope, and the overall slope is about 30°; the lava platform above the valley shoulder is open and wide and generally inclined towards the valley with a slope of 5°– 15°. The bridge deck is 283 m from the river surface, and the highest cable tower is 470 m. The Longjiang Bridge is a double-tower single-span steel box girder suspension bridge with a span layout of (320 + 1196 + 320) m. The bridge tower is a reinforced concrete double-column portal frame structure, which is composed of a tower crown, an upper tower column and a lower tower column. The height of the Baoshan shore tower is 169.7 m, of which the height above the bridge deck is 124.6 m; the height of Tengchong shore tower is 129.7 m, where the height above the bridge deck is 124.6 m. The sag ratio of the main cable is 1/10.5, the lateral center distance of the two main cables is 25.5 m, the diameter of the main cable is 72.8 cm, and it is composed of 169 strands. The © China Communications Press Co., Ltd 2022 Z. Huang and Y. Li, China Highway Canyon Bridges, https://doi.org/10.1007/978-981-16-4431-3_2

stiffening beam is a single-span streamlined flat steel box girder, which is very rare in mountainous suspension bridges. The total length is 1194.2 m. It is composed of 97 steel box girder sections. Each section is 12.4 m in length, 33.5 m in width, 3.0 m in height and 135 t in weight, using cable hoisting system for segment installation. Except that the long hangers on both sides of the bank are 15.2 m away from the center of the pylon, the spacing of the remaining hangers is 12.4 m. According to the force characteristics of the hanger, considering factors such as material performance, processing, installation and maintenance, and later replacement, wire rope hangers are used. The hanger and the price are connected by straddle, and the hanger and the stiffening beam are connected by pin connection. The pylon is a group pile foundation, and 16 bored piles with a diameter of 2.5 m are arranged under the dumbbell type bearing platform. The pile is designed according to the rock-socketed pile, the joint force of the steel protective tube and the pile foundation is considered to provide the seismic resistance of the foundation. Gravity anchors are used for anchorages on both sides of the strait. It is the first time in China that an expanded foundation gravity anchorage has been installed on fully weathered rock formations in high seismic intensity areas. The non-bonded and replaceable pre-stressed steel strand anchoring system is adopted. And the anchoring mode is front anchorage. The design vehicle load level of the Longjiang Bridge is Highway-I, the crowd load standard is 2.5 kN/m, and the design driving speed is 80 km/h. The maximum longitudinal slope of the bridge is 4.552%, the transverse slope of the bridge deck is 2.0% in both directions, the whole line is two-way four-lane, and the full width of the bridge deck is 33.5 m. In the design process of the Longjiang Bridge, problems such as high seismic intensity, unstable bank slopes and fully weathered rock anchorage layer have been overcome, especially in terms of seismic resistance. Since the bridge is located in a strong earthquake mountainous area with seismic fortification intensity VIII, the design peak ground motion acceleration is as high as 0.3 g. To improve 13

14

the seismic capacity of the bridge, innovatively, a more ductile pylon with a similar circular cross-section and a lighter steel box girder are designed, and the bridge is equipped with a shock-absorbing and energy-consuming damper and a steel tube pile foundation. The Longjiang Bridge is different from other suspension bridges in mountainous valleys in our country, featuring box girder. In the process of erecting the main girder, the existing bridges on both sides of the bank were fully made use of. This important advantage is conducive to the transportation of box girder sections. During the construction process, the Longjiang Bridge has five technological innovations, which are as follows: (a) Using unmanned aerial vehicle to pull the pilot cable across the river; (b) Using the cable strand into the saddle pre-forming and erection technology, the cable strand erection only takes 43 days, which is more than two months less compared

2 Suspension Bridges

with the general main cable erection scheme; (c) The main cable is protected by the circular winding wire + winding belt + dehumidification system; (d) For the first time, sodium gluconate is sprayed as a retarder, combined with the construction method of water gun scouring, to carry out the construction of anchor concrete gouging; (e) Drawing on local resources and using volcanic ash as concrete admixture to prepare anchorage mass concrete. In addition, during the construction process, the geological conditions on both sides of the bank are complex, the slope stability being difficult to deal with, the anchor foundation soil consisting of silty clay, and the rainy season being long, so the excavation is very difficult. The construction of the Longjiang Bridge plays an important role in promoting the transportation pattern of Yunnan and the development of tourism in western Yunnan province (Figs. 2.1, 2.2 and 2.3).

Fig. 2.1 Elevation view of the Longjiang Bridge (dimension unit: cm; elevation unit: m)

Fig. 2.2 Construction photograph of the Longjiang Bridge

2.2 The Aizhai Bridge in Hunan Province

15

Fig. 2.3 Actual photograph of the Longjiang Bridge

2.2

The Aizhai Bridge in Hunan Province

The Aizhai Bridge is located in Aizhai Town, Jishou City, Xiangxi Tujia and Miao Autonomous Prefecture, Hunan province. It is a bridge on the G65 Baotou-Maoming Expressway and a key project in the Jishou-Chadong Expressway in the Hunan section of the ChangshaChongqing Passage. The construction of the bridge was started in October, 2007 and completed in March, 2012, which lasted 4 years and 5 months. The bridge is located in the Dehang Grand Canyon at the junction of the Yunnan-Guizhou Plateau and the Yuanma Basin. It is a typical canyon cliff topography with extremely undulating terrain and a relative elevation difference of 500 m. The highest ground elevation of the top of the mountain at the Chadong bank is 736.9 m, the highest ground elevation of the top of the mountain at the Jishou bank is 649.92 m, the lowest ground elevation of the bottom of the canyon is 236.1 m, the bottom of the valley is about 60 m wide, and the canyon is generally U-shaped. The Dehang River flowing from east to west in the valley is a tributary of the Yuan River. The Aizhai Bridge spans the canyon along the northwest direction. The main towers on both banks are located on the upper part of the cliff. The construction of Aizhai Bridge faced with five major construction problems due to its extremely special topography and environment: (1) The terrain is rugged, with a 335 m height difference between the bridge deck and the bottom of the canyon, and the location of the cable towers on both

banks is only 70–100 m from the cliff edge; (2) The geology is complex. There are rock piles, karsts, fissures and dangerous rocks at the bridge site. 18 karst caves were found under the main tower. The largest karst cave was poured with more than 10,000 m3 of concrete. It took more than a year for basic treatment alone; (3) The weather is changeable, the canyon is foggy, and the instantaneous maximum wind speed is 31.9 m/s, which seriously affects the construction survey and the main cable erection; (4) Lifting is difficult, the main cable and the steel truss beam are erected at an altitude of 300–400 m, and the maximum weight of a single lifting is 240 t; (5) The transportation is difficult, and the volume of civil engineering is large. Most of the material transportation has to go through 13 km of rugged access road and 13 sharp corners of the winding mountain road there. The Aizhai Bridge is a suspension bridge with separated tower and girder. It is a single-span 1176 m simply supported steel truss stiffening beam. It is currently the largest span steel truss suspension bridge in the world that spans a canyon. The pylons of the bridge are reinforced concrete double-column portal frame structure. The layout of the main cable is (242 + 1176 + 116) m, the vertical span ratio is 1/9.6, the transverse pitch distance between the two main cables is 27 m, the diameter of the main cable is 85 cm, and it is composed of 169 strands. The steel truss stiffening beam is 7.5 m high and 27 m wide, of which the bridge deck is 24.5 m wide. The standard section is 14.5 m long, with 69 sections in total. The total length of the steel truss beam is 1000.5 m and the mass is about 8000 t. The bridge deck is the steel–concrete composite beam form that combines

16

longitudinal I-beam and concrete slab. A total of 71 pairs of booms are connected to the main cable by straddle type. Except for the rock anchor hanger, the end hanger and the central buckle stay cable which are 88 mm in diameter, the other hangers are all 62 mm in diameter. The anchorage system uses gravity anchors on the Jishou bank and tunnel-type anchors on the Chadong bank. The anchor plug is 43 m long and has an inclination of 38°. The design vehicle load level of the bridge is Highway-I, the design driving speed is 80 km/h, the design reference wind speed is 34.9 m/s, and the design basic peak ground motion acceleration is 0.05 g. The bridge deck has a full width of 24.5 m, two-way four-lane, and a central partition with a width of 2 m. The width of the central partition of the Aizhai No.3 tunnel connected to the Jishou bank is 4.4 m. The Potou tunnel connected to the Chadong bank is a separated tunnel. The bridge has a unidirectional longitudinal slope of 0.8%. In the overall design of the main bridge, the theoretical apex of the main cable is affected by the longitudinal slope, and the Chadong bank is 9.408 m higher than the Jishou bank. This design can reduce the horizontal inclination of the main cable in the Jishou bank, and at the same time make the height of the cable tower on the Chadong bank and the arrangement of the main cable of the side span more reasonable, so that the force of the main cable of the whole bridge is more uniform. The Aizhai Bridge contains four important innovations in terms of structure and construction. They are: (1) For the first time, the tower and beam are completely separated in a structural layout; (2) The world's first launching by rail and cable technology is used for the main truss erection; (3) For the first time, rock anchor hangers were used in the beamless area; (4) For the first time, large-tonnage carbon fiber highperformance materials were used as pre-stressed rock anchors. During the construction process, the launching by rail and cable method was used to erect the main beam, which greatly accelerated the progress of the project. It took less than 3 months to complete the erection of all 69 steel truss beams. During the erection of the main cable, the highest

2 Suspension Bridges

record of 6 single-line reciprocating cables per day was created. The 450,000 sets of high-strength bolts of the steel truss beams are all accurately positioned and installed without any reaming phenomenon. There was no major safety accident during the construction of the whole bridge, and the safety goal of “zero death” was achieved. These have added a lot of grace to the completion of the Aizhai Bridge. The completion of the Aizhai Bridge demonstrates the new achievements of China's expressway construction in the new era and has become a “new landmark” for Hunan’s economic and cultural exchanges and the development of tourism and commerce (Figs. 2.4 and 2.5).

2.3

The Qingshuihe Bridge and the Mianhuadu Bridge in Guizhou Province (Mother and Child Bridges)

2.3.1 The Qingshuihe Bridge The Qingshuihe Bridge is located in Weng'an County, Guizhou Province. It is an important node project on the Guiyang-Weng’an section of the G69 Yinchuan-Baise Expressway in Guizhou. The construction of the bridge was started in August 2013 and completed in December 2015. The completion of the bridge reduced the distance from Weng’an to Guiyang from 160 to 36 km. The bridge site belongs to the Qingshui section of the first-level tributary of the Wujiang River in the Yangtze River basin. The river bed is composed of bedrock and the rock is hard. The terrain on both sides of the valley is steep, deep cut, and the terrain is undulating. The bridge is located about 3.5 km downstream of the dam of the Geeliqiao power station, and the backwater from the reservoir of the Goupitan power station on the mainstream of the Wujiang River will reach under the dam of the Geeliqiao power station. After the power station is impounded, the water level of the river will rise by about 20 m, with an elevation of 629 m. The height difference between the mid-span bridge deck of the Qingshuihe Bridge and the valley bottom is 407 m.

Fig. 2.4 Elevation view of the Aizhai Bridge (dimension unit: cm; elevation unit: m)

2.3 The Qingshuihe Bridge and the Mianhuadu Bridge in Guizhou Province (Mother and Child Bridges)

17

Fig. 2.5 Actual photographs of the Aizhai Bridge

The Qingshuihe Bridge is suspension bridge with a 1130 m main span of slab-truss combined with steel truss stiffened girder. The span layout of the bridge is 9  40 (T beam) + 1130 (suspension bridge) + 16  42 (T beam) m, and the total length of the bridge is 2171.4 m. The span of the bridge ranks sixth among the world's steel truss stiffened suspension bridges and second in China. It is currently the largest span bridge in Guizhou province. The cable tower of the bridge is a double-column reinforced concrete frame structure, the Kaiyang shore cable tower is 230 m high, and the Weng'an shore cable tower is 236 m. The layout of the

main cable is (258 + 1130 + 345) m, the vertical span ratio is 1/10, the transverse bridge spacing is 27.0 m, and the suspension cable spacing along the bridge is 15.2 m. At the middle of the main span, 3 pairs of flexible central buckles are set between the main cable and the steel truss. The main truss of the steel truss stiffening beam is a Warrenian structure with vertical web members, the truss height is 7.0 m, the standard inter-node length is 7.6 m, and the center spacing of the two main truss chords is 27 m. A vertical support is set on the bottom of the lower chord at the end of the main truss of the steel truss at the position of the vertical

18

2 Suspension Bridges

Fig. 2.5 (continued)

web at the corresponding end, there are 4 in total of the bridge. 8 in total transverse wind bearings are provided for the bridge, namely, on the outer side of the upper and lower chords of the main truss at the end, at the upper and lower beams of the main transverse truss at the corresponding end. 18 piles with a diameter of 3.5 m are used for the foundation of the pylons on both banks, and the anchorages are all gravity anchors. The design vehicle load level of the Qingshuihe Bridge is Highway-I, the design driving speed is 80 km/h, the bridge deck has a clear width of 24.5 m, with two-way four lanes. The 100-year design reference wind speed at the bridge deck is 29.4 m/s, and the seismic fortification intensity is VI. The Qingshuihe Bridge is a plate-truss combination system stiffening beam, which can save 10% of the cost of the superstructure compared with the traditional separation system. As the bridge deck expansion joints and supports are eliminated, driving comfort is better. Through the plate-truss combined structure, the number of sections is reduced, the overall rigidity of the beam section is increased, which is convenient for lifting and horizontal transportation, and the bridge deck and the steel truss beam section can be installed at the same time, which not only solves the lifting problem, but also greatly saves the construction period. The erection of the full bridge stiffening beams only took 93 days. In order to facilitate the later maintenance, the bridge is designed with a self-propelled main cable inspection vehicle, which can walk on the main cable at a large angle, and intelligently realize the inspection of the full section of the main cable through the suspension bridge cable clamp and hanger.

2.3.2 The Mianhuadu Bridge The Mianhuadu Bridge is located at Mianhuadukou, Kaiyang County, Guizhou Province, across the Qingshui River. The Kaiyang bank of the bridge connects MaoyunMianhuadu Expressway, and the Weng’an bank connects Baisha-Mianhuadu Expressway. Due to the inconvenient transportation, the economic life of the people on both sides of the strait had long relied on the people themselves or their horses, and the transportation across the river relied on iron boats, which greatly hindered the local transportation and economic development. Therefore, the construction of the Mianhuadu Bridge is of great significance to improving the travel problems of the people on both sides of the strait, the transportation of agricultural products, and the acceleration of local economic development. In 2001, the construction unit carried out the bidding for the construction of the bridge. The total investment of the project was about 22 million RMB. However, due to the low cost of the project and the dangerous terrain of the bridge site, the work space was narrow, the construction was difficult, and the transportation was inconvenient. There were no construction units participated in the bidding, and the bidding was finally rejected. In August 2013, the Qingshuihe Bridge, the control project of the Guiwen Expressway, started smoothly on both banks of the Qingshui River. The Mianhuadu Bridge has also been put on the agenda again due to the construction of the Qingshuihe Bridge. The Transportation Bureau of Kaiyang County and Weng’an County have repeatedly negotiated with the construction unit of the Qingshuihe

2.3 The Qingshuihe Bridge and the Mianhuadu Bridge in Guizhou Province (Mother and Child Bridges)

Bridge on the construction of the Mianhuadu Bridge, and reached an agreement in November, 2013. The original design drawing of the Mianhuadu Bridge is a reinforced concrete box arch bridge, which is difficult to construct and has a long construction period. After considering factors such as terrain, traffic, and construction difficulty, the slant-legged rigid frame bridge is finally determined. Taking the construction of the Qingshuihe Bridge as an opportunity, and on the basis of using the management resources of the Qingshui River Bridge, the construction resources are all planned, the construction operation team, construction machinery, and turnover materials for the construction of the Mianhuadu Bridge, all of them come from the Qingshuihe Bridge. The erection of steel truss is the low engineering cost, simple construction, and good structural integrity. The Mianhuadu Bridge is a (32 + 51.2 + 32) m of three-span steel truss continuous girder bridge. The bridge has a total length of 122.4 m, a full width of 8.8 m, and a clear bridge deck width of 6 m. The design load class is Highway-II, The design driving speed is 20 km/h. The steel truss is a whole section with a height of 4.6 m. It is composed of steel truss and steel bridge deck, and the rods are connected by high-strength bolts. The abutment is designed according to the U-shaped platform, the foundation pile is an inclined single pile foundation, the main pier is a steel tube concrete structure, and the segments are assembled. The construction of the Mianhuadu Bridge has solved the traffic bottleneck problem in the area at the junction of Kaiyang County and Weng'an County, Qiannan Prefecture, and is also of great significance to regional economic development, cultural exchanges and life exchanges. At the same time, on the basis of making full use of the construction resources of the Qingshuihe Bridge, the construction technology of continuous steel truss girder in mountainous area was taken as an opportunity to accumulate valuable

Fig. 2.6 Elevation view of the Qingshuihe Bridge

19

experience in design, construction and management for the construction of the low-cost bridges in the canyon area (Figs. 2.6, 2.7, 2.8 and 2.9).

2.4

The Daduhe Bridge in the Luding County of Sichuan Province

The Daduhe Bridge is located in Luding County, Ganzi Tibetan Autonomous Prefecture, Sichuan Province. It is a bridge on the G4218 Ya’an-Kangding Expressway. The construction of the bridge was started in May 2014 and is currently under construction. The landform of the bridge area is a tectonic denudation mid-alpine type, with a height difference of 1122 m between the peaks and valleys on both sides. Both sides of the bank have strong mountains and steep cross slopes, with a natural slope of 45–55°, while part of the bedrock is exposed, forming steep ridges, with the local slope of about 60–70°. The Daduhe River runs from north to south through the bridge area. When the Luding Hydropower Station stores water normally, the water surface is 430–460 m wide. The main bridge of the Daduhe Bridge is a 1100 m single-span steel truss suspension bridge. The right approach on the Ya’an bank uses a 3  34 m box girder bridge, and the left approach uses a 3  30 m box girder bridge; the approach on the Kangding bank is a double box girder bridge of 3  34 m + 3  34 m, with a total length of 1411 m and a bridge height of 285 m. The span of the main cable is 220 m + 1100 m + 253 m, with the rise-span ratio of 1/9, and the horizontal center distance is 27 m. Each main cable is composed of 187 through-long cable strands, and each cable strand is made up of 91 parallel u5.3 mm galvanized high-strength steel wires. The main cable has a diameter of 773.0 mm. The main beam is a Warren structure with vertical webs. The upper and lower chords and diagonal

20

2 Suspension Bridges

Fig. 2.7 Construction photograph of the Qingshuihe Bridge

Fig. 2.8 Elevation view of the Mianhuadu Bridge (dimension unit: cm; elevation unit: m)

webs use box sections while the vertical webs use H-shaped sections. The main truss is 27.0 m wide, 8.2 m high, with a width-to-span ratio of 1/40.7 and a height-to-span ratio of 1/134.1. The upper and lower chords of the beam use box-shaped sections while the vertical and diagonal webs use H-shaped sections. The length between the main beams is 10 m, and at each section is installed a beam. The bridge system is a steel–concrete composite structure consisting of longitudinal I-beams and concrete decks, with the lateral spacing of longitudinal beams of 2.85 m and the beam height of 0.54–0.768 m. It is supported on the upper chord of the cross beam, and the theoretical span is 10.0 m. The main tower is a concrete portal frame structure composed of a tower column and a beam. The column features a hollow

box section and the beam is a pre-stressed concrete structure with corrugated steel webs. The bridge towers on both sides are equal in height, being 188.0 m high. The Ya'an bank uses tunnel anchors with a length of 157.5 m. The anchor plug body is made of impermeable (P10) micro-expansion (14d limit expansion rate in water  1.5  10–4) concrete and mixed with polyacrylonitrile fiber. The Kangding bank uses gravity anchors with dimensions of 85 m (length) 60 m (width)  56 m (height). The design vehicle load level of the Daduhe Bridge is Highway-I, with a design driving speed of 80 km/h and a two-way four-lane bridge deck. The gorge in the bridge area is foggy and the weather is changeable, and the wind field is turbulent, with the instantaneous wind speed of 32.6 m/s. The

2.4 The Daduhe Bridge in the Luding County of Sichuan Province

21

Fig. 2.9 Actual photograph of the Mianhuadu Bridge

seismic fortification intensity is IX, and the temperature difference between day and night is more than 15 °C. The structural design of the Daduhe Bridge has solved three big problems, namely high seismic intensity, complex wind environment and poor slope stability. The main technical innovations are: (1) The Ya'an bank uses deep and long tunnel anchors, reducing the amount of anchor excavation, protecting the environment and reducing the cost. At the same time, the associated structure of the tunnel anchor on the suspension bridge and the tunnel on the expressway in the mountainous areas also guarantees the reliability of the tunnel anchor. (2) Aimed at the seismic problem of large-span suspension bridges in mountainous areas with high seismic intensity, some anti-seismic measures in structure are innovatively proposed: for horizontal seismic resistance, the pylon beams use composite beams of corrugated steel webs; for longitudinal seismic resistance, the

central buckle is supported by anti-buckling steel. (3) With regard to the stability of slope rock and soil, a herringbone retaining structure is creatively adopted. The anti-slide piles are arranged in a herringbone shape, thus through a “drainage” method, the debris flow that may be generated by strong earthquakes is led out of the bridge area in an oblique direction to ensure that the flow does not damage the bridge structure. (4) In terms of wind resistance design, based on the terrain model wind tunnel experiment, together with the regional terrain CFD analysis, the main girder segment model wind tunnel test and aerodynamic optimization research are carried out, and wind resistance measures are taken to avoid wind-induced disasters. The research on the above issues has led to a construction science project ratified by the Ministry of Transport, with 3 new practical patents derived from the research findings (Figs. 2.10 and 2.11).

Fig. 2.10 Elevation view of the Daduhe Bridge (dimension unit: cm; elevation unit: m)

22

2 Suspension Bridges

Fig. 2.11 Construction photograph and design sketch of the Daduhe Bridge

2.5

The Balinghe Bridge in Guizhou Province

The Balinghe Bridge is located at the junction of Guanling County and Huangguoshu Administrative Area in Guizhou Province. It is a bridge on the G60 Shanghai-Kunming Expressway from Zhenning to Shengjingguan in Guizhou. The construction of the bridge was started in April 2005 and was completed in December 2009, which lasted 4 years and 8 months. The Balinghe Bridge is connected to the magnificent Huangguoshu Waterfall in the east, the Three Kingdoms Soma Ancient Road in the west, the mysterious Hongyan Tianshu in the south, and the Dishuitan Waterfall in the north, it has become a world-renowned scenery in Huangguoshu Scenic Area.

The bridge is located in the mountain and hilly area of the Qianxi (west of Guizhou Province) region, across the Baling canyon. The terrain on the west bank of the canyon is steep, with sharp fluctuations, and the east bank is less steep. It’s about 2000 m wide and 600 m deep, the distance from the bridge deck to the normal water level is about 370 m. The Balinghe Bridge is a single-span steel truss stiffening girder suspension bridge with a main span of 1088 m, and the approach bridge on both sides is a pre-stressed concrete continuous box girder bridge with a total length of 2237 m. The bridge cable support tower is a reinforced concrete double-column portal frame structure, with a total height of 185.788 m on the east bank and 201.316 m on the west bank. The layout of the main cables is (248 + 1088

2.5 The Balinghe Bridge in Guizhou Province

+ 228) m, the vertical span ratio is 1/10.3, and the horizontal center distance between the two main cables is 28 m. It is composed of prefabricated high-strength galvanized parallel steel wire strands (PPWS), and each strand contains 91 steel wires. The main truss of the steel truss stiffening beam is a Warren structure with vertical webs, which is composed of upper chords, lower chords, vertical webs and diagonal webs. The height of the main truss is 10 m, the standard internode length is 10.8 m, the distance between the centers of the left and right chords of the two main trusses is the same as the distance between the main cables, both are 28 m. The bridge suspender is steel wire rope, and each lifting point is equipped with 2 suspenders. The suspender and the cable clamp are connected by a straddle, and the stiffening beam is connected by a pin hinge. The pin hinge joint has a self-lubricating bearing to reduce the bending of the suspender. In order to improve the rigidity of the full bridge, reduce the longitudinal displacement of the stiffening beams, and at the same time improve the possible bending and fatigue problems of the mid-span suspenders, three pairs of flexible central buckles are set up between the steel truss stiffening beams and main cables among the 6 inter-nodes near the mid-span. The pylons on the east and west banks use pile foundations with a pile diameter of 2.5 m, the east bank pile length is 60 m, and the west bank pile length is 40 m. The anchorage on the west bank is tunnel anchors. The total length of the anchor hole axis is 74.34 m. The concrete volume of the anchor plug body is 23,000 cubic meters; the concrete volume of the gravity anchorage on the east bank is nearly 82,000 m3. The design vehicle load level of the Balinghe Bridge is Highway-I, the design driving speed is 80 km/h, and the bridge deck width is 24.5 m, with the two-way four lanes. The reference wind speed is 25.9 m/s, and the seismic fortification intensity is VII. In terms of design and construction, the main truss and main transverse truss of the steel truss stiffening beam of the

23

Balinghe Bridge is a new type of integral joint scheme. The connection method of diagonal webs and integral joints is changed from the traditional plug-in type to the butt joint type, which reduces the secondary effect, save steel, and also facilitate construction and erection. The steel truss stiffening beam is installed by a full-slewing bridge deck crane, which is erected from the main towers on both banks to the middle of the span. In order to reduce the stress during the construction of the steel truss beam, a hinged successive rigid connection method is adopted. In order to improve the wind resistance of the main girder, a combination of aerodynamic wing panels and a slot in the middle of the bridge deck are used to resist wind. Aerodynamic wing panels are installed within 80 internodes in the middle of the steel truss stiffener. The wing panels are made of a new material—a special engineering plastic PPS (polyphenylene sulfide) skin. At about 5:30 pm on May 19, 2016, a rare disaster of strong wind, heavy rainfall, and hail hit the Balinghe Bridge, damaging the Balinghe Bridge’s communication optical cables, pipelines, lighting poles, and aerodynamic wings. The live monitoring data showed that the instantaneous maximum wind speed reached 34.4 m/s, and the wind scale was 12, which far exceeded the design reference wind speed of 25.9 m/s. The post-disaster assessment showed that, except for the damage to the auxiliary facilities of the bridge, the strong wind did not affect the structural safety of the bridge, demonstrating the construction quality of the Balinghe Bridge (Figs. 2.12, 2.13 and 2.14).

2.6

The Siduhe Bridge in Hubei Province

The Siduhe Bridge is located in Badong County, Enshi Tujia Autonomous Prefecture, Hubei Province. It is a bridge on the G50 Shanghai-Chongqing Expressway. The Construction of the bridge was started on August 20, 2004 and open to traffic on November 30, 2009.

Fig. 2.12 Elevation view of the Balinghe Bridge (dimension unit: cm; elevation unit: m)

24

Fig. 2.13 Actual photograph of the Balinghe Bridge

Fig. 2.14 Construction and actual photographs of the Balinghe Bridge

2 Suspension Bridges

2.6 The Siduhe Bridge in Hubei Province

The Siduhe Bridge is a steel truss stiffened beam suspension bridge with a 900 m main span, spanning the Sidu River gorge with a height difference of 560 m between the bridge deck and the valley floor. The cable tower of the bridge is a reinforced concrete double-column portal frame structure, which is composed of foundation, tower base, tower column and beams (upper beam, middle beam). The tower on the Yichang bank is 113.6 m high, and the tower on the Enshi bank is 118.2 m high. The span of the main cable is (114 + 900 + 208) m, and the vertical span ratio is 1/10. It consists of five spans: east anchor span, east span, middle span, west span and west anchor span. The mid-span is provided with 69 lifting points with a spacing of 12.8 m along the bridge direction. The central buckle is arranged at the mid-span lifting points. The remaining 68 lifting points are equipped with parallel high-strength steel wire double hangers with a distance of 0.44 m along the bridge. There are 272 hangers. The stiffened steel truss is composed of the main truss, the upper and lower horizontal connection, and the horizontal truss. The main truss is the Warren type, the truss height is 6.5 m, and the width is 26.0 m, the length between small sections is 6.4 m, and the length between large sections is 12.8 m. The steel truss is integral joint technology. The chords with one or two joints are welded into a whole at the factory, and high-strength bolts are used to connect the trusses on site. Both ends of the stiffening beam are provided with wind-resistant bearings on both sides of the upper and lower chords, and a central buckle is provided in the middle of the span. At the same time, the central partition is closed and a T-shaped stabilizing plate is set along the bridge span to improve wind resistance. Yichang bank has adopted tunnel-type anchorage, and Enshi bank has adopted gravity-type anchorage. The design vehicle load level of the Siduhe Bridge is set for Heavy vehicle-20 and Trailer-120, the design driving speed is 80 km/h, the bridge deck width is 24.5 m, two-way four lanes. The construction of the Siduhe Bridge faced with many great challenges: the huge terrain variation in its hypsography and topography, the narrow and limited construction site space and the difficult transportation conditions. The main

25

features of the structure and construction are as follows: (1) On Yichang bank, the tunnel type anchorage single cable pulling force is 20,000 tons. It was one of the largest suspension bridge tunnel anchors in the country at that time, and the tunnel anchor was located above the bifurcated road tunnel with a minimum distance of 23 m from the road tunnel. These factors influence each other. (2) The rigid central buckle in the middle of the main cable is the first case in China. Compared with conventional longitudinal dampers, it not only effectively improves the longitudinal stiffness and wind resistance of the bridge, and improves the structural force characteristics, but also reduces the number of maintenance workload. (3) The bridge is an innovative and replaceable anchorage system. (4) The use of rocket in throwing and delivering the pilot cables for main cable construction has created a precedent in the history of bridge construction in China and the world (Figs. 2.15 and 2.16).

2.7

The Lishui Bridge of the Zhang-Hua Expressway in Hunan Province

The Lishui Bridge is located at the junction of Yongding District, Zhangjiajie, Hunan Province and Yongshun County, Xiangxi Autonomous Prefecture. It spans the Lishui River Canyon. It is a bridge on the S10 Zhangjiajie-Huayuan Expressway and the second extra-large bridge on the Hunan Expressway. The suspension bridge is second only to Aizhai Bridge. The construction of the bridge was officially started in March 2010 and opened to traffic in 2013. The bridge is located on both sides of the Lishui River Gorge. The valley top is about 420 m wide, the valley bottom is about 50 m wide, and the height difference between the bridge deck and the valley bottom is about 400 m. The geological structure is complicated. At The bridge, there exists strong valley winds. The bridge is greatly under the influence of the “narrow pipe effect of valley”. Therefore, the main bridge structure tends to vibrate at the low wind speed, bringing challenges to the bridge design and construction.

Fig. 2.15 Elevation view of the Siduhe Bridge (dimension unit: cm; elevation unit: m)

26

2 Suspension Bridges

Fig. 2.16 Actual photograph of the Siduhe Bridge

The Lishui Bridge is a single-span steel truss suspension bridge with the main span of 856 m and a total span length of 1246 m. The cable tower of the bridge is a reinforced concrete double-column gate-shaped frame structure. The Zhangjiajie bank is 137.5 m high and the Huayuan bank is 123.2 m high. The layout of the main cables is

(200 + 856 + 190) m, the vertical span ratio is 1/10, and the horizontal spacing between the two main cables is 28 m at the Zhangjiajie bank and the main span; in order to meet the requirements of changes in the route on the Huayuan bank, the horizontal spacing changes from 28 to 38 m, which looks like a figure eight on the plane. The whole bridge uses

2.7 The Lishui Bridge of the Zhang-Hua Expressway in Hunan Province

69 pairs of wire rope hangers, the standard spacing of the hangers is 12.0 m, and the distance between the end hangers and the pylon is 20 m. The steel truss stiffening beam has a total length of 854 m, a truss height of 6.5 m, a truss width of 28.0 m, and an inter-node length of 6.0 m. A vertical support and a transverse wind-resistant support are set at the lower beam of the bridge tower, and a flexible central buckle is set in the middle of the span. The main bridge uses the RBQF-1280 unit type multi-directional displacement bridge expansion joint device. In order to make full use of the terrain, gravity anchors are used on both sides of the bridge, and the splay saddle is designed into a stepped rock-socketed system. A single anchor concrete is about 50,000 m3. The design vehicle load level of the Lishui Bridge is Highway-I, the design driving speed is 50 km/h, and the seismic fortification intensity is VI. The bridge deck has a full width of 28 m and two-way four lanes. The construction technology of the Lishui Bridge has the following characteristics: ① The beam construction is “The method of high tower and large beam without support construction”, which is adopted for the first time in China. ② During the construction of the main cable, it is the first bridge in the history of Hunan expressway construction and the second in China to use rocket to throw and deliver the pilot cable. It is also the first successful case of using rocket launch technology under complicated conditions such as rain and fog. It took 33 days to complete the construction of the catwalk from the pilot cable to the catwalk, setting a construction record for the erection of 6 catwalk load-bearing ropes in a single day, and breaking the fastest domestic catwalk construction speed. ③ In the construction of anchorage, the temperature control technology of large-scale chiller was adopted in China for the first time. In addition, in the construction of the post-casting section of the anchorage,

27

the one-time “disassembly-free template quick and easy closing net” was adopted. which not only effectively shortened the construction period, but also cut down the project cost. The Lishui Bridge passes through the AAAA-level scenic area of the Jiutiandong, Maoyan River, Zhangjiajie. The bridge design incorporates elements of ethnic culture and has great scenic value (Figs. 2.17 and 2.18).

2.8

The Jinshajiang Bridge Crossing the Hutiao Gorge in Yunnan Province

The Jinshajiang Bridge crossing the Hutiao Gorge is located in the Hutiaoxia Scenic Area of Diqing Tibetan Autonomous Prefecture, Yunnan Province. It crosses the Jinsha River at the upstream of Shanghutiao. It is a bridge which is on the Lijiang Shangri La section of the connecting line between Xining and Lijiang of G0613 Beijing Tibet expressway. It is a control project of Lijiang Xiangri La expressway. The construction of the bridge was started in December 2014 and is still under construction. The bridge is located in the Hutiao Gorge Scenic Area, lying in the Jinsha River plateau canyon. Various ecological protection areas and scenic spots are densely distributed here. The bridge site is located in a deep valley with steep mountains. It is featured by the landform of high mountain canyon with structural denudation. The river width is about 100–220 m and there is no navigation condition. The extension direction of river and mountain range is basically consistent with the direction of tectonic line. The section of river valley is in “V” shape, the terrace is generally not developed, and the natural cross slope is 30–60° and locally steep. The highest peak elevation of the bridge site is

Fig. 2.17 Elevation view of the Lishui Bridge (dimension unit: cm; elevation unit: m)

28

2 Suspension Bridges

Fig. 2.18 Actual photograph of the Lishui Bridge

3736.1 m, the lowest elevation (riverbed) on the bridge axis is 1804.7 m, the maximum elevation difference is 630.20 m and the bridge deck is 260 m away from the river. The Jinshajiang Bridge crossing the Hutiao Gorge is a single tower and single span ground anchored steel truss suspension bridge with a main span of 766 m. Lijiang bank approach bridge is a 6  41.5 m pre-stressed concrete box girder bridge, with a total length of 1017 m. Due to the steep terrain of the bridge site, only the cable tower is set on the Bank of Lijiang River, and the upstream and downstream towers are of unequal height. The height of the tower on the left side is 134.5 m and that on the right side is 149.5 m. The cable tower is a reinforced concrete double column portal frame structure and the ground slope at the tower is 54°. The main cables of the bridge are arranged at (766 + 160) m, the vertical span ratio is 1/10, the horizontal center spacing of two main cables is 24.5 m and prefabricated parallel steel wire strands are used. Each main cable is equipped with 91 full-length cable strands and 2 back cables are set at the side span of Lijiang. The diameter of the main cable in the cable clamp is 637.2 mm (mid span) and 644.17 mm (Lijiang bank span); the diameter of the main cable outside the cable clamp is 645.02 mm (middle span) and 652.07 mm (Lijiang bank span). A 107 m long suspension free zone for the main cable is set up on the Shangri La bank and a roller type composite splay saddle is used to perform the functions of turning and dispersing cables at the same time. The standard spacing of suspenders along the bridge direction is 11.5 m. The main span steel truss girder section is divided into 13.5 m + 57  11.5

m + 13.5 m. The height and width of the steel truss beam are 6.615 m and 26 m respectively. The extended foundation gravity anchorage is adopted for Lijiang bank and tunnel anchor is adopted for Shangri La bank without main tower. The design vehicle load level of the Jinshajiang Bridge crossing the Hutiao Gorge is Highway-I, the design driving speed is 80 km/h, the design reference wind speed is 26.9 m/s and the seismic fortification intensity is VIII. The maximum longitudinal slope of the bridge is 1.5%, the cross slope of the bridge deck is 2.0% in both directions, the whole line is two-way four lanes and the full width of the bridge deck is 24.5 m. The Jinshajiang Bridge crossing the Hutiao Gorge innovatively is a single tower and single span ground anchored suspension bridge structure, the main span of 766 m is the largest span of this type of structure in the world, and the roller type composite splay saddle is used in long-span suspension bridges for the first time at home and abroad (Figs. 2.19, 2.20 and 2.21).

2.9

The Sunxihe Bridge in Chongqing Municipality

The Sunxihe Bridge is located in Jiangjin District, Chongqing Municipality. It is a bridge on the expressway from Jiangjin, Chongqing to Xishui, Guizhou. The construction of the bridge was started in September 2014 and it is still under construction.

2.9 The Sunxihe Bridge in Chongqing Municipality

29

Fig. 2.19 Elevation view of the Jinshajiang Bridge crossing the Hutiao Gorge (dimension unit: cm; elevation unit: m)

Fig. 2.20 Design sketch of the Jinshajiang Bridge crossing the Hutiao Gorge

The bridge site is featured by low mountain landform of tectonic denudation. The width of the river channel is 15– 25 m, the longitudinal slope is 16‰, the bank slope of the valley is asymmetric and the cutting depth is about 200 m. The slope of the west bank is about 30°–50° with steep cliff and the slope of the east bank is about 6°–30° with sandstone scarps in some parts. The main bridge of the Sunxihe Bridge is a single span 660 m simply supported steel truss stiffening beam suspension bridge. The main cable span is (215 + 660 + 268) m, the vertical span ratio of the main cable in the middle span is

1/10, and the height of bridge is 280 m. From Jiangjin bank to Xishui bank, the span arrangement of the whole bridge is: 7  40 m (T beam) + 660 m (suspension bridge) + 2 90 m (T structure) + 11  40 m (T beam). The total length of the bridge is 1578.0 m. The tower consists of a reinforced concrete structure and it looks like a portal frame. The height of the tower on the left side on the Jiangjin bank is 139.65 m and that of the right side is 129.65 m. The bearing platform size is 18  20.8  6.0 m. Nine U 2.8 m bored pile foundations are arranged for each pile cap. The height of tower columns on both sides of the Xishui bank are 190.65 m and

30

2 Suspension Bridges

Fig. 2.21 Design sketch of the Jinshajiang Bridge crossing the Hutiao Gorge

the bearing platform size is 20  22.4  6.0 m. Each pile cap is arranged with 12 U 2.5 m bored pile foundations. The transverse center distance of the two main cables is 28.0 m and each main cable is composed of 106 bundles of 91 U 5.1 mm high-strength steel wires with an outer diameter of 560 mm. The main truss is a Warren truss with vertical bars. The height of the truss is 5.5 m, the length of the section is 4.0 m, and the spacing between the two main trusses is 28.0 m. The main truss is connected with the main cable through the hangers, and the standard spacing of the hangers is 8.0 m. The chord, inclined bar and vertical bar are all made of “H” shape section which is easy to manufacture and assemble. The crossbeam is a truss structure with a height of 5.5 m and a section length of 4.0 m. The upper and lower chords of the beam truss are manufactured in sections, and the members are connected by high-strength bolts. In order to strengthen the wind resistance stability, a wind resistant stability plate is set at the center of the upper chord of the main truss beam, with a height of 1000 mm and a thickness of 16 mm. The cable clamp is of pin connection type, and the upper and lower halves are matched. Rock socketed gravity anchorage is adopted on both sides of the bank, and the medium weathered rock stratum is used as the bearing stratum of the anchorage foundation. The length and width of the side anchorage on the Jiangjin bank are 60.7 m and 43 m respectively, while those on the Xishui bank are 54.0 m and 43 m respectively.

The design vehicle load level of the bridge is Highway-I, the design driving speed is 80 km/h, the design reference wind speed is 29.3 m/s and the seismic fortification intensity is VII. The longitudinal slope of the main bridge is 1.35% one-way longitudinal slope and the cross slope of the bridge deck is 2.0% in both directions. The whole line is two-way four lanes and the full width of the bridge deck is 22 m (Figs. 2.22 and 2.23).

2.10

The Beipanjiang Bridge of the Zhen-Sheng Expressway in Guizhou Province

The Beipanjiang Bridge of the Zhen-sheng Expressway is located in Qinglong County, Qianxinan Prefecture, Guizhou Province. It is a bridge on the Zhenning-Shengjingguan section of G60 Shanghai-Kunming Expressway in Guizhou Province. The construction of the bridge was started in October 2005 and completed in November 2008, lasting three years and one month. The bridge site is located in Beipanjiang Grand Canyon, Qinglong County, Qianxinan Prefecture. The terrain on both sides is steep and the elevation varies from +572.2 to +893.1 m. It is a typical V-shaped canyon with a relative height difference of 320 m between the bridge deck and the water surface.

2.10

The Beipanjiang Bridge of the Zhen-Sheng Expressway in Guizhou Province

31

Fig. 2.22 Elevation view of the Sunxihe Bridge (dimension unit: cm; elevation unit: m)

Fig. 2.23 Design sketch of the Sunxihe Bridge

The Beipanjiang Bridge of the Zhen-sheng Expressway is a single-span steel truss stiffening girder suspension bridge with a main span of 636 m. The east bank is the 4  45 m simply-supported T-beam, and the west bank is the 3  45 m continuous pre-stressed box girder. The total length of the bridge is 1020 m. The cable tower of the bridge is a reinforced concrete double-column portal frame structure. In order to facilitate the construction of the bearing platform, the two tower columns of the main tower are of unequal height according to the actual topographical and geological conditions. The height of the left tower column on the Zhenning bank is 147.5 m and that of the right tower column is 159.5 m. There are three crossbeams between the tower columns. The left tower column on the Shengjingguan bank is 126.5 m high and the right tower column is 120.5 m high. Two crossbeams are set between the tower columns. The arrangement of main cables is (192 + 636 + 192) m, the sag-span ratio is 1/10.5, and the transverse center spacing of the two main cables is 28 m. Prefabricated parallel steel wire strands are used. Each main cable is composed of 91 strands of high-strength steel wires, and the outer diameter of

the strands is 518.9 mm after being squeezed. The main truss of the steel truss stiffening beam is Warren trusses with vertical bars. The truss height is 5.0 m, and the section length is 3.5 m. The distance between two main trusses in the longitudinal direction is the same as that between the main cables, which is 28.0 m. The crossbeam is a truss structure with a calculated span of 28.0 m and a longitudinal length of 7.0 m. The height of the crossbeam and the section length are 5.0 m and 3.5 m respectively, the same as those of the main truss. Considering the limitation of transportation conditions, the upper and lower chords of the crossbeam truss are manufactured in sections, and the members are connected by high-strength bolts. In order to enhance the overall stability of the main truss under the transverse wind load and other loads, the upper and lower plane longitudinal connection systems are set up on the upper and lower chords of the main truss. The standard longitudinal spacing of hangers is 7.0 m, and each lifting point is provided with a hanger, which is a twisted cable with extruded sheaths. Five bored pile foundations with a diameter of 2.8 m are arranged for the pile caps of the cable towers on both banks; the

32

U-shaped rock-socketed gravity anchor is used for the anchorage of both banks, and the moderately weathered rock is used as the foundation bearing stratum for the anchor base foundation. The side anchorage on the Zhenning bank is 52.76 m long and 41 m wide; the anchorage on the Shengjingguan bank is 49.13 m long and 41 m wide. The design vehicle load level of the Beipanjiang Bridge of the Zhen-sheng Expressway is Highway-I, the design driving speed is 80 km/h, the clear width of the bridge deck is 24.5 m, and the whole bridge is a two-way four-lane design. In terms of design and construction, the bridge has the following engineering and technical characteristics: (1) in order to solve the problem of deformation difference of adjacent segments in the process of steel truss girder erection, the construction scheme of rigid connection of the upper chord of 17 segments of the steel truss girder is adopted after hoisting, the remaining segments are rigidly connected with the upper chord of adjacent segments after hoisting in place, and the lower chord is left to be connected after the alignment of beam segments coincides. The hoisting sequence of the steel truss girder is from the mid span to the two towers symmetrically. (2) The horizontal height difference of the main tower is large. The design is based on the actual terrain and geological conditions, and the two tower columns of the main tower adopt the type of unequal height. This type of main tower structure is used for the first time in China. The spatial mechanical analysis is carried out on the different stress conditions of the left and right tower columns and the resulting beam bending moment along the bridge direction, which ensures the structural safety. (3) At home and abroad, the steel truss bridge deck system is mainly set in the mode of disconnection, which has the

2 Suspension Bridges

advantage that the deformation of the bridge deck system and the steel truss structure is relatively independent. However, the disadvantage is poor ride comfort. In the design process of the bridge, the deformation coordination between the deck and the steel truss girder in longitudinal, transverse and vertical directions are analyzed. According to the analysis results, the bridge deck system is the continuous mode of the whole bridge. (4) In view of the deep valley characteristics of the river bed at the bridge site, the wind effect of the canyon and the structural characteristics, the measures of setting a stable plate in the middle of the truss are adopted to ensure the wind resistance safety of the structure (Figs. 2.24, 2.25 and 2.26).

2.11

The Puli Bridge in Yunnan Province

Located in Xuanwei City, Yunnan Province, the Puli Bridge, crossing the Puli Ditch, is a bridge on the Puli-Xuanwei section of G56 Hangzhou-Ruili Expressway in Yunnan Province. It is one of the connecting lines of the “9210” trunk expressway network in Yunnan Province and one of the control projects of Puli-Xuanwei Expressway. Its construction was completed in October 2016. The bridge is located in the tectonically denuded and eroded deep-cut canyon landform unit area. The valley is narrow, the valley slopes on both sides are steep, and the terrain slope is large, which displays a V-shaped valley. The slope terrain on Puli Terrace moves towards the direction of the Puli Ditch, the terrain elevation is 1750–1770 m, and the terrain slope is 20–25°. The natural slope of Puli bank is generally gentle on the upper part and steep on the lower part. The topographic elevation of the slope top is 1983.5 m,

Fig. 2.24 Elevation view of the Beipanjiang Bridge (dimension unit: cm; elevation unit: m)

2.11

The Puli Bridge in Yunnan Province

33

Fig. 2.25 Actual photograph of the Beipanjiang Bridge

the elevation of the valley bottom is 1430.0 m, and the relative elevation difference is about 553.5 m. The topography of the Xuanwei Terrace is a ridge extending northeast. On both sides are mountains that are close to the vertical ditch axis. The top of the ridge is terrace-shaped farmland. The terrain, which is relatively gentle, generally slopes toward the axis of the Puli Ditch. The elevation of the valley top is 1922.60 m, and the relative elevation difference is about 492.60 m. The width of the valley bottom of the Puli ditch at the crossing section of the bridge is about 15–20 m. There is a large slope down the ditch to the bottom of the ditch, and there are many drop steps ranging from 5 to 20 m high. The valley bottom slope is about 5–10%. The height difference between the bridge deck and the valley bottom is about 400 m. The Puli Bridge is a single-span simply-supported steel box stiffened beam suspension bridge with a main span of 628 m. The approach on the Puli bank is the 4  40 m assembled pre-stressed concrete continuous T-beam, and the approach on the Xuanwei bank is the (3  40 + 3  40) m assembled pre-stressed concrete continuous T-beam. The total length of the bridge is 1040 m. The cable towers adopt reinforced concrete columns and portal frames. The tower column contains the tower crown, the upper column, the middle column, and the lower column. Three beams are set between columns, which adopt rectangular hollow thin-walled cross sections. The right and left tower columns are of unequal height. The total heights of the left and right tower columns on both sides of the strait are 156.5 m and 141.5 m respectively. The layout of the main cables is

(166 + 628 + 166) m, the sag-span ratio is 1/10, the transverse center spacing between the two main cables is 26 m, the inner diameter of the cable clamp is 512.5 mm, and the outer diameter of the cable clamp is 518.9 mm. Each main cable is composed of 91 full-length cable strands, with no back cables on the side spans. The stiffening beam is a flat streamlined single-box single-chamber steel box girder structure. The steel box girder has a total length of 626.7 m, a full width of 28.5 m, a net height of 3.0 m at the axis of the bridge, and a 2% bidirectional cross slope on the top surface. The steel box girder is designed as an orthotropic steel bridge deck. The thickness of the deck is 16 mm, the thickness of the bottom plate and the upward slope is 10 mm, and the bottom plate of the tower section is partially thickened to 16 mm. There are 2 pairs of vertical bearings, 2 pairs of horizontal wind-resistant bearings and 2 pairs of longitudinal dampers in the whole bridge. The vertical bearings, the wind-resistant bearings and the dampers are respectively arranged on the middle beam of the cable tower along the bridge axis direction. The hangers are longitudinally spaced 12 m apart, two hangers are installed at each lifting point, and the hangers are twisted cables with extruded sheaths. The anchorage on the Xuanwei shore is the rock-socketed gravity type, and the anchor base use the moderately-weathered limestone as the foundation bearing stratum. The anchorage is 56.7 m in length, 41 m in width and 43.5° in inclination. The anchors on Puli shore are of the tunnel type, with a length of 35 m and an inclination angle of 42°. The design vehicle load level of the Puli Bridge is Highway-I, the design driving speed is 80 km/h, the design

34

2 Suspension Bridges

Fig. 2.26 Construction and actual photographs of the Beipanjiang Bridge

reference wind speed is 26.3 m/s, and the design seismic fortification intensity is VII. The maximum longitudinal slope of the bridge is 1.65%, the cross slope of the bridge deck is 2.0% in both directions, the full width of the bridge deck is 28.5 m, with a two-way four-lane design (Figs. 2.27, 2.28 and 2.29).

2.12

The Dimuhe Bridge in Guizhou Province

Located in Shuicheng County, Guizhou Province, the Dimuhe Bridge spans the Dimuhe Canyon. It is a bridge on the Bijie-Duge section of G56 Hangzhou-Ruili Expressway in Guizhou. The construction of the bridge was started in September 2012 and was open to traffic in December 2015.

The bridge, situated in the mountain valley area in the western part of the Guizhou Plateau, crosses the Dimu River, part of the Wujiang River system which is a tributary of the Yangtze River Basin (the lower reach of the Dimu River is called the Sancha River, the main stream of the upper reach of the Wujiang River). The Jinshizi Power Station is built 2 km downstream away from the bridge. The normal water level after impoundment is 1440 m, the 500-year flood level is 1442.5 m, and the river surface is 130 m wide. The bridge is a dissolved-eroded U-shaped medium–high-mountain canyon, with steep cliffs and steep slopes on both sides. The terraces on both sides of the narrow gorge have developed peaks and valleys, with poor topographical conditions, and most of the bedrock is exposed. The elevation of the valley bottom is about 1410.52 m, the width of the valley bottom is about 86 m, the slope platform is 1858.6 m high

2.12

The Dimuhe Bridge in Guizhou Province

35

Fig. 2.27 Elevation view of the Puli Bridge (dimension unit: cm; elevation unit: m)

Fig. 2.28 Construction photograph of the Puli Bridge

(Duge bank), the width of the slope valley is 320 m, the relative height difference is 448.08 m, and the distance between the bridge deck and the water surface is about 360 m. There are only small roads leading to the villages on both sides of the strait, with poor traffic conditions. The Dimuhe Bridge is a single-span steel truss suspension bridge with a main span of 538 m and a total length of 881.5 m. Considering the asymmetric U-shaped canyon

terrain, the bridge towers on both sides are designed as high and low towers, which adopt reinforced concrete double-column portal frame structures. The tower on the Bijie bank is 147.00 m high, with three crossbeams and one ground beam between the tower columns; the tower on the Duge bank is 63.35 m high, with one crossbeam and one ground beam between the tower columns. The rigidity of the main towers on both sides of the strait is very different, and

36

2 Suspension Bridges

Fig. 2.29 Actual photograph of the Puli Bridge

the force on the low towers is very unfavorable. The design controls the rigidity of the main towers by adjusting the structural dimensions of the main towers on both sides of the strait to ensure the safety of the main towers on both sides of the strait. The layout of the main cables is (136 + 538 + 136) m, the sag-span ratio is 1/10, the horizontal center distance between the two main cables is 27 m, and the prefabricated parallel steel wire strands are used. Each main cable is composed of 89 full-length strands. The main truss of the steel truss stiffening beam is a Warren truss with vertical rods, the truss height is 4.5 m, the internode length is 3.5 m, and the longitudinal distance between the two main trusses is the same as that between the main cables, which is 27.0 m. The chords, diagonal rods and vertical rods of the main trusses all adopt H-shaped sections that are simple to manufacture and easy to assemble. The crossbeam has a truss structure with the same height as the main truss, 4.5 m, and a crossbeam is set every 7.0 m in the longitudinal direction. The upper chord of the crossbeam is a box-shaped section to facilitate the connection with the web of the crossbeam and the upper horizontal connection, and the remaining members of the crossbeam are all H-shaped sections. The hangers have a longitudinal spacing of 7.0 m, one hanger is set at each lifting point, and the hanger is a twisted cable with the squeezed sheath. Rock-socketed gravity anchors are used for anchorages on both banks, and moderately-weathered rock strata are used as the foundation bearing stratum of the anchor base. The anchorages on both banks are 54.02 m long and 40 m wide.

The design vehicle load level of the Dimuhe Bridge is Highway-I, the design reference period is 100 years, the design driving speed is 80 km/h, the width of the bridge deck with two-way four lanes is 33.5 m, the design reference wind speed is 34.8 m/s, and the seismic fortification intensity is VII. In terms of construction, due to site restrictions, the steel truss girder sections are assembled and hoisted only on one bank. For this purpose, the specially developed aerial rotating spreader sets the cable hoist inside the pylon. When hoisting the steel truss girder sections on the opposite bank, the aerial rotating spreader is used to realize the horizontal rotation of the girder section by 90°, and the girder section is lowered for installation after avoiding the interference of the hanger. The steel bridge deck is installed through separate decks by single-sided cable hanging. This hoisting method makes maximum use of the assembly site on one bank and accelerates the construction progress (Figs. 2.30, 2.31 and 2.32).

2.13

The Beipanjiang Bridge of the Guan-Xing Highway in Guizhou Province

The Beipanjiang Bridge of Guan-Xing highway, located in Qianxinan Prefecture, Guizhou Province, is a control project of the Guanling-Xingyi section of Zhenning-Xingyi Highway.

2.13

The Beipanjiang Bridge of the Guan-Xing Highway in Guizhou Province

Fig. 2.30 Elevation view of the Dimuhe Bridge (dimension unit: cm; elevation unit: m)

Fig. 2.31 Actual photograph of the Dimuhe Bridge

Fig. 2.32 Construction photograph of the Dimuhe Bridge

37

38

The bridge is located in Beipanjiang Gorge. The topography is featured by a karst peak cluster and a river erosion area. The terrain is undulating, the elevation varies from +420 m to +880 m, and the relative elevation difference is 460 m. The bridge site presents a compound U-shaped canyon with multi-level platforms, with the bare bedrock and weathering surface, forming a variety of karst landforms. The Beipanjiang Bridge of Guan-Xing highway is a simply-supported pre-stressed concrete slab girder suspension bridge with a main span of 388 m. The bridge deck is 460 m above the normal water level. The bridge tower is of a reinforced concrete double-column portal frame structure. The tower column is a solid rectangular section of 2.5 m 3 m, and the beam is designed according to pre-stressed members. The main cable layout is (103 + 388 + 103) m, and the sag-span ratio is 1/9. Each main cable is composed of 91 strands of parallel steel wires, and the outer diameter of the cable is 425 mm. The stiffening girder is a dumbbellshaped plate section. The middle of the plate is 0.56 m high, the sides of the plate are 0.45 m high, and the two sides of the girder are 0.95 m high. The main beam is constructed by prefabricated hoisting in sections. The prefabricated section is 4.4 m long, and the wet joint of 0.6 m is cast in place after being in place. The section hoisting weight is 96t. Considering the hoisting and erection of the main girder, the distance between the hangers is 5.0 m, each hoisting point is set with a hanger which is a twisted extruded sheath cable, and both ends of the hanger are equipped with cold cast anchors. The cable clamp is two symmetrical cast steel parts, and two lug plates extend out at both ends to be pin-connected to the hanger lug plate. The left and right halves of the cable clamp are fastened to the main cable by high-strength bolts. Because the bridge is located in a structural and Karstdeveloping zone and affected by the development of joints and fissures and other geological environments, gravity anchors are used for anchoring on both banks. The design vehicle load level of the Beipanjiang Bridge of Guan-Xing highway is Heavy vehicle-20 and Trailer-120, and the road is identified as the second-class highway in

2 Suspension Bridges

mountainous and hilly areas. The design driving speed is 40 km/h, and the bridge deck has a clear width of 11.0 m. The 100-year design reference wind speed at the surface height is 23.4 m/s. (Figs. 2.33 and 2.34)

2.14

The Xixi Bridge in Guizhou Province

The Xixi Bridge is located in Qianxi County, Bijie City, Guizhou Province. It is part of the Qianxi-Dafang section of the Guiyang-Bijie Expressway, an important auxiliary passage to the sea in the scheme of “two vertical, two horizontal and three important road sections” initiated by the former Ministry of Communications in the 1990s, and also a component of the “one vertical, two horizontal and four lines” skeleton expressway in Guizhou province. The bridge is located at the north-west edge of the distribution area of the “Central Guizhou Uplift”, and the sedimentary cap layer is not fully developed. Thick carbonate rocks are distributed in the area, and joint fractures, especially large-scale tension fractures, and dissolution are highly developed. Greatly affected by the Xixi River, the slopes of the valley are difficult of access and of strategic importance. The bridge deck of the Xixi Bridge is 298.7 m above the water. The Xixi Bridge is a simple-supported suspension bridge with a total length of 478 m, the main span of 338 m and a simple-supported T-beam of (4  30 + 20) m in Guiyang bank approach. The bridge tower is a reinforced concrete double-column portal frame structure. The tower column features a solid rectangular section of 2.4  2.5 m and a height of 41.6 m. The upper cross beam is designed according to pre-stressed concrete members and has a 2.3  2.0 m box beam section. The layout of the main cable is (141 + 338 + 114) m. The vertical span ratio is 1/9. The horizontal center distance between the two main cables is 12 m. The diameter of the main cable is 35.9 cm, composed of 65 strands. The stiffening beam is a thin-slab pre-stressed concrete structure; the middle of the beam slab is 0.6 m high; the sides are 0.4 m high; the anchorage area of the

Fig. 2.33 Elevation view of the Beipanjiang Bridge (dimension unit: cm; elevation unit: m)

2.14

The Xixi Bridge in Guizhou Province

Fig. 2.34 Actual photographs of the Beipanjiang Bridge

39

40

hanger is locally thickened by 0.6 m, and the bottom of the beam has an arc surface of R = 196.975 m. The main girder is designed according to part of the pre-stressed Class A component, with two-way pre-stress applied. The construction is done by prefabrication in sections and then hoisting, with the prefabricated section of 4.5 m and 0.5 wet joints cast in place after hoisting. The distance between the hangers is 5.0 m, and each hanger point is equipped with a hanger, which is a twisted extruded sheath cable, and at both ends are installed cold cast anchors. The cable clamp is made up of two symmetrical cast steel parts, and at the lower end extends two lug plates to connect with the hanger pin. The

2 Suspension Bridges

two halves of the cable clamp are fastened to the main cable by high-strength bolts. As the bridge is located in the structural and karst development zone, and the joints and fissures are developed, the anchorage on both sides of the bank is the gravity rock-socketed type, and the construction is done by cutting through. The design vehicle load level of the Xixi Bridge is Heavy vehicle-20 and Trailer-120, and the road is identified as the second-class highway in mountainous and hilly areas. The design driving speed is 60 km/h, and the bridge deck has a clear width of 11.0 m and a total width of 12.8 m. The design reference wind speed is 26.3 m/s (Figs. 2.35 and 2.36).

Fig. 2.35 Elevation view of the Xixi Bridge (dimension unit: cm; elevation unit: m)

Fig. 2.36 Actual photograph of the Xixi Bridge

2.15

2.15

The Azhihe Bridge in Guizhou Province

The Azhihe Bridge in Guizhou Province

The Azhihe Bridge is located in Liuzhi Special Administrative Region, Liupanshui City, Guizhou Province. It is one of the control engineering projects of Zhenning (Huangguoshu)-Shuicheng Expressway. The bridge is located in the Azhihe River Gorge, a first-level tributary of the Beipan River on the left bank, and takes on the karst mid-mountain-eroded landform. It is a combination of landforms distributed in a striped shape: The platforms, mountains and valleys are composed of Emeishan basalts, Permian Upper Longtan Formation and other clastic rocks; the steep karst ridges and the deep valleys are composed of lower Permian Maokou Formation limestones. The river valley is deep and has a typical “U” shape. The valley bottom elevation is 731 m, and the slope top elevation is about 1550 m, with the elevation difference of more than 800 m. The overall mountain terrain of the bridge site roughly corresponds to the rock strata, with an undulating topography. The horizontal slop on the Zhenning bank has large undulations, with a slope angle of 45°–75°, and the bank has a very steep longitudinal slope, with a slope angle of about 75°–85°, some sections even reaching 90°. The terrain on the Shuicheng bank is relatively gentle, with a horizontal slope angle of 20°–30° and a steep longitudinal slope of about 70°–80°. The maximum height difference between the bridge deck and the river valley is 247 m. The Azhihe Bridge is a single-span double-hinged suspension bridge with the main span of 283 m and the total length of 403 m. The approach on the Shuicheng bank is a simply supported T-beam of 4  30 m. The bridge tower is a reinforced concrete double-column portal-frame structure. The upper tower column has a solid rectangular section of 2.0  2.5 m, with the height of 35.55 m; the lower tower column has a solid rectangular section of 2.5  3 m, and the beams are designed according to pre-stressed members. The main cable layout is (75 + 283 + 90) m, with the sag-span ratio of 1/9, and each main cable is composed of 57 parallel steel wires. The stiffening beam is a pre-stressed concrete

41

slab structure with a thickness of 0.6 m in the middle of the slab, 0.4 m on both sides, and back to 0.6 m at the hanger. The slab is 13.3 m wide, and increases to 15 m at the hanger while the lateral width at the two lifting points is 14 m. The beam body is prefabricated in segments and the construction is done by hoisting. The prefabricated section is 4.5 m long and the wet joint of 0.5 m is cast in place. The distance between the hangers is 5.0 m and the side hangers are 6.5 m away from the center line of the main tower. Each lifting point is furnished with one hanger, which is a twisted extruded sheath cable. Cold cast anchors are installed at both ends: the upper end is connected with the cable clamp through the ears; the lower end is anchored on the stiffening beam by a large nut. As the bridge is located in a karst zone with well-developed joints and fissures, shallow-buried gravity anchors are used for anchorages on both banks. The basement is placed on the middle weathered layer according to drilling data, so the construction is done by cutting through. The design vehicle load level of the Azhihe Bridge is Heavy vehicle-20 and Trailer-120, and the road is identified as the second-class highway in mountainous and hilly areas. The design driving speed is 40 km/h, and the bridge deck has a clear width of 9.0 m and a total width of 13.3 m. The deck is designed with a two-way transverse slope of 1.5%. The design reference wind speed is 22.974 m/s (Figs. 2.37 and 2.38).

2.16

The Luojiaohe Bridge in Guizhou Province

The Luojiaohe Bridge is located in Dafang County, Bijie City, Guizhou Province. It strides over the Fazhai River Grand Canyon, which is dubbed “green water canyon and the first drift in the west``. It is a bridge on the Guiyang–Bijie Expressway. The construction of the bridge was started on April 2, 1999 and completed on April 28, 2001.

Fig. 2.37 Elevation view of the Azhihe Bridge (dimension unit: cm; elevation unit: m)

42

2 Suspension Bridges

Fig. 2.38 Actual photograph of the Azhihe Bridge

The Luojiaohe Bridge is a single-span concrete suspension bridge of 278 m. The cable span is (86 + 278 + 86) m, with the rise-span ratio of 1/9, and the height difference between the bridge deck and the river is 250 m. There are no side beams on both sides, and the bridge is connected with the roadbed by slabs. The main cable is composed of 54

bundles of wires, each of which has 61 galvanized parallel steel wires of U5.0 mm (U5.1 mm after galvanizing), connected with the anchors and rods by hot cast anchors. The hanger is composed of 73 galvanized parallel steel wires of U5.0 mm (U5.1 mm after galvanizing). The stiffening slab beam is made of C50 pre-stressed reinforced concrete, and

2.16

The Luojiaohe Bridge in Guizhou Province

15 strands of 5–7U5 low-relaxation pre-stressed steel wires and flat anchors are used in both lateral directions while the bridge as a whole uses 30 strands of 12–7U5 low-relaxation pre-stressed steel wires. The pylon is a trapezoidal portal-frame structure, and the tower column is a solid cross section of 2  2.5 m. Gravity rock-socketed anchors are used on both sides of the bank. The main girder of the bridge is simply supported, with a fixed support on the Guiyang side and a movable support on the Bijie side. The design vehicle load level of the Luojiaohe Bridge is Vehicle-20 and Trailer-120. The bridge deck is designed to accommodate two vehicle lanes. The critical wind speed of coupled flexural torsional flutter for the main girder is 60.6 m/s, and the critical wind speed of shunt torsional flutter for the main girder is 58.0 m/s. The deck is designed with a two-way transverse slope of 1.5%, and a vertical curve with a radius of 14000 m in the longitudinal direction (the vector distance is 0.7 m). The total width of the bridge deck is 12.8 m. The Luojiaohe Bridge won the 2004 Guizhou Province Quality Construction Project Award (Figs. 2.39 and 2.40).

43

2.17

The Tongmai Bridge in Tibet Autonomous Region

The Tongmai Bridge is a bridge on the Sichuan-Tibet Highway (No.318 national highway in Tibet) from Tongmai to the 105th section, a project of renovation and reconstruction. It crosses the Yigong Zangbo River and is located 14 km downstream of the Yigong Lake, about 300 m upstream of the confluence of the Yigong Zangbo River and the Palong Zangbo River. The landform of the bridge belongs to that of alpine river valley, with river terraces, foothills and mountains as well as luxuriant vegetation on both sides of the valley. The river channel is about 230 m wide and has a U-shaped cross section. The ground elevation of the bridge axis is between 2024.07 and 2094.73 m, with an elevation difference of 70.66 m. The geology of The bridge is relatively complex. It is located on the north side of the intersection of the main faults of the Bailei West Foot Fault Zone and the Jiali-Shen Fault Zone, and earthquakes of magnitude 5 to 6 often occur at the intersection.

Fig. 2.39 Elevation view of the Luojiaohe Bridge (dimension unit: cm; elevation unit: m)

Fig. 2.40 Actual photograph of the Luojiaohe Bridge

44

The Tongmai Bridge is a steel truss suspension bridge with a single tower and a single span, the main span of 256 m and the height of 75 m. The pylon is a reinforced concrete double-column portal-frame structure with a height of 59.5 m. The span of the main cable is (82 + 256) m, with the vertical span ratio of 1/17, and the lateral distance between the two main cables is 15.0 m, each of which is composed of 37 strands of wires. The hanger is made up of galvanized steel wire bundles, the upper joint of which is connected with the main cable clamp by pin hinges and the lower joint is anchored by nuts and pads in the anchor box on the outer node plate of the lower chord of the stiffening beam. The stiffening beam is of the steel truss type, which is composed of two trusses, horizontal connection, upper and lower horizontal joints. The main truss is the Warren-type truss, with a height of 4.0 m, the distance between the two trusses of 13.0 m, and the internode length of 5 m. K-type cross bracing system is used for the upper and lower horizontal joints. The bridge deck is made of solid reinforced concrete prefabricated slabs, each of which is 2.0 m wide, 5.0 m long and 24 cm thick, increasing to 30 cm at the end.

2 Suspension Bridges

6 slabs are installed across the bridge. In order to reduce the impact of the carriageway on the steel truss, a 2.8 cm thick plate rubber bearing is fixed under the carriageway slab. The anchorages on both banks are gravity ground anchors, which are located on the slopes of the mountain on the Chengdu side and on the front edge of rockfall masses, close to the river center, on the Lhasa side. Through the main cable saddle on the top of the tower, the main cable enters the front anchor room of the Chengdu bank anchorage, and then enters the front anchor room of the Lhasa bank anchorage through the splay saddle. The longitudinal direction of the bridge is a floating system. Vertical supports are applied between the stiffening beam and the tower to slide longitudinally. A longitudinal damper is set between the stiffening beam and the main tower while a wind-resistant support is fixed transversely. The design vehicle load level of the Tongmai Bridge is Highway-II, and the design driving speed is 40 km/h. The total width of the bridge deck is 12.0 m. The design basic peak ground motion acceleration is 0.25 g, and the design reference wind speed is 29.7 m/s (Figs. 2.41 and 2.42).

Fig. 2.41 Elevation view of the Tongmai Bridge (dimension unit: cm; elevation unit: m)

2.17

The Tongmai Bridge in Tibet Autonomous Region

Fig. 2.42 Actual photograph of the Tongmai Bridge

45

3

Cable-Stayed Bridges

3.1

The Yachihe Bridge in Guizhou Province

The Yachihe Bridge is located at the junction of Guiyang and Bijie in Guizhou Province, which crosses the Yachihe Grand Canyon. It is a bridge on the S82 Expressway between Guiyang and Qianxi, and it is also a control project of “one loop, two horizontal lines and nine rays” in the urban expressway system of Guiyang. The construction of the bridge was officially started in December 2013 and completed in September 2016. The Yachihe River, where the bridge is located, is a section of the mainstream of the Wujiang River and lies at the Wujiang River system in the Yangtze River basin. The bridge is located in the structural erosion karst Zhongshan canyon landform area, with a deep U-shaped river valley, and the river bank is steep. The abutments are located on the relatively gentle slopes of the mountains on both sides, with a natural slope of 20–75°. The ground elevation of the bridge axis is 842–1283 m, with a relative elevation difference of 441 m. The abutment of Guiyang quayside is located on the slope of a northwest-west facing mountain, and the natural ground slope at the abutment is 35–60°; the abutment of the Qianxi quayside is located in a south-south-east facing mountain recess with a slope of about 20–40°. The height of the Yachihe Bridge deck from the water surface is about 258.2 m, and the distance from the bottom of the valley is about 420 m. The Yachihe Bridge, with a total length of 1450 m, is a double-tower, double-cable-plane, semi-floating system and mixed-beam cable-stayed bridge with a main span of 800 m. The span layout is (72 + 72 + 76 + 800 + 76 + 72 + 72) m, with side-to-mid span ratio of 0.275, and the approach bridge is a 7  30 m simple beam first and then continuous T-beam. The main tower of the bridge is a reinforced concrete H-shaped structure. The height of the tower on the Guiyang

© China Communications Press Co., Ltd 2022 Z. Huang and Y. Li, China Highway Canyon Bridges, https://doi.org/10.1007/978-981-16-4431-3_3

bank is 243.2 m, and the height of the tower on the Qianxi bank is 258.2 m. The cable tower is equipped with two upper and lower beams along the height direction. The side span of the main girder is a pre-stressed concrete box structure, and the middle span is a steel truss girder structure, transiting between the pre-stressed concrete box girder and the steel truss girder by a steel box. The steel truss girder structure is N-type truss and two horizontal main trusses, spacing in the center by 27 m; the truss height is 8 m, and the standard section length is 16.0 m. The maximum beam weight of the steel truss is 240 t, and the total steel consumption is about 17,100 t. The concrete main girder is a uniform cross-section pre-stressed concrete double-sided box girder structure. The standard beam width is 27.7 m with a beam height of 8.2 m, and C55 high performance concrete is used. The stay cable is galvanized steel stranded cable, and the longest cable weighting as 42 t is 424 m. The cable-stayed tower ends are anchored by steel anchor beams. There are 96 sets of steel anchor beams for the entire bridge, with a total weight of 2150 t. The steel anchor beam is connected by the steel corbel and the pylon. The maximum weight of a single anchor beam is 9.6 t, and the maximum weight of a single set of steel corbel is 7.3 t. The main beam is provided with multi-directional (two-way) spherical steel bearings at the lower beam of the main tower and auxiliary piers; a one-way movable bearing and a two-way movable bearing are set at the transition pier; and a horizontal wind-resistant bearing is set at the pylon. 4 sets of viscous dampers are installed along the bridge at each tower and girder connection, and there are 8 sets of full bridge, which do not restrain the relative deformation between the tower and the girder in the longitudinal direction under static force, but consume energy for structural response under dynamic action. The design vehicle load level of the Yachihe Bridge is Highway-I, with a design driving speed of 80 km/h, and a

47

48

3 Cable-Stayed Bridges

design reference wind speed of 25.2 m/s. The seismic fortification intensity is VII. The bridge is a two-way and four-lane road with a full width of 24.5 m. During the construction of the Yachihe Bridge, there were three main challenges: The bridge is located in the Wumeng Mountains. The annual average number of days in severe weather such as rain, snow, and fog has reached 208 days, which seriously affects the improvement of production efficiency. The bridge is located in a deep canyon, the instantaneous wind force can reach 11 levels, and the site is extremely narrow, which brings great challenges to construction organization such as steel truss assembly. There are 8 km of construction access roads with steep slopes of more than 17° and only 10 m of U-turn sections. The steel truss beam was assembled with large sections and long cantilever. The maximum assembled length is 400 m. The axis deviation accuracy and elevation control must be within 10 mm, which made the construction control difficult. In order to overcome the above-mentioned difficulties, the overall hoisting technology of the tower body steel bars was innovatively adopted to build the Yachihe Bridge. The steel bars were pre-bound under the tower, and the large tower crane was used for overall lifting. Only the main reinforcement was aligned on the tower and the straight threaded sleeve was connected. The transformation from high-altitude construction to ground construction not only improves the safety of the entire project, but also shortens the construction period of the high tower. During the construction, cable cranes was used to install the main girder. The main girder was assembled into a standard 16 m section on the site and then moved to the bottom of the tower. The cable crane was used for hoisting, which accelerated the progress and was also a bold attempt at the construction technology of the cable-stayed bridge. In addition, to overcome the influence of the harsh weather, the winter high tower steam curing technology was used to build the Yachihe Bridge; the machine-made sand concrete high tower pumping, and steel strand cable stayed cable and other new technologies and new techniques are used in the tower construction. From the start of the construction to the successful closure of the bridge, it only took 33 months, which was the fastest speed of bridge construction under the same type and environment (Figs. 3.1, 3.2 and 3.3).

3.2

The Beipanjiang Bridge of the Bi-Du Expressway in Guizhou Province

The Beipanjiang Bridge of Bi-du Expressway is located at the junction of Shuicheng County in Liupanshui, Guizhou Province and Xuanwei City in Yunnan Province. It is a bridge on the Bijie-Duge section of the G56 Hangzhou-Ruili Expressway in Guizhou Province. The construction of the

bridge was officially started in December 2012 and completed in September 2016. The bridge is located in the Beipanjiang Grand Canyon at the junction of Yunnan and Guizhou Provinces. It lies at the slope of the transition from the Diandong Plateau in the northwest of Guizhou to the hills of the central Guizhou Mountains. The terrain is undulating and the relative height difference is large. Due to the strong erosion of surface water, the Beipanjiang Grand Canyon mostly develops into dendritic “V”-shaped valleys and “U”-shaped valleys. The deck of the Beipanjiang Bridge of Bi-du Expressway, currently the highest bridge in the world, is 565 m from the river surface. The Beipanjiang Bridge of Bi-du Expressway is a cable-stayed bridge which is a semi-floating system with a main span of 720 m and seven-span continuous steel truss beams, and the span layout is (80 + 2  88 + 720 + 2 88 + 80) m with side-to-mid span ratio of 0.356. Two auxiliary piers and one transition pier are set on the side span of the bridge, with a total length of 1232 m. The tower of the bridge is an H-shaped reinforced concrete frame, with a total of two upper and lower beams. The tower is 269 and 247 m high on the Guizhou bank and Yunnan bank, respectively. There are 25 sets of steel anchor beams for a single tower column, with each set anchoring one pair of cable stays, and the concrete surface of tower and pier is a long-lasting anti-corrosion coating system. The girder is a steel truss structure and the truss is a Pratt structure, which is composed of upper chord, lower chord, vertical web bars and diagonal web bars. The truss is 8 m high, with main span section length of 12 m, and the side span section length of 12 and 8 m. The distance between the centers of two trusses is 27 m, and the steel truss sections total 47 sections. The cable stays are made of galvanized steel stranded cable. The cable surfaces are arranged in a flat fan shape and each cable surface is composed of 28 pairs of cable stays. The bridge has a total of 112 pairs of cable stays. The girder is provided with two-way ball steel bearings at the lower beam of the tower and auxiliary piers, a one-way movable bearing and a two-way movable bearing are arranged at the transition pier, and a horizontal wind-resistant bearing is arranged at the tower. The steel truss girder and the tower girder are connected along the bridge direction by a damping device. There are four ones in two groups, which do not restrain the relative longitudinal deformation of the tower girder under static force, but consume energy for the structural response under dynamic action. The design vehicle load level of the Beipanjiang Bridge of Bi-du is Highway-I, with a design driving speed of 80 km/h and design reference wind speed of 26.03 m/s. The seismic fortification intensity is VII. The bridge is set with a longitudinal slope of 1.0%, and the bridge deck is set with a two-way 2.0% cross slope. The bridge deck has a full width of 27.9 m accommodating 4 vehicle lanes.

3.2 The Beipanjiang Bridge of the Bi-Du Expressway in Guizhou Province

49

Fig. 3.1 Elevation view of the Yachihe Bridge (dimension unit: cm; elevation unit: m)

Fig. 3.2 Design renderings of the Yachihe Bridge

According to the topography, conditions and design requirements of The bridge, the side span steel truss girder of the Beipanjiang Bridge of Bi-du Expressway is a multi-point decentralized automatic jacking construction process. In other word, the steel truss girder members were processed in the factory and transported to the site. After that, it was transported to the 9# and 10# piers of the Huzhai Bridge

which was completed through the construction access road. The truss, transverse truss and bridge deck were assembled on the pre-assembly site of the Huzhai Bridge through the vertical lifting of the 60 t gantry crane on the bridge deck. The truss was matched with 1 + 1, and then transferred to the assembly site in front of the abutment to be assembled and formed for jacking construction. The mid-span steel

50

Fig. 3.3 Construction and actual photographs of the Yachihe Bridge

3 Cable-Stayed Bridges

3.2 The Beipanjiang Bridge of the Bi-Du Expressway in Guizhou Province

51

Fig. 3.4 Elevation view of the Beipanjiang Bridge (Dimension unit: cm; Elevation unit: m)

truss girder used bridge deck crane suspension assembly technology to hoist the steel truss beam segments. In this technology, the steel truss girder sections are assembled on the ground according to the left, right longitudinal and transverse beams, and then hoisted by bridge deck cranes and other equipment. Since the steel truss girder are hoisted after the ground splicing is completed, the construction accuracy is higher, when compared with other processes, for there is more adjustment space, and the safety factor is also higher (Figs. 3.4, 3.5 and 3.6).

3.3

The Liuguanghe Bridge of the Xi-Qian Expressway in Guizhou Province

The Liuguanghe Bridge of the Xi-Qian Expressway is located at the junction of Xiuwen and Qianxi in Guizhou Province. It is a control project from S30 expressway (Xifeng to Qianxi). The bridge is currently under construction. The bridge is located in the Liuguanghe Grand Canyon in the Wujiang River system of the Yangtze River basin, which lies at the erosion and dissolution valley of low and middle mountains. The valley is “V”-shaped, with steep longitudinal slopes on both banks and bare bedrock. The highest altitude in The bridge is 1134.1 m, with the lowest altitude of 775.5 m, and the relative maximum elevation difference is

358.6 m. The height of the bridge deck of the Liuguanghe Bridge from the river valley water surface is about 340 m. The Liuguanghe Bridge is a cable-stayed bridge with double-tower, double-cable plane and semi-floating system with a main span of 580 m. The span is (5  40 + 243 + 580 + 243) m and the bridge is 1280 m in total length. The tower of the bridge is a reinforced concrete column structure with a folded H shape. The height of the Xifeng bank is 236 m and the height of the Qianxi bank is 248 m. Each tower column is provided with two upper and lower beams, and the cross section is rectangular; a single box three-chamber section tower pier transition is set between the tower column and the cap. The girder is a composite beam with double “I”-shaped steel beams and concrete slabs under common force. The “I``-shaped steel longitudinal beams, cross beams, and small longitudinal beams are connected by gusset plates and high-strength bolts to form a steel frame. Prefabricated bridge decks are set on the steel frame, and the wet joints of the cast-in-situ expanded concrete form a composite beam system with the shear studs on the steel beam. The full width of the girder is 27.7 m, with a height of 3.37 m; the rib spacing between the two “I”-shaped steel beams is 25.2 m. The standard thickness of the bridge deck is 28 cm, and the side span is locally thickened to 45 cm; the standard section length of the steel beam is 12 m. The stay cables are arranged in a plane double cable plane and

52

3 Cable-Stayed Bridges

Fig. 3.5 Construction photograph of the Beipanjiang Bridge

fan-shaped dense cable system. Each tower has 23 pairs of plane cables. The standard distance of the stay cables on the mid-span beam is 12 m, and the standard distance on the side spans is 12 and 8 m. The stay cable is epoxy-coated pre-stressed steel strand. The girder is equipped with movable spherical steel bearings in the longitudinal direction of the tower, transition pier, and auxiliary pier; the transverse wind-resistant bearing is installed at the junction of the tower and girder, and the bearing is installed on the inner wall of the tower column, which contains 4 ones in the whole bridge. Transition and auxiliary piers are provided with wind-resistant and earthquake-resistant blocks in the transverse direction; longitudinal dampers are installed between the girder and the lower beam of tower, and there are 4 ones in the whole bridge. The design vehicle load level of the Liuguanghe Bridge is Highway-I with the design driving speed of 80 km/h. The design reference wind speed is 25.8 m/s, and the seismic fortification intensity is VII. The longitudinal slope of the bridge deck is ±1%, the full width of the bridge deck is

27.7 m, and there are four lanes in both directions (Figs. 3.7, 3.8 and 3.9).

3.4

The Pingtang Bridge in Guizhou Province

The Pingtang Bridge is located in Pingtang, Qiannan Prefecture, Guizhou Province. It is a controlled project of the S62 Yuqing-Anlong Expressway. The provincial highway S312 passes 4.5 km from the north side of the bridge. The construction of the bridge was officially started in April 2016 and it is still under construction. The bridge is located in the southern part of Qiannan Prefecture. It lies at the geomorphology of the low-mediummountain valley with tectonic dissolution-the trough river valley of the first tributary of the Hongshuihe River in the Zhujiang River basin. The salient feature of this landform is that it is controlled by structure and lithology, and the trough trend is basically consistent with the lithology and regional

3.4 The Pingtang Bridge in Guizhou Province

53

Fig. 3.6 Actual photograph of the Beipanjiang Bridge

Fig. 3.7 Elevation view of the Liuguanghe Bridge (dimension unit: cm; elevation unit: m)

tectonic trend. The trough of the channel is a “V”-shaped trough with a width of 800–1500 m, with large fluctuations in topography, an altitude of 595.0–1185.0 m and a relative elevation difference of 590.0 m. The rock formation type in the trough is dominated by clastic rocks, and the right side of the channel is carbonate-in-clastic clastic rocks. The terrain is mostly ridged hills and chicken claw hills. The natural slopes are mostly medium and gentle slopes between 10°

and 25°. The height of the Pingtang Bridge from the water surface is 190 m. The Pingtang Bridge is a four-span composite girder cable-stayed bridge with two main spans of 550 m. The span is arranged as a 13  40 m pre-stressed concrete, first simply supported and then structurally continuous T girder plus (249.5 + 2  550 + 249.5) m composite girder. The bridge has a total length of 2135 m. The tower of the bridge

54

3 Cable-Stayed Bridges

Fig. 3.8 Construction photograph of the Liuguanghe Bridge

is reinforced concrete tower column structure with a diamond-shaped space tower. The tower column is a diamond-shaped pylon. The height of the tower is 145.2 m above the bridge deck, and the three towers below the lower beam are 174.8, 182.8, and 152.8 m. The total height is 320, 328, and 298 m. Each pylon is provided with an upper beam, and cross-section of a rectangular section, transiting between the tower column and the cap by a single-box three-chamber section vase-shaped tower pier. The girder is a composite beam with double I-shaped steel beam and concrete slab under common force. I-shaped steel longitudinal beams, cross beams, and small longitudinal beams are connected by gusset plates and high-strength bolts to form a steel frame. The prefabricated bridge deck is erected on the frame, and the wet joints of the cast-in-situ expanded concrete are integrated with the shear studs on the steel beam to form a composite beam system. The girder has a total width of 30.2 m and a height of 3.32 m. The rib spacing between the two I-beams is 25.7 m, and the standard length of the steel longitudinal beam section is 12 m. The stay cables are arranged in a double-cable plane,

fan-shaped dense cable system. Each tower is equipped with 22 pairs of space cables. The standard cable distance of the mid-span stay cables on the girder is 12 m, and the standard spacing of side span stay cables on the beam is 12 and 9.0 m. The stay cable is high-strength parallel steel wires. The middle tower beam is hinged, and the side tower is vertical support; the middle tower is equipped with fixed bearings and longitudinal limit devices; the side towers and transition piers are vertically equipped with movable basin rubber bearings, and the auxiliary piers are tension and compression bearings. There is a horizontal wind bearing at the junction of the tower and girder, the transition piers and auxiliary piers are equipped with wind and seismic blocks horizontally, and longitudinal dampers are installed between the side tower and girder. The design vehicle load level of the Pingtang Bridge is Highway-I, with the design driving speed of 80 km/h. The design reference wind speed is 33.8 m/s, and the seismic fortification intensity is VII. The entire bridge is a two-way four-lane line, with longitudinal slope of its deck of ±0.55%, and the full width of 30.2 m (Figs. 3.10 and 3.11).

3.5 The Hongshuihe Bridge in Guizhou Province

55

Fig. 3.9 Design renderings of the Liuguanghe Bridge

Fig. 3.10 Elevation view of the Pingtang Bridge (dimension unit: cm; elevation unit: m)

3.5

The Hongshuihe Bridge in Guizhou Province

The Hongshuihe Bridge is located at the junction of Luodian, Qiannan Prefecture, Guizhou Province and Tian’e, Hechi City, Guangxi Province. It crosses the Hongshuihe

River and it is a bridge of the G69 Yinchuan-Baise Expressway from Huishui to Luodian in Guizhou. The construction of the bridge was officially started in August 2013 and successfully completed on November 29, 2016. The bridge is located in the U-shaped canyon area of the Hongshuihe River in the Zhujiang River basin, which is an eroded and denuded low-mountain landform. The terrain on

56

3 Cable-Stayed Bridges

Fig. 3.11 Design renderings of the Pingtang Bridge

both banks has steep slopes, thin overburdens and partially exposed bedrock. The Hongshuihe River is about 390 m wide, the nearby altitude is 258.0–603.0 m, and the relative height difference is 345.0 m. The water level is controlled by the normal storage level of the downstream Longtan hydropower station. The normal storage level of the first phase is 375 m, and the normal storage level of the second phase 400 m, the lowest flood discharge level is 330.0 m. The distance from the bridge deck of the Hongshuihe Bridge to the lowest water level is 130 m. The Hongshuihe Bridge is a 508 m main span, double towers, double cable planes, and a semi-floating system hybrid composite beam cable-stayed bridge, with a span layout of 2  20 m pre-stressed concrete cast-in-place box girder plus (213 + 508 + 185) m. The bridge has a total length of 956 m. The tower of the bridge is a reinforced concrete folded H-shaped structure, consisting of a lower tower column, a middle tower column, an upper tower column, a tower crown, two upper and lower beams. The tower is 195.1 m high. To reduce wind resistance, the tower column is a rectangular hollow section with rounded corners, and the upper and lower beams are rectangular sections. The girder is in the form of superimposed beams on the bank and

mid-span in Guizhou province. The pre-stressed concrete p-shaped beam is used on the bank in Guangxi. It is the first asymmetric hybrid superimposed beam cable-stayed bridge in the world. The total width of the girder is 27.7 m, and the standard section is 3.175 m high. There are two types of beams: standard section beams and ballast section beams. To facilitate transportation, the beams are divided into 3 sections horizontally, and the maximum transport length is 11.53 m. The connection between the transverse beams, the girder and the transverse beams, and the transverse beams and the small longitudinal beams are connected by high-strength bolts. The stay cables are arranged in a double cable plane, flat fan-shaped dense cable system, using galvanized steel strands, and each tower is equipped with 21 pairs of cables. The girder are provided with longitudinally movable spherical steel bearings at the tower, auxiliary piers and transition piers. A total of 4 wind-resistant bearings are set between the tower and beams in the transverse direction, and there are 4 viscous dampers in the longitudinal direction, 2 at each main tower, for a total of 4. The design vehicle load level of the Hongshuihe Bridge is Highway-I with the design driving speed of 80 km/h. The design reference wind speed is 34.8 m/s, and the seismic

3.5 The Hongshuihe Bridge in Guizhou Province

fortification intensity is VII. The bridge deck has a two-way cross slope of 2.0%, a full width of 27.7 m, and four lanes in both directions. The Hongshuihe Bridge is distinguishing in the construction of the girder. Due to the use of asymmetric hybrid composite beams, in the construction of the pre-stressed concrete p-shaped beams on the Guangxi bank, the cast-in-place support method was used, and the superimposed beams on the Guizhou bank were constructed by jacking. The superimposed beam in the middle of the span is cantilevered section by section by a bridge deck crane (Figs. 3.12 and 3.13).

3.6

The Liuchonghe Bridge in Guizhou Province

The Liuchonghe Bridge is located in Zhijin, Bijie City, Guizhou Province. It is a bridge on the S55 Chishui-Wangmo Expressway. The construction of the bridge was started in July 2010 and completed in December 2012. The bridge is located in the lower reaches of the Liuchonghe River and is a U-shaped canyon, which lies at the dissolution and erosion of the low-middle mountain canyon. Both banks are steep cliffs and steep slopes. The platforms on both banks are gentle mountain terrain. Most of the bedrock is exposed and local shrubs are developed. The Liuchonghe River is the main river of the upper reaches of the Wujiang River, a tributary of the Yangtze River. The Hongjiadu hydropower station is built 2 km upstream of The bridge. The flood level of the Liuchonghe River is 970.5 m, and the water surface is about 334 m below the deck of the Liuchonghe Bridge.

57

The Liuchonghe Bridge is a pre-stressed concrete floating system cable-stayed bridge with a main span of 438 m and spans of 3  30 m, which is first simply supported and then structurally continuous T-shaped beam plus (195 + 438 + 195) m cable-stayed bridge and 19  30 m continuous T-shaped beams which is first simply supported and then structurally continuous, with a total length of 1508 m. The tower of the bridge is a diamond-shaped space structure, which is composed of a tower base, a pier, a lower, middle and an upper tower column, a tower crown, and two upper and lower beams. The height of the tower is 157.6 m, of which the height below the lower beam is 46 m, and the height of the tower above the lower beam is 111.6 m. To reduce wind resistance, the tower column is a polygonal hollow section. The girder is a pre-stressed concrete separated bilateral rib beam, with a top width of 24.1 m, a height of 2.7 m, a roof thickness of 0.32 m, and a 2% bidirectional cross slope. The stay cables are arranged in a double-cable plane, fan-shaped dense cable system. Each tower has 27 pairs of space cables. The distance of the main span stay cables on the girder is 7.8 m. The side span varies with the length of the section. The cable distance changes accordingly to 6.5 and 5.5 m. The girders are equipped with movable basin rubber bearings in the vertical direction at the transition piers, and with wind-resistant and shock-proof blocks in the horizontal direction; tension and compression bearings are installed in the vertical direction at the auxiliary piers; 0# cables are installed at the tower. There are longitudinal viscous dampers between the tower and girder, 2 at each tower, 4 in total. The design vehicle load level of the Liuchonghe Bridge is Highway-I with the design driving speed is 80 km/h. The design reference wind speed is 25.8 m/s, and the seismic fortification intensity is VII. The bridge deck has a two-way

Fig. 3.12 Elevation view of the Hongshuihe Bridge (dimension unit: cm; elevation unit: m)

58

3 Cable-Stayed Bridges

Fig. 3.13 Actual photographs of the Hongshuihe Bridge

cross slope of 2.0%, a longitudinal slope of ±0.6%, a full width of 24.1 m, and four lanes in both directions. The Liuchonghe Bridge is a pre-stressed concrete girder, which is cantilevered from both sides of the tower with a front fulcrum hanging basket, and the length of the side and middle span closing sections are 2.0 m and 3.0 m, respectively (Figs. 3.14 and 3.15).

3.7

The Polonggou Bridge in Tibet Autonomous Region

The Polonggou Bridge is located in Bomi County, Linzhi Prefecture, Tibet Autonomous Region. It straddles the intersection of Polonggou and Palongzangbo. It is one of the control projects of the renovation and reconstruction project of the Tongmai to 105 class section of the Sichuan-Tibet Highway on National highway 318 in Tibet. It is also the longest cable-stayed bridge in Tibet. The construction of the

bridge was started in December 2012 and completed in December 2015. The bridge lies at the landform of high mountain river valley, spanning the 400 m-wide mouth of the Polonggou ditch, the mouth of the ditch is about 400 m wide, and the landform of mud-rock flow accumulation on both banks, vegetation development. With a U-shaped section of the river valley, the main trench is cut deeply, and the ground elevation of the bridge axis is between 2001.37 and 2087.57 m, with a relative height difference of 86.2 m. The left side of the bridge is the turn of the Palongzangpo slope. The width of the river is about 160 m. The Chengdu bank lies at the erosion bank of the Palongzangpo slope. The height of the bridge deck of the Polonggou Bridge to the water surface is about 88 m. The Polonggou Bridge is a semi floating hybrid girder cable-stayed bridge with double towers, double cable planes, and a main span of 430 m. a double-tower, double-cableplane, semi-floating system mixed-beam cable-stayed bridge

3.7 The Polonggou Bridge in Tibet Autonomous Region

59

Fig. 3.14 Elevation view of the Liuchonghe Bridge (Dimension unit: cm; elevation unit: m)

with a main span of 430 m. The span is (156 + 430 + 156) m and the total length is 742 m. The main tower of the bridge is of type “A” above the bridge deck, with a height of 95.7 m. Below the bridge deck, it is combined into a single column, and the lower part is a group pile foundation. The height of the main tower of Chengdu shore is 146.7 m, and that of Lhasa shore is 139.7 m. The upper and middle tower columns adopt box-shaped cross-sections. In the cable anchoring area, the tower columns are equipped with circumferential pre-stress; the lower tower column is a single-box double-chamber cross-section, with a size of 6.5– 5.8 m along the bridge and 15–25 m along the transverse direction. The main beam is the combined form of composite beam and concrete beam. The middle span is a composite beam, the side span is a concrete beam, and the steel–concrete boundary line is located at a position 10 m away from the centerline of the pylon on the main span. The mid-span composite girder is a 2.2 m-high I-shaped steel main girder; the steel main girder is provided with a standard 4 m crossbeam, and the crossbeam web is connected to the steel main girder by high-strength bolts, and the upper and lower flange plates are not connected. A small longitudinal beam is set in the transverse span of the bridge with a height of 0.3 m; the small longitudinal beam and the crossbeam are connected by high-strength bolts. The stay cables are made of unbonded steel stranded cables, which are arranged in a fan-shaped double-cable plane. The bridge has a total of 68 pairs of cables and the longest length is 229.641 m. In order to improve the aerodynamic characteristics of the stay cable

and suppress the influence of wind and rain-induced vibration, the surface of the stay cable is treated with a spiral winding, and a viscous shear damper is installed at the end of the cable anchor beam. The main beam is equipped with vertical supports, horizontal wind-resistant supports and longitudinal dampers at the main tower to prevent excessive horizontal displacement of the main beam under earthquakes and gusts. The design vehicle load level of the Polonggou Bridge is Highway-II with the design driving speed of 40 km/h. The design peak ground motion acceleration is 0.25 g, and the design reference wind speed at the bridge deck is 29.7 m/s. The full width of the bridge deck of the concrete beam section is 13.8 m, and the full width of the bridge deck of the composite beam section is 16.8 m. The Polonggou Bridge is the first hybrid cable-stayed bridge in China with a mid-span cantilevered composite beam and side-span cantilevered concrete beam asymmetrically balanced system. During the construction of the main girder, the side span of the upper structure is suspended with a hanging basket. The mid-span uses a suspension crane to assemble composite beams. The dead weight and cable distance on both sides of the tower are very different. It is a difficult point to implement the bridge to ensure the balance of the cantilever ends on both sides of the tower, and it also restricts the construction period of the bridge. As a control project and landmark project of the Sichuan-Tibet Highway, the completion of the Polonggou Bridge will effectively alleviate the traffic difficulties of the Linzhi section of the

60

Fig. 3.15 Actual photograph of the Liuchonghe Bridge

3 Cable-Stayed Bridges

3.7 The Polonggou Bridge in Tibet Autonomous Region

61

Fig. 3.16 Elevation view of the Polonggou Bridge (dimension unit: cm; elevation unit: m)

Fig. 3.17 Construction photograph of the Polonggou Bridge

Sichuan-Tibet Hihgway, especially the “Tongmai Natural Risk” (Figs. 3.16, 3.17 and 3.18).

3.8

The Zhongjianhe Bridge in Hubei Province

Located in Xuan’en County, Enshi Prefecture, Hubei Province, Zhongjianhe Bridge spans the Zhongjian River Grand Canyon. It is a bridge on the G6911 Enshi-Laifeng Expressway. There is provincial highway S232 about 1 km to the north. The construction of the bridge was started in August 2011 and completed in October 2014.

The bridge lies at the geomorphology of middle-low mountain peak clusters which is structurally corroded and eroded. It is cut by the Zhongjian River, a tributary of the Qingjiang River. The topography is undulating. The micro-topography is a V-shaped canyon. The river valley at The bridge is steep and the cutting depth is large. The maximum ground elevation is 802 m, the lowest ground elevation is 555 m, and the relative elevation difference is 247 m. The natural slope angle of the abutment on the Xuan’en bank is 15°–35°, which is relatively steep locally, with a slope angle of 50°, and the slope direction is consistent with the bridge axis, which is a concave slope; the natural slope angle of the abutment on the Laifeng bank is

62

3 Cable-Stayed Bridges

Fig. 3.18 Actual photograph of the Polonggou Bridge

25°–50°. Part of it is a steep cliff with a slope angle of 75°, and the slope direction is consistent with the axis of the bridge. It is a convex slope with well-developed vegetation on the slope, mostly trees and shrubs. The height of the bridge deck of the Zhongjianhe Bridge to the bottom of the valley is 280 m. The Zhongjianhe Bridge is a semi-floating system steel truss stiffened cable-stayed bridge with a main span of 400 m, with a span of (46 + 134 + 400 + 134 + 46) m and a total length of 760 m. The main tower of the bridge is a reinforced concrete “H”-shaped tower column structure, and the towers on both sides are 245 m high. The tower body is a

box-shaped variable cross-section. The horizontal bridge is not placed on the side close to the center line of the bridge, and always remains vertical, and the size of the other side gradually changes from top to bottom. The main tower column is equipped with a rigid framework to facilitate construction positioning and participate in structural force. The rigid framework of the cable anchorage area of the upper tower column can be adjusted appropriately in conjunction with the positioning of the ropeway tube during construction. The steel truss is an “N”-shaped truss. The center spacing of the two main trusses is 26 m, and the truss height is 6 m. The main truss is a welded integral node

3.8 The Zhongjianhe Bridge in Hubei Province

structure. The upper chord of the main truss is a box-shaped section, and the top surface is set with a 2% transverse slope; the oblique webs and vertical webs of the main truss all adopt “H” cross-sections; the transverse connection system includes upper and lower beams and beam webs. In order to enhance the integrity of the main truss, a horizontal connection system is set at the end of the truss beam, the cable and the vicinity of the main tower. The stay cables are made of low-relaxation galvanized high-strength steel wires, arranged in a double-cable plane and fan-shaped, with a cable distance of 12 m or 5 m on the beam and 1.8–3.2 m on the tower. The stay cable is a comprehensive damping scheme combining dampers and aerodynamic measures. The aerodynamic measure is an embossed wind-rain-vibration resistant cable technology; the stay cable is a built-in shock absorber at the tower end and an external shock absorber at the beam end. The main beams are provided with longitudinally movable and vertically rigid spherical bearings at the transition piers, auxiliary piers and the lower cross beams of the main tower; 4 horizontal wind-resistant bearings are installed at the main tower, respectively, arranged on the upper and lower chords of the main truss and the tower column Between; set lateral limit blocks at the side piers to limit the excessive lateral displacement of the main beam under accidental loads such as earthquakes; set a group of viscous dampers at the transition piers and the lower beam of the main tower respectively, 8 groups in total. The design vehicle load level of the Zhongjianhe Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII. The full width of the bridge deck is 26.922 m with the clear width of the carriageway being 2  11 m (two-way four lanes). The construction environment of the Zhongjianhe Bridge is harsh and the technology is complicated. The main tower

63

is hydraulic automatic climbing formwork construction. The steel truss beam installation is the rod parts factory processing; the tower is assembled under the tower, and is symmetrically cantilevered by 4 large-tonnage bridge deck cranes (Figs. 3.19 and 3.20).

3.9

The Wuzuohe Bridge in Guizhou Province

The Wuzuohe Bridge is located in Zhijin County, Bijie City, Guizhou Province. It is a control project on the G76 Xiamen-Chengdu Expressway from Zhijin County to Nayong County in Guizhou Province. The construction of the bridge was started in July 2012 and completed in December 2015. The bridge is located in the transition zone from the Yunnan-Guizhou Plateau to the Qianzhong Mountain Plains, crossing the Wuzuo River valley, cutting mountains and undulating terrain. The height of the Wuzuohe Bridge deck to the platform is 113.5 m, and the height to the bottom of the valley is 225 m. The Wuzuohe Bridge is a pre-stressed concrete cable-stayed bridge with twin towers and double-cable plane floating system with a main span of 380 m. The span layout is 13  40 m, first simply supported and then structurally continuous T beam + (178 + 380 + 178) m cable-stayed bridge + The 5  40 m T-beam is simply supported first and then the structure is continuous, with a total length of 1456 m. The main tower of the bridge is a reinforced concrete “vase-shaped” space structure. The height of the tower below the lower beam is 41 m, and the height of the tower above the lower beam is 102.5 m. In order to reduce wind resistance, the tower column is a polygonal hollow section,

Fig. 3.19 Elevation view of the Zhongjianhe Bridge (dimension unit: cm; elevation unit: m)

64

3 Cable-Stayed Bridges

Fig. 3.20 Design rendering of the Zhongjianhe Bridge

Fig. 3.21 Elevation view of the Wuzuohe Bridge (dimension unit: cm; elevation unit: m)

and in order to increase the stability of the tower column, a transverse partition is installed on the top of the upper tower column. The basic section of the main beam is a separated side main beam, with a top width of 27.1 m, a height of 2.6 m, and a roof thickness of 0.32 m, with a 2% bidirectional cross slope. The stay cables are arranged in a double-cable plane, fan-shaped dense cable system. Each main tower has 24 pairs of space cables. The cable distance

of the main span stay cables on the beam is 7.5 m. The side span varies with the length of the section. The cable distance changes accordingly to 6.5 and 5.5 m. In the main beam, a movable basin-type rubber bearing is installed vertically at the transition pier, and a wind-resistant and earthquake-proof block is installed horizontally; a tension and compression bearing is installed vertically at the auxiliary pier; No. 0 cable is installed at the cross beam of the main tower.

3.9 The Wuzuohe Bridge in Guizhou Province

65

Fig. 3.22 Actual photograph of the Wuzuohe Bridge

The design vehicle load level of the Wuzuohe Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII. The bridge deck has a full width of 27.1 m with two-way four lanes (Figs. 3.21 and 3.22).

3.10

The Chishi Bridge in Hunan Province

The Chishi Bridge is located in Yizhang County, Chenzhou City, Hunan Province. It is a bridge on the G76 XiamenChengdu Expressway from Rucheng to Chenzhou in Hunan. The construction of the bridge was started in March 2010 and the bridge was open to traffic in October 2016. The Chishi Bridge is a pre-stressed concrete cable-stayed bridge with two cable planes and four 165 + 3  380 + 165 m towers. The main bridge is 1470 m in length and is a consolidation system of middle tower pier beam supported by side tower. The bridge deck is about 182 m above the ground, and the maximum height of the cable tower is 287.63 m. The main tower column is a double-sided hyperbolic curve waist-shaped thin-walled structure with grooves, and the upper tower column is equipped with a steel anchor beam. The main girder is a single box fourchamber box section, with a center height of 3.2 m and a top width of 27.5 m. The bridge deck is equipped with a two-way cross slope of 2%. The stay cables are made of

low-relaxation steel strands with anti-corrosion treatment on the surface, and are arranged in a fan shape. Each tower has 23 pairs of stay cables and there is a total of 368 cables in the whole bridge. The design vehicle load level of the Chishi Bridge is Highway-I with the design driving speed of 80 km/h. The design peak ground motion acceleration is less than 0.05 g, and the design reference wind speed is 24.1 m/s. The bridge deck has a full width of 28 m with two-way four lanes. The Chishi Bridge has the characteristics of large span, high piers, multiple towers and large pile diameters. With a high level of technology and novel structure (especially the type of pylon structure), it ranks first in the world's four-tower cable-stayed bridges The main technical innovations in the design and construction of the Chishi Bridge are: ① In the pile group design, the pile length is determined according to the geological conditions of each pile, and the difference of the pile length of the pile group under the same platform is up to 58 m. Considering the stiffness of the pile foundation, the short pile diameter is designed to be 2.8 m, and the long pile diameter 3.1 m, which greatly avoids the settlement difference caused by the uneven force of the pile foundation; ② In order to solve the problem of weak stiffness of the multi-tower cable-stayed bridge, and considering the bridge aesthetics that is in harmony with the environment, a new type of pylon plan combining an original hyperbolic hollow polygonal thin-walled tower column and

66

3 Cable-Stayed Bridges

an A-shaped bridge tower is proposed; ③ The main tower body is a box shape with “inward convex” cross section. This box-shaped section with “self-stiffening” effect greatly improves the local stability of the curved box wall, so that only one cross-beam is needed for the 120 m-high lower tower column; ④ The construction technology of impact drill with internal protection cylinder is adopted. This technology, supplemented by filling materials such as highquality mud, backfill rubble and loess, and proper arrangement of the opening sequence according to the length of the pile, effectively solves the technical problems in the construction of pile foundation in areas with super-karst development of drift and pebble overburden. ⑤ It is first domestic one-time pouring of 4100 m3 polypropylene fiber tower base concrete; ⑥ With a dead weight of 280t, the cradle has a maximum bearing capacity of up to 7600KN, ranking first at home and abroad, and a special forward-moving trolley is used for the high-altitude assembly of the cradle; ⑦ The first comprehensive application of the temporary measures of “vertical pull cable + horizontal TMD” solves the problem of wind resistance during construction; ⑧ In order to reduce the tower deviation caused by the shrinkage and creep of the main beam reinforced concrete in the later stage, horizontal thrust is applied when the mid-span and second-mid-span are closed so that the pylons are pre-biased to both sides (Figs. 3.23 and 3.24).

3.11

The Wulingshan Bridge in Chongqing Municipality

The Wulingshan Bridge is located in Qianjiang District, Chongqing Municipality. It is a bridge in the ChongqingChangsha section of G65 Baotou-Maoming Expressway. The construction of the bridge was officially started in March 2006 and completed in December 2009. The bridge lies at the geomorphic unit of dissolution and erosion of the low-middle mountain canyon, which spans the Ganxi Gully and cuts deeply. The ground elevation is between 370 and 632 m and the maximum relative height difference is 262 m. From east to west, water flows through

the Ganxi Gully all year round. There are cliffs on the bank slope with little soil, exposed bedrock, well developed vegetation, and flourished forests and shrubs. The natural slope to the Changsha side is between 257° and 274° and the natural slope angle is between 26.6° and 50°; to the Chongqing side, the natural slope is between 49° and 75° and the natural slope angle is between 35° and 63°. The bridge deck is 263 m above the valley bottom. The main span of the Wulingshan Bridge is a 360 m-long pre-stressed concrete cable-stayed bridge with double tower and double cable plane floating system. The span layout is 30 m pre-stressed concrete simply supported T-beam + (155 + 360 + 155) m cable-stayed bridge + 4  30 m first simply supported and then continuous pre-stressed concrete T-beam, with a total length of 832 m. The main tower of the bridge is jewel-shaped tower columns, which are composed of tower pedestal, pier (only in the main tower on Chongqing bank), lower tower column, upper tower column, tower crown and upper and lower beams. The tower column is reinforced concrete multi-diamond hollow cross-sections. The tower height above the lower beam is 99.08 m, and the tower height below the lower crossbeam is 45.0 m. Under the pier tower of the main tower on Chongqing bank, there is a round end pier body with a height of 41.0 m. The anchorage zone of the stay cable is of the convex tooth type, which is reinforced by U-shaped pre-stressed tendons to balance the horizontal component of the stay cable. The main tower column is provided with a stiff skeleton to facilitate construction positioning and carry load. The basic section form of the main beam is the side main beam, the top width is 27.1 m, the height is 2.5 m, the top plate thickness is 0.32 m, and a 2% two-way cross slope is set. The stay cable is made of low relaxation galvanized high strength steel wire, and the cable spacing is 8, 6 and 5 m except that the distance between No. 0 cable and No. 1 cable is 14.0 m. The design vehicle load level of the Wulingshan Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII. The full width of the bridge deck is 27.1 m with two-way four lanes (Figs. 3.25 and 3.26).

Fig. 3.23 Elevation view of the Chishi Bridge (dimension unit: cm; elevation unit: m)

3.12

The Guozigou Bridge in Xinjiang Uygur Autonomous Region

67

Fig. 3.24 Actual photograph of the Chishi Bridge

3.12

The Guozigou Bridge in Xinjiang Uygur Autonomous Region

The Guozigou Bridge is located in Huocheng County, Ili Prefecture, Xinjiang Uygur Autonomous Region. It is a bridge on G30 Lianyungang-Horgos Expressway in the section from Sairam Lake to Guozigoukou in Xinjiang Uygur Autonomous Region. The construction of the bridge was officially started in August 2007 and the bridge was open to traffic in September 2011. The bridge is located in the Guozigou Scenic Area, with high requirements for bridge landscape, complex terrain, variable climate and fragile ecology. The height of the Guozigou Bridge from the bottom of the valley is about 186.3 m. the Guozigou Bridge is a semi-floating system

steel truss beam cable-stayed bridge with a main span of 360 m, a span arrangement of (170 + 360 + 170) m and a total length of 700 m. The main tower of the bridge is a stepped reinforced concrete structure, and the tower column is a single-box single-chamber section. The stepped main tower is divided into three sections. The upper tower is 133.5 m high, the middle tower pier is 38 m high, and the lower tower piers (Kuitun bank and Horgos bank) are 38 m and 44 m respectively. The total height of the Kuitun main tower is 209.5 m., and the total height of the main tower on the Khorgos bank is 215.5 m. The height above the main tower bridge is lower than the height of the tower pier. The design is the ladder shape, and the vision is divided in the direction of height, which has achieved a better landscape effect and is original in China. The steel truss is composed of main truss, cross beam, upper and lower plane connection,

68

Fig. 3.25 Elevation view of the Wulingshan Bridge (dimension unit: cm; elevation unit: m)

Fig. 3.26 Actual photograph of the Wulingshan Bridge

3 Cable-Stayed Bridges

3.12

The Guozigou Bridge in Xinjiang Uygur Autonomous Region

69

transverse connection system and bridge deck system. The stiffening beam is an N-shaped truss, the center spacing of the two main trusses is 26 m, the truss height is 6 m, the internode length is 6 m, and the welded integral nodes are used. The upper and lower chords of the main truss adopt a box-shaped section and each side vertical plate is provided with a plate stiffener. The main truss diagonal and vertical rods adopt H-shaped section. The main truss joints of the Guozigou Bridge are integral joints, which have the characteristics of forming whole joint and chord, smooth appearance, strong integrity, less parts, small installation workload and saving the number of steel and high strength bolts. The cables are low slack galvanized parallel steel wire bundle cables, which adopt double cable plane fan-shaped arrangement. Both ends of the cables are cold-cast upsetting anchors, the beam end is the fixed end, and the tower is the tensioning end. The stay cable vibration damping method is built-in rubber vibration damping block and PE outer surface with weatherproof spiral line, and external vibration damper is set at the same time. The main beam is provided with longitudinally movable and vertically rigid spherical bearings at the side piers and the main tower; 4 horizontal wind-resistant bearings are provided at the main tower, which are respectively arranged between the upper and lower chords of the main truss and the tower column; at the side piers set lateral limit blocks to limit the excessive lateral displacement of the main beam end under accidental loads such as earthquakes; each main truss of the main beam is provided with a set of hydraulic dampers at the side piers and the two cross beams of the main tower. There are 8 sets of bridges. The design vehicle load level of the Guozigou Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII. The maximum

longitudinal slope of the bridge deck is 2.445%. The full width of the bridge deck is 26.93 m with two-way four lanes. To suit the climatic conditions at the Guozigou Bridge site and its severely cold winter, the cables are anchored on the beams with anchoring anchors. The node anchor box is set inside the integral node, and the cable guide passes through the top and bottom plate of the upper chord. The lower anchor joints are all processed in the factory, no site welding is required, and the construction quality is easy to guarantee. The gusset plate is locally pressure-bearing, and there is no brittle failure problem under low temperature conditions, which can effectively avoid the low temperature brittle fracture problem of steel structures in high-cold areas. The static calculation of the Guozigou Bridge shows that the side pier has negative reaction force. According to the characteristics of steel truss girder, the side span load is carried by the way of setting reinforced concrete blocks within three joints at the end of the main girder, and the concrete blocks are simply supported on the main truss girder. The scheme is simple in structure, safe and reliable, and less maintenance in later period compared with the scheme of setting in vitro cord. This method is the first of its kind for domestic expressway bridges. The Guozigou Bridge is the construction plan of closing the two side spans and then closing the middle span. The steel truss girder closure is the construction control sticking point of the bridge. The design is the chord to pass through the elongated circular holes and circular holes on the vertical plate, and uses the temperature change and the expansion and contraction of the steel beam to achieve precise closure. The diagonal rods are cast on-site to achieve semi-precision closure. The closure process is the first in the domestic expressway industry (Figs. 3.27 and 3.28).

Fig. 3.27 Elevation view of the Guozigou Bridge (dimension unit: cm; elevation unit: m)

70

3 Cable-Stayed Bridges

Fig. 3.28 Actual photograph of the Guozigou Bridge

3.13

The Malinghe Bridge in Guizhou Province

The Malinghe Bridge is located in Xingyi City, Qianxinan Prefecture, Guizhou Province. It crosses the Maling River Grand Canyon, a national scenic spot, and is a control project of the G78 Shantou-Kunming Expressway from Banba to the Jiangdi in Guizhou. The bridge is the first cable-stayed bridge with two towers and two cable planes in Guizhou province, which was completed in August 2009. The bridge is located in the Xingyi Dissolution Basin on the slopes of the Yunnan-Guizhou Plateau. It lies at the geomorphic unit of high mountains, peak clusters and canyons in tectonic dissolution, with strong surface erosion. The terrain is high at both ends and low in the middle. The highest point is 1253.8 m above sea level, and the lowest point is 930.7 m above sea level, with a relative elevation difference of 323.1 m. With the exception of deep canyons, the general height difference is between 60 and 150 m. Along the midline of the route, the terrain gradually descends toward the canyon in a step-like manner. The bad geology in the area mainly includes karst, dangerous rock mass and caving or

rolling rocks. There are 2 dangerous rock masses distributed on the cliff of the Xingyi Bank of the canyon, both of which are related to unloading fissure. The height of the bridge deck from the bottom of the valley is 127 m. The Malinghe Bridge is a pre-stressed concrete cable-stayed bridge with two towers and two cable planes with a main span of 360 m. The span layout is (3  50 + 4  50) m, which is a pre-stressed concrete T beam of pre-stressed concrete + (155 + 360 + 155).) M cable-stayed bridge + (40 + 3  50 + 3  50) m, first simply supported and then continuous rigid frame prestressed concrete T-beam, with a total length of 1380 m. The main tower on the top effect side is a floating system, and the main tower on the Xingyi bank is a consolidated system. The main tower is jewel-shaped and lies at a reinforced concrete space structure. It consists of a tower base, a tower pier, a lower tower column, an upper tower column, a tower crown, and upper and lower beams. The height is 192.075 m, of which the height above the lower beam is 91.0 m. In order to reduce the windward surface, the tower column is a polygonal hollow section. The main beam is a “P”-shaped section, with a top width of 27.1 m, a height of 2.5 m, and a top slab thickness of 32 cm, with a 2% bidirectional cross slope.

3.13

The Malinghe Bridge in Guizhou Province

The stay cables are galvanized parallel steel wire bundles and are arranged in a plane sector with double cable surfaces. The standard cable distance of stay cables on the beam is 8 m, but the distance between the 0 cable and No. 1 cable of the main tower on the top effect side is 14 m, and the distance between the cable 1 of the main tower on the Xingyi bank is 28 m. There are three types: 6.3 m, 6.0 and 5.5 m. The stay cable is a comprehensive damping scheme

71

combining dampers and aerodynamic measures, and the aerodynamic measures adopt embossed wind-rain-vibration resistance technology. The design vehicle load level of the Malinghe Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII. The total width of the bridge deck is 27.1 m with two-way four lanes (Figs. 3.29 and 3.30).

Fig. 3.29 Elevation view of the Malinghe Bridge (dimension unit: cm; elevation unit: m)

Fig. 3.30 Actual photograph of the Malinghe Bridge

72

3.14

3 Cable-Stayed Bridges

The Wujiang Bridge of Dao-An Expressway in Guizhou Province

The Wujiang Bridge of Dao’an Expressway is located at the junction of Yuqing County and Meitan County in Zunyi City. It is a bridge on G69 Yinchuan-Baise Expressway in the section from Daozhen to Xinzhai in Guizhou province. The construction of the bridge was officially started in December 2012 and completed in December 2015. The bridge lies at a low mountain valley landform, with large undulations. The Wujiang River runs deep into the riverbed, forming a U-shaped river valley, and the river bank is steep. The elevation of the middle line within The bridge is 600.0–725.0 m, and the maximum relative elevation difference is 125.0 m. The designed water level of the Wujiang River is 632.510 m, the water depth is greater than 160 m, and the water surface is not navigable. Only narrow mountain roads pass through The bridge, and the traffic conditions are poor. The bridge deck of the Wujiang Bridge is about 85 m above the designed water level and 255 m above the bottom of the Wujiang Valley. The Wujiang Bridge of Dao’an Expressway is a cable-stayed bridge with a double tower and double cable plane hybrid composite girder with a span of 360 m. The span is (54 + 71 + 360 + 71 + 54) m and the bridge is 610 m long. The main tower of the bridge is a reinforced concrete H-shaped frame structure, which is composed of upper tower column, middle tower column, lower tower column, upper beam, lower beam. The tower body is a box-shaped section. The total height of the main towers on both banks is 172 m. The main tower columns are equipped with rigid frameworks to facilitate construction positioning. The mid-span main girder is a double-sided upside-down “F”-shaped steel main girder combined with the overall section of the bridge deck. The transverse center distance of the main girder is 26 m, the full width is 28 m, the beam height at the center line of the route is 3.16 m, and the beam height at the center line of the side main beam is 2.9 m. The side span main girder is the form of concrete side main girder, with a full section width of 28 m, a cross-section edge height of 2.88 m, a center height of 3.16 m, and a main girder top plate thickness of 0.32 m. The whole bridge has 112 stay cables in a fan-shaped arrangement, using low-relaxation galvanized high-strength steel wires. The cable distance on the beam is 12 m in the middle span, 8 m in the side span, and 3.5 * 2.5 m on the tower. Under the foundations of the main towers on both sides of the bank, 18 bored piles with a diameter of 3 m are arranged, and the pile length is 55 m. The main beam is provided with longitudinally movable and vertically rigid spherical bearings at the bridge abutments, auxiliary piers and the lower beam of the main tower; 2 horizontal wind-resistant bearings are installed

at the main tower, and horizontal limit blocks are installed at the bridge abutments and auxiliary piers; A set of viscous dampers are set at the lower beam of each main tower to reduce the impact of the earthquake on the structure, and altogether there are 8 sets in the whole bridge. The design vehicle load level of the Wujiang Bridge of Dao’an Expressway is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII. The bridge is equipped with a longitudinal slope of 1.0% and a cross-slope of 2.0% in both directions. The carriageway of the bridge deck is 24.5 m wide with two-way four lanes. The Wujiang Bridge of Dao’an Expressway is the first hybrid composite beam cable-stayed bridge in Guizhou Province. The span is larger and the technique it involving is more complicated than those of similar bridges in China. The side span is a pre-stressed reinforced concrete p-beam, and it is constructed with a large floor-to-ceiling steel pipe support. The middle span is a stack of steel beam frame + concrete deck The combined beam is restricted by the actual conditions of on-site construction, and a new type of bridge deck crane is used to hang up the bridge cantilever part (Figs. 3.31 and 3.32).

3.15

The Beipanjiang Bridge of Wang-An Expressway in Guizhou Province

The Beipanjiang Bridge of Wang’an Expressway, also known as the Yanjia Bridge, is located on Beipan River at the junction of Ceheng County and Wangmo County in Guizhou Province. Abutments on both sides are located near provincial highway S312. The bridge is in the WangmoAnlong section of S62 Yuqing-Anlong Expressway in Guizhou and was completed in November 2015. The bridge is located in the slope area from the Yunnan-Guizhou Plateau to the Guangxi hills, and lies at the mountainous area on the southeast side of the Wumeng Mountains. The overall terrain is high in the north west and low in the south east. The ground elevation of the passage section of the bridge axis is 366.9–496.0 m, and the relative elevation difference is 129.1 m. The bridge has a humid subtropical monsoon climate, with an average of 9.8 strong winds greater than 17 m/s per year. Because it is located in the upper reaches of Longtan Reservoir, the water level changes greatly. The height of the bridge deck of the Beipanjiang Bridge of Wang’an Expressway to the lowest water surface is about 187.9 m. The Beipanjiang Bridge of Wang’an Expressway is a pre-stressed concrete cable-stayed bridge with double towers and double cable planes with a main span of 328 m. The span layout is 3  30 m pre-stressed concrete cast-in-place box girder + (150 + 328 + 150) m cable-stayed bridge + 3

3.15

The Beipanjiang Bridge of Wang-An Expressway in Guizhou Province

73

Fig. 3.31 Elevation view of the Wujiang Bridge (dimension unit: cm; elevation unit: m)

30 m pre-stressed concrete cast-in-place box girder, with a total length of 817 m. The main tower of the bridge is a reinforced concrete folded H-shaped tower column structure, which consists of tower seat, tower pier, lower tower column, middle tower column, upper tower column and upper and lower beams. The height of the tower is 190.4 m on the Wangmo bank, 187.9 m. on the Ceheng bank. The height of the tower is 38 m the top of the lower beam and 88.9 m. above the top of the lower beam. To reduce wind resistance, the tower column is a polygonal hollow section. The basic cross section of the main beam is the side main beam, with a top width of 24.1 m, a height of 2.5 m, a roof thickness of 0.32 m, and a two-way cross slope of 2%. The stay cable is low-relaxation epoxy-coated high-strength steel wire, which is a flat double-cable surface, fan-shaped dense cable system. Each main tower has 22 pairs of flat cables. The standard cable distance on the beam is 7.0 m, and the non-standard side span is 5.5 m. Cold casting upsetting anchor is used at both ends of the cable. The tower is the tensioning end and the beam end is the fixed end. The stay cable is a comprehensive damping scheme combining damper and pneumatic measures. No. 8–22 cables adopt viscous dampers to reduce vibration, and aerodynamic measures adopt embossed wind-rain-vibration-resistant cable technology. The main beam is equipped with No. 0 cable at the main tower, and

longitudinal dampers are installed between the tower beams; movable basin rubber bearings are installed vertically at the transition piers, and wind and earthquake-resistant blocks are installed horizontally. The design vehicle load level of the Beipanjiang Bridge of the Wang’an Expressway is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII, and the design reference wind speed is 25.7 m/s. The whole width of the bridge deck is 24.1 m with two-way four lanes. The main girder of the Beipanjiang Bridge was constructed by cantilever casting with form traveller. No. 0 and No. 1 girder segments were constructed on brackets supported by pre-embedded corbels at the lower beams of the pylons. The closure section of the main girder is constructed by suspension frame, and the concrete pouring in the closure section is preloaded. The upper and lower beams are cast-in-place with support. Cap, tower seat, tower pier, bottom solid section of lower tower column and solid section of cross beam and column joint are all large volume concrete. To effectively control hydration heat, the temperature control design is carried out according to the thermal characteristics of aggregate, cement and other materials before construction, and the mix ratio is reasonably determined (Figs. 3.33 and 3.34).

74

Fig. 3.32 Actual photograph of the Wujiang Bridge

Fig. 3.33 Elevation view of the Beipanjiang Bridge (dimension unit: cm; elevation unit: m)

3 Cable-Stayed Bridges

3.16

The Tieluoping Bridge in Hubei Province

75

Fig. 3.34 Actual photograph of the Beipanjiang Bridge

3.16

The Tieluoping Bridge in Hubei Province

The Tieluoping Bridge is located in Changyang Tujia Autonomous County, Yichang City, Hubei Province. It is a bridge on the Yichang Enshi section of G50 ShanghaiChongqing Expressway in Hubei Province. The construction of the bridge was started in August 2004 and completed in November 2009. The bridge lies at the geomorphic unit of low middle mountain and V-shaped valley with structural denudation, presenting the geomorphic features of steep mountain slope and large cutting depth of river valley. The ground elevation of the axis section of The bridge is 520–860 m, and the maximum cutting depth is about 340 M. The axis of the bridge crosses the Tieluoping River at a skew angle of 75° with a width of about 10 m, a width of 80 m, a slope angle of 5–10° and a dry land in the East. The slope of the mountain at the East and west end of The bridge presents a gentle upward and steep downward trend. The slope angle is 26° to 50° and there is a strong weathered layer on the surface, which is poor in integrity and stability, and it is easy to collapse and collapse during construction and excavation. The deck height of the Tieluoping Bridge from the water surface is about 211.37 m. The Tieluoping Bridge is a pre-stressed concrete cablestayed bridge with a main span of 322 m. The right line

bridge is tower pier beam consolidation system. Because the No. 1 pier of the approach at the Yichang bank on the left line is too low, the pier beam consolidation is cancelled and the bearing is set. The approach bridge on both banks is pre-stressed concrete simply supported and then rigid frame T-beam, with a total length of 872 m. The main tower of the bridge is H-shaped reinforced concrete tower column structure, which is composed of tower base, lower tower column, middle tower column, upper tower column and upper and lower beams. The tower column is hollow Pentagon section. The height of columns above the pile caps on both banks of Yichang and Enshi are 190.4 m and 188.5 m respectively. The basic section form of the main beam is side main beam, the top width is 27.5 m, the end height of the section is 2.6 m, the center height is 2.875 m, the roof thickness is 0.31 m, and 2% two-way cross slope is set. The stay cable is low relaxation galvanized high strength steel wire, which is a plane double cable plane and fan-shaped dense cable system. Each main tower is equipped with 19 pairs of space cables. The standard cable distance on the beam is 8 m and the side span non-standard cable distance is 5.2 m. The design vehicle load level of the Tieluoping Bridge is Heavy vehichle-20 and Trailer-120 with a design driving speed of 80 km/h, and the seismic fortification intensity is VII. The full width of the bridge deck is 27.5 m, with two-way four lanes (Figs. 3.35 and 3.36).

76

3 Cable-Stayed Bridges

Fig. 3.35 Elevation view of the Tieluoping Bridge (dimension unit: cm; elevation unit: m)

3.17

Fig. 3.36 Actual photographs of the Tieluoping Bridge

The Wujiang Bridge of the Second Zun-Gui Expressway in Guizhou Province

The Wujiang Bridge of the Second Zun-gui Expressway is located in Zunyi City, Guizhou Province, about 450 m downstream of the Nanmudu Bridge on County Road 002, across the Wujiang River from north to south. It lies at a bridge on the G75 Lanzhou-Haikou Expressway and is also a control project for the expansion line of the Zunyi-Guiyang section. The construction of the bridge was started in December 2014 and is still under construction. The bridge is located in the middle-low mountain eroded and denuded landform, which is a U-shaped valley of the Wujiang River. The terrain on both banks of the Wujiang River is undulating, the ground elevation is 600–840 m, the relative height difference is 240 m, and the terrain is steep. The upper part of the north bank has a slightly gentle natural slope, the middle and lower parts are nearly upright, and the south bank slope is almost vertical. The Wujiang River flows all the year round, and the water depth across the bridge area is about 8–30 m. The water is fast and unnavigable. The main unfavorable geology of the bridge is karst, rock fracture zone and dissolution zone. Karst caves are exposed in the boreholes, and there are karst phenomena such as karst grooves, karst troughs and caves on the surface rocks. The height of the bridge deck of the Wujiang Bridge to the water is 180 m. The Wujiang Bridge is a pre-stressed semi-floating concrete cable-stayed bridge with a main span of 320 m, with a

3.17

The Wujiang Bridge of the Second Zun-Gui Expressway in Guizhou Province

span layout of (40 + 110 + 320 + 110 + 40) m and a total length of 620 m. The main tower of the Zunyi Bank of the bridge is a reinforced concrete H-shaped column structure with a height of 143.1 m above the platform; the main tower of Guiyang Bank is a combined structure with a double-column tower pier at the lower part and an H-shaped structure at the upper part, with a height of 197.1 m above the platform. Each tower column is a hollow rectangular section, and the upper tower column section is a circular pre-stressed system to resist the pulling force of the stay cable. The main beam is pre-stressed concrete double-sided box section, the main beam center height is 3.2 m, and the top slab width is 37.6 m (including sealing mouth). In order to improve the stress of the bridge deck, a small longitudinal beam is set in the center of the bridge deck, the beam is 1.6 m high and 0.4 m thick. The stay cables are arranged in a fan-shaped double cable plane. The standard cable spacing on the main beam is 6 m, and the standard vertical cable spacing on the main tower is 1.5 m and 2 m. In order to suppress the wind and rain-induced vibration of the stay cable, a double helix made of HDPE casing is installed on the outer surface of the stay cable, and a damper is installed at the anchor end of the stay cable and the main beam. The main beam and the main tower are directly provided with vertical bearings and horizontal wind-resistant bearings; The main girder is provided with vertical supports and lateral anti-seismic blocks at the transition piers, and vertical supports and iron sand concrete weights are provided at the auxiliary piers.

77

The design vehicle load level of the Wujiang Bridge of the Second Zun-gui Expressway is Highway-I with a design driving speed of 100 km/h. The seismic fortification intensity is VII. The bridge deck has a full width of 37.6 m (including air nozzles), with two-way six lanes (Figs. 3.37 and 3.38).

3.18

The Shennongxi Bridge in Hubei Province

The Shennongxi Bridge is located in the Shennong River Scenic Area in Badong County, Hubei Province. It crosses the Shennong River and is a bridge on the G42 Shanghai-Chengdu Expressway from Yichang to Badong in Hubei Province. The construction of the bridge was started in September 2009 and completed in June 2014. The bridge is located in the slope and canyon area of structural erosion and denudation. The Shennong River is a U-shaped canyon with steep slopes of 30°–45° on both sides, with a maximum cutting depth of about 100 m. The bridge on the east side of the Shennong River is a slope ridge landform. The bridge runs parallel to the ridge and The bridge on the west is slope landform. The height of the Shennongxi Bridge from the water is about 160 m. The Shennongxi Bridge is a pre-stressed concrete cable-stayed bridge with double towers and double cable planes with a main span of 320 m. The span layout of the main bridge is (140 + 320 + 140) m, the secondary main

Fig. 3.37 Elevation view of the Wujiang Bridge (dimension unit: cm; elevation unit: m)

78

a

b

Fig. 3.38 Actual photograph of the Wujiang Bridge

3 Cable-Stayed Bridges

3.18

The Shennongxi Bridge in Hubei Province

bridge is a pre-stressed concrete continuous rigid frame bridge of (80 + 150 + 80). The approach bridges on both sides of the bank are 4  30 m and 2  30 m pre-stressed concrete, first simply supported and then continuous rigid frame. The main tower of the bridge is a gem-shaped reinforced concrete space structure, the height of Yichang bank is 191.8 m, and the height of the Badong bank is 195.8 m. In order to reduce the windward surface, the tower column is a polygonal hollow section. The main tower column is equipped with a rigid skeleton to facilitate construction positioning and participate in the structural force. The main girder is made of pre-stressed concrete box section, the top width is 27.1 m, the 2% cross slope is set, the beam height is 3 m, the top plate thickness is 0.28 m, the bottom plate thickness is 0.30–0.50 m, the oblique abdomen thickness is 0.25–0.35 m, and the segment length is 8 and 5 m two kinds. The stay cables are made of low-relaxation galvanized high-strength steel wires, and 19 pairs are arranged on each main tower. The cable distance of the stay cables on the beam is 8 m or 5 m except for the distance between No. 0 and No. 1 which is 14 m. The stay cable is a comprehensive damping scheme combining dampers and aerodynamic measures. The aerodynamic measures adopt embossed wind-rain-vibration-resistant cable technology. The design vehicle load level of the Shennongxi Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII. The full width of the bridge deck is 27.1 m with a two-way four lanes (Figs. 3.39 and 3.40).

3.19

The Lizhi Wujiang Bridge in Chongqing Municipality

The Lizhi Wujiang Bridge is located in Fuling District, Chongqing Municipality. It is a bridge on the G50S Fuling-Fengdu Expressway. The construction of the bridge

79

was started in April 2011 and completed in November 2013. Many bedrocks are exposed in the bridge site area, and the natural slope is stable, and there is no obvious slippage. The Wujiang River was originally a five-level waterway, but the Three Gorges Reservoir was adjusted to a three-level waterway after impounding. The height from the deck of the Lizhi Wujiang Bridge to the water is about 160 m. The Lizhi Wujiang Bridge is a semi-floating concrete cable-stayed bridge with double towers and double cable planes with a main span of 320 m. The span is (52 + 105 + 320 + 105 + 48) m and the total length is 630 m. The lower part of the lower tower of the main tower of the bridge is a single-column structure, which is a reinforced concrete single-box double-chamber rectangular section. The upper part of the lower tower is an H-shaped structure, which is a separated rectangular section; the middle and upper tower columns also adopt separate rectangular sections. The main tower on the Fuling bank is 204.8 m high, and the main tower on the Fengdu bank is 200.9 m high. The main beam is beam slab section, and the top surface is provided with a 2% bidirectional cross slope. The main beam is 2.5 m high at the edge, 2.73 m high at the center, and 26.9 m wide. The length of the standard beam section is 8.0 m, the spacing of the diaphragms is 8.0 m, the roof thickness of the standard beam section is 0.32 m, and the roofs of the beam sections on both sides of the pylon are thickened to 0.40 m. The stay cables are made of hot-extruded polyethylene high-strength steel wire, which is a double-cable-plane, fan-shaped dense cable system, with a total of 152 bridges and a standard cable distance of 8 m. The design vehicle load level of the Lizhi Wujiang Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VI, and the design reference wind speed is 24.4 m/s. The bridge deck has a full width of 26.9 m with two-way four lanes (Figs. 3.41 and 3.42).

Fig. 3.39 Elevation view of the Shennongxi Bridge (dimension unit: cm; elevation unit: m)

80

Fig. 3.40 Actual photograph of the Shennongxi Bridge

3 Cable-Stayed Bridges

3.19

The Lizhi Wujiang Bridge in Chongqing Municipality

Fig. 3.41 Elevation view of the Lizhi Wujiang Bridge (dimension unit: cm; elevation unit: m)

Fig. 3.42 Actual photograph of the Lizhi Wujiang Bridge

81

82

3.20

3 Cable-Stayed Bridges

The Qingjiang Bridge in Hubei Province

The Qingjiang Bridge is located in Enshi City, Hubei Province. It is a bridge on the G50 Shanghai-Chongqing Expressway which crosses the Qingjiang River from east to west. The construction of the bridge was started in January 2006 and completed in November 2009. The bridge is located in the Enshi Basin in southwestern Hubei Province. It lies at the geomorphology of lowmountain canyons with structural erosion and dissolution. The bank slopes of Enshi are mostly covered by the Quaternary system and the vegetation is well developed. The ground elevation at the bridge abutment is 517.45 m, and the natural slope angle is about 25°–35°. The Lichuan abutment is located near the ridge, with the ground elevation of about 517 m; on the Lichuan bank of the river is a cliff, with the natural slope angle is greater than 70°, and the local is a negative slope. The section of the river valley is in the shape of “V”. The river bed is 40–50 m wide, the river bed elevation is about 390 m, and the cutting depth is about 150 m. The height of the bridge deck of the Qingjiang Bridge to the water surface is about 120 m. The Qingjiang Bridge is a single-tower pre-stressed concrete cable-stayed bridge with a main span of 220 m, with a span layout of (40 + 40 + 70) m + 220 m and a total length of 380 m. The main tower structure of the bridge is divided into two parts, the upper “tower body” and the lower “tower pier”, with a total height of 166.5 m, of which the height

above the bridge deck is 95.453 m. The main tower is a single column along the bridge direction, the upper tower body is a gem-shaped structure in the transverse direction, the tower column is a reinforced concrete hollow structure, and the cross-sectional profile is a hexagon; the lower tower pier is a portal structure with a beam in the transverse direction. The external profile of the cross-section is also hexagonal. The main beam is a bilateral main rib-shaped pre-stressed concrete scheme, with a top width of 28 m, a bottom width of 28.5 m, a 2% bidirectional cross slope on the top surface, a side rib height of 2.4 m, a full height of 2.68 m in the middle of the beam, and a roof thickness of 0.32 m. The roof is equipped with two longitudinal stiffening short ribs, and the rib height is 0.8 m, the width 1.0 m. The stay cables are made of galvanized low-relaxation high-strength parallel steel wire bundles, and are arranged in a fan-shaped double-cable plane. There are a total of 50 pairs in the bridge. The design vehicle load level of the Qingjiang Bridge is Highway-I with the design driving speed of 80 km/h. The seismic fortification intensity is VII, and the design reference wind speed is 29.06 m/s. The full width of the bridge deck is 28 m with two-way four lanes, and the effective width without cable anchorage area is 24.5 m. The main girder of the Qingjiang Bridge is constructed by the cantilever casting method; the tower and piers are constructed by the rigid framework hanging form lifting method combined with the sliding form method due to the large height (Figs. 3.43, 3.44 and 3.45).

Fig. 3.43 Elevation view of the Qingjiang bridge (dimension unit: cm; elevation unit: m)

3.21

The Hejiaping Bridge in Chongqing Municipality

83

Fig. 3.44 Actual photograph of the Qingjiang Bridge

3.21

The Hejiaping Bridge in Chongqing Municipality

The Hejiaping Bridge is located in Wushan County, Chongqing Municipality. It is a bridge on the G42 ShanghaiChengdu Expressway from Wushan to Fengjie in Chongqing. The Chongqing-Badong Expressway passes parallel about 4–4.5 km on the south side of the bridge. The construction of the bridge was completed in June 2011. The bridge lies at a geomorphic area of structural dissolution and denudation of deep cut valley slopes. The ground elevation on the axis of the bridge is between 250 and 400 m, and the relative height difference is 150 m. The abutments at the east and west ends are located on the bank slopes on both sides of the gully. The slope in the direction of the east bridge abutment near the gully is a broken line, with a gentle upward and steep downward slope, with a natural slope of 15°–40°. The slope in the direction of the west bridge abutment near the gully is steep, with a natural slope of about 65° and a steep cliff about 60 m high. The height of the Hejiaping Bridge from the bottom of the ditch is about 130 m.

The Hejiaping Bridge is a (58 + 84 + 180) m three-span, one-unit single tower and two-cable plane pre-stressed concrete cable-stayed bridge. The main tower is vaseshaped, 151.2 m high, and is consolidated with the main beam. The tower column is a hollow rectangular crosssection with a full width of 6.5 m along the bridge and 4.0 m at its widest point in the transverse direction. The main girder is a pre-stressed concrete side main girder section, with a top width of 27.5 m, an end height of 2.3 m, a height of 2.575 m at the axis of the bridge, a roof thickness of 0.32 m, and a 2% bidirectional cross slope. The stay cables are made of low-relaxation and high-strength galvanized steel wires. The bridge has 21 pairs of stay cables. The standard cable spacing on the beam is 8 m, the cable spacing near the auxiliary pier is 6 m, and the side anchor cable spacing is 3.5 m. The design vehicle load level of the Hejiaping Bridge is Highway-I with a design driving speed of 80 km/h, and the seismic fortification intensity is VII. The bridge deck has a full width of 27.5 m with two-way four lanes (Figs. 3.46 and 3.47).

84

Fig. 3.45 Actual photograph of the Qingjiang Bridge

Fig. 3.46 Elevation view of the Hejiaping Bridge (dimension unit: cm; elevation unit: m)

3 Cable-Stayed Bridges

3.22

The Nanpanjiang Bridge in Yunnan Province

85

Fig. 3.47 Actual photograph of the Hejiaping Bridge

3.22

The Nanpanjiang Bridge in Yunnan Province

The Nanpanjiang Bridge is located in Kaiyuan City, Honghe Prefecture, Yunnan Province and crosses the Nanpan River. It is one of the control projects on the G8011 KaiyuanHekou Expressway from Suolong Temple to Mengzi in Yunnan Province. The bridge is the first cable-stayed bridge with low towers in Yunnan Province. The bridge is in a mid-mountainous landform area of structural erosion and denudation. The riverbed is deep in a wide U-shape, and the terrain on both banks is steep and karst is generally developed. The height of the deck of the Nanpanjiang Bridge from the water surface is 104 m. The main bridge of the Nanpanjiang Bridge is a (108 + 180 + 108) m single-cable plane concrete low-tower cable-stayed bridge, the approach bridge at the Suolong Temple is a 30 m simple T beam, and the approach bridge at the Mengzi bank is (5  30 + 5  30 + 4  30) m, first

simply supported and then structured as continuous T beam, with a total length of 857. The main tower of the bridge is a rectangular section of reinforced concrete with equal cross-section. The tower is 29 m high above the bridge deck, arranged on the central separation belt and consolidated with the box girder. Both tower piers are made of reinforced concrete variable cross-section thin-arm hollow piers, with a horizontal width of 15.928 m, and a vertical bridge with a top width of 9 m. The cross section of the pier is enlarged at an inclination rate of 80:1 along the height direction. The main girder is a pre-stressed concrete single-box threechamber oblique web variable-section box girder, the root beam is 5.8 m high, and the end beam is 3 m high, which changes according to a quadratic parabola. The top width of the box girder is 27.3 m, the bottom width is 15.928– 17.327 m, the cantilever plate length is 4.5 m; the top plate thickness is 0.28 m, and the bottom plate thickness gradually increases from 0.32 m in the middle of the span to 1.10 m at the root. The lateral web is an oblique web, and the medial web is a straight web. The stay cables are made of steel

86

3 Cable-Stayed Bridges

strands and are single-cable planes arranged in double rows. The horizontal spacing is 1.0 m, the longitudinal spacing on the beam is 7 m, and the spacing on the tower is 1.2 m. There are a total of 36 pairs of stay cables in the bridge. The stay cable continuously passes through the wire dividing tube on the top of the tower, and the two sides are symmetrically anchored to the beam. The design vehicle load level of the Nanpanjiang Bridge is Highway-I with a design driving speed of 100 km/h, and the seismic fortification intensity is VII. The bridge deck has a full width of 27.3 m with two-way four lanes. The main girder of the Nanpanjiang Bridge is constructed by cantilever construction. Each section has a length of 3.5 or 3 m, and the maximum section mass is about 391.3 t. When the cantilever is poured into the No. 7 block, the cable construction process is added until the maximum cantilever is completed (Figs. 3.48 and 3.49).

3.23

The Furongjiang Bridge in Guizhou Province

The Furongjiang Bridge is located in Zheng’an County, Zunyi City, Guizhou Province. It is a bridge on the G69 Yinchuan-Baise Expressway from Daozhen to Xinzhai in Guizhou Province. The construction of the bridge was started in March 2014 and completed in October 2015.

The bridge lies at a structural low mountain dissolution valley landform, spanning the U-shaped valley of the Furong River. The river valley is about 115 m deep, and the river bed is about 65 m wide. The slopes on both banks are nearly vertical, partially hanging upside down, and the bedrock is bare. The karst area is strongly developed in The bridge and there are many hidden caves. The height of the Furonghe Bridge deck from the water is about 110 m. The Furongjiang Bridge is a single-span concrete cable-stayed bridge with an anchored single leaning tower of 170 m. It is a tower, pier, and beam consolidation system, and its span ranks first among domestic bridges of the same type. The main tower is a reinforced concrete inverted Y-shaped leaning tower with a height of 98.5 m, and the overall slope is on the side span with an inclination angle of 18.43°. The main beam is a pre-stressed concrete p-shaped beam, the top width of the beam is 29 m, the beam height is gradually changed from 4 to 2.79 m, and the two-way cross slope of the bridge deck is 2%. The ground anchor box is a 40 m (length)  24.5 m (width)  11 m (height) reinforced concrete box structure, filled with C20 stone concrete weight. The stay cables are made of finished parallel steel wires and are arranged in a fan-shaped mid-span, with a spatial double cable surface, and the anchor-span side harp-like layout, with a single cable surface. The cable spacing on the beam is 8 m, the cable spacing on the ground anchor box is 1.65 m, and the cable spacing on the tower is 1.5–3.0 m.

Fig. 3.48 Elevation view of the Nanpanjiang Bridge (dimension unit: cm; elevation unit: m)

3.23

The Furongjiang Bridge in Guizhou Province

Fig. 3.49 Actual photograph of the Nanpanjiang Bridge

87

88

3 Cable-Stayed Bridges

Fig. 3.50 Elevation view of the Furongjiang Bridge (dimension unit: cm; elevation unit: m

The design vehicle load level of the Furongjiang Bridge is Highway-I with the design driving speed of 80 km/h. The two-way four-lane bridge deck has a clear width of 2  11 m with a full width of 29.0 m (Figs. 3.50, 3.51 and 3.52).

3.24

The Xianshenhe Bridge in Shanxi Province

The Xianshenhe Bridge is located in Zezhou County, Jincheng City, Shanxi Province. It is a bridge on the Jincheng-Jiyuan section of the G55 Erlianhaote-Guangzhou Expressway in Shanxi Province.

The bridge is located in the valley landforms of dissolution and erosion in the middle and low mountainous areas, with the steep slopes of the valleys meandering. The undercut is severe, the bottom of the valley is very narrow, and it is an upright V-shaped valley with steep slopes of about 60–70° on both sides. The axis of the bridge is in the middle section of the steep outcrop rock cliff. The maximum height difference between the bridge deck and the bottom of the river valley is about 170 m, and the height difference from the top of the rock cliff is more than 120 m. The abutment behind the bridge is closely connected to the exit of the Yuehuquan Tunnel, and the abutment in front is closely connected to the Paipan No. 1 tunnel. The Xianshen River is a seasonal river. You can walk about 5 km along the

3.24

The Xianshenhe Bridge in Shanxi Province

89

Fig. 3.51 Actual photograph of the Furongjiang Bridge

bottom of the Xianshen River to the Erxian Temple Scenic Area, Jiyuan City, Henan province. The main bridge of the Xianshenhe Bridge is a (123 + 123) m single-tower single-cable plane concrete low-tower cable-stayed bridge, and the approach span is arranged as a (15 + 30 + 20) m pre-stressed concrete inclined leg rigid frame bridge. The main pier of the bridge is a variable cross-section thin-walled column pier with an octagonal external section and a circular hollow inside. The cross section from the top of the pier to the bottom of the pier is a linear slope change, and the thickness of the pier wall is all 0.9 m. The main tower is a chamfered rectangular solid section with equal cross-section, and the tower height

above the bridge deck is about 49 m. The main girder is a pre-stressed concrete single-box three-chamber oblique web box girder, the root beam is 8.5 m high, and the end beam is 4 m high, and the beam height changes according to 1.5 times parabola. The top width of the box girder is 26 m, the bottom width is 10–13.694 m, the cantilever plate length is 5.0 m, the top plate thickness is 0.28 m, and the bottom plate thickness gradually increases from 0.30 m in the span to 1.50 m at the root. The stay cables are steel stranded wires with a single-cable plane and fan-shaped layout. The bridge has a total of 2  13 pairs of stay cables. The horizontal cable spacing on the beam is 1 m, the longitudinal cable spacing is 6 m, and the tower cable spacing is 0.9 m.

90

Fig. 3.52 Actual photograph of the Furongjiang Bridge

3 Cable-Stayed Bridges

3.24

The Xianshenhe Bridge in Shanxi Province

Fig. 3.53 Elevation view of the Xianshenhe Bridge (dimension unit: cm; elevation unit: m)

91

92

3 Cable-Stayed Bridges

Fig. 3.54 Actual photographs of the Xianshenhe Bridge

The design vehicle load level of the Xianshenhe Bridge is Highway-I with a design driving speed of 80 km/h. The seismic fortification intensity is VII, and the design

reference wind speed is 28.3 m/s. The bridge deck has a full width of 26 m with two-way four lanes (Figs. 3.53 and 3.54).

4

Arch Bridges

4.1

The Daxiaojing Bridge in Guizhou Province

The Daxiaojing Bridge is located in Luodian County, Qiannan Buyi and Miao Autonomous Prefecture, Guizhou province. It crosses the Dajing River and is on the S62 Qingyu-Anlong Expressway. Since its start of construction in April 2016, the bridge is still under construction by far. The bridge is of great significance to the formation of a large horizontal passage in the southern region of Guizhou province and to the poverty alleviation and development in the contiguous destitute areas as a result of rocky desertification in Yunnan, Guangxi and Guizhou provinces. The bridge is located on the transitional, sloping zone from the Guizhou Plateau to the Guangxi rolling hills, which belongs to the geomorphic area of low hills and valleys by tectonic and erosive denudation. The topography on both sides of the bridge is quite steep. The elevation difference between the bridge deck and the bottom of the valley is about 220 m. The Daxiaojing Bridge is a concrete-filled steel tube arch bridge with the main span 450 m, the rise 100 m, the rise-span ratio 1/4.5 and the arch-axis coefficient 1.55. The main arch is a 4-limb lattice system with equal width and variable height. The cross sections of the crown and the foot are 8 m and 14 m in height (from center to center). The width of a single arch rib is 4 m (from center to center) and the distance between two ribs across the bridge is 16 m (from center to center). The outer diameter of the steel pipes of upper and lower chords is 1360 mm, and the thickness ranges between 35, 32 and 28 mm. C60 self-compacting micro-expansive concrete is poured into the pipes. The vertical columns on the arch are flat bar lattice steel pipes or concrete-filled steel pipe bent structure. The specifications of the steel pipes are ⌀700 mm  16 mm and ⌀600 mm 16 mm, with C60 self-compacting micro-expansive concrete poured into the pipes. The column caps adopt hollow rectangular thin-walled steel box girder structure with equal cross-section. The bridge deck is 31.6 m-span steel-concrete © China Communications Press Co., Ltd 2022 Z. Huang and Y. Li, China Highway Canyon Bridges, https://doi.org/10.1007/978-981-16-4431-3_4

composite beams. The longitudinal beams are welded I-shaped steel beams with 2.1 m in height. Each section is provided with two longitudinal beams with a transverse spacing of 6.5 m. The width of the precast bridge deck slab is 12.24 m, with 45 cm in thickness at the longitudinal beams and 20 cm in thickness at midspan. Pre-stressed steel strands are arranged longitudinally at the top of column support and transversely at the bridge deck. Bridge deck slabs and steel longitudinal beams are connected by shear studs. The vehicle load level of the Daxiaojing Bridge is Highway-I, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The width of the bridge deck is 24.5 m, with two-way four-lanes (Figs. 4.1 and 4.2).

4.2

The Zhijinghe Bridge in Hubei Province

The Zhijinghe Bridge is located in Badong County, Hubei province. It crosses the Zhijinghe Canyon and is on the Yichang-Enshi section of G50 Shanghai-Chongqing Expressway in Hubei province. The construction of the bridge was started on August 20, 2004 and was open to traffic on November 30, 2009. The cliffs on both sides of the Zhijinghe Canyon stand steeply. The mountain top elevation is 1415 m and the river water level is 660 m, so the relative elevation difference is 755 m. The canyon bottom width is 30 m. The elevation difference between the bridge deck and the canyon bottom is about 277 m. The Zhijinghe Bridge on the Yichang side is connected to the exit of the Qishucao Tunnel, while the bridge on the Enshi side is connected to the entrance of the Miaoya Tunnel. Due to the short distance between the bridge and tunnel, the transportation conditions are bad and the construction site is narrow. The Zhijinghe Bridge is a deck-type concrete-filled steel tube arch bridge with the main span 430 m, the rise 78.18 m, the rise-span ratio 1/5.5 and the arch-axis coefficient 1.756. The main arch is a 4-limb lattice system with equal width 95

96

4

Arch Bridges

Fig. 4.1 Elevation view of the Daxiaojing Bridge (dimension unit: cm)

Fig. 4.2 Design rendering of the Daxiaojing Bridge

and variable height. The cross sections of the crown and the foot are 6.5 and 13 m in height (from center to center). The width of a single arch rib is 4 m (from center to center) and the distance between two arch ribs in transverse direction is 13 m (from center to center). The outer diameter of the steel pipes of upper and lower chords is 1200 mm, and the thickness ranges between 24, 30 and 35 mm. The pipes are filled with C50 self-compacting micro-expansive concrete. The columns on the arch have a lattice system formed by

steel box girders in 1800 mm  1000 mm connected with steel box girders in 1400 mm  1000 mm (with stiffened inner wall). The thickness is l6 mm (vertical stiffening of inner wall) without concrete inside. The column caps on the arch are stiffened steel box girders. The vehicle load level of the Zhijinghe Bridge is Heavy vehicle-20, Trailer-120, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The bridge deck is 24.5 m in width, with two-way four-lanes.

4.2 The Zhijinghe Bridge in Hubei Province

97

Fig. 4.3 Elevation view of the Zhijinghe Bridge (dimension unit: cm; elevation unit: m)

The main technical features and innovations of the Zhijinghe Bridge are as follows: ① The bridge is located between the riverbanks of steep cliffs. The bridge is closely connected with a tunnel, the transportation conditions are bad and the construction site is narrow. The arch ribs are connected by high-strength bolts of gusset plates, pre-assembled in factory and assembled into large sections on site. The joints of large sections and member joints are connected by “bolting before welding, or, bolting and welding combination”. ② The arch ribs are lifted in whole section with the maximum lifting weight of 280 t, The cable hoisting system has a span of 756 m. It makes full use of the terrain on both riverbanks by anchoring the main cable directly to the rock without using a crane tower (Figs. 4.3 and 4.4).

4.3

The Zongxihe Bridge in Guizhou Province

The Zongxihe Bridge is located in the Jiudongtian Scenic Area of Zongxihe Canyon in Nayong County, Guizhou province. It is a bridge on the Bijie to Duge section of G56 Hangzhou-Ruili Expressway. The construction of the bridge was started in March 2013 and completed in August 2015. The bridge is located in the karst landscapes with a cluster of valleys and mountains formed by tectonic denudation. The karst caves and karst troughs are well developed. The

rate of encountering karst caves during boring holes is 37.3%. The joint fissures at the abutment on the Duge side of the bridge are extremely developed. Generally, the terrain is full of cliffs and steep slopes. The elevation along the bridge axis is 1198.1–1468.5 m. The relative cutting depth is about 270.4 m. The elevation difference between the bridge deck and river water surface level is 270 m. The Zongxihe Bridge is a deck-type concrete-filled steel tube arch bridge with a main span of 360 m, a rise of 69 m, a rise span ratio of 1/5.217, and an arch-axis coefficient of 1.3. The main arch ring is a 4-limb lattice system with equal width and variable height. The cross-sections of the crown and the foot are 6 and 11 m in height (from center to center). The width of a single rib is 4 m (from center to center), and the distance between two ribs in the transverse direction is 14 m (from center to center). The outer diameter of the steel pipes of upper and lower chords is 1200 mm, and the thickness is 35 and 26 mm. The pipes are filled with C55 self-compacting micro-expansive concrete. Bolted joints connect the chord tubes and web members. The connecting plate is welded on the chord tube in advance. The web members of arch ribs have an I-shaped section, and the chord tubes and web members are connected by bolted welding. The vertical columns on the arch have a steel box girder structure with a rectangular cross-section. The cross-sections vary between 1500 mm  800 mm, 1300 mm  800 mm, and 1100 mm  800 mm, and the thickness is 16 mm.

98

4

Arch Bridges

Fig. 4.4 Actual photograph of the Zhijinghe Bridge

The column cap is a thin-walled rectangular steel box girder structure with variable cross-section. The deck system of the main bridge is steel-concrete composite beams with a span of 25.2 m. The longitudinal steel beam is welded I-section, with 1.5 m in height and 2.18 m in transverse spacing. The bridge deck is made of reinforced concrete precast slabs with 12 cm in thickness. The vehicle load level of the bridge is Highway-I, the design driving speed is 80 km/h, and the seismic fortification

intensity is magnitude VII. The bridge deck is 24.5 m wide, with two-way four-lanes (Figs. 4.5 and 4.6).

4.4

The Xiaohe Bridge in Hubei Province

The Xiaohe Bridge is located in Enshi City, Hubei province. It is on the Enshi to Lichuan section of G50 ShanghaiChongqing Expressway. The construction of the bridge was

4.4 The Xiaohe Bridge in Hubei Province

Fig. 4.5 Elevation view of the Zongxihe Bridge (dimension unit: cm)

Fig. 4.6 Actual photograph of the Zongxihe Bridge

99

100

started in September 2004, and it was open to traffic in December 2009. The bridge belongs to the landform of valleys and mountains by structural denudation and dissolution. The river has a great cutting depth, and the riverbed is about 60 m wide. The nearby mountaintop elevation is 1255.1 m, the river bottom elevation is about 805 m, and so the relative elevation difference is about 450 m. The slopes on both riverbanks are steep, showing a typical V-shaped canyon. The bridge abutments and arch supports are located on the steep slopes of the riverbanks. The elevation difference between the bridge deck and the canyon bottom is 208 m. The Xiaohe Bridge is a deck-type concrete-filled steel tube arch bridge with a main span of 338 m, a rise of 67.6 m, a rise span ratio of 1/5, and an arch-axis coefficient of 1.543. The main arch is a six-limb lattice system with equal width and variable height. The cross-sections of the crown and the foot are 4.9 and 7.9 m in height (from center to center). The width of a single arch rib is 4 m (from center to center), and the distance between two arch ribs in the transverse direction is 7.75 m (from center to center). The outer diameter of the steel pipes of upper and lower chords is 1100 mm, and the thickness varies between 26, 28, and 32 mm. The steel pipes are filled with C60 self-compacting micro-expansive concrete. Concrete is also poured into the steel pipes of two inclined web members and hinge shafts connected with the hinge at the arch foot. Seventeen “asterisk-shaped” cross braces are set between the arch ribs of the whole bridge. The horizontal connection of the horizontal bracing is made up of steel pipes with a diameter of ⌀600 mm  12 mm. The vertical bar is made up of steel pipes with the diameter of ⌀450 mm  12 mm, and the

Fig. 4.7 Elevation view of the Xiaohe Bridge (dimension unit: cm)

4

Arch Bridges

inclined bar is made up of steel pipes with the diameter of ⌀299 mm  8 mm. The columns on the arch are in a double row concrete-filled steel tube bent frame, which is made up of steel pipes with a diameter of ⌀450 mm  10 mm, and the pipes are filled with C50 concrete. The deck is a triple (6  20 m) simple support-erected continuous pre-stressed concrete box girder system. The vehicle load level of the Xiaohe Bridge is Heavy vehicle-20 and Trailer-120, the design speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The bridge deck has 24.5 m in width, with two-way four-lanes (Figs. 4.7 and 4.8).

4.5

The Jiangjiehe Bridge in Guizhou Province

The Jiangjiehe Bridge is located across the Wujiang River in Weng’an county, Guizhou province. It is a bridge on the S205 Ma-Weng-Zun highway. The construction of the bridge was started in March 1992 and completed in June 1995. The Jiangjiehe Bridge is a pre-stressed truss concrete composite arch bridge with a main span of 330 m, a rise of 55 m, and a rise-span ratio of 1/6. The arch axis is a quadratic parabola. The elevation difference between the bridge deck and the lowest river water level is 263 m. The span layout of the bridge is (20 + 25 + 30 + 330 + 30 + 20) m, with 461 m in total length. The main span is constructed by the truss cantilever method, divided into 14 cantilever sections and 108 prefabricated members. The longest precast member is 39 m, the highest one is 6 m, the longest one is

4.5 The Jiangjiehe Bridge in Guizhou Province

101

Fig. 4.8 Actual photograph of the Xiaohe Bridge

3.7 m, and the maximum mass is 126 t. The maximum cantilever weight is 70,000 kN. The vehicle load level of the Jiangjihe Bridge is auto-over 20, Trailer-120, and the design crowd load is 3.0 kN/m2. The net width of the bridge deck is 9 m (carriageway) + 2  1.5 m (sidewalk), and the total width is 13.4 m. The Jiangjiehe Bridge is of the truss composite arch bridge system initiated in Guizhou province. The main span is hoisted with a 120 t herringbone mast crane. With the mast weight, 27 t and the maximum hoisting weight of 120 t, the ratio of self-weight to lifting weight is 1:4.4. The steel consumption during the construction of the main span by cantilever assembly is only 104 t (including the crane 54 t and the cables 50 t), the economic effect is good. In 1996, the bridge won the first prize in Excellent Engineering Design and the first prize in Scientific and Technological Progress of Guizhou province. In 1997, it won the second prize in the National Science and Technology Progress Award, the first prize in High-Quality Projects Award of the Ministry of communications, and the Luban Award (national excellent engineering projects award) (Figs. 4.9 and 4.10).

4.6

The Xianghuoyan Bridge in Guizhou Province

The Xianghuoyan Bridge is located in the Xianghuoyan scenic spot, Kaiyang County, Guiyang City, Guizhou province. It is a bridge on the expanded Zunyi to Guiyang section of G75E Lanzhou-Haikou Expressway. The construction of the bridge was started in May 2015 and is still under construction. The bridge is located in the sloping zone of the central Guizhou Plateau, which has a landform of hills and mountains by dissolution and erosion. The bridge is built upon a V-shaped canyon, with a ground elevation of 933.6– 1190.6 m and a relative elevation difference of 257 m. On the Zunyi side of the bridge, the side-slope is 30°–60°and the middle and lower reaches being steep cliffs. On the Guiyang side of the bridge, the side-slope is 40°–65° with mainly steep cliffs. The bridge is built near the Wujiang River, which is a branch of the Yangtze River. There is no river passing under the bridge but a seasonal gully. The bridge deck of the Xianghuoyan Bridge is 174 m above the bottom of the gully.

102

Fig. 4.9 Elevation view of the Jiangjiehe Bridge (dimension unit: cm; elevation unit: m)

Fig. 4.10 Actual photograph of the Jiangjiehe Bridge

4

Arch Bridges

4.6 The Xianghuoyan Bridge in Guizhou Province

The Xianghuoyan Bridge is a deck-type concrete-filled steel tube arch bridge with a main span of 300 m, a rise of 54.545 m, a rise span ratio of 1/5.5, and an arch-axis coefficient of 1.543. The main arch is the six-limb lattice system with equal width and variable height. The cross-sections of the crown and the foot are 5 and 9 m in height (from center to center). The width of a single arch rib is 10 m (from center to center), and the distance between two arch ribs in the transverse direction is 17 m (from center to center). The outer diameter of the steel tubes of the upper and lower chords is 1200 mm, and the thickness is 26–35 mm. The steel pipes are filled with C55 self-compacting microexpansive concrete. Concrete is also poured into the steel tubes of two inclined ventral rods and pin shafts connected with temporary hinges at the arch foot. The upper and lower chord steel pipes are horizontally connected with ⌀600 mm  16 mm steel pipes, and the diagonal braces are ⌀400 mm  16 mm steel pipes. I-section is adopted for the web members of the arch ribs bolted to the gusset plate. The bent frame type thin-walled steel box girder is adopted with equal or variable sections according to the height of the columns on the arch. Thin-walled steel box girders with variable cross-sections are used for the column caps. The main bridge deck system is 20 m simple support-erected continuous T-beams arranged in triple connection. The vehicle load level of the Xianghuoyan Bridge is Highway-I, the design driving speed is 100 km/h, and the seismic fortification intensity is magnitude VII. The bridge

103

deck has 33.5 m in width with two-way six lanes (Figs. 4.11 and 4.12).

4.7

The Mengdonghe Bridge in Hunan Province

The Mengdonghe Bridge is located in Yongshun County, Hunan province. It is a bridge on the S10 Yongshun-Jishou Expressway. The bridge’s construction was started on November 28, 2013, and is currently still under construction. The site of the bridge is dominated by the denudation landform of hills and mountains. It nearly vertically crosses the Mengdong River, which is the main tributary of the Yuanshui River. The maximum elevation of the riverbank on the Yongshun side is 525.30 m, and the maximum elevation of the riverbank on the Jishou side is 564.08 m. The Mengdong River water level is about 190.0 m, the width of the river is about 63 m, and the water depth is about 15 m. The Mengdonghe Bridge deck is 230 m above the water level. Before constructing the bridge, the nearby area was sparsely populated without access to the highway, so the transportation was inconvenient. The Mengdonghe Bridge is a deck-type concrete-filled steel tube arch bridge with a main span of 268 m, a rise of 70.5263 m, a rise span ratio of 1/3.8, and an arch-axis coefficient of 1.65. The main arch is the 4-limb lattice system with an equal cross-section. The height of the cross-section

Fig. 4.11 Elevation view of the Xianghuoyan Bridge (dimension unit: cm; elevation unit: m)

104

4

Arch Bridges

Fig. 4.12 Actual photograph of the Xianghuoyan Bridge

is 3.9 m (from center to center). The width of a single arch rib is 4.6 m (from center to center). The distance between two arch ribs in the transverse direction is 13 m (from center to center). The outer diameter of the steel tubes of upper and lower chords is 1100 mm, with the thickness ranging between 20, 24, and 28 mm. C55 self-compacting micro-expansive concrete is poured into the pipes. The upper and lower chords are provided with vertical and oblique web members. Double vertical web members are arranged in the columns. Cross braces are provided between the ribs of the main arch. A cross brace is placed at the crown, and 12 “asterisk-shaped” cross braces are used at other columns. All braces are empty steel trusses. The upper and lower chords are steel pipes in ⌀630 mm  14 mm, and the oblique web members are steel pipes in ⌀600 mm 12 mm. The arch columns form a concrete-filled steel tubular lattice structure with the steel pipes in ⌀450 mm 10 mm and ⌀402 mm  10 mm. The bridge deck system is 20 m simple support-erected continuous T beams. The vehicle load level of the Mengdonghe Bridge is Highway-I, the design driving speed is 80 km/h, the design wind speed is 24.2 m/s, and the design peak ground acceleration is 0.05 g. The bridge deck is 24.5 m in width, with two-way four-lanes. The Mengdong River Bridge is constructed by the Non-tower Cable Hoist Construction Method. The cables are directly anchored on the mountains on both sides of the river with an 885 m-span. The steel pipes for the arch are fabricated in the open space under the bridge at the Jishou side and then delivered to the place under the cable. Because the

side-slopes are steep, the geological environment is fragile. The bridge is located in a national scenic spot. Artificial excavation and small directional blasting are used to excavate foundation pits to protect the environment and ensure the safety of construction (Figs. 4.13 and 4.14).

4.8

The Longqiao Bridge in Hubei Province

Located in Xuan’en County, across the Grand Canyon of Xuan’en Xiaoguan Longqiao, the Longqiao Bridge is on the Xuan’en-Xianfeng section of G6911 Ankang-Laifeng Expressway in Hubei province. The bridge’s construction was started on August 22, 2011, and completed on April 26, 2014. At the bridge position, the slope on both sides of the canyon is steeply inclined, composed of medium-thick layered carbonaceous limestone, the joints and fissures are relatively developed, and the rock mass forms a high steep free surface. The maximum elevation of the bridge axis is about 1012 m, and the lowest elevation is 799 m. The relative height difference is about 213 m. The bridge deck of the Longqiao Bridge is 200 m high from the valley bottom, and the area with an elevation difference of more than 100 m between the route and the river valley reaches 220 m. The main bridge of the Longqiao Bridge is a deck-type concrete-filled steel tube arch bridge of 268 m span. The calculated rise is 53.6 m, the rise span ratio is 1/5, and the arch shaft coefficient is 1.5. The main arch ring is the same width variable height limb lattice arch, the cross-section

4.8 The Longqiao Bridge in Hubei Province

105

Fig. 4.13 Elevation view of the Mengdonghe Bridge (dimension unit: cm; elevation unit: m)

Fig. 4.14 Design rendering of the Mengdonghe Bridge

height of vault and arch foot is 5 and 9 m (middle to middle), a single arch rib 4.5 m (middle to middle), cross the bridge to two arch rib spacing 12.5 m (middle to middle). The outer diameter of upper and lower chord steel is 1150 mm, and pipe thickness is 25 and 32 mm, with C55 self-dense microexpansion concrete added in the pipe. Concrete is also poured into the steel pipe of the arch foot and the temporary arch hairpin. Between the two arch ribs, the bridge has 10″ X″ braces, 12 horizontal braces, both of which are empty steel pipe trusses. The horizontal connecting rod is 550 mm 16 mm steel pipe, cross brace oblique web bar 299 mm

8 mm steel pipe, the vertical web member of transverse brace is made of 400 mm  16 mm steel pipe. The arch column is 1400 mm  800 mm, 1000 mm  800 mm and 800 mm  800 mm thin-walled steel box structure. With a joint chief of 280 m, the bridge deck of the main bridge is the pre-stressed concrete, simply supported in the first place and continued with the structure of hollow slab. With a deck width of 24.5 m and two-way four-lanes, the Longqiao Bridge has a vehicle load level of Highway-I, a design driving speed of 80 km/h, and seismic fortification intensity of magnitude VII (Figs. 4.15 and 4.16).

106

Fig. 4.15 Elevation view of the Longqiao Bridge (dimension unit: cm)

Fig. 4.16 Actual photograph of the Longqiao Bridge

4

Arch Bridges

4.9 The Modaoxi Bridge in Sichuan Province

4.9

The Modaoxi Bridge in Sichuan Province

The Modaoxi Bridge is located in Gulin County, Luzhou City, Sichuan province. It crosses Modaoxi gully and is part of the S26 Xuyong-Gulin Expressway. The construction of the bridge was started in March 2013 and completed in December 2015. The bridge is located in the transitional zone between the southern edge of Sichuan Basin and the northern part of Yungui Plateau, where humped mountains, rivers and valleys, and natural slope steep are found. The bridge deck and valley bottom height difference is 164 m. The bridge is a reinforced concrete box arch bridge with a net span of 266 m, the net rise f0 = 71.89 m, the rise span ratio 1/3.7, the arch-axis coefficient m = 2.2. The main arch ring of the two bats is a single box and double chamber section, with a width of 7.6 m, a height of 4.4 m, and the thickness of top and bottom of standard section 0.35 m, web thickness of 0.3 m. From the arch foot to the first column of the main arch ring is a gradual section, with the thickness of the top and bottom plate varied from 0.65 to 0.35 m, and the thickness of the side web varied from 0.5 to 0.3 m. The linearly concrete-filled steel is a tubular truss structure with a stiff skeleton, and the upper and lower chords consist of three 402 mm  (16 mm, 14 mm, and 12 mm) tubes, with C100 self-dense micro-expansion concrete filled in the pipe. The string tubes are connected by cross-linked angle steel and vertical Ж-shaped angle steel, and the cross brace is set up in the corresponding position of arch rib transverse connection to strengthen the transverse connection. The Жshaped web bar and flat and chord are welded. The arch column is a double-column reinforced concrete bent structure, except for the hollow thin wall section for the front three rows of columns at the arch foot, while the other columns are solid sections. The carriageway slab is a 28 m pre-stressed concrete box girder with a beam height of 1.6 m.

107

The vehicle load level of the Modaoxi Bridge is Highway-I, the design driving speed is 80 km/h, and the peak value of basic ground motion acceleration is 0.05 g. The width of the bridge deck is 24 m, with two-way four-lanes. The main arch ring of the Modaoxi Bridge is constructed by the Strong Skeleton Method. The stiff skeleton, divided into two rings and 16 segments to form a reinforced concrete arch ring, is erected by Cable Hoisting Cantilever Assembly Method. Contrasted with the arch bridge constructed by the weak skeleton method, the Strong Skeleton Method greatly simplifies the construction procedure (Figs. 4.17 and 4.18).

4.10

The Fengjiaping Jinsha River Bridge in Sichuan Province

Across the Jinsha River, the Fengjiaping Jinsha River Bridge is located in Butuo County, Liangshan Yi Autonomous Prefecture, Sichuan province. It is a bridge in the “Cable-to-bridge” project of the Poverty Alleviation Office of the State Council and the Ministry of Transport. The bridge will replace the original Fengjiaping zipline (called “Parrot zipline” in Yunnan province) to solve the travel problems of the residents in both Sichuan and Yunnan provinces. The project started in October 2015 and is currently under construction. The location of the bridge is a structurally eroded mountainous landform with deep canyon topography. The valley slopes on both banks are basically symmetrical. With rocks mostly exposed, there are unloading fissures in the attached rocks. The elevation of the Jinsha River is about 580 m, the width of the river is about 150–300 m, and the bridge deck is about 200 m above the river. Since there are highways on the Sichuan coast of the bridge and no highways on the Yunnan coast, the construction and transportation conditions are poor.

Fig. 4.17 Elevation view of the Modaoxi Bridge (the right picture) (dimension unit: cm)

108

4

Arch Bridges

Fig. 4.18 Actual photograph of the Modaoxi Bridge

The main bridge of the Fengjiaping Jinsha River Bridge is a rigid reinforced concrete arch bridge with a calculated span of 275.6 m. The net span l0 = 260 m, the net rise f0 = 50 m, and the rise-span ratio 1/5.2. The main arch is a single-box double-chamber section with a width of 8 m and a height of 4.5 m. The thickness of the top and bottom of the standard section is 0.4 m, and the web thickness is 0.3 m. There is a gradual change from the arch toe of the main arch ring to the first column. The thickness of the top and bottom plate varies linearly from 0.7 to 0.4 m, and the thickness of the side web varies linearly from 0.55 to 0.3 m. The rigid framework is a steel-tube concrete truss structure, with three ⌀508 mm steel pipes as chords on the upper and lower sections. The thickness is 16 and 24 mm. The pipes are filled with C60 self-compacting micro-expansion concrete. The chord is connected by horizontal angle steel and vertical angle steel, and cross bracing is arranged at the corresponding position of the arch rib horizontal connection to strengthen the horizontal connection. The web rod and the flat joint, and the chord are all connected by welding. The column on the arch is a double-column bent structure, and the bridge deck is a 21.2 m pre-stressed concrete small box girder.

The vehicle load level of the Fengjiaping Jinsha River Bridge is Highway-I, the design driving speed is 30 km/h, and the design peak ground acceleration is 0.231 g. The bridge deck width is 9 m (Figs. 4.19 and 4.20).

4.11

The Jingyanghe Bridge in Hubei Province

Located in Jianshi County, Hubei province, the Jingyanghe Bridge spans the mainstream of the Qingjiang River. It is a traffic rehabilitation project in the flooded area of the Qingjiang Shuibuya hydropower station. The bridge’s construction was started on March 1, 2005, and it was open to traffic on December 31, 2007. The main bridge of the Jingyanghe Bridge is a deck-type concrete-filled steel tube arch bridge with a net span of 260 m, the net rise f0 = 52 m, the rise-span ratio 1/5, and the arch-axis coefficient m = 1.756. The span layout is (6  20 + 7  20 + 7  20 + 5  20) m, the total length is 504.58 m, and the bridge height is 125 m. The arch ribs are four-leg lattice arches with equal width and height. The section heights of the vault and arch feet are 5 m and 7 m

4.11

The Jingyanghe Bridge in Hubei Province

Fig. 4.19 Elevation view of the Fengjiaping Jinsha River Bridge (dimension unit: cm)

Fig. 4.20 Design rendering of the Fengjiaping Bridge

109

110

4

Arch Bridges

Fig. 4.21 Elevation view of the Jingyanghe Bridge (dimension unit: cm; elevation unit: m)

(middle to middle), respectively. The distance between the two arch ribs in the transverse direction is 7.6 m (middle to middle). The upper and lower chord steel pipes of the arch rib are ⌀1020 mm  14 mm, and the pipe is filled with C50 self-compacting micro-expansion concrete; the web members use ⌀426 mm  10 mm steel pipe. The vertical column on the arch is a lattice-type steel tube concrete bent frame structure, and the main pipe and vertical and horizontal joint pipes are respectively ⌀426 mm  10 mm and ⌀175 mm  6 mm steel pipes. The main pipe is filled with C50 concrete, and the flat pipe is not filled with concrete. The vehicle load level of the Jingyanghe Bridge is Heavy vehicle-20 and Trailer-100; the seismic fortification intensity is magnitude VII. The navigable height is 8 m, and the navigable width is 38 m; the bridge deck is 9 m (carriageway) + 2  1.0 m (sidewalk) (Figs. 4.21 and 4.22).

4.12

The Beishen'gou Bridge in Shanxi Province

The Beishen'gou Bridge is located in Qinshui County, Shanxi province. It is a bridge in the Yangcheng-Guanmen section of the S80 Yangcheng-Houma Expressway. The construction of the bridge was started in May 2008 and completed in October 2010. The terrain at the bridge is a V-shaped deep valley, with large undulations and dramatic elevation changes. The height of the bridge deck of the Beishen'gou Bridge from the bottom of the valley is 102 m.

The main bridge of the Beishen'gou Bridge is a half-through concrete-filled steel tube arch bridge with a net span of 260 m, with net rise f0 = 57.778 m, rise-span ratio 1/4.5, and arch-axis coefficient m = 1.202. The main arch ring is a four-leg lattice arch, and the section heights of the dome and arch foot are respectively 2.7 m and 5.2 m (middle to middle), and the width of a single arch rib is 2.7 m (middle to middle). The outer diameter of the arch rib upper and lower chord steel pipe is 1000 mm, the thickness is two specifications of 26 and 18 mm, the web rod is ⌀400 mm  10 mm steel pipe, and the upper and lower relay plates adopt 12 mm thick steel plate. C50 self-compacting expansive concrete is filled into the pipe and the slab. There is a total of nine truss-type wind bracings throughout the bridge. The wind bracing chords are made of ⌀700 mm  12 mm steel pipes, and the web members are ⌀400 mm  12 mm steel pipes. The upper column of the arch is a steel tube concrete structure, and two steel tubes of ⌀1100 mm  14 mm and ⌀900 mm 14 mm are used. The cross-beam is a rectangular steel box section with a length of 28.8 m and a height of 1.2– 2.15 m. The suspender beam is 0.9 m wide, and the arch rib beam and column beam are 1.2 m wide. The distance between the booms is 9 m, and the bridge deck is p-shaped beams. The vehicle load level of the Beishen'gou Bridge is Heavy vehicle-20, Trailer-120, the design driving speed is 80 km/h, and the basic seismic intensity is magnitude VII. The bridge has a width of 20.5 m, with two-way four-lanes (Figs. 4.23 and 4.24).

4.12

The Beishen'gou Bridge in Shanxi Province

Fig. 4.22 Actual photograph of the Jingyanghe Bridge

Fig. 4.23 Elevation view of the Beishen'gou Bridge (dimension unit: cm)

111

112

4

Arch Bridges

Fig. 4.24 Actual photograph of the Beishen'gou Bridge

4.13

The Shimen Reservoir Bridge in Shaanxi Province

The Shimen Reservoir Bridge is located in Hantai District, Hanzhong City, Shaanxi province. It is a bridge in the Baoji-Hanzhong section of the G85 Yinchuan-Kunming Expressway in Shaanxi province. It crosses the national road 316 and the National water conservancy scenic spot—Shimen Reservoir. The bridge’s construction was started in December 2014, and the main arch was completed in June 2016, and it is currently under construction. The water surface of the Shimen Reservoir is about 200 m wide, and 20 m deep, and the highest water level is 622.08 m. The slope on both sides of the water surface is a steep mountain, bedrock exposed. The Hanzhong coast mountain natural slope is 40°–55° slope, with the local formation of a steep cliff. The bridge deck is 75 m away from the water surface. The main bridge of the Shimen Reservoir Bridge is a half-through concrete-filled steel tube arch bridge with a calculated span of 248 m, with the calculated rise f = 62 m,

vector span ratio of 1/4, and arch-axis coefficient m = 1.5. The left and right bridges are separated, each of which is equipped with two arch ribs. The main arch ring is a quadripartite lattice arch. The arch rib section is 4.4 m (medium to medium) high, a single arch rib is 1.8 m (medium to medium) wide, and the space between the two arch ribs of the transverse bridge is 18.9 m (medium to medium). The outer diameter of the upper and lower chord steel pipes of the arch rib is ⌀950 mm, the thickness is 14 and 16 mm, and the upper and lower batten plates are set. C50 self-compacting micro expansion concrete is poured into the pipe and batten plate. The beam is 20 m long and 1.2–2.2 m high, designed with double suspenders. The vehicle load level of the Shimen Reservoir Bridge is Highway-I, the design driving speed is 80 km/h, and the basic seismic intensity is magnitude VII. The bridge deck is 32.0 m wide, with two-way six lanes. The two sides of the Shimen Reservoir Bridge are adjacent to the Shimen tunnel and the Niutoushan tunnel. The site is narrow, and the cable crane intersects with the approach bridge, while the tunnel and arch abutment is constructed at multiple levels. The Baoji bank is the cable

4.13

The Shimen Reservoir Bridge in Shaanxi Province

113

Fig. 4.25 Elevation view of the Shimen Reservoir Bridge (dimension unit: cm; elevation unit: m)

tower with the combination of buckle tower and hanging tower, while the Hanzhong bank has no buckle tower. The tunnel anchor is adapted to anchor the cable and buckle cable at the same time (Figs. 4.25 and 4.26).

4.14

The Nanlidu Bridge in Hubei Province

The Nanlidu Bridge is located in Enshi City, Enshi Autonomous Prefecture, Hubei province. It crosses the Mashui River, a tributary of the Qingjiang River. As a bridge on G318, it is a key project in the reconstruction of the Yichang-Lichuan section of the mainline of the ShanghaiChengdu National highway. The bridge’s construction was started on September 20, 2004, and it was open to traffic on November 30, 2009. The terrain on both sides of the bridge is steep, the canyon is U-shaped, the Lichuan bank is a suspended cliff, and the height difference between the bridge deck and the valley bottom is 160 m. The main bridge of the Nanlidu Bridge is a deck-type concrete-filled steel tube arch bridge with a net span of 220 m, net rise f0 = 44.0 m, rise span ratio 1/5, and arch-axis coefficient m = 1.756. The main arch ring is the four-limb lattice arch with constant width and variable height. The section height of the arch crown and arch foot is 4.0 m and 6.0 m, respectively (middle to middle), and space between two arch ribs in the transverse direction is 7.4 m (middle to middle). The upper and lower chord steel pipes of the arch rib, 920 mm  14 mm, are filled with C60 self-compacting micro expansion concrete. The horizontal coupling is 355.6 mm  7 mm steel pipe. The columns on the arch are of a concrete-filled steel tube bent structure, with each bent composed of eight 355.6 mm  8 mm

concrete-filled steel tube columns. The capping beam is a p shaped reinforced concrete section with a width of 1.865 m and a height of 1.2 m. The bridge deck system is a 20 m reinforced concrete simply supported T beam. The vehicle load level of the Nanlidu Bridge is Heavy vehicle-20, Trailer-120, crowd load 3.5 kN/m2, and the seismic fortification intensity is magnitude VII. The bridge deck is 13.2 m wide, and the carriageway is 9.0 m wide. The bridge won the Quality Project Award of the Ministry of Railways in 2003 (Figs. 4.27 and 4.28).

4.15

The Yelang Lake Bridge in Guizhou Province

The Yelang Lake Bridge is located in Puding County, Anshun City, Guizhou province, spanning Yelang Lake. It is a bridge in the Zhijin-Puding section of S55 ChishuiWangmo Expressway. The construction of the bridge was started in June 2016 and is still under construction. The bridge area covers the transitional zone between the western Guizhou Plateau and the central Guizhou Plateau. The longitudinal and transverse slopes of both sides are steep. The surface elevation of the axis is 1171.48– 1227.90 m, and the relative height difference is 56.32 m. The bridge belongs to the Wujiang River system of the Yangtze River Basin, with the highest flood level of 1142.0 m. The bridge deck is 86 m away from the water surface. The main bridge of the Yelang Lake bridge is a reinforced concrete box arch bridge with a net span of 210 m, net rise f0 = 42 m, rise span ratio 1/5, and arch-axis coefficient m = 1.67. The main bridge comprises left and right sides. Each arch ring is a single box and single chamber section,

114 Fig. 4.26 Construction photograph of the Shimen Reservoir Bridge

4

Arch Bridges

4.15

The Yelang Lake Bridge in Guizhou Province

Fig. 4.27 Elevation view of the Nanlidu Bridge (dimension unit: cm; elevation unit: m)

Fig. 4.28 Actual photograph of the Nanlidu Bridge

115

116

4

Arch Bridges

Fig. 4.29 Elevation view of the Yelang Lake Bridge (dimension unit: cm; elevation unit: m)

with a width of 7.0 m and a height of 3.5 m. The main arch ring is the combined construction method of hanging basket cantilever pouring and rigid framework. Except for the No. 1 segment bracket at the arch foot, the other segments 2– 14 are constructed by cantilever pouring. The closure segment of the 30.944 m rigid skeleton is set in the middle of the span. The thickness of the top and bottom plate of the standard section is 40 cm, and the web thickness is 50 cm. The thickness of the top and bottom plate of the cast-in-place arch foot section varies from 40 to 80 cm, and the thickness of the web from 50 to 80 cm. The main chord of the rigid framework is welded into an I-shaped section by a 3 cm thick steel plate, with 4 top and bottom plates, respectively. Vertical web member, diagonal web member, transverse coupling, and diagonal brace are composed of four L100 mm  80 mm  10 mm angle steel. The column on the arch is double column type, with two sections of 140 mm 120 mm and 120 mm  120 mm. The vehicle load level of the Yelang Lake Bridge is Highway-I, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The bridge deck width is 21.25 m, with two-way four-lanes. The Yelang Lake Bridge is the first arch bridge constructed by Cantilever Casting and Rigid Skeleton Method in China. The first large-span single box and single chamber reinforced concrete arch bridge nationwide (Figs. 4.29 and 4.30).

4.16

The Wujiang Bridge of Fuling District in Chongqing Municipality

The Wujiang Bridge in Fuling District is located at the junction of the Yangtze River and the Wujiang River in Fuling District, Chongqing. It is a bridge of the S103 Yuba

Line. The bridge’s construction was started on December 29, 1985, and completed on June 20, 1989. The bridge was the largest rotating box arch bridge in Asia in the late 1980s. It played an extremely important role in promoting regional economic development in the hinterland of the Three Gorges reservoir area. The main bridge of the Wujiang Bridge in Fuling Districts a reinforced concrete box arch bridge with a net span of 200 m, with a net rise of f0 = 50.0 m, a ratio of rise-to-span of 1/4, arch-axis coefficient m = 2.328, and a bridge height of 80 m. The main arch ring is a single-box three-chamber section with a height of 3.0 m. The bridge deck is a 13  15.8 m pre-stressed concrete simply supported hollow slab. The approach bridge is a 4  15.8 m (Fuling) + 3  15.8 m + 10 m (stone column) pre-stressed concrete simply supported hollow slab bridge. The approach bridge piers and arch-upper columns are all double columns type bent frame, and the material is cast-in-place reinforced concrete. The abutments on both sides are gravity-type abutments, and the material is mortar masonry. The vehicle load level of Fuling Wujiang Bridge is Vehicle-20, Trailer-100, and the crowd load is 3.0 kN/m2. The bridge deck layout is 9.0 m (carriageway) + 2  1.5 m (sidewalk), with a total width of 12.0 m. The main arch of the Fuling Wujiang Bridge is built with the double-box symmetrical synchronous rotation method, without cable towers, and the cables are directly anchored on the mountains on both banks. The box on both sides of the main arch ring is a four-plate combination into a box technology, divided into 2  2 half-spans, prefabricated separately. The construction of the two half-span symmetrical synchronous rotations on the same side is carried out by the cable wind fixed at the top of each side box arch and the preset eccentric values of the upper and lower rotating shafts. At the beginning of the rotation, the upstream and

4.16

The Wujiang Bridge of Fuling District in Chongqing Municipality

Fig. 4.30 Design rendering of the Yelang Lake Bridge

Fig. 4.31 Elevation view of the Fuling Wujiang Bridge (dimension unit: cm; elevation unit: m)

117

118

4

Arch Bridges

Fig. 4.32 Actual photograph of the Fuling Wujiang Bridge

downstream cable winds are simultaneously released until the arch box is in place and the closure operation is finished. The cable wind speed is controlled by two stepless speed-regulating winches (Figs. 4.31 and 4.32).

4.17

The Xishahe Bridge in Chongqing Municipality

The Xishahe Bridge is located in Youyang County, Chongqing. It crosses the Xisha River, a first-level tributary of the Apeng River. It is a bridge over the Dahan-Qianjiang section of the G65 Baotou-Maoming Expressway in Chongqing. The bridge lies at a denuded karst low mountain landform, which is controlled by geological structure and lithology and mainly tectonic denuded landform, eroded landform, and dissolved landform. The topography of the bridge is very undulating, and the cliffs on both banks are nearly upright, with a relative height difference of 120–250 m. The height of the Xishahe Bridge is 288 m. The main bridge of the Xishahe Bridge is a half-through concrete-filled steel tube arch bridge with a

net span of 190 m, net rise f0 = 42.222 m, rise-span ratio 1/4.5, and arch-axis coefficient m = 1.347. The main arch ring is a uniform cross-section four-leg lattice arch with a section height of 4 m (middle to middle) and a single arch rib width of 2.1 m (middle to middle), and the distance between two arch ribs in the transverse direction is 26.6 m (middle to middle). The upper and lower chords of the arch rib are made of ⌀850 mm  14 mm steel pipes, which are filled with C50 self-compacting microexpansion concrete, and the four steel pipes near the arch feet are filled with concrete to form a solid structure. The web rod is made of ⌀400 mm  10 mm steel pipes, and the chord is made of ⌀400 mm  10 mm steel pipes. Seven cross braces are arranged between the two arch ribs to ensure the lateral stability of the arch ribs. The distance between the booms is 5.4 m, and the bridge deck is composed of small precast reinforced concrete T-beams and beams. The vehicle load level of the Xishahe Bridge is Highway-I, the design driving speed is 80 km/h, and the design peak ground acceleration is 0.05 g. The bridge deck has a width of 24.5 m, with two-way four-lanes (Figs. 4.33 and 4.34).

4.17

The Xishahe Bridge in Chongqing Municipality

Fig. 4.33 Elevation view of the Xishahe Bridge (dimension unit: cm; elevation unit: m)

Fig. 4.34 Actual photograph of the Xishahe Lake Bridge

119

120

4.18

4

The Wuyuandong Bridge in Hubei Province

The Wuyuandong Bridge, across the Wuyuan Ditch, is located in Badong County, Hubei province. It is a bridge in the reconstruction of the submerged section of the Y078 Badong-Zigui South Line. The bridge was designed from December 1995 to May 1996 and open to traffic on January 28, 1999. After completing the bridge, the provincial Yi-Ba highway was fully connected, being the most convenient passage connecting Badong, Zigui, and Yichang at that time, and it played a vital role in local economic development. The bridge is located on the bank of the Yangtze River, about 1 km east above the old Badong town. The slope on the south bank is generally northward. The gullies in the bridge area are approximately reverse S-shaped. The overall flow direction is from south to north. The cutting depth is 80–130 m. The cross-section of the gullies is an asymmetrical V-shape. The two walls of the gully are extremely steep, mostly cliffs. The height of the Wuyuandong Bridge from deck to water is 180 m. The Wuyuandong Bridge is a deck-type rigid-frame reinforced concrete arch bridge with a net span of 160 m. The net rise is f = 26.667 m, the rise-span ratio is 1/6, and

Arch Bridges

the arch-axis coefficient is m = 1.543. The main arch ring is a single-box three-chamber section, with a height of 2.8 m and a width of 9.05 m, using No. 50 concrete. The rigid framework is composed of four main truss surfaces. The upper and lower chords are made of ⌀299 mm  12 mm steel pipes, and the steel pipes are filled with No. 50 micro-expansion concrete. The web rod is ⌀140 mm  8 mm steel pipes. The column on the arch is a cast-in-place reinforced concrete double-column bent structure. The bridge deck is a 13.75 m reinforced concrete hollow slab. The vehicle load level of the Wuyuandong Bridge is Vehicle-20, Trailer-100, crowd load 3.5 kN/m2; seismic fortification intensity is magnitude VI. The bridge deck layout is 1.5 m (sidewalk) + 9 m (vehicle lane) + 1.5 m (sidewalk). The construction of the Wuyuandong Bridge combines the rigid framework method and the rotating construction method. The rigid framework arch tires and brackets are set up on the flat site at the direction of 160° between the two walls of the canyon and the bridge’s axis, lofted according to the overall coordinates. The steel pipes and the profiled steel is welded into two half-arch skeletons, and then the two sides of the bank are paralleled to close up (Figs. 4.35 and 4.36).

Fig. 4.35 Elevation view of the Wuyuandong Bridge (dimension unit: cm; elevation unit: m)

4.18

The Wuyuandong Bridge in Hubei Province

Fig. 4.36 Actual photograph of the Wuyuandong Bridge

121

122

4

Arch Bridges

Fig. 4.37 Elevation view of the Matihe Bridge (dimension unit: cm; elevation unit: m)

4.19

The Matihe Bridge in Guizhou Province

The Matihe Bridge is located in Dejiang County, Tongren City, Guizhou province, diagonally across the Mati River, a tributary of the Wujiang River. It is a bridge on S25 Yan-Rong Expressway and the Yan-De Expressway. The bridge’s construction was started in November 2013, and it was open to traffic in December 2015. The bridge is located at the border of the Dalou Mountains and the Wuling Mountains. The topography and landform are greatly restricted by geological structure and lithology. The mountains are continuous and undulating, tectonic denudation, low dissolution mountain, and river erosion landform. The terrain in the area is generally low in the middle and high on the east and west sides, that is, a trough (river) sandwiched between two mountains. The cross-section of the cutting river is deeply U-shaped, and the vertical height difference is about 160 m. The bridge height of the Matihe Bridge is 167 m. The main bridge of the Matihe Bridge is a reinforced concrete box arch bridge with a net span of 180 m, a net rise f = 32 m, a rise-span ratio of 1/5.625, and an arch-axis coefficient m = 1.988. The main bridge is divided into two sections on the left and right. The main arches are all single-box double-chamber sections, 7.5 m wide and 3.3 m high. The top plate, bottom plate, and middle web of the standard section are all 30 cm thick, and the side webs are 45 cm thick. A solid section with 80 cm-thickness is set at

the joint between the arch foot and the arch seat. The bents on the main arch ring are of double-column type. Three sections of 130 cm  120 cm, 120 cm  120 cm and 100 cm  100 cm are used. The main bridge deck is a 13 m simply supported hollow slab. The main arch ring is constructed by the hanging basket cantilever casting method. The vehicle load level of the Matihe Bridge is Highway-I, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The clear width of the carriageway is 29.625 m, with two-way four-lanes (Figs. 4.37 and 4.38).

4.20

The Haima Bridge in Guizhou Province

The Haima Bridge is located at the junction of Xiuwen County and Jinsha County in Guizhou province. It is a bridge on the X186 Qianbei connecting line between the “two verticals” and “one horizontal” of the skeleton highway network planning in Guizhou province. After the completion of the Haima Bridge, it became the main channel for transporting Jinsha’s coal resources to Guiyang and an important bridge to promote the development of the regional economy in Xiuwen County and Jinsha County. The construction of the bridge was started in July 2010 and completed in December 2015. The bridge lies in the Bijie North-East Tectonic Deformation Zone within the Zunyi Fault Arch in Tailong, Qianbei, on the Yangtze Quasi-Platform. The geological

4.20

The Haima Bridge in Guizhou Province

123

Fig. 4.38 Actual photograph of the Matihe Bridge

structure is relatively simple, and the river valley in the bridge area is deep. The bridge spans the mainstream of the Wujiang River, and the bridge deck is 132 m above the water. The main bridge of the Haima Bridge is a reinforced concrete box arch bridge with a net span of 180 m, a net rise of f0 = 32.727 m, and a rise-span ratio of 1/5.5. The arch axis is a circular curve fitted by the optimized catenary through a five-point superposition. The main arch ring is a single box three-chamber section, 3.2 m high, 7.8 m wide. The top and bottom plates are 25 cm thick. The thickness of the outside web of the side box is 25 cm. The prefabricated thickness of the inside and middle web sites is 13 cm, constructed by Cable Hoisting Cantilever Assembly Method. The single arch rib is divided into 18 hoisting sections, and the whole bridge is divided into 54 sections. The length of the closure segment is 76 cm, and I-steel rigid skeletons connect the joints, and the closing segment concrete is poured later. On the arch are three-column bents or cross walls. The columns have three different widths of 120, 100, and 70 cm along the bridge, and the width of the bridge is 70 cm. The vehicle load level of the Haima Bridge is Highway-I, and the crowd load is 2.5 kN/m2. The design driving speed

is 40 km/h. The bridge deck width is 11.5 m, with two-way two-lanes. The bridge is currently the largest arc reinforced concrete arch bridge in China (Figs. 4.39 and 4.40).

4.21

The Huapichong Bridge in Yunnan Province

The Huapichong Bridge is located in Eshan County, Yuxi City, Yunnan province. It is a bridge on the Yuxi-Yuanjiang section of the G8511 Kunming-Mohan Expressway. The construction of the bridge was started in 1997 and completed and open to traffic in December 1999. The topography on both sides of the bridge is relatively steep, and the geological weathering is serious. The depth of the strong weathering layer varies from 20 to 50 m, with broken rock mass and low bearing capacity. The height of Huapi Chong Bridge is 75 m. The main bridge of the Huapichong Bridge is a rigid frame box rib arch bridge with a calculated span of 180 m. The rise is f = 32.727 m, the rise-span ratio is 1/5.5, and the arch-axis coefficient is m = 2.24, which were obtained after optimization and selection. The approach bridges on both

124

Fig. 4.39 Elevation view of the Haima Bridge (dimension unit: cm; elevation unit: m)

Fig. 4.40 Actual photograph of the Haima Bridge

4

Arch Bridges

4.21

The Huapichong Bridge in Yunnan Province

125

Fig. 4.41 Elevation view of the Huapichong Bridge (dimension unit: cm; elevation unit: m)

sides are 720 and 220 m prestressed concrete hollow slabs, with a total length of 412.5 m. The transverse bridge direction of the arch ring is composed of 4 box ribs, each being 3.5 m high and 2 m wide. The center-to-center spacing between box ribs is 5.5 m, and the ribs are connected as a whole by eight tie beams to enhance the lateral stability of the arch. Each box rib stiffening skeleton is composed of four pieces of 299 mm  12 mm hot-rolled seamless steel tubes as chord tubes, L100  100  8 mm hot-rolled equal-leg angle steel as web members and flat links, welded by gusset plates, all of which are made of 16 Mn steel. After the rigid skeleton is closed, the steel tube is filled with No. 40 concrete to form a concrete-filled steel tube rigid skeleton. The upright column on the arch is a bent frame type with a longitudinal width of 0.9 m to facilitate the internal force distribution of each structure. The bridge deck is prefabricated hollow slabs, and the deck is continuous. Due to the low bearing capacity of the foundation, the bridge is a group pile foundation with a rigid cap to balance the reaction force of the main arch, which also serves as the foundation of the transition pier between the main bridge and the approach bridge. The vehicle load level of the Huapichong Bridge is Heavy vehicle-20, Trailer-120, and the width of the bridge deck is 21.5 m. The bridge is located in the earthquake zone of magnitude VII and is fortified according to magnitude IX. It is the first long-span concrete-filled steel tube rigid frame box-rib arch bridge in Yunnan, and it was awarded the first prize of Quality Project of Yunnan province in 2003 (Figs. 4.41 and 4.42).

4.22

The Mupeng Bridge in Guizhou Province

The Mupeng Bridge is located in Shiqian County, Tongren City, Guizhou province. It is a bridge on the Sinan-Jianhe section of the S25 Yan-Rong Expressway. The construction of the bridge was started in October 2010 and completed in July 2012.

The bridge is located in the transition slope zone from Yunnan-Guizhou Plateau to western Hunan and Guangxi hills. It belongs to the low mountain landform of tectonic erosion and dissolution. The bridge is located across a gully, with a county road nearby, so the traffic is convenient. The ground elevation of the bridge axis section is between 589.99 and 696.85 m, and the relative height difference is 106.86 m. The longitudinal slope of the two banks is steep, and the middle part of the bridge area is a U-shaped valley. The bridge deck of the Mupeng Bridge is about 107 m high from the valley bottom. The main bridge of the Mupeng Bridge is a reinforced concrete arch bridge with a net span of 165 m. The net rise is f0 = 30 m, the rise span ratio is 1/5.5, and the arch-axis coefficient is m = 1.988. The two sides are 230 m and 430 m T-beams, respectively. The main arch ring is a box section with equal height, with a section width of 7.5 m and a height of 2.8 m. In the cast-in-place section of the arch foot bracket, the thickness of the bottom plate from the arch foot to the top of the segment end socket gradually changes from 60 to 30 cm, the thickness of the edge web gradually changes from 50 to 35 cm. The thickness of the middle web gradually changes from 50 to 25 cm. The thickness of the top and bottom plate of the arch crown closure segment is 30 cm, the thickness of the side and middle webs is 40 cm. For the other segments, the thickness of the top and bottom plates is 30 cm, the thickness of the edge web is 35 cm, and the thickness of the middle web is 25 cm. The column on the arch is double column type or cross wall. 13.2 m prestressed concrete hollow slabs with a total of 13 holes are set on the arch, which is arranged in triplets. The vehicle load level of the Mupeng Bridge is Highway-I. The design driving speed is 80 km/h, the seismic fortification intensity is magnitude VII, and the net width of the carriageway is 29.5 m. The main arch ring of the Mupeng Bridge is constructed by the Cantilever Pour Method with Stayed Cables. The arch ring is divided into 27 segments longitudinally. The No. 1 section of the arch foot on both banks is the

126

4

Arch Bridges

Fig. 4.42 Actual photograph of the Huapichong Bridge

Fig. 4.43 Elevation view of the Mupeng Bridge (dimension unit: cm; elevation unit: m)

cast-in-place section of the bracket, the arch roof is provided with a hanger pouring closure segment, and the other 24 segments are suspended casting segments. The Mupeng Bridge is the first arch bridge constructed by hanging basket

cantilever casting in Guizhou province. Its complex construction technology and high scientific and technological content are listed as a scientific and technological bridge in Guizhou province (Figs. 4.43 and 4.44).

4.23

The Suozigou Bridge in Sichuan Province

127

Fig. 4.44 Actual photograph of the Mupeng Bridge

4.23

The Suozigou Bridge in Sichuan Province

The Suozigou Bridge is located at the Changheba Hydropower Station of the reservoir area of the Dadu River, Luding County, Ganzi Tibetan Autonomous Prefecture, Sichuan province. It is a bridge on the reconstructed S211 highway. The bridge’s construction was started in November 2007, and it was open to traffic in September 2012. The bridge is located in the transition zone from the eastern edge of the Sichuan Tibet Plateau to the Sichuan Basin. The type of geomorphology in this area belongs to the tectonic erosion alpine canyon landform. Due to the strong cutting effect of water flow, the Suozigou is characterized by steep mountain and turbulent currents on both sides of the river. The cross-section of the river valley is V-shaped, and the maximum water depth in the ditch is 0.5 m. The design water level is controlled by the normal storage level of the Changheba Hydropower Station. The height of the bridge deck of the Suozigou Bridge is about 123 m from the water surface. The main bridge of the Suozigou Bridge is a deck reinforced concrete box arch bridge with a net span of 160 m. The net rise is f0 = 32 m, the rise span ratio is 1/5, and the arch-axis coefficient is m = 1.89. The main arch ring is an equal height box section, with a section height of 2.6 m and a width of 9.5 m. It is composed of 5 arch boxes horizontally, each divided into seven segments for hoisting closing. Due to the high water level of the power station, some arch rings are submerged into the water, and the buoyancy effect is great, so the arch ring must be perforated for the water

inflow. The spandrel consists of reinforced concrete bent (transverse wall) and reinforced concrete simply supported hollow slab with a span of 12.7 m. The approach holes on both shores are 20 m reinforced concrete simply supported hollow slabs. The vehicle load level of the Suozigou Bridge is Highway-II, the design flood frequency is 1/100, the peak acceleration of ground motion is 0.186 g, and the bridge deck width is 8.5 m (net width 7.5 m + 20.5 m crash barrier) (Figs. 4.45 and 4.46).

4.24

The Luoyan Bridge in Chongqing Municipality

The Luoyan Bridge, located in Pengshui County, Chongqing, crosses Dongguan river, a tributary of Furongjiang river. It is a bridge on highway S313 from Shizhu to Wuchuan. The bridge is located in the Wuling mountainous area, where the valley is rather deeply downcut with steep terrain and ground slope partly close to 90%. The height of the Luoyan Bridge is 120 m. The Luoyan Bridge is a deck-type concrete box arch bridge with a net span of 140 m. The net-rise is 28 m, the rise-span ratio is 1/5, the arch-axis coefficient is 1.756, and the main arch is inclined. The main arch ring is a box-shaped section with equal height. The arch ring is of a height of 2.40 m and a width of 7.46 m. It consists of five boxes and is made of C50 concrete. The main arch ring is constructed by the cable hoisting method. The height of the prefabricated U-shaped arch rib is 2.2 m, the single rib is divided into seven hoisting segments, and the maximum hoisting mass of

128

4

Arch Bridges

Fig. 4.45 Elevation view of the Suozigou Bridge (dimension unit: cm; elevation unit: m)

the single section (arch foot section) is 59.0 t. During the construction, the U-shaped box rib is arched according to the double-base rib closure and loosening cable. The 1.0 m 1.0 m reinforced concrete square columns are used on the arch. The bridge deck system is simply supported first and then a continuous 10 m hollow slab beam on the bridge deck. The vehicle load level of the Luoyan Bridge is Highway-II. The design driving speed is 40 km/h, and the seismic fortification intensity is magnitude VII. The bridge deck is 9 m wide, with two-way two-lanes (Figs. 4.47 and 4.48).

4.25

The Danhe Bridge in Shanxi Province

The Danhe Bridge, located in Zezhou County, Jincheng city, Shanxi province, is a bridge across the G5512 expressway from Jincheng to Xinxiang. The construction of the bridge was started in November 1997 and completed in July 2000. The bridge is located in the southern end of the Taihang Mountains where features the low mountain gully landform and undulating terrain. The valley is eroded by the river and

has a U-shaped section. The valley floor develops floodplain, the Jincheng bank is of steep mountain terrain, with bedrock mostly bare, and the Jiaozuo bank develops terrace. The Danhe river belongs to the Yellow River system, and its water volume is affected by climate and precipitation. It is characterized as summer rain type and mountain type, with less flow in the dry season and large flow in flood season. The deck of the Danhe Bridge is 80.6 m above the water. The Danhe Bridge is a stone arch bridge with a size of (2  30 + 146 + 5  30) m. The total length of the bridge is 413.17 m, the net-span of the main bridge opening is Lo = 146 m, the net-rise is f0 = 32.444 m, the rise-span ratio is 1/4.5, the arch-axis coefficient is m = 2.3. The main arch ring is a hingeless arch with variable cross-section. The height of the crown section is 2.5 m, the height of the arch foot section is 3.5 m, and the arch thickness coefficient is n = 0.5225. The No. 40 small stone concrete is used to build No. 100 large block stones. The main bridge is a full open-spandrel arch structure with 14 holes in total. The net span of the spandrel arch is =9.4 m, the net-rise is f0 = 2.68 m, the rise-span ratio is 1/3.5, and the spandrel arch is 0.6 m thick. The approach bridge is the open-spandrel catenary stone arch with an equal

4.25

The Danhe Bridge in Shanxi Province

Fig. 4.46 Actual photograph of the Suozigou Bridge

Fig. 4.47 Elevation view of the Luoyan Bridge (dimension unit: cm; elevation unit: m)

129

130

4

Arch Bridges

Fig. 4.48 Actual photograph of the Luoyan Bridge

section. The arch-axis coefficient is m = 2.814, the net-span of the approach bridge is =30 m, the net-rise is f0 = 7.5 m, the rise-span ratio is 1/4, and the height of the arch ring is 1.0 m. The spandrel construction of the approach bridge is an open-spandrel arch structure. The net span of the spandrel arch is Lo = 3.6 m, the net-rise is f0 = 1.2 m, the rise-span ratio is 1/3, and the thickness of the spandrel arch is 0.4 m. The substructure is a stone gravity abutment. The bridge railings are composed of more than 200 stone carvings and nearly 300 traditional stone lions, representing the history and culture of Jincheng city. The arch ring of Danhe Bridge is constructed with space bent steel arch frame. It has the characteristics of clear structural stress, high stability and safety, fast construction speed, and high equipment reuse rate. The arch helmet is the round pine bent and arcuate wood and formwork, and the unloading equipment is the traditional single wooden wedge and combined wooden wedge. The vehicle load level of the Danhe Bridge is Heavy vehicle-20, Trailer-120, with a crowd load of 3.5 kN/m2;

The design driving speed is 60 km/h. The bridge deck has a width of 24.8 m, with two-way four lanes (Figs. 4.49 and 4.50).

4.26

The Tianzishan Bridge in Hunan Province

The Tianzishan Bridge is located in Shuangpai County, Yongzhou City, Hunan province. It is a bridge on the Yong-Lian highway. The bridge’s construction was started in the spring of 2001 and completed and opened to traffic in 2002, lasting for one and a half years. The bridge is located in the Tianzi mountain canyon, which is a typical V-shaped canyon with steep bank slopes and is more than 100 m deep, and about 200 m wide. The stability of the slope is affected by the development of the geological structure. The two banks are rock slopes, which are composed of siltstone with quartz sandstone. The highest temperature in the canyon is 32 °C, and the lowest −5 °C.

4.26

The Tianzishan Bridge in Hunan Province

131

Fig. 4.49 Elevation view of the Danhe Bridge (dimension unit: cm; elevation unit: m)

Fig. 4.50 Actual photograph of the Danhe Bridge

Half of the year is rainy and foggy, and most of the winter is cold and freezing. The height difference between the bridge deck and the bottom is 101 m. The Tianzishan Bridge is a concrete-filled steel tube truss arch bridge with a calculated span of 125 m, the calculated rise as f = 25 m, and the rise-span ratio of 1/5. The steel tube arch is a dumbbell-shaped section with a height of 200 cm and a width of 100 cm. The single rib section is composed of two steel pipes of ⌀1000 mm  12 mm. The vertical bar is a double column frame structure with a box section of

80  80 cm, each connected with the adjacent vertical bar and the steel pipe arch by stay cables. The upper chord section comprises precast side ribs, cast-in-place medium plate, and cantilever plate, with a total width of 12 m. The two side holes are continuous structures in size of (7 + 2  9) m and (9 + 8) m, respectively, both of which adopt portal rigid frame structure. The upper chord section of the side hole is the same as that of the main hole. The abutment foundation of the two sides is arranged on a steep slope about 75 m from the canyon’s bottom due to the

132

4

Arch Bridges

Fig. 4.51 Elevation view of the Tianzishan Bridge (dimension unit: cm; elevation unit: m)

limitation of topography and geological conditions. The two side holes of the Tianzishan Bridge were cast-in-place by bracket method, and the main hole was erected by truss cantilever method. The vehicle load level of the Tianzishan Bridge is Heavy vehicle-20 and Trailer-100; The width of the bridge deck is 12 m, and the whole bridge has a 2.6% one-way longitudinal slope (Figs. 4.51 and 4.52).

4.27

The Longtanghe Bridge in Guizhou Province

Located in Wuchuan County, Zunyi City, Guizhou province, spanning the Longtanghe in Shiyazi reservoir area, the Longtanghe Bridge is one of the main channels connecting Duru town and Daping town. The bridge’s construction provides excellent traffic convenience for the development of the local economy and the acceleration of urbanization. The construction of the bridge was started in 2014 and completed and open to traffic in 2016. The Longtanghe Valley is V-shaped with a valley width of 120–150 m and the bank slope gradient of about 75°, with upward gentle slopes or valleys on both sides, and the terrain is gentle. The elevation of the section through which the bridge axis passes ranges from 472 to 563.46 m, and the relative height difference is 91.46 m. The bridge deck is about 91.5 m from the water surface.

The Longtanghe Bridge is a reinforced concrete box arch bridge with a net span of 125 m, a net rise of 25 m, a rise-span ratio of 1/5, and an arch-axis coefficient of 1.756. The section of the main arch ring is of a single box with a double chamber, with a section height of 2.2 m and width of 7.0 m. The web of the arch box is 35 cm thick, and the top and bottom plates are 25 cm thick. The cast-in-situ suspending arch frame method is adopted for the construction of the main arch ring. The spandrel construction is reinforced concrete bent, and top beam, 13  10.2 m reinforced hollow concrete slabs are arranged in the deck system, and the side spans of both sides are 16 m prestressed concrete hollow slabs. The vehicle load level of the Longtanhe Bridge is Highway-II, the crowd load is 3.0 and the bridge deck is 9.5 m wide (Figs. 4.53 and 4.54).

4.28

The Zhenzhu Bridge in Guizhou Province

The Zhenzhu Bridge is located in Wuchuan County, Zunyi City, Guizhou province. It crosses the Yanggang river valley with a vertical drop of 110 m. It is a bridge on the Guizhou section of the X350 Wuchuan-Pengshui highway. The Zhenzhu Bridge is a reinforced concrete box arch bridge with a net span of 120 m, a net-rise of f0 = 17.142 m, a rise-span ratio of 1/7, and an arch-axis coefficient of

4.28

The Zhenzhu Bridge in Guizhou Province

133

Fig. 4.52 Actual photograph of the Tianzishan Bridge

m = 1.756. The main arch ring is a single-box threechamber section of equal height, with a height of 2.1 m and width of 10.0 m. The top and bottom plate thickness is 30 cm from the spring line to the No. 2 bent frame of the ventral spandrel hole and is 25 cm from the No. 2 bent frame of the ventral spandrel hole to the arch crown. Webs are of a thickness of 30 cm. The column on the arch is a four-post bent frame or horizontal wall. Simple hinges are set up along the bridge at the lower end of the bent frame or horizontal wall, and the steel bars are treated with rust prevention. There is an inspection channel in the middle of the horizontal wall. The deck system is an 8 m reinforced hollow concrete slab with a thickness of 45 cm and a total of 16 spans. The basic seismic intensity of the area is magnitude VI, and the ventral spandrel hole and the driveway slab are equipped with seismic anchors at one end. The vehicle load level of the Zhenzhu Bridge is Vehicle-20, Trailer-100, and the crowd load is 3.0 kN/m2; the design driving speed is 30 km/h, and the bridge deck is 12.5 m wide.

As the Yanggang River is surrounded by narrow terrain and cliffs more than 100 m high, the Zhenzhu Bridge adopted the construction technology of vertical rotation from above to below. A concrete arch seat is poured on the edge of the cliff, a vertical rotating hinge (bearing) is set at the arch foot, and then a half-span 62.09 m-high arch is vertically poured on the rotating hinge. The poured arch is 71.745° to the ground. The width of the side box of the rotating body is 3.867 m, the mass of the half side box reaches 610 tons, and a 4 m closure segment is left in the arch crown (Figs. 4.55 and 4.56).

4.29

The Wuchaohe Bridge in Hunan Province

The Wuchaohe Bridge is located in Fenghuang County, Hunan province, crossing the Wuchao River Canyon at the source of the Tuojiang River. It’s a bridge at the county road X034. On the east of the bridge is the towering Dama

134

4

Arch Bridges

Fig. 4.53 Elevation view of the Longtanghe Bridge (dimension unit: cm; elevation unit: m)

Mountain, and on the west is the lofty Luotuo Mountain. The bridge's construction was started in 1989, and it was open to traffic in 1990, lasting 570 days. The Wuchaohe Bridge is a deck-type double stone rib arch bridge with a net span of 120 m, a net-rise of f0 = 24 m, a rise-span ratio of 1/5, and an arch axis coefficient of m = 1.543. The bridge is 8 m wide, 241 m long, and 42 m high. The arch rib is 2.5 m wide and 1.6 m high. The micro-aggregate concrete is adopted to build 100# block stone, which is cyan-grey dolomite. There are eight reinforced concrete cross-line beams between the ribs. The upper spandrel arch is in size of (413 + 12 + 413) m. The south and the north spandrel arch are in the size of 313 m and 213 m, respectively, so that the proportion of the whole bridge structure is harmonious and the alignment is aesthetically pleasing. The construction of the Wuchaohe Bridge in the forbidden geological area of large fault is considered to “have created a new level of highway large stone arch bridge.” Four scientific and technological achievements have been

made: ① The use of curtain grouting to treat the foundation has broken the convention that the bridge cannot be built in the fault zone; ② Compared with the traditional slate arch structure, the double-ribbed hollow structure saves 42.5% of the masonry volume; ③ The stacked truss floor-standing arch is created, which featured with high rigidity, good stability, safety and reliability, and saves 62% of the wood; ④ The unloading of the bare arch was successfully adopted, which breaks the convention that the long span stone arch bridge cannot be unloaded in bare arch, saves 500 m3 of timber of spandrel construction and 200,000 yuan in material costs. The completed Wuchaohe Bridge becomes a great landscape of the Miao Villages in the mountains. It is a highlight in the history of bridge construction in China, and the construction cost of it was only 1.09 million yuan. The vehicle load level of the Wuchaohe Bridge is Vehicle-15, Trailer-80, the bridge deck has a clear width of 7 m, and the safety belts with a clear width of 0.5 m are set on both sides (Figs. 4.57 and 4.58).

4.29

The Wuchaohe Bridge in Hunan Province

Fig. 4.54 Actual photograph of the Longtanghe Bridge

Fig. 4.55 Elevation view of the Zhenzhu Bridge (dimension unit: cm; elevation unit: m)

135

136

4

Arch Bridges

Fig. 4.56 Actual photograph of the Zhenzhu Bridge

Fig. 4.57 Elevation view of the Wuchaohe Bridge (dimension unit: cm; elevation unit: m)

4.30

The Hongxing Bridge in Hunan Province

The Hongxing Bridge is located in Yanling County, Hunan province, and is a bridge on the Che-Nan highway of the Provincial highway S322. The bridge’s construction was started in March 1967, and it was open to traffic in December 1967.

The terrain on both sides of the bridge is narrow and steep, with lush woods and gurgling water under the bridge. The Hongxing Bridge takes the cliff on both sides of the river valley as its pier, crossing the Xielai River with a single hole. The bridge deck is about 67 m from the water surface. The Hongxing Bridge is a double-curvature arch bridge with a net span of 107.36 m. The bridge body is a sunflower-like spandrel structure, with double-layer spandrel arches arranged according to the terrain. The spans of the

4

Arch Bridges

Fig. 4.58 Actual photograph of the Wuchaohe Bridge

137

138

4

Arch Bridges

Fig. 4.59 Elevation view of the Hongxing Bridge (dimension unit: cm; elevation unit: m)

spandrel arches are 24.5 m, 9 m, and 7 m, respectively. The total length of the bridge is 155.8 m. The main arch axis is six parabolas to coincide with the dead load pressure curve. The 24.5 m spandrel arch on the arch is a three-hinged double-curvature arch, and the left and right sides adopt asymmetric arches of 8 parabolas. The Hongxing Bridge was the first double-curvature arch bridge in Hunan province. It was also a single-hole bridge with the largest span and the second tallest bridge in Asia at that time. The vehicle load level of the Hongxing Bridge is Vehicle-13 and Trailer-60, and the deck width is 8.2 m. In 2005, the Yanling County highway Bureau repaired the bridge. The bridge body was reinforced, but the original appearance of the bridge was faithfully reflected. After the repair, the Hongxing Bridge became a beautiful landscape on the Provincial highway S322 (Figs. 4.59 and 4.60).

4.31

The Xianren Bridge in Hunan Province

The Xianren Bridge is located in Baojing County, Hunan province. It is the main bridge on Baojing (Xianren)–Guzhang (Duanlong) highway, and it is also the controlled project on the shortest route connecting Baojing County and

Zhiliu railway. The construction of the bridge was started on December 20, 1986, closed on October 7, 1988, and completed in May 1989, lasting for 30 months. The bridge is characterized by crisscross steep mountains and deep valleys, where is uninhabited and dangerous. The construction site is extremely narrow, and the construction conditions are extremely difficult. In 1980, the Baixiguan hydropower station was built on the Tangjiahe River, 2 km downstream of the bridge. Due to the influence of the reservoir water level, the water depth of the bridge maintains at about 30 m and the river width is more than 90 m. The relative height between the bridge deck and the river bottom is 56.5 m. The Xianren bridge is a rigid frame arch bridge with the net-span of 80 m, the net-rise of f0 = 13.33 m, the rise-span ratio of 1/6, and the total length of 140 m. The main arch is composed of three rigid frame arch pieces, which adopt I-shaped section and consist of chord, arch leg, diagonal brace and solid web section, with the height of 1.0 m, 0.7 m, 1.2 m and 3.3–0.9 m respectively. The substructure is the forward-inclined abutment with a forward-inclined value of 5:1, and is grouted by 0# coarse stone (block stone) with strength no less than 60. A stone arch bridge with a net-span of 10 m is set at both ends of the main hole as the approach bridge.

4.31

The Xianren Bridge in Hunan Province

Fig. 4.60 Actual photograph of the Hongxing Bridge

139

140

4

Arch Bridges

Fig. 4.61 Elevation view of the XianRen Bridge (dimension unit: cm; elevation unit: m)

Fig. 4.62 Actual photograph of the XianRen Bridge

The vehicle load level of the Xianren Bridge is Vehicle-15 and Trailer-80. The net width of the bridge deck is 7 m, and the safety belts with a net width of 0.5 m are set on both sides. Adopting the counterweight swivel construction technology, the bridge was the largest rigid frame arch bridge in

China at that time. The mountain sand processed by limestone was used to prepare concrete over 400#; the forward-inclined abutment was used to shorten the bridge span, reduce the project cost and it received good results. Despite such adverse factors as the absence of professional construction team and the lack of cable hoisting, with the active cooperation of

4.31

The Xianren Bridge in Hunan Province

majority of migrant workers, the bridge builders overcame many difficulties, and built a modern swivel rigid frame arch bridge with advanced level at that time, which has played a

141

huge role in promoting the economic and social development of Baojing County and Guzhang County and improving the people’s lives (Figs. 4.61 and 4.62).

5

Girder Bridges

5.1

The Beipanjiang Bridge of the Shui-Pan Expressway in Guizhou Province

Located in Shuicheng County, Liupanshui City, Guizhou province, the Beipanjiang Bridge of Shui-Pan Expressway is a bridge on S77 Shuicheng-Panxian Expressway. The construction of the bridge was started in August 2009 and completed in August 2013. The bridge is located in the Beipanjiang River gorge area, which belongs to the karst peak cluster and river erosion area in geomorphology, with large ground fluctuation and severe elevation change. The bridge spans a V-shaped river valley, with typical karst geology on both sides, and up to five layers of karst caves have been found on the bank of Panxian County. The bridge deck of the Beipanjiang Bridge is 243 m away from the lowest water level. The main bridge of the Beipanjiang Bridge of the Shui-Pan Expressway is a pre-stressed concrete open-web (inclined leg) continuous rigid-frame bridge with a span arrangement of (82.5+220+290+220+82.5) m. The curve of the bottom edge of the box girder with a span of 290 m is a parabola of 2.5. The total height at the pier top is 35 m, and the mid-span height is 4.5 m. The upper chord beam of the open web section is a single-cell box section, with a top width of 10.5 m, a bottom width of 6.5 m, and a cantilever of 2.0 m on both sides. The height of the standard section is 5.0 m and transitions to 7.0 m by using the quadratic parabola. The lower chord beam (inclined leg) is a box section with an equal section, and the beam is 6.5 m wide and 7.5 m high. The lower chord beam (inclined leg) is a constant section box section with a beamwidth of 6.5 m and a height of 7.5 m. The main piers are double-limb hollow thin-wall piers, the section size of the single limb is 4.5 m along the bridge, 7.5 m across the bridge, and the maximum pier height is 170 m. The vehicle load level of the Beipanjiang Bridge of the Shui-Pan Expressway is Highway-I, the design driving speed is 80 km/h, the design basic earthquake peak acceleration is 0.1 g, and the design reference wind speed is © China Communications Press Co., Ltd 2022 Z. Huang and Y. Li, China Highway Canyon Bridges, https://doi.org/10.1007/978-981-16-4431-3_5

25.5 m/s. The full width of the bridge deck is 21.5 m, with two-way four lanes. The Beipanjiang Bridge of the Shui-Pan Expressway is the first pre-stressed concrete open-spandrel continuous rigid frame bridge globally. Compared with the continuous rigid frame bridge with the same span, the girder’s stiffness is greater, preventing midspan deflection. The bridge has the characteristics of high-pier, large-span, and long-inclinedlegs, so it is difficult to construct. The construction unit specially developed a large-tonnage “upper inclined climbing hanging basket” for the lower chord box girder in the hollow area and obtained the national invention patent (Figs. 5.1 and 5.2).

5.2

The Yuanjiang Bridge in Yunnan Province

The Yuanjiang Bridge, located in Yuanjiang County, Yuxi City, Yunnan province, is a bridge on the G8511 KunmingMohan Expressway. The bridge's construction was started in May 2000 and was open to traffic in March 2003. The bridge is located in the Yuanjiang River’s valley area, with large ground undulation and steep bank slope. The Yuanjiang Bridge’s height from the lowest water level is 163 m, which was the highest globally. The Yuanjiang Bridge is a (58+182+265+194+70) m long pre-stressed concrete continuous rigid frame bridge with a total length of 769 m. The girder is the single-cell box section, with a top width of 22.5 m and the bottom width of 11.5 m. The beam height at the middle of each span is 5 m. The beam height at the root of the two side piers is 7 m, and the beam height at the root of the two main piers is 14.5 m. The box girder’s bottom curve of the 265 m middle span is changed according to a parabola of degree 1.5. The bottom curve of the girder of the other side spans changes according to the quadratic parabola. The box girder is a three-dimensional pre-stressed structure, and the piers are double-limb thin-wall piers, all of which adopt No. 55 concrete. The 143

144

5

Girder Bridges

Fig. 5.1 Elevation view of the Beipanjiang Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.2 Actual photograph of the Beipanjiang Bridge

limb’s transverse width is the same as that of the girder's box bottom (11.5 m). The thickness along the bridge direction varies with the span and pier height. The thickness of a single limb of the left- and right- side piers is 1 m and 2 m, respectively. The thickness of a single limb of the two main piers in the middle is 4 m, and the maximum pier height is 121.5 m.

The vehicle load level of the Yuanjiang Bridge is Heavy vehicle-20, Trailer-120. The pedestrian load is 3.5 kN/m2, the design driving speed is 60 km/h, the seismic fortification intensity is magnitude VII, and the design benchmark wind speed is 22 m/s. The total width of the bridge deck is 22.5 m, with two-way four lanes (Figs. 5.3 and 5.4).

5.3 The Liuguanghe Bridge of the Gui-Bi Expressway in Guizhou …

145

Fig. 5.3 Elevation view of the Yuanjiang Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.4 Actual photograph of the Yuanjiang Bridge

5.3

The Liuguanghe Bridge of the Gui-Bi Expressway in Guizhou Province

The Liuguanghe Bridge of the Gui-Bi Expressway, located in Xiuwen County, Guiyang City, Guizhou province, is a bridge on the Guiyang-Bijie section of Guangzhou-Chengdu

Expressway in Guizhou province. The construction of the bridge was started in November 1999 and completed in September 2001. The main bridge of the Liuguanghe Bridge of the Gui-Bi Expressway is a (145+240+145) m long pre-stressed concrete continuous rigid frame bridge with a height of 280 m. The girder section is a single-cell box, with a top

146

width of 13.0 m, bottom width of 7.0 m, root girder height of 13.4 m, girder height of cast-in-situ segment of mid-span and side span of 4.1 m, and the bottom edge of the girder changes according to half of the parabola of degree 1.5. The thickness of the box girder's top plate is 28 cm except for 50 cm for the No. 0 girder section and 102 cm for the supporting section. The thickness of the bottom plate of the box girder is 160 cm, 145 cm, and 30 cm respectively at the No. 0 block, the root and the closure segment, and the thickness changes from the root to the end according to parabola of degree 1.5. The bottom slab thickness of the side span cast-in-situ segment linearly changes from 30 to 70 cm. The thickness of the box girder web is 100 cm at the No. 0 block, and the change of the web from the root to the end is 70, 60, and 40 cm. The web thickness of the side span cast-in-situ segment linearly changes from 40 to 140 cm. Double-limb thin-wall piers are adopted for the piers, and transverse tie beams are arranged between the double-limb piers. The vehicle load level of the Liuguanghe Bridge of the Gui-Bi Expressway is Heavy vehicle-20, Trailer-120. The design driving speed is 60 km/h. The bridge deck’s total width is 13.0 m, and the carriageway's net width is 11.0 m (Figs. 5.5 and 5.6).

5

5.4

Girder Bridges

The Longhe Bridge in Chongqing Municipality

Located in Fengdu County, Chongqing Municipality, the Longhe Bridge is a bridge on the Fengdu-Shizhu section of the southern line of the G50s Shanghai-Chongqing Expressway. The construction of the bridge was started in March 2010 and completed in November 2013. The bridge lies at the structural denudation hilly landform area. The Longhe River valley is V-shaped, with two asymmetrical step-shaped wings, locally taking the shape of a scarp, and the terrain slope is 17°–19°, the cutting depth is 246.5 m, and the width of the valley mouth is about 1300 m. The water surface of the Longhe River is 95–110 m wide, and the depth 2–15 m, with gentle flow speed. There is no neotectonic activity in the bridge. The regional structure is stable, and there are no bad geological phenomena such as faults and debris flows. The rock mass is relatively complete, and the joint fissures are relatively developed. The deck height of the Longhe Bridge from the lowest water surface is 203 m. The main bridge of the Longhe Bridge is a (127+240+ 127) m long pre-stressed concrete continuous rigid-frame bridge. The Fuling bank approach span, with a size of (4×40

Fig. 5.5 Elevation view of the Liuguanghe Bridge (dimension unit: cm; elevation unit: m)

5.4 The Longhe Bridge in Chongqing Municipality

147

Fig. 5.6 Actual photograph of the Liuguanghe Bridge

+3×40+3×40) m, and the Fengdu bank approach span, with a size of (4×40+3×40) m, are respectively built with T-shaped girders, which are firstly simply supported and then continuous. The girder section is a single-cell box, with a top width of 11.75 m, bottom width of 6.5 m. The cantilever length of both flanges of 2.625 m, the height of the root beam is 15.0 m, the height of the mid-span beam is 4.5 m, and the bottom edge of the beam changes according to the parabola of degree 1.8. The top plate thickness was 50 cm at No. 0 segment, 28 cm at No. 1 segment, and 28 cm at other segments. The bottom plate thickness changes from 32 to 150 cm from the middle of the span to the root. Five thicknesses of 90, 85, 80, 65, and 45 cm are adopted from

the midspan to the root of the web in turn, and the thickness of the web changes according to parabola of degree 1.8. The main pier is a double-limb thin-wall pier. Each limb is a variable cross-section rectangular hollow pier, which sloped according to 1:100 in both directions. The top section size of a single limb is 8.5×4 m, the thickness is 0.8 m, and the maximum height is about 116 m. The foundation is the bored pile with a diameter of 2.6 m. The vehicle load level of the Longhe Bridge is HighwayI, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The bridge deck’s full width is 11.75 m, and the carriageway’s net width is 10.75 m (Figs. 5.7 and 5.8).

148

5

Girder Bridges

Fig. 5.7 Elevation view of the Longhe Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.8 Actual photograph of the Longhe Bridge

5.5

The Pingzhai Bridge in Guizhou Province

The Pingzhai Bridge, located in Qinglong County, Anshun City, Guizhou province, is now named Mengzhai Bridge, which is a bridge on the G60 Shanghai-Kunming

Expressway. Construction of the bridge was started in October 2004 and was completed in March 2007. The bridge’s area belongs to the geomorphic feature of structural denudation of mid-low mountain peak cluster. The relief is undulated greatly, and the relative height difference is 260 m. From east to west, the bridge crosses the steep

5.5 The Pingzhai Bridge in Guizhou Province

slope zone, and mountain valley. There are two perennial water ditches, and the water volume is affected by atmospheric precipitation. There are many bad geological conditions in the bridge area, which are mainly faults and karst. The maximum height of the Pingzhai Bridge from the bottom of the river is 97 m. The main bridge of the Pingzhai Bridge is a pre-stressed concrete continuous rigid frame bridge with a span arrangement of (130+3×235+130) m. The Zhenning and Shengjingguan approach bridges are 8×40 m and 2×40 m simply supported variable structure continuous T-beams, respectively. The plane of the whole bridge is located in a straight line, with a longitudinal slope of 2.8% and a twoway transverse slope of 2.0%. The girder section is a singlecell box, with a top width of 12.0 m, the bottom width of 6.5 m, and the height of 13.4 m from the root changes to 4.1 m in the middle of the span according to parabola of degree 1.5. The thickness of the top plate of the box girder is 25 cm except for 55 cm at the No. 0 girder section and 120 cm at the end of the girder. The thickness of the bottom plate gradually changes from 160 cm at the No. 0 beam segment to 30 cm at the closure segment according to a quadratic parabola. The thickness of the bottom plate of the side span cast-in-situ segment is linearly changed from 30 to 70 cm. Four thicknesses of 110 cm, 70 cm, 60 cm, and 40 cm are adopted for the web from the No. 0 beam segment to the closure segment, respectively. The web of the cast-insitu segment of the side span linearly changes from 40 to 120 cm. The main pier comprises two thin-wall piers with a box section of 7.5×3.2 m, and a transverse tie beam is arranged between the two piers. The transition pier is a thin-wall pier with a box section, and the section size is 4.5 m×7.5 m. The vehicle load level of the Pingzhai Bridge is Heavy vehicle-20, Trailer-120; The design driving speed is 80 km/ h, and the seismic fortification intensity is magnitude VII. The full width of the bridge deck is 24.5 m, with two-way four lanes (Figs. 5.9 and 5.10).

149

5.6

The Furongjiang Bridge in Chongqing Municipality

The Furongjiang Bridge is located at the junction of Wulong County and Pengshui County in Chongqing Municipality, across the Furongjiang River, which is a bridge on the S204 second-class highway from Wulong in Chongqing Municipality to Wuchuan in Guizhou province. The bridge was completed in August 2009. The bridge lies in the structural erosion Zhongshan gorge zone, which is high in the north and south, low in the middle, high in the east, and low in the west. The elevation of Fengxangtuo is 1153.0 m on the north side, 1053.0 m on the east side, and 298.7 m on the Furongjiang River ditch bottom. The relative elevation difference is about 750 m. In the gorge, the Furongjiang River is strongly eroded, and the cliffs are developed, and the minimum height from the bridge deck to the water surface is 223 m. The Furongjiang Bridge’s main bridge is a (132+230+ 132) m long pre-stressed concrete continuous rigid frame bridge, and the approach bridge on the Wuchuan Bank is a 35 m pre-stressed concrete simply supported box girder bridge with a total length of 538.93 m. The girder section is a single-cell box, with a top width of 9.0 m, the bottom width of 5.0 m, the root girder height of 13.5 m. The height of the cast-in-situ segment and closure segment is 4.0 m, and the bottom edge of the girder changes according to the parabola of degree 1.8. The thickness of the top plate of the box girder is 25 cm except for the supporting section at the end of the girder, which is 85 cm. The thickness of the bottom plate changes from 30 to 120 cm from the midspan to the root according to parabola of degree 1.8, the supporting section of the beam end is 60 cm, and the bottom plate of the side span cast-in-situ segment linearly changes from 30 to 70 cm. The web’s thickness is 100, 60, 50, and 40 cm from the midspan to the root. The height of the main piers of the Wuchuan Bank and Wulong Bank is 54.5 m and 106.5 m, respectively. Because of the large difference in main pier height, the main

Fig. 5.9 Elevation view of the Pingzhai Bridge (dimension unit: cm; elevation unit: m)

150

5

Girder Bridges

Fig. 5.10 Actual photograph of the Pingzhai Bridge

pier of Wulong bank adopts a double-limb equal-section thinwall pier column above 54.5 m, the thickness of a single limb is 2.0 m, and the clear distance between two limbs is 6.0 m. The 1:80 variable cross-section solid piers are used below 54.5 m to reduce the adverse effects caused by the large difference in stiffness between the two piers.

The vehicle load level of the Furongjiang Bridge is Highway-II, and the design driving speed is 40 km/h, and the seismic fortification intensity is magnitude VII. The full width of the bridge deck is 9.0 m, and the net width of the carriageway is 7.0 m (Figs. 5.11 and 5.12).

Fig. 5.11 Elevation view of the Furongjiang Bridge (dimension unit: cm; elevation unit: m)

5.7 The Sanchahe Bridge in Guizhou Province

151

Fig. 5.12 Actual photograph of the Furongjiang Bridge

5.7

The Sanchahe Bridge in Guizhou Province

Located in Zhijin County, Bijie City, Guizhou province, crossing the Sanchahe River, the Sanchahe Bridge is a bridge on the G76 Xiamen-Chengdu Expressway. The bridge was completed in December 2014. The area of the bridge belongs to the dissolution-type low mountain valley landform in the middle of Guizhou Plateau, with large relief, deep valley of Sanchahe River, steep banks, mostly steep walls, and hanging walls. The surface elevation of the bridge axis is between 953.6and1200.7 m, and the relative elevation difference is 247.1 m. The abutment of the Qingzhen bank is located on the left gully side, and the topographic transverse slope is steep. The topography of Zhijin Bank is gentle and located on a slope. The Sanchahe River is located in the Wujiang River Basin of the Yangtze River system, whose discharge is controlled by Yinzidu Hydropower Station in the upper reaches, which causes the

scouring on both banks is more intense. The deck of the Sanchahe Bridge is 220 m away from the lowest water level. The main span of the Sanchahe Bridge is a pre-stressed concrete continuous rigid-frame bridge with a span arrangement of (122+3×230+122) m. The left span of the Qingzhen bank approach bridge is designed with a prestressed concrete T-beam of 12×30 m, and the right span is designed with a pre-stressed concrete T-beam of 15×30 m. Both spans of the Zhijin bank approach bridge are designed with a pre-stressed concrete T-beam of 6×40 m. The girder section is a single-cell box, with a top width of 12.0 m, the bottom width of 6.5 m and the root girder height of 14.5 m, the beam height of cast-in-situ segment and closure segment is 4.5 m, and the bottom edge of the beam changes according to parabola of degree 1.6. The thickness of the top plate of the box girder is 30 cm except for 50 cm at the No. 0 girder section and 100 cm at the girder’s supporting section. The thickness of the bottom plate shall be 150 cm at the beam section No. 0 according to quadratic parabola gradually changes to 32 cm at the closure segment. The bottom plate

152

5

thickness of the side span cast-in-situ segment linearly changes from 32 to 100 cm. Five kinds of web thickness, 90 cm, 80 cm, 70 cm, 60 cm, and 45 cm, are adopted respectively from the No. 0 beam segment to the closure segment. The web thickness of the cast-in-situ segment of the side span is linearly changed from 45 to 120 cm. The main pier is a reinforced concrete double-limb thin-wall hollow pier designed as a whole with a single box and three cells. The cross-section is 19.0 m wide along the bridge direction, 3.5 m wide along the bridge direction at the pier top, and 9.0 m clear distance between two limbs. The secondary main piers on both sides are of a uniform cross-section along the bridge direction, and the pier bottom is 3.5 m wide along the bridge direction. The two main piers in the middle are of a variable cross-section along the Bridge direction. The outer sides of their double limbs are sloped according to 1:100, and the pier bottom is 4.85 m wide along the Bridge direction. The Sanchahe Bridge’s vehicle load level is Highway-I, the design driving speed is 80 km/h, the seismic fortification intensity is magnitude VII, and the design reference wind speed is 25.2 m/s. The full width of the bridge deck is 24.5 m, with two-way four lanes. The girder of the Sanchahe Bridge is constructed with the cantilever casting method. Four T-shaped structures are constructed at the same time, the side span closure first, then the middle span closure, and finally the side span closure. Because the left and right sections of the main pier are designed as a whole, the left and right sections of the secondary side span are closed simultaneously (Figs. 5.13 and 5.14).

5.8

Girder Bridges

Chishuihe River, with a deep surface valley, narrow riverbed, rapid flow, large drop, and significant seasonal variation of discharge. The surface elevation difference along the bridge axis fluctuates sharply, the valleys crisscross, the geomorphology is diverse, and the terrain is complex. The bridge deck of the Falanggou Bridge is 223 m away from the bottom of the ditch. The Falanggou Bridge’s main bridge is a (125+225+ 125) m prestressed concrete continuous rigid frame bridge. The girder section is a single-cell box, with the top width of 12.0 m, the bottom width of 6.0 m, the root girder height of 13.5 m, and the girder height of cast-in-situ segment and closure segment of 5.0 m, in which the bottom edge of the girder changes according to parabola of degree 1.8. The thickness of the top plate of the box girder is 30 cm except for the No. 0 girder section, which is 50 cm. The thickness of the bottom plate changes gradually from 120 cm of the No. 0 beam segment to 32 cm of the closure segment according to parabola of degree 1.8. Four thicknesses of 120 cm, 100 cm, 75 cm, and 50 cm are adopted for the web from the No. 0 beam segment to the closure segment, respectively. The main pier is double-limb thin-wall hollow piers. In addition to longitudinal bridge tie beams arranged between the two limbs of the thin-wall piers, transverse bridge beams are also arranged between the left and right main piers to improve the overall rigidity of the piers. The vehicle load level of the Falanggou Bridge is Highway-I, the design driving speed is 80 km/h, and the designed basic seismic peak acceleration is 0.05 g. The full width of the bridge deck is 24.0 m (half-width 12.0 m), with two-way four lanes (Figs. 5.15 and 5.16).

The Falanggou Bridge in Guizhou Province 5.9

The Falanggou Bridge, located in Bijie City, Guizhou province, is a bridge on the G76 Xiamen-Chengdu Expressway. Located in the upper reaches of the Yangtze River, the bridge belongs to the mountain rain source type stream ditch. The Falanggou Gully is a secondary tributary of the

The Hutiaohe Bridge in Guizhou Province

The Hutiaohe Bridge, located in Pu’an County, Qianxinan Prefecture, Guizhou province, across the Tiger-Leaping River, is a bridge on the section from Zhenning to

Fig. 5.13 Elevation view of the Sanchahe Bridge (dimension unit: cm; elevation unit: m)

5.9 The Hutiaohe Bridge in Guizhou Province

Fig. 5.14 Actual photograph of the Sanchahe Bridge

Fig. 5.15 Elevation view of the Falanggou Bridge (dimension unit: cm; elevation unit: m)

153

154

5

Girder Bridges

Fig. 5.16 Actual photograph of the Falanggou Bridge

Shengjingguan of G60 Shanghai-Kunming Expressway in Guizhou province. Construction of the bridge was started in March 2005 and completed in March 2008. The bridge lies at the long-term weathering denudation and erosion of low mountains and valleys, steep and Vshaped terrain in the northeast end and gentle slope in the southwest end. The ground elevation of the bridge axis is between 1250.0and1476.0 m, the maximum elevation difference is 226.0 m, and the bridge deck is 150 m away from the lowest water level. The main span of the Hutiaohe Bridge is a pre-stressed concrete continuous rigid-frame bridge with a span arrangement of (120+4×225+120) m. The approach spans of the Zhenning bank bridge are pre-stressed concrete Tbeams with a span arrangement of 5×50 m simply-supported-continuous. The Shengjingguan bank bridge is prestressed concrete T-beam (5×50+6×50) m simply-supported-continuous. The total length of the bridge is 1957.74 m. C60 concrete is used for the girder, which is a single box and single-cell section with a top width of 12.0 m, bottom width of 6.7 m, and cantilever length of both flanges of 2.65 m. The beam height at the root is 13.0 m, and the beam height at the end and the mid-span is 4.2 m, and the curve at the bottom of the beam changes according to the

parabola of degree 1.8. The thickness of the bottom plate at the root of the box girder is 135 cm, and the thickness of the bottom plate at the end and the middle span is 32 cm, which varies according to quadratic parabola. 1. Four thicknesses of 120 cm, 70 cm, 60 cm, and 50 cm are adopted for the web from the No. 0 beam segment to the closure segment, respectively. The main piers adopt reinforced concrete double-limb thin-wall piers, and the lower half parts of the two main piers with larger height adopt an integral box section. The foundation of the main pier is 16 cast-in-place bored piles with a diameter of 2.5 m, and open-cut construction is adopted. The vehicle load level of the Hutiaohe Bridge is Heavy vehicle-20, Trailer-120. The design driving speed is 80 km/ h, and the seismic fortification intensity is magnitude VII. The bridge deck’s full width is 24.0 m (half-width 12.0 m), with two-way four lanes. The girder is constructed by the symmetrical cantilever pouring method, and the middle span is closed by a castin-situ hanger. The order of closure is the middle span closure first and the side span closure later. The approach bridge is precast and erected one by one in the river center with the double guide beam method (Figs. 5.17 and 5.18).

5.10

The No. 1 Hanjiadian Bridge in Guizhou Province

155

Fig. 5.17 Elevation view of the Hutiaohe Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.18 Actual photograph of the Hutiaohe Bridge

5.10

The No. 1 Hanjiadian Bridge in Guizhou Province

Located in Tongzi County, Guizhou province, the No. 1 Hanjiadian Bridge is a bridge on the Chongxi River-Zunyi section of G75 Lanzhou-Haikou Expressway in Guizhou province. The construction of the bridge was started in July 2002, and the bridge was open to traffic in December 2005. The bridge lies at a high platform inclined structural basin cut down by a river, with a complex topography composed of cliffs, slopes, valleys, and troughs. The relative elevation difference in the area is 187 m, and the bridge deck of the No. 1 Hanjiadian Bridge is 116 m from the valley bottom. The bridge crosses the valley with an oblique angle of 30°. There are no large-scale destructive faults passing through the surrounding area, and there is no karst phenomenon. The foundation is stable.

The No. 1 Hanjiadian Bridge is a pre-stressed concrete continuous rigid frame bridge with a span length of (122+ 210+122) m. The approach spans are 8×30 m post-tensioned pre-stressed concrete simply supported T-beams. The girder section is a single-cell box with a top width of 22.5 m, a bottom width of 11 m. The cantilever length of the flange plates on both sides is 5.75 m, and the two-way transverse slope of 2% is set on the top plate. The beam height at the root of the main beam is 12.5 m, and the beam height of the cast-in-situ segment and the closure segment are both 3.5 m, in which the beam bottom edge varies according to parabola of degree 1.5. The thickness of the box girder’s bottom plate gradually changes from 120 cm of the root section to 32 cm of the mid-span and side-span fulcrum sections, except that the No. 0 girder section is 150 cm. The thickness of the web from No. 0 beam segment to closure segment is 120 cm, 70 cm, 60 cm, and 50 cm, respectively. The main pier is a double-limb thin-wall hollow pier, the thickness of the limb

156

body is 2.5 m, and the clear distance between two limbs is 7.0 m. Under each main pier, there are 16 piers with a diameter of 2.3 m bored pile. The vehicle load level of the No. 1 Hanjiadian Bridge is Heavy vehicle-20, Trailer-120. The design driving speed is

5

80 km/h, and the seismic fortification intensity is magnitude VI. The total width of the bridge deck is 22.5 m, with twoway four lanes (Figs. 5.19 and 5.20).

Fig. 5.19 Elevation view of the No. 1 Hanjiadian Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.20 Actual photograph of the No. 1 Hanjiadian Bridge

Girder Bridges

5.11

5.11

The Labajin Bridge in Sichuan Province

The Labajin Bridge in Sichuan Province

The Labajin Bridge, located in Yingjing County, Ya’an City, Sichuan province, is a bridge on the Ya’an-Xichang section of the G5 Beijing-Kunming Expressway in Sichuan province. The construction of the bridge was started in 2007 and completed in 2012. The bridge lies at the middle-lower landform of a low mountain slope, with a ground elevation of 925–1161 m. The Labajin is an asymmetric V-shaped gully with seasonal flowing water. The slope on the Ya’an bank is steep, and the Xichang bank slightly gentle. The elevation difference from the bridge deck to the ditch bottom of the Labajin Bridge is 271 m. The Labajin Bridge’s main bridge is a pre-stressed concrete continuous rigid frame bridge with a span arrangement of (105+2×200+105) m. The girder section is a single-cell box, with the top width of 12.1 m, the bottom width of 6.8 m, the root girder height of 12.75 m, and the girder height of cast-in-situ segment of mid-span and side span of 3.80 m, during which the curve of girder bottom changes with the parabola of degree 1.8. The main bridge’s piers are steel tube concrete laminated columns with a maximum pier height of 182.5 m. The pier shafts are arranged in sections and connected by cross struts, and the transverse width of the bridge is 7 m. The top width of the main pier at the Xichang side is 9.0 m along the bridge direction, and the top width of the two main piers at the Ya’an side is 10.0 m. The three main piers are sloped along the bridge direction according to the ratio of 70:1. The pier is composed of four steel tubes filled with C80 concrete, and the concrete-filled steel tube column is covered with 20 cm thick C30 reinforced concrete. The diameters of the steel tubes of the main piers on both sides are ⌀1320 mm, and the diameters of the steel tubes of the main piers in the middle are ⌀1420 mm. The vehicle load level of the Labajin Bridge is HighwayI, the design driving speed is 80 km/h, and the design peak

157

value of the basic seismic acceleration is 0.152 g. The full width of the bridge deck is 24.5 m, with two-way four lanes. The main construction characteristics of the Labajin Bridge are as follows: (1) In the high seismic intensity area, concrete-filled steel tube composite high piers are used, and high-strength materials are used to reduce the size of the pier cross-section and the weight of the bridge, so as to reduce the seismic response of the bridge structure. At the same time, the use of concrete-filled steel tube material has the advantage of good ductility, improving the seismic capacity of the pier. (2) Compared with the common box-type concrete piers, the concrete-filled steel tube composite pier’s concrete consumption is reduced by 13,650 m3, and the steel consumption is reduced by 1287 t. (3) In the construction process of the steel pipe concrete composite pier, the steel pipe skeleton is firstly installed in sections, and then the selfcompacting concrete is poured into the steel pipe column so that the formed steel pipe concrete column has high rigidity and is used as a support for installing and erecting a later structure and pouring concrete so that materials are fully utilized, and meanwhile, temporary construction facilities are reduced (Figs. 5.21 and 5.22).

5.12

The Heishigou Bridge in Sichuan Province

The Heishigou Bridge, located in Yingjing County, Ya’an City, Sichuan province, is a bridge across the Heishigou Gully on Ya’an to Xichang section of G5 Beijing-Kunming Expressway in Sichuan province. The construction of the bridge was started in 2007 and completed in 2012. The bridge lies at the middle and lower part of the low mountain slope, with a ground elevation of 1045–1264 m. The Heishigou Gully is an asymmetric V-shaped seasonal water gully with a large seasonal flood flow. The slope on the Ya’an bank is steep and the Xichang bank gentle. The

Fig. 5.21 Elevation view of the Labajin Bridge (dimension unit: cm; elevation unit: m)

158

5

Girder Bridges

Fig. 5.22 Actual photograph of the Labajin Bridge

Heishigou Bridge has an elevation difference of 246 m from the bridge deck to the ditch’s bottom. The Heishigou Bridge’s main bridge is a (55+120+200+ 105) m prestressed concrete continuous rigid-frame bridge, and the Xichang approach bridge is designed with 8×40 m prestressed concrete T-beams. The girder section is a singlecell box with a top width of 12.1 m, a bottom width of 6.8 m, and the top plate is equipped with a one-way transverse slope. The beam height at the root of the main beam is 12.75 m, and the beam height at the cast-in-situ segment of the mid-span and side span is 3.80 m, during which the curve of the beam bottom changes by parabola of degree 1.8. The main bridge’s piers are steel tube concrete laminated columns with a maximum pier height of 156 m. The pier is set in sections and connected by cross bracing. The box section is adopted. The width is 6.8 m in the transverse direction and 10 m in the top direction along the bridge. The slope is widened downward according to the proportion of 70:1. The pier is composed of four ⌀1320 mm steel pipes, in which C80 concrete is poured, and C30 reinforced concrete with a thickness of 20 cm is wrapped. Steel sections are used to connect the concrete-filled steel tubular columns to enhance integrity and stiffness.

The vehicle load level of the Heishigou Bridge is Highway-I, the design driving speed is 80 km/h, and the design basic seismic peak acceleration is 0.152 g. The full width of the bridge deck is 24.5 m, with two-way four lanes. The constructional structure and main features of the Heishigou Bridge and the Labajin Bridge are basically the same (Figs. 5.23 and 5.24).

5.13

The Mashuihe Bridge in Hubei Province

Located at the junction of Jianshi County and Enshi City, Hubei province, the Mashuihe Bridge crosses the Mashuihe River and connects with Dashuijing Tunnel, and is a bridge on the section from Yichang to Enshi of G50 ShanghaiChongqing Expressway in Hubei province. The construction of the bridge was completed in September 2008. The bridge belongs to the low dissolution-erosion middle mountain landform. The river is deeply incised and presents a typical V-shaped valley. The ground elevation is between 430and630 m. The east side is wide and gentle, and the topographic slope angle is 20–40°. The west side is relatively steep, and the slope angle of the terrain is 30–50°. The

5.13

The Mashuihe Bridge in Hubei Province

159

Fig. 5.23 Elevation view of the Heishigou Bridge (dimension unit: cm; elevation unit: m)

Mashuihe River is a tributary of the Qingjiang River, which is a perennially flowing river. The bridge deck of the Mashuihe Bridge is about 220 m from the bottom of the valley. The Mashuihe Bridge’s main bridge is a prestressed concrete continuous rigid-frame structure with a span arrangement of (110+3×200+110) m, and the approach spans on both sides of the bridge are composed of 40 m prestressed concrete T-beams. The girder is a single-cell box section, with a top width of 12.5 m, bottom width of 6.5 m, root girder height of 12.0 m, and girder height of cast-in-situ segment of mid-span and side span of 3.5 m, during which the curve of girder bottom changes according to a quadratic parabola. The thickness of the top plate of the box girder is 28 cm, except 60 cm of the No. 0 girder section. The thickness of the bottom plate gradually changes from 125 cm of the No. 0 beam segment to 32 cm of the closure segment. The webs are 90 cm, 70 cm, and 50 cm, respectively, from the No. 0 beam segment to the closure segment. The main pier is a reinforced concrete double-limb thin-wall hollow pier, the thickness of a single limb along the bridge direction is 3.5 m, the width of transverse bridge direction is 8.5 m, and the center distance of double-limb is 12.5 m, the maximum pier height on the left is 139 m, and the maximum pier height on the right is 142 m. The foundation of the main pier is 12 piles with a diameter of 2.5 m, the maximum designed pile length is 50 m, and the pile tip is embedded in the slightly weathered rock. The vehicle load level of the Mashuihe Bridge is Heavy vehicle-20, Trailer-120. The designed driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The full width of the bridge deck is 24.5 m, with twoway four lanes (Figs. 5.25 and 5.26).

5.14

The Weijiazhou Bridge in Hubei Province

The Weijiazhou Bridge, located in Changyang Tujia Autonomous County, about 8.5 km away from the 318 National highway, is a bridge on the section from Yichang to Enshi of G50 Shanghai-Chongqing Expressway in Hubei province. The Construction of the bridge was started in August 2004 and completed in July 2009. The bridge belongs to the deep V-shaped valley landform, with rolling surrounding mountains, steep downhill, and slightly gentle uphill. The valley has vertical and horizontal gullies and obvious stratified landforms, with a relative elevation difference of 300 m, and the overall topography decreases step by step from west to east. The elevation difference from the bridge deck to the ditch bottom of the Weijiazhou Bridge is 219 m. The Weijiazhou Bridge’s main bridge is a three-span prestressed concrete continuous rigid-frame structure (110 +200+110) m, with the left span arrangement of (30+110 +200+110+4×20) m and the right span arrangement of (2×20+110+200+110+4×20) m, and the distance between the left and right spans along the bridge axis is 50 m. The girder section is a single-cell box, with a top width of 12.5 m, a bottom width of 6.5 m, and a root girder height of 12.5 m. The beam height of the cast-in-situ segment of the middle span and side span is 3.5 m, and the curve of the beam bottom changes according to parabola of degree 1.8. The thickness of the top plate of the box girder is 28 cm, the thickness of the bottom plate of the root section is 120 cm, the thickness of the bottom plate of the mid-span section is 32 cm, and the section between them is

160

5

Girder Bridges

Fig. 5.24 Actual photograph of the Heishigou Bridge

changed by parabola of degree 1.8, and the bottom plate thickness at the fulcrum of side span is 80 cm. And that thickness of the web is 50–100 cm. The reinforced concrete double-limb thin-wall hollow piers are adopted for the main pier shafts, and the center distance between the two

limbs is 10.2 m, the single limb is 3.8 m in thickness along the top of the bridge, 8.5 m in width along the top of the transverse bridge, and 100:1 downward slope is adopted in both longitudinal and transverse directions. A box crosssection tie beam with the same width as the pier and a

5.14

The Weijiazhou Bridge in Hubei Province

161

Fig. 5.25 Elevation view of the Mashuihe Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.26 Actual photograph of the Mashuihe Bridge

thickness of 0.5 m is arranged every 30 m along with the pier height between the two thin-wall piers. The foundation of the main pier is 12 bored piles with a diameter of 2.5 m. The vehicle load level of the Weijiazhou Bridge is Heavy vehicle-20, Trailer-120, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The full width of the single deck is 12.5 m, and the net width of the carriageway is 11.5 m (Figs. 5.27 and 5.28).

5.15

The Longtanhe Bridge in Hubei Province

Located in Changyang Tujia Autonomous County, Yichang City, the Longtanhe Bridge crosses the Longtanhe River, which is a bridge on the Yichang-Enshi section of G50 Shanghai-Chongqing Expressway in Hubei province. The construction of the bridge was started in August 2004 and completed in August 2008.

162

Fig. 5.27 Elevation view of the Weijiazhou Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.28 Actual photograph of the Weijiazhou Bridge

5

Girder Bridges

5.15

The Longtanhe Bridge in Hubei Province

The bridge lies at a tectonic denudation low-mid-mountain and U-shaped valley landform. The mountain slope is steep, the valley is deep, and the cutting depth is generally 200–300 m. The Longtanhe River, with a valley width of 300 m, is a perennial river in the mountains and is relatively flat. The mountain body on the east side of the valley is gentle and steep, and the west side is a relatively steep low and middle mountain slope. The natural slope is generally 30–40°, and the vegetation on the slope is well developed. The bridge deck of the Longtanhe Bridge is 192 m away from the lowest water surface. The Longtanhe Bridge’s main bridge is a prestressed concrete continuous rigid-frame structure with a span length of (106+3×200+106) m. The approach spans on both sides of the bridge are composed of 40 m prestressed concrete Tbeams, which are firstly simply supported and then rigidframe. The girder section is a single-cell box, with a top width of 12.5 m, bottom width of 6.5 m, root girder height of 12.0 m, girder height of cast-in-situ segment of mid-span, and side span of 3.5 m, during which the curve of girder bottom changes according to parabola of degree 1.8. The thickness of the top plate of the box girder is 28 cm, the thickness of the bottom plate changes from 32 to 110 cm from the middle span to the root, and the thickness of the web from the middle span to the root is 40 cm, 55 cm, and 70 cm respectively. The reinforced concrete double-limb thin-wall hollow piers are used for the main pier shafts. The outer sides of the double-limb hollow piers are sloped according to 100:1, and the transverse sloping is adopted by sections according to the pier height, with three slope ratios of 100:1, 60:1, and 40:1, respectively from top to bottom. The foundation of the main pier is 16 pieces with a diameter of 2.4 m bored pile. The vehicle load level of the Longtanhe Bridge is Heavy vehicle-20, Trailer-120. The design driving speed is 80 km/ h, and the seismic fortification intensity is magnitude VII. The full width of the single deck is 12.5 m, and the clear width of the carriageway is 11.5 m (Figs. 5.29 and 5.30).

163

5.16

The Yesanhe Bridge in Hubei Province

The Yesanhe Bridge across the Yesan River is located in Jianshi County, Enshi Prefecture, which is a bridge on the Yichang-Enshi section of G50 Shanghai-Chongqing Expressway in Hubei province. The construction of the bridge was started in September 2004 and completed in November 2009. The bridge lies in the tectonic erosion and dissolution trough valley in the mid-mountain area. The bottom of the valley is the Yesan River, which is an asymmetric V-shaped valley in topography. The bedrock is exposed, the ground elevation of both sides is 695–812 m, the relative elevation difference is 207 m, and the bridge deck of the Yesanhe Bridge is 180 m to the lowest water surface. The slope on both sides of the river valley is steep, especially on the east side, the surface of the slope has developed unloading cracks, and local dangerous rock mass exists, which is easy to produce collapse or rockfall. The west side is a consequent slope, the dip angle of rock strata is about 40°, and the surface of the slope body develops bedding weathering and dissolution fissures and nearly vertical fissures. The shallow rock mass stability is relatively poor. The Yesanhe Bridge’s main bridge is a (106+200+ 106) m prestressed concrete continuous rigid-frame structure. The girder section is a single-cell box, with a top width of 12.2 m, the bottom width of 6.5 m, the root girder height of 12.0 m, the mid-span girder height of 3.5 m, the root bottom plate thickness of 110 cm, and the mid-span bottom plate thickness of 32 cm. The girder’s height and the thickness of the bottom plate all change according to the parabola of degree 1.8. The thickness of the box girder’s web is 70 cm at the root and 40 cm at the mid-span. The thickness of the box girder’s web changes from 70 to 55 cm and then changes from 55 to 40 cm. The thickness of the top plate of the box girder is 28 cm. The main bridge’s piers are double-limb thin-wall hollow piers arranged in sections, and the clear distance between the piers is 9.0 m. The outer side

Fig. 5.29 Elevation view of the Longtanhe Bridge (dimension unit: cm; elevation unit: m)

164

5

Girder Bridges

Fig. 5.30 Actual photograph of the Longtanhe Bridge

of the double limbs of each pier shall be graded at 100:1 in the longitudinal direction of the bridge. The inner side in the transverse direction shall not be graded. The outer side shall be graded by sections according to the height of the pier, with two grades of 100:1 and 60:1 from top to bottom, respectively. The foundation of the main pier is 24 bored (excavated) piles with a diameter of 2.4 m. The vehicle load level of the Yesanhe Bridge is Heavy vehicle-20 grade, Trailer-120. The design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The full width of the bridge deck is 24.5 m, and the net width of the carriageway is 22 m (Figs. 5.31 and 5.32).

5.17

The Wujiang Bridge of the Zun-Gui Expressway in Guizhou Province

The Wujiang Bridge of the Zun-Gui Expressway is located in Zunyi County, Zunyi City, which is a bridge on the GuiyangZunyi section of G75 Lanzhou-Haikou Expressway in

Guizhou province, and also a bridge on the “two horizontal, two vertical and four links” of Guizhou skeleton expressway. The bridge was completed in December 2007. The bridge lies at a karst low mountain valley of erosion type, the topography of both sides of the valley is asymmetrically distributed, the topography of the Zhazu side is relatively gentle, with the slope of 100–200, and that of the Nanbai side is relatively steep, with the slope of 200–400, and partial rough steep cliffs. The bottom elevation of the Wujiang River valley is 622.8 m, the maximum elevation of the bank slope is 906.9 m, the relative elevation difference is 284.1 m, and the bridge deck of the Wujiang Bridge of the Zun-Gui Expressway is 151 m away from the lowest water level. The angle between the axis of the bridge and the river is 80°, and there is the Wujiangdu Reservoir about 2 km upstream of the bridge. The main bridge of the Wujiang Bridge of the Zun-Gui Expressway is a pre-stressed concrete continuous rigidframe structure with a span arrangement of (106+2×200+ 106) m, and the approach spans on both banks are pre-

Fig. 5.31 Elevation view of the Yesanhe Bridge (dimension unit: cm; elevation unit: m)

5.17

The Wujiang Bridge of the Zun-Gui Expressway in Guizhou …

165

Fig. 5.32 Actual photograph of the Yesanhe Bridge

stressed concrete T-beams which are firstly simply supported and then continuous. The girder section is a single-cell box. The top width is 12.0 m, the bottom width is 6.5 m. The root girder height is 12.0 m, and the mid-span girder height is 3.5 m. The root bottom plate thickness is 110 cm, the midspan bottom plate thickness is 32 cm, and the beam height and bottom plate thickness are all changed by parabola of degree 1.8. The thickness of the top plate of the box girder shall be 28 cm, and the transverse slope shall be 2%. The thickness of the box girder web is 70 cm at the root and 40 cm at the mid-span. The web changes from 70 to 55 cm and to 40 cm from the root to the mid-span. The main pier is a reinforced concrete double-limb thin-wall hollow pier with a maximum pier height of 151 m. In order to improve the lateral bending stiffness of the bridge and reduce the lateral wind buffeting amplitude, the left and right half piers are transversely connected into a whole. The vehicle load level of the Wujiang Bridge of the ZunGui Expressway is Highway-I, the design driving speed is 80 km/h, the seismic fortification intensity is magnitude VII, and the design baseline wind speed is 24.9 m/s. The full width of the bridge deck is 24.5 m, with two-way four lanes (Figs. 5.33, 5.34 and 5.35).

5.18

The Wujiang Bridge of the Da-Si Expressway in Guizhou Province

Across the Wujiang River, the Wujiang Bridge of the Da-Si Expressway is located in Sinan County, which is a bridge on Daxing to Sinan section of G56 Hangzhou-Ruili Expressway in Guizhou province. It also an essential part of Tongren to Xuanwei, the second horizontal Tongren-Xuanwei Expressway of the “six horizontal, seven vertical and eight links” network planning in Guizhou province. The bridge was completed in December 2013. The bridge lies at a karst low mountain valley of corrosion erosion type. The landform of the two banks is asymmetric. The water surface width of the Wujiang River is about 270 m. The water depth is about 5 m, with slow flow, the normal water level elevation is 355 m, and the maximum flood level elevation is 370 m. The bridge deck of the Wujiang River Bridge of Da-Si Expressway is 146 m away from the normal water level. The main bridge of the Wujiang Bridge of the Da-Si Expressway is a prestressed concrete continuous rigid-frame structure with a span arrangement of (108+3×200+108) m.

166

5

Girder Bridges

Fig. 5.33 Elevation view of the Wujiang Bridge of the Zun-Gui Expressway (dimension unit: cm; elevation unit: m)

Fig. 5.34 Elevation view of the Wujiang Bridge of the Zun-Gui Expressway (dimension unit: cm; elevation unit: m)

The right span layout is (3×39.6+4×40) m prestressed concrete T beam + (108+3×200+108) m continuous rigid frame + 11×40 m prestressed concrete T beam, with a total length of 1540 m. Left span arrangement is (3×40.4+4× 40) m prestressed concrete T beam (108+3×200+108) m continuous rigid frame, 11×40 m prestressed concrete T beam, total length 1541.6 m. The girder is a single-cell box,

with a top width of 14.5 m, bottom width of 7.5 m, root girder height of 12.2 m, mid-span girder height of 4.4 m, root bottom plate thickness of 130 cm, mid-span bottom plate thickness of 32 cm, and both girder height and bottom plate thickness change with the parabola of degree 1.8. The top slab of the box girder is 32 cm in length except for the section No. 0, which is 60 cm in length, and a 2% one-way

5.18

The Wujiang Bridge of the Da-Si Expressway in Guizhou Province

167

Fig. 5.35 Photograph of the Wujiang Bridge of the Zun-Gui Expressway

transverse slope is provided. The web root of the box girder is 80 cm thick and transits to 50 cm in the middle of the span through two segmental girders. Reinforced concrete doublelimb thin-wall hollow piers are used for the main pier shafts, with a maximum pier height of 146 m. The vehicle load level of the Wujiang Bridge of the Da-Si Expressway is Highway-I, the design driving speed is 80 km/h, the design basic earthquake peak acceleration is 0.05 g, and the design reference wind speed is 24.4 m/s. The full width of the bridge deck is 29.5 m, with two-way four lanes (Figs. 5.36 and 5.37).

5.19

The Wujiang Bridge in the Tukan Village of Chongqing Municipality

Located in Wulong County, Chongqing Municipality, the Wujiang Bridge in the Tukan Village is a bridge on the Wulong-Shuijiang section of the G65 Baotou-Maoming Expressway in Chongqing Municipality. The bridge lies at a low mountain canyon erosion landform with a deep valley and large topographic fluctuation. The ground elevation is 167.2–500 m. The bridge deck of the Tukan-Wujiang Bridge is 85 m away from the water surface. The water surface of the Wujiang River is about

190 m wide, the current is fast, and the bank slope is steep. The unfavorable geology mainly includes karst, dangerous rock, collapse, rock pile, bank scouring, and bank collapse. The main bridge of the Wujiang Bridge in the Tukan Village is a prestressed concrete continuous rigid-frame structure with a span of (110+200+110) m. The approach spans on the Shuijiang Riverbank are of 330 m prestressed concrete T-beams. The girder section is a single-cell box, the top width is 12.0 m, the bottom width is 6.0 m, each cantilever on both sides is 3.0 m, the root girder is 11.0 m high, the mid-span girder is 4.0 m high, and the curve of girder bottom changes according to parabola of degree 1.5. The thickness of the bottom plate at the middle span of the box girder is 32 cm, the thickness of the bottom plate at the root is 120 cm, and two parabolic transitions are adopted between them. The web thickness of the middle span is changed from 50 to 60 cm, the web thickness of the side span is increased from 50 to 90 cm from the closure segment to the beam end, and the web thickness of No. 0 block of the main beam is 100 cm. The main pier is a reinforced concrete double-limb thin-wall hollow pier, the junction pier is a column pier, and the approach bridge pier is a solid cylindrical pier. The vehicle load level of the Wujiang Bridge in the Tukan Village is Highway-I, the design driving speed is

Fig. 5.36 Elevation view of the Wujiang Bridge of the Da-Si Expressway (dimension unit: cm; elevation unit: m)

168

5

Girder Bridges

Fig. 5.37 Actual photograph of the Wujiang Bridge of the Da-Si Expressway

80 km/h, the seismic fortification intensity is magnitude VII, and the design reference wind speed is 27.0 m/s. The full width of a single bridge deck is 12 m, and the net width of the carriageway is 11 m. The Wujiang Bridge in the Tukan Village skews across the Wujiang River, with a skew angle of about 450. In order not to affect the navigation clearance of the Wujiang River, the location of the main pier of the Wulong bank is close to the steep slope, which leads to the fact that some beam sections and abutments of the side span must be set in the connection tunnel, which increases the construction difficulty (Figs. 5.38 and 5.39).

5.20

The Lancangjiang Bridge in Jinchangling of Yunnan Province

Located at the junction of Yongping County, Dali Prefecture and Longyang District, Baoshan City, Yunnan province, the Lancangjiang Bridge in Jinchangling is a bridge on the

Baoshan-Longling section of G56 Hangzhou-Ruili Expressway in Yunnan province. The bridge was completed in February 2002. The bridge is located in the U-shaped valley area of the Lancangjiang River, with large ground undulation and a steep bank slope. The height of the Lancangjiang Bridge in Jinchangling from the normal water level is about 83 m before the reservoir impoundment. The Lancangjiang Bridge in Jinchangling is a pre-stressed concrete continuous rigid-frame structure with a span of (130+200+85) m. It is an asymmetrical structure composed of a 240 m T-frame structure on the side of Dali and a 160 m T-frame structure on the side of Baoshan. The girder section is a single-cell box, with a top width of 22.5 m and the bottom width of 12.2 m. The two main piers are composed of two equal-section rectangular hollow thin-wall piers along the bridge direction. The thickness along the bridge direction is 2.5 m, the width across the bridge is 12.2 m, and the clear distance between two piers is 7.0 m, with a tie beam in the middle. The girder, pier, and tie-beam of the bridge are all

5.20

The Lancangjiang Bridge in Jinchangling of Yunnan Province

169

Fig. 5.38 Elevation view of the Wujiang Bridge in the Tukan Village (dimension unit: cm; elevation unit: m)

Fig. 5.39 Actual photograph of the Wujiang Bridge in the Tukan Village

made of No. 50 concrete. To reduce the difficulty of construction, considering the scouring depth of 6 m and ensuring the safety of the structure, the length of the pile is reduced, and the design length of the two main piers is 38 m and 33 m, respectively. The vehicle load level of the Lancangjiang Bridge in Jinchangling is Heavy vehicle-20, Trailer-120. The design

driving speed is 60 km/h, and the seismic fortification intensity is magnitude VII. The full width of the bridge deck is 22.5 m, with two-way four lanes. The Lancangjiang Bridge in Jinchangling is the first large-span asymmetric continuous rigid frame bridge in Yunnan province, with steep mountains and a narrow site on both sides of the bridge (Figs. 5.40 and 5.41).

170

5

Girder Bridges

Fig. 5.40 Elevation view of the Lancangjiang Bridge in Jinchangling (dimension unit: cm; elevation unit: m)

Fig. 5.41 Actual photograph of the Lancangjiang Bridge in Jinchangling

5.21

The Niulanjiang Bridge in Yunnan Province

Located at the junction of Huize County of Qujing City and Ludian County of Zhaotong City, the Niulanjiang Bridge crosses the Niulanjiang River, which is a bridge on the

Zhaotong-Huize section of G85 Yinchuan-Kunming Expressway in Yunnan province. It also a controlled project on the Kunming-Shuifu Expressway in the “Seven Provincial Passages” of the Yunnan Trunk Expressway Network Planning. The construction of the bridge was started in August 2013 and completed in August 2015.

5.21

The Niulanjiang Bridge in Yunnan Province

The bridge lies at the low mountain landform of tectonic denudation, and the Niulanjiang River is strongly cut, presenting an obvious V-shaped deep ditch. The terrain on both banks is steep, the ground height difference is large, the maximum relative height difference is 218.0 m, and the terrain slope is 25°–46°. The Niulanjiang River belongs to the Jinshajiang River system and flows from east to west every year. The bridge deck of the Niulanjiang Bridge is 180 m away from the water surface. The main spans of the Niulanjiang Bridge are (102+190 +102) m long pre-stressed concrete continuous rigid-frame bridges, and the approach spans on both banks are 30 m long pre-stressed concrete T-beams which are firstly simply supported and then rigid-frame. The girder section is a single-cell box, with a top width of 12.0 m, bottom width of 6.5 m, root girder height of 11.7 m, mid-span girder height of 4.2 m, root bottom plate thickness of 130 cm, mid-span bottom plate thickness of 32 cm, and the height of girder and the thickness of bottom plate change by parabola of degree 1.8. The top plate of the box girder is 50 cm thick at the No. 0 segment and 28 cm thick at other segments. From the root to the middle of the span, the web is divided into five sections with three thicknesses of 90, 70, and 50 cm. The main pier is a double-limb variable-section rectangular hollow pier, with the maximum pier height of 130 m, the twoway slope of pier column according to 80:1, the section size of the single-limb top is 8.5×4 m, the longitudinal thickness is 0.8 m, and the transverse thickness is 1.0 m. A transverse tie beam is arranged between the two limbs of each main pier. The main pier is provided with a stiff skeleton welded by profiled steel to prevent deformation of the reinforcement cage and improve construction stability. The foundation of the main pier is bored piles with a pile diameter of 2.5 m. The vehicle load level of the Niulanjiang Bridge is Highway-I, the design driving speed is 80 km/h, and the design peak value of the basic seismic acceleration is 0.10 g.

171

The full width of the bridge deck is 12.0 m, and the net width of the carriageway is 11.0 m (Figs. 5.42, 5.43 and 5.44).

5.22

The Gouerxia Bridge in Chongqing Municipality

Located in Wulong County, Chongqing Municipality, the Gouerxia Bridge spans Sanhuixi River, a tributary of Furongjiang River, and is a bridge on the second-class highway from Wulong to Wuchuan, Guizhou province. The bridge lies at a karst mid-low mountain area, the elevation of the peak is more than 800 m, the elevation of the ditch bottom is 570–578 m, and the relative elevation difference is more than 200 m. The Sanhuixi River is strongly eroded and cut down, forming a deep V-shaped narrow valley landform, like the droopy ears of a dog, so it is called “Dog Ear Gorge.” The Sanhuixi River is a seasonal stream, mainly recharged by atmospheric precipitation and groundwater, and its water volume varies greatly with the season. The bridge deck of the Gouerxia Bridge is 136 m from the bottom of the ditch. The Gouerxia Bridge is a pre-stressed concrete continuous rigid frame structure with a span of (105+190+105) m. The girder section is a single-cell box, with a top width of 9.0 m and bottom width of 5.0 m. The root section's height is 11.5 m, and the thickness of the bottom slab is 100 cm. The beam height of the cast-in-situ segment of mid-span and side span is 3.5 m, and the thickness of the bottom plate is 30 cm. Both the girder height and the bottom slab’s thickness varies in a parabola of degree 1.5. The box girder's top plate thickness is 85 cm at the girder end support and 25 cm at the rest of the cross-section. From the root to the middle of the span, the web is divided into five sections with three thicknesses of 60, 50, and 40 cm in turn. Reinforced

Fig. 5.42 Elevation view of the Niulanjiang Bridge (dimension unit: cm; elevation unit: m)

172

5

Girder Bridges

Fig. 5.43 Construction photograph of the Niulanjiang Bridge

concrete double-limb thin-wall piers are used for the main pier shafts, with the maximum pier height of 83 m, singlelimb thickness of 2.2 m, and the clear distance between two limbs of 6.6 m. The vehicle load level of the Gouerxia Bridge is Highway-II, the design driving speed is 40 km/h, and the seismic fortification intensity is magnitude VII. The full width of the bridge deck is 9.0 m, and the net width of the carriageway is 7.0 m (Figs. 5.45 and 5.46).

5.23

The Sanshuihe Bridge in Shaanxi Province

The Sanshuihe Bridge, located in Xunyi County, is a bridge on the Xianyang-Xunyi section of G69 Yinchuan-Baise Expressway in Shaanxi province, and also an important controlled project on the radial line of Shaanxi “2367” Expressway Network. The bridge was completed in November 2014.

The bridge lies in an open U-shaped river valley with a flat valley bottom and a relatively steep loess high slope on both sides of the river. The height of the bridge deck from the bottom of the valley is 194.5 m. The Sanshuihe Bridge’s main bridge is a pre-stressed concrete continuous rigid-frame structure with the span of (98+5×185+98), combining the approach span of the prestressed concrete T-beam of (5×40+5×40) m and (4× 40) m, all of which make up the full-length of 1688 m. The girder section is a single-cell box, with a top width of 12.0 m, a bottom width of 6.6 m, and the cantilever length of the flange plate is 2.7 m. The beam height at root and midspan is 11.5 m and 3.5 m, respectively. The bottom plate thickness at the root and mid-span is 140 cm and 30 cm, respectively—both the beam height and bottom plate’s thickness changes in the parabola of degree 1.8. The thickness of the top plate of the box girder is 30 cm except for the No. 0 block, which is 50 cm. The webs are 80 cm and 50 cm thick, respectively, from the root to the middle of the span. Double-limb thin-wall hollow piers (2 main piers on

5.23

The Sanshuihe Bridge in Shaanxi Province

Fig. 5.44 Actual photograph of the Niulanjiang Bridge

Fig. 5.45 Elevation view of the Gouerxia Bridge (dimension unit: cm; elevation unit: m)

173

174

5

Girder Bridges

Fig. 5.46 Actual photograph of the Gouerxia Bridge

the outer side) are adopted for pier and single-limb thin-wall rectangular hollow piers (five main piers in the middle), with the maximum height of the main pier being 183 m. The vehicle load level of the Sanshuihe Bridge is Highway-I, the design driving speed is 80 km/h, and the design peak value of the basic seismic acceleration is 0.05 g. The full width of a single bridge deck is 12 m, and the net width of the carriageway is 11 m (Figs. 5.47 and 5.48).

5.24

The Hezhang Bridge in Guizhou Province

The Hezhang Bridge, located in Hezhang County, Guizhou province, is a bridge on the S20 Bijie-Weining Expressway of Guizhou province’s expressway network. The bridge’s construction was started in June 2010 and completed and opened to traffic in June 2013.

Fig. 5.47 Elevation view of the Sanshuihe Bridge (dimension unit: cm; elevation unit: m)

5.24

The Hezhang Bridge in Guizhou Province

175

Fig. 5.48 Actual photograph of the Sanshuihe Bridge

The bridge is located in the northern section of the Wumeng Mountains in Yunnan-Guizhou Plateau, with the terrain high in the west and low in the east. The surface elevation of the bridge axis is between 1710 and 1497 m, and the relative elevation difference is 213 m. The longitudinal slope of the Bijie Bank is gentle, while the transverse slope is steep. The longitudinal slope of the Weining Bank is steep, and the transverse slope is gentle. The mountain wind in the valley is so fierce as to exceed grade 6, with a maximum wind speed of 28 m/s. The height of the Hezhang Bridge deck from the bottom of the valley is 205 m. The Hezhang Bridge’s main bridge is a pre-stressed concrete continuous rigid-frame structure with a span of (96 +180+180+96) m. The approach spans of the Bijiean Bridge are 40 m-span simply supported variable structure continuous pre-stressed concrete T-beams while the Weining Bridge is 30 m with the left span of 1073.53 m and the right 1069.22 m in length. The girder section is a single-cell box, with a top width of 10.73 m (including 0.23 m post-cast strip), the bottom width of 6.5 m, the root beam height of 11.5 m, the beam height at the closure segment, and the castin-situ segment of side span 4.0 m, and the curve of beam bottom changing parabola of degree 1.6. The thickness of the top plate of the box girder is 30 cm except for 50 cm at the No. 0 girder section and 120 cm at the girder’s supporting section. The bottom plate thickness gradually changes from 130 cm at the root to 32 cm of the closure segment following the parabola of degree 1.6. Four kinds of thicknesses of 90, 70, 60, and 45 cm are adopted for the web from the No. 0 beam segment to the closure segment. The

middle main pier is a reinforced concrete single-box threecell rectangular section with 17.5 m in the transverse direction and a width of 9.0 m in the longitudinal direction. The two sides are sloped downwards according to 60:1, and the height is 195 m, which is currently the highest pier of the same type of bridge in the world. The pier shafts of the main piers on both sides adopt reinforced concrete double-limb thin-wall piers, which are designed horizontally. The singlelimb is a rectangular hollow section. The transverse width is 7.5 m, the longitudinal thickness is 3.0 m, and the clear distance between the two limbs is 5.0 m. The middle main pier is 20 cast-in-place piles with a diameter of 2.5 m. The main piers on both sides adopt 16 cast-in-place piles with a diameter of 2.0 m. The vehicle load level of the Hezhang Bridge is Highway-I, the design driving speed is 80 km/h, and the design peak value of the basic seismic acceleration is 0.05 g. The full width of the bridge deck is 21.5 m, with two-way four lanes. The middle main pier of the Hezhang Bridge is located in a deep valley, where the mountain wind is fierce, and the construction is difficult. To ensure construction safety, a new hydraulic turnover formwork technology was adopted in the construction, and the coordinates of the bridge were established separately in the survey control process by improving the formwork system. Besides, because the piers are too high, the pressure of the general pump can’t transport the concrete to the design height, the construction unit purchased two high-strength concrete pumps for the problem's solution (Figs. 5.49 and 5.50).

176

5

Girder Bridges

Fig. 5.49 Elevation view of the Hezhang Bridge (dimension unit: cm; elevation unit: m)

5.25

The Niujiagou Bridge in Yunnan Province

The Niujiagou Bridge, located in Daguan County, Shaotong City, Yunnan province, is a bridge on the Maliuwan to Shaotong section of G85 Yinchuan-Kunming Expressway in Yunnan province. The construction of the bridge was started in March 2013 and completed in October 2015. The bridge’s construction has promoted regional economic cooperation. It is of great significance for exploiting northeastern Yunnan’s resources, developing tourism, speeding up the pace of poverty alleviation in Zhaotong, promoting economic development in ethnic regions, and enhancing national unity.

Fig. 5.50 Actual photograph of the Hezhang Bridge

The bridge lies in a low mountain area, with welldeveloped gullies and terribly undulated landform. The bridge axis ground elevation is 1261–1478 m, and the maximum height difference is 217 m. The surface water in the gully is not very developed, and only temporary water flow is seen in the rainy season. The bridge lies in a strong earthquake area and has bad geology such as rock mound and karst. The deck height of the Niujiagou Bridge d from the valley bottom plate is 203 m. The Niujiagou Bridge’s main bridge is a pre-stressed concrete continuous rigid-frame structure with a span of (95 +180+95) m. The Maliuwan approach bridge is a prestressed concrete simply-supported T-beam of 2×30 m in length. The Shaotongan approach bridge is 4×30 m simply-

5.25

The Niujiagou Bridge in Yunnan Province

supported first and then continuous composite T-beam. The total length of the bridge is 556 m. The girder is arranged in sections, with single-cell box section, top width of 12 m, bottom width of 6.5 m, root girder height of 11.0 m, and girder height of cast-in-situ segment of mid-span and sidespan of 4.5 m, the thickness of the bottom plate at the root 120 cm, the thickness of the bottom plate at the middle span and side span 32 cm, and the girder height and the thickness of bottom plate changing according to parabola of degree 1.8. The thickness of the box girder top plate is 28 cm, and the unidirectional transverse slope is set at 2%. The webs are divided into sections of equal thickness, and the sections from root to mid-span are 90 cm, 70 cm, and 50 cm, respectively. The main piers are double-limb variable-section rectangular hollow thin-wall piers. The clear distance between the two limbs is 7 m along the bridge direction. The thickness of each limb at the top of the pier is 3.5 m, the transverse width of the pier is 8.5 m, and the downward slope is 100:1 in both directions. The main pier is 24 bored cast-in-place piles with a diameter of 2 m. The vehicle load level of the Niujiagou Bridge is Highway-I, the design driving speed is 80 km/h, and the design peak value of the basic seismic acceleration is 0.15 g. The full width of a single bridge deck is 12 m, and the net width of the carriageway is 11 m (Figs. 5.51 and 5.52).

177

5.26

The Zhulin’ao Bridge in Guizhou Province

The Zhulin’ao Bridge, located in Yinjiang County, Tongren City, is a bridge on Daxing to Sinan section of G56 Hangzhou-Ruili Expressway in Guizhou province, and also an important part of the second horizontal Tongren-Xuanwei Expressway of the Network Planning of “6 horizontal, 7 vertical and 8 links” in Guizhou province. The bridge’s construction was started in December 2009 and completed and opened to traffic in December 2013. There are many gullies in the bridge site area, among which the V-shaped Jiudaogou Gully is the largest. The depth of the Jiudaohe River is about 0.3 m, and the calculated riverbed slope is 99‰. The Zhulin'ao Bridge is located along the crest of the ridge from Zhulin’ao to Mengjiawan, diagonally crossing a village road and the Jiudaohe River in Zhulin’ao. The starting point of the bridge is relatively steep, and the slope is close to 50°, resulting in difficulty in the abutment construction. The left abutment is filled, and the right abutment is excavated. The bridge deck of the Zhulin’ao Bridge is about 140 m high from the valley bottom. The Zhulin’ao Bridge is a pre-stressed concrete continuous rigid-frame structure with a span of (98+180+98) m. The layout of the whole bridge span is (4×40+5×40) m pre-

Fig. 5.51 Elevation view of the Niujiagou Bridge (dimension unit: cm; elevation unit: m)

178

5

Girder Bridges

Fig. 5.52 Actual photograph of the Niujiagou Bridge

stressed concrete T-beam, (98+180+98) m continuous rigidframe structure, and (4×40+3×40 m) pre-stressed concrete T-beam, with the left span of 1016.8 m, the right span of 1020.4 m, and the horizontal curve radius R=1600 m. Girder is a single box single cell section, top width of 12 m, bottom width of 6.5 m, root beam height of 11 m, mid-span beam height of 4.0 m, the beam bottom curve changing according to parabola of degree 1.6. The top and bottom plate thickness of block 0 of the box girder is 50 cm and 120 cm, respectively. The web thickness is 80 cm, the top plate thickness of other segments is 28 cm, and the bottom plate thickness is changed according to parabola of degree 1.8 from 120 cm at the root to 32 cm in the middle of the span. And three kinds of thicknesses of 80 cm, 50 cm, and 45 cm are adopted for the web from No. 0 beam segment to closure segment, respectively. The main piers are reinforced concrete doublelimb rectangular thin-wall piers. The vehicle load level of the Zhulin’ao Bridge is Highway-I, the design driving speed is 80 km/h, and the design peak value of the basic seismic acceleration is 0.05 g. The

full width of the bridge deck is 24.5 m, with two-way four lanes (Figs. 5.53 and 5.54).

5.27

The Hepingxia Bridge in Hebei Province

The Hepingxia Bridge, located in Xingtai City, is a bridge on the Xingtai to Hebei and Shanxi section of G2516 Dongying-Luliang Expressway in Hebei province. The construction of the bridge was started in 2011 and open to traffic in December 2015. The bridge is in a low, narrow V-shaped mountain valley, and the cutting depth of the valley is 174 m. The natural slope of the Xingtai bank is 30°–44°, and that of the Fenyang bank is 35°–43°. Under the slope is the Hepingxia Gorge, with walls on both sides as steep as about 80°. The width of the gorge at the bridge is about 20 m. The bridge deck of the Hepingxia Bridge is 167 m from the bottom of the valley. The Hepingxia Bridge is designed to be divided into two sections. The left main bridge is a pre-stressed concrete

5.27

The Hepingxia Bridge in Hebei Province

Fig. 5.53 Elevation view of the Zhulin’ao Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.54 Actual photograph of the Zhulin’ao Bridge

179

180

continuous rigid-frame structure with a span of (80+150+ 80) m. The right main bridge is a pre-stressed concrete continuous rigid-frame structure with a span of (80+ 140+75) m. The height of the root box girder of the left main bridge is 9.2 m, and the height of the middle is 3.3 m. The thickness of the standard top plate is 28 cm, and the thickness of the root top plate is increased to 50 cm. The bottom plate thickness changes from 32 cm in the middle of the span to 110 cm at the root. The thickness of the web is 85, 65, and 50 cm from root to mid-span. The girder height and the bottom plate’s thickness is changed according to the quadratic parabola. The Box girder top is 14.13 m wide; the bottom is 7.5 m wide, and the flange cantilever is 3.315 m long. The main piers are double-limb thin-wall piers, the section size of a single limb is 7.5×2.0 m, and the clear distance between limbs is 7 m. The foundation consists of 9 drilled (excavated) piles with a diameter of 2.2 m, arranged in three rows vertically and horizontally. The height of the root box girder of the right main bridge is 8.5 m, and the height of the middle girder is 3.0 m. The thickness of the standard top plate is 28 cm, and the thickness of the root top plate is increased to 50 cm. The bottom plate thickness changes from 32 cm in the middle of the span to 105 cm at the root. The web is divided into three segments from the root to the middle of the span and three thicknesses of 85, 65, and 50 cm. The girder height and the thickness of the bottom plate is changed according to the quadratic

5

Girder Bridges

parabola. Box girder top is 14.13 m wide; the bottom is 7.5 m wide, and the flange cantilever is 3.315 m long. The main piers are double-limb thin-wall piers, the section size of a single limb is 7.5×1.8 m, and the clear distance between limbs is 4.4 m. The foundation is consists of 6 drilled (excavated) piles with a diameter of 2.2 m, which are arranged in two rows vertically and three rows horizontally. The vehicle load level of the Hepingxia Bridge is 1.3 times of Highway-I, the design driving speed is 80 km/h, and the design peak value of the basic seismic acceleration is 0.05 g. The full width of a single bridge deck is 14.13 m, and the net width of the carriageway is 13.13 m (Figs. 5.55 and 5.56).

5.28

The Yanxigou Bridge in Chongqing Municipality

The Yanxigou Bridge, located in Qianjiang District, Chongqing Municipality, is a bridge from Qianjiang to Pengshui in the Chongqing Municipality Section of G65 Baotou-Maoming Expressway. The construction of the bridge was completed in March 2009. The bridge lies in a ridged valley, and the ridge is a small depression valley, with karst depression, funnel, water hole development, surface karst ditch, karst groove, and stone bud development. The ground elevation of the bridge axis is between 579 and 620 m. The Yanxigou Gully is a fracture-

Fig. 5.55 Elevation view of the Hepingxia Bridge (dimension unit: cm; elevation unit: m)

5.28

The Yanxigou Bridge in Chongqing Municipality

181

Fig. 5.56 The Hepingxia Bridge under construction

type dissolution gorge with a cutting depth of about 200 m, steep banks, and slope inclination of 35–65°. The bridge deck is 158 m from the gully bottom. The Yanxigou Bridge’s main bridge is a pre-stressed concrete continuous rigid-frame structure with a span of (80 +150+80) m, and the approach spans are pre-stressed concrete T-beams which are firstly simply supported and then rigid-frame. The girder is a single-cell box, with 12.0 mwidth-top, 6.5 m-width-bottom, and 2.75 m-length-

cantilever. The girder height at the root and the middle is 9.411 m and 3.2, respectively. The thickness of the bottom plate at the root and the middle is 117.1 cm and 32 cm, respectively. The girder height and the thickness of the bottom plate are both changed according to a quadratic parabola. The thickness of the web root of the box girder is 70 cm, the thickness of the middle span is 40 cm, and the middle span is varied by seven box girder segments. The thickness of the box girder top plate is 28 cm, and a 2% one-

182

5

way transverse slope is set. The main pier is a hollow rectangular section with a thickness of 3.5 m along the bridge direction, a transverse width of 6.5 m, and a thickness of 1.0 m. Because the bedrock of the main pier is shallow and intense, and because the terrain is steep, an open-excavated wall foundation with a 3.5×6.5 m rectangular section is adopted to reduce the damage to the mountain and the difficulty of construction. The vehicle load level of the Yanxigou Bridge is Highway-I, the design driving speed is 80 km/h, and the design peak value of the basic seismic acceleration is 0.05 g. The full width of the bridge deck is 24.5 m, with two-way four lanes (Figs. 5.57 and 5.58).

5.29

The Wulipo Bridge in Shaanxi Province

Crosses the Wulipo River, the Wulipo Bridge is located at the junction of Qianyang County and Fengxiang County in Shaanxi province. It is a bridge on the Baoji-Shaanxi-Gansu section of the Baoji-Wuhan Expressway. The construction of the bridge was started in August 2009 and completed in August 2011. The bridge is located in an open U-shaped river valley, with a flat valley bottom and steep loess bank slope on both sides, a terrace field on the Longxian bank, and a steep slope on Baoji bank. The soil layers of the river valley are mainly silty clay, loess pebble, mudstone conglomerate, and dolomitic limestone. The bridge deck of the Wulipo Bridge is 173 m from the bottom of the valley. The Wulipo Bridge’s main bridge is a pre-stressed concrete continuous rigid-frame structure with a span length of (85+4×160+85) m, and the approach spans are pre-stressed concrete continuous small box girders with a span length of 30 m. The girder section is a single-cell box, with a top

Girder Bridges

width of 12.9 m, the bottom width of 7.0 m, the root girder height of 9.5 m, and the mid-span girder height of 3.5 m, during which the girder bottom curve changes according to the quadratic parabola. The thickness of the top plate of the box girder is 30 cm, and the thickness of the bottom plate changes from 32 cm in the middle of the span to 110 cm at the root according to the quadratic parabola. The pier shafts of the five main piers are all reinforced concrete double-limb thin-wall hollow piers, with a maximum pier height of 153 m. The bored pile foundation with a diameter of 2.0 m is adopted for both the bridge pier and the junction pier. The vehicle load level of the Wulipo Bridge is HighwayI, the design driving speed is 100 km/h, and the design peak value of the basic seismic acceleration is 0.15 g. The full width of the bridge deck is 26.0 m, with two-way four lanes. During the bridge’s construction, advanced technologies such as hydraulic climbing formwork technology for pier, automatic spraying and curing system for concrete of high pier and cantilever casting beam section, and video monitoring system were adopted (Figs. 5.59 and 5.60).

5.30

The Juhe Bridge in Shaanxi Province

Located in Huangling County, Yan’an City, the Juhe Bridge crosses the Juhe River, which is a bridge on the HuanglingTongchuan section of the G65 Baotou-Maoming Expressway in Shaanxi province. The construction of the bridge was completed in July 2013. The bridge is located in a V-shaped valley zone, with a flat valley bottom, steep bank slopes on both sides, and exposed bedrock. The soil layers in the river valley are mainly loess, strongly weathered limestone, and wind weathered limestone. Gullies are developed on both sides of the sloping bank, and the gully walls are relatively neat, so

Fig. 5.57 Elevation view of the Yanxigou Bridge (dimension unit: cm; elevation unit: m)

5.30

The Juhe Bridge in Shaanxi Province

183

Fig. 5.58 Actual photograph of the Yanxigou Bridge

Fig. 5.59 Elevation view of the Wulipo Bridge (dimension unit: cm; elevation unit: m)

the adverse effects of gullies need to be avoided in the design of bridge piers. The bridge deck of the Juhe Bridge is 159 m from the bottom of the valley. The Juhe River’s main bridge is a pre-stressed concrete continuous rigid-frame structure with a span arrangement of (85+3×160+85) m, and the approach spans on both banks are pre-stressed concrete small box girders from simply supported to continuous of 30 m and 40 m respectively. The girder section is a single-cell box, the top width is 16.65 m,

the bottom width is 8.65 m, the root girder height is 9.8 m, the mid-span girder height is 3.5 m, the top plate thickness is 32 cm, and the curve of girder bottom changes according to parabola of degree 1.8. The thickness of the bottom plate shall be adjusted from 32 cm in the middle of the span to parabola of degree 1.8 change to root 120 cm. The thickness of the web is 60 cm and 80 cm, respectively. The top plate of block 0 is 50 cm thick, the bottom plate is 140 cm thick, and the web is 110 cm thick. The pier shafts of the two main

184

5

Girder Bridges

Fig. 5.60 Actual photograph of the Wulipo Bridge

piers in the middle adopt rectangular thin-walled hollow sections, with a width of 8.65–10.65 m in the transverse direction, a thickness of 9.0 m in the longitudinal direction, and a thickness of 70 cm in the longitudinal direction and 90 cm in the transverse direction. The pier shafts of the two main piers on both sides adopt double-limb thin-wall hollow piers, the transverse width of the single-limb bridge is 8.65 m, and the thickness is 90 cm. The thickness is 3.0 m along the bridge direction, and the thickness is 70 cm. The main pier is the bored cast-in-place pile foundation with a diameter of 2.0 m, and the connecting pier is the bored (excavated) cast-in-place pile foundation with a diameter of 1.6 m. The vehicle load level of the Juhe Bridge is Highway-I, the design driving speed is 100 km/h, the design peak value of the basic seismic acceleration is 0.10 g, and the design baseline wind speed is 26.8 m/s. The full width of the bridge deck is 33.5 m, with two-way six lanes (Figs. 5.61 and 5.62).

5.31

The Luohe Bridge in Shaanxi Province

Located in Luochuan County, Yan’an City, the Luohe Bridge crosses the Luohe Gorge, which is a bridge on Huangling to Yan’an Section of G65 Baotou-Maoming Expressway in Shaanxi province. The construction of the bridge was started in December 2002, and the bridge was open to traffic in October 2006. The bridge is located in an open U-shaped river valley, with a flat valley bottom, a gentle slope on the Huangling

Bank, and a steep slope on the Yan’an Bank. The loess develops well in the valley area, and there are many gullies on the surface. The bridge deck of the Luohe Bridge is 152.5 m away from the valley bottom. The main bridge of the Luohe Bridge is a prestressed concrete continuous rigid frame structure with a (90+3×160 +90) m span arrangement. The approach spans on both the Huanglingan and Yan’an banks are of prestressed concrete continuous small box girders with span arrangement 10× 30 m and 3×30 m, respectively. The girder section is a single-cell box with a top width of 12 m, a bottom width of 6.5 m, a root girder height of 9 m, and the mid-span girder height of 3.5 m. During this period, the girder bottom curve changes according to the quadratic parabola. The thickness of the top plate at the middle span of the box girder is 28 cm, and the thickness of the top plate at the root is 50 cm. The thickness of the bottom plate changes from 30 cm in the middle of the span to 110 cm at the root, according to a quadratic parabola. Three kinds of web thickness (80, 60, and 40 cm) are adopted from the No. 0 beam segment to the closure segment. The main pier uses double-limb thin-wall hollow piers with a maximum pier height of 143.5 m, which is the first high pier in Asia when it is completed. The foundations of the whole bridge are all bored piles. The vehicle load level of the Luohe Bridge is Heavy vehicle-20, Trailer-120. The design driving speed is 80 km/ h, and the seismic fortification intensity is magnitude VII. The full width of the bridge deck is 24.5 m, with two-way four lanes (Figs. 5.63 and 5.64).

5.32

The Xiaojianghe Bridge in Guizhou Province

185

Fig. 5.61 Elevation view of the Juhe Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.62 Actual photograph of the Juhe Bridge

5.32

The Xiaojianghe Bridge in Guizhou Province

The Xiaojianghe Bridge, located in Tongren City, crosses the Xiaojianghe River, S201 Provincial Expressway, and Yu-Huai Railway simultaneously and is a bridge on Daxing to Sinan section of G56 Hangzhou-Ruili Expressway in

Guizhou province. The construction of the bridge was started in March 2011 and completed in July 2013. The bridge is located in the transition slope zone from Yunnan-Guizhou Plateau to the hills of western Hunan, which is a U-shaped valley landform with low mountains and tectonic intrusion-dissolution type. The surface elevation of the bridge axis is between 244.29and381.50 m, and the relative elevation difference is 137.21 m. The bridge deck of

186

5

Girder Bridges

Fig. 5.63 Elevation view of the Juhe Bridge (dimension unit: cm; elevation unit: m)

Fig. 5.64 Actual photograph of the Luohe Bridge

the Xiaojianghe Bridge is 108 m away from the valley bottom plate. The river valley is located in the upper reaches of the Jinjiang River, the Ruanjiang River water system of the Yangtze River Basin, and the covering layer in the valley is deep.

The Xiaojianghe Bridge’s main bridge is a pre-stressed concrete continuous rigid-frame structure with a span arrangement of (85+3×160+85) m. The main bridge of Xiaojianghe Bridge is a prestressed concrete continuous rigid-frame structure designed separately on the left and right

5.32

The Xiaojianghe Bridge in Guizhou Province

sides. The span layout of the left bridge is 4×30 m simplysupported-structure continuous small box girder + (85+3× 160+85) m continuous rigid frame + 30 m simply-supported small box girder, with a total length of 813.888 m. The span arrangement of the right bridge is 5×30 m simply-supported-structure continuous small box girder + (85+3×160+ 85) m continuous rigid frame + 30 m simply-supported small box girder, with a total length of 842.440 m. The girder section is a single-cell box, the top width is 12.25 m, the bottom width is 6.5 m, the flange cantilever plate length is 2.875 m, the root girder height is 10.0 m, the mid-span girder height is 3.2 m, and the curve of girder bottom changes according to parabola of degree 1.6. The top plate of the box girder is only 48 cm thick at the No. 0 girder section, and the other sections are all 30 cm thick. The thickness of the bottom plate is 120 cm at the No. 0 beam segment and gradually changes from 110 to 32 cm from the root to the closure segment according to parabola of degree 1.6. From the root to the middle of the span, the web is divided into three sections with four thicknesses of 90, 70, 60, and 50 cm. The pier shaft of the main pier is a double-limb thin-wall solid rectangular section, with a maximum pier height of 102 m and a transverse bridge width of 8.5 m. The main pier of Sinan Bank is 2.6 m thick along the bridge direction, and the clear distance between limbs is 6.8 m. The remaining three main piers are 3.2 m thick along the bridge direction, and the clear distance between the two limbs is 5.6 m. Each pier of the main bridge is a pile group foundation with a diameter of 2.2 m. The vehicle load level of the Xiaojianghe Bridge is Highway-I, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The full width of the single deck is 12.25 m, and the net width of the carriageway is 11.25 m (Figs. 5.65 and 5.66).

187

5.33

The No. 2 Mozitan Bridge in Anhui Province

The No. 2 Mozitan Bridge across the valley is located in Huoshan County, connecting the connection tunnel at both ends. It is a bridge on the Lu’an-Yuexi section of G35 JinanGuangzhou Expressway in Anhui province. The bridge was completed in April 2008. The bridge is located in the valley area of the lower reaches of the Mozitan Reservoir, with large surface undulations and steep slopes on both sides. The No. 2 Mozitan Bridge’s bridge deck is 95.22 m away from the bottom of the valley. The No. 2 Mozitan Bridge is a pre-stressed concrete continuous rigid frame structure with a span arrangement of (49.82+114+140+114+55.82) m. The girder is a single-cell box. The top width is 11.8 m, and the bottom width is 6.5 m. The girder height at the root of the main pier is 8.0 m, that at of the secondary main pier is 6.0 m. The girder height at both mid-span and end is 3.0 m—the curve of the girder bottom changes according to the parabola of degree 1.8. The main pier is a double-limb thin-wall hollow pier with a height of 73.78 m. The pier top is fixed with the main beam. The secondary main piers are hollow thin-wall single piers with a height of 14.0 m and 33.0 m, respectively, and basin bearings are provided on the piers. The foundation of the bridge pier is the bored piles with a diameter of 2.0 m and the pile length of 6.0–22.0 m, which are all rock-socketed piles. There are 9 piles for each main pier and 6 piles for each secondary main pier. The No. 2 Mozitan Bridge’s vehicle load level is Highway-I, and the design driving speed is 80 km/h. The full width of the single deck is 11.8 m, and the net width of the carriageway is 10.8 m (Figs. 5.67, 5.68, 5.69 and 5.70).

Fig. 5.65 Elevation view of the Xiaojianghe Bridge (dimension unit: cm; elevation unit: m)

188

Fig. 5.66 Actual photograph of the Xiaojianghe Bridge

Fig. 5.67 Elevation view of the No. 2 Mozitan Bridge (dimension unit: cm; elevation unit: m)

5

Girder Bridges

5.34

The Banshigou Bridge in Jilin Province

189

Fig. 5.68 The No. 2 Mozitan Bridge under construction

5.34

The Banshigou Bridge in Jilin Province

The Banshigou Bridge, located in Hunchun City, is a bridge on the Hunchun-Tumen section of the G12 Hunchun-Ulanhot Expressway in Jilin province. The main bridge of the Banshigou Bridge is (80+120+ 80) m prestressed concrete continuous rigid frame with a height of 103 m. The main bridge adopts the single-cell box section with left and right frames, the width of the top plate is 12.25 m, and the width of the bottom plate is 5.8 m. The beam height at the root is 6.0 m, and the beam height in the

cast-in-situ section of the mid-span and side span is 2.8 m. The curve at the bottom of the girder is a parabola of 1.8. The thickness of the top plate and the web of the box girder changes linearly in sections, and the top plate is provided with a unidirectional transverse slope of 2%. The main piers of the main bridge are reinforced concrete double-limb thinwalled rectangular sections with a maximum pier height of 70.6 m, and a transverse tie beam is arranged between the double limbs every 23–25 m. The side piers of the main bridge adopt a rectangular hollow section. Nine pile groups with a diameter of 1.8 m are used for the main bridge’s four piers.

190

5

Girder Bridges

Fig. 5.69 Front view of the No. 2 Mozitan Bridge

The vehicle load level of the Banshigou Bridge is Highway-I, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The full width of the single deck is 12.25 m, and the net width of the carriageway is 10.95 m (Figs. 5.71 and 5.72).

5.35

The Yijuhe Bridge in Chongqing Municipality

The Yijuhe Bridge, located in Youyang County, Chongqing Municipality, is a bridge on the Chongqing Municipality section of S26 Youyang County, Chongqing Municipality to Yanhe Expressway in Guizhou Province. The bridge is located in a valley with a V-shaped landform. The ground elevation of the bridge axis is 414.00– 532.16 m, and the relative elevation difference is about 118.16 m. The bank slope of the river valley is steep with developed unloading fissures. The livable river flows through the river valley from west to east. The water surface is 60–80 m wide and is a perennial river. The bridge deck of the Yijuhe Bridge is 114 m away from the water surface. The Yijuhe Bridge’s main bridge is a 2×115 m single T rigid frame bridge, and the main piers are set in the Yijuhe River. The girder is a single-cell box section with a width of

11.0 m at the top, a width of 6.6 m at the bottom, and a cantilever length of 2.2 m at the flange. The girder height of the closure segment of the box girder and the cast-in-situ segment of the side span is 4.5 m, and the girder height at the root is 15.5 m, during which the girder bottom curve changes according to the quadratic parabola. Rectangular hollow piers are adopted for the main piers, with the section size of 9.0×8.0 m and the height of the left pier of 83.869 m, right pier of 89.787 m. The transition piers are solid ones. The left pier is 16.0 m high, and the right pier 12.5 m. The foundation of the main pier is an integral elevated pile cap, and 12 rock-socketed piles with a diameter of 3.0 m are arranged under each pile cap. The foundation of the transition pier is composed of four pile groups with a diameter of 2 m. The vehicle load level of the Yijuhe Bridge is Highway-I, the design driving speed is 80 km/h, the seismic fortification intensity is magnitude VII, and the design baseline wind speed is 24 m/s. The full width of the single deck is 11 m, and the net width of the carriageway is 10 m. The bridge’s structure with piers in the center of the ditch, one pier, and two spans is the same as that of the Xianshenhe Bridge in Shaanxi province. This way can not only avoid the difficulties of “moving soil” and arranging piers on steep slopes but also play a role in protecting the natural

5.35

The Yijuhe Bridge in Chongqing Municipality

Fig. 5.70 Actual photograph of the No. 2 Mozitan Bridge

Fig. 5.71 Elevation view of the Banshigou Bridge (dimension unit: cm; elevation unit: m)

191

192

5

Girder Bridges

Fig. 5.72 Actual photograph of the Banshigou Bridge

environment, at the same time, it can also improve construction safety and slope protection and reduce the probability of inducing geological disasters (Figs. 5.73 and 5.74).

5.36

The Lahui Bridge in Guangxi Zhuang Autonomous Region

Located in Hechi City, Guangxi Zhuang Autonomous Region, Lahui Bridge is a bridge on G75 Lanzhou-Haikou Expressway and G80 Shantou-Kunming Expressway and a bridge on the “six horizontal, seven vertical and eight branch lines” of Guangxi Expressway Network Planning. The construction of the bridge was officially started in 2009 and completed in May 2012.

The bridge is located in the transition zone from YunnanGuizhou Plateau to Guangxi hills, which belongs to the typical valley area. Restricted by the landform condition, the Lahui Bridge needs to span two curve sections with a radius of 420 m and 540 m, respectively. The plane is in the shape of “C,” the longitudinal slope of the bridge deck is −4%. The super-high transverse slope is 6%, with the outstanding characteristics of small curve radius, large longitudinal slope, and steep transverse slope. The design index reaches the limit of the bridge construction code. The height from the bridge deck to the valley bottom plate of the Lahui Bridge is 138 m. The main bridge of the Lahui Bridge is a pre-stressed concrete continuous rigid-frame structure with span arrangement (60+2×110+60) m. The left span is arranged

5.36

The Lahui Bridge in Guangxi Zhuang Autonomous Region

193

Fig. 5.73 Elevation view of the Yijuhe Bridge (dimension unit: cm; elevation unit: m)

as (5×30+5×30) m simply-supported-to-continuous prestressed concrete T-beam (60+2×110+60) continuous rigid frame, 5×40 m simply-supported-to-continuous pre-stressed concrete T-beam, the total length is 836.1978 m; Right span arrangement is (5×30+5×30) m simply-supported-to-continuous pre-stressed concrete T beam (60+2×110+60) Continuous rigid frame (4×40+4×30+3×30 m) Simplysupported-to-continuous pre-stressed concrete T beam with overall length of 1021.6 m. The girder of the main bridge is of single-cell box section, with a top width of 12.0 m, bottom width of 7.0 m, root girder height of 7.5 m, girder height of closure segment and cast-in-situ segment of side span of 2.8 m, and the curve of girder bottom changes according to parabola of degree 1.8. The thickness of the bottom plate of the box girder is changed from 85 cm at the root to 30 cm at the end and the middle of the span by adopting a parabola of degree 1.8. The web thickness varies from 75 cm at the root to 55 cm at the end and midspan. The pier shafts of the three main piers are all hollow rectangular thin-wall piers with

variable cross-sections. The maximum pier height is 110.401 m, the section size of the top is 7×7 m, and the thickness is 90 cm. The downward slope is 100:1 along the bridge. The main pier is 6 bored piles with a diameter of 2.5 m. The vehicle load level of the Lahui Bridge is Highway-I, the design driving speed is 80 km/h, and the seismic fortification intensity is magnitude VII. The full width of the single bridge deck is 12.0 m, and the net width of the carriageway is 11.0 m. The main pier of the Lahui Bridge uses the construction method of integral light sliding frame combined with turnover formwork, that is, with the cooperation of tower and elevator, a set of the integral sliding frame is installed outside the pier body, a certain distance is reserved between the sliding frame and the formwork, the sliding frame is used as a construction platform for formwork installation and concrete pouring, and also as a totally closed safety protection device for pier construction (Figs. 5.75 and 5.76).

194

Fig. 5.74 Actual photograph of the Yijuhe Bridge

Fig. 5.75 Elevation view of the Lahui Bridge (dimension unit: cm; elevation unit: m)

5

Girder Bridges

5.36

The Lahui Bridge in Guangxi Zhuang Autonomous Region

Fig. 5.76 Actual photograph of the Lahui Bridge

195

Indexes of China Highway Canyon Bridges

Indexes of China highway Canyon bridges (Suspension bridges) Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Suspension bridge

1

The Jin’an Jinshajiang Bridge

Steel truss suspension bridge

The junction of Gucheng District and Yongsheng County, Yunnan Province

G4216

1386

336

Suspension bridge

2

The Chishuihe Bridge

Steel truss suspension bridge

The junction of Xishui County and Gulin County, Guizhou Province

Jiangjin-Xishui-Gulin Expressway

1200

325

Suspension bridge

3

The Longjiang Bridge

Steel truss suspension bridge

Baoshan City, Yunnan Province

S10

1196

283

Suspension bridge

4

The Aizhai Bridge

Steel truss suspension bridge

Jishou City, Hunan Province

G65

1176

335

Suspension bridge

5

The Qingshuihe Bridge

Steel truss suspension bridge

Weng'an County, Guizhou Province

G69

1130

407

Suspension bridge

6

The Luding Daduhe Bridge

Steel truss suspension bridge

Luding County, Sichuan Province

G4218

1100

285

Suspension bridge

7

The Balinghe Bridge

Steel truss suspension bridge

Guanling County, Guizhou Province

G60

1088

370

Suspension bridge

8

The Siduhe Bridge

Steel truss suspension bridge

Badong County, Hubei Province

G50

900

560

Suspension bridge

9

The Lishui Bridge

Steel truss suspension bridge

The junction of Yongding District and Yongshun County, Hunan Province

S10

856

400

Suspension bridge

10

The Hutiao Gorge Jinshajiang Bridge

Single-tower groundanchored steel truss girder suspension bridge

The junction of Shangri-La County and Yulong County, Yunnan Province

G0613

766

260

Suspension bridge

11

The Sunxihe Bridge

Steel truss suspension bridge

Jiangjin District, Chongqing City

Jiangjin-Xishui-Gulin Expressway

660

280

Suspension bridge

12

The Hulukou Bridge

Steel truss suspension bridge

Ningnan County, Sichuan Province

G248

656

200

Suspension bridge

13

The Zhensheng Beipanjiang Bridge

Steel truss suspension bridge

Qinglong County, Guizhou Province

G60

636

320

Suspension bridge

14

The Puli Bridge

Steel truss suspension bridge

Xuanwei City, Yunnan Province

G56

628

400

(continued)

© China Communications Press Co., Ltd 2022 Z. Huang and Y. Li, China Highway Canyon Bridges, https://doi.org/10.1007/978-981-16-4431-3

197

198

Indexes of China Highway Canyon Bridges

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Suspension bridge

15

The Dimuhe Bridge

Steel truss suspension bridge

Shuicheng County, Guizhou Province

G56

538

360

Suspension bridge

16

The Guanxing Beipanjiang Bridge

Concrete suspension bridge

The junction of Zhenfeng County and Guanling County, Guizhou Province

Guanling-Xingyi Highway

388

460

Suspension bridge

17

The Xixi Bridge

Concrete suspension bridge

Qianxi County, Guizhou Province

G321

338

298.7

Suspension bridge

18

The Azhihe Bridge

Concrete suspension bridge

Liupanshui City, Guizhou Province

S314

283

247

Suspension bridge

19

The Luojiaohe Bridge

Concrete suspension bridge

Dafang County, Guizhou Province

G321

278

250

Suspension bridge

20

The Tongmai Bridge

Single-tower groundanchored steel truss girder suspension bridge

Bomi County, Tibet Autonomous Region

G318

256

75

Indexes of China highway Canyon bridges (Cable-stayed bridges) Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Cable-stayed bridge

1

The Yachihe Bridge

Steel truss cable-stayed bridge

Qianxi County, Guizhou Province

S82

800

258.2

Cable-stayed bridge

2

The Bidu Beipanjiang Bridge

Steel truss cable-stayed bridge

The junction of Shuicheng County in Guizhou Province and Xuanwei County in Yunnan Province

G56

720

565

Cable-stayed bridge

3

The Xiqian Liuguanghe Bridge

Composite beam cable-stayed bridge

The junction of Xiuwen County and Qianxi County, Guizhou Province

S30

580

340

Cable-stayed bridge

4

The Wajiatan Yellow River Bridge

Composite beam cable-stayed bridge

The junction of Hualong County and Jianzha County, Qinghai Province

G0611

560

60

Cable-stayed bridge

5

The Pingtang Bridge

Three-tower hybrid composite beam cable-stayed bridge

Pingtang County, Guizhou Province

S62

550

190

Cable-stayed bridge

6

The Hongshuihe Bridge

Composite beam cable-stayed bridge

The junction of Luodian County in Guizhou Province and Tian'e County in Guangxi Zhuang Autonomous Region

G69

508

130

Cable-stayed bridge

7

The Liuchonghe Bridge

Concrete cable-stayed bridge

Zhijin County, Guizhou Province

S55

438

336

Cable-stayed bridge

8

The Polonggou Bridge

Mixed girder cable-stayed bridge

Bomi County, Tibet Autonomous Region

G318

430

88

Cable-stayed bridge

9

The Zhongjianhe Bridge

Steel truss cable-stayed bridge

Xuan’en County, Hubei Province

G6911

400

248

Cable-stayed bridge

11

The Chishi Bridge

Concrete cable-stayed bridge with four towers

Yizhang County, Hunan Province

G76

380

182

Cable-stayed bridge

10

The Wuzuohe Bridge

Concrete cable-stayed bridge

Zhijin County, Guizhou Province

G76

380

225

Cable-stayed bridge

12

The Wulingshan Bridge

Concrete cable-stayed bridge

Qianjiang County, Chongqing Municipality

G65

360

262

Cable-stayed bridge

13

The Guozigou Bridge

Steel truss cable-stayed bridge

Huocheng County, Xinjiang Uygur Autonomous Region

G30

360

186.3

Cable-stayed bridge

14

Concrete cable-stayed bridge

Xingyi City, Guizhou Province

G78

360

127

(continued)

Indexes of China Highway Canyon Bridges Bridge type

Serial number

199

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

The Banjiang Malinghe Bridge Cable-stayed bridge

15

The Dao'an Wujiang Bridge

Hybrid composite beam cablestayed bridge

The junction of Yuqing County and Meitan County, Guizhou Province

G69

360

85

Cable-stayed bridge

16

The Wang'an Beibanjiang Bridge

Concrete cable-stayed bridge

The junction of Ceheng County and Wangmo County, Guizhou Province

S62

328

187.9

Cable-stayed bridge

17

The Tieluoping Bridge

Concrete cable-stayed bridge

Changyang Tujia Autonomous County, Hubei Province

G50

322

211.37

Cable-stayed bridge

18

The Zunguifuxian Wujiang Bridge

Concrete cable-stayed bridge

Zunyi City, Guizhou Province

G75

320

180

Cable-stayed bridge

19

The Shennongxi Bridge

Concrete cable-stayed bridge

Badong County, Hubei Province

G42

320

160

Cable-stayed bridge

20

The Lizhi Wujiang Bridge

Concrete cable-stayed bridge

Fuling District, Chongqing Municipality

G50s

320

160

Cable-stayed bridge

26

The Xianshenhe Bridge

Single-tower concrete lowtower cable-stayed bridge

Zezhou County, Shanxi Province

G55

123

170

Cable-stayed bridge

21

The qingjiang Bridge

Single-tower concrete cablestayed bridge

Enshi City, Hubei Province

G50

220

120

Cable-stayed bridge

22

The Hejiaping Bridge

Single-tower concrete cable-stayed bridge

Wushan County, Chongqing Municipality

G42

180

130

Cable-stayed bridge

23

The Nanpanjiang Bridge

Concrete low tower cablestayed bridge

Kaiyuan City, Yunnan Province

GZ40

180

104

Cable-stayed bridge

24

G69

170

110

(continued)

Indexes of China highway Canyon bridges (Arch bridges)

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Arch bridge

1

Arch bridge

2

Arch bridge

3

Arch bridge

4

Concrete-filled steel tube arch Concrete-filled steel tube arch Steel Truss Arch Bridge Box arch

Arch bridge

5

Arch bridge

7

The Daxiaojing Bridge The Zhijinghe Bridge The Daninghe Bridge The Wujiang Third Bridge The Zongxihe Bridge The Xiaohe Bridge

Arch bridge

6

The Zhaohua Jialingjiang Bridge

Arch bridge

8

Arch bridge

9

Arch bridge

12

The Jiangjiehe Bridge The Xianghuoyan Bridge The Long Bridge

Luodian County, Guizhou Province Badong County, Hubei Province Wushan County, Chongqing Municipality Wulong County, Chongqing Municipality Nayong County, Guizhou Province Enshi City, Hubei Province Zhaohua District, Guangyuan City, Sichuan Province Weng’an County, Guizhou Province Kaiyang County, Guizhou Province Xuan’en County, Hubei Province

Concrete-filled steel tube arch Concrete-filled steel tube arch Reinforced concrete box arch Truss composite arch Concrete-filled steel tube arch Concrete-filled steel tube arch

S62

Main span (m) 450

Bridge height (m) 220

G50

430

277

G42

400

114

S205

364

100

G56

360

270

G50

338

208

G75

350

120

S205

330

263

G75E

300

174

G6911

280

200 (continued)

200

Indexes of China Highway Canyon Bridges

G353 Connection line

Main span (m) 280

Bridge height (m) 103

Gulin County, Luzhou City, Sichuan Province

S26

266

164

Butuo County, Sichuan Province

G353Connection line

260

200

Jianshi County, Hubei Province Qinshui County, Shanxi Province Yongshun County, Hunan Province Hanzhong City, Shaanxi Province Wulong County, Chongqing Municipality Yanhe County, Guizhou Province Enshi City, Hubei Province Xunhua County, Qinghai Province

X020

260

125

S80

260

102

S10

255

230

Baoji-Hanzhong Expressway Y049

248

75

240

80

X540

240

50

G318

220

160

G310

220

55

Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete arch Reinforced concrete arch Reinforced concrete box arch

Yima City, Henan Province

G30

220

48

Puding County, Guizhou Province

S55

210

86

Ningde City, Fujian Province Fuling District, Chongqing Municipality

S303

205

100

S103

200

80

Yanbian County, Panzhihua City, Sichuan Province Dafang County, Bijie City, Guizhou Province Youyang County, Chongqing Municipality Jinyang County, Sichuan Province

County Road, Yanze Road and Baiguan Road connecting line S209

200

67.5

197

155.2

G65

190

288

188

93

Reinforced concrete box arch Reinforced concrete box arch

Badong County, Hubei Province

The tie line between Sichuan Province S210 Line and Yunnan Province G213 Line Y078

160

180

S25

180

167

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Arch bridge

10

The Duiping Jinshajiang Bridge

Jinyang County, Sichuan Province

Arch bridge

13

The Modaoxi Bridge

Arch bridge

14

The Fengjiaping Jinshajiang Bridge

Arch bridge

15

Arch bridge

16

Arch bridge

11

Arch bridge

17

Arch bridge

18

Arch bridge

19

The Jingyanghe Bridge The Beishen'gou Bridge The Mengdonghe Bridge The Shimen Shuiku Bridge The Yingpan Bridge The Shatuo Bridge

Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Concrete-filled steel tube arch Concrete-filled steel tube arch Concrete-filled steel tube arch Concrete-filled steel tube arch Rib arch

Arch bridge

20

Arch bridge

21

Arch bridge

22

Arch bridge

23

The Yelanghu Bridge

Arch bridge

24

The Tianchi Bridge

Arch bridge

25

The Wujiang Bridge

Arch bridge

26

The Ganyu Bridge

Arch bridge

27

Arch bridge

28

Arch bridge

29

The Liuguihe Bridge The Xishahe Bridge The Tongyang Jinshajiang Bridge

Arch bridge

40

The Wuyuandong Bridge

Arch bridge

30

The Matihe Bridge

The Nanlidu Bridge The Sulongzhu Yellow River Bridge The Xugou Bridge

Reinforced concrete arch Reinforced concrete arch Reinforced concrete arch

Dejiang County, Guizhou Province

(continued)

Indexes of China Highway Canyon Bridges

201

X011

Main span (m) 180

Bridge height (m) 160

The junction of Jinsha County and Xiuwen County, Guizhou Province Xingshan County, Hubei Province

X186

180

132

Y016

180

100

Eshan County, Yuxi City, Yunnan Province Panzhihua City, Sichuan Province

G8511

180

75

G353

176

62.5

Huaxi District, Guiyang City, Guizhou Province Wulong County, Chongqing Municipality

S01

175

51

C482

170

80

Shiqian County, Guizhou Province

S25

165

107

Pengshui County, Chongqing Municipality

S418

163

75

Luding County, Sichuan Province

S211

160

123

Rongjiang County, Guizhou Province

G60

160

60.4

Pengshui County, Chongqing Municipality

S313

140

120

Yanbian County, Panzhihua City, Sichuan Province Wulong County, Chongqing Municipality

G5

150

98

S204

150

80

Qianjiang District, Chongqing Municipality

G319

150

75

Zezhou County, Shanxi Province Wanyuan City, Sichuan Province

G5512

146

80.6

G65

140

96

Wulong County, Chongqing Municipality

S203

140

80

Guanling County, Anshun City, Guizhou Province

S210

140

47.9

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Arch bridge

31

32

Reinforced concrete box arch Reinforced concrete arch

Xuyong County, Luzhou City, Sichuan Province

Arch bridge

The Jimingsansheng Bridge The Haima Bridge

Arch bridge

33

The Pingyikou Bridge

Arch bridge

34

Arch bridge

35

The Huapichong Bridge The Xinyajiang Bridge

Arch bridge

36

The Huaxi Bridge

Arch bridge

37

The Yangjiao Wujiang Bridge

Arch bridge

38

The Mupeng Bridge

Arch bridge

39

Arch bridge

41

The Wujiang Fourth Bridge The Suozigou Bridge

Arch bridge

42

The Yunquan Bridge

Arch bridge

47

The Luoyan Bridge

Arch bridge

43

The Baishagou No. 1 Bridge

Arch bridge

44

The Youpen Bridge

Arch bridge

45

The Lianghekou Bridge

Arch bridge

46

The Danhe Bridge

Reinforced concrete box arch Reinforced concrete arch Reinforced concrete box arch Reinforced concrete arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Slate Arch

Arch bridge

48

The Nixigou No. 2 Bridge

Arch bridge

49

Arch bridge

50

The Wujiang Second Bridge The Huajiang Bridge

Reinforced concrete rib arch Reinforced concrete box arch Reinforced concrete arch

(continued)

202

Indexes of China Highway Canyon Bridges

Y001

Main span (m) 135

Bridge height (m) 100

Fuling District, Chongqing Municipality

S16

132

80.3

Xuan’en County, Hubei Province

S232

132

78

Zigui County, Hubei Province

C184

130

143

Luding County, Sichuan Province

S434

130

68

Shuangpai County, Hunan Province

S216

125

101

Wuchuan County, Zunyi City, Guizhou Province Tongshan County, Hubei Province

Y014

125

91.5

C279

120

200

Wuchuan County, Zunyi City, Guizhou Province Bijie City, Guizhou Province

X350

120

98

G76

120

98

Liping County, Guizhou Province

S84, S15

120

64.606

Zunyi County, Guizhou Province

G65

120

58

Fenghuang County, Hunan Province

X034

120

42

Lushi County, Henan Province Qianjiang District, Chongqing Municipality

Y001

118

75

S203

110

90

Wulong County, Chongqing Municipality

G319

110

80

Yanling County, Hunan Province

S322

107.36

67

Wulong County, Chongqing Municipality Tongshan County, Hubei Province

G319

105.6

150

Y096

100

180

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Arch bridge

51

The Wujiang Bridge

Wulong County, Chongqing Municipality

Arch bridge

52

The Xieyangxi Bridge

Arch bridge

53

The Pingdiba Bridge

Arch bridge

54

The Luogudong Bridge

Arch bridge

55

Arch bridge

56

The Hailuogou Qinggangping Bridge The Tianzishan Bridge

Arch bridge

57

Arch bridge

58

Arch bridge

59

Arch bridge

60

Arch bridge

61

The Bazhou Bridge

Arch bridge

62

The Caoxieya Bridge

Arch bridge

63

The Wuchaohe Bridge

Arch bridge

64

Arch bridge

65

The Shanhekou Stone Arch Bridge The Xiajiang Bridge

Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Steel tube concrete truss combined arch Reinforced concrete arch Reinforced concrete box arch Reinforced concrete arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Full empty stomach stone rib arch Double arch

Arch bridge

66

The Maoergou Bridge

Arch bridge

67

The Hongxing Bridge

Arch bridge

68

Arch bridge

69

The Furongjiang Bridge The Niubikong Bridge

The Longtanghe Bridge The Huangjin Bridge The Zhenzhu Bridge The Modaogou Bridge

Reinforced concrete box arch Reinforced concrete box arch Sunflowerstyle threehinge doublecurved arch Double arch Reinforced concrete box arch

(continued)

Indexes of China Highway Canyon Bridges

203

G353

Main span (m) 100

Bridge height (m) 120

Majiang County, Guizhou Province

G60

100

65.32

Majiang County, Guizhou Province

G60

100

53.09

Changyang County, Hubei Province

Y117

98

180

Hefeng County, Hubei Province

S325

98

110

Baojing County, Hunan Province

Baojing-Guzhang Highway

80

56.5

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Arch bridge

70

The Guoxigou Bridge

Wulong County, Chongqing Municipality

Arch bridge

71

The Yejiyan No. 1 Bridge

Arch bridge

72

The Yangtiao No. 1 Bridge

Arch bridge

73

The Sandongshui Bridge

Arch bridge

74

The Yunnanzhuang Bridge

Arch bridge

75

The Xianren Bridge

Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Reinforced concrete box arch Rigid frame arch

Indexes of China highway Canyon bridges (Beam bridges) Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

1

The Beipanjiang Bridge

Continuous rigid frame with hollow abdomen

Shuicheng County, Guizhou Province

S77

290

143

Beam bridge

2

The Yuanjiang Bridge

Continuous rigid frame

Yuanjiang County, Yuxi City, Yunnan Province

G8511

265

163

Beam bridge

3

The Dashu Daduhe Bridge

Continuous rigid frame

Hanyuan County, Yaan City, Sichuan Province

S435

255

124

Beam bridge

4

The Chishuihe Bridge

Continuous rigid frame

Xuyong County, Luzhou City, Sichuan Province

G76

248

190

Beam bridge

5

The Guibi Liuguanghe Bridge

Continuous rigid frame

Xiuwen County, Guiyang City, Guizhou Province

G321

240

280

Beam bridge

6

The Longhe Bridge

Continuous rigid frame

Fengdu County, Chongqing Municipality

G50s

240

203

Beam bridge

7

The Pingzhai Bridge

Continuous rigid frame

Qinglong County, Guizhou Province

G60

235

97

Beam bridge

8

The Yangshuihe Bridge

Continuous rigid frame

The junction of Kai yang County and Xifeng County, Guizhou Province

S30

230

258

Beam bridge

10

The Sanchahe Bridge

Continuous rigid frame

Zhijin County, Guizhou Province

G76

230

220

Beam bridge

11

The Tangxihe Bridge

Continuous rigid frame

Yunyang County, Chongqing Municipality

G42

230

132

Beam bridge

12

The Luoguo Jinshajiang Bridge

Continuous rigid frame

Dong District, Panzhihua County, Sichuan Province

G4216

230

108

Beam bridge

13

The Dashuijing Jinshajiang Bridge

Continuous rigid frame

Renhe District, Panzhihua County, Sichuan Province

G4216

230

83

Beam bridge

14

The Xinzhaihe Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

230

80.4

Beam bridge

9

The Furongjiang Bridge

Continuous rigid frame

The junction of Wulong County and Pengshui County, Chongqing Municipality

S204

230

223

(continued)

204

Indexes of China Highway Canyon Bridges

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

15

The Falanggou Bridge

Continuous rigid frame

Bijie County, Guizhou Province

G76

225

223

Beam bridge

16

The Hutiaohe Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

225

150

Beam bridge

17

The Mangjiedu Bridge

Continuous rigid frame

Fengqing County, Yunnan Province

Rippling line

220

220

Beam bridge

18

The Houzihe Bridge

Continuous rigid frame

Rongjiang County, Guizhou Province

G76

220

219

Beam bridge

19

The Kaixiahe Bridge

Continuous rigid frame

Shiqian County, Guizhou Province

S30

220

204

Beam bridge

20

The Beipanjiang Bridge

Continuous rigid frame

Zhenfeng County, Guizhou Province

S50

220

175

Beam bridge

21

The Nanpanjiang Bridge

Continuous rigid frame

Yiliang County, Kunming City, Yunnan Province

G324

220

167

Beam bridge

22

The Maotai Bridge

Continuous rigid frame

Maotai Town, Renhuai City, Guizhou Province

S55

220

154.59

Beam bridge

23

The Miaoziping Minjiang Bridge

Continuous rigid frame

Dujiangyan City, Sichuan Province

G4217

220

120

Beam bridge

24

The Shimenkan Bridge

Continuous rigid frame

Duyun City, Guizhou Province

S85

220

86.8

Beam bridge

26

The Hanjiadian No. 1 Bridge

Continuous rigid frame

Tongzi County,Guizhou Province

G75

210

116

Beam bridge

25

The Luding Daduhe Bridge

Continuous rigid frame

Luding County, Sichuan Province

S211

210

148

Beam bridge

27

The Anwen Bridge

Continuous rigid frame

Qijiang District, Chongqing Municipality

G75

210

84

Beam bridge

28

The Labajing Bridge

Continuous rigid frame

Yingjing County, Sichuan Province

G5

200

271

Beam bridge

29

The Jinyanghe Bridge

Continuous rigid frame

Jinyang County, Sichuan Province

G356

200

260

Beam bridge

30

The Heishigou Bridge

Continuous rigid frame

Yingjing County, Sichuan Province

G5

200

246

Beam bridge

31

The Erlanghe Bridge

Continuous rigid frame

Xishui County, Guizhou Province

G4215

200

245

Beam bridge

32

The Shandianjiang Bridge

Continuous rigid frame

Rucheng County, Hunan Province

G76

200

226

Beam bridge

33

The Tongzi Bridge

Continuous rigid frame

Tongzi County, Zunyi City, Guizhou Province

G4215

200

226

Beam bridge

34

The Zhuchanghe Bridge

Continuous rigid frame

Pan County, Guizhou Province

G60

200

224

Beam bridge

35

The Qixinghe Bridge

Continuous rigid frame

Hezhang County, Guizhou Province

S20

200

221

Beam bridge

36

The Mashuihe Bridge

Continuous rigid frame

The junction of Jianshi County and Enshi County, Hubei Province

G50

200

220

Beam bridge

37

The Weijiazhou Bridge

Continuous rigid frame

Changyang Tujia Autonomous County, Hubei Province

G50

200

219

Beam bridge

38

The Nayong Bridge

Continuous rigid frame

Nayong County, Guizhou Province

G76

200

208

Beam bridge

40

The Longtanhe Bridge

Continuous rigid frame

Changyang Tujia Autonomous County, Hubei Province

G50

200

192

Beam bridge

41

The Paidiaohe No. 1 Bridge

Continuous rigid frame

Sandu County, Guizhou Province

G76

200

182

Beam bridge

42

The Xinzhuangte Bridge

Continuous rigid frame

Huaping County, Yunnan Province

G4216

200

181

(continued)

Indexes of China Highway Canyon Bridges

205

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

43

The Yesanhe Bridge

Continuous rigid frame

Jianshi County, Hubei Province

G50

200

180

Beam bridge

44

The Shiqiao Bridge

Continuous rigid frame

Danzhai County, Guizhou Province

S62

200

165

Beam bridge

45

The Lengshuihe Bridge

Continuous rigid frame

Xuyong County, Luzhou City, Sichuan Province

G76

200

164

Beam bridge

46

The Guizun Wujiang Bridge

Continuous rigid frame

Zunyi County, Guizhou Province

G75

200

151

Beam bridge

39

The Tianqiao Bridge

Continuous rigid frame

Weining County, Guizhou Province

S20

200

197

Beam bridge

47

The Yangjialing Bridge

Continuous rigid frame

Zhong County, Chongqing Municipality

G50

200

146

Beam bridge

48

The Wujiang Bridge

Continuous rigid frame

Sinan County, Guizhou Province

G56

200

146

Beam bridge

49

The Yueliangbao Bridge

Continuous rigid frame

Yunyang County, Chongqing Municipality

G42

200

125

Beam bridge

50

The Cangxijialingjiang Bridge

Continuous rigid frame

Cangxi County, Guangyuan City, Sichuan Province

G75

200

113

Beam bridge

51

The Xushuigou Bridge

Continuous rigid frame

Heyang County, Weinan City, Shaanxi Province

G5

200

105

Beam bridge

52

The Shimahe Bridge

Continuous rigid frame

Wushan County, Chongqing Municipality

G42

200

90

Beam bridge

53

The Tukanwujiang Bridge

Continuous rigid frame

Wulong County, Chongqing Municipality

G65

200

85

Beam bridge

54

Lancangjiang Bridge in jinchangling

Continuous rigid frame

The junction of Yongping County and Longyang District, Yunnan Province

G56

200

83

Beam bridge

55

The Longchuanhe Bridge

Continuous rigid frame

Shiqian County, Guizhou Province

S25

200

74

Beam bridge

56

The Nianziping Bridge

Continuous rigid frame

Qixingguan District, Guizhou Province

G76

190

196.3

Beam bridge

57

The Erhaihe Bridge

Continuous rigid frame

Qianxi County, Guizhou Province

S55

190

195

Beam bridge

58

The Niulanjiang Bridge

Continuous rigid frame

The junction of Huize County and Ludian County, Yunnan Province

G85

190

180

Beam bridge

59

The Maguohe Bridge

Continuous rigid frame

Fumin County, Yunnan Province

S101

190

180

Beam bridge

61

The Xixihe Bridge

Continuous rigid frame

Qianxi County, Guizhou Province

S82

190

120

Beam bridge

60

The Gouerxia Bridge

Continuous rigid frame

Wulong County, Chongqing Municipality

S204

190

136

Beam bridge

62

The Sanshuihe Bridge

Continuous rigid frame

Xunyi County, Xianyang City, Shaanxi Province

G69

185

194.5

Beam bridge

63

The Wuchahe Bridge

Continuous rigid frame

Renhuai City, Guizhou Province

G4215

180

230

Beam bridge

64

The Xiongjiagou Bridge

Continuous rigid frame

Xuanwei City, Yunnan Province

G85

180

209

Beam bridge

65

The Hezhang Bridge

Continuous rigid frame

Hezhang County, Bijie City, Guizhou Province

S20

180

205

Beam bridge

66

The Niujiagou Bridge

Continuous rigid frame

Daguan County, Zhaotong City, Yunnan Province

G85

180

203

Beam bridge

67

The Shilianghe Bridge

Continuous rigid frame

Gulin County, Luzhou City, Sichuan Province

S26

180

170

(continued)

206

Indexes of China Highway Canyon Bridges

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

68

The Xiaohe Bridge

Continuous rigid frame

Tongren City, Guizhou Province

S25

180

155

Beam bridge

69

The Luosizhai Bridge

Continuous rigid frame

Xuyong County, Luzhou City, Sichuan Province

S26

180

150

Beam bridge

70

The Sanchagou Bridge

Continuous rigid frame

Daguan County, Zhaotong City, Yunnan Province

G85

180

147

Beam bridge

71

The Hongshiliang No. 1 Bridge

Continuous rigid frame

Yunyang County, Chongqing Municipality

G42

180

140

Beam bridge

72

The Zhulinao Bridge

Continuous rigid frame

Yinjiang County, Guizhou Province

G56

180

140

Beam bridge

73

The Duifanghe Bridge

Continuous rigid frame

Lushui County, Yunnan Province

S228

180

140

Beam bridge

74

The Wuxigou Bridge

Continuous rigid frame

Rongjiang County, Guizhou Province

G76

180

127

Beam bridge

75

The Wuyanghe Bridge

Continuous rigid frame

Zhenyuan County, Guizhou Province

S25

180

119

Beam bridge

76

The Wujiang Bridge

Continuous rigid frame

Tongren City, Guizhou Province

S25

180

112

Beam bridge

77

The Gulinhe No. 1 Bridge

Continuous rigid frame

Gulin County, Luzhou City, Sichuan Province

S26

180

105

Beam bridge

78

The Longdonghe Bridge

Continuous rigid frame

Wushan County, Chongqing Municipality

G42

180

104

Beam bridge

79

The Yanwanhe Bridge

Continuous rigid frame

Daozhen County, Guizhou Province

G69

180

103

Beam bridge

80

The Changxi Bridge

Continuous rigid frame

Xuanhan County, Dazhou City, Sichuan Province

G65

180

95.5

Beam bridge

81

The Bayang No. 2 Bridge

Continuous rigid frame

Yunyang County, Chongqing Municipality

G42

180

94

Beam bridge

82

The Lixiangxi Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G50s

180

92

Beam bridge

83

The Pingzishang Bridge

Continuous rigid frame

Renhuai City, Guizhou Province

S55

180

82

Beam bridge

84

The Heichonggou Bridge

Continuous rigid frame

Gejiu City, Yunnan Province

G8011

180

50

Beam bridge

85

The Tangwuling Bridge

Continuous rigid frame

Guanyang County, Guilin City, Guangxi Zhuang Autonomous Region

G76

172

118

Beam bridge

86

The Shuanghekou Bridge

Continuous rigid frame

Changyang Tujia Autonomous County, Yichang City, Hubei Province

G50

170

162

Beam bridge

87

The Yushan Bridge

Continuous rigid frame

Pengshui County, Chongqing Municipality

G319

170

157

Beam bridge

88

The Jiangmenkou Bridge

Continuous rigid frame

Lanping County, Yunnan Province

Lancangjiang, Yanjiang Highway

170

140

Beam bridge

89

The Taizaogou Bridge

Continuous rigid frame

Heyang County, Weinan City, Shaanxi Province

G5

170

125.5

Beam bridge

90

The Laozhuanghe Bridge

Continuous rigid frame

Luochuan County, Shaanxi Province

G65

170

114

Beam bridge

91

The Huiqinggou Bridge

Continuous rigid frame

Miyi County, Panzhihua City, Sichuan Province

G5

170

93

Beam bridge

92

The Duliujiang No. 2 Bridge

Continuous rigid frame

Rongjiang County, Guizhou Province

G76

170

72.493

Beam bridge

93

The Jiangyuanhe Bridge

Continuous rigid frame

Xunyi County, Xianyang City, Shaanxi Province

G69

165

142

(continued)

Indexes of China Highway Canyon Bridges

207

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

94

The Wanglongbao Bridge

Continuous rigid frame

Shuicheng County, Guizhou Province

S77

160

208

Beam bridge

95

The Xiapingchuan Bridge

Continuous rigid frame

Pan County, Guizhou Province

S77

160

191.6

Beam bridge

96

The Wenquan Bridge

Continuous rigid frame

Xifeng County, Guizhou Province

S30

160

183

Beam bridge

97

The Wulipo Bridge

Continuous rigid frame

The junction of Ganyang County and Fengxiang County, Shaanxi Province

Baoji-Hanzhong Expressway

160

173

Beam bridge

98

The Juhe Bridge

Continuous rigid frame

Huangling County, Shaanxi Province

G65W

160

159

Beam bridge

99

The Luohe Bridge

Continuous rigid frame

Luochuan County, Shaanxi Province

G65

160

152.5

Beam bridge

100

The Yan'genhe Bridge

Continuous rigid frame

Weng'an County, Guiyang City, Guizhou Province

G69

160

152

Beam bridge

101

The Huanghe Bridge

Continuous rigid frame

Yanshuiguan at the junction of Shanxi and Shaanxi

G2211

160

150

Beam bridge

102

The Huluhe Bridge

Continuous rigid frame

Huangling County, Shaanxi Province

G65

160

147.471

Beam bridge

103

The Xiyoudong Bridge

Continuous rigid frame

Kunming City, Yunnan Province

G5

160

145

Beam bridge

104

The Nancun Bridge

Continuous rigid frame

Baoji City, Shaanxi Province

Baoji-Hanzhong Expressway

160

136

Beam bridge

105

The Laoyingyan Bridge

Continuous rigid frame

Shuicheng County, Guizhou Province

S77

160

136

Beam bridge

106

The Datiegou Bridge

Continuous rigid frame

Luoning County, Henan Province

S85

160

130

Beam bridge

107

The Yesongpo Bridge

Continuous rigid frame

Sandu County, Guizhou Province

G76

160

129

Beam bridge

108

The Puan No. 1 Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

160

127

Beam bridge

109

The Jiankouhe Bridge

Continuous rigid frame

Qianyang County, Shaanxi Province

Baoji-Hanzhong Expressway

160

120

Beam bridge

110

The Babaoshu Bridge

Continuous rigid frame

Shiping County, Yunnan Province

G323

160

117

Beam bridge

111

The Zhuoyuhe Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G65W

160

116.8

Beam bridge

112

The Zhaoshihe Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G65W

160

116

Beam bridge

113

The Yu'nihe Bridge

Continuous rigid frame

Huangling County, Shaanxi Province

G65

160

112.5

Beam bridge

114

The Yanzijiao Bridge

Continuous rigid frame

Pan County, Guizhou Province

S77

160

108.1

Beam bridge

115

The Xiaojianghe Bridge

Continuous rigid frame

Tongren City, Guizhou Province

G56

160

108

Beam bridge

116

The Xiaotiegou Bridge

Continuous rigid frame

Luoning County, Henan Province

S85

160

105

Beam bridge

117

The Tongjianghe Bridge

Continuous rigid frame

Pingchang County, Bazhong City, Sichuan Province

G5012

160

103.8

Beam bridge

118

The Jinsha Bridge

Continuous rigid frame

Jinsha County, Guizhou Province

G56

160

101.4

Beam bridge

119

The Longjing Bridge

Continuous rigid frame

Jinsha County, Guizhou Province

G56

160

98.9

Beam bridge

120

The Xiamaji No. 1 Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

160

73.4

(continued)

208

Indexes of China Highway Canyon Bridges

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

121

The Puan No. 2 Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

160

73.4

Beam bridge

122

The Xiamaji No. 2 Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

160

70.4

Beam bridge

123

The Xiaozhai Bridge

Continuous rigid frame

Qinglong County, Guizhou Province

G60

160

70

Beam bridge

124

The Chuanlingdong Bridge

Continuous rigid frame

Changting County, Longyan City, Fujian Province

G76

155

130

Beam bridge

126

The Yanxigou Bridge

Continuous rigid frame

Qianjiang District, Chongqing Municipality

G65

150

158

Beam bridge

125

The Hepingxia Bridge

Continuous rigid frame

Xingtai County, Hebei Province

G2516

150

167

Beam bridge

127

The Yangjiawuchang No. 2 Bridge

Continuous rigid frame

Wushan County, Chongqing Municipality

G42

150

152

Beam bridge

128

The Zhilaigou Bridge

Continuous rigid frame

Daguan County, Yunnan Province

G85

150

142

Beam bridge

129

The Sayuhe Bridge

Continuous rigid frame

Daguan County, Yunnan Province

G85

150

140

Beam bridge

130

The Jijing Bridge

Continuous rigid frame

Wuxi County, Chongqing Municipality

G6911

150

134

Beam bridge

131

The Xiaohuagou Bridge

Continuous rigid frame

Xunyi County, Xianyang City, Shaanxi Province

G69

150

132.8

Beam bridge

132

The Hutuohe Bridge

Continuous rigid frame

Yu County, Yangquan City, Shanxi Province

S45

150

131.6

Beam bridge

133

The Xiaoyingpan Bridge

Continuous rigid frame

Sinan County, Guizhou Province

G56

150

130

Beam bridge

134

The Bamaochong Bridge

Continuous rigid frame

Duyun City, Guizhou Province

S85

150

125

Beam bridge

135

The Tongziyuan Bridge

Continuous rigid frame

Sinan County, Guizhou Province

G65

150

122

Beam bridge

136

The Longjingwan Bridge

Continuous rigid frame

Zhijin County, Guizhou Province

G76

150

120

Beam bridge

137

The Qingxigou Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G50s

150

116

Beam bridge

138

The Taichen Bridge

Continuous rigid frame

Danzhai County, Guizhou Province

S62

150

110

Beam bridge

139

The Mayuan Bridge

Continuous rigid frame

Liuzhite District, Guizhou Province

G7611

150

108

Beam bridge

140

The Qingshuijiang Bridge

Continuous rigid frame

Kaili City, Guizhou Province

S87

150

101.5

Beam bridge

141

The Heitu Bridge

Continuous rigid frame

Zhijin County, Guizhou Province

S55

150

100.3

Beam bridge

142

The Yangjiawuchang No. 1 Bridge

Continuous rigid frame

Wushan County, Chongqing Municipality

G42

150

100

Beam bridge

143

The Shiziwo Bridge

Continuous rigid frame

Zunyi County, Zunyi City, Guizhou Province

G69

150

100

Beam bridge

144

The Baida Bridge

Continuous rigid frame

Baise City, Guangxi Zhuang Autonomous Region

S60

150

99

Beam bridge

145

The Laozhai Bridge

Continuous rigid frame

Luodian County, Guizhou Province

G69

150

97

Beam bridge

146

The Bajixi Bridge

Continuous rigid frame

Rongjiang County, Guizhou Province

G76

150

96

(continued)

Indexes of China Highway Canyon Bridges

209

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

147

The Heizhulin Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G50s

150

86

Beam bridge

148

The Tangnaihe Yellow River Bridge

Continuous rigid frame

The junction of Xinghai County and Tongde County, Qinghai Province

G573

150

80

Beam bridge

149

The Liyazhai Bridge

Continuous rigid frame

Luodian County, Guizhou Province

G69

150

79

Beam bridge

150

The Wujiang Sixth Bridge

Continuous rigid frame

Pengshui County, Chongqing Municipality

Y035

150

78

Beam bridge

151

The Chong'anjiang Bridge

Continuous rigid frame

Huangping County, Guizhou Province

S87

150

76

Beam bridge

152

The Shangba Bridge

Continuous rigid frame

Sinan County, Guizhou Province

G56

150

76

Beam bridge

153

The Baijiaju Bridge

Continuous rigid frame

Pingchang County, Bazhong City, Sichuan Province

S202-connecting line

145

97

Beam bridge

154

The Shiliangzi Bridge

Continuous rigid frame

Fengdu County, Chongqing Municipality

G69

140

144.82

Beam bridge

155

The Jiayan Bridge

Continuous rigid frame

Liuzhite District, Guizhou Province

S87

140

141

Beam bridge

156

The Aotiangou Bridge

Continuous rigid frame

Zhaotong City, Yunnan Province

S307

140

140

Beam bridge

157

The Lijiawagou Bridge

Continuous rigid frame

Huangling County, Shaanxi Province

G65W

140

138

Beam bridge

158

The Sunjiahe Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G65W

140

130

Beam bridge

159

The Fenghougou Bridge

Continuous rigid frame

Yongshou County, Xianyang City, Shaanxi Province

G70

140

129

Beam bridge

160

The Liugou Bridge

Continuous rigid frame

Wangyi District, Shaanxi Province

G65W

140

128

Beam bridge

161

The Yunihe Bridge

Continuous rigid frame

Huangling County, Shaanxi Province

G65W

140

123

Beam bridge

162

The Qiaozigou Bridge

Continuous rigid frame

Huangling County, Shaanxi Province

G65W

140

119

Beam bridge

163

The Biandangou Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G65W

140

118

Beam bridge

164

The Hurun No. 1 Bridge

Continuous rigid frame

Jingxi County, Guangxi Zhuang Autonomous Region

S60

140

109

Beam bridge

165

The Shizijinghe Bridge

Continuous rigid frame

Yingjing County, Ya’an City, Sichuan Province

G5

140

106.8

Beam bridge

166

The Zhouhe Bridge

Continuous rigid frame

Tongchuan District, Dazhou City, Sichuan Province

G5012

140

106

Beam bridge

167

The Hurun No. 4 Bridge

Continuous rigid frame

Jingxi County, Guangxi Zhuang Autonomous Region

S60

140

105.9

Beam bridge

168

The Yuhuangge Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

Yaoten Road

140

100

Beam bridge

169

The Mozitan No. 2 Bridge

Continuous rigid frame

Huoshan County, Anhui Province

G35

140

95.22

Beam bridge

170

The Mozitan No. 1 Bridge

Continuous rigid frame

Huoshan County, Anhui Province

G35

140

94.83

Beam bridge

171

The Yaojiapo Bridge

Continuous rigid frame

Yunyang County, Chongqing Municipality

G42

140

94

Beam bridge

172

The Muxihe Bridge

Continuous rigid frame

Muchuan County, Leshan City, Sichuan Province

G213

140

90

Beam bridge

173

The Qinggangzui Daduhe Bridge

Continuous rigid frame

Hanyuan County, Ya’an City, Sichuan Province

G5

140

87.2

(continued)

210

Indexes of China Highway Canyon Bridges

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

174

The Chenjiagou Bridge

Continuous rigid frame

Yunyang County, Chongqing Municipality

G42

140

86

Beam bridge

175

The Niupeng Bridge

Continuous rigid frame

Gejiu City, Yunnan Province

G8011

140

75

Beam bridge

176

The Jinshuigou Bridge

Continuous rigid frame

Heyang County, Weinan City, Shaanxi Province

G5

136

105.5

Beam bridge

177

The Qinyuan Bridge

Continuous rigid frame

Xunyi County, Xianyang City, Shaanxi Province

G69

135

121.8

Beam bridge

178

The Duilonghe Bridge

Continuous rigid frame

Guandu District, Kunming City, Yunnan Province

G85,G56,G60common line segment

135

111

Beam bridge

179

The Baima Bridge

Continuous rigid frame

Wuxi County, Chongqing Municipality

G6911

135

105

Beam bridge

180

The Baijianhe Bridge

Continuous rigid frame

Jiyuan City, Henan Province

G55

135

104

Beam bridge

181

The Xiaohanzhuang Bridge

Continuous rigid frame

Bijie City, Guizhou Province

Bijie-erlongguan Expressway

135

96

Beam bridge

182

The Huangping Bridge

Continuous rigid frame

Huangping County, Guizhou Province

S87

135

81.5

Beam bridge

183

The Hanjiagou Bridge

Continuous rigid frame

Bijie City, Guizhou Province

G76

130

139.2

Beam bridge

184

The Toudaohe Bridge

Continuous rigid frame

Gulin County, Luzhou City, Sichuan Province

S26

130

112

Beam bridge

185

The Sanchahe Bridge

Continuous rigid frame

Yuqing County, Guizhou Province

G69

130

109

Beam bridge

186

The Bailupo Bridge

Continuous rigid frame

Guiding County, Guizhou Province

S85

130

96

Beam bridge

187

The Luoxiang Bridge

Continuous rigid frame

Liping County, Guizhou Province

G76

130

95

Beam bridge

188

The Liangshuijing Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G50s

130

83

Beam bridge

189

The Chayuanxi Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G50s

130

78

Beam bridge

190

The Laowangtian Bridge

Continuous rigid frame

Xifeng County, Guizhou Province

G75

130

77.5

Beam bridge

191

The Guanlin Bridge

Continuous rigid frame

Dejiang County, Guizhou Province

S25

130

73

Beam bridge

192

The Shuidatian No. 2 Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

130

70.1

Beam bridge

193

The Longdijiang Bridge

Continuous rigid frame

Sinan City, Guizhou Province

S25

130

51.21

Beam bridge

194

The Zhaiziling Bridge

Continuous rigid frame

Zheng’an County, Zunyi City, Guizhou Province

G69

125.5

80.2

Beam bridge

195

The Huangqinggou Bridge

Continuous rigid frame

Xinghai County, Qinghai Province

G214

125

86

Beam bridge

196

The Fengxi Bridge

Continuous rigid frame

Wuxi County, Chongqing Municipality

G6911

120

90–100

Beam bridge

197

The Jiaoziping Bridge

Continuous rigid frame

Wushan County, Chongqing Municipality

G42

120

147

Beam bridge

198

The Dongjiagou Bridge

Continuous rigid frame

Huangling County, Shaanxi Province

G65W

120

135

Beam bridge

199

The Lvcunhe No. 1 Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G3511

120

135

(continued)

Indexes of China Highway Canyon Bridges

211

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

200

The Longjingzhai Bridge

Continuous rigid frame

Badong County, Hubei Province

G42

120

130

Beam bridge

201

The Hetou No. 1 Bridge

Continuous rigid frame

Shuicheng County, Guizhou Province

S77

120

130

Beam bridge

202

The Xiaowan Bridge

Continuous rigid frame

Xuanwei City, Yunnan Province

G56

120

130

Beam bridge

203

The Shaxigou Bridge

Continuous rigid frame

Fengdu County, Chongqing Municipality

G50s

120

127

Beam bridge

204

The Xinzhai Bridge

Continuous rigid frame

Shuicheng County, Guizhou Province

S77

120

127

Beam bridge

205

The Wenxi Bridge

Continuous rigid frame

Fengdu County, Chongqing Municipality

G50s

120

125

Beam bridge

206

The Zhonglvcun Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G3511

120

124.4

Beam bridge

207

The Gamayangqu Yellow River Bridge

Continuous rigid frame

The junction of Xinghai County and Guinan County, Qinghai Province

G572

120

124

Beam bridge

208

The Heigou No. 1 Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G3511

120

123

Beam bridge

209

The Gulongshan Bridge

Continuous rigid frame

Jingxi County, Guangxi Zhuang Autonomous Region

S60

120

117.5

Beam bridge

210

The Yujiagou Bridge

Continuous rigid frame

Shizhu County, Chongqing Municipality

G69

120

113.6

Beam bridge

211

The Tonglingzicun Bridge

Continuous rigid frame

Yaozhou District, Shaanxi Province

G3511

120

105.6

Beam bridge

212

The Sanchatu Bridge

Continuous rigid frame

Bijie City, Guizhou Province

S55

120

104

Beam bridge

213

The Fengshihe Bridge

Continuous rigid frame

Jiyuan City, Henan Province

S28

120

104

Beam bridge

214

The Goutiaoyan Bridge

Continuous rigid frame

Pan County, Guizhou Province

G56

120

100

Beam bridge

215

The Zhiluxi Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G50s

120

99

Beam bridge

216

The Bayang No. 1 Bridge

Continuous rigid frame

Yunyang County, Chongqing Municipality

G42

120

98

Beam bridge

217

The Yudong Bridge

Continuous rigid frame

Kaili City, Guizhou Province

S87

120

97.8

Beam bridge

218

The Zhongping Bridge

Continuous rigid frame

Bijie City, Guizhou Province

S55

120

97

Beam bridge

219

The Gaochaomen Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G348

120

96

Beam bridge

220

The Tianchi Bridge

Continuous rigid frame

Dejiang County, Guizhou Province

G65

120

95

Beam bridge

221

The Shatangba Bridge

Continuous rigid frame

Fuling District, Chongqing Municipality

G69

120

94

Beam bridge

222

The Banshigou Viaduct

Continuous rigid frame

Hunchun City, Jilin Province

G12

120

90

Beam bridge

223

The Qianxingjiahe Bridge

Continuous rigid frame

Luoning County, Henan Province

S85

120

90

Beam bridge

225

The Yuquanxi Bridge

Continuous rigid frame

Changyang Tujia Autonomous County, Hubei Province

G50

120

89

Beam bridge

226

The Sijiaotian No. 1 Bridge

Continuous rigid frame

Puan County, Guizhou Province

G60

120

89

Beam bridge

227

The Huangnibao Bridge

Continuous rigid frame

Yinjiang County, Guizhou Province

G56

120

88

(continued)

212

Indexes of China Highway Canyon Bridges

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

228

The Baishuiyu Bridge

Continuous rigid frame

Lushi County, Sanmenxia City, Henan Province

S59

120

84

Beam bridge

229

The Yangzhuang Bridge

Continuous rigid frame

Luoning County, Henan Province

S85

120

83

Beam bridge

230

The Banpo No. 1 Bridge

Continuous rigid frame

Luoning County, Henan Province

S85

120

82

Beam bridge

231

The Laluhe Bridge

Continuous rigid frame

Zhijin County, Guizhou Province

G76

120

80

Beam bridge

232

The Longqiao Bridge

Continuous rigid frame

Pengshui County, Chongqing Municipality

G211

120

79

Beam bridge

233

The Bailaohe Bridge

Continuous rigid frame

Danzhai County, Guizhou Province

S62

120

77

Beam bridge

234

The Qingshuijiang Bridge

Continuous rigid frame

Jinping County, Guizhou Province

S84, S15

120

66.403

Beam bridge

235

The Nanya Bridge

Continuous rigid frame

Jiyuan City, Henan Province

S28

120

65.29

Beam bridge

224

The Baiyucun Bridge

Continuous rigid frame

Eryuan County, Dali City, Yunnan Province

G5611

120

90

Beam bridge

236

The Maopeizi Bridge

Continuous rigid frame

Yubei District, Chongqing Municipality

G65

116

86

Beam bridge

238

The Liexiegou Bridge

Continuous rigid frame

Tongguan County, Shaanxi Province

G310

115

100

Beam bridge

237

The Yijuhe Bridge

Continuous rigid frame

Youyang County, Chongqing Municipality

S26

115

114

Beam bridge

239

The Xiangyangmiao Bridge

Continuous rigid frame

Yubei District, Chongqing Municipality

G351

115

80

Beam bridge

240

The Caohe Bridge

Continuous rigid frame

Yuexi County, Anhui Province

S18

115

75

Beam bridge

241

The Fuchun Bridge

Continuous rigid frame

Hanyuan County, Ya’an City, Sichuan Province

G5

114

108.5

Beam bridge

242

The Tangjiawan Bridge

Continuous rigid frame

Hanyuan County, Ya’an City, Sichuan Province

G5

114

91.5

Beam bridge

243

The Zhoujiashan Bridge

Continuous rigid frame

Yubei District, Chongqing Municipality

G351

112

103

Beam bridge

244

The Chengmendong Bridge

Continuous rigid frame

Yanbian County, Panzhihua City, Sichuan Province

G5

110

113

Beam bridge

245

The Tudiyan Bridge

Continuous rigid frame

Zhong County, Chongqing Municipality

G50

110

87

Beam bridge

246

The Shimiao Bridge

Continuous rigid frame

Zhong County, Chongqing Municipality

G50

110

84

Beam bridge

247

The Gaoyanzui Bridge

Continuous rigid frame

Zhong County, Chongqing Municipality

G50

110

82

Beam bridge

248

The Nalong No. 3 Bridge

Continuous rigid frame

Napo County, Baise City, Guangxi Zhuang Autonomous Region

S60

110

79.5

Beam bridge

249

The Yingwotan Bridge

Continuous rigid frame

Wushan County, Chongqing Municipality

G42

110

76

Beam bridge

250

The Taipingzhuang Bridge

Continuous rigid frame

Qijiang District, Chongqing Municipality

G75

110

75

Beam bridge

251

The Lahui Viaduct

Continuous rigid frame

Hechi City, Guangxi Zhuang Autonomous Region

G75

108.76

138

Beam bridge

252

The Chaoyang Bridge

Continuous rigid frame

Changwu County, Xianyang City, Shaanxi Province

G70

100

125

(continued)

Indexes of China Highway Canyon Bridges

213

Bridge type

Serial number

Bridge name

Bridge span structure

Location

Road name / Road number

Main span (m)

Bridge height (m)

Beam bridge

253

The Taoyuan Bridge

Continuous rigid frame

Fu County, Shaanxi Province

G65W

100

110

Beam bridge

254

The Hongyanpo Bridge

Continuous rigid frame

Bijiang District, Tongren City, Guizhou Province

S15

100

107

Beam bridge

255

The Wengxi Bridge

Continuous rigid frame

Daozhen County, Zunyi City, Guizhou Province

G69

100

98

Beam bridge

256

The Tongtianhe Bridge

Continuous rigid frame

The junction of Qumalai County and Zhiduo County, Qinghai Province

S308

100

94.5

Beam bridge

257

The Langchongkou Bridge

Continuous rigid frame

Pingnan County, Guigang City, Guangxi Zhuang Autonomous Region

G6517

100

92

Site Survey of China Highway Canyon Bridges

Site survey records of China highway Canyon Bridges Serial number

Province

Survey time

Bridge name

Bridge structure

Main span (m)

Bridge height (m)

Location

Road name / Road number

Typicality

1

Guangxi

2016.3.14

The Lahui Viaduct

Continuous rigid frame

108.76

138

Hechi City

G75

Typical

2

2016.3.15

The Baida Bridge

Continuous rigid frame

150

91

Baise City

S60

Typical

3

2016.3.16

The Gulongshan Bridge

Continuous rigid frame

120

121

Baise City

S60

Typical

4

2016.3.16

The Hurun No. 1 Bridge

Continuous rigid frame

140

95

Baise City

S60

Typical

2016.3.17

The Aizhai Bridge

Steel truss suspension bridge

1176

335

Jishou City, Xiangxi Tujia and Miao Autonomous Prefecture

G65

Typical

6

2016.3.18

The Wuchaohe Bridge

Stone arch bridge

120

42

Fenghuang County

County Highway

Typical

7

2016.3.19

The Xianren Bridge

Rigid frame arch bridge

80

56.5

Baojing County

Baojing Guzhang Highway

Typical

8

2016.3.19

The Lishui Bridge

Steel truss suspension bridge

856

400

The East Bank of the bridge is located in Yongding District, Zhangjiajie City, and the West Bank is located in Yongshun County, Xiangxi Autonomous Prefecture

S10

Typical

9

2016.3.19

The Mengdonghe Bridge

Concrete filled steel tube arch bridge

255

230

Yongshun County

S10

Typical

10

2016.3.20

Glass bridge of Zhangjiajie Grand Canyon

Steel box ribbed girder suspension bridge

430

300

Zhangjiajie City

Landscape bridge

Typical

5

Hunan

(continued)

© China Communications Press Co., Ltd 2022 Z. Huang and Y. Li, China Highway Canyon Bridges, https://doi.org/10.1007/978-981-16-4431-3

215

216

Site Survey of China Highway Canyon Bridges

Serial number

Province

Survey time

Bridge name

Bridge structure

Main span (m)

Bridge height (m)

Location

Road name / Road number

Typicality

11

Yunnan

2016.4.2

The Longjiang Bridge

Steel box girder suspension bridge

1196

283

The junction of Longling County and Tengchong County

S10

Typical

12

2016.4.4

The Ruilijiang Bridge

Concrete low pylon cable stayed bridge

180

34

Ruili City

G56

Atypical

13

2016.4.4

Lancangjiang Bridge in Jinchangling

Continuous rigid frame

200

83

The junction of Yongping County and Longyang District of Baoshan City

G56

Typical

14

2016.4.5

The Nujiang Bridge

Continuous rigid frame

160

65

Longyang District, Baoshan City

G56

Typical

15

2016.4.6

The Hutiao Jinshajiang Bridge

Single tower ground anchored steel truss suspension bridge

766

260

The junction of Shangri La County in Diqing State and Yulong County in Lijiang City

G0613

Typical

16

2016.4.7

The Baita Bridge

Concrete filled steel tube arch bridge

129

About 30 m

Jinghong City

Lancangjiangjinghong Hydropower Station

Atypical

17

2016.4.8

The Jinghong Bridge

Concrete single tower cable stayed bridge

156

107.5

Jinghong City

Urban Road

Atypical

2016.4.15

The Shimen Shuiku Bridge

Concrete filled steel tube arch bridge

248

75

Hanzhong City

Baoji-Hanzhong Expressway

Typical

19

2016.4.16

The Wulipo Bridge

Continuous rigid frame

160

173

Baoji City

Baoji-Hanzhong Expressway

Typical

20

2016.4.16

The Jiankouhe Bridge

Continuous rigid frame

160

120

Baoji City

Baoji-Hanzhong Expressway

Typical

21

2016.4.17

The Sanshuihe Bridge

Continuous rigid frame

185

194.5

Xunyi County, Xianyang City

G69

Typical

22

2016.4.17

The Lvcunhe Bridge

Continuous rigid frame

120

135

Tongchuan City

G3511

Typical

23

2016.4.17

The Juhe Bridge

Continuous rigid frame

160

159

Tongchuan City

G65w

Typical

24

2016.4.18

The Luohe Bridge

Continuous rigid frame

160

152.5

Yan’an City

G65w

Typical

25

2016.4.18

The Zhaoshihe Bridge

Continuous rigid frame

160

116

Tongchuan City

G65w

Typical

26

2016.4.19

The Xushuigou Bridge

Continuous rigid frame

20

105

Heyang County

G5

Typical

27

2016.4.19

The Taizaogou Bridge

Continuous rigid frame

170

125.5

Heyang County

G5

Typical

18

Shaanxi

(continued)

Site Survey of China Highway Canyon Bridges

217

Serial number

Province

Survey time

Bridge name

Bridge structure

Main span (m)

Bridge height (m)

Location

Road name / Road number

Typicality

28

Tibet

2016.5.5

The Polonggou Bridge

Hybrid girder cable stayed bridge

430

88

Bomi County

G318

Typical

2016.5.5

The Tongmai Bridge

Steel truss suspension bridge

256

75

Bomi County

G318

Typical

2016.5.21

The Xiaohe Bridge

Concrete filled steel tube arch bridge

338

208

Enshi City

G50

Typical

31

2016.5.21

The Qingjiang Bridge

Concrete single tower cable stayed bridge

220

120

Enshi City

G50

Typical

32

2016.5.21

The Yesanhe Bridge

Continuous rigid frame

200

180

Jianshi County

G50

Typical

33

2016.5.22

The Nanlidu Bridge

Concrete filled steel tube arch bridge

220

160

Enshi City

G318

Typical

34

2016.5.22

The Jingyanghe Bridge

Concrete filled steel tube arch bridge

260

125

Jianshi County

X020

Typical

35

2016.5.22

The Zhijinghe Bridge

Concrete filled steel tube arch bridge

430

277

Badong County

G50

Typical

36

2016.5.23

The Siduhe Bridge

Steel truss suspension bridge

900

560

Badong County

G50

Typical

37

2016.5.23

The Tieluoping Bridge

Concrete cable stayed bridge

322

211.37

Changyang Tujia Autonomous County

G50

Typical

38

2016.5.23

The Longtanhe Bridge

Continuous rigid frame

200

192

Changyang Tujia Autonomous County

G50

Typical

39

2016.5.23

The Weijiazhou Bridge

Continuous rigid frame

200

219

Changyang Tujia Autonomous County

G50

Typical

40

2016.5.23

The Pingyi Bridge

Concrete filled steel tube arch bridge

180

100

Xingshan County

Y016

Atypical

41

2016.5.24

The Shennongxi Bridge

Concrete cable stayed bridge

320

160

Badong County

G42

Typical

42

2016.5.24

The Wuyuandong Bridge

Concrete filled steel tube arch bridge

160

180

Badong County

Y078

Typical

43

2016.5.24

The Luogudong Bridge

Concrete filled steel tube arch bridge

130

143

Zigui County

C184

Atypical

2016.6.19

The Qingshuihe Bridge

Steel truss suspension bridge

1130

407

Kaiyang County

G69

Typical

45

2016.6.19

The Wujiang Bridge

Hybrid-composite girder cable stayed bridge

360

85

Daozhen County

G69

Typical

46

2016.6.20

The Hezhang Bridge

Continuous rigid frame

180

205

Hezhang County

S20

Typical

29 30

44

Hubei

Guizhou

(continued)

218 Serial number

Site Survey of China Highway Canyon Bridges Survey time

Bridge name

Bridge structure

Main span (m)

Bridge height (m)

Location

Road name / Road number

Typicality

47

2016.6.20

The Zongxihe Bridge

Concrete filled steel tube arch bridge

360

270

Nayong County

G56

Typical

48

2016.6.20

The Dimuhe Bridge

Steel truss suspension bridge

538

360

Shuicheng County

G56

Typical

49

2016.6.22

The Bidu Beipanjiang Bridge

Steel truss cable stayed bridge

720

565

Shuicheng County

G56

Typical

50

2016.6.22

The Shuipan Beipanjiang Bridge

Continuous rigid frame with hollow abdomen

290

143

Shuicheng County

S77

Typical

51

2016.6.22

The Zhensheng Beipanjiang Bridge

Steel truss suspension bridge

636

320

Qinglong County

G61

Typical

52

2016.6.22

The Balinghe Bridge

Steel truss suspension bridge

1088

370

Guanling County

G60

Typical

53

2016.6.23

The Yachihe Bridge

Steel truss cable stayed bridge

800

258.2

Qianxi County

S82

Typical

2016.7.13

The Lizhi Wujiang Bridge

Concrete cable stayed bridge

320

160

Fuling District

G50s

Atypical

55

2016.7.13

The Longhe Bridge

Continuous rigid frame

240

203

Fengdu County

G50s

Atypical

56

2016.7.13

The Wujiang Bridge

Concrete filled steel tube arch bridge

200

80

Fuling District

S103

Atypical

57

2016.7.13

The Yangjiao Wujiang Bridge

Concrete filled steel tube arch bridge

170

80

Wulong County

C482

Atypical

58

2016.7.13

The Tukan Wujiang Bridge

Continuous rigid frame

180

75

Wulong County

G319

Atypical

59

2016.7.13

The Tukan Wujiang Bridge

Continuous rigid frame

200

85

Wulong County

G65

Typical

60

2016.7.14

The Wulingshan Bridge

Concrete cable stayed bridge

360

262

Qianjiang County

G65

Typical

61

2016.7.14

The Yanxigou Bridge

Continuous rigid frame

150

158

Qianjiang County

G65

Typical

62

2016.7.14

The Xishahe Bridge

Concrete filled steel tube arch bridge

190

288

Qianjiang County

G65

Typical

63

2016.7.14

The Yijuhe Bridge

Simple T-shaped rigid frame

115

114

Youyang County

S26

Typical

54

Province

Chongqing

64

Hubei

2016.7.15

The Long Bridge

Concrete filled steel tube arch bridge

280

200

Xuanen County

G6911

Typical

65

Sichuan

2016.11.9

The Modaoxi Bridge

Concrete filled steel tube arch bridge

266

164

Gulin County

S26

Typical

2016.11.9

The Lengshuihe Bridge

Continuous rigid frame

200

164

Xuyong County

G76

Typical

66

(continued)

Site Survey of China Highway Canyon Bridges Serial number

Survey time

Bridge name

Bridge structure

Main span (m)

Bridge height (m)

Location

Road name / Road number

Typicality

67

2016.11.9

The Chishuihe Bridge

Continuous rigid frame

248

190

Xuyong County

G76

Typical

68

2016.11.10

The Luding Daduhe Bridge

Steel truss suspension bridge

1100

285

Luding County

G4218

Typical

69

2016.11.11

The Labajing Bridge

Continuous rigid frame

200

271

Yingjing County

G5

Typical

70

2016.11.12

The Heishigou Bridge

Continuous rigid frame

200

246

Yingjing County

G5

Typical

2015.10.14

The Xianshenhe Bridge

Single tower concrete cable stayed bridge

123

170

Zezhou County

G55

Typical

2015.10.14

The Danhe Bridge

Stone slab arch

146

80.6

Zezhou County

G5512

Typical

71

72

Province

219

Shanxi