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#61
Autostrăzi (A) / Re: Autostrada A1 București-Nă...
Last post by hefaistos - May 02, 2024, 09:40:06 PMOricum vorbim de 5 ani juma' sau 6 juma'.
@alecu26 nu e cam mult? Te gandesti la reziliere?
@alecu26 nu e cam mult? Te gandesti la reziliere?
#62
Autostrăzi (A) / Re: Autostrada A1 București-Nă...
Last post by yetiman - May 02, 2024, 09:25:36 PM@alecu26 - asta cu sfarsitul deceniului e cu dus-intors 
Dupa unii se termina la 31.12.2029, dupa altii la 31.12.2030.
Dupa unii se termina la 31.12.2029, dupa altii la 31.12.2030.
#63
Autostrăzi (A) / Re: Autostrada A7 Ploiești-Mil...
Last post by Ciprian85 - May 02, 2024, 09:20:28 PMAstăzi am făcut un drum de la București la Suceava.
Pe centura de la Focșani era plin de basculate ale UMB. De la Focșani pana după Adjud se lucra la structuri, iar de la Bacău pana după Roman se vedeau lucrări la terasamente și ceva foreze.
Drumuri bune și Paște fericit tuturor!
Pe centura de la Focșani era plin de basculate ale UMB. De la Focșani pana după Adjud se lucra la structuri, iar de la Bacău pana după Roman se vedeau lucrări la terasamente și ceva foreze.
Drumuri bune și Paște fericit tuturor!
#64
Autostrăzi (A) / Re: Autostrada A0 Centura Bucu...
Last post by panzer - May 02, 2024, 09:16:08 PMAktor a ajuns Pacala: s-a apucat de rampa in jurul LEA? O LEA locala de 220. Pare ca vor sa o ingroape in rampa!
Cum eu l-am botezat pe Selim ma gandeam si la un erou grec, gen Fidipide, de la Maraton. Dar Pacala e mai potrivit. Cred ca e Ilfov acolo, deci ENEL, actual PPP, deci tot greci.
Cum e domnul secretar? In luna August a carui an se apuca si Aktor de deviat utilitati?
Cum eu l-am botezat pe Selim ma gandeam si la un erou grec, gen Fidipide, de la Maraton. Dar Pacala e mai potrivit. Cred ca e Ilfov acolo, deci ENEL, actual PPP, deci tot greci.
Cum e domnul secretar? In luna August a carui an se apuca si Aktor de deviat utilitati?
#65
Autostrăzi (A) / Re: Autostrada A1 București-Nă...
Last post by tom_sawyer - May 02, 2024, 09:00:43 PMDestul de asemănător cu ce are UMB de făcut (lungimea e identică, în planșa din SF de mai sus porțiunea de 890 m din tunelul mare nu corespunde cu bornele kilometrice, practic s-au "pierdut" 100 m), dar cu un cut&cover de 40 m la mijloc. Pun doar câteva fragmente, merită citit integral. Termenii tehnici pot avea traduceri haioase din cauză de google translate.
Specifics of the organization of the construction of the Považský Chlmec tunnel
February 12, 2016
Tunneling with the new Austrian tunneling method in conditions of flysch rocks is nothing special. However, the two-pipe Považský Chlmec highway tunnel with a length of 2.2 km has exceptionally short deadlines and strict milestones. In addition, the dug tunnel is interrupted in the middle by an excavated part, which on the one hand complicates the process from the point of view of excavation (low overburden, heavier classes), on the other hand it gives the possibility for excavation from other portals. The article describes the way the contractor coped with it, and also describes the current state of the works, the technology of stamping, the deployment of capacities and the organization of the stamping itself.
The first two faces were excavated from the western portal, where the north and south tunnel pipes were excavated towards the east. The other four fronts - different from the investor's original solution - were punched from the middle excavated part of the tunnel (Fig. 3). Originally - mainly due to space reasons - only the concreting of the tunnel in the open pit was supposed to take place here, the excavation was not supposed to take place here. From the central pit, the north and south tunnels were excavated simultaneously in the west and east directions. After the north and south tunnels are punched from the west and center, the capacity from the west portal will be moved to the east portal and will be excavated in the west direction opposite to the ongoing excavations from the center portal in the east direction. The length of the excavated tunnel section from the central portal to the western portal is 1,199 m and to the eastern portal 1,025 m.
Five to six drilling trucks, spraying machines, tunnel excavators and other necessary equipment must be deployed.
First, a significant number of workers must be secured for a relatively short time. For six helmets stamped in continuous operation, this means having a total of 200 workers according to the plan - punchers, gunsmiths, mine electricians and mechanics.
The tunnel machines used for stamping include:
5 double-carriage drilling vehicles (3 × Atlas Copco Boomer E2C and 2 × Tamrock Axerra),
5 wheeled front loaders (2 × CAT 966 K, 2 × KOMATSU WA470, 1 × CAT 944),
6 tunnel excavators (4 × LIEBHER 944 and 2 × CAT 328D LCR),
5 MEYCO POTENZA spray sets,
6 dump trucks (4 × CAT 730 and 2 × KOMATSU HM 300),
2 Normet double-arm platforms,
1 Normet single-arm platform,
3 manipulators MANITOU MRT1635.
https://www-asb-sk.translate.goog/stavebnictvo/specifika-organizacie-vystavby-tunela-povazsky-chlmec?_x_tr_sl=sk&_x_tr_tl=en&_x_tr_hl=ro&_x_tr_pto=wapp
The Považský Chlmec tunnel is a highway double-tube tunnel in Slovakia, which measures 2218 meters. It is located northwest of the center of Žilina and is part of the section of the D3 highway Žilina, Strážov–Žilina, Brodno. The construction contract was signed on May 26, 2014, and construction itself officially began on June 17, 2014.
Ceremonial start of tunnel excavation by placing a statue of St. Barbory took place on March 10, 2015 at the construction site of the tunnel's central portal. As of June 5, 2015, a total of 1,127 m in the calote had been minted.
The tunnel was ceremonially broken on January 28, 2016 and handed over to use in full profile on December 2, 2017.
sk.wikipedia.org/wiki/Tunel_Považský_Chlmec
https://www.hochtief.cz/en/our-projects/reference-projects/transport-and-pipeline/d3-highway-section-zilina-strazov-zilina-brodno
Specifics of the organization of the construction of the Považský Chlmec tunnel
February 12, 2016
Tunneling with the new Austrian tunneling method in conditions of flysch rocks is nothing special. However, the two-pipe Považský Chlmec highway tunnel with a length of 2.2 km has exceptionally short deadlines and strict milestones. In addition, the dug tunnel is interrupted in the middle by an excavated part, which on the one hand complicates the process from the point of view of excavation (low overburden, heavier classes), on the other hand it gives the possibility for excavation from other portals. The article describes the way the contractor coped with it, and also describes the current state of the works, the technology of stamping, the deployment of capacities and the organization of the stamping itself.
The first two faces were excavated from the western portal, where the north and south tunnel pipes were excavated towards the east. The other four fronts - different from the investor's original solution - were punched from the middle excavated part of the tunnel (Fig. 3). Originally - mainly due to space reasons - only the concreting of the tunnel in the open pit was supposed to take place here, the excavation was not supposed to take place here. From the central pit, the north and south tunnels were excavated simultaneously in the west and east directions. After the north and south tunnels are punched from the west and center, the capacity from the west portal will be moved to the east portal and will be excavated in the west direction opposite to the ongoing excavations from the center portal in the east direction. The length of the excavated tunnel section from the central portal to the western portal is 1,199 m and to the eastern portal 1,025 m.
Five to six drilling trucks, spraying machines, tunnel excavators and other necessary equipment must be deployed.
First, a significant number of workers must be secured for a relatively short time. For six helmets stamped in continuous operation, this means having a total of 200 workers according to the plan - punchers, gunsmiths, mine electricians and mechanics.
The tunnel machines used for stamping include:
5 double-carriage drilling vehicles (3 × Atlas Copco Boomer E2C and 2 × Tamrock Axerra),
5 wheeled front loaders (2 × CAT 966 K, 2 × KOMATSU WA470, 1 × CAT 944),
6 tunnel excavators (4 × LIEBHER 944 and 2 × CAT 328D LCR),
5 MEYCO POTENZA spray sets,
6 dump trucks (4 × CAT 730 and 2 × KOMATSU HM 300),
2 Normet double-arm platforms,
1 Normet single-arm platform,
3 manipulators MANITOU MRT1635.
https://www-asb-sk.translate.goog/stavebnictvo/specifika-organizacie-vystavby-tunela-povazsky-chlmec?_x_tr_sl=sk&_x_tr_tl=en&_x_tr_hl=ro&_x_tr_pto=wapp
The Považský Chlmec tunnel is a highway double-tube tunnel in Slovakia, which measures 2218 meters. It is located northwest of the center of Žilina and is part of the section of the D3 highway Žilina, Strážov–Žilina, Brodno. The construction contract was signed on May 26, 2014, and construction itself officially began on June 17, 2014.
Ceremonial start of tunnel excavation by placing a statue of St. Barbory took place on March 10, 2015 at the construction site of the tunnel's central portal. As of June 5, 2015, a total of 1,127 m in the calote had been minted.
The tunnel was ceremonially broken on January 28, 2016 and handed over to use in full profile on December 2, 2017.
sk.wikipedia.org/wiki/Tunel_Považský_Chlmec
https://www.hochtief.cz/en/our-projects/reference-projects/transport-and-pipeline/d3-highway-section-zilina-strazov-zilina-brodno
#66
Energie / Re: Termocentrale
Last post by paulmare - May 02, 2024, 08:58:35 PM^demoleaza si turnurile de racire, si cazanele vechi la Oradea. Vechea centrala era cu ciclu Rankine (abur supraincalzit) - si boilerul trebuia sa fi produs abur la 560 de grade (sursa calda), turnul de racire era "sursa rece". Centrala nou va avea un motor industrial pe gaz sau o turbina pe gaz, caldura reziduala o preiau si o folosesc sa livreze apa calda menajera sau agent de termoficare, cand e consum mare (iarna de exemplu) mai au cazanele de apa fierbinte (CAF) care asta fac. Si sa nu fi fost din anii 60 cu nu stiu cate sute de mii de ore de functionare, tot ar fi fost desfiintat - termoficarea orasului prelua caldura dupa turbina cu abur, din niste prize speciale, nu direct din cazan.
Aranjamentul asta le da si flexibilitate - de exemplu consumul de apa calda menajera e relativ constant in timpul anului, pot livra odata cu asta energie electrica in "banda" pentru consumatori industriali de exemplu, cel pentru termoficare e foarte "sezonal", sau pentru ca turbinele pornesc in cateva minute pot vinde energie in piata de echilibrare unde e pret mult mai mare, cand nu are hidro apa suficienta de exemplu
^^ O turbina pe gaz (chiar cele industriale, care spre deosebire de un motor de avion, pot fi oricat de mari si de grele) nu are randamentul unei turbine cu abur (pe la 38% la abur, una pe gaz cu toate ingineriile pe care le fac greu trece de 30%). Ce folosesc centralele moderne pe gaz cu randament intre 50-60% (de exemplu cea de la Brazi a Petrom, sau cea in constructie perpetua de la Iernut a Romgaz Medias) - e ciclul combinat - Brazi are 2 turbine GE de 290MW fiecare cu cate un cazan de recuperare a caldurii, si o turbina cu abur de 310MW. In teorie, daca ai o centrala cu abur care arde 1mc de gaz natural, si o turbina cu gaz (fara centrala in ciclu combinat) care arde tot 1mc de gaz, turbina cu gaz produce mai putin curent, si ai mai multa caldura de recuperat
Nu e deloc rau ce fac cei de la Oradea, asta ar fi trebuit de mult facut si la elcen bucuresti de exemplu
Aranjamentul asta le da si flexibilitate - de exemplu consumul de apa calda menajera e relativ constant in timpul anului, pot livra odata cu asta energie electrica in "banda" pentru consumatori industriali de exemplu, cel pentru termoficare e foarte "sezonal", sau pentru ca turbinele pornesc in cateva minute pot vinde energie in piata de echilibrare unde e pret mult mai mare, cand nu are hidro apa suficienta de exemplu
^^ O turbina pe gaz (chiar cele industriale, care spre deosebire de un motor de avion, pot fi oricat de mari si de grele) nu are randamentul unei turbine cu abur (pe la 38% la abur, una pe gaz cu toate ingineriile pe care le fac greu trece de 30%). Ce folosesc centralele moderne pe gaz cu randament intre 50-60% (de exemplu cea de la Brazi a Petrom, sau cea in constructie perpetua de la Iernut a Romgaz Medias) - e ciclul combinat - Brazi are 2 turbine GE de 290MW fiecare cu cate un cazan de recuperare a caldurii, si o turbina cu abur de 310MW. In teorie, daca ai o centrala cu abur care arde 1mc de gaz natural, si o turbina cu gaz (fara centrala in ciclu combinat) care arde tot 1mc de gaz, turbina cu gaz produce mai putin curent, si ai mai multa caldura de recuperat
Nu e deloc rau ce fac cei de la Oradea, asta ar fi trebuit de mult facut si la elcen bucuresti de exemplu
#67
Autostrăzi (A) / Re: Autostrada A1 București-Nă...
Last post by voicul - May 02, 2024, 08:53:47 PM@DragosC Daca - nu au nici o sansa sa termine pana la CdA in 2024. Poate dau drumul pana la jumatate, dar atunci nu prea cred ca se schimba ruta spre Sibiu.
Prin toti - te refereri probabil doar la masini pana in 3.5t, pentru ca la cum arata DN 73C cred ca nimeni nu se baga cu tirul pe acolo, decat daca acolo trebuie sa ajunga.
Prin toti - te refereri probabil doar la masini pana in 3.5t, pentru ca la cum arata DN 73C cred ca nimeni nu se baga cu tirul pe acolo, decat daca acolo trebuie sa ajunga.
#68
[Centru] Proiecte / Re: [BV] Infrastructura ferovi...
Last post by mirceaeliade - May 02, 2024, 08:42:01 PMHarta rute propuse, de notat cerculetele mici insemnand statii NOI propuse:
#69
Feroviar / Re: Discuții ca-n gară
Last post by Xenos - May 02, 2024, 08:37:55 PMNu toate podurile trebuie reconstruite, ba dimpotrivă.
Pe Câmpina-Predeal, reconstrucție, 4 ani pt doar 47 km, majoritatea podurilor metalice au fost păstrate, de ex. pod intrare spre halta Sinaia Sud și pod intrare stația Poiana Țapului. Au fost recondiționate, revopsite, dar nu reconstruite integral.
Așadar, faptul că dacă azi am face alt pod l-am reconstrui altfel nu înseamnă de plano (din start) că totul trebuie reconstruit.
Pe de altă parte, am căzut de acord că pentru mare parte din rețea reconstrucția iese din discuția, soluția fiind un mix de RK - gradul de reparație/reconstrucție ține desigur sau ar trebui să țină cont de situația din teren - uneori terasamentul trebuie reconstruit din temelii, alteori nu.
Pe Câmpina-Predeal, reconstrucție, 4 ani pt doar 47 km, majoritatea podurilor metalice au fost păstrate, de ex. pod intrare spre halta Sinaia Sud și pod intrare stația Poiana Țapului. Au fost recondiționate, revopsite, dar nu reconstruite integral.
Așadar, faptul că dacă azi am face alt pod l-am reconstrui altfel nu înseamnă de plano (din start) că totul trebuie reconstruit.
Pe de altă parte, am căzut de acord că pentru mare parte din rețea reconstrucția iese din discuția, soluția fiind un mix de RK - gradul de reparație/reconstrucție ține desigur sau ar trebui să țină cont de situația din teren - uneori terasamentul trebuie reconstruit din temelii, alteori nu.
#70
Autostrăzi (A) / Re: Autostrada A3 București-Bo...
Last post by Cristian 74 - May 02, 2024, 08:08:42 PMSe prea poate să fie.