Drumurile Europei

[b1]

Creșterea duratei de viață a betonului rutier cu rășini în Marea Britanie:
National Highways trials new method to increase concrete lifespan on M180 in North Lincolnshire



National Highways is trialling a new method of repairing concrete roads on the M180, near Scunthorpe, to extend the lifespan of the surface.

Lanes one and two of the M180 have been experiencing issues from water getting between the carriageway joints and under the concrete. This is caused by vehicles driving atop it and pushing water up through the joints, settling on the concrete and causing it to deteriorate. This new method inserts a durable and rapidly hardening resin into the concrete to stabilise it and prevent this kind of wear. The £5.2M scheme, which started in the autumn, is being carried out by Metrail Construction between junctions 1 (Tudworth) and 3 (Midmoor). The work involves planing off the top layer of the road to expose roughly 30,000m2 of concrete. Around 20,000 holes are then being put into this layer of concrete, which are fille with short, narrow tubes called packers. The resin is then injected through the concrete into these packers, forcing out any water held underneath. The resin then hardens, stabilising the concrete base, before the carriageway surface is laid on top. The works are expected to complete in February and it is believed that this will extend the surface's lifespan by at least a decade.

The method has been used previously by Metrail on infrastructure assets in the rail industry, including the stabilisation of tunnels on the London Underground. This is the first time it has been used on England's road network.

National Highways project manager Esref Ulas said: "The M180 was built around 40 years ago and has served our customers well but recently we've had to carry out a number of unplanned roadworks on this section due to water damage, which we know has been frustrating for people. At National Highways we are constantly striving to improve journeys by using innovative solutions to prolong the life of our assets. This new approach to stabilising the concrete should make those unplanned roadworks a thing of the past. The resin is designed for longevity and should extend the life of the road's surface by another 10 years or more. Metrail managing director Martyn Sherwood said: "We are particularly pleased to be working closely with National Highways to introduce this innovative technique to the maintenance of the UK's strategic road network. The unique formula of the resin used and its rapid hardening capability, which allows carriageways to be opened much more quickly, is cost effective and a gamechanger for concrete road maintenance in the UK. We are looking forward to continuing to support National Highways in meeting its maintenance objectives going forward."

Sursa.

[b1]

150 de metri din drumul E39 aproape de localitatea Vinjeøra, Norvegia:


Sursa.

[RaduG]

Lucrările de asfalt pe podul Çanakkale 1915 au fost finalizate.



Translate:

Au fost finalizate lucrările de asfaltare la podul Çanakkale 1915. Au fost finalizate lucrările de asfaltare la podul Çanakkale 1915, care va oferi posibilitatea de a traversa strâmtoarea Çanakkale în 6 minute. Un reporter de știri Vedat Sezer a trecut cu mașina pe lângă cabinele de taxare. Iată imaginile speciale.

[horatiu.cosma]

Din imagini pare că lucrările de asfaltare PE POD abia ce au început.

[b1]

Azi ar fi trebuit să se deschidă autostrada din Muntenegru, dar este acoperită de zăpadă:


Și nu au pluguri:

Opening of the highway in Montenegro when maintenance equipment is procured

Friday, Jan 14, 2022

The commissioning of the section of the highway Podgorica - Matesevo depends on the completion of the remaining electrical installation works, and it is necessary for the State Commission for Technical Inspection to make a final report, which is necessary for technical acceptance, Monteput announced.

The company, which received the management of this first section, told Vijesti that it is necessary for Monteput to procure machines and equipment for the maintenance of that road. The executive director of the company, Milan Ljiljanic, could not specify when it will all be finished, but he states that it can be expected soon. - The construction of the highway Bar - Boljare, priority section Smokovac - Uvač - Mateševo is in the final phase.

The remaining final works on electrical and mechanical installations, the completion of which can be expected soon - stated Ljiljanić. According to him, until the commissioning of this section of the highway, it is necessary for the State Commission for Technical Inspection to make a final report on the technical inspection of the performed works, which is a precondition for issuing a use permit. - We expect that all the necessary works, as well as the necessary technical documentation with the necessary permits will be completed as soon as possible, after which this section of the highway can be expected to be opened to traffic.

In addition to the above, in order to create conditions for unhindered and safe use of the road, it is necessary to ensure the purchase of machines, special vehicles and equipment necessary for adequate maintenance, which is another prerequisite for putting into traffic. Public procurement procedures have already begun for the procurement of the previously mentioned vehicles and machines, and a number of tenders are being prepared - said Ljiljanic.

When asked how many workers will be needed to service and maintain this first section of the Montenegrin highway and when their employment and training will begin, Ljiljanic answered that preliminary estimates of the number of employees who will service the highway show that about 150 employees will be needed. -

Part of the employees will be engaged in internal redistribution within Monteput, while the remaining number will be employed after the competition was announced in accordance with the law. The final phase of drafting a new systematization of jobs is underway, after which the procedure of internal redistribution of employees and announcing a competition for hiring new workers will begin - said Ljiljanic.

Monteput has taken full care of the maintenance of this section, as well as the winter maintenance that is already needed, which is why special vehicles and various machines and equipment are needed.

Sursa.

[Adrian.TM]

Ceva informații noi legate de Schnellstraße 7 din Austria?Vor inaugura cumva vreo secțiune anul acesta?

[bogdymol]

Am cautat acuma ceva informatii in presa din Austria. Se pare ca mai ai de asteptat:
- prima bucata se va deschide in 2023
- traseul complet se va deschide in 2024

[danutzu_1069]

Da, la podul Canakkale, abia a inceput asfaltarea pe pod... Au avut si un "episod" de zapada pe pod...
In alta ordine de idei, podul si autostrada incep sa apara pe GMaps...
https://maps.app.goo.gl/Dnh1BAM6kGA62Drh9

[b1]

Curiozități despre infrastructura rutieră din Polonia și altele:

[b1]

De mâine în Luxemburg vor începe lucrările pentru extinderea autostrăzii A3 la 3 benzi pe sens. Dar pentru 12 km., 5 ani de lucrări și 356 de milioane de euro mi se pare (cam) mult.

Le chantier XXL sur l'A3 va démarrer ce mardi

Ce sera l'un des chantiers majeurs de 2022... et des quatre années qui suivront. L'élargissement à deux fois trois voies de l'autoroute A3, la plus fréquentée du Luxembourg, va démarrer. Et si beaucoup redoutent déjà ses conséquences sur le trafic, ils auront quelques semaines de répit. Car les débuts ce mardi de ce chantier XXL sur l'axe reliant la frontière française à la capitale, qui voit passer en moyenne 67 000 véhicules par jour avec des pics à 90 000, ne devraient pas impacter la circulation.

L'Administration des ponts et chaussées a confirmé lundi, «qu'elle procédera à partir de ce mardi, aux travaux de préparation et de déboisement, ceci entre la Croix de Gasperich, et l'aire de Berchem, (en alternance dans les deux sens). À partir du mercredi 26 janvier, les travaux seront effectués dans le sens inverse, donc entre l'aire de Berchem, et la Croix de Gasperich».

Le chantier d'envergure doit s'achever en 2027 et coûter 356 millions d'euros. Les coupes (arbres, haies) devraient durer à peu près quatre semaines, sans effet majeur sur le trafic même si «pour des raisons de sécurité, le barrage ponctuel de la bande d'arrêt d'urgence sera nécessaire».

L'élargissement se fera en cinq phases:
Dans un souci de préservation des espaces vitaux et des surfaces boisées, des mesures de compensation sont mises en place, précise l'Administration des ponts et chaussées. Outre la construction d'un passage à gibier, de nouveaux arbres seront plantés sur le talus. «La création d'habitats de substitution in situ pour le muscardin, est également réalisée. 180 nichoirs sur tout le tronçon de l'A3 ont déjà été mis en place et la transplantation de différentes espèces de la flore sauvage a d'ores et déjà été effectuée», précise l'administration.

Après cette phase de déboisement, les travaux proprement dits démarreront après la mi-février avec cette fois un impact à prévoir sur la circulation. L'élargissement se fera en cinq phases. En commençant par les tronçons situés entre l'aire de Berchem et la Croix de Gasperich (lot A) et entre la Croix de Bettembourg et la frontière française (lot E).

«Les travaux routiers se feront une fois ceux de déboisement terminés: d'abord sur le côté extérieur (bande d'arrêt d'urgence), puis quand ce sera terminé et qu'il y aura la nouvelle voie, on alternera», précisent les Ponts et Chaussées. Sans indiquer de date exacte. Mais le déboisement prendra plusieurs semaines. Des réductions de voies pour des interventions ponctuelles sont possibles. La vitesse sera réduite à 70 km/h pendant toute la durée du chantier.

Sursa.

[b1]

Ce se poate afla pe fundul unui lac de acumulare din Elveția?
Lacul Vogorno este golit pentru prima dată în 55 de ani pentru a permite o întreținere mare a barajului și a echipamentelor hidroenergetice.











Sursa.

Și video: https://nolink-vcdn01.gruppocdt.ch/ticinonews/2022/01/19/fe3a9602-b2b1-4a52-9ad9-3ee471105d65.mp4 (Sursa)

[panda80]

Am mers in octombrie prin Estul Germaniei, intre Berlin si Cottbus, pe A13 si A15. Autostrazile au fost deja finalizate in anii '30, A15 doar HP, fiind principala conexiune intre Berlin si Breslau (Wroclaw), pe atunci parte a Germaniei. Dublarea pe A15 s-a facut in anii 1990. Am inceput filmarea exact din centrul Berlinului, Alexanderplatz, astfel ca se pot vedea si ceva strazi urbane in video, precum si o parte din autostrazile urbane A100 si A113:

[RaduG]

Update 20.01.2022 la podul Canakkale, care va fi cel mai lung pod suspendat din lume:



Translate:

Turnurile de 318 metri înălțime ale podului Çanakkale din 1915, care vor lua titlul de ,,cel mai lung pod suspendat cu cea mai lungă deschidere medie din lume", deoarece simbolizează aniversarea a 100 de ani a Republicii cu deschiderea medie de 2023 de metri. , marchează data de 18 martie, data Victoriei Navale din Çanakkale. 1915 Podul Çanakkale, care va deveni cel mai lung pod suspendat de mijloc din lume când va fi finalizat, și-a făcut vocea auzită în presa mondială cu tehnologii avansate și caracteristici tehnice superioare folosit la construcția sa.

1915 Çanakkale Bridge and Highway, un mega-proiect mondial, a fost prezentat în noul număr al Engineering News-Record (ENR), publicația principală a industriei construcțiilor, cu o secțiune de 10 pagini în noul număr din 27 septembrie-octombrie. 4, 2021.

1915 Podul Çanakkale este un candidat pentru a fi primul din lume cu designul său fin. Când podul cu deschiderea sa medie de 2023 de metri, care reprezintă cea de-a 100-a aniversare a Republicii, va fi finalizat, acesta va avea titlul de ,,podul suspendat cu cea mai mare deschidere medie din lume".

Conexiunile turnului și elementele de conectare ale podului Çanakkale din 1915 vor fi roșii și albe. Cu o înălțime de 318 metri, partea superioară a turnurilor, care simbolizează ziua de 18 a lunii a 3-a, data Victoriei Navale din Çanakkale, va reprezenta și ghiulele pe care Seyit Onbaşı a tras în țeavă în timpul Războaielor Çanakkale.

Podul, cu o lungime totală de 3.563 metri cu deschideri laterale de 770 metri fiecare, are o lungime totală de trecere de 4.608 metri cu viaducte de apropiere de 365 și 680 de metri. Podul, care are 3 benzi pe drum spre și dinspre, are 45,06 metri lățime. Există poteci pentru a fi folosite în scopuri de întreținere și reparații pe ambele părți ale tablierului podului.

Articolul din ENR: https://www.enr.com/articles/52535-worlds-longest-suspension-bridge-takes-shape-in-turkey

World's Longest Suspension Bridge Takes Shape in Turkey
1915Çanakkale Bridge
The 1915Çanakkale bridge in Turkey will be the first motorway link across the Dardanelles Strait. Currently the only transportation mode is ferry.
Photo courtesy of DLSY JV

September 29, 2021
Aileen Cho
KEYWORDS construction projects / Suspension Bridge / Turkey
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2 Comments

It was a long-standing dream—not only of Ersin Arıoğlu, but of a nation. Could a suspension bridge someday cross the Dardanelles Strait in Turkey and provide another link between Europe and Asia? "To build a highway suspension bridge over the Çanakkale Strait has been on the agenda of the Turkish Ministry of Public Works for the last 20 years," Arıoğlu, co-founder of contractor Yapi Merkezi, wrote in a technical paper.

Sidebar:
Momentous Motorway in Marmara and Çanakkale
Podcast: Ebru Ozdemir
Podcast: Aileen Cho
That was in 1994. Almost 30 years later, the dream is coming true, in a record-breaking way. The 1915Çanakkale Bridge, rapidly nearing completion, will have a main span of 2,023 meters, edging out Japan's Akashi Kaikyo Bridge, which has a 1,992-m-long main span. The two distinctive red-and-white towers—reflecting Turkey's flag—have a height of 334 m, the tallest in the world for suspension bridges. But the bridge is about more than breaking records. It's a symbol of Turkey's embattled past and a link to its hoped-for peaceful and prosperous future.

bridge bridge bridge
Crews worked in a climate that is often rainy and windy, with strong currents. Asian Hercules III, a 5,000-tonne floating crane (bottom left) from Singapore, erected deck segments in carefully planned windows of time when the wind was not too severe.
Photo courtesy of DLSY JV

"This project signifies the 100th year of the Turkish Republic," says Başar Arıoğlu, Ersin's son and chairman of Yapi Merkezi. The Turkish contractor is part of the four-firm DLSY Joint Venture team that includes Turkey's Limak and South Korea's DL E&C and SK ecoplant. 

The 1915 in the bridge's name refers to the year of the Gallipoli campaign that was part of World War I, when Allied forces attempted to seize Turkey's straits. Some 500,000 deaths resulted, but the battle led to awakenings of national identity for Australia and New Zealand, and galvanized the formation of the Turkish Republic out of the Ottoman Empire. "It was a tragedy and victory for our country," says Başar Arıoğlu. "This bridge will signify peace instead of war."

Over a century after the battle at Gallipoli, Australians worked with Turks on an unprecedented feat. Marr Contracting Pty Ltd. (also called "The Men from Marr's") provided two cranes with 300-tonne lifting capacity to place, in June 2020, the final quarter panel forming the last tower block segment in the highest position in just 30 minutes.

Resit Yildiz, DLSY executive committee member, notes the symbolism of global collaboration, so different from the global conflict that once occurred on the same soil. "We fought against the Australians and British, but 100 years later, we work hand in hand with many Australians and British" on the bridge, he says.

The Australian cranes helped accelerate the project for an anticipated 2022 completion, although the 2,023-m-long main span reflects Turkey's 100th anniversary as a republic in 2023. The tower heights of 318 m above sea level (ornamental corbels push them up to 334 m) reflect the March 18 date when Allied forces tried to enter the strait, only to be repelled by underwater mines. March 18 is now celebrated as Çanakkale Victory and Martyrs' Day. 

map

Image courtesy of DLSY JV


A dry and wet dock were built to facilitate placement of caissons that form the massive tower footings.
Photos courtesy of DLSY JV

More than symbols, officials hope the bridge will stimulate local and international economic development, logistics and tourism. It is a key piece of the overall 88-km 1915Çanakkale Bridge and Motorway Project (see p. 24). That in turn is part of the new 324-km-long Kınalı-Tekirdag-Çanakkale-Savastepe Motorway that will complete a roadway chain around the Marmara region. When the public-private partnership with a 16-year concession is completed, a direct connection will be established between Turkey's European region and its Asian southern and western regions. The motorway is also part of Turkey's portion of the One Belt One Road Project and Middle Corridor vision that fits into a seamless trade route stretching from Beijing to London.

The travel time across the Çanakkale Strait (also known as the Dardanelles)—which can take hours during holidays on ferries—will be cut down to six minutes.

For Ersin Arıoğlu, the bridge not only represents a dream come true, but a milestone highlighting how design of suspension bridges has evolved. "When I was an engineering student" visiting his mother's region, "I looked around the Dardanelles, [thinking about] where we can put a bridge," he recalls. The paper he presented in 1994 proposed a main span of 1,545 m, based on where suspension bridge technology was at the time.

But before design on the 1915Çanakkale Bridge could begin, other teams had to design and pull off a complex financial P3 deal as fast as possible. They did it in one year.



Complex Structures
Turkey's Ministry of Transport and Infrastructure, General Directorate of Highways, released the tender for the $2.5-billion build-operate-transfer contract in late 2016. Two months later, DLSY won the bid. In 2018, finance agreements were signed with 25 financial institutions from 10 countries. They included a 15-year-term loan with a grace period of 5 years.

"The tender stage assumption was that it would be 50/50 between international banks and Turkish banks, recalls Ebrunur Yildiz, director of project finance for Limak. In the end, 70% of the funds came from international banks, indicating the global market appetite for this project, she notes.

bridge construction bridge construction
Anchorages weigh 160 tonnes and were cast in 2-m layers, each with six segments.
Photos courtesy of DLSY JV

Anticipating an approximate four- to five-year construction period and 12-year operational phase, the concessionaire then had to do due diligence, and forge approvals and debt assumptions, which involved working with Korean institutions and an Islamic bank.

"If  you ask me, it's kind of a miracle," says Murat Sarikaya, CFO of the project team, of the level of participation. "One year would be impossible" without significant support from the Turkish government, he says. The team expects that the tolled motorway will see 45,000 daily vehicles.


Strait Talk
High winds, high seismic activity and high-stacked container ships all had to be considered in the bridge design, says Henrik Andersen, senior director for international bridge projects with COWI, which led detailed design. "The bridge is located at the southern entrance to the Marmara Sea towards Istanbul and the only route toward the Black Sea in the North—very large container ships and cruise ships will pass in the future and the risk of ship impact is considered in the design," he says. "Today, more than 40,000 vessels pass every year, and that is expected to increase significantly in the 100-year bridge design life."



bridge from above

The bridge deck comprises two stiffened closed steel box girders spaced 9 m apart, connected by 3-m-wide cross-girders every 24m. The 9-m gap between the box girders ensures aerodynamic stability of the deck in very strong winds.
Photo courtesy of DLSY JV

Work on the dry dock where the giant caissons for the two tower foundations would be fabricated began in 2017, says Evans Paik, DLSY deputy project manager.  The dry dock, located on the European side about 5 km from the tower sites, required 1,328 pilings as deep as 21 m, and 16,000 sq m of fill. The caissons are 74 m x 83.3 m and 16 m high, with floating weights of up to 54,800 tonnes.

The tower foundations are designed as a cellular base structure composed of reinforced concrete slabs and walls. After the main cellular sections were constructed, the caissons were floated by controlled flooding of the dry dock and moved to deeper water into a wet dock, says Andersen.

In the wet dock, concrete construction continued while the two caisson structures sunk deeper under the increased weight. When the concrete works were finished, two double-walled 18-m-dia steel cylinders were installed on top of each caisson for support of the tower legs. The cylinders also helped ensure controlled immersion of the caissons at the final position, says Andersen.

sunset and bridge

The 1915Çanakkale bridge includes 153 segments for the orthotropic steel deck and is designed to withstand a seismic event with a 2,475-year return period.
Photo courtesy of DLSY JV

The ground consists of Holocene clay deposits at the European tower and Pleistocene clay and sand deposits at the Asian tower, followed by a Miocene mudstone formation below at both locations, says Andersen. To strengthen the seabed, crews installed 368 steel piles of 2.5-m-dia, as long as 46 m, says Paik. Then, a 3-m-thick gravel bed covering 87 sq m was placed to create a level support for the towers, with 7-cm tolerances, says Paik.

The inclusion piles reduced tower settlement for the European tower by about 80%, and increases the lateral resistance of the foundations in the event of ship impact or seismic action, says Andersen.

Each caisson took about 36 hours to submerge, requiring a total of 152,000 sq m of water, says Paik. The project team took a year to collect data and create models for current speeds and depths, wind, temperature and even salt content, says Ömer Güzel, deputy general manager with Yapi Merkezi.

Podcast: Ebru Ozdemir
ENR Editors Aileen Cho and Jeff Yoders talk to Ebru Ozdemir, whose firm is involved in the construction of the world's longest suspension span. Ozdemir is a global citizen and tireless advocate for diversity and inclusion in construction.

Podcast: Aileen Cho
ENR Transportation Editor Aileen Cho gets queried by fellow podcast host Jeff Yoders on what it was like to cover the world's longest suspension bridge.

The towers consist of 128 prefabricated block segments, each weighing about 300 tonnes, says Paik. Eighteen cross-beam segments were cast in place. A floating barge crane placed the bottom six segments of each tower, then a tower crane placed the upper 26, according to Paik.

To prepare for the suspension cable placement, crews first built a pair of 4,270-m-long catwalks from the tower tops to the north and south approach viaducts.  The bridge utilizes the prefabricated parallel wire strand (PPWS) system, which consists of high-tensile strength wires bundled in a hexagonal shape; sockets are fitted to both ends of the strand. There are 127 wires, each 5.75 mm in dia, in each bundle. The main span has 144 bundles per side, says Paik, with 148 for the side spans. There are 314 hanger ropes, with the shortest being 3.9 m and the longest 232 m.

The anchorage blocks are as deep as 29 m, equivalent to the height of a 10-story building, says Oncu Gonenc, deputy project manager. The European anchorage connects to the 365-m concrete box girder approach viaduct; the Asian viaduct  is 680 m long.

Each anchor is 156 tonnes. The European anchor includes 68,800 sq m of concrete and 6,400 tonnes of rebar; the Asian counterpart has 92,000 sq m of concrete and 10,832 tonnes of rebar. They were cast in 2-m-high layers, each cast in six segments. The layers create a stack that supports the front L-shaped legs that receive the bridge cables. The anchors include dehumidification chambers for the cables.

Crews laid 340,000 tonnes of gravel and fill to support the approach viaducts, and stabilized the earth with deep soil mixing and barrette walls that consist of load-bearing structural elements. The approaches were built using the incremental launching method.

night view of bridge

The main span's cables include 144 strand bundles; each bundle has 127 galvanized highstrength wires.
Photo courtesy of DLSY JV

Next-Level Feats
The bridge deck comprises two stiffened closed steel box girders spaced 9 m apart, connected by 3-m-wide cross-girders every 24 m. The gap between the two box girders ensures the aerodynamic stability of the deck in very strong wind, says Andersen. The overall width of the twin box girders becomes 45 m due to one maintenance walkway on each outer side. The bridge will carry six lanes, three in each direction. The depth of the twin box girder is 3.5 m. The total length of the bridge is 4,608 m including the side spans.

The orthotropic steel deck consists of 153 segments in total. Various cranes—including a 106-m-long Singapore-flagged floating crane named Asian Hercules III and four pairs of lifting gantry cranes—placed each 45-m-wide, 48-m-long megadeck segment weighing as much as 850 tonnes.

Crews were able to place up to four deck segments a day, says Güzel, but everything had to be planned far in advance, and within certain windows of time according to wind conditions. Even ballasting the vessel had to be considered as the crane made lifts. "We follow the weather forecasts very closely," adds Güzel. The final deck segments will be placed this fall.

The Men from Marr's accomplished two unprecedented lifting feats. In Nov. 2019, after being fully assembled at a dry dock, two of Marr's M2480D HLL cranes were lifted as complete units. Each weighing 600 tonnes, they were lifted by a floating crane and transported 1 km to the tower caissons, where they were successfully installed in a one-day operation.

construction worker on bridge

The bridge and motorway will establish a direct connection between Europe and Turkey's southern and western regions, accelerating development in these areas.
Photo courtesy of DLSY JV

The following June, one M2480D crane perched 328 m above water took about 30 minutes to lift a 155-tonne piece of the upper cross-beam to its position 318 m above sea level on the Asian tower. The European side was completed 24 hours later.

According to Marr's resulting case study paper, "Marr's team of engineers were able to develop a craneage methodology ... that met all the requirements of the project ... The M2480D HLL's capacity allowed heavier modularized sections of the bridge towers to be fabricated in a controlled environment offsite before being delivered to the worksite by barge for installation, instead of the more traditional approach of lifting smaller components one-by-one and then welding on-site."

Turkey's experience building two suspension bridges across the Bosphorus Strait and the Korean firms' expertise, along with a  large cast of subcontractors and suppliers from 22 nations, made the project feasible. A six-month pandemic lockdown with extensive safety measures taken on site in 2020 complicated things. Shipments of raw materials to build cable clamps, cable wires, steel plates, etc. were impacted. But most major material purchases were made before the pandemic hit. 

The twin box girder design reflects the advances in technology recently developed by COWI and other bridge engineers as well as advanced materials like higher-strength steel. The deck thickness of 3.5 m is significantly thinner than the 14-m-thick deck of the Akashi Kaikyo, notes Ersin Arıoğlu.  "Akashi Kaikyo's deck is rigid, while this one is aerodynamic."

Andersen says the bridge is "built on the tradition of modern suspension bridges like the Great Belt suspension bridge in Denmark and the Ozman Gazi suspension bridge in Turkey. With its 2,023-meter main span, the Çanakkale Bridge pushes the boundaries of engineering to new dimensions."

Even that record may be beat, with crossings over straits like Gibraltar and Messina to come, Arıoğlu notes. "Every new suspension bridge—it's like measuring the rate of civilization."

Momentous Motorway in Marmara and Çanakkale
New 88-km-long road connection will provide another link between Asia and Europe and hopefully stimulate development of a historic region
By Aileen Cho

With the ongoing excavation of the many layers of Troy, the laid-back charm of Çanakkale's waterfront and the expanses of farmland—Turkey officials believe the Marmara-Çanakkale region is ripe for economic development. So do international lenders who funded the P3 to build the 88-km-long Malkara-Çanakkale motorway that includes the 1915Çanakkale Bridge.

That segment is part of the new 324-km-long Kınalı-Tekirda-Çanakkale-Savastepe Motorway that will complete a roadway chain around the Marmara region. When the public-private partnership with a 16-year concession is completed, a direct connection will be established between Europe and Turkey's southern and western regions. The motorway is also part of Turkey's One Belt One Road Project and Middle Corridor vision of a multinational trade route stretching from Beijing to London.

The motorway is all but complete, featuring 13 km of connector roads, 12 intersections, four service areas, six toll plazas and two maintenance buildings, says Metin Özcan, motorway deputy project manager for the DLSY joint venture. Two viaducts, one 562 m long and the other 1024 m long, were built using the incremental launching method. Özcan says it took about a week to launch a 33-m-long segment.

motorwaymotorway
Six interchanges and 88 km of new roadway will link the Marmara-Çanakkale region to an existing system of roads and create a new link between Europe and Asia that officials hope will stimulate tourism and economic development.
Photo courtesy of DLSY JV

In some areas where landslides were a threat, crews installed 40-m-long bolt piles. Eight million sq m of lime stabilized clay materials—the largest application of its kind in Turkey, says Özcan.

Crews also erected an 800-m-long, 3-m-high noise barrier to protect residents of Yülüce Village. The barrier includes recyclable and reusable plastic.
Most major construction tasks are just about complete, with remaining work focusing on service areas, an operations and maintenance center, cabling and lighting, drainage, guardrails, fencing and landscaping.

While the project is intended to help stimulate local and global economic growth while reducing travel times, it featured extensive social and environmental efforts from the outset.


Mammals and Mussels
A team dedicated to social and environmental issues conducted both a local environmental impact assessment and an international environmental and social impact assessment through public briefing meetings and professional consultations at the beginning of the project, says Melih Mumcu, DLSY environmental and social manager. 

One assessment findings showed that pile driving work at the 1915Çanakkale Bridge tower foundations could have a negative impact on some dolphin species passing through the strait, says Mumcu.

During the pile driving operations, which took place between March and November in 2018, three expert marine mammal observers monitored the site and warned the construction team to stop the operation when the dolphins came as close as 500 m. Pile driving operations were stopped at least five times, and a total pause of two hours was given to allow time for the dolphins' passage.

Another risk was to a fan mussels species known as Pinna Nobilis, which is under protection in the Mediterranean.   Over 1,000 mussels were relocated. The team made a commitment to plant five trees per each tree that was impacted, in collaboration with the Republic of Turkey Ministry of Agriculture and Forestry. Mumcu says a total of 1 million trees are expected to be planted.

The seeds of endemic plant species found along the motorway route are being collected and preserved. The seeds will be registered in Turkey Seed Gene Bank. Works will also be carried out to ensure their proliferation in the region.

As for the human side, a dedicated community liaison staff has conducted more than 1,000 outreach activities and addressed more than 600 complaints, says Mumcu.

A Community Level Assistance Program offers local residents training on agriculture and livestock farming, and environment and support will be provided in the way of infrastructure and equipment. Mumcu says 487 projects for 32 settlements have been launched. They include outreach to women and improvements to schools, facilities and water systems.

Some 60 tonnes of seeds and 60 agricultural pieces of equipment have been distributed to local villages, says Mumcu. Additionally, 20 projects, such as a product drying yard, village school, or skill development class, have been completed.

Filmul din articolul ENR, foarte interesant, conține interviuri cu top managementul asocierii care construiește podul:

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Podul Storstrøm, Danemarca:
- Locație: https://www.openstreetmap.org/#map=13/54.9651/11.8570;
- Lungime: 3,84 km.;
- La terminarea construcției, va deveni al treilea pod ca lungime din Danemarca, după podurile Storebælt și Øresund;
- Înălțimea liberă pentru navigație: 26 m.;
- Podul cuprinde piste de biciclete cu lățimea de 2,5 m., 2 benzi de circulație pentru mașini de câte 3,5 m. și o cale ferată dublă pentru viteze de până la 200 km/h.;
- Secțiunile tablierului podului vor fi realizate din beton;
- Primele mașini vor traversa podul în 2025;
- Primele trenuri vor traversa podul în 2027.













https://www.youtube.com/watch?v=hsbhoPjq8UI&ab_channel=NHLuftfoto%26Video

The 3.84km Storstrøm Bridge is planned to connect Zealand and the island Falster via Masnedø. It is expected to become the third-largest bridge in Denmark after the Storebælt and Øresund bridges upon the completion of construction in 2022.

The bridge will provide easy access to the rest of Scandinavia in the north, as well as to the south through the Fehmarn Belt Tunnel.

The Danish Road Directorate (Vejdirektoratet), a part of the Danish Ministry of Transport, is responsible for the construction of the bridge. The kr4.2bn ($625.7m) project is expected to generate 1,950 jobs during the construction phase.

The new bridge is expected to be used by more than 8,000 vehicles a day by 2025.

Storstrøm Bridge project details:
The existing Storstrøm bridge, which was constructed in 1937, is in a poor state without the feasibility for repair. The single-track rail line of the bridge is adequate to meet the demand for the passenger as well as freight transport.

A preliminary study was initiated by the Danish Parliament to find an alternative for the bridge in 2011 and the same was completed in 2012. It recommended the construction of a new double-track rail cum road bridge and demolition of the existing bridge. The objective of the decision to construct a new combined road and double-track railway bridge across Storstrømmen was taken in March 2013.

The environmental impact assessment (EIA) report for the project was completed in 2014. The parliament gave approval for the construction of the bridge in July 2016. Construction of the bridge is expected to begin in early-2018. The existing bridge will be dismantled once the new bridge is ready for use in 2022.

New Storstrom bridge design and features:
The new cable-stay bridge will carry a two-lane highway allowing for a maximum speed of 80km/h, and a double-track electric railway with the capacity for speeds of up to 200km/h. It will include a two-way bicycle or foot track.

The bridge will have a length of 3,840m between the abutments. It will have a width of 12.1m for the railway and emergency paths, 3.5m each for two traffic lanes, and 2.5m for the two-way bicycle track, and 0.3m for the addition of two railings.

The bridge will have a navigational clearance height of 26m and two navigational spans of 160m each. It will include a central pylon or bridge pier between the two navigation spans. The bridge girder is supported on two bearings on top of each bridge pier. The bridge piers will have a thickness of 500mm.

Contractors involved with Storstrom bridge:
COWI was appointed as the main consultant to provide designs for the bridge project in September 2016. Dissing + Weitling and Hasløv & Kjærsgaard were selected as sub-consultants for the project.

The Danish Road Directorate shortlisted five consortia for the bridge construction in 2015. The consortia included a joint venture (JV) of Vinci Construction Grand Projects, Hochtief Infrastructure and MT Højgaard, the Strostrømsbroen Contractors consortium consisting of Per Aarsleff, Ed. Züblin, Underrådgiver Rambøll and Underentreprenør Strabag, Rizzani de Eccher, Besix Acciona Infraestucturas, the JV of Obrascon Huarte Lain – SK Engineering & Construction Company, and the JV of Itinera – Condotte – Grandi Lavori Fincosit and Underrådgiver Seteco Ingegneria.

Financing:
The Storstrøm bridge project received kr112m ($19.2m) in EU funding under the TEN-T multi-annual call 2013, which were intended to finance European transport infrastructure projects.

Sursa 1, Sursa 2.

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Am condus anul trecut pe centura orasului Anwertpen, formata din autostrazile R1 si R2. Initial au fost planuite 2 centuri, una mai apropiata de oras, R1 si una mai indepartata, R2, insa nu au fost finalizate, dar impreuna formeaza totusi un ring de autostrada in jurul orasului: