Demolition of reinforced concrete structures, dismantling of reinforced concrete (reinforced concrete supports, floors), price. Reconstruction of bridges with replacement of spans Dismantling of reinforced concrete structures: prices and ordering
Demolition and dismantling of bridges and overpasses- a separate, most complex direction of dismantling.
The task of dismantling bridges in Moscow and their subsequent complete replacement is very relevant in our country, because a huge number of such objects are in deplorable condition and have lost their load-bearing capacity.
Dilapidated, old bridges and overpasses must be dismantled and dismantled as quickly as possible.
The Construction and Investments company provides a full range of services for demolition and dismantling of bridges and overpasses in Moscow and the region, from the preparation of relevant documentation to the production of all necessary work and delivery of the object. We comply with all necessary building codes and rules, guaranteeing excellent quality of work and quick results.
Dismantling bridges and overpasses is very not an easy task, requiring a special approach and specialists with appropriate qualifications. This requires coordinated actions of engineers, builders, and dismantlers. Our company has all the necessary specialists on staff, including. You can be sure that you trust the construction project in the reliable hands of professionals.
Our organization is ready to dismantle the following types bridges:
- Wooden bridges
- Reinforced concrete bridges
- Metal bridges
When any violations appear during the operation of the bridge, it is necessary to immediately begin dismantling. Also, this procedure will have to begin at the end of its service life. This type of work is performed using explosive devices, either mechanical or technical means. Existsa number of factors, with which you can determine the type of work required:
Bridge structure size;
Features of its coating;
Material of manufacture;
The actual location of this bridge;
Availability of a detour road;
Opportunity to approach the bridge using heavy equipment.
Order bridge demolition
Would you like to order the demolition of a bridge or the elimination of an overpass? Call us by phone in Moscow, or send a request to our email inbox - we are always in touch, we will call you back in a matter of minutes!
During the period of its existence, our company’s specialists have developed and implemented more than 10 successful projects for dismantling bridges and overpasses of varying lengths, this allows us to declare that we have considerable experience and experience.
Construction and Investments LLC has everything necessary equipment and special equipment for dismantling bridges and overpasses of various lengths and designs.
We carry out our bridge dismantling activities not only in Moscow and the Moscow region, but also in all constituent entities of the Russian Federation.
You can submit an application for the dismantling of bridges and overpasses using the form feedback or just call the numbers.
The invention relates to bridge construction, namely to a method and device for dismantling bridges.
The patent for the invention of the Russian Federation No. 2250285, IPC E01D 22/00 is known. “Method of replacing a bridge superstructure.” A method for replacing a bridge superstructure, including installing the existing superstructure to be dismantled on floating supports, followed by dismantling the superstructure using at least one load-lifting movable crane, loading the disassembled elements of the superstructure onto floating facilities and delivering them to the shore, and constructing a new bridge superstructure , characterized in that when dismantling an existing metal through span structure with belts, braces, racks, hangers and gussets, before installing the span structure to be dismantled on floating supports in the alignment of the span support units, temporary piers are erected and the span structure to be dismantled with support is moved transversely it onto temporary piers, after which a new span is erected along the longitudinal axis of the bridge and a load-lifting movable crane is installed on it, and two floating supports are placed under the span to be dismantled, which are located at one of the ends of this span, and the dismantling of the span is carried out with one end of the span to the other with the initial transfer of the load from the span from one of the piers to both floating supports, and as the elements of the span are dismantled, each floating support, located on the side of the dismantled section, after dismantling this section, it is moved along the dismantled span and installed behind the second floating support, while the dismantling of the elements of the span is carried out using a lifting crane moved along the erected new span as the dismantling section moves, and the dismantling of sections existing span structure is made from top to bottom by first cutting out the linear elements of the upper chord, then the racks, hangers, braces, and then the elements of the lower chord, while the gussets are cut out separately or together with the racks and hangers. When supporting the span to be dismantled on floating supports, each floating support is anchored. Before cutting out any element of the dismantled span, this element is slung to the crane hook with slings in a loose state. Work on cutting the span is carried out from suspended scaffolding. When replacing the superstructure of a double-track bridge, work on replacing the superstructure for the second track is carried out similarly to work on replacing the superstructure under the first track.
Disadvantage this method is that it is quite labor-intensive, requires the construction of additional structures and the involvement of additional equipment, and also during the proposed dismantling of the bridge it is necessary long time occupy the space under the bridge (water area).
The closest (prototype) to the claimed invention is the patent for the invention of the Russian Federation No. 2304656, IPC E01D 22/00, “Method for dismantling a lattice bridge superstructure using three-dimensional blocks.” A method for dismantling in volumetric blocks a lattice superstructure of a bridge with a height of the upper chord above the water level of up to 30-35 m and with a span of more than 40 m, including the construction of temporary auxiliary supports in places where the trusses of the span structure are divided into volumetric blocks, the installation of hydraulic jacks on temporary auxiliary supports under lower nodes of trusses, temporarily fixing them, at least for the period of division, from vertical movement by wedging with steel sheets on capital or auxiliary supports, dismantling the roadway in the area of volumetric blocks, dividing the span into volumetric blocks of at least 20 m in length by cutting out or cutting individual truss elements while ensuring the regulation of internal forces in the truss by means of a wedge and/or using hydraulic jacks installed on auxiliary supports within the limits of static loads acting in the truss elements that do not exceed the design ones, slinging, release from temporary fixation and dismantling of separated blocks by a floating crane with a lifting capacity of at least 80 tons, moving them to pre-prepared receiving stocks for their disaggregation on shore and dismantling temporary auxiliary supports. The division of the truss is carried out initially along the upper, then along the lower chords, starting from the top plane of the truss. Receiving slips are placed on the shore, and the separated blocks are moved onto them by a floating crane immediately after their dismantling, excluding transfer to a barge or dinghy. Receiving slips are placed on the shore, and the separated blocks are moved onto them by a floating crane after they are transferred to a barge or dinghy.
The disadvantages of this method are the complexity of the additional work performed, the involvement large quantity equipment and long periods of work directly under the span, which prevents the use of the under-bridge space (water area).
The objective of the proposed invention is the fastest possible removal of the span from its location and the possibility of dismantling the span on the shore.
The task is solved by installing hydraulic jacks under the lower chord for jacking, after which channels are installed under the lower chord of the beams, then a metal traverse is installed, after that the traverse is combined with the channels, then a pylon is built on the traverse, then the cables are suspended and tensioned, after that the supporting parts of the beams are replaced with a movable device, after whereupon the span structure, together with the formed prefabricated structure, is pulled out onto receiving slipways located on the shore, and the span structure is dismantled. Channels under the lower chord of the beams are installed in the longitudinal direction. The traverse is installed along the entire span of the bridge to be dismantled. The traverse and channels are combined by means of vertical rods followed by welding to each other. A pylon is built, for example, in the middle of a span. Rollers or fluoroplastic pads are used as a moving device.
The essence of the claimed invention is illustrated by drawings.
Figure 1 shows a fragment of the existing beam reinforced concrete bridge superstructure.
Figure 2 shows a fragment of the connection of channels installed under the lower chord of beams with a cross beam.
Figure 3 shows the bridge span with installed channels and a traverse along the entire span.
Figure 4 shows the bridge span with an installed pylon, channels and traverse, tensioned with cables and installed instead supporting parts beams with a movable device.
Figure 5 shows a bridge superstructure shifted over a certain distance with an installed pylon, channels and traverse, tensioned cables and a movable device installed instead of the supporting parts of the beams.
The method for dismantling a beam reinforced concrete bridge superstructure 1 using a cable-stayed system 2 consists of the following operations: install hydraulic jacks (not shown) under the lower chord 3 of beams 4, then jack up the superstructure 1, after which channels 5 are installed under the lower chord 3 of beams 4, then a metal traverse 6 is installed, after which the traverse 6 is combined with the channels 5, then a pylon 7 is built on the traverse 6, then the cables 8 are suspended and tensioned, after which the supporting parts 9 (for example, blocks) of the beams 4 are replaced with a movable device 10, after which pull out the span 1 together with the prefabricated structure 11 formed from beams 4, channels 5 and traverse 6 onto receiving slipways 12 located on the shore 13, and dismantle the span 1 (see Figs. 1, 2, 3, 4, 5) .
The channels 5 under the lower chord 3 of the beams 4 are installed in the longitudinal direction (see Fig. 2).
The traverse 6 is installed along the entire span 1 of the bridge to be dismantled. The crossbar 6 and the channels 5 are combined by means of vertical rods 14, followed by welding to each other (see Fig. 2, 3, 4, 5).
The pylon 7 is constructed, for example, in the middle of the span 1 (see Figs. 4, 5).
As a movable device 10, rollers 15 or fluoroplastic pads 16 are used (see Figs. 4, 5).
As a result of the proposed work, the span can be dismantled without the use of lifting equipment and the construction of additional structures.
The use of a cable-stayed system and a prefabricated structure makes it possible to balance the span in such a way that it will not crack, deform, or be subject to skew or shift while pulling the span onto the receiving slipways.
The problem is solved due to the proposed sequence and combination of works in the proposed method, namely:
1. Jack up the span 1 with hydraulic jacks installed under the lower chord of the beams (not shown).
2. Install channels 5 with a tight fit to beam 4.
3. Install a metal crossbeam 6 to strengthen the long structure of the span 1.
4. The traverse 6 is combined with the channels 5 by means of a tie with vertical rods 14 and the use of welding.
5. A pylon 7 is installed on a reinforced prefabricated structure 11, consisting of beams 4, pulled together by a traverse 6 and channels 5.
6. The cables 8 are suspended, after which they are tensioned, thereby strengthening the prefabricated structure 11.
7. Replace the supporting parts 9, for example blocks, with a movable device 10, for example rollers 15 or fluoroplastic gaskets 16.
8. The span 1 is pulled onto the receiving slipways 12 installed on the bank 13.
9. The span 1 is dismantled.
Industrial applicability lies in the fact that to implement the proposed method, well-known equipment is used, which is used in various fields and does not require additional manufacturing or modification.
All of the above indicates the solution to the problem, namely:
List of positions
1. Superstructure
2. Byte system
3. Bottom belt
5. Channel
6. Traverse
9. Support part
10. Mobile device
11. Prefabricated structure
12. Receiving slips
14. Vertical thrust
16. PTFE gasket
1. A method for dismantling a beam reinforced concrete bridge span using a cable-stayed system, including installing hydraulic jacks under the lower chord for jacking and placing receiving slipways on the shore, characterized in that after installing the hydraulic jacks and jacking, channels are installed under the lower chord of the beams, then installed a metal traverse, after which the traverse is combined with the channels, then a pylon is built on the traverse, then the cables are suspended and tensioned, after that the supporting parts of the beams are replaced with a movable device, after which the span along with the formed prefabricated structure is pulled out onto the stocks and the span is dismantled.
2. The method according to claim 1, characterized in that the channels under the lower chord of the beams are installed in the longitudinal direction.
3. The method according to claim 1, characterized in that the traverse is installed along the entire span of the bridge to be dismantled.
4. The method according to claim 1, characterized in that the traverse and channels are combined by means of vertical rods, followed by welding to each other.
5. The method according to claim 1, characterized in that the pylon is constructed, for example, in the middle of the span.
6. The method according to claim 1, characterized in that rollers are used as a moving device.
7. The method according to claim 1, characterized in that fluoroplastic gaskets are used as a movable device.
Similar patents:
The invention relates to the field of aerohydrodynamics of bluff structures and concerns the issue of transverse vibrations of bridge spans caused by wind influence, solves the problem of reducing vibrations of a bridge superstructure caused by wind while reducing material consumption.
The invention relates to bridge construction, namely to a method for dismantling a bridge superstructure using a cable-stayed system. The method for dismantling a bridge superstructure using a cable-stayed system includes: preliminary construction on the lower chord in the sidewalk area of the superstructure of an H-shaped pylon similar to a self-erecting tower crane and exceeding the height of the superstructure, suspending the superstructure with cables and tightening the cables, dismantling part of the shore supports to the level span structure and installation of a foreback on one side of the span, and on the other side, installation of a rolling out device, then jacking up the span and installing it on rollers, after which rolling out the entire span ashore onto pre-prepared stocks and subsequent dismantling of the span. The invention makes it possible to perform dismantling without additional devices, to free up the water area as quickly as possible short time, dismantle the bridge on the shore in less time without using additional equipment. 5 salary f-ly, 6 ill.
The method of dismantling the emergency beam of a bridge span consists of: cutting the emergency beam into individual beam elements, then installing support cross-beams, resting them through the support elements on two adjacent beams, after which the sub-cross-beams are mounted, then drilling sling holes in the horizontal slab of the emergency beam , then the support traverses are combined with the beam elements and sub-traverses using rods through the sling holes, after which the rods are pulled and the beam elements are lifted, then the beam elements are transported to the place where the traverses are dismantled, after which the traverses are dismantled and the beam elements are transported to the disposal site. The emergency beam is cut into individual beam elements using a diamond tool. All work is carried out locally, without interfering with the operation of the area unaffected by the repair. The installation location of the supporting traverses and sub-traverses on each beam element is determined by calculation. The beam elements are lifted using cranes of appropriate lifting capacity. 2 salary f-ly, 2 ill.
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The method of constructing bridges and elevated railways is to suspend the bridge superstructure using a universal self-centering system, which is located perpendicular to the bridge superstructure. The self-centering system contains an internal and external base, on which groups of internal and external rollers of at least 3 are placed on each base with the possibility of rotation relative to the axes, and the number of internal and external rollers is the same, the internal and external rollers are connected to each other by a closed cable, belt or chain, Moreover, when a cable, belt or chain moves along its axis, all rollers rotate at the same speed, the direction of rotation of the inner rollers is opposite to the direction of rotation of the outer rollers. The outer base encloses the inner base. 6 ill.
The invention relates to the field of construction and can be used in the construction of bridges over mountain rivers when covering large spans. The technical result is the reliability of the bridge structure with an increased length of the covered span and low material consumption due to an increase in its load-bearing capacity. A bridge with cantilever supports includes a span with cantilevers and cantilever supports. The consoles are located on crossbars mounted on cantilever supports constructed on the shore, each of which is made in the form of a rectangular braced triangular truss with posts. The right angle of the truss faces the crossbars, and the lower belt, directed from the bank to the middle of the river, together with the central rack of the truss, is rigidly fixed in the foundation slab and connected by a horizontal rod to the buried slab. The central post at the top is connected to an inclined post fixed in a recessed slab. 1 ill.
The invention relates to bridge construction, namely to a method and device for dismantling bridges. The method of dismantling a beam reinforced concrete bridge superstructure using a cable-stayed system makes it possible to quickly remove the superstructure from its location and the possibility of dismantling the superstructure on the shore due to the fact that hydraulic jacks are installed under the lower chord for jacking, after which channels are installed under the lower chord of the beams, then a metal traverse is installed, after which the traverse is combined with the channels, then a pylon is built on the traverse, then the cables are suspended and tensioned, after that the supporting parts of the beams are replaced with a movable device, after which the span along with the formed prefabricated structure is pulled out onto receiving stocks placed on shore, and the span is being dismantled. Channels under the lower chord of the beams are installed in the longitudinal direction. The traverse is installed along the entire span of the bridge to be dismantled. The traverse and channels are combined by means of vertical rods followed by welding to each other. A pylon is built, for example, in the middle of a span. Rollers or fluoroplastic pads are used as a moving device. The invention makes it possible to increase the efficiency of dismantling due to the fastest possible removal of the superstructure from its location and the possibility of its disassembly on the shore. 6 salary f-ly, 5 ill.
Structures must be as strong and reliable as possible, therefore, after the end of the operational period, they are subject to reconstruction or dismantling, depending on the degree of wear. Otherwise, it is fraught with car accidents, accidents, accidents. Violations of integrity are influenced by many factors - the geo-meteorological influence of nature (precipitation, seismic activity, ground movement), the degree of traffic intensity of heavy vehicles.
The company carries out a range of dismantling works to demolish bridges, overpasses and overpasses in Moscow and the region. We use our own special machinery and equipment, which reduces the overall cost of work. We cooperate with road construction companies and large contractors.
Demolition methods
There are 3 types of work. Their choice is based on factors such as the size of the structure, type of structure, and road surface material. An important role in the work is played by the physical condition and characteristics of the deformation, and the availability of detour routes. The conditions of transport movement are also taken into account - whether the structure is partially used or completely blocked. A mandatory condition is the provision of a bypass route.
- Explosive - the technique is used only in cases where there are no conditions for causing harm to people and environment. For example, if a structure is located in the very center of the city, then it is prohibited to blow it up. The explosive method is used for monolithic bridge structures.
- Manual - the method involves manual disassembly. This is only possible with prefabricated types of structures. Each element is analyzed segmentally. For this purpose they use various instruments, laser cutting and other specialized equipment.
- Mechanized - special equipment is used (rigging and jacking systems, cranes, barge platforms).
Specifics of work on various types of structures
Depending on the type, different dismantling methods and special equipment are used. Steel structures are dismantled piece by piece. For this purpose they are used cranes, hydraulic jacks and similar equipment, scaffolding and additional supports are installed. Initially, specialists check the points of load perception, after which they remove secondary elements.
Reinforced concrete structures are destroyed using a cantilever-beam crane. If they have small sizes and are located above the river, the cranes move along the locomotive, for which a rail system from 2 banks is pre-installed. If the structure is laid across a wide river or has many spans, a barge or transverse move is used. Lifting beams, prefabricated towers, and hydraulic jacks must be installed under the dismantled span. Concrete foundations are neutralized using demolition excavators, hydraulic shears and hammers.
The wooden assembly is disassembled using a dismountable method or using rope winches. If you need to remove a temporary structure, it can be disassembled easily, since it is initially manufactured in such a way that it can be easily disassembled and reassembled.
Structures that pass through bodies of water deserve special attention, because here specialists are required to comply with additional requirements. First of all, the penetration of construction waste into the water is prevented. For this purpose, diamond cutting is used, which is recommended for the demolition of reinforced concrete, concrete and monolithic structures. The connecting elements are disassembled using the reverse method. The data is indicated in the bridge construction project. Be sure to follow the order in which the fasteners are removed. When disassembling elements containing concrete mixture and if there is a railway or river track under the bridge, it is necessary to block the movement of vehicles. In this case, the rails and sleepers are covered with protective boxes.
To order a service from us, call the company’s managers at the numbers provided or leave a request on the website. We can calculate the cost of dismantling in advance, prepare all documentation and answer your questions. And our specialists will fulfill the order with high quality.
In 1964, a bridge across the Don River in the city of Aksai was put into operation. The city of Aksai is located in the suburbs of Rostov-on-Don, on the steep right bank of the Don, at the confluence of the Aksai River, which is a branch of the Don (Fig. 1).
The bridge crossing is located at km 1061+570 of the 1st category motorway M-4 "Don" Moscow - Voronezh - Rostov - on - Don - Krasnodar - Novorossiysk.
The bridge was built in the period from 1958 to 1964 according to the design of the Tbilisi branch of Soyuzdorproekt for loads N - 18 and NK - 80. The fundamental design document “Rules and indications for the design of reinforced concrete, metal, concrete and stone artificial structures on highways”, edition 1948 G.
The design of the span structure was developed by the Proektstalkonstruktsiya Institute. The project for the installation of the bridge superstructure was developed by the Prometallkonstruktsiya Institute in Moscow.
The bridge crossing design has five spans covered by a continuous steel-reinforced concrete span according to the scheme 65.59 + 126.0 + 147.0 + 126.0 + 65.59 m. The total length of the structure is 545.83 m (Fig. 2). The width of the bridge between the railings is 10.02 m. The main beams are welded with bolted mounting joints.
In span 1-2 there are two main tracks of the electrified railway and one dead-end track. (Figure 3).
Bridge span 3-4 is navigable with heavy traffic. The shipping lane in the area of the bridge belongs to the seaport of Taganrog.
The underbridge clearance from the water surface is 19.8 - 21.5 m, from the rail head 13.5 m.
During operation, repeated inspections and tests of the span structure were carried out. The last survey at the pre-design stage of reconstruction was carried out in 2007 by MGUPS (MIIT), which provided a detailed description of the main results of previous surveys, basic information about the operation of the structure and repair activities that were carried out during the operation period.
The occurrence of significant defects during operation in the elements of a structure is associated with two circumstances: with overloading of the span with constant loads from excess layers of road pavement; movement of support No. 1, which is caused by landslide phenomena on the slope of the right bank of the Don River.
During the construction of the bridge crossing from 1958 to 1964, work was carried out that introduced many uncertainties into the general stress-strain state of the structure and sharply complicated the assessment of the technical condition of the bridge. At the final design stage, the size of the roadway was increased from G-7.0 to G-8.0 without changing the design solutions of the main metal structures. In order to improve the longitudinal profile, an additional layer of concrete of varying thickness was laid at the supports in the 147 m span, as well as in the outer spans. The longitudinal profile of the upper chords of the main beams and the roadway slab was corrected during the construction period by laying an additional layer of concrete and asphalt concrete on the roadway slab in places of “dips”. For this purpose, a layer of variable thickness with a total volume of about 170 m3 was added in spans 1-2, 3-4, 4-5.
In the course of repeated studies and measurements of the stress-strain state of steel beams, it was determined that in sections above supports 3, 4 and 5, the stresses in the upper chords of the beams exceeded the calculated ones. The magnitude of overvoltage, approximately, reaches 15 – 20% (data from VISI, TsNIIS, IES Paton Institute).
In 2010, the RTF Mostootryad-10 carried out work to eliminate the emergency situation at the bridge crossing, the work consisted of the following:
— trimming the ends of the metal structures of the span, the ends of the spans were rested against the cabinet wall;
— lifting the span with adjusting the position of the supporting parts on support No. 1;
— installation of supporting structures under the sidewalk blocks in the navigable part of the bridge in order to keep them from spontaneous collapse. The supporting consoles of the sidewalk blocks were in disrepair; the blocks were held in place by railings and support against each other.
Based on the report of the Moscow State University of Transport and Communications (MIIT), a decision was made to dismantle the bridge crossing.
The span structure is steel-reinforced concrete beam-continuous. In cross section, the span consists of four main beams of I-section of variable height. The distance between the main beams is 2.4+3.0+2.4.
The material of the main beams and jack beams is 10G2SD, ties and other elements are made of St3. Welding of elements made of low-alloy steel was carried out automatically, installation connections were made on rivets with a diameter of 23 mm from steel 2, 26 mm from steel NL-1.
The main beams are interconnected by a prefabricated monolithic reinforced concrete slab of the roadway, longitudinal (beams 1 and 2, 3 and 4 in pairs) and transverse links. The main beams in the end spans at the outer supports have a height of 2.5 m. In the rest of the outer spans, the height of the beams gradually increases and on the supports reaches 4.6 m. In the middle part of the three main spans, the height of the beams is 2.5 m. On the supports of the middle span, the height of the beams 6.549 m (Fig. 4).
The steel main beams above supports 2, 3, 4 and 5 are prestressed at the level of the upper chords with bundles of high-strength wires. Tensile strength of wires R=17000 kgf/cm2. Bundles of high-strength wire are made in the form of cables of three strands of seven 0.5 mm threads and three separate 0.5 mm wires. The tension of the beams was carried out with double-action jacks, after which the beams were secured using anchor plugs and blocks on special stops welded to the upper chords of the beams.
The length of the prestress zone above supports 2 and 5 is 51.5 m, and above supports 3 and 4 about 103.4 m.
The beams are monolithic when concreting the roadway slab.
The roadway slab consists of three types of precast concrete slabs. The thickness of the slab is 15 cm, made of concrete grade 350. The slabs are monolithic along the upper chords of the main beams with concrete grade 400. For joint work, the main beams are combined with reinforced concrete slabs using stops. The stops are made of sheet steel.
High-grade sidewalks are arranged along sidewalk blocks. The paving blocks are fastened to the protrusions in the prefabricated slabs and to the edges of the roadway slab consoles.
The main sequence for dismantling the bridge, proposed at stage “P”, was as follows (Fig. 5):
— The span structure in span 1-2 is being dismantled by the railway. by crane into the “window” of railway traffic, spans 4-5 and 5-6 are dismantled using a truck crane with a lifting capacity of 100 tons or more, in spans 2-3 and 3-4 by a floating crane. Dismantling of external lighting supports, barrier and railing fencing and sidewalk consoles, starting from the middle of the spans to the supports using a crane with removal by road transport;
— Removal of the asphalt concrete coating of the roadway, starting from the middle of the spans to the supports;
— Dismantling the protective layer and waterproofing, starting from the middle of the spans to the supports;
— Dismantling sections of the roadway slab in summer period with a crane, sawing them to size 3*3 m and then laying them wooden flooring made of timber for movement of equipment. Dismantling is carried out simultaneously in spans 2-3, 3-4, 4-5 from the middle of the span to supports 3, 4 and 5.
— Installation of temporary supports in spans 1-2 and 5-6;
— Dismantling the remaining part of the roadway slab. The beams are dismantled simultaneously with the dismantling of the superstructure blocks.
— Installation of temporary supporting supports at supports 3 and 4. Balanced dismantling using an MDK 63-1100 crane afloat, starting with opening the locking section in span 3-4.
— Dismantling of span 1-2 is carried out by the EDK-1000 crane, with the installation of a temporary support in the “windows” with the crane moving along different paths. The end block is dismantled by a truck crane from the approach.
The main reasons for rejecting the proposed option of dismantling the bridge spans at stage “P” were:
— poor development of the design institute for the method of carrying out work, absence at the “P” stage and failure to provide further calculations confirming the correctness of the decision;
— at stage “P” the general stress-strain state of the bridge span structures was not taken into account;
— the use of floating cranes when dismantling the span, which is difficult given the intensity of vessel traffic within the seaport water area;
— dismantling of railway span 1-2 with a crane when the main route of the Moscow-Rostov-on-Don-Adler direction is significantly loaded, as well as the absence at stage “P” of costs for the reconstruction of Russian Railways communications when working with the EDK-1000 crane.
Fig. 5. General sequence of dismantling the bridge crossing at stage “P”.
The basic scheme for dismantling spans at stage “P” is as follows (Fig. 6):
— dismantling in spans 4-6 is carried out by a self-propelled jib crane with the installation of temporary supports to support the span in the cutting areas. Temporary supports on a natural foundation are made from inventory structures MIK - S and MIK - P.
— dismantling in spans 2-4 is carried out from the locking section in span 3-4 (the middle of the span is 147 m) in both directions to supports 2 and 4 by UMK-2 cranes installed and moving along knurled paths on the haunches of the upper chords of the span beams along the beams 1 and 4. The dismantled structures are lowered onto the floating system and moved to the pier for unloading.
— dismantling in span 1-2 is carried out by two cranes, from the locking section towards support 2 with a DEK 321 crane installed on the site in the area of support 2 and from the locking section towards support No. 1 with a Liebherr LTM1100 jib truck crane installed on the roadway of the span. To dismantle span 1-2, temporary supports from the MIK-S and MIK-P structures are installed in span 1-2 and 2-3. The outermost block to support 1 is dismantled by a truck crane from the approach.
Dismantling at all stages is carried out one beam at a time in the following sequence: first, the two outer beams are dismantled in turn, then the two middle ones. The order of dismantling the outer and middle beams is assigned in the PPR for the convenience of working with a crane and floating system.
Previously, along the length of the block, work is carried out to dismantle the longitudinal and transverse links, install temporary railings along the upper chords of all beams, and suspend all sets of rigging and scaffolding for cutting.
Fig. 6. Accepted scheme for dismantling the bridge crossing at stage “P”.
For acceptance final decision to dismantle the bridge superstructures and analyze the state of the superstructure structures, at each stage of disassembly, JSC Research and Design Institute IMIDIS, under an agreement with JSC Giprotransmost, monitored the stress-strain state of the structures.
Main stages of work:
— determination of the initial stress in metal structures of steel beams;
— carrying out static tests;
— installation of a monitoring system and generation of zero reports;
— monitoring and recording data into the database.
The monitoring report was available continuously via the Internet through the KIS-control program “IMIDIS”.
During the work process, on a daily basis, the RTF “MO-10” engineer transferred to the design institute a scheme for conducting work on dismantling the elements of the bridge crossing. The design institute compared monitoring readings and results during the work process, on the basis of which adjustments were made in the scheme for dismantling the roadway slab and haunches, i.e. adjustment of the constant load located on the span at the stages of beginning dismantling of the m.k. span structure and subsequent stages.
Dismantling of the roadway and bridge deck is basically no different from stage “P”. At the first stage, the asphalt concrete covering is dismantled at a distance of 20 meters in the middle of the spans, then the barrier fencing along the entire length of the bridge is dismantled. Next, the remaining asphalt concrete coating is cut off with a cutter weighing no more than 35 tons in strips of 2 m each and the protective layer, waterproofing, and leveling layer are dismantled in strips of 2 m each with a span lagging behind the cutter (Fig. 7).
Fig. 7. Dismantling of the roadway and bridge deck at stage “P”.
The dismantling of paving blocks was carried out from the middle of span 3-4 in both directions from the upstream and downstream sides simultaneously. Dismantling in the shipping bay was carried out during breaks in vessel traffic, in communication with the port dispatcher, and in bay 1-2 through a blind “window” with voltage relief in the overhead network. In view of emergency condition supporting consoles of the roadway slab, on which the sidewalk block is installed at one edge, for safety during the period of work, scaffolding was made from individual metal and IPRS elements (Fig. 8).
Fig. 8. Dismantling of sidewalk blocks. SVSiU for dismantling paving blocks.
The order of dismantling was as follows: supporting scaffolding was brought under the dismantled blocks, then the block was wedged onto the supporting consoles, only after that the railing along the length of the dismantled block was dismantled, sling holes were installed, the block was slung, the block was cut off from the mortgage, the block was dismantled by crane with loading onto the dump truck and installation of temporary railings. Further, by analogy, moving scaffolding, etc.
Dismantling of the roadway slab and haunches was carried out in accordance with the sequence developed by JSC Giprotransmost; this sequence, first of all, took into account the stress-strain state of the bridge span structures, as well as the adopted technology for dismantling the spans (Fig. 9).
Fig. 9. Dismantling the roadway slab. Performing longitudinal cutting of a slab section using a HILTI hydraulic wall saw.
To carry out the work of cutting and dismantling the slabs, supporting structures installed on the top of the slab were manufactured and applied in parallel.
The order of work to dismantle the slabs is as follows:
— drilling holes for installing supporting structures;
— installation of supporting structures;
- cutting the slab along the haunch circular saws, from seam to seam of a prefabricated monolithic slab 2.62 m; — dismantling the slab with a crane; — installation of flooring instead of the dismantled slab. The work was carried out simultaneously at several points and spans.
The dismantling of the haunches was carried out with jackhammers, non-explosive mixture of non-explosive mixtures, concrete breakers, etc.
Given the least complexity and least volume preparatory work in comparison with the channel spans and span 1-2, as well as the decision to change the method of installing the metal structures of the span using the method of conveyor-rear assembly and sliding from support No. 6, first of all, the dismantling of floodplain spans 5-6 and 4-5 was carried out. Dismantling was carried out using a crawler-mounted jib crane Liebherr LR 1130 with a lifting capacity of 130 tons. Dismantling was carried out along the same plane of beams with haunches and with dismantled haunches. Preparatory work included the dismantling of longitudinal and transverse braces, installation of slinging devices and temporary bracing of beams. During dismantling, special attention had to be paid to securing the fourth beam in order of dismantling. The dismantling of the third and fourth beams in order of dismantling was planned with the least possible interruption and constant monitoring of wind control according to the forecast and directly with an anemometer on site.
The section of span 4-5 from support 4 to temporary support BO1 was dismantled last, since its dismantling was linked to the dismantling of span 3-4 with the UMK crane, the span was a load for part of span 3-4, and was also used for parking (during the dismantling of the latter block), moving and dismantling the UMK crane.
The dismantling of the channel spans was carried out using the UMK-2 crane installed on the haunches of the upper chord of the outer beams of the span. Crane stands were selected mainly based on the weight of the dismantled element and the vertical stiffener of the span for attaching the crane. Before the start of work on dismantling the central block in span 3-4, work was carried out to install two temporary supports, in span 2-3 on driven pipes and piles and two temporary supports in span 4-5 on a natural foundation. Temporary supports are made of bridge inventory structures MiK - S and MiK - P. In span 2-3, temporary supports are connected to each other by a spacer in the upper level and with support No. 3 at the level of the support runner No. 3.
Before the start of work on cutting the joint section in span 3-4, work was completed at all previous stages, in accordance with the general sequence of work:
— dismantling the roadway and sidewalk blocks;
— sub-blade of temporary supports in spans 2-3 and 3-4;
Dismantling at a distance of 75 m of the roadway slab in span 3-4;
— dismantling of haunches in span 3-4 on a section of 40 m in span 3-4;
— installation of two UMK-2 cranes and their installation above supports 3 and 4;
— wedge of the movable supporting part on support 3.
Immediately before the work began, the following was completed:
— installation of a frame with lifting cradles for cutting sections;
— dismantling longitudinal and transverse connections at the cutting site;
— the order of cuts has been marked.
To carry out work on cutting spans, façade lifts were purchased. The main criterion for choosing facade lifts is the significantly varying height of the vertical wall of the beams from 2.5 to 7 meters. Four façade lifts installed on a common frame moved along the rolling tracks of the UMK crane (Fig. 10).
Fig. 10. Cutting the span using façade lifts.
The cutting of the interlocking section of the span was carried out simultaneously along all four beams in accordance with the diagram issued by the design institute. According to the designers’ calculations, the span should, after opening, remain close to its existing position or move upward by an insignificant amount, which was confirmed by monitoring data from the IMIDIS Institute.
After cutting the lock section, the central blocks of span 3-4 were dismantled by two UMK cranes during breaks in vessel traffic. One crane carried out dismantling towards support No. 3 and further to support No. 2, the other towards support No. 4. To reduce the duration of the “windows”, a significant amount of preparatory work was carried out:
— installation and unfastening of UMK cranes; — dismantling longitudinal and transverse connections; — installation or relocation of the frame with facade lifts;
— installation of scaffolding for slinging along all beams;
— installation of rigging along all beams;
— installation of safety linings and cutting of beams of the superstructure.
In the process of installing the “windows,” the beams were directly slinged, the safety pads were dismantled, and the dismantled beam was lowered onto the barge.
Equipment used for cutting: high-strength cutter type NORD-S and air plasma cutting installation UVPR2001 with plasma torches PRV 301 and VPR 405.
The cutting sequence proposed by the institute is as follows: creating longitudinal cuts with a pitch of 100 mm at a distance of 400 mm from bottom to top, then cutting across the joint from bottom to top with opening along the upper chord.
Before the start and during the work, changes were made to the cutting order due to technology, placing the scaffolding on one side (window cutout) and reducing the volume of striping of the vertical wall in the zone of zero moments (window cutout along the vertical wall). Applying a transverse cut with a strip 5-7 cm wide and final opening at the bottom of the wall (Fig. 11).
Rice. 11. The final section of the lock cut.
Fig. 12. Dismantling of central “lock” blocks using UMK-2 derrick cranes in channel span 3-4
When making a decision on the method of dismantling spans 1-2, we considered various options(use of crane EDK 1000, KShK, installation of a jib crane with a lifting capacity of 130-200 tons at support 2, etc.). The implemented option involves dismantling the beams with two cranes from the lock section in different directions (Fig. 13, Fig. 14). The main stages of the work were as follows:
— installation of three temporary supports;
— jacking up the span on temporary support 2, creating the necessary force;
— installation of counterweights above temporary support 3
; — opening of the locking section in span 1-2; — dismantling of beams with work performed by analogy with spans 2-4.
The main difficulty in performing the work was the possibility of providing “windows” in railway traffic. transport, duration from 45 to 90 minutes including the work of ECHK and IF.
The cutting of the joint section was carried out by analogy with span 3-4, with the exception of changes in the design of the scaffolding due to the presence of the railway. and the order of the cut associated with the predicted downward movement of the span.
Fig. 13. Dismantling of the bridge span in span 1-2 using the DEK-321 crane, in the railway right-of-way.
Fig. 14. Dismantling of the bridge span in span 1-2 using the LIEBHERR LTM-1100 crane.
Development and implementation of work on dismantling a bridge crossing using various methods carrying out work with maximum precision, in short time, near the existing bridge crossing, became possible thanks to the coordinated work of engineers, employees of the RTF Mostootryad-10, as well as specialists from Giprotransmost OJSC and the IMIDIS Institute.
It’s not every day that bridges are dismantled in Kyiv, especially entirely. Of course, it was impossible to miss such a spectacle, especially since the dismantling was carried out by a rather rare railway crane. And to make it more clear how they use one large piece of iron to drag another large piece of iron, we filmed a short time-lapse for you. This is where today’s story will begin, and under the cut there is a detailed description of the process.
U railway station Darnitsa, at the point where the tracks to Petrovka and Vydubychi diverge, there is an additional line passing over the tracks that go towards the Darnitsky bridge. The thread is needed to reduce the number of “cutting” routes, i.e. to reduce the need to cross oncoming flows in different directions.
1. The additional thread passes, or rather, passed, through a completely ordinary single-span bridge.
2. He lived his usual life calmly until the second Darnitsky Bridge was built and it turned out that there was not enough space under our bridge to lay an additional path. The fact is that both Darnitsa bridges have a total of 4 tracks, and closer to the Darnitsa station there are actually only 3 of them and there is nowhere to add another one yet.
In fact, this was not a surprise and the reconstruction of the neck of the Darnitsa station was planned since the design of the new Darnitsky bridge. True, according to the original plans, the restructuring was supposed to be more comprehensive, but in what future this will happen is unknown, and for now it was decided to limit ourselves to only eliminating the main bottleneck and building the missing path to the Darnitsky Bridge.
3. Therefore, it was decided to dismantle the hero of our report, which was only 33 m long, and instead build a new bridge 55 m long. Before dismantling the bridge, the rail and sleeper grid and the contact network were dismantled in advance. 
4. The old bridge turned out to be from the old school, when such structures were connected with rivets, and not bolts, as now. However, I do not know the exact years of its construction. 
5. Near the old bridge, work has been underway to build a new one for several months now. As soon as traffic across the bridge was closed, a recess was immediately made in the old embankment for the construction of piles under the abutment of the new bridge. 
6. A new path to the Darnitsky Bridge will be built directly below the shooting point. 
Bridge dismantling can be done in different ways. The specific method is chosen individually and depends on many reasons. Since in our case the bridge is located over the intensively used tracks of the Nezhinsky + Yagotynsky directions, one of the main conditions for its dismantling is a minimum interruption in train traffic. Given the size and weight of the bridge (110 tons), it was decided to remove it completely and dismantle it on the ground in another place. For such an operation, a GEPC-130 cantilever railway crane with a lifting capacity of 130 tons was used. Only 6 such cranes were built in the USSR, one of them is located in Ukraine.
7. As the name suggests, the crane is made in the form of two huge consoles that can slightly swing up and down. 
8. The boxcar contains a power plant that powers the crane. The crane itself is not self-propelled and a diesel shunting locomotive is used to move it. 
9. The consoles are connected to the main (central) beam, which in turn is installed on two eight-axle platforms. In the center is the control cabin. Along with the crane, there are four more platforms, reminiscent of ordinary ones - they contain equipment for mounting the crane, and also transport consoles, which are disconnected from the central beam in the transport position. 
10. A sling beam is suspended under each shoulder. A load is attached to one of them, and a suspended counterweight weighing 43 tons is attached to the other. On top of the console sits another sliding counterweight weighing 63 tons (you can see it in this photo right above the sling beam), which can move from one arm of the crane to another. While the crane is not loaded by the bridge, this counterweight compensates for the weight of the suspended counterweight located on the opposite side. After slinging the load, the sliding counterweight will be moved to the opposite arm of the crane. 
11. The crane looks like it’s getting ready to eat the bridge :) 
12. Slinging cables: 
13. Slinging of the bridge can begin only after traffic has been completely blocked and voltage has been removed from the contact network under the bridge. A 3-hour window was allocated for dismantling that day. Until the window starts and movement continues, a trolley with a tower appears on one of the tracks and partial dismantling of the contact network begins. 
14. The contact network is suspended directly from the bridge, so it must be dismantled before the main work begins, and then promptly suspended in a new place. 
15.
16.
17. Traffic on adjacent tracks does not stop yet: 
18. contact network You can’t just remove it from the mounting points, because... it is in a loaded state, therefore, before rehanging, the ends of the cables are tightened using a pulley: 
19.
20. The beginning of the window is getting closer: a second tower appears and another path is closed to traffic. 
21.
22. Everything that can be removed is removed. The traffic light that was on the bridge has also been dismantled and must be installed in a new location within the allocated window. 
23. The guys who will dismantle the bridge, while waiting for the window: 
24. Finally, all the tracks are blocked: the contacts speed up as much as possible so as not to interfere with the dismantling of the bridge, and a flurry of slinging activity begins at the top. 
25. The crane is driven inside the bridge truss: 
26. And they fix it with boots until the bridge is raised to the required height so that it can be moved to the side. 
27. Chopped abutment and bridge: 
28.
29. The sling beam is lowered down and slinging begins. 
30. But the cable is heavy, you won’t be able to pull it alone. 
31.
32.
33. In the meantime, a new crossbar was delivered, on which a traffic light should be installed, and later a contact network would be attached to it. 
34. The crossbar, in turn, still needs to be placed on pre-installed pillars. 
35.
36. The traffic light is sent to a new location: 
37. But let's return to our bridge. 
38. Slinging is complete, the beam is lifted up and the crane is now under load, preparing to tear the bridge away from the abutments: 
39. Before lifting, the sliding counterweight, rattling and creaking, moves to the opposite arm of the crane: 
40. The strangers were kicked out from under the bridge and from the bridge and everyone froze in anticipation of the start of the main action. 
41. Kontachi are located in the best spectator places: 
42. With a crash and groaning, as if in protest, the bridge begins to tear away from the supports: 
43. There was an advantage at one of the corners and the bridge tilted quite well to one side: 
44.
45. Just a little more and you can take it away:
46. Op! The crane and bridge begin to slowly move forward: 
47.
48. Some kind of surreal thing. 
49. …
50. I never thought that such a picture was even possible:) 
51. The bridge is being transported half a kilometer to the side, where a place has been prepared for dismantling along the straight section of the track. 
52. Before lowering it, you also need to place rails under the bridge, along which it will later be moved to the side by jacks. 
53. Almost finish: 
54. The bridge has already been moved to the side to make way for technological transport, but in my opinion they have not yet begun to dismantle it. 
P.S. Thanks to NAN LLC and the administration of the South-Western Railway for organizing the shooting.