【0179】9[畢業(yè)設(shè)計(jì)]某住宅樓工程畢業(yè)設(shè)計(jì)（清單）

【0179】9[畢業(yè)設(shè)計(jì)]某住宅樓工程畢業(yè)設(shè)計(jì)（清單）,0179,畢業(yè)設(shè)計(jì),住宅樓,工程,清單 一五三醫(yī)院車隊(duì)車庫(kù)、綜合樓工程網(wǎng)絡(luò)進(jìn)度計(jì)劃 6 安裝工程調(diào)試 10天 6月9日 5月31日 4月30日 說(shuō)明： 為關(guān)鍵線路 為虛工作?？偣て跒?15日歷天。 勞動(dòng)力動(dòng)態(tài)曲線圖 勞動(dòng)力動(dòng)態(tài)曲線圖 勞動(dòng)力動(dòng)態(tài)曲線圖 50人 180人 130人 110人 200 150 人數(shù) 100 50 70人 - 25天 開工日期：2001年2月15日 基礎(chǔ)工程 1 2月28日 2月 15日 3月31日 30天 外裝修工程 竣工日期：2001年6月9日 7 室外散水臺(tái)階及竣工驗(yàn)收 40天 內(nèi)裝修工程 20天 10天 30天 水電暖衛(wèi)安裝工程 9 5 4 3 2 屋面工程 主體工程 一五三醫(yī)院門面房工程網(wǎng)絡(luò)進(jìn)度計(jì)劃 教 學(xué) 樓 施 工 網(wǎng) 絡(luò) 計(jì) 劃 說(shuō)明： 1、本工程開工時(shí)間為2003.8.5 竣工時(shí)間 2004.7.15 五層梁板 柱2、2003年施工期截止到2003.10.15 屋面防水保溫 4 3、2004.4.1復(fù)工至2004.7.15交付使用 四層梁板 柱1 四層梁板 柱24、水、暖、電工程配管予留洞孔等工作配合土建穿插進(jìn)行 3 3 5、本工程有效工期176天 三層梁板 柱1 三層梁板 柱2 3 3 二層梁板 柱1 二層梁板 柱2 二層砌1 3 3 4 一層梁板 柱1 一層梁板 柱2 一層砌1 一 層砌2 3 3 4 4 填1 填2 4 4 基礎(chǔ)1 基礎(chǔ)2 20 20 0 0 施工準(zhǔn)備 挖1 挖2 5 3 31 2 5 3 4 7 8 1 0 1 3 1 4 2 3 1 6 1 7 1 9 2 1 2 2 2 6 2 4 2 4 1 3 45 638 1 963 21 9637 1 9 室外裝飾 室外臺(tái)階 45 10 五層玻璃 五層燈具 安裝五層砌1 五層門窗1 五層抹灰 五層地面 油漆 20 2 2 6 4 4 7 四層玻璃 四層燈具 安裝四層砌1 四層砌2 四層門窗1 四層門窗2 四層抹灰 四層地面 油漆 收尾交工 176 176 4 4 7 7 8 4 10 25 三層玻璃 三層燈具 安裝三層砌1 三層砌2 三層門窗1 三層門窗2 三層抹灰 三層地面 油漆 2 2 7 7 8 4 10 25 二層玻璃 二層燈具 安裝二層砌2 二層門窗1 二層門窗2 二層抹灰 二層地面 油漆 4 7 7 8 10 10 25 一層玻璃 一層燈具 安裝一層門窗1 一層門窗2 一層抹灰 一層地面 油漆 3 3 8 4 10 15 給水、排水及采暖 2 8 3 1 3 7 4 7 3 3 6 4 6 3 6 42 9 3 3 3 8 4 8 6 45 5 3 3 6 4 6 3 6 45 4 3 4 9 5 6 6 43 3 3 6 4 6 3 6 44 5 5 1 0 6 3 3 6 35 0 5 2 6 3 6 47 1 7 6 6 48 0 6 48 5 6 35 8 1 6 47 5 6 47 8 6 49 9 4 6 3 0 3 6 6 49 6 47 3 6 47 7 6 42 6 48 6 47 2 6 45 3 6 41 6 47 6 47 0 8 2 屋面防水保溫 Bridge research in Europe A brief outline is given of the development of the European Union, together with the research platform in Europe. The special case of post-tensioned bridges in the UK is discussed. In order to illustrate the type of European research being undertaken, an example is given from the University of Edinburgh portfolio: relating to the identification of voids in post-tensioned concrete bridges using digital impulse radar. Introduction The challenge in any research arena is to harness the findings of different research groups to identify a coherent mass of data, which enables research and practice to be better focused. A particular challenge exists with respect to Europe where language barriers are inevitably very significant. The European Community was formed in the 1960s based upon a political will within continental Europe to avoid the European civil wars, which developed into World War 2 from 1939 to 1945. The strong political motivation formed the original community of which Britain was not a member. Many of the continental countries saw Britain’s interest as being purely economic. The 1970s saw Britain joining what was then the European Economic Community (EEC) and the 1990s has seen the widening of the community to a European Union, EU, with certain political goals together with the objective of a common European currency. Notwithstanding these financial and political developments, civil engineering and bridge engineering in particular have found great difficulty in forming any kind of common thread. Indeed the educational systems for University training are quite different between Britain and the European continental countries. The formation of the EU funding schemes —e.g. Socrates, Brite Euram and other programs have helped significantly. The Socrates scheme is based upon the exchange of students between Universities in different member states. The Brite Euram scheme has involved technical research grants given to consortia of academics and industrial partners within a number of the states— a Brite Euram bid would normally be led by an industrialist. In terms of dissemination of knowledge, two quite different strands appear to have emerged. The UK and the USA have concentrated primarily upon disseminating basic research in refereed journal publications: ASCE, ICE and other journals. Whereas the continental Europeans have frequently disseminated basic research at conferences where the circulation of the proceedings is restricted. Additionally, language barriers have proved to be very difficult to break down. In countries where English is a strong second language there has been enthusiastic participation in international conferences based within continental Europe —e.g. Germany, Italy, Belgium, The Netherlands and Switzerland. However, countries where English is not a strong second language have been hesitant participants }—e.g. France. European research Examples of research relating to bridges in Europe can be divided into three types of structure: Masonry arch bridges Britain has the largest stock of masonry arch bridges. In certain regions of the UK up to 60% of the road bridges are historic stone masonry arch bridges originally constructed for horse drawn traffic. This is less common in other parts of Europe as many of these bridges were destroyed during World War 2. Concrete bridges A large stock of concrete bridges was constructed during the 1950s, 1960s and 1970s. At the time, these structures were seen as maintenance free. Europe also has a large number of post-tensioned concrete bridges with steel tendon ducts preventing radar inspection. This is a particular problem in France and the UK. Steel bridges Steel bridges went out of fashion in the UK due to their need for maintenance as perceived in the 1960s and 1970s. However, they have been used for long span and rail bridges, and they are now returning to fashion for motorway widening schemes in the UK. Research activity in Europe It gives an indication certain areas of expertise and work being undertaken in Europe, but is by no means exhaustive. In order to illustrate the type of European research being undertaken, an example is given from the University of Edinburgh portfolio. The example relates to the identification of voids in post-tensioned concrete bridges, using digital impulse radar. Post-tensioned concrete rail bridge analysis Ove Arup and Partners carried out an inspection and assessment of the superstructure of a 160 m long post-tensioned, segmental railway bridge in Manchester to determine its load-carrying capacity prior to a transfer of ownership, for use in the Metrolink light rail system.. Particular attention was paid to the integrity of its post-tensioned steel elements. Physical inspection, non-destructive radar testing and other exploratory methods were used to investigate for possible weaknesses in the bridge. Since the sudden collapse of Ynys-y-Gwas Bridge in Wales, UK in 1985, there has been concern about the long-term integrity of segmental, post-tensioned concrete bridges which may be prone to ‘brittle’ failure without warning. The corrosion protection of the post-tensioned steel cables, where they pass through joints between the segments, has been identified as a major factor affecting the long-term durability and consequent strength of this type of bridge. The identification of voids in grouted tendon ducts at vulnerable positions is recognized as an important step in the detection of such corrosion. Description of bridge General arrangement Besses o’ th’ Barn Bridge is a 160 m long, three span, segmental, post-tensioned concrete railway bridge built in 1969. The main span of 90 m crosses over both the M62 motorway and A665 Bury to Prestwick Road. Minimum headroom is 5.18 m from the A665 and the M62 is cleared by approx 12.5 m. The superstructure consists of a central hollow trapezoidal concrete box section 6.7 m high and 4 m wide. The majority of the south and central spans are constructed using 1.27 m long pre-cast concrete trapezoidal box units, post-tensioned together. This box section supports the in site concrete transverse cantilever slabs at bottom flange level, which carry the rail tracks and ballast. The center and south span sections are of post-tensioned construction. These post-tensioned sections have five types of pre-stressing: 1. Longitudinal tendons in grouted ducts within the top and bottom flanges. 2. Longitudinal internal draped tendons located alongside the webs. These are deflected at internal diaphragm positions and are encased in in site concrete. 3. Longitudinal macalloy bars in the transverse cantilever slabs in the central span . 4. Vertical macalloy bars in the 229 mm wide webs to enhance shear capacity. 5. Transverse macalloy bars through the bottom flange to support the transverse cantilever slabs. Segmental construction The pre-cast segmental system of construction used for the south and center span sections was an alternative method proposed by the contractor. Current thinking suggests that such a form of construction can lead to ‘brittle’ failure of the entire structure without warning due to corrosion of tendons across a construction joint，The original design concept had been for in site concrete construction. Inspection and assessment Inspection Inspection work was undertaken in a number of phases and was linked with the testing required for the structure. The initial inspections recorded a number of visible problems including: 1、 Defective waterproofing on the exposed surface of the top flange. 2、 Water trapped in the internal space of the hollow box with depths up to 300 mm. 3、 Various drainage problems at joints and abutments. 4、 Longitudinal cracking of the exposed soffit of the central span. 5、 Longitudinal cracking on sides of the top flange of the pre-stressed sections. 6、 Widespread sapling on some in site concrete surfaces with exposed rusting reinforcement. Assessment The subject of an earlier paper, the objectives of the assessment were: 1、 Estimate the present load-carrying capacity. 2、 Identify any structural deficiencies in the original design. 3、 Determine reasons for existing problems identified by the inspection. Conclusion to the inspection and assessment Following the inspection and the analytical assessment one major element of doubt still existed. This concerned the condition of the embedded pre-stressing wires, strands, cables or bars. For the purpose of structural analysis these elements、had been assumed to be sound. However, due to the very high forces involved,、a risk to the structure, caused by corrosion to these primary elements, was identified. The initial recommendations which completed the first phase of the assessment were: 1. Carry out detailed material testing to determine the condition of hidden structural elements, in particular the grouted post-tensioned steel cables. 2. Conduct concrete durability tests. 3. Undertake repairs to defective waterproofing and surface defects in concrete. Testing procedures Non-destructive radar testing During the first phase investigation at a joint between pre-cast deck segments the observation of a void in a post-tensioned cable duct gave rise to serious concern about corrosion and the integrity of the pre-stress. However, the extent of this problem was extremely difficult to determine. The bridge contains 93 joints with an average of 24 cables passing through each joint, i.e. there were approx. 2200 positions where investigations could be carried out. A typical section through such a joint is that the 24 draped tendons within the spine did not give rise to concern because these were protected by in site concrete poured without joints after the cables had been stressed. As it was clearly impractical to consider physically exposing all tendon/joint intersections, radar was used to investigate a large numbers of tendons and hence locate duct voids within a modest timescale. It was fortunate that the corrugated steel ducts around the tendons were discontinuous through the joints which allowed the radar to detect the tendons and voids. The problem, however, was still highly complex due to the high density of other steel elements which could interfere with the radar signals and the fact that the area of interest was at most 102 mm wide and embedded between 150 mm and 800 mm deep in thick concrete slabs. Trial radar investigations. Three companies were invited to visit the bridge and conduct a trial investigation. One company decided not to proceed. The remaining two were given 2 weeks to mobilize, test and report. Their results were then compared with physical explorations. To make the comparisons, observation holes were drilled vertically downwards into the ducts at a selection of 10 locations which included several where voids were predicted and several where the ducts were predicted to be fully grouted. A 25-mm diameter hole was required in order to facilitate use of the chosen horoscope. The results from the University of Edinburgh yielded an accuracy of around 60%. Main radar survey, horoscope verification of voids. Having completed a radar survey of the total structure, a baroscopic was then used to investigate all predicted voids and in more than 60% of cases this gave a clear confirmation of the radar findings. In several other cases some evidence of honeycombing in the in site stitch concrete above the duct was found. When viewing voids through the baroscopic, however, it proved impossible to determine their actual size or how far they extended along the tendon ducts although they only appeared to occupy less than the top 25% of the duct diameter. Most of these voids, in fact, were smaller than the diameter of the flexible baroscopic being used (approximately 9 mm) and were seen between the horizontal top surface of the grout and the curved upper limit of the duct. In a very few cases the tops of the pre-stressing strands were visible above the grout but no sign of any trapped water was seen. It was not possible, using the baroscopic, to see whether those cables were corroded. Digital radar testing The test method involved exciting the joints using radio frequency radar antenna: 1 GHz, 900 MHz and 500 MHz. The highest frequency gives the highest resolution but has shallow depth penetration in the concrete. The lowest frequency gives the greatest depth penetration but yields lower resolution. The data collected on the radar sweeps were recorded on a GSSI SIR System 10. This system involves radar pulsing and recording. The data from the antenna is transformed from an analogue signal to a digital signal using a 16-bit analogue digital converter giving a very high resolution for subsequent data processing. The data is displayed on site on a high-resolution color monitor. Following visual inspection it is then stored digitally on a 2.3-gigabyte tape for subsequent analysis and signal processing. The tape first of all records a ‘header’ noting the digital radar settings together with the trace number prior to recording the actual data. When the data is played back, one is able to clearly identify all the relevant settings —making for accurate and reliable data reproduction. At particular locations along the traces, the trace was marked using a marker switch on the recording unit or the antenna. All the digital records were subsequently downloaded at the University’s NDT laboratory on to a micro-computer.（The raw data prior to processing consumed 35 megabytes of digital data.） Post-processing was undertaken using sophisticated signal processing software. Techniques available for the analysis include changing the color transform and changing the scales from linear to a skewed distribution in order to highlight、突出certain features. Also, the color transforms could be changed to highlight phase changes. In addition to these color transform facilities, sophisticated horizontal and vertical filtering procedures are available. Using a large screen monitor it is possible to display in split screens the raw data and the transformed processed data. Thus one is able to get an accurate indication of the processing which has taken place. The computer screen displays the time domain calibrations of the reflected signals on the vertical axis. A further facility of the software was the ability to display the individual radar pulses as time domain wiggle plots. This was a particularly valuable feature when looking at individual records in the vicinity of the tendons. Interpretation of findings A full analysis of findings is given elsewhere, Essentially the digitized radar plots were transformed to color line scans and where double phase shifts were identified in the joints, then voiding was diagnosed. Conclusions 1. An outline of the bridge research platform in Europe is given. 2. The use of impulse radar has contributed considerably to the level of confidence in the assessment of the Besses o’ th’ Barn Rail Bridge. 3. The radar investigations revealed extensive voiding within the post-tensioned cable ducts. However, no sign of corrosion on the stressing wires had been found except for the very first investigation. 10