【正文】 原來設計要求 H 型 鋼 樁柱下的橋臺地區(qū) 與相 鄰鐵路線 之間必須是 垂直運動。這下面是 2 米層堅定 /硬粘土泥巖或砂巖基石?？傞L度 驅動介于 22 和 24 米 之間 。 假設成拱形的作用在承臺依靠角度 458 從堆到墊層的上面，可能相應地減少石頭的深度。 為了減少蔓延的路堤，招標設計最初面臨混凝土預制板垂直側壁。 顆粒狀材料，符合高速公路規(guī)范做路堤材料的相關規(guī)定。 四 、橋梁和橋墩 橋面包括預制預應力混凝土梁和一塊跨度 20m 的現澆鋼筋混凝土平板。為了克服這個困難， 把河堤的擋土墻在橋臺附近擴大 ，并使之成為完全擋土墻 (圖 8)。 這方法消除了梁與支撐之間的轉動，因此，使橋面形成了一個統(tǒng)一的更加陡峭坡度。這些設備是一條 250 毫米直徑總水管 (通過一條 350 毫米直徑輸送管 )， HV 電纜和一條四種方式的 BT 輸送管。 橋梁的布局方案是一個整體的固定結構。為提供合理的橋面跨越坡度，在橋南部的樁相應的增長，在增長最多的地方增加深度超過 300毫米。 必須在原先的位置澆注鋼筋混凝土，承包商對這種解決方案提出了健康與安全問題，因為在地面上澆注 6m 的邊緣梁是十分危險的，必須要用到更 多的腳手架和永久模板，并且，施工將延長幾個星期，工期將更加緊張。 另外 一種折衷的解 決辦法包括一個預制件和邊緣 現澆 的行 人 /自行車道建設 ， 最終克服 了 這些問題。 預制的構件通過現場澆注在一起，形成了一個整體。 P2 支持部分被做成水平并且與橋梁完美的組合在一起。并且在感興趣的方面打開信息交換的通道適時的通信，例如處理好鐵路軌道等，并按要求保證資金適時到位。加上其美麗的外觀，不僅美化了當地環(huán)境。在今后幾年里，鎖城大橋將是所有參與建造者的自豪。 “公路橋的活荷載模型”， J. ,13（ 1– 2） , 53– 66. .（ 1978 年 a）。13 m to carriageway level. To reduce the spread of the embankment, the tender design originally indicated faced precast concrete panels to vertical sidewalls. This was amended later in the tender stage to vertical walls of class A red brickwork, forcing a change in the design of the reinforced embankment. The design of the embankment was subcontracted to Tensar, based on a speci?cation developed by Pell Frischmann. Their system prised uniaxial geogrids laid at varying vertical spacing on pacted granular material. Class 6I/J granular material, in accordance with the Speci?cation for Highway Works1was speci?ed and this made up the bulk of the embankment. The grids were then anchored to drylaid interlocking concrete blocks forming the nearvertical face of the embankment. A vertical drainage layer separated the 6I/J material from the concrete blocks. Ties were installed between the joints in the concrete blocks and the class A brickwork facing was constructed in front. Fig. 4shows the embankment crosssection. 4. BRIDGE AND ABUTMENTS The bridge deck consisted of prestressed Y3 precast concrete beams and an in situ reinforced concrete slab spanning 20 mover the railway lines. Figs 5 and 6 show the long and crosssection of the bridge. The beams were supported on bankseats founded on the reinforced embankments. The narrow nature of the embankments was accentuated at the bankseat area sand it was soon obvious that these were too narrow to avoidresting the structure on the concrete block sidewalls of theembankments. To overe this, the embankments werewidened locally in the vicinity of the abutments to enable thebankseat to sit wholly on the embankment (Fig. 7). As this change was too large to hide, a feature was made of the widened area by the use of strong right angles in the brickwork and precast concrete (PCC) ?agstones laid around the top of the brick wall adjacent to the abutments. The ?nal layout gave added effect and accentuated the bridge and its approaches. Once placed, the PCC beams were cast into each bankseat by the addition of an integral endwall. This eliminated the need for bearings and movement joints, thus creating an integral and steeper gradients on the approach roads. Pressure to keep the deck construction as shallow as possible came