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To even compare Turkey to a rogue terrorist group like YPG is insulting. Turkey should compare itself to Russia, US and China and unfortunate when we do we can conclude we have become a laughing stock like them. Erdogan for example said that he would never release PKK supporter Brunson as long as he is in office. Couple of months later he released him. There are many examples like this. We have to look at the big picture.
Test7
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Benim is yerim tiren yolluna yakin oldugu icin su resimleri cekebildim
View attachment 506021
Modelleri taniyan var mi ?
Boxer MRAV.
Islamic faith&Secularism
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cabatli_53
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xenon54 out
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Its nice and all but such things will be the horror to do maintainance in 40 years.
TaiShang
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It is considered one of the world's seven wonders of the modern world with a lifespan of 120 years (20 years longer than industry standard).
And the cost is not that much given that most of the project has been domestically sourced.
***
Hong Kong-Zhuhai-Macao Bridge: A megaproject full of Chinese wisdom
By Gao Yun
2018-10-22
After eight years of difficult construction, China's much-anticipated Hong Kong-Zhuhai-Macao Bridge (HZMB) is slated for traffic operation on the upcoming Wednesday. The 55-kilometer bridge, crowned one of the "seven wonders of the modern world" and "Mt. Qomolangma" in the field of bridge construction, is one of the world's most challenging megaprojects.
"The construction scale and difficulty of the HZMB is the biggest, compared to other existing cross-sea bridge-tunnel transportation cluster projects," said Su Quanke, chief engineer of the HZMB Authority.
With the devotion of over 200 R&D institutions and thousands of sci-tech personnel, the project has been granted over 1,000 patents, pushing the boundaries of possibility over and over again.
China's Hong Kong-Zhuhai-Macao Bridge will open to traffic. /VCG Photo
Bridge, island and tunnel, all integral
The world's longest sea-based project comprises four parts, including a 22.9-kilometer steel bridge, two artificial islands, a submerged sea tunnel extending for 6.7 kilometers at a depth of 40 meters, as well as leading bridges that connect the bridge to the cities.
For a bridge project, designers prefer to build all the structure on the ground, and only opt to tunnel when there is no alternative.
However, for the HZMB, the most feasible design is to integrate bridge, island and tunnel to form a complete cross-sea channel.
"The Pearl River Estuary holds a world-level shipping channel where around 5,000 vessels get through at its busiest time of the day. Smooth traffic should be guaranteed. And the location is near the Hong Kong International Airport. With about 2,000 flights taking off and landing at the airport, the bridge cannot be built too high for safety reasons," said Meng Fanchao, chief designer of the HZMB project. "But you cannot have a submerged sea tunnel without any support. That forced us to build the artificial islands."
Bridge, island and tunnel are all indispensable to the HZMB project. /VCG Photo
Chinese engineers blazed a trail in installing deep-immersed tunnel tubes. "There is no model for us to refer to as all the cases are shallow-buried tubes," said Su.
"Due to lack of experience, the installation of the first tube lasted for 96 hours, and we did not take a rest for four days and five nights," said Yin Haiqing, deputy manager of the Project Management Department for Island and Tunnel. "Everyone was exhausted when we made it."
The 6.7-kilometer tunnel is the world's longest submerged sea tunnel.
The construction of the west artificial island of the HZMB project. /VCG Photo
Two artificial islands, covering an area of 200,000 square meters, help create a smooth transition between bridge sections and tunnels.
Different from traditional island reclaimed from the sea, the engineers "put 120 steel cylinders with 22-meter diameter into the seabed, make out the shape of an island, and fill the island with soil," Su said, introducing the innovative way they adopted to build the artificial island, saying it was firmer, more efficient and friendly to the marine ecology.
Building blocks
The HZMB is formed of box girders, amounting to 420,000 tons of steel – roughly the weight of 60 Eiffel Towers or 10 Beijing National Stadiums (the Bird's Nest).
The HZMB is formed of box girders, amounting to 420,000 tons of steel, roughly the weight of 60 Eiffel Towers. /VCG Photo
Many of the steel components, such as the piers, pylons and immersed tubes, were made by China's large self-developed equipment, and then shipped to the construction site.Assembling the precast components is just like building blocks, but with much more difficulty.
The constructors even spun a steel pylon with a height of 160 meters and a weight of over 3,000 tons at 90 degrees above the sea, an unprecedented practice in the history of the world's bridge construction.
"Such an integrated design would not have been possible if the country's overall research capability and equipment level had not advanced to the current level," said Su.
The bridge also made a first in China to use robot welding."The multi-head welding avoids uneven thermal distribution, eliminating internal stress caused by the welding process," said Chai Rui, deputy chief engineer of the HZMB Authority.
Longer lifespan, safer design
The bridge has a lifespan of 120 years. /VCG Photo
The designers made another breakthrough in the lifespan of the bridge. Bridges in China are usually designed to serve for no longer than 100 years, and the sea environment will largely shorten the lifespan of architectures due to high humidity and salinity.
To address the problem, the designers used new materials and new technologies like concrete reinforcement and rust resistance.
They also applied fire prevention and accident rescue facilities for the bridge. The designers built an experiment platform for the submerged sea tunnel to conduct combustion tests of vehicles. Three years of experiments show that the fireproof facility can ensure that the immersed tubes won't be destroyed for two hours under 1,200 degrees Celsius.
The artificial island also has a marine rescue platform, which will send a rescue team within three minutes to the tunnel and five to seven minutes to the bridge if an accident happens.
"The megaproject is also the best place for the application of China's latest technologies," said Su. "We hope more large projects can play their roles in leading the transformation and upgrading of China's manufacturing."
https://news.cgtn.com/news/3d3d774d354d444d30457a6333566d54/share_p.html
Adıvar
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55 Km sea crossing bridge + 6.5 Km submerged tunnel + 2 artificial island = 20B USD
The third bridge on Bosphorus 2.1 Km = 3B USD
Is there a reasonable explaination to why our bridge cost too much?
or
Somebody screw us?
The third bridge on Bosphorus 2.1 Km = 3B USD
Is there a reasonable explaination to why our bridge cost too much?
or
Somebody screw us?
I congratulate China.It is considered one of the world's seven wonders of the modern world with a lifespan of 120 years (20 years longer than industry standard).
And the cost is not that much given that most of the project has been domestically sourced.
***
Hong Kong-Zhuhai-Macao Bridge: A megaproject full of Chinese wisdom
By Gao Yun
2018-10-22
After eight years of difficult construction, China's much-anticipated Hong Kong-Zhuhai-Macao Bridge (HZMB) is slated for traffic operation on the upcoming Wednesday. The 55-kilometer bridge, crowned one of the "seven wonders of the modern world" and "Mt. Qomolangma" in the field of bridge construction, is one of the world's most challenging megaprojects.
"The construction scale and difficulty of the HZMB is the biggest, compared to other existing cross-sea bridge-tunnel transportation cluster projects," said Su Quanke, chief engineer of the HZMB Authority.
With the devotion of over 200 R&D institutions and thousands of sci-tech personnel, the project has been granted over 1,000 patents, pushing the boundaries of possibility over and over again.
China's Hong Kong-Zhuhai-Macao Bridge will open to traffic. /VCG Photo
Bridge, island and tunnel, all integral
The world's longest sea-based project comprises four parts, including a 22.9-kilometer steel bridge, two artificial islands, a submerged sea tunnel extending for 6.7 kilometers at a depth of 40 meters, as well as leading bridges that connect the bridge to the cities.
For a bridge project, designers prefer to build all the structure on the ground, and only opt to tunnel when there is no alternative.
However, for the HZMB, the most feasible design is to integrate bridge, island and tunnel to form a complete cross-sea channel.
"The Pearl River Estuary holds a world-level shipping channel where around 5,000 vessels get through at its busiest time of the day. Smooth traffic should be guaranteed. And the location is near the Hong Kong International Airport. With about 2,000 flights taking off and landing at the airport, the bridge cannot be built too high for safety reasons," said Meng Fanchao, chief designer of the HZMB project. "But you cannot have a submerged sea tunnel without any support. That forced us to build the artificial islands."
Bridge, island and tunnel are all indispensable to the HZMB project. /VCG Photo
Chinese engineers blazed a trail in installing deep-immersed tunnel tubes. "There is no model for us to refer to as all the cases are shallow-buried tubes," said Su.
"Due to lack of experience, the installation of the first tube lasted for 96 hours, and we did not take a rest for four days and five nights," said Yin Haiqing, deputy manager of the Project Management Department for Island and Tunnel. "Everyone was exhausted when we made it."
The 6.7-kilometer tunnel is the world's longest submerged sea tunnel.
The construction of the west artificial island of the HZMB project. /VCG Photo
Two artificial islands, covering an area of 200,000 square meters, help create a smooth transition between bridge sections and tunnels.
Different from traditional island reclaimed from the sea, the engineers "put 120 steel cylinders with 22-meter diameter into the seabed, make out the shape of an island, and fill the island with soil," Su said, introducing the innovative way they adopted to build the artificial island, saying it was firmer, more efficient and friendly to the marine ecology.
Building blocks
The HZMB is formed of box girders, amounting to 420,000 tons of steel – roughly the weight of 60 Eiffel Towers or 10 Beijing National Stadiums (the Bird's Nest).
The HZMB is formed of box girders, amounting to 420,000 tons of steel, roughly the weight of 60 Eiffel Towers. /VCG Photo
Many of the steel components, such as the piers, pylons and immersed tubes, were made by China's large self-developed equipment, and then shipped to the construction site.Assembling the precast components is just like building blocks, but with much more difficulty.
The constructors even spun a steel pylon with a height of 160 meters and a weight of over 3,000 tons at 90 degrees above the sea, an unprecedented practice in the history of the world's bridge construction.
"Such an integrated design would not have been possible if the country's overall research capability and equipment level had not advanced to the current level," said Su.
The bridge also made a first in China to use robot welding."The multi-head welding avoids uneven thermal distribution, eliminating internal stress caused by the welding process," said Chai Rui, deputy chief engineer of the HZMB Authority.
Longer lifespan, safer design
The bridge has a lifespan of 120 years. /VCG Photo
The designers made another breakthrough in the lifespan of the bridge. Bridges in China are usually designed to serve for no longer than 100 years, and the sea environment will largely shorten the lifespan of architectures due to high humidity and salinity.
To address the problem, the designers used new materials and new technologies like concrete reinforcement and rust resistance.
They also applied fire prevention and accident rescue facilities for the bridge. The designers built an experiment platform for the submerged sea tunnel to conduct combustion tests of vehicles. Three years of experiments show that the fireproof facility can ensure that the immersed tubes won't be destroyed for two hours under 1,200 degrees Celsius.
The artificial island also has a marine rescue platform, which will send a rescue team within three minutes to the tunnel and five to seven minutes to the bridge if an accident happens.
"The megaproject is also the best place for the application of China's latest technologies," said Su. "We hope more large projects can play their roles in leading the transformation and upgrading of China's manufacturing."
https://news.cgtn.com/news/3d3d774d354d444d30457a6333566d54/share_p.html
TaiShang
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Could be due to the fact that the construction has been built by a consortium led-by foreign construction firms. If the intermediary components are imported, cost will rise.
What is most impressive for Mainland's bridge is that it has helped generate immense amount of patents and new construction methods.
TaiShang
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This below has been shared by @Cybernetics @Adıvar .
***
At the outset of of the project in 2007, the Chinese engineers responsible for the island and tunnel section were looking at acquiring engineering consulting services from countries like the Netherlands since they had a lot of experience in the area of immersed roadway tunnels and hold core technologies while China at the time was technologically lacking in this area. The issue in the end was price for firms that were capable. For some other foreign firms, they thought the task was too difficult/risky thus refused the project.
Eventually the engineers realized, the only way to make this project viable was to do the core parts of the project themselves. This is significant for China because in this process China developed its own core technologies, design innovations, and set industrial standards for domestic infrastructure.
A by-product of HK-Zhuhai-Macao bridge is "Zhenhua 30" floating crane, capable of lifting 12,000 tones and 7,000 tones with 360 degrees of rotation. It was built for placing the final joining piece of the immersed tunnels.
https://www.maritime-executive.com/article/crane-vessel-sets-lift-record
***
***
At the outset of of the project in 2007, the Chinese engineers responsible for the island and tunnel section were looking at acquiring engineering consulting services from countries like the Netherlands since they had a lot of experience in the area of immersed roadway tunnels and hold core technologies while China at the time was technologically lacking in this area. The issue in the end was price for firms that were capable. For some other foreign firms, they thought the task was too difficult/risky thus refused the project.
Eventually the engineers realized, the only way to make this project viable was to do the core parts of the project themselves. This is significant for China because in this process China developed its own core technologies, design innovations, and set industrial standards for domestic infrastructure.
A by-product of HK-Zhuhai-Macao bridge is "Zhenhua 30" floating crane, capable of lifting 12,000 tones and 7,000 tones with 360 degrees of rotation. It was built for placing the final joining piece of the immersed tunnels.
https://www.maritime-executive.com/article/crane-vessel-sets-lift-record
***
Fenasi Kerim
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Hayirdir? pezevenkmisin oglum sen?
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