论文部分内容阅读
港区造桥总会遇到两个相互矛盾的问题,一是水路交通要求很大的通航净空,对我国海轮约需40m左右,对国外海轮则有高达50～60m或更高的,它们都希望能在高桥下自由航行。二是陆路交通频繁,尤其我国非机动车与行人较多,他们无法在3％左右的纵坡上爬几公里,所以希望造低桥。即对汽车来讲,上高桥的油耗也大得惊人,往往是上低桥的好几倍,所以在全世界能源紧张的今日,多数国家在港区放弃了高桥而改用建造在低桥位上的开启桥,或在下游造隧道。桥隧相比的问题越出本文范围,限于篇幅,暂不讨论。而高桥与低的开启桥之比则因多数读者对于开启桥比较生疏,故先作介绍如下:
There are two contradictory problems encountered by the bridge making community in Hong Kong. One is the navigational clearance requiring waterway traffic, which is about 40m for China’s seagoing vessels and 50-60m or more for foreign seagoing vessels Hope to be free to navigate under Takahashi. Second, frequent land transport, especially non-motor vehicles and pedestrians in China more, they can not climb a few kilometers in the longitudinal slope of about 3%, so I hope to build low-bridge. That is, the car, the fuel consumption is also staggering Takahashi, often on the low bridge several times, so today in the world energy crisis, most countries in the port area to give up the Takahashi instead to build in the low bridge Open the bridge on the site, or in the lower reaches of the tunnel. Bridge tunnel compared to the issue beyond the scope of this article, limited to space, not to discuss. The ratio of Takahashi and the low bridge to open because most of the readers for opening more unfamiliar bridge, it is introduced as follows: