24
O. Shymanovskyi et al.
Considerations on arrangement of work. The major premise for development
of these technical solutions on reconstruction work implementation, depending on
the destruction scheme under consideration, was to carry out the works as fast as
possible, with minimal labor costs, with high manufacturability and process-ability
for installation of structures. Therefore, in order to achieve this goal during reconstructive work, the use of monolithic reinforced concrete was almost completely
excluded. The metal structures of supports and spans, which replace the destroyed
ones, are recommended to be made beforehand at the metalwork plants and preassembled depending on the crane equipment so that they can be delivered to the
installation site without hindrance. To do this, new spans are designed lightweight
with a carriageway in form of steel orthotropic deck, and supports—metal lattice
ones made of extensional units. Moreover, an additional significant advantage of the
proposed design solutions is that in order to pre-assemble the spans, the Dnieper
River embankment can be used, where convenient berthing facilities are for mooring
and delivery of landing pontoons, barges and other floating crafts to the installation
site.
3 Road Part of Darnytsky Rail-Road Bridge Crossing
Brief description of bridge structures. The Darnytsky Rail-Road Bridge crossing
over the Dnieper River (Fig. 9) was built in 2004–2011 in order to improve transport
links in Kiev, the stress state of which was caused not only by increased rail traffic
at the Kiev railway junction, but also by excessive workload of existing city road
bridges.
The total length of the bridge is 1061.6 m (Fig. 10a). The design capacity of the
bridge road part is 35,000 vehicles per day. According to the current classification
of city streets and roads, the road part of the Darnytsky Rail-Road Bridge crossing,
which has two driveways, belongs to the category of regulated traffic main roads with
three lanes in each driveway with a lane width of 3.75 m. Driveways are located on
both sides of the double-track railway passage (Fig. 10b). The width of the roadways
makes 13.25 m, and the width of the service passageways located on the outside of
the driveways is 0.75 m (Fig. 11).
Road spans of the bridge channel part are made according to the layout 56.5 + 3
× 111.6 + 56.7 m in form of continuous metal five-span girders. The superstructure
in cross-section consists of two metal boxes of constant height, connected with each
other by the metal orthotropic deck. The height of the boxes is 3.24 m. On the floodplain part, the spans are performed according to the layouts: 55.0 + 55.8 + 2 × 56.1
+ 55.4 and 55.4 + 4 × 56.1 + 55.4 m, and their structure is similar to the channel one.
The superstructure material is rolled steel for bridge load-bearing members made of
steel grades 10XCHD-2 and 15XCHD-2 according to GOST 6713–91, the bearings
and expansion joints are taken of company MAURER (Germany). Anticorrosive
protection of span structures is to be carried out with materials of company JOTUN
(Great Britain). Erection joints of metal structures are taken as welded and bolted
O. Shymanovskyi et al.
Considerations on arrangement of work. The major premise for development
of these technical solutions on reconstruction work implementation, depending on
the destruction scheme under consideration, was to carry out the works as fast as
possible, with minimal labor costs, with high manufacturability and process-ability
for installation of structures. Therefore, in order to achieve this goal during reconstructive work, the use of monolithic reinforced concrete was almost completely
excluded. The metal structures of supports and spans, which replace the destroyed
ones, are recommended to be made beforehand at the metalwork plants and preassembled depending on the crane equipment so that they can be delivered to the
installation site without hindrance. To do this, new spans are designed lightweight
with a carriageway in form of steel orthotropic deck, and supports—metal lattice
ones made of extensional units. Moreover, an additional significant advantage of the
proposed design solutions is that in order to pre-assemble the spans, the Dnieper
River embankment can be used, where convenient berthing facilities are for mooring
and delivery of landing pontoons, barges and other floating crafts to the installation
site.
3 Road Part of Darnytsky Rail-Road Bridge Crossing
Brief description of bridge structures. The Darnytsky Rail-Road Bridge crossing
over the Dnieper River (Fig. 9) was built in 2004–2011 in order to improve transport
links in Kiev, the stress state of which was caused not only by increased rail traffic
at the Kiev railway junction, but also by excessive workload of existing city road
bridges.
The total length of the bridge is 1061.6 m (Fig. 10a). The design capacity of the
bridge road part is 35,000 vehicles per day. According to the current classification
of city streets and roads, the road part of the Darnytsky Rail-Road Bridge crossing,
which has two driveways, belongs to the category of regulated traffic main roads with
three lanes in each driveway with a lane width of 3.75 m. Driveways are located on
both sides of the double-track railway passage (Fig. 10b). The width of the roadways
makes 13.25 m, and the width of the service passageways located on the outside of
the driveways is 0.75 m (Fig. 11).
Road spans of the bridge channel part are made according to the layout 56.5 + 3
× 111.6 + 56.7 m in form of continuous metal five-span girders. The superstructure
in cross-section consists of two metal boxes of constant height, connected with each
other by the metal orthotropic deck. The height of the boxes is 3.24 m. On the floodplain part, the spans are performed according to the layouts: 55.0 + 55.8 + 2 × 56.1
+ 55.4 and 55.4 + 4 × 56.1 + 55.4 m, and their structure is similar to the channel one.
The superstructure material is rolled steel for bridge load-bearing members made of
steel grades 10XCHD-2 and 15XCHD-2 according to GOST 6713–91, the bearings
and expansion joints are taken of company MAURER (Germany). Anticorrosive
protection of span structures is to be carried out with materials of company JOTUN
(Great Britain). Erection joints of metal structures are taken as welded and bolted