Pingtan County Party Committee and government began planning and constructing Pingtan Strait Bridge on 199 1, and formally proposed it at the 80th anniversary meeting of the founding of the county on 1992+00, and then established the preparatory committee for Pingtan Strait Bridge. 1992- 1994 The preparatory committee of the bridge entrusted the Civil Architecture Design and Research Institute of Fuzhou University, the Department of Oceanography of Xiamen University, the Survey and Design Institute of the Bridge Bureau of the Ministry of Railways, the Geophysical Exploration Brigade of the Yangtze River Committee of the Ministry of Water Resources, the First Marine Survey Brigade of the Ministry of Geology and Mineral Resources and the Fuzhou Earthquake Geological Engineering Survey Institute of the Fujian Earthquake Administration to conduct the pre-feasibility study, the submarine geological survey of the bridge site and the preliminary study of the bridge site respectively. 1In August, 1994, Fujian Provincial Planning Commission and Fujian Foreign Trade and Economic Cooperation Bureau completed the project establishment in Fujian Province with the document "Reply on Sino-foreign Cooperation in the Construction and Operation of Pingtan Strait Bridge Project" (Fujian Province No.266). 1994 12 After national bidding, CCCC Highway Planning and Design Institute and Fujian Provincial Traffic Planning and Design Institute jointly won the bid and became the design unit of Pingtan Bridge. 1995 two design units completed the preparation of the feasibility study report of Pingtan Strait Bridge. However, due to the failure of Hong Kong Yihua Company, the investor of the bridge project, to fulfill the terms of the contract, the construction plan of this project has not been realized.
Content and scale of bridge construction
Adopt the standard of widening the second-class highway, with two-lane slow lanes on both sides and a bridge width of17m; ; After the traffic flow develops to a certain extent, it is divided into four lanes again. Reinforced concrete should be a concrete bridge in advance, and the span from Fuqing Bank to Pingtan Bank is: 14×40m (two continuous T-beams) +60m+3×80m+60m (continuous box girder) +25×40m (four continuous T-beams); The main bridge is 90m+3× 160m+90m (box continuous rigid frame); 2 1×40m (triple continuous T-beam). The total length of the main bridge is 660.0 meters, the total length of the approach bridges at both ends is 2773 meters, and the total length of the bridge is 3433 meters.
Key technical indicators
(1) Bridge function: highway bridge;
(2) Technical grade of route: secondary highway;
(3) Design load of the bridge: if the vehicle exceeds class 20, the trailer will be-120;
(4) Design line speed: 80km/h;
(5) Navigation requirements: Navigation under the bridge is based on a 5000-ton seagoing vessel, the navigable water level is 4.4 1m, and the return period is 20 years. The clear height of the navigation hole is 32.5m, and the span is not less than100m. The axis of the bridge should be roughly orthogonal to the main channel, and there is no requirement for the auxiliary channel.
(6) Seismic fortification: According to the seismic evaluation and analysis, the structural strength of this project is calculated according to the seismic intensity of 6.9 degrees, and the structural ductility is calculated according to 7.3 degrees;
(7) Ship impact force: considered as a 5000-ton seagoing ship;
(8) Design wind speed: According to the national basic wind pressure distribution standard in General Code for Design of Highway Bridges and Culverts, the average maximum wind speed of 100 with a frequency of100 is 43.8m/s, and the main bridge deck is calculated to be about 63 m/s;
(9) Bridge and highway connection: The bridge is connected with the secondary highway from Fuqing Zhenwudian to Pingtan Suao, and the connection will be implemented by stages according to the long-term plan. The wiring project is only a connection scheme with the bridge, and its cost is not included in the cost of the bridge;
(10) Auxiliary functions of the bridge: Two water pipelines with a diameter of 1.0m can be hung on both sides of the bridge, and the laying of communication pipelines should be considered.
According to the traffic forecast results of this project, the average daily traffic volume of medium-sized vehicles is 5660 vehicles/day in 2002 and 8694 vehicles/day in 2034. According to the forecast value of medium and long-term traffic volume, this project adopts the standard of widening secondary highway, with the bridge width of 17m. According to the phased implementation (group A scheme) and one-time completion (group B scheme), two schemes are considered respectively.
The total length of Scheme A of this project is 3,335 m (excluding cross-strait wiring), in which the main bridge is 33 1.30m, the Fuqing bank approach bridge is 206 1.85m (including abutment), the Pingtan bank approach bridge is 94 1.85m (including abutment), and the total length of the approach bridge is 3,003.70 m (including abutment). Scheme B of this project has a total length of 3,433 m (excluding cross-strait wiring), of which the main bridge is 660m, Fuqing bank approach bridge 1.929m (including abutment), Pingtan bank approach bridge is 844m (including abutment), and the total length of approach bridge is 2,773 m (including abutment).
Total investment of the project: 85 million US dollars, and 68 million US dollars of foreign capital is utilized.
Mode of cooperation: cooperation, BOT. Investment and composition in China: land and capital.
Economic and efficiency analysis
The evaluation period of the project should include the construction period and the operation period. The construction period is 2.5 -3 years, and the national economic evaluation operation period is calculated as 20 years, and the evaluation period is 23 years.
From the perspective of national economic evaluation, considering the indirect economic benefits of the project, the economic internal rate of return is 15.60%, which is greater than the social discount rate. When the cost increases by 65,438+00% and the benefit decreases by 65,438+00%, the economic internal rate of return of this project is greater than the social discount rate of 65,438+02%, and the national economy of this project has strong anti-risk ability.
From the perspective of financial evaluation, the after-tax financial internal rate of return of this project is 15.85%, which is greater than the financial benchmark discount rate of 4.4%, and the financial benefits are good. The results of financial sensitivity analysis show that the IRR after tax is 10. 17%, which is higher than the financial benchmark discount rate, even under the most favorable conditions that the construction cost increases by 20% and the benefit decreases by 20%, and the project has strong financial risk resistance.
Progress of preliminary work: the pre-feasibility study report has been completed and the provincial planning commission has approved the project.