1 Condition setting of comparison test
1. 1 setting of engineering quantity. Select a medium bridge construction enterprise in Heilongjiang Province. The pier adopts a double-column circular pier with a diameter of 1.2m, which is connected by middle beams and has a pile-column structure. Bored pile diameter is1.5m; The abutment adopts ribbed slab abutment structure, which consists of bearing platform and bored pile foundation, and the pile diameter is1.0m; : The main girder is a 20m assembled prestressed concrete box continuous beam, the abutment is provided with GQF-MZL-80NR expansion joints, and 0.5m wide collision walls are provided on both sides of the roadway. In order to compare subgrade projects, the number of subgrade projects in some approach roads is selected.
1.2 the use of engineering quota. Railway engineering quota adopts Railway Subgrade Engineering Budget Quota and Railway Bridge and Culvert Engineering Budget Quota (Railway Construction [2065438+00] No.223); Highway engineering quota adopts highway engineering budget quota (JTG/TB06-02-2007).
1.3 Quantity and machine price. The comprehensive labor cost of railway engineering is adjusted to the level of 2010 no. 196, and the comprehensive labor cost of highway engineering is calculated according to the labor cost standard of highway engineering budgetary estimate and budget method in Heilongjiang Province; Concrete is uniformly calculated according to commercial concrete, and steel, wood, concrete materials, fuel oil and water and electricity all use the same unit price, so the transportation and miscellaneous fees of materials are no longer calculated.
2 contrast test condition settings
2. Comparative analysis of1direct engineering cost. Four common subgrade technologies are selected. Through the analysis, it can be seen that the direct cost of the other three highway budgets is higher than that of the railway budget (for the convenience of comparison, the price difference items in the railway budget are remitted to the material cost and the machine cost respectively). The difference between borrow soil and fill is only 1.5%, especially the labor cost and machinery use fee are almost the same, so it is approximately considered equal. The use fee of subgrade construction machinery accounts for a large proportion. Judging from the use fees of the other three items, due to the same fuel price, although there is a gap in the unit price of technicians' comprehensive man-days, it has little impact on the machinery fee. The consumption of railway engineering quota is less than that of highway engineering quota, resulting in the direct engineering cost being lower than the highway engineering budget.
2.2 Charging analysis. The charging standard of subgrade engineering and other highway engineering fees is obviously lower than that of railway construction measures, and the difference is still large. However, the management fee is unbalanced, with high and low. After deducting the difference of direct engineering costs, the total highway budget of several costs is lower than that of the railway budget, which shows that the cost of subgrade engineering in the railway budget is still relatively high. The cost of other projects is lower than that of railway construction measures in some sub-projects of highway budget, but the proportion is not as large as that of subgrade engineering. However, the overhead cost and profit are obviously much higher than the overhead cost of the railway budget, so the highway budget is higher than the railway budget in terms of the charging level of the bridge project.
2.3 Overall cost analysis. The engineering cost, highway cost and railway cost of earthwork excavation and stone excavation are basically the same; The increase in transportation means that the highway cost is higher than the railway cost13%; Borrowing soil to fill the road is 7% lower than the railway cost. Through comparative analysis, it can be found that after the intensive transformation of railway engineering, the project cost is obviously lower than that of highway engineering in some aspects. At the same time, in bridge engineering, most of them are artificial machines. The fixed labor cost of railway is lower than that of highway, but the use cost of machinery is relatively high. Generally speaking, the construction cost of railway engineering is relatively low. In terms of material use cost, the material cost of railway engineering subgrade is relatively small, while the cost of highway engineering cost is relatively high, and the cost of highway engineering cost has a certain disadvantage in subgrade cost. In terms of bridge engineering cost, highway engineering bridge engineering cost is much higher than railway engineering bridge engineering. Therefore, it can be seen from these contents that the railway project cost is lower than the highway project cost, but there is no obvious gap from the overall comparison.
3 Result analysis
Through the comparative analysis of actual projects, the railway engineering project management is gradually changing to the intensive management of mechanization, factory, specialization and information, which makes the railway engineering quota level higher than the highway engineering quota level. The mechanization degree of subgrade engineering construction is high, and the quota of railway subgrade engineering is obviously lower than that of highway in machinery use fee, and the quota level is much higher; However, the present situation of bridge engineering construction is mainly based on manual cooperation with mechanical construction. The fixed labor cost of railway bridge engineering is obviously low, while the mechanical cost is higher than the highway quota, which reflects the trend of machine OEM and expands the scope of mechanized construction of bridge engineering. In terms of fee collection, the highway engineering budget involves material costs, while the railway engineering budget only involves labor costs and machinery costs. The proportion of subgrade engineering materials is small, and the budget cost of highway subgrade engineering is obviously lower than that of railway subgrade engineering; In the projects with high proportion of bridge engineering materials, the budget cost of highway bridge engineering is obviously higher than that of railway bridge engineering. According to the analysis, it can be seen that the cost of highway engineering is basically the same as that of railway engineering, but the cost of railway engineering is lower than that of highway engineering in some aspects. In the railway engineering with bridge as the main body, there is still room for optimization in the implementation of several management of indirect costs; In ordinary line engineering, the project cost will increase, so the comparison of highway engineering and railway engineering cost needs to consider the specific construction situation of the project. It will be meaningless to compare blindly without considering the actual situation.
The above is a comparative introduction of Zhong Da Consulting on railway engineering cost and highway. If you want to know more about highways, please pay attention to the architectural knowledge column of Zhong Da Consulting.
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