WO2011079676A1 - 双块式无砟轨道支承层施工工艺 - Google Patents
双块式无砟轨道支承层施工工艺 Download PDFInfo
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- WO2011079676A1 WO2011079676A1 PCT/CN2010/079301 CN2010079301W WO2011079676A1 WO 2011079676 A1 WO2011079676 A1 WO 2011079676A1 CN 2010079301 W CN2010079301 W CN 2010079301W WO 2011079676 A1 WO2011079676 A1 WO 2011079676A1
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- support layer
- mixture
- paving
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
Definitions
- the present invention relates to the construction process of a high-speed railway passenger dedicated line, and particularly relates to a double-block ballastless track formed by using a slipform paver to spread a hydraulic mixture in a railway.
- Support layer construction process BACKGROUND OF THE INVENTION
- a ballastless track support layer is an intermediate transition layer between the bed of a ballastless track and the surface of a subgrade bed, and is a key process in the construction of a double block ballastless track bed.
- a concrete support layer structure was set up between the roadbed bed surface and the track bed plate with reference to the road structure design.
- Slip mode paving technology is a cement concrete pavement forming technology that is widely promoted and used in the construction of highways and airports in China. It is not widely used in railways. It is mainly used in track-slip mode cement concrete pavers.
- the paving materials mainly include ordinary concrete. Due to the existence of concrete: 1 the concrete strength is higher; 2 the water consumption is larger, the concrete slump is larger; 3 the cementing material is more.
- the object of the invention is to provide a double-block ballastless track supporting layer construction technology, which has the characteristics of high construction speed and large operation efficiency of the paver, can improve the construction quality of the support layer and reduce The probability of cracking the bed plate and increasing the durability of the structure.
- a double-block ballastless track supporting layer construction process which comprises the following steps:
- a double-block ballastless track supporting layer construction process characterized in that it comprises the following steps: First step, reference line setting
- the center line of the concrete support layer is set by the CPIII control network, and the guide lines on both sides are set, and the distance from the guide line to the line center line is 2. 9 meters, and the height is designed to cover the road surface 50. Cm, the longitudinal distance of the guide line tie rod is 10 meters, and the curved section is 5 meters; the paving uses the nail pile or guide line method to calibrate the pitch of the four corners of the bottom of the paver and the direction of the side mold, check 1 ⁇ 2 times, correct After the error, the paving operation is carried out;
- the determined raw material weight ratio is: cement, mineral admixture 1%, coarse and fine aggregate ratio 2%, mixing water ratio 1%;
- the support layer mixture is thoroughly stirred, so that the various materials are uniformly mixed and the colors are the same. Transport to the construction site for use;
- the third step mixed material transportation
- the self-unloading automobile car Before the transportation, the self-unloading automobile car is cleaned and covered with canvas during the transportation process of the support layer mixture by the self-unloading automobile. After the mixed material is transported to the construction site, the discharge distance is not limited to the evaporation of water;
- the mixture is transported to the construction site for sampling, and the water content is measured;
- the support layer mixture is finished by the excavator: the fabric is evenly distributed within the width of the paving, and the highest level is not higher than the normal height of the top surface of the loose control panel of the paver, while in the auger Below the highest point of the blade, and not to be short of material; after the longitudinal fabric exceeds 5 meters, the paver starts to spread.
- the outer fabric height is slightly higher, and it is determined within the paving distance of 5 to 10 meters.
- the main contents of the inspection include: Observing whether the support layer is isolated, if it is repaired immediately; and checking the surface elevation of the support layer, pulling the string between the two reference lines, Use a steel ruler to measure the distance from the string to the surface of the support layer. If the elevation exceeds the allowable error, handle it immediately;
- the subgrade support layer is dry hard concrete, and the surface of the support layer has a certain roughness in the range of the track bed, so that it can be in good contact with the interface of the track bed.
- the exposed part of the edge of 35 cm on both sides should be manually covered and smeared to avoid excessive holes. Excessive water absorption causes freezing and thawing damage;
- the seventh step the support layer slitting, maintenance: Within 12 hours after the support layer is paved, the transverse joint is cut at a pitch of 5 meters in the longitudinal direction. The seam depth is 1/3 of the thickness of the concrete of the support layer. After the slitting work is completed, the surface of the support layer is sprinkled with water and covered with plastic film for 5 days. ;
- the compactness of the support layer mixture shall be determined by sand blasting every 500 meters.
- the core shall be sampled every 250 meters.
- the diameter of the core sample is 150 mm.
- the compressive strength test shall be carried out to determine the 28-day support layer mixture. The strength of the support layer is evaluated after the test data is completed.
- Figure 1 is a flow chart of the construction process of the double-block ballastless track support layer.
- Figure 2 is a gradation plot of a mixture of mineral materials. detailed description
- the compounding test should be carried out in advance according to the requirements of the “temporary technical conditions for the ballastless track support layer of the passenger dedicated railway line” and the actual indicators such as cement and aggregate at the construction site. .
- the two aggregates were mixed according to the test ratio, and cement and fly ash were added, and the compaction test was carried out by a compactor to obtain the maximum dry density and the optimum moisture content.
- a double-block ballastless track supporting layer construction process which comprises the following steps:
- the center line of the concrete support layer is set by the CPIII control network, and the guide lines on both sides are set, and the distance from the guide line to the line center line is 2. 9 meters, and the height is designed to cover the road surface 50. Cm, the longitudinal distance of the guide line tie rod is 10 meters, and the curved section is 5 meters; the paving uses the nail pile or guide line method to calibrate the pitch of the four corners of the bottom of the paver and the direction of the side mold, check 1 ⁇ 2 times, correct After the error is correct, the paving operation can be carried out;
- the determined raw material weight ratio is: cement, mineral admixture 1%, coarse and fine aggregate ratio 2%, mixing water ratio 1%; feeding sequence: after the raw material is metered, first put fine aggregate into the mixer, Cement and fly ash, add water after mixing, then add coarse aggregate to the mixer, stir well until it is even;
- the support layer mixture is fully stirred, so that the various materials are evenly mixed and the colors are consistent, and the mixture is transported to the construction site for use;
- the third step mixed material transportation
- the self-unloading automobile car Before the transportation, the self-unloading automobile car is cleaned and covered with canvas during the transportation process of the support layer mixture by the self-unloading automobile. After the mixed material is transported to the construction site, the discharge distance is not limited to the evaporation of water;
- the mixture is transported to the construction site for sampling, and the water content is measured;
- the support layer mixture is finished by the excavator: the fabric is evenly distributed within the width of the paving, and the highest level is not higher than the normal height of the top surface of the loose control panel of the paver, while in the auger Below the highest point of the blade, and not to be short of material; after the longitudinal fabric exceeds 5 meters, the paver starts to spread, and when the fabric is in the curved section, the outer fabric height is slightly higher, so that the paving can be paved during the paving process.
- the machine template forms an extrusion on the mixture to ensure the quality effect of the support layer; determine the optimal vibration frequency, the optimum paving speed and the optimal insertion depth of the tamping rod within a paving distance of 5 to 10 meters;
- the fifth step the appearance quality check:
- the main contents of the inspection include: Observing whether the support layer is isolated, if it is repaired immediately; Checking the surface elevation of the support layer and pulling the string between the two baselines , using a steel ruler to measure the distance from the string to the surface of the support layer, if the elevation exceeds the error The difference is allowed, and it is processed immediately;
- the subgrade support layer is dry hard concrete, and the surface of the support layer has a certain roughness in the range of the track bed, so that it can be in good contact with the interface of the track bed.
- the exposed part of the edge of 35 cm on both sides should be manually covered and smeared to avoid excessive holes. Excessive water absorption causes freezing and thawing damage;
- the transverse joint is cut at a pitch of 5 meters in the longitudinal direction.
- the seam depth is 1/3 of the thickness of the concrete of the support layer.
- the compactness of the support layer mixture shall be determined by sand blasting every 500 meters.
- the core shall be sampled every 250 meters.
- the diameter of the core sample is 150 mm.
- the compressive strength test shall be carried out to determine the 28-day support layer mixture. The strength of the support layer is evaluated after the test data is completed.
- the invention has the characteristics of high construction speed and large operation efficiency of the paver, can reach the construction progress of 300 m/day, and can greatly reduce the construction period; can improve the construction quality of the support layer, reduce the cracking probability of the road bed plate and increase the durability of the structure. .
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- Structural Engineering (AREA)
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- Road Repair (AREA)
Description
双块式无砟轨道支承层施工工艺 技术领域 本发明涉及高速铁路客运专线修建工艺领域,具体涉及铁路中采用滑模摊 铺机将水硬性混合料摊铺成型的一种双块式无砟轨道支承层施工工艺。 背景技术 无砟轨道支承层是位于无砟轨道道床板和路基基床表层之间的中间过渡 层, 是双块式无砟轨道道床施工中的关键工序。 在国外, 德国开始进行无砟轨 道试验研究时, 参照公路结构设计, 在路基基床表层和道床板之间设置了混凝 土支承层结构。 随着无砟轨道应用范围的拓展, 其工艺方法也由当初的碾压成 型发展到现在的滑模摊铺。 滑模式摊铺技术是目前国内高速公路和机场建设中大力推广和使用的水 泥混凝土路面成型技术, 在铁路中的应用还不是非常广泛, 其主要采用履带滑 模式水泥混泥土摊铺机完成。摊铺的材料主要包括普通混凝土, 由于混凝土存 在的一些情况: ①混凝土强度较高; ②用水量较大, 混凝土塌落度较大; ③胶 凝材料较多。 这些情况的出现一方面导致支承层收缩量加大, 一方面使得支承 层刚度过大, 减弱了其释放应力的能力, 从而加速了道床板开裂的趋势。 为了提高支承层的施工质量,降低道床板开裂几率,增加结构的耐久性能, 一种使用支承层材料为水硬性混合料、采用滑模摊铺机成型技术的施工工艺被 认为是能够解决上述问题的较佳方法。 发明内容
本发明的目的是提供一种双块式无砟轨道支承层施工工艺,这种施工工艺 具有施工速度快和摊铺机作业功效大的特点, 可提高支承层的施工质量、 降低
道床板开裂几率和增加结构的耐久性能。
一种双块式无砟轨道支承层施工工艺, 它包括如下步骤:
1. 一种双块式无砟轨道支承层施工工艺, 其特征在于, 它包括如下步骤: 第一步, 基准线测设
在施工前,完成支承层的测量放线工作,通过 CPIII控制网测设混凝土支承 层中线, 进而设置两侧引导线, 引导线到线路中线的距离为 2. 9米, 高度距设 计路基面 50厘米, 引导线拉杆纵向间距为 10米, 曲线地段为 5米; 摊铺采用 钉桩或引导线法校准摊铺机挤压底板四角点高程和侧模前进方向, 校核 1〜2 遍, 正确无误后, 进行摊铺作业;
第二步, 混合料配制
A.根据试验室推荐的配合比, 在现场进行工艺试验, 综合分析支承层的密 实度及抗压强度指标、 拌和料的和易性、 工作性能、 外观质量因素, 修正支承 层配合比;
B.在现场对材料取样, 进行骨料筛分试验, 检査骨料级配情况; 在拌和站 对砂、 石料含水率进行测定, 根据含水率修定理论配合比, 确定施工配合比, 拌和料拌制完成后, 取样测定含水率;
C.确定后的原材料重量比为: 水泥、 矿物掺合料 1%, 粗、 细骨料比例 2%, 拌合水比例 1%;
D.支承层混合料搅拌流程如下:
I»骨着
水 粗骨 · 拌 籍
' 6ΰ教
煤 處
E.支承层混合料充分搅拌,使各种材料混合均匀、 颜色一致后, 将混合料
运输到施工现场备用;
第三步, 混合料运输
运输前将自卸式汽车车箱清洗干净,在采用自卸式汽车进行支承层混合料 的运输过程中用帆布覆盖, 混合料运输到施工现场后, 卸料距离以不使水分蒸 发为限;
第四步, 支承层混合料摊铺
首先, 摊铺前对基床表层表面进行洒水润湿;
然后, 混合料运输到施工现场后进行取样, 测定含水率;
最后, 摊铺时, 支承层混合料通过挖掘机来完成布料: 在摊铺宽度范围内 布料均匀, 最高料位不高于摊铺机前松方控制板顶面的正常高度, 而在螺旋布 料器叶片最高点以下, 且不得缺料; 纵向布料超过 5米后, 启动摊铺机开始摊 铺, 布料时, 在曲线地段, 其外侧布料高度稍高, 在 5〜10米的摊铺距离内确 定最佳振捣频率、 最佳摊铺走行速度和捣固棒最佳***深度;
第五步, 外观质量检查
摊铺完成后, 对支承层的质量进行检查, 检查的主要内容包括: 观察支承 层是否发生离析, 如果有马上进行修补处理; 同时检查支承层表面标高位置, 在两基准线间拉弦线, 用钢尺量测弦线到支承层表面的距离, 如果标高超过误 差允许要求, 立刻处理;
第六步, 人工修边
路基支承层为干硬性混凝土, 道床板范围内支承层表面有一定的粗糙度, 以便能和道床板界面良好接触, 两侧边缘 35厘米外露出部分要人工进行收面 抹光, 避免孔洞过多, 吸水过多造成冻融破坏;
第七步, 支承层切缝、 养护:
支承层摊铺完成 12小时内, 按纵向 5米间距切割出横向缝, 缝深为支承 层混凝土厚度的 1/3, 在切缝工作完成后, 在支承层表面洒水并覆盖塑料薄膜 养生 5天;
第八步, 检测、 评估:
施工完成后, 每隔 500米用灌砂法测定支承层混合料的密实度, 每隔 250 米钻芯取样, 芯样直径为 150毫米, 进行抗压强度测试, 确定 28天的支承层 混合料的强度, 检测资料完成后, 对支承层施工质量进行评估。
由于采用了上述技术方案, 本发明的有益效果是:
具有施工速度快和摊铺机作业功效大的特点,可达到 300m/天的施工进度, 能大大缩减施工工期; 可提高支承层的施工质量、 降低道床板开裂几率和增加 结构的耐久性能。
附图说明
图 1是双块式无砟轨道支承层施工工艺流程流程图。
图 2是矿物材料混合物的级配曲线图。 具体实施方式
下面结合附图对本发明作详细说明
1.支承层配合比试配
1. 1试配原则
支承层混凝土原材料进场检验合格后, 在正式施工前 2个月应按《客运专 线铁路无砟轨道支承层暂行技术条件》要求并结合施工现场的水泥、 集料等实 际指标提前进行配合比试验。
1. 2室内试验
1. 2. 1筛分
根据《普通混凝土用砂、石质量及检验方法标准》 JGJ52-2006 , 首先将粗、 细骨料分别进行筛分试验, 然后将这两种骨料按一定比例进行试配、 筛分, 直 至筛分结果满足 《暂行技术条件》 中混合物的粒径级配 (见表 1. 2. 1 ) 和级配 曲线限值 (见图 2 ), 并绘出曲线图。
表 1. 2. 1混合物的粒径级配
1. 2. 2击实
将两种骨料按试验比例混合, 并外加水泥和粉煤灰, 用击实仪进行普氏击 实试验, 得出最大干密度和最优含水率。
1. 2. 3拌合成型
根据得出的最大干密度和最优含水量计算出理论配合比 (见表 1. 2. 3 ) 以 及各种料的试拌用量放入搅拌机进行拌合, 然后按规定对试件进行密实, 1天 后拆模成型并放入标准养护室进行养护。
1. 2. 4性能测试
将养护 3d、7d、28d的试件进行力学(抗压)性能试验,试验结果见表 1. 2. 4。
表 1. 2. 4 支承层力学性能试验结果
要求试验室达 抗压强度 (MPa)
到强度 (Mpa) 3d 7d 28d
^ 15 130 9.7 13.3 19.2
150 10.1 14.6 20.1
1. 3工艺试验及配合比修正
1. 3. 1验证试验室配合比 根据试验室推荐的配合比, 在现场进行工艺试验, 实际铺筑试验段, 进行 干密度、 抗压强度等指标检测; 并对照 《暂行技术条件》 的规定值进行验证。 其检测结果见表 1. 3. 1-1、 表 1. 3. 1-2
表 1. 3. 1-1 灌沙法密实度检测结果
表 1. 3. 1-2 强度检测结果
1. 3. 2修正支承层配合比 总结工艺试验的结果, 综合分析支承层的密实度及强度指标、 拌和料的和 易性、 工作性能、 外观质量等因素, 修正支承层配合比, 根据分析, 确定修正 后的支承层配合比。
1. 4施工配合比确定
每次支承层施工前, 必须对砂、 石等原材料进行含水率测试。 根据含水率 的测试结果, 修正理论配合比, 确定最终的施工配合比。
2.施工工艺
一种双块式无砟轨道支承层施工工艺, 它包括如下步骤:
第一步, 基准线测设
在施工前,完成支承层的测量放线工作:通过 CPIII控制网测设混凝土支承 层中线, 进而设置两侧引导线, 引导线到线路中线的距离为 2. 9米, 高度距设 计路基面 50厘米, 引导线拉杆纵向间距为 10米, 曲线地段为 5米; 摊铺采用 钉桩或引导线法校准摊铺机挤压底板四角点高程和侧模前进方向, 校核 1〜2 遍, 正确无误后, 可进行摊铺作业;
第二步, 混合料配制
A.根据试验室推荐的配合比, 在现场进行工艺试验, 综合分析支承层的密 实度及抗压强度指标、 拌和料的和易性、 工作性能、 外观质量因素, 修正支承 层配合比;
B.在现场对材料取样, 进行骨料筛分试验, 检査骨料级配情况; 在拌和站 对砂、 石料含水率进行测定, 根据含水率修定理论配合比, 确定施工配合比, 拌和料拌制完成后, 取样测定含水率;
C.确定后的原材料重量比为: 水泥、 矿物掺合料 1%, 粗、 细骨料比例 2%, 拌合水比例 1%; 投料顺序: 原材料计量后, 先向搅拌机投入细骨料、 水泥和粉 煤灰, 搅拌均匀后加水, 再向搅拌机投入粗骨料, 充分搅拌至均匀为止;
D.支承层混合料搅拌流程如下:
细 ΐ錄 1 #合水 耜骨弊: » #抖
'煤:褒處
Ε.支承层混合料充分搅拌,使各种材料混合均匀、 颜色一致后, 将混合料 运输到施工现场备用;
第三步, 混合料运输
运输前将自卸式汽车车箱清洗干净,在采用自卸式汽车进行支承层混合料 的运输过程中用帆布覆盖, 混合料运输到施工现场后, 卸料距离以不使水分蒸 发为限;
第四步, 支承层混合料摊铺
首先, 摊铺前对基床表层表面进行洒水润湿;
然后, 混合料运输到施工现场后进行取样, 测定含水率;
最后, 摊铺时, 支承层混合料通过挖掘机来完成布料: 在摊铺宽度范围内 布料均匀, 最高料位不高于摊铺机前松方控制板顶面的正常高度, 而在螺旋布 料器叶片最高点以下, 且不得缺料; 纵向布料超过 5米后, 启动摊铺机开始摊 铺, 布料时, 在曲线地段, 其外侧布料高度稍高, 以便在摊铺过程中, 能让摊 铺机模板对混合料形成挤压, 保证支承层的质量效果; 在 5〜10米的摊铺距离 内确定最佳振捣频率、 最佳摊铺走行速度和捣固棒最佳***深度;
第五步, 外观质量检査:
摊铺完成后, 对支承层的质量进行检查, 检査的主要内容包括: 观察支承 层是否发生离析, 如果有马上进行修补处理; 同时检查支承层表面标高位置, 在两基准线间拉弦线, 用钢尺量测弦线到支承层表面的距离, 如果标高超过误
差允许要求, 立刻处理;
第六步, 人工修边:
路基支承层为干硬性混凝土, 道床板范围内支承层表面有一定的粗糙度, 以便能和道床板界面良好接触, 两侧边缘 35厘米外露出部分要人工进行收面 抹光, 避免孔洞过多, 吸水过多造成冻融破坏;
第七步, 支承层切缝、 养护:
支承层摊铺完成 12小时内, 按纵向 5米间距切割出横向缝, 缝深为支承 层混凝土厚度的 1/3, 在切缝工作完成后, 在支承层表面洒水并覆盖塑料薄膜 养生 5天;
第八步, 检测、 评估:
施工完成后, 每隔 500米用灌砂法测定支承层混合料的密实度, 每隔 250 米钻芯取样, 芯样直径为 150毫米, 进行抗压强度测试, 确定 28天的支承层 混合料的强度, 检测资料完成后, 对支承层施工质量进行评估。
本发明具有施工速度快和摊铺机作业功效大的特点, 可达到 300m/天的施 工进度, 能大大缩减施工工期; 可提高支承层的施工质量、 降低道床板开裂几 率和增加结构的耐久性能。
Claims
1. 一种双块式无砟轨道支承层施工工艺, 其特征在于, 它包括如下步骤: 第一步, 基准线测设
在施工前,完成支承层的测量放线工作,通过 CPIII控制网测设混凝土支承 层中线, 进而设置两侧引导线, 引导线到线路中线的距离为 2. 9米, 高度距设 计路基面 50厘米, 引导线拉杆纵向间距为 10米, 曲线地段为 5米; 摊铺采用 钉桩或引导线法校准摊铺机挤压底板四角点高程和侧模前进方向, 校核 1〜2 遍, 正确无误后, 进行摊铺作业;
第二步, 混合料配制
A.根据试验室推荐的配合比, 在现场进行工艺试验, 综合分析支承层的密 实度及抗压强度指标、 拌和料的和易性、 工作性能、 外观质量因素, 修正支承 层配合比;
B.在现场对材料取样, 进行骨料筛分试验, 检査骨料级配情况; 在拌和站 对砂、 石料含水率进行测定, 根据含水率修定理论配合比, 确定施工配合比, 拌和料拌制完成后, 取样测定含水率;
C.确定后的原材料重量比为: 水泥、 矿物掺合料 1%, 粗、 细骨料比例 2%, 拌合水比例 1%;
媒. 爽
Ε.支承层混合料充分搅拌,使各种材料混合均匀、 颜色一致后, 将混合料 运输到施工现场备用; 第三步, 混合料运输
运输前将自卸式汽车车箱清洗干净,在采用自卸式汽车进行支承层混合料 的运输过程中用帆布覆盖, 混合料运输到施工现场后, 卸料距离以不使水分蒸 发为限;
第四步, 支承层混合料摊铺
首先, 摊铺前对基床表层表面进行洒水润湿;
然后, 混合料运输到施工现场后进行取样, 测定含水率;
最后, 摊铺时, 支承层混合料通过挖掘机来完成布料: 在摊铺宽度范围内 布料均匀, 最高料位不高于摊铺机前松方控制板顶面的正常高度, 而在螺旋布 料器叶片最高点以下, 且不得缺料; 纵向布料超过 5米后, 启动摊铺机开始摊 铺, 布料时, 在曲线地段, 其外侧布料高度稍高, 在 5〜10米的摊铺距离内确 定最佳振捣频率、 最佳摊铺走行速度和捣固棒最佳***深度;
第五步, 外观质量检查
摊铺完成后, 对支承层的质量进行检查, 检查的主要内容包括: 观察支承 层是否发生离析, 如果有马上进行修补处理; 同时检查支承层表面标高位置, 在两基准线间拉弦线, 用钢尺量测弦线到支承层表面的距离, 如果标高超过误 差允许要求, 立刻处理;
第六步, 人工修边
路基支承层为干硬性混凝土, 道床板范围内支承层表面有一定的粗糙度, 以便能和道床板界面良好接触, 两侧边缘 35厘米外露出部分要人工进行收面 抹光, 避免孔洞过多, 吸水过多造成冻融破坏;
第七步, 支承层切缝、 养护:
支承层摊铺完成 12小时内, 按纵向 5米间距切割出横向缝, 缝深为支承 层混凝土厚度的 1/3, 在切缝工作完成后, 在支承层表面洒水并覆盖塑料薄膜 养生 5天;
第八步, 检测、 评估:
施工完成后, 每隔 500米用灌砂法测定支承层混合料的密实度, 每隔 250 米钻芯取样, 芯样直径为 150毫米, 进行抗压强度测试, 确定 28天的支承层 混合料的强度, 检测资料完成后, 对支承层施工质量进行评估。
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CN103485253B (zh) * | 2013-08-26 | 2015-12-23 | 广西柳工机械股份有限公司 | 路面摊铺施工方法 |
CN107299585A (zh) * | 2017-07-05 | 2017-10-27 | 温州市华宏市政园林工程建设有限公司 | 一种市政道路施工方法 |
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