How to write an internship report for bridge engineering?

In order to make good use of book knowledge and gain an earlier understanding of this major, the college organized an outing at the beginning of our senior year in order to give us a better understanding of this major. Internship, so that everyone can connect what they usually learn in the classroom to actual production. Let us understand that when studying bridge engineering, we should not only pay attention to the accumulation of knowledge, but also the cultivation of abilities. On August 23, the college held a mobilization meeting. The instructor gave everyone a brief introduction to some basic knowledge of roads and bridges, and briefly explained the location and tasks of the internship in the coming week. In addition to requiring students to listen more, ask more, read more, and memorize more, safety issues were particularly emphasized. Two days before the internship, I was unable to go to Hangzhou with everyone because of something else. I missed seeing the high-speed rail, Cao'ejiang Bridge, cement mixing site, corrugated steel web of the middle tunnel bridge, Jiashao Cross-river Bridge, etc., so I could only use the help of my classmates. I have some knowledge from the photos taken at the scene and the relevant information checked online, which is a bit regretful.

Internship time: August 24th to September 1st

Internship location:

8.24 High-speed Railway Cao'ejiang Bridge

8.25 Central Tunnel Bridge corrugated steel web Jiabao Cross-River Bridge Jiabao Bridge

8.26 Taiyang Yangtze River Bridge Suspension Bridge Construction Site

8.27 Jiangliu Expressway

8.30 Runyang Bridge (Exhibition Room Control Room) Danyang Jiuqu River Bridge

8.31 Road and Bridge South China Maanshan Yangtze River Bridge MQ-10 Standard

9.1 Beijing-Shanghai High-Speed ??Railway Nanjing Dashengguan Yangtze River Bridge

Internship tasks:

Go to various internship locations to carefully observe, study, and understand various construction processes, processes, technologies, etc., listen attentively to the explanations of construction workers and teachers, think about research, and record various key points. and internship experience, compiled into an internship report.

Internship content:

1. High-speed rail bridge

On the first and last day of the internship, I visited the construction of the high-speed rail. The design and construction technology of railway bridges, especially high-speed railway bridges, has developed extremely rapidly. Since the 1990s, China's railway bridges have entered a period of rising development, and the 21st century has ushered in a leap in bridge development. China's railway bridges, especially high-speed railway bridge structures, have made great breakthroughs. Abroad, there are no complex geological conditions like ours, no long-span bridges under such high-speed construction conditions, and no such high proportion of bridges. A few years ago, it seemed that highway bridges were developing faster than railways. However, in recent years, the development of China's high-speed railway bridges has advanced by leaps and bounds, which has impressed the world. Now, the design and construction technology of my country's high-speed railway bridges can be said to have reached the world's advanced level. Since the operating density and comfort and safety requirements of high-speed railways are higher than those of ordinary lines, the dynamic effect of high-speed trains on bridge structures is greater. Under this premise, high-speed railway bridges have formed their own characteristics in the design and construction.

High-speed rail bridges have a large proportion and there are many long viaduct bridges. The design parameters of high-speed railways are strictly limited, with large curve radii, small slopes, and the need for fully enclosed traffic. Therefore, there are many more bridge buildings than ordinary railways, and the number of long viaducts is also large. Since high-speed railways have strict stiffness requirements for civil engineering projects such as lines, bridges, and tunnels, the spans of high-speed railway bridges are mainly small and medium spans. High-speed railway bridges must have sufficient stiffness and good integrity to prevent large deflections and amplitudes of the bridge. At the same time, the structural deformation caused by the bridge's prestressed creep and uneven temperature differences must be limited to ensure the smooth running of the track. Generally speaking, the design of high-speed railway bridges is mainly controlled by stiffness, and strength basically does not control its design. High-speed railways require the laying of seamless lines across sections in sequence, and the stress state of the seamless line rails on the bridge is different from that of the roadbed. Temperature changes in the structure, train braking, and bridge deflection will cause the bridge to produce a certain displacement in the longitudinal direction, causing The rails on the bridge generate additional stress. Excessive additional stress will cause the seamless lines on the bridge to become unstable and affect driving safety.

Therefore, the pier foundation must have sufficient longitudinal stiffness to minimize the additional stress on the rails and the relative displacement between the beam and rails. Interruption of high-speed railway operations will cause great economic losses and social impact. Therefore, high-speed railway bridges must minimize maintenance on the one hand, and facilitate daily inspection and maintenance on the other.

2. Corrugated Steel Webs for Central Tunnel Bridges

On August 25, we visited the Corrugated Steel Web Group for Central Tunnel Bridges. Let us learn more about corrugated steel webs, an emerging technology product. With more understanding.

Corrugated steel web box girder is a new type of steel and concrete composite structure, which makes full use of the advantages of steel and concrete to improve the stability, strength and material efficiency of the structure.

Stressed concrete simply supported box girder bridge is the most commonly used bridge type in bridge engineering. However, as the span increases, its own weight increases exponentially. It is no longer economical to design it into a simply supported structure. In order to reduce its own weight Various countries have tried to adopt various forms. One of the effective methods is to use corrugated steel webs, that is, to replace the webs in self-heavy prestressed concrete simply supported box beams with corrugated steel plates. According to relevant information, corrugated steel web composite box beams of the same span are more than 20% lighter than ordinary PC beams, and can improve structural performance (increase prestressed efficiency, greatly increase the shear strength of the web), and reduce shrinkage. The effect of temperature change and temperature change is small. In recent years, our country has made important progress in research on the mechanical properties, engineering design and construction methods of this structure.

3. Bridges

Because I had something to do two days before the internship, I did not go with the class to visit the Cao'ejiang Bridge, Jiashao Cross-River Bridge and Jiubao Bridge. I could only visit the site through my classmates. Some information on the side and some knowledge obtained by searching online are summarized below.

1. Jiashao Cross-River Bridge

Jiashao Cross-River Bridge, also known as Jiashao Bridge, is another bridge across Hangzhou Bay after the Hangzhou Bay Cross-sea Bridge. , coupled with the Qianjiang Tunnel that started construction in January this year, the Qianjiang bell mouth presents a "one bay and three bridges" pattern, with the terminals pointing north to Shanghai.

The Jiaxing-Shaoxing Cross-River Project starts from Haining, Jiaxing in the north, and Shangyu, Shaoxing in the south. It consists of three parts: a 43-kilometer high-speed connection line on the Jiaxing boundary, connecting the intersection of Shanghai-Hangzhou and Zhajiasu Expressways; There are 13 kilometers of expressways on the boundary of Shaoxing, which intersect with the Hangzhou-Ningbo and Shangsan Expressways; the middle part across the river is the Jiashao Bridge. Compared with the 36-kilometer-long Hangzhou Bay Cross-sea Bridge, the distance across the river of the Jiashao Bridge is much shorter. The bridge is only 10 kilometers long, only 1/3 of the length of the Hangzhou Bay Cross-sea Bridge. However, the bridge deck is wider. From design to final planning, the bridge deck is 40.5 meters wide and changed from 6 lanes to 8 lanes. The design speed of the bridge is 100 kilometers per hour.

Jiashao Bridge adopts a typical cable-stayed bridge design. The main bridge is composed of a continuous 5-span cable-stayed bridge, each span is 428 meters. The suspension bridge tower adopts the same single-column design as the Qianjiang Third Bridge. It's just that the Third Qianjiang Bridge has cable suspension on two sides, while the Jiashao Cross-River Bridge has cable suspension on all sides and is more magnificent in shape. It is understood that this bridge with this technology and shape is the first of its kind in China. After completion, the main navigation hole of the bridge can meet the needs of navigation of 3,000-ton container ships. The main channel bridge of the bridge adopts the 6-tower single-column cable-stayed bridge scheme with the highest technical content (most of the multi-tower cable-stayed bridges built at home and abroad currently have 3 towers), which makes the main bridge length up to 2680 meters and branches into 5 main channels. , the number of cable towers and the length of the main bridge rank first in the world; the bridge adopts the two-way eight-lane highway standard, and the total width of the main bridge reaches 55.6 meters (including the Buso area).

2 Jiubao Bridge

Jiubao Bridge, also known as the Eighth Qianjiang Bridge, is 1,855 meters long, with six lanes in both directions and a design speed of 80 kilometers per hour. Construction officially started on December 18, 2008 and is expected to be completed by the end of 2011. The total investment in the project is approximately 970 million. The bridge connects Jianggan to the north, Xiaoshan to the south, and crosses the Qiantang River. It is the easternmost "one vertical" part of Hangzhou's "two loops, three verticals and five horizontals" urban expressway network. Once completed, the main city of Hangzhou will be integrated with the three sub-cities of Linping, Xiasha and Xiaoshan, thereby greatly expanding the space of Hangzhou to the east of the Qiantang River.

3. Cao'ejiang Bridge

The Cao'ejiang Bridge is located on the Guanhe Road Landscape Avenue in Shengzhou City, Zhejiang Province. It connects the old city to the north and the Chengnan New District to the south. The completion of the bridge will strengthen the new The connection with the old city is of great significance in promoting the economic prosperity of the new district. The bridge is located at the intersection of the Changle River, Chengtan River and Cao'e River, and the main bridge spans the Cao'e River. The main bridge of the Cao'ejiang Bridge adopts a double-arch rib down-bearing concrete-filled steel tube tied arch bridge, and the approach bridge adopts a prestressed concrete continuous box girder structure. Bridge span combination: 3×22 m 3×26 m 2×136 m 3×26 m 3×22m=560 m, of which the main bridge is 272 m long and the approach bridge is 288 m long.

The bridge structure of the main bridge adopts a two-span, two-piece arch rib down-bearing concrete-filled steel tube tied arch bridge. The calculated span of a single span is 132 m. The arch axis is a quadratic parabola, and the span ratio is 1. /5. The center distance of the arch ribs is 17.5 m, and the design is based on a two-way four-lane design. Three space truss wind braces are installed between the arch ribs. The bridge beam structure is mainly composed of steel tube concrete arch ribs, prestressed concrete tie beams, suspenders, suspender beams, end beams and bridge deck systems. The exterior is a simply supported statically indeterminate structure, and the interior is a high-order statically indeterminate structure.

Main technical standards:

(1) Road grade: urban main road.

(2) Main bridge width: 2×4 m (sidewalk) 2×4m (non-motorized lane) 2×2.5 m (isolated zone) 15 m (motorized lane) = 36 m .

(3) Design load: urban level A, crowd 3.5 kN/m2.

(4) Earthquake resistance level: In areas with 6 degrees, fortification is based on 7 degrees.

(5) Bridge vertical curve: the main bridge has a flat slope, and the approach bridge has a longitudinal slope of 2.5%. Both ends of the main bridge are equipped with convex curves, with a radius of 1 500 m.

4. Taiyang Yangtze River Bridge

Route direction:

The Taizhou Yangtze River Bridge project starts from the Xuanbao hub of the Ningtong Expressway in Taizhou and ends at Yong'an Island The town crosses the Yangtze River, crosses the Jiajiang River at Zhenjiang Yangzhong Xiaopaosha to the west, enters Changzhou via Yaoqiao Town, and ends at the Tangzhuang hub of the Shanghai-Nanjing Expressway.

Design standards:

The Taiyang Yangtze River Bridge project adopts the two-way six-lane highway standard, and the design load of the bridge is highway-level I. The navigation clearance height of the main bridge is not less than 50 meters and the clear width is not less than 760 meters, which can meet the navigation needs of 50,000-ton Panamanian bulk cargo ships.

Project scale:

The estimated total investment of the Taiyang Yangtze River Bridge project is 9.37 billion yuan, and the construction project will take 5.5 years. It consists of four parts: the main cross-river bridge of the northern link, the Jiajiang Bridge and the southern link, with a total length of 62.088 kilometers. Among them, it was praised that the main bridge adopts a three-tower, two-span suspension bridge with a main span of 2×1080 meters, which is the first in the world and the first in the world.

The reason why the three-tower suspension bridge type is adopted is mainly due to two considerations: First, considering that the bridge is located on a wide river surface. According to measurements, the Yangtze River spanned by the bridge is 2.3 kilometers wide, and the river bed has a shallow W-shaped section. If a one-span bridge is adopted across the river, the investment will increase significantly. However, the use of a three-tower two-span suspension bridge not only saves investment, but also It can make the most of the characteristics of the river bed in the bridge site area and adapt to changes in the Yangtze River. At the same time, since there is only one main tower foundation in the water, it minimizes the impact of the bridge construction on the water flow and reduces the risk of ship collisions. The second is to consider the issue of full utilization of the Yangtze River coastline resources. If a cable-stayed bridge type is adopted, too many approach bridges and too dense piers will affect the navigation of ships between the ports and terminals on both sides of the strait, and will be detrimental to the development and utilization of the coastlines on both sides of the strait.

Technological innovation points:

(1) The main bridge is a 2×1080 meter long-span three-tower, two-span suspension bridge. It is the first in the world and the first in the world. Its structure The system is a breakthrough innovation at the forefront of world bridge technology.

(2) The middle tower adopts the world's tallest longitudinal herringbone and transverse portal frame steel tower, with high design and construction technology.

(3) The foundation of the middle tower adopts the world’s deepest water caisson foundation.

The plane dimensions of the caisson are 58 meters long, 44 meters wide, and 76 meters high. The entire caisson foundation sinks to a depth of -70 meters, making construction difficult and risky.

(4) Superstructure main cable erection, steel box girder hoisting and construction control have made breakthrough developments in traditional single-span suspension bridge construction technology.

The construction of the Taiyang Yangtze River Highway Bridge is an important cross-river channel project for our province's "Five Vertical, Nine Horizontal and Five Linked" highway network and the country's "Outline of Modern Highway Traffic Planning for the Yangtze River Delta Region". It is important for improving the national and The provincial trunk highway network plays a positive role in strengthening exchanges between Taizhou, Zhenjiang and Changzhou, promoting the balanced development of the regional economy on both sides of the Yangtze River and development and opening up along the river, and improving the shipping conditions of the Yangtze River.

5. Runyang Bridge

The Runyang Yangtze River Highway Bridge is an important part of the main skeleton of Jiangsu Province’s “four vertical, four horizontal and four connected” highways and the passage across the Yangtze River. The total length of the project is 35.66 kilometers (the southern extension section is 12 kilometers), which consists of the northern connection, northern connection viaduct, northern approach bridge, northern branch cable-stayed bridge, Shiyezhou Interconnection, southern branch suspension bridge, southern approach bridge, southern connection, and southern connection extension section 9 Composed of parts. The main span of the South Branch Suspension Bridge is 1,490 meters, which is currently the largest extra-large-span suspension bridge in China and the third largest in the world. The North Branch Bridge adopts a (176 406 176) meter three-span, twin-tower, double-cable plane steel beam cable-stayed bridge, and the entire line is bidirectional. Six-lane (four lanes in the southern extension) expressway standard, the calculated driving speed is 100 km/h, and the southern extension is 120 km/h. The navigation clearance suspension bridge of the bridge is 50 meters, which can pass 50,000-ton cargo ships, and the cable-stayed bridge is 18 meters.

The bridge project has a total length of 21.749 kilometers in Zhenjiang, accounting for 61% of the total length. Among them, the main bridge has a mileage of 3.841 kilometers within Zhenjiang, accounting for 74% of the total length of the main bridge. The bridge project will set up five interchanges in Zhenjiang City, namely Shiyezhou Interchange, Yuejin Road Interchange, National Highway 312 Interchange, Dantu Shangdang Interchange and Dantu Interchange that crosses the Shanghai-Nanjing Expressway.

New technology application and technological innovation

1. Freezing pile arrangement method. The South Anchor Foundation successfully adopted the pile row freezing enclosure plan for foundation pit construction. The pile row freezing method is a brand-new foundation pit construction method. It is the first time that it has been applied to bridge foundation projects in China. There are no examples of this method being used in open, large-area, and deep foundation pit construction abroad. The pile row freezing method organically combines two mature construction methods to solve the problem of rock embeddedness in the south anchorage foundation pit enclosure structure and the problem of anti-seepage and water sealing. The construction is highly operable, the risks are controllable, and the project cost is consistent with Other construction plans are comparable and have short construction periods.

2. Micro-expansion concrete construction technology. The concrete volume of the North Anchor Foundation base plate reaches 15800m?0?6. It is a large-volume concrete. It is constructed with micro-expansion concrete and only took 92 hours of continuous pouring to complete. The one-time pouring foundation floor construction plan saves about 20 days in construction period compared with the construction of post-pouring strips in sections.

3. Self-compacting concrete technology. During the core-filling construction of the North Anchor Foundation, due to the obstruction of the support system in the foundation pit, the top surface of the lining wall could not be vibrated when pouring concrete. The use of self-compacting concrete ensured the construction quality of the concrete. The Runyang Bridge Anchor Foundation has nearly 10,000 square meters of concrete. The use of self-compacting concrete has accumulated successful experience, filled the domestic gap, and has wide application value.

4. Large drop concrete construction technology. The maximum depth of the north anchor foundation pit is 50m. During the construction, a set of anti-segregation devices for vertical concrete transportation were developed, which have good results and effectively prevent segregation during the vertical transportation of concrete.

5. Overall lifting of steel hanging box. The north tower cap uses steel hanging boxes as construction water retaining structures and construction templates. The nearly 1,000-ton steel hanging box was successfully hoisted in one go. After positioning, the axis deviation was only 1.1cm and the elevation deviation was only 1.7cm, shortening the construction period by one month.

6. Automatic hydraulic climbing formwork system. The German DOKA automatic hydraulic climbing formwork system was introduced for the construction of the cable tower. After use, the concrete surfaces of all parts of the cable tower are smooth and smooth, the corner joints of the tower body are smooth, and the internal appearance quality is excellent.

7. There is no wind-resistant cable catwalk. For the first time in China, a catwalk system without anti-wind cables is adopted, which reduces the impact on navigation and saves time for catwalk erection.

8. Manufacturing technology of PPWS cable strands for suspension bridges. PPWS cable strand production proposes the intra-strand error control theory and intra-strand error control technology, which improves the production accuracy of the cable strands. Through the online monitoring technology of the coiling force, the problem of "hula hoops" easily generated due to the loosening of the inner layer of the cable strands in the previous cable erection has been solved, which has greatly shortened the main cable erection period and reduced the construction difficulty of the cable strand erection.

9. Long-distance traction system. It adopts a double-line reciprocating mast traction system, which has the advantages of simple erection, fast cable strand erection speed and high quality. It took 90 effective working days to complete the erection of 368 cable strands, and the quality of the cable strand erection was excellent.

10. Hydraulic lifting type cross-cable crane. Within 90 days, all 47 beam sections were hoisted with high quality, safety and efficiency.

11. Main cable dehumidification system. The main cable dehumidification system was adopted for the first time in China. After one year of operation of the dehumidification system, the relative humidity in the main cable of the Runyang Bridge was less than 60.

12. Anti-seepage sling technology for suspension bridges. The Runyang Bridge uses new sealing filling materials, combined with the sealing structure design of the anchors, to form a good anti-seepage system, which effectively solves the anti-seepage problem of the sling anchors connecting the cable body, cable clamps and beams. The technology has obtained national utility model patents. After more than a year of use, no water leakage has been found in the sling.

13. In view of the complex geological and hydrological conditions and the requirements of dry foundation pit construction, we conducted research on deep foundation pit precipitation and surrounding settlement control, and proposed a double-layer structure groundwater movement that can calculate the groundwater levels of each layer in real time. The mathematical model and calculation method were used to propose principles and specific methods for controlling ground deformation around deep foundation pits under different hydrological and engineering geological environments, and optimized the curtain-drainage combination scheme. The appraisal committee believes that the research results have reached the international advanced level.

14. For the first time in China, a suspension bridge adopts a rigid central buckle structure, which effectively improves the stress on the short suspension cables, reduces the longitudinal displacement of the bridge deck caused by live loads, and at the same time enhances the overall stiffness of the suspension bridge. 15. For the first time in China, wind stability panels are installed on the stiffening beams of a suspension bridge, which improves the flutter stability of the bridge and saves project costs.

In addition, we also visited the exhibition room and monitoring room of Runyang Bridge to learn more about the Runyang Bridge in an all-round way. The Runyang Bridge structural safety monitoring system was established, which mainly applies modern sensing technology, testing technology, computer technology, and modern network communication technology to monitor the working environment of the bridge, the structural status of the bridge, and the effects of various external load factors on the bridge such as vehicles. Real-time monitoring of the bridge's response, timely grasp of the structural status of the bridge, a comprehensive understanding of the bridge's operating conditions and quality degradation, providing a basis for bridge operation management, maintenance and repair, reliability assessment and scientific research. The entire structural safety monitoring system includes two parts: hardware and software. The hardware part includes four systems, namely: sensor system; data acquisition system; data communication and transmission system; data analysis and processing system. Each system operates through fiber optic network connections.

4. Roads and Bridges South China Ma'anshan Yangtze River Bridge MQ-10 Standard

Ma'anshan Yangtze River Bridge is divided into two main bridges, the left branch and the right branch. The left branch main bridge adopts 2×1080 meters three towers. The two-span suspension bridge has the longest main span among similar bridges in the world. For the first time, it has achieved a major breakthrough in the span of a three-tower two-span suspension bridge from 100 meters to 1,000 meters; the right branch main bridge adopts a 2×260 meter three-tower two-span The cable-stayed bridge has an elliptical arch tower and is the first arch-type, three-tower, two-span cable-stayed bridge in China.

The chief engineer described in detail the construction of foundation piles, platform caps, tower columns and main beams, and emphasized the advancement of gas lift reverse circulation technology.

Drilled cast-in-place piles are widely used in foundation projects of high-rise buildings, highway bridges and other projects due to their simple machinery and equipment, convenient construction, reliable hole forming quality, and low construction costs. Cleaning up the sediment of bored piles is the key to controlling the quality of the pile body. The traditional construction of bored piles uses forward circulation drilling, forward or reverse circulation hole cleaning technology, and in recent years, bored piles have appeared in Zhejiang. The gas lift reverse circulation hole cleaning process has a hole cleaning effect that is much better than the general hole cleaning process.

Gas lift reverse circulation hole cleaning uses the compressed air of an air compressor and sends it to the pile hole through the air duct installed in the duct. The high-pressure air is mixed with the mud to form a density less than The slurry-gas mixture of the mud rises due to its small specific gravity, forming a negative pressure at the bottom of the mixer in the conduit. The mud below rises under the action of the negative pressure, and under the combined action of the air pressure momentum, the mud is continuously replenished. , the mud and gas rising to the mixer form a gas-slurry mixture and then continue to rise, thus forming a flow. Because the inner cross-sectional area of ??the conduit is much smaller than the annular cross-sectional area between the outer wall of the conduit and the pile wall, a flow rate and flow rate are extremely high. Reverse circulation carries sediment out of the conduit and out of the conduit.

On the surface, the gas lift reverse circulation process adds equipment and increases project costs. In fact, this is not the case. The economic effects will be analyzed from several aspects below.

1. The sediment thickness is reduced, the single pile bearing capacity is improved, the pile diameter is optimized, and the project cost is reduced.

The bearing capacity of a single pile depends on the frictional resistance of the soil around the pile and the bearing capacity of the pile bottom. The mud skin formed during the air lift reverse circulation cleaning process is thinner, which increases the frictional resistance. The sediment at the bottom of the pile is relatively thoroughly removed, and there is no weak layer, thereby improving the end bearing capacity of the pile. When designing based on the test pile results, the cost of the pile foundation project is bound to be reduced.

2. The slag removal speed is fast, the construction period is shortened, and the construction cost is reduced.

When the bored pile foundation is constructed using the gas lift reverse circulation method, the hole cleaning time for each pile is reduced by about 2 hours, which improves labor productivity, speeds up the equipment turnover cycle, and directly reduces the project cost. Construction costs.

Internship experience

In just one week of internship, we visited many bridges and visited many construction sites. What we felt was the vigorous development of infrastructure and technology. Production is increasingly important in bridge engineering. It is not only necessary to build a bridge that can cross the river and connect to the railway, but also the bridge must have a certain technological content, be beautiful and durable, be environmentally friendly and save money. This requires us college students who will be engaged in road and bridge work in the future to have certain ideological preparations, study professional knowledge diligently, expand our thinking, and practice hands-on practice in order to catch up with the requirements of modern bridge construction.

This internship made me deeply realize that reading is a way to increase knowledge and broaden my horizons, but it is also a way to practice more, wander among practical things, feel the pulse of society, and define a position for myself. An excellent choice to improve your overall quality. This internship made me jump out of the ivory tower, come to the construction site for internship, and learn practical knowledge in the big school of society. This is also my first real contact with society, feeling the society, and learning professional knowledge in the society. Many of these knowledge are not found in textbooks or are difficult to explain clearly in class, but they are very important for us to work in the future. Close observations of bridges and bridge construction sites gave us a more comprehensive understanding of the course. Practice brings true knowledge, and field trips enable us to have a deeper understanding of the connections between various construction links than knowledge from books. I have benefited a lot from the experience gained during this internship, and I will definitely use this knowledge in my future studies. During this internship, I also learned some of my own shortcomings. I hope that I can continue to improve myself and strive for excellence in future study and practice. At the same time, we also know that the construction of bridge projects is a difficult industry. In recent years, my country's infrastructure projects such as highway and railway bridges, especially high-speed railway bridges and extra-large bridges, have developed rapidly, and their demand is also increasing. , which is both an opportunity and a challenge for workers engaged in roads and bridges. If you want to reach a higher level, you must dare to endure hardship, dare to contribute, and contribute your own strength to the infrastructure construction of the motherland.

Finally, I would like to thank the teachers who led this internship. Thank you for accompanying us through the weather. Sincerely, thank you for your hard work!