土建施工组织设计外文翻译--施工项目成本上升的因素(编辑修改稿)

土建施工组织设计外文翻译--施工项目成本上升的因素(编辑修改稿)内容摘要：

cs of a project. Many times there is no recognition of the cost drivers operating outside the project’s physical configuration. A joint New York and New Jersey mission in 1918 remended a transportation tunnel under the river “Urges new tunnel under the Hudson.” 1918。 “Ask nation to share in tunnel to Jersey.” 1918. The automobile was emerging as the predominate means of transportation and it was decided that this tunnel should be for vehicular traffic. As a result the tunnel would employ new ventilation technologies to purge the exhaust gases produced by the internal bustion engine. Eleven designs were considered for the tunnel, most notably, one by the engineer recently responsible for finishing the Panama Canal, George Washington Goethals. He envisioned a single, bilevel tunnel with opposing traffic on each level. Goethals made a planning project cost estimate of $12 million and 3 years for construction. World War I had consumed much of the nation’s steel and iron production, so his design made use of cement blocks as the tunnel’s structural shell. His design was the frontrunning plan “Hudson vehicle tube.” but he had responsibilities elsewhere and was not named chief engineer for the project. Clifford M. Holland was named to head the 浙江工业大学之江学院毕业设计（论文） 外文翻译 7 project along with a board of five consulting engineers “Name interstate tunnel engineers.” 1919. Holland came to the project with vast experience in constructing subways and tunnels in New York. The cost of the project was taken to be $12 million, Goethals’ planning estimate. Holland produced a report in February of 1920 based on his analysis of the Goethals’ design of the project. His findings were not what had been expected. Holland found • Goethals’ width of m would not acmodate the volume of traffic. • Concrete blocks would not withstand the structural loads exerted on the tunnel. • The construction methods required by Goethals’ design were pletely untried. • The estimated cost of construction was grossly low. • The work could not be pleted in 3 years. The board of consulting engineers gave unanimous support for Holland’s analysis. Holland then presented a design of his own which was supported unanimously by the consulting engineers. Holland’s design, which was a major scope change, called for twin castiron tubes. One advantage was that construction would follow established methods of tunnel construction that had been implemented for rail tunnels under the East River and further up the Hudson. Holland estimated the cost at $28,669,000 “Asks $28,669,000 for Jersey tube.” 1920 and construction time at 31/2 years. Debate about the tunnel design continued for more than a year creating disagreements between the New York and New Jersey Commissions and delaying the work—a schedule change. A disagreement about awarding a contract on the New Jersey side further delayed the start of construction and added over half of a million dollars in cost. Construction started on the New York side in October of 1920 and in late December 1921 the New Jersey portion of the tunnel was bid “Way all cleared for Jersey tunnel.” The mandated pletion date was December 31, 1926. The construction schedule had now grown to 5 years. Estimated project cost increased multiple times throughout the early years of construction as a result of scope creep, schedule delays, and inflation. Increased traffic forecast necessitate larger entrance/exit plazas and acquisition of more right of way “Vehicular tube is growing.” 1923. Then increases in material and labor costs had added another $6 million to the project inflation. By the beginning of 1924, reestimated costs had been increased by $14,000,000 “Vehicular tunnel cost up $14,000,000.” 1924 due to functional and aesthetic factors scope creep. More intricate roadway designs for approaches, widening of the approach roadways, and architectural treatments increased the costs more scope creep. Redesign of the ventilation system added cm to the tunnel 浙江工业大学之江学院毕业设计（论文） 外文翻译 8 diameter and $4,422,000. Holland also decided to substitute caststeel for castiron to increase the strength and safety factors of the tunnel more scope creep. Last, the New Jersey ventilation shafts had to be redesigned along with their corresponding foundations at a cost of $700,000 due to une。