{"id":20475,"date":"2026-11-13T16:37:19","date_gmt":"2026-11-13T16:37:19","guid":{"rendered":"https:\/\/pirustinews.com\/?p=20475"},"modified":"2026-11-13T16:37:19","modified_gmt":"2026-11-13T16:37:19","slug":"ura-e-zogut-mbi-lumin-mat-nje-kryeveper-e-inxhinierise-shqiptare","status":"publish","type":"post","link":"https:\/\/pirustinews.com\/?p=20475","title":{"rendered":"URA E ZOGUT MBI LUMIN MAT \u2013 NJ\u00cb KRYEVEP\u00cbR E INXHINIERIS\u00cb SHQIPTARE"},"content":{"rendered":"

P\u00ebrkthimi dhe p\u00ebrshtatja n\u00eb shqip: Prof. Pal Nikolli<\/strong><\/p>\n

Pirusti News<\/em><\/p>\n

Nj\u00eb d\u00ebshmi e rrall\u00eb teknike mbi projektimin, nd\u00ebrtimin dhe inaugurimin e Ur\u00ebs s\u00eb Zogut, bazuar n\u00eb studimin origjinal t\u00eb inxhinierit zviceran Erwin Schnitter, botuar n\u00eb revist\u00ebn prestigjioze zvicerane Schweizerische Bauzeitung, m\u00eb 21 korrik 1928.<\/strong><\/p>\n

Ura e Zogut mbi lumin Mat nuk \u00ebsht\u00eb thjesht nj\u00eb vep\u00ebr infrastrukturore q\u00eb i p\u00ebrket historis\u00eb s\u00eb komunikacionit shqiptar. Ajo p\u00ebrfaq\u00ebson nj\u00eb d\u00ebshmi t\u00eb r\u00ebnd\u00ebsishme t\u00eb zhvillimit t\u00eb inxhinieris\u00eb civile n\u00eb Shqip\u00ebrin\u00eb e viteve 1920, t\u00eb teknologjis\u00eb s\u00eb avancuar t\u00eb nd\u00ebrtimit dhe t\u00eb p\u00ebrpjekjeve p\u00ebr t\u00eb kap\u00ebrcyer nj\u00eb nga pengesat m\u00eb t\u00eb v\u00ebshtira natyrore t\u00eb vendit.<\/p>\n

Nj\u00eb dokument me vler\u00eb t\u00eb ve\u00e7ant\u00eb p\u00ebr njohjen e historis\u00eb s\u00eb k\u00ebsaj vepre \u00ebsht\u00eb studimi teknik i inxhinierit zviceran Erwin Schnitter<\/strong>, me titull Der Bau der Strassenbr\u00fccke \u201eUra-Zogu\u201c \u00fcber den Mati-Fluss in Albanien<\/em>, botuar n\u00eb revist\u00ebn Schweizerische Bauzeitung<\/em>, m\u00eb 21 korrik 1928.<\/p>\n

Artikulli \u00ebsht\u00eb ve\u00e7an\u00ebrisht i r\u00ebnd\u00ebsish\u00ebm sepse nuk kufizohet n\u00eb p\u00ebrshkrimin historik t\u00eb nd\u00ebrtimit t\u00eb ur\u00ebs. Ai dokumenton me holl\u00ebsi projektimin inxhinierik, zgjidhjet konstruktive, themelimin e pilave, nd\u00ebrtimin e harqeve, organizimin e kantierit, teknologjin\u00eb e p\u00ebrdorur dhe rezultatet e provave t\u00eb ngarkes\u00ebs.<\/p>\n

Pirusti News sjell p\u00ebr lexuesit nj\u00eb p\u00ebrkthim dhe p\u00ebrshtatje t\u00eb strukturuar n\u00eb shqip t\u00eb k\u00ebtij studimi historik<\/strong>, duke ruajtur t\u00eb dh\u00ebnat teknike dhe p\u00ebrmbajtjen thelb\u00ebsore t\u00eb dokumentit origjinal.<\/p>\n

    \n
  1. Historiku dhe nevoja p\u00ebr nd\u00ebrtimin e ur\u00ebs<\/strong><\/li>\n<\/ol>\n

    Gjat\u00eb Luft\u00ebs s\u00eb Par\u00eb Bot\u00ebrore, n\u00eb vitet 1916\u20131918, ushtria austriake nd\u00ebrtoi nj\u00eb rrug\u00eb n\u00ebp\u00ebr territorin shqiptar, e cila lidhte zon\u00ebn e Shkodr\u00ebs me Shqip\u00ebrin\u00eb e Mesme. Kjo rrug\u00eb sh\u00ebrbente si baz\u00eb p\u00ebr operacionet ushtarake dhe p\u00ebr transportin e trupave e t\u00eb furnizimeve. N\u00eb nd\u00ebrtimin e saj u angazhuan deri n\u00eb 25 000 pun\u00ebtor\u00eb.<\/p>\n

    Pengesa m\u00eb e madhe p\u00ebr realizimin e k\u00ebsaj vepre ishte lumi Mat, rreth 55 km n\u00eb jug t\u00eb Shkodr\u00ebs. Lumi buronte n\u00eb nj\u00eb zon\u00eb malore t\u00eb panjohur dhe pa rrug\u00eb, nd\u00ebrsa shtrati i tij kishte gjer\u00ebsi q\u00eb varionte nga 500 deri n\u00eb 1500 m. N\u00eb disa periudha, uji rridhte n\u00eb nj\u00eb brez t\u00eb ngusht\u00eb, nd\u00ebrsa n\u00eb periudha t\u00eb tjera lumi shnd\u00ebrrohej n\u00eb nj\u00eb rrjedh\u00eb t\u00eb rr\u00ebmbyeshme, duke transportuar sasi t\u00eb m\u00ebdha uji drejt detit.<\/p>\n

    P\u00ebr t\u00eb kap\u00ebrcyer k\u00ebt\u00eb penges\u00eb ishte nd\u00ebrtuar fillimisht nj\u00eb ur\u00eb me pilota prej druri, me gjat\u00ebsi 1600 m, por ajo u shkat\u00ebrrua nga prurjet e lumit. M\u00eb pas u nd\u00ebrtua nj\u00eb ur\u00eb tjet\u00ebr e r\u00ebnd\u00eb ushtarake, me konstruksion druri dhe hekuri. Megjithat\u00eb, vet\u00ebm disa muaj pas p\u00ebrfundimit t\u00eb saj, ajo u hodh n\u00eb er\u00eb dhe u dogj nga ushtria austriake gjat\u00eb t\u00ebrheqjes.<\/p>\n

    Pas k\u00ebtyre ngjarjeve, komunikacioni nd\u00ebrmjet dy pjes\u00ebve t\u00eb vendit mbeti vazhdimisht i rrezikuar dhe shpesh nd\u00ebrpritej. Nevoja urgjente p\u00ebr transportin ushtarak dhe at\u00eb civil e detyroi qeverin\u00eb shqiptare ta konsideronte nd\u00ebrtimin e nj\u00eb ure t\u00eb re mbi lumin Mat si nj\u00eb nga prioritetet kryesore infrastrukturore.<\/p>\n

    Pas studimeve paraprake dhe negociatave t\u00eb gjata, qeveria shqiptare ia besoi nd\u00ebrmarrjes s\u00eb nd\u00ebrtimit Ing. Mazorana & Co.<\/strong>, me seli n\u00eb Trieste, realizimin e ur\u00ebs prej betoni t\u00eb armuar, sipas propozimit dhe projektit t\u00eb k\u00ebsaj kompanie.<\/p>\n

    Projekti parashikonte nj\u00eb vep\u00ebr me gjat\u00ebsi t\u00eb p\u00ebrgjithshme rreth 480 m.<\/p>\n

      \n
    1. Zgjidhja inxhinierike dhe projektimi konstruktiv<\/strong><\/li>\n<\/ol>\n

      Sipas Schnitter-it, kushtet e ve\u00e7anta hidrologjike t\u00eb lumit Mat dhe lart\u00ebsia e kufizuar e konstruksionit e b\u00ebnin t\u00eb domosdoshme zgjedhjen e nj\u00eb ure me harqe dhe me sistem lidh\u00ebs t\u00ebrheq\u00ebs, ku trupi i rrug\u00ebs varej nga harqet.<\/p>\n

      Projektimi duhej t\u00eb garantonte kalimin e prurjeve shum\u00eb t\u00eb m\u00ebdha t\u00eb lumit. N\u00ebn ur\u00eb duhej t\u00eb sigurohej nj\u00eb seksion hidraulik p\u00ebr kalimin e 10 000 m\u00b3 uj\u00eb n\u00eb sekond\u00eb<\/strong>, si dhe nj\u00eb hap\u00ebsir\u00eb e lir\u00eb prej 2 m p\u00ebr kalimin e materialeve drusore q\u00eb transportoheshin nga rrjedha.<\/p>\n

      Si tregues i rrezikut hidrologjik, autori p\u00ebrmend se m\u00eb 27 n\u00ebntor 1925 ishte regjistruar nj\u00eb prurje prej 8500 m\u00b3\/s.<\/p>\n

      Nj\u00eb p\u00ebrpar\u00ebsi e r\u00ebnd\u00ebsishme e sistemit me harqe dhe lidh\u00ebse t\u00ebrheq\u00ebse ishte mund\u00ebsia e nd\u00ebrtimit t\u00eb pilave me ngarkes\u00eb vertikale. Kjo e b\u00ebnte m\u00eb t\u00eb shpejt\u00eb dhe m\u00eb t\u00eb thjesht\u00eb realizimin e themeleve, gj\u00eb ve\u00e7an\u00ebrisht e r\u00ebnd\u00ebsishme p\u00ebr nj\u00eb lum\u00eb me karakter t\u00eb rr\u00ebmbyesh\u00ebm, ku punimet e themelimit mund t\u00eb kryheshin vet\u00ebm gjat\u00eb disa muajve t\u00eb ver\u00ebs.<\/p>\n

      Gjithashtu, pilat e ngushta dhe me form\u00eb t\u00eb p\u00ebrshtatshme reduktonin rrezikun e g\u00ebrryerjes lokale t\u00eb shtratit t\u00eb lumit, krahasuar me pilat e gjera tradicionale.<\/p>\n

      Projekti parashikonte:<\/p>\n

        \n
      • Gjasht\u00eb harqe kryesore<\/strong> mbi shtratin e lumit, me hap\u00ebsir\u00eb drite rreth 54 m secili.<\/li>\n
      • N\u00ebnt\u00eb hap\u00ebsira t\u00eb tjera<\/strong> mbi zon\u00ebn jugore t\u00eb p\u00ebrmbytjeve, me distanc\u00eb nd\u00ebrmjet pilave prej 16,6 m.<\/li>\n
      • Nj\u00eb hap\u00ebsir\u00eb t\u00eb vog\u00ebl shtes\u00eb n\u00eb skajin verior.<\/li>\n<\/ul>\n

        P\u00ebr shkak t\u00eb kushteve t\u00eb terrenit dhe kufizimeve t\u00eb lart\u00ebsis\u00eb, u zgjodh\u00ebn harqe me dy nyje, t\u00eb pajisura me lidh\u00ebse t\u00ebrheq\u00ebse dhe me platform\u00ebn e rrug\u00ebs t\u00eb varur n\u00eb to.<\/p>\n

          \n
        1. Themelimi i pilave dhe karakteristikat gjeoteknike<\/strong><\/li>\n<\/ol>\n

          Nj\u00eb nga v\u00ebshtir\u00ebsit\u00eb kryesore t\u00eb projektit ishte mungesa e shk\u00ebmbit t\u00eb q\u00ebndruesh\u00ebm n\u00eb thell\u00ebsin\u00eb e nevojshme p\u00ebr themelimin e ur\u00ebs.<\/p>\n

          P\u00ebrve\u00e7 mb\u00ebshtet\u00ebses veriore, ku shk\u00ebmbi zbriste n\u00eb thell\u00ebsi me pjerr\u00ebsi t\u00eb madhe, e gjith\u00eb ura duhej t\u00eb themelohej n\u00eb depozitimet zhavorrore. Kjo gjendje ishte v\u00ebrtetuar n\u00ebp\u00ebrmjet sondazheve dhe shpjegohej edhe nga pozicioni i ur\u00ebs n\u00eb pjes\u00ebn fundore t\u00eb delt\u00ebs s\u00eb lumit.<\/p>\n

          P\u00ebr themelimin e pilave t\u00eb harqeve u p\u00ebrdor nj\u00eb sistem i posa\u00e7\u00ebm konstruktiv:<\/p>\n

            \n
          • N\u00eb shtratin e lumit u ngul\u00ebn mure metalike prej profilesh Larssen, duke formuar nj\u00eb kason t\u00eb mbyllur.<\/li>\n
          • P\u00ebrmasat e kasonit ishin 10,14 \u00d7 2,53 m.<\/li>\n
          • Profilet metalike kishin gjat\u00ebsi 10,5 m.<\/li>\n
          • Brenda kasonit u krye g\u00ebrmimi i zhavorrit deri n\u00eb thell\u00ebsin\u00eb 7 m.<\/li>\n
          • M\u00eb pas u ngul\u00ebn pilota prej betoni t\u00eb armuar, me seksion tet\u00ebk\u00ebndor, diamet\u00ebr 35 cm dhe gjat\u00ebsi 7 m.<\/li>\n<\/ul>\n

            Sipas llogaritjeve, duke supozuar se e gjith\u00eb ngarkesa p\u00ebrballohej nga pilotat, secila prej tyre duhej t\u00eb mbante nj\u00eb ngarkes\u00eb prej rreth 45 ton\u00ebsh.<\/p>\n

            Pas p\u00ebrfundimit t\u00eb k\u00ebtyre punimeve, kasoni u mbush me beton dhe mbi t\u00eb u nd\u00ebrtua pila prej betoni, me lart\u00ebsi 6 m dhe trash\u00ebsi q\u00eb varionte nga 1,65 n\u00eb 1,35 m.<\/p>\n

            Sforcimet e presionit n\u00eb skaje t\u00eb konstruksionit llogariteshin nga 4 deri n\u00eb 5,4 kg\/cm\u00b2.<\/p>\n

              \n
            1. Konstruksioni i harqeve dhe sistemi mbajt\u00ebs<\/strong><\/li>\n<\/ol>\n

              Harqet kryesore u projektuan si harqe me dy nyje dhe me lidh\u00ebse t\u00ebrheq\u00ebse.<\/p>\n

              Hap\u00ebsira mb\u00ebshtet\u00ebse e secilit hark ishte 53,36 m, nd\u00ebrsa lart\u00ebsia e tij 10,5 m.<\/p>\n

              Nj\u00ebri skaj mb\u00ebshtetej mbi nj\u00eb sistem t\u00eb l\u00ebvizsh\u00ebm me elemente t\u00eb tipit lavjerr\u00ebs, nd\u00ebrsa skaji tjet\u00ebr kishte mb\u00ebshtetje t\u00eb pal\u00ebvizshme.<\/p>\n

              Mb\u00ebshtetja e pal\u00ebvizshme realizohej me nj\u00eb kunj prej \u00e7eliku t\u00eb rrumbullak\u00ebt dhe nj\u00eb pllak\u00eb plumbi t\u00eb but\u00eb, me p\u00ebrmasa 75 \u00d7 21 cm dhe trash\u00ebsi 2 cm.<\/p>\n

              Mb\u00ebshtet\u00ebset e l\u00ebvizshme p\u00ebrb\u00ebheshin nga elemente betoni t\u00eb armuar, me p\u00ebrmasa 75 \u00d7 40 cm dhe lart\u00ebsi 80 cm. Armimi i tyre realizohej me shufra \u00e7eliku me diamet\u00ebr 16 mm.<\/p>\n

              N\u00ebn mb\u00ebshtet\u00ebset ishin vendosur elemente shp\u00ebrndar\u00ebse prej betoni t\u00eb armuar, me gjat\u00ebsi 1 m dhe lart\u00ebsi 0,5 m.<\/p>\n

              Presioni maksimal n\u00eb mb\u00ebshtetje arrinte n\u00eb 165 ton\u00eb.<\/p>\n

              P\u00ebr konstruksionin e sip\u00ebrm t\u00eb ur\u00ebs u parashikua nj\u00eb gjer\u00ebsi rruge prej 4,8 m dhe dy trotuare, secili me gjer\u00ebsi 70 cm.<\/p>\n

              Llogaritjet statike merrnin parasysh nj\u00eb ngarkes\u00eb t\u00eb shp\u00ebrndar\u00eb prej 400 kg\/m\u00b2, nj\u00eb rul avullor me pesh\u00eb 14 ton\u00eb dhe nj\u00eb ngarkes\u00eb nga era prej 150 kg\/m\u00b2. Sforcimet e lejueshme u p\u00ebrcaktuan n\u00eb p\u00ebrputhje me normat gjermane t\u00eb vitit 1925.<\/p>\n

              Brinj\u00ebt e harqeve prej betoni t\u00eb armuar kishin gjer\u00ebsi 50 cm, e cila rritej n\u00eb 75 cm pran\u00eb mb\u00ebshtetjeve. Lart\u00ebsia e tyre ishte 1,18 m pran\u00eb mb\u00ebshtetjeve, 1,35 m n\u00eb \u00e7erek\u00ebt e harkut dhe 1,20 m n\u00eb kuror\u00ebn e tij.<\/p>\n

              Harqet, p\u00ebrforcimet t\u00ebrthore dhe lidhjet n\u00eb form\u00eb K u realizuan me beton t\u00eb cil\u00ebsis\u00eb s\u00eb lart\u00eb, me raport p\u00ebrzierjeje \u00e7imento-r\u00ebr\u00eb 1:3.<\/p>\n

              P\u00ebr shkak t\u00eb raportit relativisht t\u00eb vog\u00ebl nd\u00ebrmjet pesh\u00ebs vetjake dhe ngarkes\u00ebs s\u00eb shfryt\u00ebzimit, rreth 3:1, konstruksioni k\u00ebrkonte nj\u00eb armim t\u00eb konsideruesh\u00ebm p\u00ebr t\u00eb p\u00ebrballuar sforcimet e krijuara nga ngarkesat e trafikut.<\/p>\n

              Lidh\u00ebset t\u00ebrheq\u00ebse p\u00ebrb\u00ebheshin nga 14 shufra \u00e7eliku t\u00eb rrumbullak\u00ebta, me diamet\u00ebr 40 mm, t\u00eb bashkuara me lidhje t\u00eb filetuara dhe me pllaka prej \u00e7eliku t\u00eb derdhur n\u00eb skaje. Sforcimi maksimal i tyre arrinte n\u00eb 1200 kg\/cm\u00b2.<\/p>\n

              Nj\u00eb ve\u00e7ori konstruktive me r\u00ebnd\u00ebsi ishte fakti se lidh\u00ebsja t\u00ebrheq\u00ebse ishte e ndar\u00eb plot\u00ebsisht nga konstruksioni i ngurt\u00eb i platform\u00ebs s\u00eb rrug\u00ebs dhe varej lirisht nga trar\u00ebt t\u00ebrthor\u00eb.<\/p>\n

              P\u00ebr t\u00eb p\u00ebrballuar forcat horizontale dhe p\u00ebr t\u00eb parandaluar deformimet e pad\u00ebshiruara, u p\u00ebrdor\u00ebn edhe lidhje t\u00ebrthore n\u00eb form\u00eb K.<\/p>\n

              N\u00eb platform\u00ebn e rrug\u00ebs u parashikua nj\u00eb fug\u00eb dilatacioni me profil t\u00eb dh\u00ebmb\u00ebzuar, e cila mund\u00ebsonte l\u00ebvizjet gjat\u00ebsore dhe t\u00ebrthore t\u00eb konstruksionit.<\/p>\n

              Shtesat e sforcimeve nga veprimi i er\u00ebs p\u00ebrballoheshin n\u00ebp\u00ebrmjet shufrave t\u00eb \u00e7elikut t\u00eb vendosura n\u00eb skajet e platform\u00ebs.<\/p>\n

              P\u00ebr shtres\u00ebn e sip\u00ebrfaqes s\u00eb rrug\u00ebs u p\u00ebrdor\u00ebn tulla asfalti t\u00eb presuara, t\u00eb cilat kishin avantazhin e zvog\u00eblimit t\u00eb pesh\u00ebs vetjake t\u00eb konstruksionit.<\/p>\n

                \n
              1. Ura mbi zon\u00ebn e p\u00ebrmbytjeve<\/strong><\/li>\n<\/ol>\n

                Pjesa jugore e ur\u00ebs, me gjat\u00ebsi rreth 150 m, ishte projektuar p\u00ebr t\u00eb kap\u00ebrcyer zon\u00ebn q\u00eb p\u00ebrmbytej gjat\u00eb prurjeve t\u00eb m\u00ebdha t\u00eb lumit.<\/p>\n

                Kjo pjes\u00eb p\u00ebrb\u00ebhej nga tri ura me trar\u00eb-pllak\u00eb, secila me tri hap\u00ebsira.<\/p>\n

                Kat\u00ebr trar\u00ebt kryesor\u00eb kishin seksion t\u00ebrthor 40 \u00d7 110 cm dhe p\u00ebrforcime t\u00eb lakuara me lart\u00ebsi deri n\u00eb 2 m.<\/p>\n

                Hap\u00ebsira e secilit konstruksion ishte rreth 16,5 m.<\/p>\n

                Trar\u00ebt ishin llogaritur si trar\u00eb t\u00eb vazhduar mbi tri hap\u00ebsira, me moment inercie t\u00eb ndryshuesh\u00ebm, sipas metod\u00ebs s\u00eb pikave fikse.<\/p>\n

                Pilat, me trash\u00ebsi q\u00eb varionte nga 80 n\u00eb 70 cm, ishin themeluar mbi pilota prej betoni t\u00eb armuar, me gjat\u00ebsi 7 m.<\/p>\n

                  \n
                1. Organizimi i kantierit dhe kushtet e pun\u00ebs<\/strong><\/li>\n<\/ol>\n

                  Autori i kushton v\u00ebmendje t\u00eb ve\u00e7ant\u00eb organizimit t\u00eb kantierit, duke theksuar v\u00ebshtir\u00ebsit\u00eb q\u00eb lidheshin me vendndodhjen e izoluar t\u00eb objektit.<\/p>\n

                  T\u00eb gjitha materialet e nd\u00ebrtimit, p\u00ebrfshir\u00eb edhe drurin p\u00ebr skelat dhe kall\u00ebpet, transportoheshin nga Trieste drejt portit t\u00eb vog\u00ebl shqiptar t\u00eb Sh\u00ebngjinit (San Giovanni di Medua).<\/p>\n

                  Meqen\u00ebse porti nuk kishte kushte t\u00eb p\u00ebrshtatshme p\u00ebr shkarkimin e anijeve, ngarkesat nxirreshin n\u00eb breg n\u00ebp\u00ebrmjet mjeteve lundruese t\u00eb vogla dhe shkarkoheshin n\u00eb nj\u00eb platform\u00eb t\u00eb posa\u00e7me.<\/p>\n

                  Nga porti deri n\u00eb kantier materialet transportoheshin n\u00ebp\u00ebrmjet nj\u00eb rruge rreth 25 km t\u00eb gjat\u00eb. Gjendja e saj kufizonte kapacitetin e mjeteve transportuese n\u00eb 1,5 ton\u00eb dhe, n\u00eb raste t\u00eb ve\u00e7anta, deri n\u00eb 3 ton\u00eb.<\/p>\n

                  N\u00eb kantier u ngrit\u00ebn baraka p\u00ebr pun\u00ebtor\u00ebt, t\u00eb cil\u00ebt duhej t\u00eb mbroheshin edhe nga malaria, s\u00ebmundje e p\u00ebrhapur n\u00eb ult\u00ebsir\u00ebn bregdetare.<\/p>\n

                  Nj\u00eb tjet\u00ebr problem serioz ishin p\u00ebrmbytjet e papritura. Prurje prej 2000\u20133000 m\u00b3\/s mund t\u00eb shfaqeshin brenda pak or\u00ebsh.<\/p>\n

                  P\u00ebr k\u00ebt\u00eb arsye, kantieri u organizua n\u00eb m\u00ebnyr\u00eb t\u00eb till\u00eb q\u00eb punimet n\u00eb shtratin e lumit t\u00eb realizoheshin sa m\u00eb shpejt dhe me sa m\u00eb pak skela e struktura t\u00eb p\u00ebrkohshme.<\/p>\n

                  P\u00ebr transportimin e materialeve dhe betonit u instalua nj\u00eb vin\u00e7 kabllor me karakteristika t\u00eb konsiderueshme p\u00ebr koh\u00ebn:<\/p>\n

                    \n
                  • Hap\u00ebsira e pun\u00ebs: 380 m.<\/li>\n
                  • Kapaciteti mbajt\u00ebs: 2 ton\u00eb.<\/li>\n
                  • Lart\u00ebsia e kullave mbajt\u00ebse prej druri: 30 m.<\/li>\n
                  • Fuqia e nevojshme p\u00ebr funksionimin: 35 kuaj fuqi.<\/li>\n<\/ul>\n

                    Energjia sigurohej nga nj\u00eb motor me naft\u00eb, me fuqi 60 kuaj fuqi, i cili vinte n\u00eb l\u00ebvizje edhe nj\u00eb gjenerator elektrik.<\/p>\n

                    Energjia elektrike furnizonte t\u00eb gjitha pajisjet e kantierit: pompat, ashensor\u00ebt, p\u00ebrzier\u00ebsit e betonit, punishten dhe sistemin e ndri\u00e7imit.<\/p>\n

                    Si burime t\u00eb tjera energjie p\u00ebrdoreshin nj\u00eb lokomobil dhe nj\u00eb traktor i tipit Fordson.<\/p>\n

                      \n
                    1. Punimet e themelit dhe nd\u00ebrtimi i pilave<\/strong><\/li>\n<\/ol>\n

                      Punimet kryesore t\u00eb nd\u00ebrtimit t\u00eb ur\u00ebs filluan n\u00eb fund t\u00eb majit 1926.<\/p>\n

                      P\u00ebr nguljen e konstruksioneve t\u00eb p\u00ebrkohshme dhe t\u00eb pilotave u p\u00ebrdor\u00ebn pajisje speciale me \u00e7eki\u00e7\u00eb me avull.<\/p>\n

                      Fillimisht nd\u00ebrtohej kasoni metalik me profile Larssen. Montimi i tij n\u00eb tok\u00eb k\u00ebrkonte rreth tri dit\u00eb, nd\u00ebrsa ngulja n\u00eb shtratin e lumit, deri n\u00eb thell\u00ebsin\u00eb 10,5 m, k\u00ebrkonte edhe tri deri n\u00eb kat\u00ebr dit\u00eb t\u00eb tjera.<\/p>\n

                      Kasoni vendosej gradualisht n\u00eb pozicionin p\u00ebrfundimtar, duke u kontrolluar gjat\u00eb gjith\u00eb procesit.<\/p>\n

                      Dep\u00ebrtimi n\u00eb shtresat e zhavorrit deri n\u00eb thell\u00ebsin\u00eb 7 m realizohej me v\u00ebshtir\u00ebsi. P\u00ebr g\u00ebrmimin n\u00ebn uj\u00eb nevojitej sistem i posa\u00e7\u00ebm largimi t\u00eb ujit, me pompa me diamet\u00ebr 25 dhe 12 cm, si dhe p\u00ebrforcime t\u00eb fuqishme t\u00eb mureve t\u00eb g\u00ebrmimit.<\/p>\n

                      Pilotat prej betoni t\u00eb armuar hasnin rezistenc\u00eb t\u00eb konsiderueshme gjat\u00eb nguljes.<\/p>\n

                      Betonimi i themeleve n\u00ebn uj\u00eb realizohej n\u00ebp\u00ebrmjet tubave t\u00eb posa\u00e7\u00ebm, duke mund\u00ebsuar vendosjen e betonit n\u00eb kushte t\u00eb v\u00ebshtira hidroteknike.<\/p>\n

                      Nj\u00eb themel i till\u00eb k\u00ebrkonte t\u00eb pakt\u00ebn 16 dit\u00eb p\u00ebr t’u realizuar.<\/p>\n

                      T\u00eb gjitha punimet e nguljes s\u00eb elementeve dhe t\u00eb themelimit p\u00ebrfunduan n\u00eb fillim t\u00eb tetorit 1926, n\u00eb p\u00ebrfundim t\u00eb periudh\u00ebs s\u00eb prurjeve t\u00eb ul\u00ebta. P\u00ebr nd\u00ebrtimin e pjes\u00ebs prej rreth 330 m t\u00eb ur\u00ebs u nevojit\u00ebn kat\u00ebr muaj e gjysm\u00eb.<\/p>\n

                        \n
                      1. Nd\u00ebrtimi i skelave dhe betonimi i harqeve<\/strong><\/li>\n<\/ol>\n

                        Nd\u00ebrkoh\u00eb q\u00eb zhvilloheshin punimet e themelimit, filloi edhe p\u00ebrgatitja e konstruksioneve prej druri p\u00ebr skelat mbajt\u00ebse t\u00eb harqeve.<\/p>\n

                        Skelat p\u00ebr dy hap\u00ebsira nd\u00ebrtoheshin n\u00eb m\u00ebnyr\u00eb t\u00eb alternuar, duke filluar menj\u00ebher\u00eb pas p\u00ebrfundimit t\u00eb pilave.<\/p>\n

                        Mb\u00ebshtet\u00ebset e skelave vendoseshin n\u00eb distanca rreth 7,5 m dhe mb\u00ebshteteshin mbi pilota t\u00eb ngulura n\u00eb thell\u00ebsi 8\u201310 m.<\/p>\n

                        P\u00ebr sistemin e uljes s\u00eb kontrolluar t\u00eb skelave u p\u00ebrdor\u00ebn trar\u00eb metalik\u00eb me gjat\u00ebsi 9 m dhe 32 en\u00eb t\u00eb posa\u00e7me me r\u00ebr\u00eb, t\u00eb cilat mund\u00ebsonin uljen graduale t\u00eb konstruksionit pas p\u00ebrfundimit t\u00eb betonimit.<\/p>\n

                        Vin\u00e7i kabllor mund\u00ebsonte zhvendosjen e elementeve t\u00eb m\u00ebdha t\u00eb skelave dhe montimin e tyre n\u00eb pozicionin e duhur.<\/p>\n

                        Konstruksionet mbajt\u00ebse t\u00eb harqeve ngriheshin n\u00eb segmente t\u00eb plota, duke p\u00ebrfshir\u00eb edhe kall\u00ebpet e tyre.<\/p>\n

                        P\u00ebr ngritjen e nj\u00eb skelimi, nga p\u00ebrfundimi i struktur\u00ebs s\u00eb trar\u00ebve deri n\u00eb fillimin e montimit t\u00eb kall\u00ebpeve, nevojiteshin vet\u00ebm tri dit\u00eb.<\/p>\n

                        P\u00ebr betonimin disponohej nj\u00eb p\u00ebrzierje shum\u00eb e mir\u00eb zhavorri dhe r\u00ebre.<\/p>\n

                        Betoni p\u00ebrgatitej n\u00eb nj\u00eb impiant t\u00eb pal\u00ebvizsh\u00ebm, t\u00eb vendosur pran\u00eb mb\u00ebshtetjes veriore, dhe transportohej me vin\u00e7in kabllor deri n\u00eb vendin e p\u00ebrdorimit.<\/p>\n

                        P\u00ebr betonimin e platform\u00ebs s\u00eb rrug\u00ebs nevojiteshin rreth dy dit\u00eb e gjysm\u00eb, nd\u00ebrsa p\u00ebr nj\u00eb hark t\u00eb plot\u00eb, s\u00eb bashku me lidhjet t\u00ebrthore, rreth dy deri n\u00eb tri dit\u00eb.<\/p>\n

                        Cil\u00ebsia e betonit kontrollohej n\u00ebp\u00ebrmjet provave me trar\u00eb prove sipas metod\u00ebs Emperger.<\/p>\n

                        Pas arritjes s\u00eb q\u00ebndrueshm\u00ebris\u00eb s\u00eb nevojshme t\u00eb betonit, skelat uleshin gradualisht. Gjat\u00eb k\u00ebtij procesi, fuga e dilatacionit t\u00eb platform\u00ebs u hap me 11 mm.<\/p>\n

                        N\u00eb fund t\u00eb janarit 1927, tet\u00eb muaj pas fillimit t\u00eb punimeve kryesore, p\u00ebrfundoi betonimi i t\u00eb gjasht\u00eb harqeve. Mbeteshin vet\u00ebm p\u00ebr t’u betonuar elementet vertikale t\u00eb varjes.<\/p>\n

                        Lidh\u00ebset t\u00ebrheq\u00ebse u mb\u00ebshtoll\u00ebn me beton gjat\u00eb muajve mars dhe prill, duke aplikuar nj\u00eb ngarkes\u00eb t\u00eb p\u00ebrkohshme mbi konstruksion.<\/p>\n

                          \n
                        1. P\u00ebrfundimi dhe inaugurimi i ur\u00ebs<\/strong><\/li>\n<\/ol>\n

                          Punimet p\u00ebr pjes\u00ebn e ur\u00ebs mbi zon\u00ebn e p\u00ebrmbytjeve u kontraktuan p\u00ebrfundimisht dhe u realizuan n\u00eb pranver\u00ebn e vitit 1927.<\/p>\n

                          M\u00eb 25 maj 1927, ura u p\u00ebrurua me emrin \u201cUra-Zogu\u201d dhe iu dor\u00ebzua qarkullimit.<\/strong><\/p>\n

                          Sipas t\u00eb dh\u00ebnave t\u00eb paraqitura nga Erwin Schnitter, ura me harqe, me gjat\u00ebsi 324 m, k\u00ebrkoi sasit\u00eb e m\u00ebposhtme t\u00eb materialeve dhe punimeve:<\/p>\n\n\n\n\n\n\n\n\n\n
                          Materiali ose elementi<\/strong><\/td>\nSasia<\/strong><\/td>\n<\/tr>\n
                          Beton i zakonsh\u00ebm (i ngjeshur)<\/em><\/strong><\/td>\n1300 m\u00b3<\/td>\n<\/tr>\n
                          Beton i armuar<\/em><\/strong><\/td>\n1330 m\u00b3<\/td>\n<\/tr>\n
                          Kall\u00ebpe p\u00ebr betonim<\/em><\/strong><\/td>\n9200 m\u00b2<\/td>\n<\/tr>\n
                          Shufra hekuri t\u00eb rrumbullak\u00ebta<\/em><\/strong><\/td>\n290 ton\u00eb<\/td>\n<\/tr>\n
                          Pilota prej betoni t\u00eb armuar<\/em><\/strong><\/td>\n870 m<\/td>\n<\/tr>\n
                          Profile metalike Larssen<\/em><\/strong><\/td>\n147 ton\u00eb<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

                          P\u00ebr \u00e7do konstruksion harkor me hap\u00ebsir\u00eb rreth 54 m u p\u00ebrdor\u00ebn af\u00ebrsisht 46,5 ton\u00eb hekur, nga t\u00eb cilat 15 ton\u00eb p\u00ebrb\u00ebnin vet\u00ebm lidh\u00ebset t\u00ebrheq\u00ebse.<\/p>\n

                          Organizimi i pun\u00ebs n\u00eb kantier p\u00ebrfshinte nj\u00eb inxhinier, nj\u00eb p\u00ebrgjegj\u00ebs teknik t\u00eb punimeve (polier), 30 pun\u00ebtor\u00eb italian\u00eb t\u00eb kualifikuar dhe deri n\u00eb 110 pun\u00ebtor\u00eb vendas t\u00eb pakualifikuar.<\/p>\n

                            \n
                          1. Prova e ngarkes\u00ebs dhe kontrolli i q\u00ebndrueshm\u00ebris\u00eb<\/strong><\/li>\n<\/ol>\n

                            N\u00eb mesin e vitit 1927, nj\u00eb inxhinier kontrolli italian realizoi prov\u00ebn e ngarkes\u00ebs p\u00ebr t\u00eb verifikuar sjelljen statike dhe q\u00ebndrueshm\u00ebrin\u00eb e konstruksionit.<\/p>\n

                            P\u00ebr prov\u00ebn u p\u00ebrdor nj\u00eb ngarkes\u00eb ekuivalente me ngarkes\u00ebn maksimale t\u00eb shfryt\u00ebzimit, duke marr\u00eb parasysh ndikimin e saj mbi kuror\u00ebn e harkut dhe mbi lidh\u00ebsen t\u00ebrheq\u00ebse.<\/p>\n

                            Ngarkesa e prov\u00ebs ishte 650 kg\/m\u00b2<\/strong> dhe u aplikua n\u00eb 26 m t\u00eb pjes\u00ebs qendrore t\u00eb harkut.<\/p>\n

                            Rezultatet e matjeve ishin:<\/p>\n

                              \n
                            • Ulja vertikale e kuror\u00ebs s\u00eb harkut: 11 mm.<\/li>\n
                            • Ulja e parashikuar nga llogaritjet teorike: 18 mm.<\/li>\n
                            • Deformimi i mbetur 12 or\u00eb pas heqjes s\u00eb ngarkes\u00ebs: 0,4 mm.<\/li>\n
                            • Zgjatja e lidh\u00ebses t\u00ebrheq\u00ebse: 2,8 mm, kundrejt 3,5 mm t\u00eb parashikuara teorikisht.<\/li>\n
                            • Deformimi i mbetur i lidh\u00ebses: 0,5 mm.<\/li>\n<\/ul>\n

                              Gjat\u00eb prov\u00ebs nuk u konstatua ulje e mb\u00ebshtetjeve t\u00eb l\u00ebvizshme. Ato funksionuan normalisht si nyje konstruktive.<\/p>\n

                              Autori p\u00ebrmend gjithashtu ndikimin e temperatur\u00ebs n\u00eb sjelljen e konstruksionit: nj\u00eb rritje prej 12\u00b0C e temperatur\u00ebs s\u00eb ajrit shkaktonte zgjatjen e lidh\u00ebses t\u00ebrheq\u00ebse me rreth 3 mm.<\/p>\n

                              Rezultatet e prov\u00ebs treguan nj\u00eb p\u00ebrputhje t\u00eb k\u00ebnaqshme nd\u00ebrmjet sjelljes reale t\u00eb ur\u00ebs dhe parashikimeve t\u00eb llogaritjeve inxhinierike.<\/p>\n

                                \n
                              1. Autor\u00ebsia e projektit dhe drejtimi i punimeve<\/strong><\/li>\n<\/ol>\n

                                N\u00eb p\u00ebrfundim t\u00eb artikullit, Erwin Schnitter sqaron ndarjen e p\u00ebrgjegj\u00ebsive profesionale p\u00ebr realizimin e k\u00ebsaj vepre.<\/p>\n

                                Nd\u00ebrtimi i ur\u00ebs u realizua nga kompania Ing. Mazorana & Co.<\/strong>, me seli n\u00eb Trieste.<\/p>\n

                                Llogaritjet inxhinierike dhe projektimi konstruktiv i ishin besuar inxhinierit Gerold Schnitter<\/strong>, nd\u00ebrsa zbatimi i kontrat\u00ebs dhe drejtimi i punimeve n\u00eb Shqip\u00ebri ishin n\u00eb p\u00ebrgjegj\u00ebsin\u00eb e autorit t\u00eb artikullit, Erwin Schnitter<\/strong>.<\/p>\n

                                Ky dallim \u00ebsht\u00eb i r\u00ebnd\u00ebsish\u00ebm p\u00ebr dokumentimin historik: Gerold Schnitter ishte inxhinieri p\u00ebrgjegj\u00ebs p\u00ebr llogaritjet dhe projektimin, nd\u00ebrsa Erwin Schnitter ishte inxhinieri q\u00eb drejtoi realizimin e punimeve n\u00eb terren.<\/p>\n

                                  \n
                                1. Vler\u00ebsim teknik dhe historik i vepr\u00ebs<\/strong><\/li>\n<\/ol>\n

                                  Nga p\u00ebrshkrimi i Erwin Schnitter-it dalin n\u00eb pah disa karakteristika q\u00eb e b\u00ebjn\u00eb Ur\u00ebn e Zogut nj\u00eb vep\u00ebr t\u00eb r\u00ebnd\u00ebsishme t\u00eb inxhinieris\u00eb civile shqiptare t\u00eb periudh\u00ebs nd\u00ebrmjet dy luft\u00ebrave bot\u00ebrore.<\/p>\n

                                  S\u00eb pari, nd\u00ebrtimi i saj p\u00ebrfaq\u00ebson nj\u00eb p\u00ebrgjigje inxhinierike ndaj kushteve t\u00eb v\u00ebshtira hidrologjike t\u00eb lumit Mat. Prurjet e m\u00ebdha, ndryshimet e shpejta t\u00eb nivelit t\u00eb ujit, shtrati i gjer\u00eb dhe mungesa e shk\u00ebmbit n\u00eb thell\u00ebsin\u00eb e nevojshme k\u00ebrkonin zgjidhje t\u00eb posa\u00e7me p\u00ebr themelet dhe konstruksionin mbajt\u00ebs.<\/p>\n

                                  S\u00eb dyti, p\u00ebrdorimi i harqeve prej betoni t\u00eb armuar me lidh\u00ebse t\u00ebrheq\u00ebse, i pilotave prej betoni t\u00eb armuar dhe i profileve metalike Larssen d\u00ebshmon nivelin e avancuar t\u00eb teknologjis\u00eb s\u00eb nd\u00ebrtimit t\u00eb p\u00ebrdorur n\u00eb k\u00ebt\u00eb projekt.<\/p>\n

                                  S\u00eb treti, organizimi i kantierit ishte nj\u00eb arritje m\u00eb vete. Transportimi i materialeve nga Trieste n\u00ebp\u00ebrmjet Sh\u00ebngjinit, nd\u00ebrtimi i rrug\u00ebs s\u00eb furnizimit, instalimi i vin\u00e7it kabllor me hap\u00ebsir\u00eb 380 m dhe organizimi i pun\u00ebs n\u00eb kushte t\u00eb v\u00ebshtira klimatike e hidrologjike tregojn\u00eb nj\u00eb nivel t\u00eb konsideruesh\u00ebm t\u00eb planifikimit dhe menaxhimit t\u00eb punimeve.<\/p>\n

                                  S\u00eb kat\u00ebrti, p\u00ebrfundimi i gjasht\u00eb harqeve kryesore brenda tet\u00eb muajve nga fillimi i punimeve t\u00eb nd\u00ebrtimit dhe dor\u00ebzimi i ur\u00ebs p\u00ebr qarkullim m\u00eb 25 maj 1927 d\u00ebshmojn\u00eb efikasitetin e organizimit teknik dhe t\u00eb zbatimit.<\/p>\n

                                  S\u00eb pesti, prova e ngarkes\u00ebs e vitit 1927 p\u00ebrb\u00ebn nj\u00eb dokumentim t\u00eb r\u00ebnd\u00ebsish\u00ebm t\u00eb kontrollit t\u00eb cil\u00ebsis\u00eb dhe t\u00eb verifikimit eksperimental t\u00eb konstruksionit.<\/p>\n

                                  Ura e Zogut nuk ishte thjesht nj\u00eb objekt p\u00ebr kap\u00ebrcimin e lumit Mat.<\/strong> Ajo p\u00ebrfaq\u00ebsonte nj\u00eb lidhje strategjike nd\u00ebrmjet Shqip\u00ebris\u00eb s\u00eb Veriut dhe Shqip\u00ebris\u00eb s\u00eb Mesme, duke ndikuar n\u00eb zhvillimin e komunikacionit, shk\u00ebmbimeve ekonomike dhe integrimit territorial t\u00eb vendit.<\/p>\n

                                  BURIMI ORIGJINAL DHE DOKUMENTIMI BIBLIOGRAFIK<\/strong><\/p>\n

                                  Revista:<\/strong> Schweizerische Bauzeitung \u2013 1928<\/p>\n

                                  Autori:<\/strong> Erwin Schnitter<\/p>\n

                                  Titulli origjinal:<\/strong> Der Bau der Strassenbr\u00fccke \u201eUra-Zogu\u201c \u00fcber den Mati-Fluss in Albanien.<\/em><\/p>\n

                                  Data:<\/strong> 21 korrik 1928<\/p>\n

                                  V\u00ebllimi:<\/strong> 92, nr. 3<\/p>\n

                                  Faqet:<\/strong> 30\u201334<\/p>\n

                                  DOI:<\/strong> 10.5169\/seals-42536<\/p>\n

                                  Arkivi digjital:<\/strong> Biblioteka e ETH Z\u00fcrich, Zvic\u00ebr.<\/p>\n

                                  SH\u00cbNIM METODOLOGJIK<\/strong><\/p>\n

                                  Teksti i m\u00ebsip\u00ebrm \u00ebsht\u00eb nj\u00eb p\u00ebrkthim i p\u00ebrpunuar dhe i strukturuar n\u00eb shqip, duke ruajtur p\u00ebrmbajtjen dhe t\u00eb dh\u00ebnat teknike t\u00eb artikullit origjinal. Nuk \u00ebsht\u00eb transkriptim fjal\u00eb p\u00ebr fjal\u00eb.<\/p>\n

                                  Gjithashtu, duhet dalluar gjat\u00ebsia rreth 480 m e projektit t\u00eb p\u00ebrgjithsh\u00ebm nga ura kryesore me harqe, me gjat\u00ebsi 324 m, dhe pjesa prej rreth 150 m mbi zon\u00ebn e p\u00ebrmbytjeve.<\/p>\n

                                  VLER\u00cbSIM P\u00cbRFUNDIMTAR<\/strong><\/p>\n

                                  Ky artikull meriton t\u00eb p\u00ebrfshihet n\u00eb dokumentimin shkencor t\u00eb historis\u00eb s\u00eb infrastruktur\u00ebs dhe t\u00eb inxhinieris\u00eb shqiptare. Ai \u00ebsht\u00eb nj\u00eb d\u00ebshmi bashk\u00ebkohore, e shkruar nga nj\u00eb prej inxhinier\u00ebve q\u00eb drejtoi punimet, dhe p\u00ebrmban t\u00eb dh\u00ebna teknike q\u00eb nuk duhen z\u00ebvend\u00ebsuar me p\u00ebrshkrime t\u00eb p\u00ebrgjithshme historike.<\/p>\n","protected":false},"excerpt":{"rendered":"

                                  P\u00ebrkthimi dhe p\u00ebrshtatja n\u00eb shqip: Prof. Pal Nikolli Pirusti News Nj\u00eb d\u00ebshmi e rrall\u00eb teknike…<\/p>\n","protected":false},"author":2,"featured_media":20476,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"gallery","meta":{"footnotes":""},"categories":[704,709],"tags":[],"class_list":["post-20475","post","type-post","status-publish","format-gallery","has-post-thumbnail","hentry","category-histori","category-kryesor","post_format-post-format-gallery"],"yoast_head":"\nURA E ZOGUT MBI LUMIN MAT \u2013 NJ\u00cb KRYEVEP\u00cbR E INXHINIERIS\u00cb SHQIPTARE - Pirusti News<\/title>\n<meta name=\"description\" content=\"Zbuloni historin\u00eb e Ur\u00ebs s\u00eb Zogut mbi lumin Mat, nd\u00ebrtimin e saj n\u00eb vitin 1927 dhe studimin teknik t\u00eb inxhinierit zviceran Erwin Schnitter, p\u00ebrkthyer nga Prof. Pal Nikolli.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/pirustinews.com\/?p=20475\" \/>\n<meta property=\"og:locale\" content=\"sq_AL\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"URA E ZOGUT MBI LUMIN MAT \u2013 NJ\u00cb KRYEVEP\u00cbR E INXHINIERIS\u00cb SHQIPTARE - 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