What about the bridge to the Russian island. Bridge to Russky Island, the longest cable-stayed bridge in the world
Due to theft and design errors, the bridge is gradually being destroyed.
« grand building humanity”, “a masterpiece of design” - these are just a few of the enthusiastic epithets that accompanied the construction of the bridge from Vladivostok to Russky Island. Officials and builders patriotically exclaimed: “Finally, we'll piss off all these Chinese and Americans. Our bridge will be the largest, the most beautiful, and it will be built using innovative technologies (which ones and what they are, however, were not specified).
The largest, most modern
This bridge, without exaggeration, can be called the "construction of the century." For example, during its construction, a unique inclined formwork was used to construct the pylon grillage, the length of which was 320 m. The pylon grillage itself was divided into three sections, in each of which a complete concreting cycle took place. The volume of one such site was 9,000 cubic meters of concrete, which in terms of scale is equal to the construction of six monolithic houses with 10 floors. And in terms of the volume of material used, the foundation of the pylon on the island is equal to the whole microdistrict, while the width of the span (steel structure) is 21 m, and the clearance under the bridge is 70 m.
For reference: bridge to Russky Island - the largest cable-stayed bridge in the world. Traffic on it was opened on August 1, 2012. The bridge was built for the APEC summit, which took place in September 2012, and connects the mainland of Vladivostok with Russky Island through the East Bosphorus Strait. The central span of the bridge with a length of 1104 m is a record in the world practice. The total length of the crossing is 3.1 km, the height above the water level is 70 m.
Metal was stolen by the tons
However, one should not forget that a bridge was being built in Primorye, and in those parts governors and high-ranking officials are often imprisoned for bribes. So at the "construction site of the century" cunning people decently "warmed up their hands." Only 4 months have passed since the opening of the bridge, and it turned out that more than 96 million rubles worth of metal structures were stolen during its construction. The suspect is a security officer of the company "Mostovik" Rafael Javadov. He created an organized group, which included workers from the checkpoint, who freely passed certain vehicles, and storekeepers who had free access to the metal. Javadov even purchased special equipment for the removal of the stolen person and appointed a city resident previously convicted of kidnapping as a driver. The stolen goods were handed over to metal collection points in Vladivostok.
The bridge rests on parole
Less than a month passed, and it turned out that because of weather conditions The outer shell of the bridge guy "sagged". However, the administration of Primorye, citing specialists, states that these changes will not affect the safety of the facility.
Meanwhile, the former deputy head of Rosprirodnadzor Oleg Mitvol admitted that the bridge guys sagged too much, which corresponds to the 40th or 50th year of operation, that is, "so they could sag in half a century."
Oleg Mitvol believes that initially, at the design stage, the wrong constructive decision was made. He calls for the designers of these structures to be held criminally liable and to reimburse the budgetary costs. “True, I don’t know how they will reimburse the multibillion-dollar costs. In a good way, it needs to be taken apart and redone. It's a disgrace," he says. Oleg Mitvol. And many builders agree with him. They insist that it is necessary to change the approach to construction, especially for such large objects as bridges.
The general contractor was not allowed to the project
Here is how, for example, construction is carried out abroad. First, a project is developed on paper, graphs, in technologies, everything is calculated, and only then we are talking about cash injections. And we first get funding (as a rule, it is state), while the "beaters" often do not even have project documentation, working drawings. When the first funds arrive, an agency is selected to draw the details, the concept, for example, how long the overpass will be, etc. After a bridge is “built” on paper, it is necessary to pass an examination. It is usually formal. Specialists who would understand the subtleties of construction and technology are not present there. Therefore, no one usually thinks about how to build spans, beams, felons. In order to pass the examination, you need to lay down the approximate cost of the project (it is usually greatly underestimated and does not include the cost of technology). When the examination is passed, the work of the designer begins. Moreover, general contractors and contractors do not take any part in the project. They are given a ready-made solution. The contractor starts working on it, and then various “blunders and shortcomings” emerge, for which he is now responsible. And such a "mutual responsibility" exists only in our country, even our neighbors in the CIS do not have such lawlessness.
"Sprinkled with stability"
Vladivostok knows firsthand what such serious errors lead to in the construction of such large facilities. So, in June last year, the section of the new Sedanka - Patrokl highway began to collapse. Stones and soil collapsed onto the garages below. According to investigators, the total damage amounted to almost 1.8 million rubles. And 2 months later, as a result of a landslide, a section of a retaining concrete wall collapsed onto the same route, which leads to the bridge to Russky Island.
“Don’t be afraid, it’s just that we were sprinkled with a little stability,” they joked locals.
A landslide hit the Sedanka - Patrokl highway
The culprits were quickly found - CJSC Pacific Bridge Construction Company, which is also building a bridge across the Golden Horn Bay in Vladivostok, blamed the designers. Chief Engineer project of the road department of the Khabarovsk branch of GiprodorNII Alexey Mikhailov stated that the builders did not make the drainage system, which was in the plan. The designers determined its absence only by looking at the track after the collapse.
They built, built ... and for whom did they build?
The bridge was built, the summit was held - and what's next? It was supposed to open a federal university on the island. But who will study there? Youth and teachers are in no hurry to leave the mainland. “There is not even drinking water there, it is not known in what conditions we will live,” one of the students complains.
Really, drinking water brought to the island in canisters. And it is still unclear when a water pipeline will be built on Russky. In the meantime, water for technical needs is produced by a distiller.
Residents of the island say that heating has not been supplied to some buildings of the future university, it is not even provided for in the project. For example, they jokingly call building No. 7 a “float”, since it was erected at the site of groundwater outlet and its foundation is constantly flooded.
Civilization smells bad
Not so long ago, a representative office of the prosecutor's office was opened on the island in order to simplify the acceptance of applications from disgruntled builders. And the outraged inhabitants of the island do not seem to be heard. They are trying to convince the Crocus company, which built the FEFU buildings, to change the sewerage scheme. According to the project, all sewage discharges after cleaning will fall into the closed Novik Bay, located in the middle of the island. For environmentalists and hydrologists, it is obvious that, given the volume of discharge, in a couple of years, fresh water will replace sea water. The fauna of the bay will die first - fish, delicacy mollusks, holothurians, then algae, seaweed. And then the bay will turn into a swamp.
Representatives of the Crocus company, in their defense, put forward an argument, they say, there used to be a desert here, and we built it up and brought civilization to these desert lands. But local residents do not need such progress. They want to breathe clean air, not… you know what.
Elena PRYADKINA
I quote an article in the newspaper "Khabarovsk Express". It turns out that the astronomical sums allocated for the Potemkin village were stupidly plundered, and the built miracle bridge and other mirages will collapse, burying thousands of people. The question arises: is the situation with the Olympic construction in Sochi the same? The conditions, in principle, are the same: a lot of money and a lot of crooks.
From the editor.
The author of the article has previously raised the topic of the safety of unique bridges in Khabarovsk Express. I applied to Rosavtodor, Rostekhnadzor, the Prosecutor General's Office, to the embassy, to the President of the Russian Federation. In response, having made a bureaucratic circle, complacent replies came. The unreliability and technical neglect of the main objects of the APEC summit was emphasized two years ago by the suicide of engineer Vyacheslav Polyanskikh. He committed suicide right in the bay where he was building a bridge. A suicide note remained: “The bridge is being built with gross violations. I don’t want to be extreme when the bridge collapses and there will be a lot of victims ... "
Khabarovsk Express, No. 43, 10/26/11
APEC Summit Bridges: Russian Roulette
Gross violations of the norms for designing and building bridges to Russky Island and across the Golden Horn Bay in Vladivostok, bordering on a crime, have already been described in many of my publications. The facts published by me, which are officially documented in the reports on monitoring the quality of work, convincingly prove that the reliability of the foundations of bridges and the durability of concrete are not ensured. To put it simply, the monitoring materials are a sentence: according to the law, bridges cannot be put into operation and traffic can not be opened on them - they can collapse at any moment!
One of the reasons for this state of the bridges, I believe, is that the office of the presidential envoy to the Far Eastern Federal District evaded control over the implementation of urban planning legislation on bridges, instructing the customer to control himself, and this is prohibited by Part 6 of Article 8 of Federal Law No. 59.
And not so long ago, the plenipotentiary suddenly announced: “Unfortunately, the work schedules for some objects of the APEC 2012 summit do not quite take into account natural and climatic conditions - rain, fog, wind, so there is a slight lag. And if the bridge to Russky Island is not completed by the deadline, then there is no tragedy in this ... "
The Internet responded to the statement in different ways. “They are cunning in the embassy - most likely they realized that Ryazanov was right about the unreliability of the bridges. Continuing to violate, we would meet the deadlines ... ". “You don’t have to push. The task is not to have all sorts of officials drive Mercedes across the bridge, but to master new technologies and become a real bridge power.”
As for the "power" strong word! But the customer (Rosavtodor), starting with the survey, did little to ensure the reliability of these unique cable-stayed bridges (the largest span in the world, 1100 m). First of all, it concerns the bearing capacity of foundations, as well as the durability of concrete.
And the "specialists" (in quotation marks) who build these bridges believe that only one characteristic of concrete is sufficient to assess the reliability of structures - strength. And the fact that concrete should and can be guaranteed to be an eternal material, in the literal sense, they, it seems, “did not pass” at the university.
At one time, our country adopted the standards of the Council for Mutual Economic Assistance (CMEA), requiring a security of 0.95 characteristics of materials and 0.98 confidence probability for soils, taking into account possible changes during construction and operation.
The following publications were published: GOST “Reliability of building structures and foundations” (only 8 pages) and GOST “Concrete. Strength control rules” (total 20 pages). Links to them are given in my publications.
But, apparently, the “specialists” who build APEC bridges do not know these requirements. Here is their response on an Internet forum: “Have you ever seen or heard that Ryazanov? An old senile who stayed to live in the last century, denying modern achievements, arguing that the most reliable was in the 70-80s!”
The author of the venomous response was dubbed "a young senile" right there on the forum. Where could he see or hear something, if the last 30 years, using my inventions on all bridges Far East, designers, contrary to the law, did not refer to these inventions (more than 150 publications and books, including "Pillar foundations and bridge supports ..." - Khabarovsk, 2009, 452 p.). The "old senile" repeatedly descended into the wells under the pillars to a depth of 25 m, so that it was safe for young senile people who did not study the foundations to ride.
Such “bridge building amateurs” apparently do not understand the required standards (the class of concrete is the strength guaranteed in terms of uniformity). Having bought equipment, they illiterately adopt foreign technologies.
Obviously, they do not have enough education to understand the need for automatic dosage of the components of the concrete mix - depending on the moisture content of crushed stone and sand (indeed, the rains, fogs and humidity of the seaside air mentioned by the plenipotentiary influence).
As monitoring of the quality of construction of bridges has shown, with cast concrete mixtures, young senile people ignore the requirement of GOST to ensure the class of concrete "with a minimum consumption of cement." Those. they increase the strength of concrete due to the higher content of cement. But it is criminally dangerous - concrete becomes non-frost-resistant! Here after all not France and not Spain, and the severe Far East.
Let us give an example of the "professionalism" of a candidate of technical sciences - the head of the control department of the directorate for the construction of a bridge on Russky Island, as well as acting. head of another department (they say, "hereditary bridge builder", but with the formation of a general construction technical school).
In the certificate dated August 21, 2009, our monitoring group lists documented violations: “The composition of the concrete mixture was selected only by laboratory means - without checking the characteristics of the homogeneity of concrete in terms of strength. There is no reason to evaluate the reliability of structures in accordance with GOST 27751-88 ... "
However, in their "Explanations" the heads of departments write: "We consider the absence of grounds to be far-fetched, because Concrete is accepted in accordance with clause 5.2 of GOST 18105-86, ... if the actual strength of the concrete is not lower than the required strength.
The head of the Department of State Construction Supervision of the Federal Service for Technical Supervision of Rostekhnadzor echoes this nonsense (letter dated December 15, 2010). It turns out that the GOST standards are “contrived”: the “required strength” is set in accordance with “its homogeneity achieved”.
Having taken up the design and construction, such “specialists” probably did not know that, taking into account the control of the frost resistance of concrete, a preparatory period would be required to select the optimal composition according to GOST 18105-86, moreover, at least a year! They could speed things up by using computer programs for the rapid selection of the composition of the concrete mix. As far as I know it has not been used.
As if justifying such familiarity with GOST, CEO"USK MOST" - the general contractor for the bridge on Russky Island, introduces a new concept in the characteristics of the strength of concrete. Not a “brand” (it was used until 1985) and not a “class”, which the old seniles introduced in accordance with the CMEA standard, but a certain concept of a “class brand” - “B60 brand”. * Sorry for being direct, but this borders on sabotage.
"Class brand" abolishes the concept of "security", which characterizes the class of concrete in terms of strength. Control of uniformity of concrete strength is eliminated. The practice of correcting the laboratory selection of the composition of the concrete mix in production conditions is cancelled.
Finally, the concept of "concrete grade for frost resistance F - ... the number of freezing and thawing cycles of concrete samples tested according to the basic method" (GOST 100060.0-95) is swept aside. What else did the "old senile" want - after all, it takes half a year to control only one batch of concrete samples by the basic method! And we have APEC-2012 - deadlines!
Young senile, subverters of norms and standards, trumpet publicly that their bridges will stand forever. Fresh legend: such low-quality concrete will last a maximum of twenty years. And after the commissioning of the bridge, it will soon be necessary to put it on reconstruction.
In addition to the durability of concrete, the reliability of the bridge according to current standards can be ensured by calculating the foundations according to the characteristics of the soils, which were obtained in the course of surveys with a high confidence probability - in strength of 0.98 and deformation of 0.9. We also need reliable statistics of test results, at least six soil samples from each engineering-geological element (soil layer).
Meanwhile, on pylon No. 9 of the bridge across the Zolotoy Rog Bay, all exploration wells were located on the shore, outside the foundation! The characteristics of rocks (for example, the weathering coefficient) were not determined at all - for all wells, chokhom, they were established by surveys at a depth of minus 10.5 m.
The distance between the pillars, on which the pylon (support) of the bridge rests, is allowed by the norms to be at least 1 m. Because the soil around the pillars, taking into account the methods of well development, decompresses and becomes loose. But on the pylons of the bridge over the Golden Horn in such unreliable soil, the project provides for a distance between the pillars of only 0.75 m. bridges, i.e. as for country sheds.
And what about the most dangerous - horizontal, lateral moments and loads? Any engineer familiar with the basics of structural mechanics will understand that without having the characteristics of the soil between the pillars, it is impossible to calculate the grillage (pylon base). The actual difference in the depth of the pillars turned out to be more than 13 meters - with an allowable standard of 25 cm! Deep pillars, being in an elastic medium, can be included in the work on horizontal loads only when the rigid short pillars embedded in the rock lose stability - collapse.
Storm winds, at the upper points of the bridges, at a height of 200-300 m, reaching a speed of 95 m/s; temperature differences of subtropical summer and sharply continental winter; the braking force of the machines transmitted to the bridge deck - any factor can cause the poles to roll. And then even the most insignificant rolls will irreversibly lead to horizontal movements of the top of the pylons (the geometry in the volume high school), in connection with which the pylons can collapse at any time.
Hence the question: it is precisely such “modern achievements” of the unreliability of foundations, “the development of new technologies” to reduce the strength of concrete that will help us become a “real bridge power”?!
The construction of the bridge to Russky Island is carried out within the framework of the subprogram "Development of the city of Vladivostok as a center of international cooperation in the Asia-Pacific region".
The bridge to Russky Island will be one of the largest cable-stayed bridges in the world, with a central span of 1,104 meters that will set a record in world bridge building practice.
This bridge will have both the highest pylon and the longest shrouds.
Bridge parameters:
The design of the bridge crossing is determined based on two main factors:
- The shortest distance along the water area at the intersection of the bridge is 1460 meters. The fairway depths reach 50 meters.
- The bridge construction area is characterized by difficult climatic conditions: temperature difference from -31 to +37 degrees, storm wind speed up to 36 m/s, storm wave height up to 6 meters, winter time the formation of ice up to 70 centimeters thick is noted.
construction reinforced concrete pylon
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Under each of the two 320-meter pylons of the bridge, 120 bored piles are laid (on the M-7 pylon from the side of Russky Island - with a non-removable metal shell). Concreting of the pylons is carried out using the original self-climbing formwork in 4.5-meter grips. A crane is used on the first three grips, then the formwork begins to move independently due to the hydraulic movement of the modular elements. The bridge pylons are A-shaped, so the use of standard formwork is not possible. A separate set is mounted for each pylon. The transition according to the types of section is carried out at the level of jumpers at the levels of 66.26 and 191.48 meters. The use of self-climbing formwork makes it possible to improve the quality and reduce the construction time of monolithic reinforced concrete structures by one and a half times.
At a height of 189 m, the cable attachment zone begins. Installation of cable pairs and concreting of the pylon body will take place simultaneously. Such a technological solution drastically reduces construction time.
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Installation of the central span
The structure of the superstructure has an aerodynamic cross section for absorbing loads from squally winds. The configuration of the span section was determined on the basis of aerodynamic calculations and optimized based on the results of experimental processing of the scale model at the detailed design stage.
Welded field joints are used for longitudinal and transverse joints of the cover sheet of the orthotropic slab and the lower ribbed slab. For the joints of the vertical walls of blocks, longitudinal ribs, transverse beams and diaphragms, mounting joints on high-strength bolts are used.
Large-scale sections for the installation of the central span in specially designated "windows" are delivered by barges to the assembly site and are lifted by a crane to a 76-meter mark. Here, multi-ton elements are joined and shrouds are attached to them.
Cable system
The cable-stayed system assumes all static and dynamic loads, the very existence of the bridge depends on them. The guys are maximally protected from natural disasters and other adverse effects and are designed for the entire service life of the bridge.
The high strength, endurance, and corrosion resistance of the shrouds ensure an estimated service life of at least 100 years.
For the central span, an improved, so-called “compact” PSS system was used with a denser arrangement of strands in the shell. The compact configuration of the cables with the use of a shell of a smaller diameter helps to reduce the wind load by 25-30%. At the same time, the cost of materials for the pylon, stiffening beams and foundations is reduced by 35-40%.
The PSS cables consist of parallel strands with a diameter of 15.7 mm, each of which consists of 7 galvanized wires. Guys include from 13 to 85 strands (strands). The length of the shortest cable is 135.771 m, the longest is 579.83 m. The protective sheath of the cable is made of high density polyethylene (HDPE) and has the following properties:
- resistance to ultraviolet rays;
- impact resistance environment in climatic conditions Vladivostok (temperature range from -40С to +40С).
A major scandal, which risks developing into a corruption one, is flaring up in Vladivostok. There, because of the rain, the bridge literally crumbled, which is a section of the road, for the construction of which 29 billion budget rubles were allocated. According to local residents, the rain was quite ordinary - "medium intensity", which means the bridge fell apart due to a construction defect. The reasons for such a rapid destruction of a large infrastructure facility built for the APEC summit have yet to be established, but already now it can be assumed that the matter is most likely in the carelessness of the general contractor, corruption and the carelessness of officials, as was the case with the infamous “dancing bridge” In Volgograd.
"Just a Light Rain"
As it turned out, the ground crawled under the newly built section of the route. During the day, the ground under the road continued to move down, and this may continue in case of expected rains in Vladivostok this weekend.
As a result, several tons of soil were buried under garages with cars inside and, presumably, one boat: the road runs almost along the coast of Patrokl Bay.
“When I was standing there, I really heard how the wire burst and stones crunch,” a local resident writes about the situation on an Internet forum. - Creepy and scary. The children were forbidden to go to the sea there.”
“But it was just a light rain of medium intensity for two days,” another eyewitness reports.
Local deputies drew attention to the situation with the highway. “I was at the site of a landslide,” City Duma deputy Alexander Yurtaev told PrimaMedia. - My point of view: the builders tried to make the wall more vertical because of the garages below. The route itself is straight, there are almost no storm drains on it, and it turns out that the entire flow of water flows down just in the direction of the gabion grid. And it still rained lightly. And if it charges an ordinary coastal typhoon? The asphalt had to be laid with a slight slope in the opposite direction so that the water would escape. Yes, and the slope itself should be planted with grass and turf to hold the stonework. This road actually cut off the passage to the beach. But the road could have been built in a different way, through Sakhalinskaya, and then the recreation area of the microdistrict would have been preserved. Unfortunately, the situation is an emergency. Now, in order to remove the consequences, we will have to remove more than 40 meters of asphalt, since there is a void under it, and do everything all over again.”
Local residents sent a collective letter to the governor of the region, Vladimir Miklushevsky, because, in their opinion, the construction of the road had practically destroyed the beach, which had turned into a rocky desert.
Retaining wall installed directly on the garage
Representatives of the general contractor who built this section of the road, CJSC Pacific Bridge Construction Company (TMK), said that the eight-kilometer section of the route, on which the collapse of the soil occurred, was to be put into operation only on July 1, but the cars of the townspeople could move along it, since this “It was convenient for them, and everyone turned a blind eye to it.”
Now the traffic on the unfinished section of the highway is blocked by heaps of soil poured after the incident. The asphalt is covered with large faults and cracks for several tens of meters. Local residents are now afraid to use this part of the road. At the same time, TMK spokeswoman Olga Zarubina assured the Gazeta.ru portal that the incident would not affect the timing of the commissioning of the route.
As a local resident named Aleksey told reporters, the cause of the landslide could be that the builders began installing the gabions of the retaining wall right on the roof of his garage. According to the man, he warned the foreman that the garages were 40 years old and might not survive. However, the builders did not pay attention to his remark.
ZAO TMK said that a special commission is investigating the causes of the landslide and they will be named later. So far, it is clear that one of the main causes of the incident was the rains that have continued in Vladivostok since June 9.
“The soil in the first few months after the construction of the road is very unstable and prone to crumbling with abundant moisture,” commented Oleg Skvortsov, president of the Association of Road Research Organizations. - When the soil is overgrown with grass and stabilizes, it is difficult to move the soil mass. It is difficult to say why the accident occurred. Both the designers and the builders could make a mistake, but here we need to deal with the situation on the spot.”
Who will compensate the owners of garages for material damage and whether it will be compensated at all is still unknown. According to unofficial information, the garages were located on the slope under the road illegally, so local residents can only count on payments for cars buried underground.
The highway Novy settlement - De-Vries peninsula - Sedanka - Patrokl bay, 42 km long, should connect Vladivostok airport and the bridge to Russky Island. According to the builders, due to the fact that the road will be “continuous traffic”, that is, without traffic lights and ground pedestrian crossings, the travel time from the airport to the island, which always took at least an hour and a half, will be reduced to 20 minutes. The highway was planned to be put into operation in 2011, but the dates were revised. 29 billion rubles were allocated from the budget for the construction of the facility.
Everyone dances
It should be noted that last year a scandal erupted around another bridge - in Volgograd. It was built for 13 years, the object cost the budget 12.3 billion rubles. The bridge was opened to traffic in October 2009, and in May of the following year, strong vibrations began to be observed on the bridge, due to which locals dubbed it "dancing". The area was closed to traffic.
During the investigation of the causes of the fluctuations, it turned out that corruption was the cause of the incident: violations were identified for 152 million rubles, and the project turned out to be more expensive than its true cost by 1.5 billion rubles. So, during the control event, it was found that the administration Volgograd region a significant increase in expenses for the resettlement of citizens from the construction zone was allowed. The share of such expenses in the estimated cost of construction increased from 2.9% to 9.1% and exceeded 1.1 billion rubles.
In November last year, it was reported that specialists reinforced the “dancing bridge” with counterweights to dampen vibrations. The cost of the work amounted to 112 million rubles.
“We can now guarantee the safety of traffic on the bridge. We are now confident that the bridge will never “dance” like it did on May 20 last year,” Anatoly Brovko, then governor of the region, told reporters.
According to materials:
