Pre-assembly of panels

The pre-assembly of the panels was carried out on the territory of the production base on the Nazimov Peninsula and in Nakhodka. At the same time, additional operations of fitting multi-ton panels during installation, which was carried out under conditions of strong wind action at a height of 70 meters above the strait, were completely excluded.

Taking into account the fact that more than 30 kilometers of butt welds of the first category, subject to ultrasonic control, were welded in total, the gain in time was very significant.

Panel lifting

The panels were delivered to the installation site by barges and then lifted by a crane to a height of 70 meters. Positioning of the barge under the assembly unit was carried out using the Russian GLONASS satellite navigation system.

To speed up the construction of the metal stiffening beam, after the twentieth section was lifted, already double panels 24 meters long were submitted to the installation.

Mounting the lock panel

On the night of April 11-12, 2012, an event took place, to which bridge builders had been going for three and a half years. The last panel of the metal stiffening beam was lifted from the Grigorich pontoon. The castle section connected two 546-meter cantilevers of the channel span above the Bosporus Strait, and the bridge crossing connected Russky Island with the mainland of the city.

The next day, April 13, a video conference was held by Vladimir Putin, during which he congratulated the bridge workers on the completion of the installation work and thanked them for high quality work. “I’ll be honest, I can’t wait to drive over the bridge myself,” he admitted during a live broadcast. Then the command was given - and the builders under the lenses of TV cameras welded the last, "golden" seam.

On the bridge across the Eastern Bosphorus Strait, an improved system of cables with a denser arrangement of strands in the shell is used. The weight of the cable system is 3720 tons, the total length of the cables is more than 54 kilometers.

The shrouds consist of parallel, individually corrosion-protected strands ranging in number from 13 to 85. Each such strand consists of seven galvanized wires sheathed in high-density polyethylene.

The compact configuration of the stay 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%.

Guy shell

The shroud shell is made of two layers: the inner one is black, made of high-density polyethylene, the outer one is thinner, painted in the colors of the Russian flag. The decorative shell is also equipped with a spiral collar designed to protect against vibrations generated by the combined effects of rain and wind.

Comprehensive mechanical protection and monitoring of the manufacturing quality of all cable elements provide high strength, endurance and corrosion resistance. The estimated service life of the shrouds is at least 100 years.

Due to theft and design errors, the bridge is gradually being destroyed.

“A grandiose construction of mankind”, “a masterpiece of design thought” - 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 build a 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: the bridge to Russky Island is 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 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 due to weather conditions, the outer shell of the bridge guy had "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 bringing criminal liability designers of these facilities and 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 site new track Sedanka - Patroclus began to crumble. 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,” joked the 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 project engineer 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.

Indeed, drinking water is 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 ecologists and hydrologists, it is obvious - given the volume of discharge, in a couple of years fresh water supplant the sea. 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 it to these desert lands civilization. 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: with Olympic construction Are things the same in Sochi? 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 security in Khabarovsk Express unique bridges. 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 material characteristics 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 for the last 30 years, using my inventions on all the bridges of the Far East, the 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 mixture - depending on the moisture content of crushed stone and sand (really, the rains, fogs and humidity of the seaside air mentioned by the plenipotentiary influence).

As monitoring of the quality of construction of bridges showed, 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's give an example of the "professionalism" of a candidate technical sciences- 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 uniformity 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, and 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 the 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 across 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 their 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 (geometry in the volume of a high school), and therefore the pylons can collapse at any moment.

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”?!