All about the bridge to the Russian island. Bridge to Russky Island, the longest cable-stayed bridge in the world

The Russian bridge in Vladivostok is cable-stayed and connects the Nazimov Peninsula and Cape Novosilsky on the Russian Island, separated by the Vostochny Bosphorus Strait. The bridge appeared in the framework of the APEC summit in 2012. The Russian bridge is a complex and unique object in the entire practice of bridge building in Russia and the world.

Construction

The construction of the Russian bridge in Vladivostok began in September 2008, although the question of its construction arose at the beginning of the twentieth century. In 1939, the first draft was drawn up, in 1960 - the second. But both remained unfulfilled. It was only in 2008 that the final design of the cable-stayed bridge was approved.

During the construction of the bridge, different positions were expressed regarding the advisability of its appearance. Some said that the work was economically unjustified, since only five thousand people live on the Russky Island. Others insisted that the construction of a bridge to the Russky Island would be an impetus for the development of the island, the creation of large economic and cultural centers.

Description

The Russian bridge is one of the most grandiose in the world. One of the reasons for this is that the length of the bridge in Vladivostok on Russky Island – more than three kilometers. The roadbed of the structure is supported by diagonal cables. They, in turn, are attached to two pillars, each reaching a height of 324 meters.

The entire structure weighs 23 thousand tons. Its spans reach a kilometer. On top of the bridge, you can see the stretched cables painted in the color of the Russian flag. Lanterns are installed along the railing. At the descent from the bridge you can see the cannons - the remnants of the Novosiltsevskaya battery.

Inside each pylon are hidden ladders that lead to observation decks but they are only available to the staff watching the bridge, and only occasionally to photographers. A breathtaking view opens up from a 300-meter height: the endless Pacific Ocean and Vladivostok below in barely noticeable outlines

Technical features

The cable-stayed system of the bridge across the Eastern Bosphorus was designed by the best engineers in Russia and abroad. The cables consist of 13 to 85 parallel strands, each individually protected against corrosion. The casing is made of two layers: the inner one is made of dense polyethylene, the outer one is thinner.

The decorative shell has a spiral bead - it provides protection against vibrations generated by the simultaneous impact of rain and wind.

The Russian bridge was built in conditions of strong winds, a humid climate and sharp temperature changes. As a result, the cables, thanks to special steel, are able to withstand the temperature range from -40 to +40 degrees, and their service life is up to one hundred years. The aerodynamic section of the structure makes it resistant even to the squally wind, which often happens in Vladivostok.

Traffic

The bridge to Russky Island allows residents to travel there for the weekend. The structure is designed for light vehicles and small trucks.

There are four lanes on the carriageway - two in both directions. Drivers, who find themselves at a height of 70 meters, are breathtaking from the water surface extending below and the shrouds hanging from above. Pedestrians are not allowed to enter the bridge.

Lighting

Lighting equipment for the bridge to Russky Island was completed in early 2013. The main task of the illumination is to create the illusion of a bridge floating in the air and emphasize at the same time its main elements - giant supports and cables, painted in the colors of the Russian flag.

The lighting equipment is fixed in such a way that it does not create difficulties during operation. Lighting not only illuminates the bridge, but also visibly transforms appearance in the dark.

Bridge for tourists

Ten years ago, no one would have thought that the bridge to the Russky Island was not a dream of local science fiction writers, but a near reality. For nearly 44 months, Russian builders erected the East over the Bosphorus giant structure, which became a record holder in several interrelated indicators at once. Before that, no one in the world built bridge pylons of such a height (324 meters), no one installed cables of such length (580 meters) and did not create the main span with a length of 1104 meters. Read about the history associated with one of the new symbols of Vladivostok in the material of IA PrimaMedia.

Castles in the air

The first mention of bridges across the Golden Horn and the Eastern Bosphorus dates back to 2007, when a government commission, together with the leadership of Primorye (then headed by Sergey Darkin), decided to hold the Asia-Pacific Economic Cooperation (APEC) Summit in Vladivostok in 2012.

It was decided to hold it not on the basis of some VDC "Ocean" or the most fashionable Hyundai hotel at that time, but on the Russian Island, where there were not only decent hotels - there was not a single asphalt road. To get to the island, according to Vladimir Putin, it will be possible to use "a bridge, or maybe two."

No wonder then many locals They took this whole idea as a joke: “You can say, too, the bridge is right up to the Russian Island. And even before 2012. They went crazy all over there in their own Moscow,” - this was the collective opinion about the project, which was often expressed by Primorye residents.

Meanwhile, the head of the Ministry of Regional Development (there was such a thing) Dmitry Kozak is already announcing that an unprecedented amount of 15 billion rubles has been allocated for the construction of the bridge. This is about a third of all the region's own income for the year. The Omsk association "Mostovik" was entrusted with taking on the ambitious project. The Taiwanese company T.Y.LIN International wanted to compete with it, promising to build a bridge to the Russky Island for only 10 billion rubles.

“How, in general, without having a finished project on hand, can we give an objective assessment of the cost of construction and installation work?” The general director of the Russian enterprise Oleg Shishov was indignant then. “If Taiwanese builders have such a project, a logical question arises: were the strongest wind loads, high seismic activity, complex geology, low temperatures, the possible impact on the supports of loads from the heap of ships with a displacement of up to one hundred thousand tons, ice thickness up to eighty centimeters? not only the cost of the bridge is necessary, but also the cost of the entire bridge crossing in the complex, including overpasses at the approaches to the bridge, the construction of roads as part of the bridge crossing, the arrangement and reconstruction of architectural monuments, the resettlement of residents of individual houses falling under demolition, and a lot of other very important nuances ".

As a result, NPO Mostovik developed a project and USK MOST was appointed the general contractor for the construction. The subcontractors were SK Most and the same Mostovik.

The complexity of the task at hand was impossible to overestimate. Even experienced builders doubted the success of the venture. A colleague and competitor of the Omsk association, the general director of the Pacific Bridge Building Company (TMK), which then undertook the construction of the bridge over the Golden Horn, Viktor Grebnev, was sure that this was simply impossible.

“I am in the mood myself and constantly tell my workers that the bridge across the Golden Horn should be built for the APEC Summit. We have no way back, this is our Russian image. impossible ", - said Viktor Grebnev.

Start of construction, the first town. Photo: official site of NPO Mostovik

There were really enough difficulties. From the very beginning of the exploration work, the builders were faced with the well-known problem of the military lands on the Russky Island. “Today everything is ready to start its construction - the necessary human resources have been concentrated, modern equipment has been prepared. All that remains is to obtain a formal permit to start construction work,” said the Governor of the Primorsky Territory Sergei Darkin in 2008, when it was time to start.

Although in reality at that time the work was already underway, the actual work was illegal. It was only in 2009 that the land under the Russian bridge was finally dealt with.

Construction of the century: piles

It all started with the dumping of special areas in the strait, on which the pylons were subsequently located, and with the drilling of the bottom. Under each pylon of the bridge, it was necessary to make 120 bored piles with a diameter of 2 meters - they are also called the roots of the bridge. The depth of these roots reached 77 meters. Offshore drilling is a technology that has not been used in Russia before.

But drilling is only half the battle. We also need to concrete it, and also in the open sea. Salt water is not known to go well with steel and concrete. Therefore, a special mixture and technology for underwater concreting has been developed specifically for this task.

Backfilling of the peninsula for pylons. Photo: official site of NPO Mostovik

Driving the foundation. Photo: official site of NPO Mostovik

Under normal conditions, the pile pouring would take place in stages, as the placed portions of concrete gain the necessary strength. But here everything was the other way around. The mixture supply pipe was immersed to the entire depth of the pile (inside the pile pipe) with a small gap for its exit at the bottom. The concrete sank to the bottom and pushed the water up. Everything happened in a continuous cycle, and the lid of the pillar that was in contact with water was then simply cut off.

All the piles were installed and concreted by the summer of 2009. Meanwhile, around the construction sites, workers 'camps have already sprung up with their own concrete factories, reinforcement and welding shops, quality control laboratories, locksmith and carpentry workshops, canteens and workers' houses.

Construction of the century: pylons

In August 2009, the construction of the bridge overpasses on the island and the mainland begins, and in 2010 - the creation of the main pillars of the entire facility, the world's tallest 324-meter pylons. Their tasks include not only maintaining the central span, but also resisting unfavorable weather conditions in the form of a stormy wind and temperature drops.

Everyone knows that the pylons are hollow inside, but few people know that the thickness of the walls of these giants is not the same at different heights. At the pylons of the Russian Bridge, this value varies from 2 meters near the water itself to 70 cm at the top. In addition, the design assumes a change in the angle of inclination of the bridge supports in the area of the bulkhead.

Bridge supports. Photo: official site of NPO Mostovik

Construction of a bridge to Russian. Photo: IA PrimaMedia

To concrete such a geometrically complex object, it was necessary to constantly change the formwork design. In total, with the help of self-lifting structures (the same blue and yellow tops, familiar to all local construction observers), the workers carried out 72 pouring cycles.

In order to ensure that the pylons match each other in such an almost manual mode of operation, an error of 2 mm of deviation was laid. Surveyors constantly checked the reference lengths between points.

But it was impossible to achieve the required accuracy with optical methods at a distance from the target over 80 meters. To solve this problem, it was necessary to use two satellite navigation systems at once - GLONASS and GPS. Only their combined use made it possible to correctly position all structural elements, so that in the end the bridge converged exactly in the middle of the strait.

By the way, in 2010 Vladivostok was visited by the legendary satirist Mikhail Zhvanetsky, who did not miss the opportunity to wander around the construction site of the summit. Having spoken many pleasant words about the growing and developing city, Mikhail Mikhailovich left, and it was decided to consider his visit a "blessing" of the builders for further shock work.

Construction of the century: span

The total length of the metal span of the bridge is 1248 meters, and the weight is 23 thousand tons. The superstructure consists of separate aerodynamic sections. The length and width of each panel are the same: 12 and 26 meters, respectively. But the weight, oddly enough, varies from 185 to 380 tons.

Span section. Photo: official site of NPO Mostovik

These panels were created in different cities of Russia, and assembled from spare parts in Vladivostok and Nakhodka. Lighter panels were even docked immediately on the ground to speed up construction.

On May 12, 2011, the first panels of the central span were delivered from Nakhodka by sea. They came through the entire quality check before shipment. It was necessary to raise them to a height of 70 meters with the help of special lifts and the "Grigorich" pontoon, named after one of the veteran bridge builders.

It was "Grigorich", with the help of three tugboats, tirelessly over the next year brought the next sections by water to the lifts. The docking of the two sides was originally scheduled for April 11th. But due to weather conditions it was decided to postpone it to the next day, or rather night. When the wind died down and the air temperature stopped fluctuating, "Grigorich" went for the last time to the Eastern Bosphorus Strait with the final flight section on board.

Little known fact, but in order for the last piece to fall into place, the entire bridge had to be pulled in different directions so that the gap between the edges of the panel on each side was 10 cm, and then released so that the bridge itself "clamped" the last section in the middle.

Docking the bridge. Photo: Anton Balashov, IA PrimaMedia

Rumors and predictions

When the inevitability of building a bridge to Russky was recognized even by skeptics, many new rumors appeared around it. If earlier experts of various industries and competencies discussed what exactly the builders would not be able to do before the opening of the summit and which element of the bridge would fly into the waters of the strait first, now it was fashionable to give approximate prices for travel from the continent to the island.

The fears of citizens that they would be charged money for using the bridges had reached such a degree that not just anyone but First Deputy Prime Minister Igor Shuvalov had to refute them. "Of course, free. Someone started a duck. This is an ordinary duck," he said, answering a direct question from a journalist about toll travel on bridges. “For this, they are being built - so that citizens can conveniently move from different parts of the city,” added the First Deputy Prime Minister.

But the famous Russian astrologer Alexander Rempel in 2011, having consulted the stars, predicted a delay in the delivery dates for both bridges.

"According to my calculations, the bridges will be completed after the summit. Although they can solemnly cut the ribbon and report the delivery much earlier. We have accepted this and, most likely, it will be so somewhere two or three months before the opening of the summit. But I I'm talking about the readiness of the bridges for safe operation.The bridge over the Golden Horn - the Silver Dragon Bridge - should be built before February 11, 2013. And the bridge to the Russian island, which Chinese feng shui experts named 150 years ago The Tail of the White Tiger, should be built until January 12, 2013. Of course, it is very difficult to indicate the exact date of the completion of the construction, and the indicated dates have more symbolic than practical significance, and here fluctuations of several weeks in one direction or another are possible, but still this is 2013 ", - assured Rempel.

Ruffers

The pylons, unique in their height, began to attract the attention of extreme lovers. Towards the end of the construction, a group of roofers put the security of the construction site in an uncomfortable position, arranging a game of catch-up with her, until the hooligans were taken out by the FSB officers.

Roofers at the top. Photo: Vitaly Raskalov

The violators later posted a photo report of their adventures on the Internet. "Recently, I have completely ceased to please you with interesting and unusual posts, in connection with my work I practically do not get out anywhere. But on the May holidays I was lucky to fly to Vladivostok and create a real commotion there, climbing without insurance and permission to the top of the 220- and 350-meter pylons of bridges that are being built across the Golden Horn Bay and on the Russky Island, "wrote rufer Vitaly Raskalov.

He also admitted that they promised the FSB and the Ministry of Internal Affairs not to appear on the bridges again. But the deputy general director of ZAO "TMK" Alexander Yakovlev condemned the extremals.

"It's just a terrible incident. After all, if something happened to the guys, all the responsibility would fall on the builders. There is enough protection on the bridges, unless you can keep track of those who deliberately decided on such a thing. By their behavior, troublemakers cause a lot of trouble to the builders themselves, after all, the construction is not over yet, "Yakovlev commented on the incident.

Opening the bridge

In 2012, right on the occasion of Vladivostok's birthday, the bridge to the Russian Island opens for the movement of construction equipment. For the sake of such an event, Prime Minister Dmitry Medvedev came to the capital of Primorye and thanked the builders for their selfless work.

"This bridge will serve a huge number of people. Both residents of the Primorsky Territory and those who come here from other regions of our country, or foreigners. And it will simply be a very beautiful structure that embodies the genius of engineering and architectural thought," said the prime minister.

Before opening it for everyone, the bridge was specially checked by columns of simultaneously braking trucks. The design passed the test with loaded dump trucks with excellent marks.

And by the evening it was rather difficult to pass, because hundreds of cars stood on the sides of the bridge crossing, wishing to touch the bridge to Russky Island with their own hands and feet, as if they could not believe their eyes. Traffic police officers, by the way, did not fine the violators on the first day, but warned that they would not allow this in the future.

Today the bridge to the Russky Island has become for Vladivostok residents something self-evident, an engineering structure immanently inherent in the city. It is simply impossible to imagine Vladivostok without this giant now. About a dozen walks along it regular buses and amateurs wild rest every weekend they take it to the island beaches. If you believe the promises of the builders, then the shelf life of the Russian Bridge is 100-120 years, that is, a whole century. So it could technically be called "eternal".

Bridge to Russky was called "useless construction for $ 1 billion"

The bridge to the Russky Island in Vladivostok has been criticized from the very beginning of construction. Some experts questioned the feasibility of such an ambitious project. Another "fly in the ointment" was added by the analyst of the Center for Economic and Political Research (EPICenter) Alexei Mikhailov.

WHY DO I NEED IT?

The cable-stayed bridge, like its Golden “brother”, which connected the city center with Cape Churkin, to Russky Island was built as part of Vladivostok's preparations for the APEC summit. The building is unique. After all, at the Russian bridge - and this is his official name- the world's largest span among cable-stayed bridges, 1104 meters long, and the first pylons in height - 324 meters.

Economist Alexei Mikhailov cites other impressive figures: the cost of the construction is about $ 1 billion. The same amount was spent on the access road to the airport and city.

This cable-stayed bridge actually very beautiful, soaring in the air with a central span of more than 1 kilometer at a height of 70 meters, which is supported by two pylons with a height of 324 meters. Probably, he is grandiose in engineering decisions. And it will certainly become now a new symbol of Vladivostok. But ... why is it needed? - the expert asks.

The main argument "against the bridge" from the analyst is the same as that of many critics of the structure - it has a small capacity, and the island's population is too small for such costs.

A bridge with a capacity of 50 thousand cars a day leads to a small island of Russkiy with a population of 5 thousand people. And even those mostly poor fishermen living in barrack-type houses do not have cars, - says Mikhailov.

In contrast to this criticism, the Vladivostok authorities have repeatedly stated that the bridge was built, including for the development of the island, the program of which includes the construction of many large facilities and the creation of infrastructure for 150 thousand people.

THE BRIDGE "DOES NOT PAY OFF"

What's next with Russky Island? Now there are the same 5 thousand inhabitants without cars. In all honesty, was it really worth spending $ 2 billion to access the beaches by car? Can't you get there by ferry? After all, every two hours he walks and even transports cars, it’s not so expensive, ”the expert continues.

The development of tourism, the construction of new housing on the island is one thing. But, perhaps, the main argument in favor of the expediency of the bridge was the FEFU under construction on the same island. After all, it was planned that the united university would become the largest educational institution in the country and even in the world. Students from all over the planet will come to study there, and the best foreign teachers will teach. However, the contractor did not manage to finish building the FEFU buildings. And the great "relocation plan" failed, and the students stayed on the mainland, at least until construction was completed. Now only nonresident students live on the island, who every morning go to classes in the city.

To all this can be added the absolutely undeveloped road infrastructure of the island. After you leave the bridge, you find yourself on the real " Russian roads", Having driven through which it is necessary to resort to car repair services. Therefore, most of the townspeople do not dare to go there. And taxi firms raise prices for trips to the island - up to 1,000 rubles from the center of Vladivostok.

Alexei Mikhailov compares the bridge to Russian with his “colleague” Golden Gate in San Francisco, USA. Only not in favor of the first.

They are similar in their main characteristics. But the Golden Gate was built 75 years ago, is paid and actually allows 120 thousand cars a day. This bridge literally makes half a million dollars daily. And the Russian Bridge is free, and how much will it actually allow per day after the APEC summit is over? A couple of thousand cars? Or maybe a couple hundred? - the expert writes.

However, it should be noted that neither the bridge builders nor the Primorye authorities share the economist's opinion.

It will be a comfortable area of Vladivostok, very convenient for living. Children will be able to go to school here, then to the university - and there will be no need to travel anywhere. As for the other territory of the island, it is planned to leave it under a tourist and recreational zone, - the governor of Primorye believes. Vladimir Miklushevsky.- Only the coast will be built up - we are talking about boarding houses and rest houses. Still, the nature of the island must be preserved as much as possible for posterity.

Take a look at any photograph, tourist avenue: if there is a bridge in the city, then it will certainly be on them. The bridge is a kind of monument, an architectural decoration of the city, an achievement of its inhabitants. San Francisco - Golden Gate, New York - Brooklyn Bridge, Hong Kong - Stone Cutting Bridge, - the director of the branch of USK MOST OJSC in Vladivostok expresses his opinion Alexey Baranov.- And one more indisputable advantage, purely practical. By connecting the mainland with the Russky Island, the bridge opened up new development prospects. Many cities in Russia, including Vladivostok, suffer from heterogeneity of style: in different periods, under different governments and cultures, they were built differently and did not always care about compatibility. And the facade of the city should be planned in an amicable way once and for all, only then it will be beautiful. Of course, the city cannot afford to rebuild the existing quarters. But in Russky there is a chance to start with a clean slate, resulting in a large and harmoniously built up area, very promising for development.

BY THE WAY

The question of building a bridge to Russky Island was raised in the first half of the 20th century. The first project was completed in 1939, the second in the 1960s. However, neither one nor the other was implemented. In early October 2007, NPO Mostovik won a tender for the design of a bridge crossing to Russky Island. The contractor was USK MOST OJSC. The construction of the bridge began in 2008, on July 1, 2012, Prime Minister Dmitry Medvedev opened the bridge to workers, and a month later, on August 1, the bridge was also opened for personal transport.

I am citing 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 miraculous bridge and other mirages would collapse, burying thousands of people. The question arises: is the situation with the Olympic construction in Sochi the same? The conditions are, in principle, 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 contacted Rosavtodor, Rostekhnadzor, the Prosecutor General's Office, the embassy, the President of the Russian Federation. In response, having made a bureaucratic circle, they received complacent replies. The unreliability and technical neglect of the main objects of the APEC summit was highlighted two years ago by the suicide of engineer Vyacheslav Polyanskikh. He committed suicide right in the bay where he was building the bridge. There was a suicide note: “The bridge is being built with gross violations. I do not want to be extreme when the bridge collapses and there will be a mass of victims ... "

"Khabarovsk Express", No. 43, 26.10.11

APEC Summit Bridges: Russian Roulette

Gross violations of the norms for the design and construction of bridges to the Russky Island and across the Golden Horn 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: the reliability of the foundations of the bridges and the durability of concrete are not ensured. Simply put, the monitoring materials are a verdict: according to the law, bridges cannot be taken into operation and traffic can be opened on them - they can collapse at any moment!

One of the reasons for such a state of bridges, I believe, is that the office of the plenipotentiary of the President of the Russian Federation in the Far Eastern Federal District evaded control of 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: “For some objects of the APEC-2012 summit, the work schedules, unfortunately, do not quite take into account the 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 application in different ways. “They are tricky at the embassy - most likely, they realized that Ryazanov was right about the unreliability of the bridges. Continuing to violate, we would have met the deadline ... ”. “No need to pump up. The task is not for all sorts of officials to cross the bridge in Mercedes, but to master new technologies and become a real bridge power. "

About "power" is firmly said! 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, this concerns the bearing capacity of foundations, as well as the durability of concrete.

And the "experts" (in quotation marks) who build these bridges believe that only one concrete characteristic 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 seem to have "not passed" in the university.

At one time, our country adopted the standards of the Council for Mutual Economic Assistance (CMEA), requiring the security of 0.95 characteristics of materials and 0.98 confidence probability for soils, taking into account possible changes during construction and operation.

Were published: GOST "Reliability of building structures and foundations" (total 8 pages) and GOST "Concrete. Strength control rules "(20 pages in total). 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 the Internet forum: “Have you ever seen or heard that Ryazanov? An old senile who remained to live in the last century, denying modern achievements, claiming that the most reliable was in the 70-80s! "

The author of the poisonous response right there, on the forum, was dubbed "a young senile". Where he could see or hear something, if the last 30 years, using my inventions on all bridges Of the Far East, the designers, contrary to the law, did not refer to these inventions (more than 150 publications and books, including "Columnar foundations and supports of bridges ..." - Khabarovsk, 2009, 452 p.). The "old senile" was repeatedly lowered into the wells under the pillars to a depth of 25 m, so that it would be safe for young marasmatics who did not study the foundations to travel safely.

Such "amateurs from bridge building", apparently, do not understand the required standards (the class of concrete is the strength guaranteed by homogeneity). 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 (indeed, the rains, fogs and humidity of the seaside air mentioned by the plenipotentiary are affected).

As the monitoring of the quality of the construction of bridges has shown, with cast concrete mixtures, young senile people ignore the GOST requirement to ensure the class of concrete "with a minimum consumption of cement." Those. they overestimate the strength of concrete due to the higher content of cement. But this is criminally dangerous - concrete becomes frost-resistant! Here, after all, it is not France or Spain, but the harsh Far East.

Let us give an example of the "professionalism" of the candidate of technical sciences - the head of the control department of the directorate for the construction of the bridge on Russky Island, as well as acting the head of another department (they say, "hereditary bridge builder", but with the formation of a general construction technical school).

In a certificate dated August 21, 2009, our monitoring group of experts listed the 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 assess 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, since acceptance of concrete is carried out in accordance with clause 5.2 of GOST 18105-86, ... if the actual strength of the concrete is not lower than the required strength. "

This stupidity is echoed by the head of the State Construction Supervision Department of the FS of Rostekhnadzor (letter dated December 15, 2010). It turns out that the GOST standards are “far-fetched”: the “required strength” is established in accordance with the “achieved uniformity”.

Having undertaken the design and construction, such "specialists" probably did not know that, taking into account the control of the frost resistance of concrete, the selection of the optimal composition in accordance with GOST 18105-86 would require a preparatory period, and at least a year! We could speed up the business by using computer programs to quickly select the composition of the concrete mixture. As far as I know, they have not used it.

As if justifying such familiarity with GOST, the general director of USK MOST, the general contractor for the bridge on Russky Island, introduces a new concept into the characteristics of concrete strength. Not a “brand” (used until 1985) and not a “class” that the old senile people introduced in accordance with the CMEA standard, but a certain concept of “class brand” - “B60 brand.” * Sorry for being straightforward, but it borders on sabotage.

"Class grade" abolishes the concept of "security", which characterizes the strength class of concrete. The control of the homogeneity of concrete strength is eliminated. The practice of correcting the laboratory selection of the composition of the concrete mixture in production conditions is canceled.

Finally, the notion “grade of concrete 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 discarded. What else did the "old idiots" want - after all, it takes six months to control only one batch of concrete samples by the basic method! And we have APEC-2012 - deadlines!

Young senile people, subverters of norms and standards, trumpet loudly that their bridges will last forever. A fresh legend: such low-quality concrete will last a maximum of twenty years. And after the delivery of the bridge, it will soon be required to put it on reconstruction.

In addition to the durability of concrete, the reliability of the bridge in accordance with the current standards can be ensured by calculating the foundations according to the characteristics of the soils, which were obtained during the survey with a high confidence level - in terms of strength 0.98 and deformation 0.9. We also need reliable statistics of test results, at least six soil samples from each geotechnical element (soil layer).

Meanwhile, on pylon No. 9 of the bridge over the Golden Horn Bay, the prospectors located all exploration wells 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 at least 1 m by the norms. Because the soil around the pillars, taking into account the methods of well development, loosens and becomes loose. But on the pylons of the bridge over the Golden Horn in such an unreliable soil, the project provides for a distance between the pillars of only 0.75 m.At the same time, the authors of the project have frivolously dispensed with the obligatory characteristics of soils, and the main violation is that only vertical (from top to bottom) loads on giant pillars have been determined. 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 the characteristics of the soil between the pillars, the grillage (pylon base) cannot be calculated. The actual difference in the depth of the pillars turned out to be more than 13 meters - with an allowable norm of 25 cm! Deep pillars, being in an elastic medium, can be included in the work on horizontal loads only when rigid short pillars embedded in the rock lose their stability - they collapse.

Storm winds, at the upper points of bridges, at an altitude of 200-300 m, reaching a speed of 95 m / s; temperature differences between subtropical summer and sharply continental winter; the braking force of the machines transmitted to the bridge deck - any factor can cause the pillars to roll. And then even the smallest rolls will irreversibly lead to horizontal displacements of the top of the pylons (geometry in volume high school), and therefore the pylons can collapse at any moment.

Hence the question: just such "modern achievements" of unreliability of foundations, "development of new technologies" to reduce the strength of concrete will help us to become a "real bridge power" ?!