According to the report of Time Weekly in March 1, on February 25th, Ni pointed to the subgrade culvert in Zhijiang section of Hanyi Railway and said, "This is the bean curd residue project that Gezhouba Group is responsible for. The bus will be started before May. Once it rains heavily, the waterlogged subgrade will have big problems. "
Ni refers to the Hanyi Railway, which has been completed and opened to traffic. Located in Xiaojiashan Village, Qixingtai Town, zhijiang city City, Hubei Province, the pile number is [DK235+950-DK232+65 1]. The construction party is the second branch of Gezhouba Hanyi High-speed Railway Project Department, and the main project was completed in June 20 1 1. The total length of the problem bid section reported by Ni is about 3.3 kilometers, and Ni himself is the earthwork supplier of the subgrade engineering of this bid section.
If the report is false, I am willing to bear criminal responsibility.
On March 30th, 2002, from 20 10 to the second half of 2065438, Ni insisted on reporting that the gravel was replaced by earth and stone by Fujian and local contractors, resulting in the replacement of at least 90,000 cubic meters of gravel in the 3.3-kilometer subgrade by earth and stone, which caused the subgrade to soften and deform due to long-term soaking in the rainstorm, which caused major safety hazards to the train running at a speed of 200-250 kilometers per hour.
"If the report is untrue, I am willing to bear all criminal responsibilities." Ni Hong Jun said. However, Ni's report was misinterpreted by many parties. Although the No.2 Branch of the Hanyi Railway Project Department of Gezhouba understood the hidden quality problems in the bid section, it dealt with them in a way of avoiding the important and neglecting the important, and did not want to expose the hidden secrets such as subcontracting and inadequate supervision.
The project department responded that the quality of subgrade is indeed flawed.
In view of the quality report of the 3.3km bid section, Wang Jiangping, the project leader, admitted that there were indeed defects. On February 26th, Wang Jiang, director of the Second Division of Hanyi Railway Project in Gezhouba, who was in charge of other railway projects in Tibet, said that this was the first time that he publicly responded to external questions on behalf of Hanyi High-speed Railway Project Department of Gezhouba Group.
First of all, I defined Ni's motive of reporting, saying that Ni wanted to get back at Lin, the contractor. It is worth noting that the normal attention to Ni and the media is obviously biased. When talking about the quality of subgrade engineering, Wang Jiangping initially thought that the report was completely fictitious and framed, and later changed his previous statement.
It is understood that Gezhouba Group, the general contractor, subcontracted the 87-kilometer Hanyi high-speed rail project to five subordinate units, including five companies, two companies and basic companies. However, the subcontracting was carried out layer by layer, and the profits were also exploited layer by layer, making it difficult to guarantee the quality of the project. It is reported that Lin, the contractor of the problem bid section, is from Fujian and his brother-in-law is a second-class contractor. He has cooperated with Wang Jiangping for many years, so if things are exposed, Wang Jiangping doesn't want to be held accountable by the group company.
In this regard, Wang Jiangping responded: "The projects are uniformly distributed by Gezhouba Group. I have normal cooperation with Fujian people, and the rumors from outside are unfounded. "
Vice Minister of Railways instructed strict investigation.
In the Wenzhou bullet train accident in July 20 1 1, Hong Jun's report finally got attention. At the end of July, Hubei Daily and a central party newspaper published internal references, and the "elements" were sent directly to the Ministry of Railways. Lu Chunfang, Vice Minister, immediately gave instructions to "strictly investigate and report the test results".
Therefore, the owner, Huhanrong Railway Hubei Company, entrusted the Civil Engineering Testing Center of Central South University as an independent third party to carry out technical testing on the subgrade quality of the problematic bid section. Therefore, the owner Huhanrong Railway Hubei Company hired Central South University to carry out quality inspection, and the conclusion of the inspection report was "qualified". The report was submitted to the Ministry of Railways and served as the basis for the conclusion of the coffin.
However, the fairness of this report has been questioned by the industry. The test was carried out when the informant failed to testify at the scene after being threatened, and the construction party Gezhouba Project Department, which should have avoided, participated in the whole process. Not only that, the purpose and conclusion of the report are vague, and the "sampling" position of the test specimen is also suspected of black-box operation.
Maybe it's too early to say. According to a senior official of Wuhan Railway Bureau, the final acceptance of the handover of Hanyi High-speed Railway to the Railway Bureau has not been completed. "It is not excluded that the reported problems will be reviewed." Gezhouba issued a clarification announcement on March 2, 20 12, saying that the quality inspection report of the company "operating" Hanyi Railway reported by the media was not established. As a project contractor, Gezhouba has no right to interfere with the owner's inspection of the project quality, and said that the company will bear permanent responsibility for the quality of the project it undertakes.
The day before yesterday, some media reported that there were quality problems in Hanyi Railway. Someone reported that the high-speed rail gravel layer was replaced by earthwork, and Gezhouba Branch was suspected of "operating" the quality inspection report. It is mentioned in the report that the Vice Minister of Railways has instructed the "Zhijiang Section" of Hanyi Railway to be strictly investigated, and the owner Huhanrong Railway Hubei Company entrusted the Civil Engineering Testing Center of Central South University as an independent third party to test the subgrade quality of the problem section. The report was submitted to the Ministry of Railways as the basis of qualified quality.
The person in charge of related projects in Gezhouba said that the Civil Engineering Testing Center of Central South University, as the implementer of quality inspection, is an independent third party entrusted by the owner and is responsible to the owner. As a project contractor, the company cannot control the quality inspection conducted by an independent third party at the request of the owner. The staff member said that in August of 20 1 1, the leaders of the Ministry of Railways had given instructions on the problems mentioned in the article, and the quality inspection organized by the owners of Hanyi Railway was objective and fair. The announcement emphasizes that Gezhouba, as a listed company controlled by central enterprises, bears permanent responsibility for the quality of the project undertaken, and the project leader bears permanent responsibility for the quality of the project. Why does the settlement of subgrade and pavement exceed 30%?
Hanyi Railway started construction in September 2009, and was originally planned to be completed and put into operation by the end of 20 1 1. After the "July 23" incident last year, the construction party delayed the opening time, and according to the new progress, static acceptance began at the end of last year, and the problem of excessive settlement was found.
According to the investigation, China Railway 12 Bureau undertook the "No.4 Bid Section of Hanyi Railway Station Project" this time, in which the roadbed and pavement are 22.9 kilometers, and the problem mileage accounts for 3 1.4% of the roadbed and pavement. An industry insider who is engaged in rail transit design told the reporter that excessive settlement has great security risks for train operation, which may easily lead to derailment of high-speed trains. In addition, there is a certain settlement of subgrade, which is a normal phenomenon in the project, but it is "still serious" when it exceeds the standard by more than 7 kilometers and exceeds the standard by more than 30%.
Has the problem section changed from bridge to road?
During the on-site interview, some construction workers revealed to reporters that the place where the settlement exceeded the standard used to be a large lake, but later it gradually dried up and became a fertile field. The soft soil layer is thicker, which is actually more suitable for the construction of viaduct railways.
A contractor, who asked not to be named, called and told the reporter that the problem section had been "changed from bridge to road": the original design was to repair the viaduct, but the expenses had to be reduced and the roadbed and pavement had to be repaired. Because of the thick soft soil foundation in this area and the underestimation in repairing subgrade and pavement, the settlement exceeds the standard. Relevant persons revealed to reporters that the road section was originally designed as a viaduct. At that time, because of the need to control the railway "bridge-tunnel ratio" and reduce expenses, it was changed to subgrade and pavement. This person said that the cost of one kilometer viaduct is about 60 million, and the roadbed and pavement of one kilometer are less than 50 million. "But at present, the cost of this subgrade and pavement is definitely higher than the cost of repairing the viaduct."
Who will guarantee the "quality and safety" of railways?
Whether the settlement exceeds the standard is a congenital deficiency of the design, a problem in the construction process, or the project supervisor is not responsible. Many interviewees said that "no conclusion can be given at present".
Wang Zujian, director of the Hubei Provincial Railway Construction Leading Group Office, said that which party will ultimately bear the responsibility, how serious the problem is, and who may be held accountable, all need repeated argumentation and analysis by the expert group. This requires a lot of evidence collection and investigation.
At present, the section from DK 164 to DK 175 where the settlement of Hanyi Railway exceeds the standard is being reinforced with pipe piles.
According to reports, according to the prescribed procedures, after the settlement problem of Hanyi Railway is rectified, it needs to pass the expert review, and then the dynamic acceptance including joint debugging and joint testing is carried out. All procedures can be officially opened only after they are passed. March12,2065438, the owner of Hanyi Railway, Huhanrong Railway Hubei Co., Ltd., claimed that the viaduct in Nanwan Village, Haokou Town, Qianjiang City was reflected by Weibo on March 9, and the roadbed collapse accident in Nanwan Village, Haokou Town, Qianjiang City was reported by Jingzhou TV Station on March1/kloc-0.
The company said that there was no viaduct collapse and subgrade collapse accident at all in Hanyi Railway. At present, the Hanyi Railway Project is being accepted as required. After testing, evaluation and expert review, some indexes of subgrade in the above-mentioned sections of Hanyi Railway do not meet the requirements of acceptance standards. In order to ensure the quality of the project, the company is organizing the construction unit to take measures to reinforce the project, which is a normal rectification work during the acceptance process, with the aim of ensuring that the quality of the Hanyi Railway project meets the requirements of the acceptance standard.
Xinhua News Agency "China Nets" reporter 12 rushed to the scene to investigate and found that the exposed problem road section was not "viaduct collapse", but the subgrade settlement of some road sections exceeded the standard. Construction workers demolished several kilometers of railway that had been opened to traffic before, and are strengthening it with pipe piles to ensure safety. This is also the second time that this section of subgrade has been treated with settlement reinforcement since the end of last year. According to the investigation, China Railway 12 Bureau undertook the "No.4 Bid Section of Hanyi Railway Station Project" this time, with a total length of 73km, including 50. 1 km of viaduct pavement and 22.9km of subgrade pavement. The official said that the problem mileage accumulated 7.2 kilometers, accounting for 3 1.4% of subgrade and pavement.
Sun Shengjie, deputy general manager of China Railway 12 Bureau, the contractor, said in an interview that the settlement of this railway was found to exceed the standard during the acceptance period, so it was "normal" and could not indicate that the project had quality problems.
According to Sun Shengjie, the railway subgrade has a normal settlement range, which generally does not exceed 3mm per month. "When we checked last year, we found that the settlement from DK 164 to DK 175 exceeded the standard. Excluding bridges and culverts along the line, the cumulative problem mileage reached 7.2 kilometers. "
Sun Shengjie said that the main reason for the excessive settlement is that Jianghan Plain belongs to the geological structure of water network, which is soft and has a maximum thickness of 30 meters. It belongs to the settlement prone area, but if all viaducts are built, the cost will be too high. The person in charge of Huhanrong Railway Hubei Co., Ltd., the owner of Hanyi Railway, repeatedly stressed that the Hanyi Railway project is currently undergoing comprehensive acceptance as required. For the problems found in the acceptance, they are urging the construction unit to carry out rectification in strict accordance with the acceptance criteria to eliminate the quality problems of the project, with the aim of ensuring that the quality of the Hanyi Railway project meets the requirements of the acceptance criteria. The settlement problem should be solved.