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Written by: Huang Weilun, Chen Jingqi
2020-05-12 15:01
Date of last update: 2020-05-12 15:01At the Hung Hom Station of the Shazhong Line, a series of engineering problems were revealed at the end of May 2018, which involved shearing short platform steel bars, and the steel bars were not properly twisted into the screw caps. The incident caused great public concern. To relieve doubts, the government formally appointed an independent investigation committee more than a month later to thoroughly investigate the diaphragm wall and platform slab engineering problems at the extension of Hung Hom Station.
After the hearing commenced, the court further disclosed that the design of the diaphragm wall was changed and the record was added afterwards; the government subsequently "spontaneously exploded" the construction record of the connection tunnel and train parking place at the south and north sides of Hung Hom Station, missing more than 70%, and modified the steel bar Access method.
In the end, the two-stage investigation committee conducted a total of 78 days of hearings. As of the end of February last year, the first stage of the hearing has used 35.5 million public funds to thoroughly investigate the incident. At the same time, although the committee's interim report pointed directly to some of the station's projects that were not implemented in accordance with the contract, it has taken the lead in deciding that the project has reached a safe level. The "Tunma Line Phase I" was opened to traffic on February 14 this year. MTR has repeatedly reiterated that the Tai Wai to Hung Hom section will be fully open to traffic in the first quarter of next year.
▼ List of scandals of the Shazhong Line project ▼
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The Shazhong Line was approved by the Chief Executive in Council as early as 2008 for further planning and facilities. It was originally planned to complete the section from Tai Wai to Hung Hom in 2015; and complete the section from Hung Hom to Admiralty in 2019. However, during the construction process, historical monuments were repeatedly found, and the engineering problem of Hung Hom Station was revealed in 18 years. After the opening date was delayed, the "Taiwan Line" from Tai Wai Station to Kai Tak Station was the first to be "broken". "Phase I" is partially open to traffic; the remaining stations, including Song Huangtai, To Kwa Wan, Ho Man Tin and Hung Hom stations, will be open to traffic in the first quarter of 2021.
Regarding the engineering scandal at the Hung Hom Station of the Shazhong Line, it was revealed in May 2018 that there was a problem of shortening the reinforcement of the platform deck. Pan Zhuohong, managing director of Zhongke Xingye, who is regarded as a whistleblower and a sub-contractor involved in the Hung Hom Station project, also pointed out that the problematic project involves large-scale and systematic shearing of steel bars, which is estimated to involve more than a thousand branches.
On September 24 of the same year, the first phase of the 46-day hearing began. During this period, a number of engineering issues were gradually disclosed. The workers alleged that they found that the steel bar was cut short, and the steel bar did not need to be completely twisted. Diaphragm wall is not good at design modification and there is a problem of post-construction construction record.
"Railway Development Strategy 2000" proposed the construction of the Shatin to Central Link. (Photo of "Railway Development Strategy 2000")
Mainly for the subcontractor Zhongke Xingye, which is responsible for nailing and pouring concrete, a total of 6 witnesses were heard at the first stage, including Pan Zhuohong and 4 site employees, who said that they were between August 2015 and June 2016 , Witnessed workers cutting steel bars about 10 times; the engineers and assistant public works inspectors of Leighton and MTR also admitted that they had seen steel bars cut off. They once described that they never saw steel bars cut off like this, and were shocked; Fan Xun, the only sub-contractor responsible for iron tie-ups, did not object to the allegations, and once claimed to have seen workers cut steel bars three times, believing that the workers were reckless and greedy. Therefore, the committee ’s interim report was satisfied that the short steel bars had occurred, but the scope was not extensive and non-systematic. It said that some of the steel bars had been shortened from one type of steel bar to another suitable steel bar, but I believe it was a Pan Xun employee. Do.
Afterwards, MTR launched a "Comprehensive Evaluation Strategy", excavated the station structure and spot-checked the twisting of the steel bars into the screw caps, and using the twisted-in 37 mm as the index, the final defect rate of the platform screw caps of the East-West Corridor and North-South Corridor was More than 36.6% and 33.2%. However, the parties involved had different standards for twisting in. The experts hired by MTR stated that it was safe to twist 50% (22 mm), but the preliminary results of the excavation were not covered in the interim report.
The design of the continuous wall on the east side of the station also has unauthorized changes. Of the 76 continuous walls, 66 have involved changes. Although the design changes have to be made due to sudden changes, the parties involved have communication problems. The iron design management team was unaware of it, and did not submit documents to the Buildings Department. The second change was originally approved by multiple parties involved, but one of the design teams of Atkins, a design consultant of Shazhong Line, misunderstood another design plan. Put it in the report, a series of error changes finally appeared.
▼ Tunma Line Phase I station facilities ▼
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Regarding the supplementary records, MTR must submit a checklist of screw caps from east to west laminates to the continuous wall to the government. However, many MTR engineers admitted in court that the relevant screw cap records "have no immediate preparation and supplementary records". Moreover, MTR has submitted two reports to the government, and the number of screw caps has greatly changed. In the first report, the number of screw caps was less than 2,000. Chen Fanting, director of the Housing and Transportation Bureau, said in remarks that the two reports were "very different" and that MTR did not submit plans after design, construction and construction.
After the first stage of the hearing, the storm did not subside. The government suddenly stated that there were engineering problems in the connecting tunnels between the south and north sides of Hung Hom Station and the train parking place, including a large number of inspection and measurement application forms (RISC Forms) were missing, and design was unauthorized Change wait. Soon after, the government announced the expansion of the powers of the investigation committee, and the hearing entered the second stage.
The hearing was reopened, and Zhongke and Fanxun were no longer listed as parties. Yongguang Iron and Steel, the sub-contractor responsible for iron tie-in, joined the hearing for the first time. The opening statement mentioned that the hearing will pay attention to 3 points. First, there are problems with the construction of 3 joints in the north-facing tunnel. In addition to cracks in the concrete, water has once penetrated; second, the shunting wiring has similar construction problems , But there is no water seepage; third, including the lack of RISC Forms, and unauthorized design changes, etc.
The Chief Executive, Lin Zhengyue, received the final report submitted by Xia Zhengmin (left), the chairman and member of the investigation committee and member of the construction project of the Hung Hom Station of the Shatin to Central Link project and its neighbor on March 27. (Photo by the Information Services Department)
The hearing revealed that the three connecting seams and the shunting wiring have steel bar connection problems. There is a junction between the two engineering contracts at the connecting seam. Due to the different contractors, the steel bar and the screw cap are mismatched, and the steel bar cannot be completely twisted into the screw. cap. The hearing also revealed that some of the screw caps were not exposed to the concrete, and the iron bar manager said that he had notified Leighton of the above-mentioned problems, but the other party only asked for "tightening". Leighton denied the allegations, but because the steel bars were not properly connected, cracks in the concrete, and even water seepage, eventually the three joints needed to be rebuilt.
As for the RISC Forms issue, according to MTR ’s comprehensive assessment strategy, with regard to the two key checkpoints before steel bar connection and concrete pouring, the missing rates of RISC Forms in the connecting tunnels and train parking areas at the south and north sides reached 42% and 72 respectively %, 50%. Regarding the confusion of the engineering records, many Leighton witnesses explained at the hearing that due to the busy work, they submitted late or even failed to submit the form; they also referred to the Whatsapp to explain the engineering inspection. Leighton witnesses have been questioned many times for failing to hand over records or prove proof of inspection.
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In addition, parts of the north and south connecting the tunnel and the train parking place were replaced with screw caps without the use of overlapping steel bars. Witnesses of the MTRCL had stated in their testimony that the changes had actual needs and reserved space on the construction site for construction. However, the government criticized that neither MTR nor Leighton had made changes without the approval of the Buildings Department.
The interim report mentioned that the committee believes that it is possible to install instruments on the platform slabs of the east and west continuous walls, the east-west corridor and the north-south corridor to detect the movement of the station during operation, such as monitoring the movement through optical fiber or other approved methods. And should report to the government. However, during the second stage of the hearing, many experts said that they did not need to install equipment for monitoring, and believed that the Hung Hom station was safe enough. Only government experts were still concerned.
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