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According to MAUR, through field inspection on October 30, this unit found that a rubber pillow used for the viaduct girder at the P14-10 pillar position of the VD14 viaduct segment was unstable from the pillow. of unknown cause (beam installed in 2016), damage to the rail installed above and the rails are removed from the bolts associated with the bottom bracket, causing damage or cracks in the concrete pad track at the VD14 position.
Immediately after detecting the incident, MAUR teamed up with a joint venture of NJPT General Consultant, EPC General Contractor, and Hitachi Company to immediately coordinate the site inspection to discover and assist relevant parties in finding solutions. To find out the cause, the investor and NJPT agreed to allow the SCC consortium to remove the track from the fault zone for verification.
In November, MAUR held at least 3 meetings between NJPT’s joint consulting joint venture and SCC to urge units to submit incident reports. However, almost 2 months after detecting the incident, the EPC General Contractor only gave very sketchy and unconvincing initial explanations and comments to redirect the incident, prolong the time and deny liability. role as an EPC general contractor. Therefore, the Board of Directors of Ferrocarriles Urbanos has not yet presented an official report to the authorities that request it.
On December 10, NJPT Consulting, on behalf of the Investor, issued a warning letter to the SUMITOMO Group about the incident on the VD14 bridge bearing, the carelessness and irresponsibility of the SUMITOMO Headquarters as the main company of the package. CP2 Contractor, as well as the lack of capacity of the Project Quality Manager – Mr. Takahashi.
Just a day later, the investor representative sent a letter to the SCC Joint Venture, stating the difference between the actual weight EB1 and EB4 compared to the approved record. Specifically, the profile states that the EB1 and EB4 weights are both 126.1 kg, but in fact the EB1 and EB4 bearings installed on site are 117 kg.
“Urban Railroad Management has reason to doubt the actual quality of all rubber bearings installed on site. The SCC consortium must provide the test results to demonstrate that all materials are used for rubber bearings to comply with the technical requirements of the project. We will take the necessary and drastic decisions in the near future to guarantee the quality of the project, safety in the operation and exploitation phase “- Dai MAUR emphasized and stated that the previous incident was entirely the responsibility of SCC Joint Venture . This has seriously affected the progress, the quality of the project as well as the safety in the operation and operation phase. In addition, incurring related costs and generating a bad image in the public opinion.
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