Handbook cum coffee table book titled staying with cables a modern construction in new era

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STAYING WITH CABLES -A MODERN CONSTRUCTIONIN NEW ERAFOUR-LANE CABLE STAYED ROBI slept and dreamt that life was joy.

I awoke and saw that life was service.

I acted and behold, service was joy.

Project on Four Lane Cable Stayed Bridge has been conceived, planned and

implemented by RVNL Kolkata PIU - Chief Project Manager (M)'s unit. This hand book

cum Coffee table book titled – ‘Staying with Cables – A modern construction in new era’

has been compiled and authored by Rajesh Prasad, IRSE, Chief Project Manager (M)

cum Group General Manager, RVNL, Kolkata with the help of Satyajeet Paul, Computer

Assistant, RVNL Kolkata.

CONTENTSRVNL'S MISSION AND VISION 02

FOREWORD BY CMD/RVNL 03

TECHNICAL NOTE BY THE AUTHOR 04

FOR A NEW ERA OF PROGRESS 08

INTRODUCTION - AN OVERVIEW 10

PROJECT DETAILS 15

AGENCIES INVOLVED 16

PILE, PILE CAP & PIER 18

64 NOS. OF QUARTERS CONSTRUCTION FOR UTILITIES 20

MONOLITHIC BACK SPAN 22

AERODYNAMIC TEST (WIND TUNNEL TEST) 26

INSPECTION AND TEST CHECK 27

HSFG BOLT TIGHTENING 30

WELDING & MACHINING 32

CONSTRUCTION STAGE ANALYSIS AND GEOMETRY CONTROL 34

LARSA 4D MODEL 37

TRIAL OF GIRDERS & DECK ERECTION CRANE AT FABRICATION YARD 40

PAINT & PAINTING SCHEME 42

PYLON ERECTION WITH SPECIAL KIND OF TOWER CRANE 44

INSTALLATION OF STRANDS & STRESSING 48

INTERNAL RADIAL DAMPERS 59

PRECAST DECK SLAB 60

ERECTION WORK PROGRAMME 68

MONITORING SYSTEM 72

SAFETY & QUALITY ASSURANCE 74

LIST OF DRAWINGS REFERENCE 79

SITE INSPECTION & VISITS 82

APPRECIATION LETTER FROM DIFFERENT ORGANISATIONS 92

INSPECTION NOTE BY CRS 98

EXPERIENCE BY THE AUTHOR 100

barddhaman - A busy station inrajdhani route where projectgot implemented successfully

CONTENTSRVNL'S MISSION AND VISION 02

FOREWORD BY CMD/RVNL 03

TECHNICAL NOTE BY THE AUTHOR 04

FOR A NEW ERA OF PROGRESS 08

INTRODUCTION - AN OVERVIEW 10

PROJECT DETAILS 15

AGENCIES INVOLVED 16

PILE, PILE CAP & PIER 18

64 NOS. OF QUARTERS CONSTRUCTION FOR UTILITIES 20

MONOLITHIC BACK SPAN 22

AERODYNAMIC TEST (WIND TUNNEL TEST) 26

INSPECTION AND TEST CHECK 27

HSFG BOLT TIGHTENING 30

WELDING & MACHINING 32

CONSTRUCTION STAGE ANALYSIS AND GEOMETRY CONTROL 34

LARSA 4D MODEL 37

TRIAL OF GIRDERS & DECK ERECTION CRANE AT FABRICATION YARD 40

PAINT & PAINTING SCHEME 42

PYLON ERECTION WITH SPECIAL KIND OF TOWER CRANE 44

INSTALLATION OF STRANDS & STRESSING 48

INTERNAL RADIAL DAMPERS 59

PRECAST DECK SLAB 60

ERECTION WORK PROGRAMME 68

MONITORING SYSTEM 72

SAFETY & QUALITY ASSURANCE 74

LIST OF DRAWINGS REFERENCE 79

SITE INSPECTION & VISITS 82

APPRECIATION LETTER FROM DIFFERENT ORGANISATIONS 92

INSPECTION NOTE BY CRS 98

EXPERIENCE BY THE AUTHOR 100

barddhaman - A busy station inrajdhani route where projectgot implemented successfully

MESSAGE

02

ÞWáF PæF=+FõF PÎF;FÛF PáFPÛF©W°

It is a matter of great pride and satisfaction for RVNL that it's Kolkata PIU has successfully completed the erection

of a Cable Stayed Bridge at Bardhaman -a very busy station on Delhi-Kolkata Rajdhani route without causing any

disturbance to the heavy traffic.

The Cable Stayed Bridge is a technologically complex and one of the most challenging projects undertaken by Indian

Railway. RVNL accepted the challenge of implementing the same and in May 2015 after getting Commissioner of

Railway Safety's sanction for erection of the bridge, RVNL approached Eastern Railway for traffic and power blocks

on specific days over a period of more than 200 days. It gives me immense pleasure to record that all such blocks were

sanctioned, availed and not even a single block exceeded the time limit. A very meticulous planning was made and

executed with precision, which resulted in appreciations in writing, by CRS, COM, CBE, DRM. Financial

Commissioner also visited the site with the undersigned in March 2016 and appreciated the good work done.

Besides the conventional works of doubling and construction of new lines, RVNL over a period of time has developed

expertise in workshop projects and has implemented Dankuni Diesel Loco Component Factory, Haldia DMU

Factory and Dankuni Electric Loco Factory in record time. A project, whose foundation stone was laid by Hon'ble

Prime Minister, for renovation of the workshop at Varanasi is also nearing completion. The construction of rail

bridges on river Mahanadi and on sea at Vallarpadam, Kochi, the longest rail bridge in the country, had earlier

established credentials of RVNL. Now I am happy to state that the construction of Cable Stayed Bridge, Bardhaman

in such a successful and professional manner within short span of time has added a new feather in RVNL's cap.

I must appreciate some of the concepts used for implementation of the said bridge such as LARSA 4D model for

design of the cable stayed bridge, wind tunnel test, concept of precast slab to avoid scaffolding, composite structures

for easier construction, monolithic back span, durable painting by epoxy based paint of Akzonobel and LUSAS model

for geometric control during execution.

I take the opportunity to compliment Shri Rajesh Prasad, Chief Project Manager/Kolkata and his team for

successful completion of Cable Stayed Bridge in a record time and also publishing “Staying with Cables – A modern

construction in new era”–an interesting coffee-table book that chronicles the construction of this structure that will

become a landmark in Indian Railways. I wish Kolkata PIU a great success for future endeavors.

§ Creating state of Art rail transport capacity to meet

growing demand.

§ Executing projects on fast track basis by adopting

international project execution, construction,

management practices and standards.

§ To make the Project implementation process, efficient

both in terms of cost and time.

§ Adhering to sound business principles and prudent

commercial practices to emerge India's top rail

infrastructure PSU.

§ To implement Rail Infrastructure Project on commercial

format through various Public Private Partnership

models.

§ To achieve International Quality Standards through

innovations.

§ To implement Rail Infrastructure Projects on commercial


Models.

§ To achieve project completions in target time and with

best quality.

§ Involving private sector in financing the construction of

projects and development of efficient models of Public

Private Partnerships with joint venture SPVs with equity

participation by Strategic & Financial Investors including

funding options from external multilateral agencies like

the Asian Development Bank

To emerge as most efficient rail infrastructure provider with

sound financial base and global construction practices for

timely completion of projects. The experience gained by RVNL

RVNL'S MISSION

RVNL'S VISION

S. C. Agnihotri

Chairman &

Managing Director

Gita Mishra

Director (Personnel)

Ashok K. Ganju

Director (Finance)

Mukul Jain

Director (Operations)

Vijay Anand

Director (Projects)

Board of directors

is unique. Challenge before Indian Railways is to execute large

number of projects on fast track basis to quickly augment

capacity on the over saturated network.

Keeping in view, likely manifold increase in construction activity

and need to implement projects in a tighter time schedule,

RVNL will have to play a key role in removing capacity

bottlenecks and implementation of projects. Based on the

experience gained so far, RVNL need to be assigned the

following role in future: -

§ RVNL will be assigned large capacity creation

programmes viz. removal of capacity bottlenecks on High

Density Network,

§ RVNL will play a greater role in creating capacity on

Golden Quadrilateral and can be assigned the projects as

an outcome of studies being undertaken by RVNL for

Freight Corridors on North South, East West, East Coast

Corridors, etc.

§ RVNL will be assigned with large Railway Electrification

Projects.

§ RVNL will undertake construction of Mega Bridges. Such

bridges are ideal candidate for multilateral funding as the

same does not involve any R&R issue.

§ Projects to be implemented with multilateral funding such

as ADB and World Bank.

§ Projects to be implemented through Public Private

Partnership through various models.

§ Construction of about 1000 kms of track every year.

§ Expenditure of about Rs.3,000 cr. every year.

§ Full operationalisation of RVNL as Railway

Administration under Railways Act, 1989 Section 3 (32b)

as per cabinet approval.

§ To bring global construction technology in railway

construction, to deliver best quality and to have cost

effective design, construction to reduce the life cycle cost

of project.

§ Assignment of critical Railway Development Activities,

requiring new skills and techniques.

New Delhi

MESSAGE

02


It is a matter of great pride and satisfaction for RVNL that it's Kolkata PIU has successfully completed the erection

of a Cable Stayed Bridge at Bardhaman -a very busy station on Delhi-Kolkata Rajdhani route without causing any

disturbance to the heavy traffic.

The Cable Stayed Bridge is a technologically complex and one of the most challenging projects undertaken by Indian

Railway. RVNL accepted the challenge of implementing the same and in May 2015 after getting Commissioner of

Railway Safety's sanction for erection of the bridge, RVNL approached Eastern Railway for traffic and power blocks

on specific days over a period of more than 200 days. It gives me immense pleasure to record that all such blocks were

sanctioned, availed and not even a single block exceeded the time limit. A very meticulous planning was made and

executed with precision, which resulted in appreciations in writing, by CRS, COM, CBE, DRM. Financial

Commissioner also visited the site with the undersigned in March 2016 and appreciated the good work done.

Besides the conventional works of doubling and construction of new lines, RVNL over a period of time has developed

expertise in workshop projects and has implemented Dankuni Diesel Loco Component Factory, Haldia DMU

Factory and Dankuni Electric Loco Factory in record time. A project, whose foundation stone was laid by Hon'ble

Prime Minister, for renovation of the workshop at Varanasi is also nearing completion. The construction of rail

bridges on river Mahanadi and on sea at Vallarpadam, Kochi, the longest rail bridge in the country, had earlier

established credentials of RVNL. Now I am happy to state that the construction of Cable Stayed Bridge, Bardhaman

in such a successful and professional manner within short span of time has added a new feather in RVNL's cap.

I must appreciate some of the concepts used for implementation of the said bridge such as LARSA 4D model for

design of the cable stayed bridge, wind tunnel test, concept of precast slab to avoid scaffolding, composite structures

for easier construction, monolithic back span, durable painting by epoxy based paint of Akzonobel and LUSAS model

for geometric control during execution.

I take the opportunity to compliment Shri Rajesh Prasad, Chief Project Manager/Kolkata and his team for

successful completion of Cable Stayed Bridge in a record time and also publishing “Staying with Cables – A modern

construction in new era”–an interesting coffee-table book that chronicles the construction of this structure that will

become a landmark in Indian Railways. I wish Kolkata PIU a great success for future endeavors.

§ Creating state of Art rail transport capacity to meet

growing demand.

§ Executing projects on fast track basis by adopting

international project execution, construction,

management practices and standards.

§ To make the Project implementation process, efficient

both in terms of cost and time.

§ Adhering to sound business principles and prudent

commercial practices to emerge India's top rail

infrastructure PSU.

§ To implement Rail Infrastructure Project on commercial


models.

§ To achieve International Quality Standards through

innovations.

§ To implement Rail Infrastructure Projects on commercial


Models.

§ To achieve project completions in target time and with

best quality.

§ Involving private sector in financing the construction of

projects and development of efficient models of Public

Private Partnerships with joint venture SPVs with equity

participation by Strategic & Financial Investors including

funding options from external multilateral agencies like

the Asian Development Bank

To emerge as most efficient rail infrastructure provider with

sound financial base and global construction practices for

timely completion of projects. The experience gained by RVNL

RVNL'S MISSION

RVNL'S VISION

S. C. Agnihotri

Chairman &

Managing Director

Gita Mishra

Director (Personnel)

Ashok K. Ganju

Director (Finance)

Mukul Jain

Director (Operations)

Vijay Anand

Director (Projects)

Board of directors

is unique. Challenge before Indian Railways is to execute large

number of projects on fast track basis to quickly augment

capacity on the over saturated network.

Keeping in view, likely manifold increase in construction activity

and need to implement projects in a tighter time schedule,

RVNL will have to play a key role in removing capacity

bottlenecks and implementation of projects. Based on the

experience gained so far, RVNL need to be assigned the

following role in future: -

§ RVNL will be assigned large capacity creation

programmes viz. removal of capacity bottlenecks on High

Density Network,

§ RVNL will play a greater role in creating capacity on

Golden Quadrilateral and can be assigned the projects as

an outcome of studies being undertaken by RVNL for

Freight Corridors on North South, East West, East Coast

Corridors, etc.

§ RVNL will be assigned with large Railway Electrification

Projects.

§ RVNL will undertake construction of Mega Bridges. Such

bridges are ideal candidate for multilateral funding as the

same does not involve any R&R issue.

§ Projects to be implemented with multilateral funding such

as ADB and World Bank.

§ Projects to be implemented through Public Private

Partnership through various models.

§ Construction of about 1000 kms of track every year.

§ Expenditure of about Rs.3,000 cr. every year.

§ Full operationalisation of RVNL as Railway

Administration under Railways Act, 1989 Section 3 (32b)

as per cabinet approval.

§ To bring global construction technology in railway

construction, to deliver best quality and to have cost

effective design, construction to reduce the life cycle cost

of project.

§ Assignment of critical Railway Development Activities,

requiring new skills and techniques.

New Delhi

Technical note

04

ÞWáF PæF=+FõF PÎF;FÛF PáFPÛF©W° ÞWáF PæF=+FõF PÎF;FÛF PáFPÛF©W°

05

Cable Stayed Bridge construction is very common

worldwide whereas in India there are few such bridges

being constructed. The possible reasons are absence of

technology, economics and tendency of people to continue

with the existing practices of construction. The oldest

attempt of a cable stayed bridge dates back to 1784, when a

German carpenter, C. T. Loescher, designed a structure

entirely in timber. A Cable Stayed Bridge at Barddhaman

has been constructed by RVNL.

Barddhaman is situated at 107 km from Howrah on

Howrah-Delhi route. There is an old multi span ROB of

brick masonry construction with plate girders over the

Barddhaman railway yard, which is connecting the G.T.

Road side of Barddhaman town with Kalna-Katwa Road.

The existing ROB is an extremely busy corridor carrying a

large number of fast and slow moving vehicles along with

pedestrian traffic. Since condition of the existing ROB is

poor and distressed due to its old age, rebuilding of the

existing ROB was sanctioned. A cable stayed ROB was the

only option acceptable to Railways and the State Govt. in

this very busy and electrified yard.

The new ROB was proposed at a distance of 65.5m towards

Durgapur from the centre line of existing ROB. In order

to have a clear, hindrance-free span over the Barddhaman

railway yard, the proposed new ROB has cable stayed

construction in a span of 188.429m (c/c). It was decided that

clear distance between the northern face of the G.T. Road

side abutment and southern face of the intermediate pylon

will be mandatorily 120.913m. The minimum vertical

clearance between the lowest point of the soffit of the

superstructure and the highest rail level beneath the ROB

shall be 6.50m and the maximum vertical distance between

the road surface and the track will be 7.5m.

Various unique features implemented in this project are

summarized below:

(I) LARSA 4D model and Wind tunnel test.

FEATURES

(ii) LUSAS model for Construction Stage Analysis and

Geometry Control to ensure safety during erection

over electrified yard during execution.

(iii) Use of precast RCC slabs to avoid scaffolding for

deck

(iv) Composite structures for easier construction

(v) Monolithic Back Span

(vi) Durable painting by epoxy based paint of

AkzoNobel

The scheme for erection of the main span deck and the

stay cable installation was developed considering the

site constraints, safety requirements and availability of

limited traffic & power blocks.

Construction Stage Analysis and Geometry Control of

cable stayed bridge at Barddhaman are very important

activities to understand. Section properties, material

properties, loadings at different stages and other

considerations were assumed for analysis. These are

referred from the various working drawings, fabrication

drawings and data provided by the contractor and Detail

Design Consultant. Methodology for the analysis and

geometry control is also described. The results obtained

vis-a-vis the actual site results were continuously

monitored.

Necessity of Construction Stage Analysis &

Geometry Control

In case of Cable Stayed Bridges, it is observed that

stresses in the members and deflections during erection

stage are often governing and they exceed the service

stage loads. Hence, it is important to ensure that the

stresses & deflections are within safe limits, as per the

scheme of construction being adopted. Moreover, as the

SCHEME FOR ERECTION

CONSTRUCTION STAGE

ANALYSIS

work is being executed over busy and electrified yard

with minimum specified clearances, it is to be ensured

that the deflections do not exceed the boundary

conditions.

Hence, a Construction Stage Analysis (CSA) is

obligatory to ensure that the erection stage loads are

within safe limits. At every stage during erection, the

actual observed deflections were measured to validate

the CSA results and/or correct the geometry to within

the boundary conditions.

Modelling Considerations

Geometry of deck and pylon is modeled using beam

elements in LUSAS. Deck is modeled as grillage of

longitudinal and transverse members. Longitudinally

deck is modeled as three main beams representing deck

slab. Transverse beams are modeled with steel

composite properties. For modeling solid deck part of

anchor span, slab is divided into number of beams.

Spacing of beams in longitudinal and transverse

direction is kept to maintain the ratio of spacing near to

unity. Main beams are modelled as separate entity.

Spacing of transverse beams for the main span is kept

same as that of the cross girders of each panel.

Accordingly contribution of the deck slab is considered

for working out the properties.

At pylon location and at the end of anchor span, deck is

integrated with substructure. So the substructure is

also modeled as part of grillage. The wall is divided in to

longitudinal (vertical) and transverse members. The

pile cap is also modeled along with spring supports with

the stiffness mentioned in original design report. Pylon

is modeled with line elements along the centerline of

members viz. pylon legs, cross ties, and anchor points in

pylon head. Cables are connected to pylon at height of

their intersection with the centre line of pylon seen in

longitudinal elevation.

Cables are modeled as bar elements between pylon and

deck without sag. Cables are connected to longitudinal

beams of deck at their point of intersection with beam

centerline. Cross beams are positioned at each

intersection points. Effect of sag worked out separately

and accounted in the overal l analysis by

superimposition. Alternatively sag of cables

incorporated using beam elements for modeling the

cables.

Longitudinal vertical profile of the deck is precisely

followed while modeling the deck. Also the vertical position

of the longitudinal elements (relative to each other in

transverse direction) is modeled such that the transverse

slope of deck is precisely modeled.

The main objective of the Geometry Control is to ensure

that the proper clearances from OHE are available at all

times during the construction activities, and member

stresses are within safe limits. Upon completion of the

construction and prior to opening to traffic, the structure

should achieve the required geometry of the bridge deck as

per approved drawings.

There are two ways to achieve the required geometry, viz.

1) by adjusting the stay cable forces and 2) by providing

pre-camber to the bridge deck. In many bridges,

combinations of the two methods are adopted, but in the

present case of Barddhaman, the geometry control is being

exercised through adjusting the cable forces.

Cable forces for the each panel are adjusted such that the

upward deflection of the panel due to stressing of

corresponding cable will counteract the net total downward

deflections due to erection of subsequent panels and due to

laying of SIDL.

Prior to commencement of the erection and stay cable

activity, the results of the Construction Stage Analysis, i.e.

expected deflections and related cable forces at each stage

are presented in tabular form in the drawings. For each

panel, the deflections are given for the following stages.

§ After stressing of back span cable

§ After movement of Deck Erection Crane (DEC)

§ After erection of steel panel

§ After stressing of main span cable

§ After concreting of the main span unit.

To ascertain the real time behavior of structure, it is very

essential to monitor the structure at site. Each panel cycle,

deck and pylon surveyed continuously at aforesaid stages.

Panel tip point and anchor point for all the erected panels

are monitored along with top of pylon legs and 5th cable

METHODOLOGY FOR

GEOMETRY CONTROL

SURVEY & MONITORING OF

STRUCTURE

*by the Author

* This hand book cum CTB is compiled and authored by Rajesh Prasad, CPM (M) & GGM, RVNL

Technical note

04


05

Cable Stayed Bridge construction is very common

worldwide whereas in India there are few such bridges

being constructed. The possible reasons are absence of

technology, economics and tendency of people to continue

with the existing practices of construction. The oldest

attempt of a cable stayed bridge dates back to 1784, when a

German carpenter, C. T. Loescher, designed a structure

entirely in timber. A Cable Stayed Bridge at Barddhaman

has been constructed by RVNL.

Barddhaman is situated at 107 km from Howrah on

Howrah-Delhi route. There is an old multi span ROB of

brick masonry construction with plate girders over the

Barddhaman railway yard, which is connecting the G.T.

Road side of Barddhaman town with Kalna-Katwa Road.

The existing ROB is an extremely busy corridor carrying a

large number of fast and slow moving vehicles along with

pedestrian traffic. Since condition of the existing ROB is

poor and distressed due to its old age, rebuilding of the

existing ROB was sanctioned. A cable stayed ROB was the

only option acceptable to Railways and the State Govt. in

this very busy and electrified yard.

The new ROB was proposed at a distance of 65.5m towards

Durgapur from the centre line of existing ROB. In order

to have a clear, hindrance-free span over the Barddhaman

railway yard, the proposed new ROB has cable stayed

construction in a span of 188.429m (c/c). It was decided that

clear distance between the northern face of the G.T. Road

side abutment and southern face of the intermediate pylon

will be mandatorily 120.913m. The minimum vertical

clearance between the lowest point of the soffit of the

superstructure and the highest rail level beneath the ROB

shall be 6.50m and the maximum vertical distance between

the road surface and the track will be 7.5m.

Various unique features implemented in this project are

summarized below:

(I) LARSA 4D model and Wind tunnel test.

FEATURES

(ii) LUSAS model for Construction Stage Analysis and

Geometry Control to ensure safety during erection

over electrified yard during execution.

(iii) Use of precast RCC slabs to avoid scaffolding for

deck

(iv) Composite structures for easier construction

(v) Monolithic Back Span

(vi) Durable painting by epoxy based paint of

AkzoNobel

The scheme for erection of the main span deck and the

stay cable installation was developed considering the

site constraints, safety requirements and availability of

limited traffic & power blocks.

Construction Stage Analysis and Geometry Control of

cable stayed bridge at Barddhaman are very important

activities to understand. Section properties, material

properties, loadings at different stages and other

considerations were assumed for analysis. These are

referred from the various working drawings, fabrication

drawings and data provided by the contractor and Detail

Design Consultant. Methodology for the analysis and

geometry control is also described. The results obtained

vis-a-vis the actual site results were continuously

monitored.

Necessity of Construction Stage Analysis &

Geometry Control

In case of Cable Stayed Bridges, it is observed that

stresses in the members and deflections during erection

stage are often governing and they exceed the service

stage loads. Hence, it is important to ensure that the

stresses & deflections are within safe limits, as per the

scheme of construction being adopted. Moreover, as the

SCHEME FOR ERECTION

CONSTRUCTION STAGE

ANALYSIS

work is being executed over busy and electrified yard

with minimum specified clearances, it is to be ensured

that the deflections do not exceed the boundary

conditions.

Hence, a Construction Stage Analysis (CSA) is

obligatory to ensure that the erection stage loads are

within safe limits. At every stage during erection, the

actual observed deflections were measured to validate

the CSA results and/or correct the geometry to within

the boundary conditions.

Modelling Considerations

Geometry of deck and pylon is modeled using beam

elements in LUSAS. Deck is modeled as grillage of

longitudinal and transverse members. Longitudinally

deck is modeled as three main beams representing deck

slab. Transverse beams are modeled with steel

composite properties. For modeling solid deck part of

anchor span, slab is divided into number of beams.

Spacing of beams in longitudinal and transverse

direction is kept to maintain the ratio of spacing near to

unity. Main beams are modelled as separate entity.

Spacing of transverse beams for the main span is kept

same as that of the cross girders of each panel.

Accordingly contribution of the deck slab is considered

for working out the properties.

At pylon location and at the end of anchor span, deck is

integrated with substructure. So the substructure is

also modeled as part of grillage. The wall is divided in to

longitudinal (vertical) and transverse members. The

pile cap is also modeled along with spring supports with

the stiffness mentioned in original design report. Pylon

is modeled with line elements along the centerline of

members viz. pylon legs, cross ties, and anchor points in

pylon head. Cables are connected to pylon at height of

their intersection with the centre line of pylon seen in


Cables are modeled as bar elements between pylon and

deck without sag. Cables are connected to longitudinal

beams of deck at their point of intersection with beam

centerline. Cross beams are positioned at each

intersection points. Effect of sag worked out separately

and accounted in the overal l analysis by

superimposition. Alternatively sag of cables

incorporated using beam elements for modeling the

cables.

Longitudinal vertical profile of the deck is precisely

followed while modeling the deck. Also the vertical position

of the longitudinal elements (relative to each other in

transverse direction) is modeled such that the transverse

slope of deck is precisely modeled.

The main objective of the Geometry Control is to ensure

that the proper clearances from OHE are available at all

times during the construction activities, and member

stresses are within safe limits. Upon completion of the

construction and prior to opening to traffic, the structure

should achieve the required geometry of the bridge deck as

per approved drawings.

There are two ways to achieve the required geometry, viz.

1) by adjusting the stay cable forces and 2) by providing

pre-camber to the bridge deck. In many bridges,

combinations of the two methods are adopted, but in the

present case of Barddhaman, the geometry control is being

exercised through adjusting the cable forces.

Cable forces for the each panel are adjusted such that the


corresponding cable will counteract the net total downward

deflections due to erection of subsequent panels and due to

laying of SIDL.

Prior to commencement of the erection and stay cable

activity, the results of the Construction Stage Analysis, i.e.

expected deflections and related cable forces at each stage

are presented in tabular form in the drawings. For each

panel, the deflections are given for the following stages.

§ After stressing of back span cable

§ After movement of Deck Erection Crane (DEC)

§ After erection of steel panel

§ After stressing of main span cable

§ After concreting of the main span unit.

To ascertain the real time behavior of structure, it is very

essential to monitor the structure at site. Each panel cycle,

deck and pylon surveyed continuously at aforesaid stages.

Panel tip point and anchor point for all the erected panels

are monitored along with top of pylon legs and 5th cable

METHODOLOGY FOR

GEOMETRY CONTROL

SURVEY & MONITORING OF

STRUCTURE

*by the Author

* This hand book cum CTB is compiled and authored by Rajesh Prasad, CPM (M) & GGM, RVNL

06


07

anchor point of the pylon legs at the end of each of the

above stages. Levels are taken jointly at each stage and

are sent to the Geometry Control Expert (Viz. STUP, the

designer on behalf of agency) for analysis and comparison

with predicted values, and for proposing adjustments in

cable stay forces, in case required.

For ready reference, a presentation covering the

LARSA, LUSAS and few pictures on execution at site

along with sample of documentation. is at:

http://www.slideshare.net/slideshow/embed_code/key/36

kJfie3e7etf1.

After each stage, the survey report for deck and pylon

deflections along with comparative statement are

prepared by STUP and sent to DDC. After studying the

difference in the deck RLs and pylon deflections, any

deviations from the expected values, the corrective

measures are proposed.

§ The pylon deflections are corrected effectively with

back span cable stressing.

§ The geometry control of the deck are done with front

cable forces

§ Cable re-stressing is also proposed if required.

For any proposal, the stress checks for all main girders,

pylon and cables are performed. After approval from the

DDC, further construction is allowed. Generally, it is

proposed that re-stressing should be done only in cases

where the deflection of the deck is varying significantly

beyond the estimated/required value. However, a global

check was carried out after completion of fifth panel i.e.

after completion of half the length of main span. Re-

stressing was proposed to be done if required after

reviewing the site data after completion of fifth panel.

For safety during the erection activity, power blocks of

overhead traction lines are absolutely necessary and

arranged during all stages of the deck erection system.

Fool-proof communication arrangements were set up and

understood by all concerned. A complete safety document

was prepared and regular drills were conducted to

inculcate a culture of safety and zero accidents at the

worksite.

CORRECTIVE MEASURES

SAFETY PRECAUTIONS

OTHER SALIENT FEATURES

Selection of pylon and erection at site

Height of the pylon is dictated by the stability analysis

and economics of the bridge. A tall pylon will minimize

the compression introduced into the steel deck system,

but may increase the length of cable used while a short

pylon will introduce undesirable compressive forces

into the steel deck structure.

Aerodynamic test (wind tunnel test)

As per preliminary Aerodynamic Studies by CRRI, the

bridge is not susceptible to classical flutter and

galloping, Buffeting, Vortex induced Oscillation –

Limited Amplitude Oscillation.

Strands and Stressing

For the stay cable work, Freyssinet's Parallel Strand

System (PSS) stay cables have been adopted, which has

a design life of 100 years and is one of the most advanced

and durable stay cable system in the world today. There

are 3 planes of stay cables with 18 cables each. Vibration

control dampers are being installed in long stay cables

(>80m) as per CIP recommendations. Sensors for

permanent monitoring of deflections and stresses

during service condition, are also being installed in 6

stays subjected to heavy loads. A maintenance manual

for the stay cables during service has been prepared in

consultation with M/s. Freyssinet to ensure long term

maintenance during service.

Painting scheme

In order to ensure maintenance-free construction, a

scheme of painting of the structural steel pylons and

deck has been adopted with a design life of about 40

years. The scheme for painting was from M/s

AkzoNobel.

Sequencing and compliance to checklist

For a project like this sequencing of various activities

are very important. Prior to undertaking any new

activity, the methodology and checklist is prepared and

trials are conducted if necessary. All the activities and

operation are to be undertaken as per the method

statements and checklists. All such activities listed in

checklists are required to be checked before

undertaking such operations.

Use of precast slab

Precast slabs were made at casting yard and subsequently

placed on composite girders to become integral part of the

composite structure. By adopting the precast slabs, use of

formwork and scaffolding, which is time consuming and

unsafe for working in close vicinity to electrified tracks,

could be avoided. Special care was taken to get the best

quality finish.

Trial of girders by Deck Erection Crane

In order to have 100% surety and safe execution over the

yard, the trials were made for girders by Deck Erection

Crane to ensure the confidence of the entire team. The

trials were also helpful in understanding the time required

for each of activity and for requisition of traffic and power

blocks to the traffic department of Railways.

Execution by taking power and traffic blocks

There are total 10 Nos. of panels and the cables are

connected in 9 Nos. of stage panels. During erection of the

main girder and cross girder suitable traffic and power

blocks were planned. Before availing any traffic and power

block detailed coordination meeting used to be held,

minutes used to be issued and assurance taken from all

concerned.

Video animation during the execution stage can be seen

online at https://www.youtube.com/watch?v=ejw_VYdBS5U

For a project of this type and magnitude, a lot of co-

ordination works are required. Co-ordination is required

CO-ORDINATION AND

TEAMWORK

to be made with different nodal agencies e.g. State Govt.

for utilities and approaches, Railways for approval at

various levels and for traffic/power blocks. There are

various agencies involved for implementation e.g. GPT-

Ranhill (JV) - the executing agency, Stup Consultant –

the designer on behalf of agency, CES-Jacob – the

designer on behalf of RVNL, PMC, IIT Roorkee – the

proof consultant, CRRI etc. Therefore close teamwork is

needed for successful implementation for a project of this

nature. In this case the team work resulted into

successful completion of the project.

There are further deliberations on the technical matter

in subsequent pages of this book.

In India, far fewer cable stayed bridges have been

constructed compared to such bridges in advanced

countries. This technique has a bright future for fast

track construction of ROBs over busy and big yards.

However, close coordination amongst nodal agencies is

the prime requirement to ensure fast track safe

construction. The concept and technical knowhow in

India is relatively new but after execution over busy yard

Barddhaman, the construction of cable stayed bridges is

going to play an important role in times to come, specially

at stations where the land mass is to be reserved either

for future expansion of yard or for passenger amenities.

TO SUMMARIZE

Rajesh Prasad

Chief Project Manager (M)

&Group General Manager

RVNL Kolkata PIU

‘Staying with Cables’

06


07

anchor point of the pylon legs at the end of each of the

above stages. Levels are taken jointly at each stage and

are sent to the Geometry Control Expert (Viz. STUP, the

designer on behalf of agency) for analysis and comparison

with predicted values, and for proposing adjustments in

cable stay forces, in case required.

For ready reference, a presentation covering the

LARSA, LUSAS and few pictures on execution at site

along with sample of documentation. is at:

http://www.slideshare.net/slideshow/embed_code/key/36

kJfie3e7etf1.


deflections along with comparative statement are

prepared by STUP and sent to DDC. After studying the

difference in the deck RLs and pylon deflections, any

deviations from the expected values, the corrective

measures are proposed.

§ The pylon deflections are corrected effectively with

back span cable stressing.

§ The geometry control of the deck are done with front

cable forces




DDC, further construction is allowed. Generally, it is

proposed that re-stressing should be done only in cases

where the deflection of the deck is varying significantly

beyond the estimated/required value. However, a global

check was carried out after completion of fifth panel i.e.

after completion of half the length of main span. Re-

stressing was proposed to be done if required after

reviewing the site data after completion of fifth panel.

For safety during the erection activity, power blocks of

overhead traction lines are absolutely necessary and

arranged during all stages of the deck erection system.

Fool-proof communication arrangements were set up and

understood by all concerned. A complete safety document

was prepared and regular drills were conducted to

inculcate a culture of safety and zero accidents at the

worksite.

CORRECTIVE MEASURES

SAFETY PRECAUTIONS

OTHER SALIENT FEATURES

Selection of pylon and erection at site

Height of the pylon is dictated by the stability analysis

and economics of the bridge. A tall pylon will minimize

the compression introduced into the steel deck system,

but may increase the length of cable used while a short

pylon will introduce undesirable compressive forces

into the steel deck structure.

Aerodynamic test (wind tunnel test)

As per preliminary Aerodynamic Studies by CRRI, the

bridge is not susceptible to classical flutter and

galloping, Buffeting, Vortex induced Oscillation –


Strands and Stressing

For the stay cable work, Freyssinet's Parallel Strand

System (PSS) stay cables have been adopted, which has

a design life of 100 years and is one of the most advanced

and durable stay cable system in the world today. There

are 3 planes of stay cables with 18 cables each. Vibration

control dampers are being installed in long stay cables

(>80m) as per CIP recommendations. Sensors for

permanent monitoring of deflections and stresses

during service condition, are also being installed in 6

stays subjected to heavy loads. A maintenance manual

for the stay cables during service has been prepared in

consultation with M/s. Freyssinet to ensure long term

maintenance during service.

Painting scheme

In order to ensure maintenance-free construction, a

scheme of painting of the structural steel pylons and

deck has been adopted with a design life of about 40

years. The scheme for painting was from M/s

AkzoNobel.

Sequencing and compliance to checklist

For a project like this sequencing of various activities

are very important. Prior to undertaking any new

activity, the methodology and checklist is prepared and

trials are conducted if necessary. All the activities and

operation are to be undertaken as per the method

statements and checklists. All such activities listed in

checklists are required to be checked before

undertaking such operations.

Use of precast slab

Precast slabs were made at casting yard and subsequently

placed on composite girders to become integral part of the

composite structure. By adopting the precast slabs, use of

formwork and scaffolding, which is time consuming and

unsafe for working in close vicinity to electrified tracks,

could be avoided. Special care was taken to get the best

quality finish.

Trial of girders by Deck Erection Crane

In order to have 100% surety and safe execution over the

yard, the trials were made for girders by Deck Erection

Crane to ensure the confidence of the entire team. The

trials were also helpful in understanding the time required

for each of activity and for requisition of traffic and power

blocks to the traffic department of Railways.

Execution by taking power and traffic blocks

There are total 10 Nos. of panels and the cables are

connected in 9 Nos. of stage panels. During erection of the

main girder and cross girder suitable traffic and power

blocks were planned. Before availing any traffic and power

block detailed coordination meeting used to be held,

minutes used to be issued and assurance taken from all

concerned.

Video animation during the execution stage can be seen

online at https://www.youtube.com/watch?v=ejw_VYdBS5U

For a project of this type and magnitude, a lot of co-

ordination works are required. Co-ordination is required

CO-ORDINATION AND

TEAMWORK

to be made with different nodal agencies e.g. State Govt.

for utilities and approaches, Railways for approval at

various levels and for traffic/power blocks. There are

various agencies involved for implementation e.g. GPT-

Ranhill (JV) - the executing agency, Stup Consultant –

the designer on behalf of agency, CES-Jacob – the

designer on behalf of RVNL, PMC, IIT Roorkee – the

proof consultant, CRRI etc. Therefore close teamwork is

needed for successful implementation for a project of this

nature. In this case the team work resulted into

successful completion of the project.

There are further deliberations on the technical matter

in subsequent pages of this book.

In India, far fewer cable stayed bridges have been

constructed compared to such bridges in advanced

countries. This technique has a bright future for fast

track construction of ROBs over busy and big yards.

However, close coordination amongst nodal agencies is

the prime requirement to ensure fast track safe

construction. The concept and technical knowhow in

India is relatively new but after execution over busy yard

Barddhaman, the construction of cable stayed bridges is

going to play an important role in times to come, specially

at stations where the land mass is to be reserved either

for future expansion of yard or for passenger amenities.

TO SUMMARIZE

Rajesh Prasad


&Group General Manager

RVNL Kolkata PIU

‘Staying with Cables’

For a new eraof progress

Sanctioned Estimate

(including approaches)

262.23 Cr.

Letter of Acceptance

Feb 2012

Physical Work

Commencement

April 2012

Erection of Main girder

commencement

August 2015

Launching work completion

February 2016

Actual Completion

March 2016 against the

target of March 2016

08 09

ÞWáF PæF=+FõF PÎF;FÛF PáFPÛF©W°ÞWáF PæF=+FõF PÎF;FÛF PáFPÛF©W°

(Brain storming and lateral thinking...)

For a new eraof progress

Sanctioned Estimate

(including approaches)

262.23 Cr.

Letter of Acceptance

Feb 2012

Physical Work

Commencement

April 2012

Erection of Main girder

commencement

August 2015

Launching work completion

February 2016

Actual Completion

March 2016 against the

target of March 2016

08 09


(Brain storming and lateral thinking...)

INTRODUCTION -AN OVERVIEWOn Howrah-Delhi Rajdhani route, over a busy yard at Barddhaman, an engineering challenge was

confronted in the form of rebuilding of an existing dilapidated 2 lane ROB by construction of a new 4

lane ROB. Barddhaman yard is one of the busiest yard of Eastern Railway and Rajdhani route over

Barddhaman station spanning across 8 platforms and 10 tracks.

There were numerous constraints, such as restriction of maximum height of the road surface

clearances, and very busy movement of rolling stocks over the yard. Such constraints resulted in

asymmetric cable stayed bridge of 188.429 m span with monolithic RCC in back span, composite deck

and steel pylon. Erection of main girder with cables commenced in the month of August 2015 and all

the girders were launched by March 2016 as per the target.

1110


INTRODUCTION -AN OVERVIEWOn Howrah-Delhi Rajdhani route, over a busy yard at Barddhaman, an engineering challenge was

confronted in the form of rebuilding of an existing dilapidated 2 lane ROB by construction of a new 4

lane ROB. Barddhaman yard is one of the busiest yard of Eastern Railway and Rajdhani route over

Barddhaman station spanning across 8 platforms and 10 tracks.

There were numerous constraints, such as restriction of maximum height of the road surface

clearances, and very busy movement of rolling stocks over the yard. Such constraints resulted in

asymmetric cable stayed bridge of 188.429 m span with monolithic RCC in back span, composite deck

and steel pylon. Erection of main girder with cables commenced in the month of August 2015 and all

the girders were launched by March 2016 as per the target.

1110


12 13


§ While erection work was nearing

completion it looked so majestic...

§ Engineers’ O A (OUVERT Dé ART) - a

french word meaning ‘WORK OF ART’.

12 13


§ While erection work was nearing

completion it looked so majestic...

§ Engineers’ O A (OUVERT Dé ART) - a

french word meaning ‘WORK OF ART’.

CLEAR SPAN (ABUTMENT TO ABUTMENT)

ASYMMETRIC ARRANGEMENT TO MEET THE SITE REQUIREMENT

MAIN SPAN LENGTH BACK SPAN LENGTH

NO OF TYPE OF CABLE

NO. OF CABLES IN MAIN SPAN

NO. OF CABLE PER SIDE SPAN

SPACING BETWEEN

SPACING BETWEEN THE

HIGHT OF CENTRE PYLON : 53.798 M

HIGHT OF SIDE PYLON : 53.888 M

CLEARANCE ABOVE RAIL TRACK

MAXIMUM HEIGHT

ROAD SURFACE TO BOTTOMMOST PART OF

185.429M

project DETAILS

124.163 M 64.266 M

3CABLEPLANES HARP PATTERN

IN MAIN SPAN

9 PER PLANE

12 MCABLES IN MAIN SPAN

CABLES IN SIDE SPAN

6.881M

6 5 0 0 M MFROM RAIL TRACK LEVELOF ROAD SURFACE7500MM

14 15


SUPERSTRUCTURE = 1000MM9 PER PLANE

after completion

Engineers constructed the first Cable-Stayed Bridge in

Europe following the close of World War II, but the basic thdesign and concept dates back to the 16 century.

(Made at conceptual stage)

view of Model

Basic Principal

Tension

Compression

Pylon

Stay Cables

after completion

CLEAR SPAN (ABUTMENT TO ABUTMENT)

ASYMMETRIC ARRANGEMENT TO MEET THE SITE REQUIREMENT

MAIN SPAN LENGTH BACK SPAN LENGTH

NO OF TYPE OF CABLE

NO. OF CABLES IN MAIN SPAN

NO. OF CABLE PER SIDE SPAN

SPACING BETWEEN

SPACING BETWEEN THE

HIGHT OF CENTRE PYLON : 53.798 M

HIGHT OF SIDE PYLON : 53.888 M

CLEARANCE ABOVE RAIL TRACK

MAXIMUM HEIGHT

ROAD SURFACE TO BOTTOMMOST PART OF

185.429M

project DETAILS

124.163 M 64.266 M

3CABLEPLANES HARP PATTERN

IN MAIN SPAN

9 PER PLANE

12 MCABLES IN MAIN SPAN

CABLES IN SIDE SPAN

6.881M

6 5 0 0 M MFROM RAIL TRACK LEVELOF ROAD SURFACE7500MM

14 15


SUPERSTRUCTURE = 1000MM9 PER PLANE

after completion

Engineers constructed the first Cable-Stayed Bridge in

Europe following the close of World War II, but the basic thdesign and concept dates back to the 16 century.

(Made at conceptual stage)

view of Model

Basic Principal

Tension

Compression

Pylon

Stay Cables

after completion

AGENCIES INVOLVED§ RVNL Kolkata PIU is the Implementing Agency

• M/s GPT-RANHILL (JV) is the Executing Agency

• M/s Freyssinet are Specialized Subcontractor

• M/s Consulting Engineering Services (India) Pvt. Ltd. (JACOB) are the Detailed

Design Consultant and Project Management Consultant

• IIT Roorkee is the Proof Consultant

• Wind Tunnel Test executed by Central Road Research Institute (CRRI)

• M/s Stup Consultant is for Geometry Control

• Railways and CRS for blocks and approval

• Experts like Dr. Prem Krishna and Shri R. R. Jaruhar have blessed

the Project from time to time.

16 17


AGENCIES INVOLVED§ RVNL Kolkata PIU is the Implementing Agency

• M/s GPT-RANHILL (JV) is the Executing Agency

• M/s Freyssinet are Specialized Subcontractor

• M/s Consulting Engineering Services (India) Pvt. Ltd. (JACOB) are the Detailed

Design Consultant and Project Management Consultant

• IIT Roorkee is the Proof Consultant

• Wind Tunnel Test executed by Central Road Research Institute (CRRI)

• M/s Stup Consultant is for Geometry Control

• Railways and CRS for blocks and approval

• Experts like Dr. Prem Krishna and Shri R. R. Jaruhar have blessed

the Project from time to time.

16 17


18 19

Pile, Pile Cap& Pier duringconstruction

Pile :- 62 nos. 1500 mm diameter 35m/25m long pile (M35

concrete)

Pile Caps :- There are 3 number of Pile caps namely CP-1,

Pylon and CP-2. All are rectangular in shape and Plan

dimension are for CP-1 (28.9mX6.7m), Pylon

(37.9mX10.9m) and for CP-2 (28.9mX10.9m) and depth of

each one is 2.5m.

Pier:- There are 3 numbers of Piers of M50 Grade

Concrete namely CP-1, Pylon and CP-2. All are rectangular

in shape and dimensions are for CP-1 (27.7mX4.0m, 7M

high), Pylon (28.2mX2.5m, 7.41M) and CP-2 (28.2mX2.0m,

6.805M high).

Location of CP-1 before execution


Location of Pylon before execution

During execution

During execution

During execution


18 19

Pile, Pile Cap& Pier duringconstruction

Pile :- 62 nos. 1500 mm diameter 35m/25m long pile (M35

concrete)

Pile Caps :- There are 3 number of Pile caps namely CP-1,

Pylon and CP-2. All are rectangular in shape and Plan

dimension are for CP-1 (28.9mX6.7m), Pylon

(37.9mX10.9m) and for CP-2 (28.9mX10.9m) and depth of

each one is 2.5m.

Pier:- There are 3 numbers of Piers of M50 Grade

Concrete namely CP-1, Pylon and CP-2. All are rectangular

in shape and dimensions are for CP-1 (27.7mX4.0m, 7M

high), Pylon (28.2mX2.5m, 7.41M) and CP-2 (28.2mX2.0m,

6.805M high).



Location of Pylon before execution

During execution

During execution

During execution


20 21


A small colony with drainage, road network,

power supply station was developed as

part of relocation of utility

64 nos. of QuartersConstructedOccupants at the old quarters got

shifted for construction of Cable

Stayed Bridge. (It was part of

shifting of utilities)

20 21


A small colony with drainage, road network,

power supply station was developed as

part of relocation of utility

64 nos. of QuartersConstructedOccupants at the old quarters got

shifted for construction of Cable

Stayed Bridge. (It was part of

shifting of utilities)

22 23

monolithicBack span


22 23

monolithicBack span


The work involves construction of concrete back span of

M50 Grade of concrete involving 2045 CUM RCC. This

requires a very sturdy staging arrangement which need

to support the back span till all the Stay cables are fixed

and stressed. The staging arrangement has to be

provided in such a way that enough space is left for

stressing of cables from the bottom of the beams. The

staging arrangement was designed with concrete

foundation as per Soil Bearing Capacity and about

450MT of staging material was used.

24 25

Back span


The work involves construction of concrete back span of

M50 Grade of concrete involving 2045 CUM RCC. This

requires a very sturdy staging arrangement which need

to support the back span till all the Stay cables are fixed

and stressed. The staging arrangement has to be

provided in such a way that enough space is left for

stressing of cables from the bottom of the beams. The

staging arrangement was designed with concrete

foundation as per Soil Bearing Capacity and about

450MT of staging material was used.

24 25

Back span


Inspection and Test Check

26 27

2 MILLION CYCLE FATIGUE TEST


Inspection of anchorages

Checking hardness of Wedges

Based on the preliminary Aerodynamic

Studies as stated in Para I Report submitted

by CRRI, the bridge is not susceptible to

classical flutter and galloping.

Buffeting, Vortex induced Oscillation –


The Amplitude of vortex induced Oscillation is

very low and not likely to cause discomfort to

users using Frequency Domain Approach,

peak buffeting response was estimated as

0.160 m for assumed aerodynamic force

coefficients terrain roughness (plain terrain,

surface roughness parameter = 0.005m)

To obtain the steady state force coefficients for

bridge deck (drag, lift and moment coefficient)

Repeat the buffeting analysis (if required)

CONCLUSION

§ The basic wind speed for design is to be taken as 47m/s

at the location of bridge as per the wind given in IS:875

– Part 3 and IRC:6

§ The terrain roughness for the bridge design has been

taken as TC-I or plain terrain as per IRC:6 and wind

forces in the transverse longitudinal and vertical

directions have been computed as per IRC:6.

§ The peak buffeting response of bridge deck at the

location of maximum modal ordinate of the main span

at a distance of 76m from the pylon has been estimated

as 0.2225m using the frequency domain analysis, when

the houly mean wind speed at deck level is 39.6 m/s.

§ The max. amplitude of bridge deck due to vortex

excitation in the first bending mode is estimated as 5

mm at a wind speed of 5.93 m/s which is very low

compared to the deflection due to dead load and live

load and is not likely to cause discomfort to users

§ The bridge deck is not likely to be susceptible to

galloping oscillation in vertical mode and shall flutter

in first torsional mode.

§ The bridge deck is not susceptible to classical flutter

and found out various drag coefficients and lift

coefficient for the bridge.

AERODYNAMIC TESTWIND TUNNEL TEST

Model Design and details of sectional model

Model scale: 1:40 and blockage is about 5.9%

Length of model: 1440mm long

Width of model: 692.5 mm

Aspect ratio (length of width ratio): 2.08

Inspection and Test Check

26 27

2 MILLION CYCLE FATIGUE TEST


Inspection of anchorages

Checking hardness of Wedges

Based on the preliminary Aerodynamic

Studies as stated in Para I Report submitted

by CRRI, the bridge is not susceptible to

classical flutter and galloping.

Buffeting, Vortex induced Oscillation –


The Amplitude of vortex induced Oscillation is

very low and not likely to cause discomfort to

users using Frequency Domain Approach,

peak buffeting response was estimated as

0.160 m for assumed aerodynamic force

coefficients terrain roughness (plain terrain,

surface roughness parameter = 0.005m)

To obtain the steady state force coefficients for

bridge deck (drag, lift and moment coefficient)

Repeat the buffeting analysis (if required)

CONCLUSION

§ The basic wind speed for design is to be taken as 47m/s

at the location of bridge as per the wind given in IS:875

– Part 3 and IRC:6

§ The terrain roughness for the bridge design has been

taken as TC-I or plain terrain as per IRC:6 and wind

forces in the transverse longitudinal and vertical

directions have been computed as per IRC:6.

§ The peak buffeting response of bridge deck at the

location of maximum modal ordinate of the main span

at a distance of 76m from the pylon has been estimated

as 0.2225m using the frequency domain analysis, when

the houly mean wind speed at deck level is 39.6 m/s.

§ The max. amplitude of bridge deck due to vortex

excitation in the first bending mode is estimated as 5

mm at a wind speed of 5.93 m/s which is very low

compared to the deflection due to dead load and live

load and is not likely to cause discomfort to users

§ The bridge deck is not likely to be susceptible to

galloping oscillation in vertical mode and shall flutter

in first torsional mode.

§ The bridge deck is not susceptible to classical flutter

and found out various drag coefficients and lift

coefficient for the bridge.

AERODYNAMIC TESTWIND TUNNEL TEST

Model Design and details of sectional model

Model scale: 1:40 and blockage is about 5.9%

Length of model: 1440mm long

Width of model: 692.5 mm

Aspect ratio (length of width ratio): 2.08

28 29


gapless joint

Checking of dispatch of Strands Actual breakage of strand during special kind of test

28 29


gapless joint

Checking of dispatch of Strands Actual breakage of strand during special kind of test

30 31


HSFG bolt tightening aspart of method statement

joint inspection noteJoint inspection of tightening of HSFG boltsat Fabrication yard

Surface preparation for steel interface before providing HSFG bolts:- The surface (i.e. two surfaces of segment, two

inner and two outer surface of splice plates) shall be blast cleaned with shot or grit and spray metalized with aluminum

without any over coating. The aluminum metalizing shall be as per para 39.1 of IRS B1 and shall have normal thickness of

150µm.

Tightening of HSFG bolts with ordinary washers:- The tightening of bolt is done in two steps so that the bolts already

tightened do not get loose when the subsequent bolts are tightened.

1. First stage tightening:- In the first stage, a calibrated wrench with an accuracy of +-10% shall be set to 75%of the

torque computed for the complete tightening of the bolt. All the bolts in the joint shall be tightened to this torque.

After checking all the bolts after the first stage, permanent marks shall be made with suitable marker on the bolt as

unit as nut to indicate the relative position of the two. The mark shall be such that the same shall be visible for

inspection up to one year after the date of installation.

2. Check after first stage:- After the first stage of tightening. Following shall be checked

a) The steel members that make up the piles of the joint with HSFG bolts shall be checked for proper contact.

b) 10% bolts shall be checked with a separate calibrated wrench set at 75% of the proof load for the bolt and any

bolt turning by more than 15 ̊ during the same be rejected. If the loose bolts thus found are more than 5 but less

than 1% of the total, another 10% of the bolts shall be checked. If the total thus found exceed 1% of the total, the

torque wrench shall be calibrated afresh and entire lot shall be checked for tightness.

3. Second stage tightening:- The bolts shall be turned by a further amount as specified below:-

4. Check after second stage tightening :- After the second stage of tightening, following shell be checked:

a) 100% bolts shall be checked and certified to have been turned through the requisite amount by verifying the

permanent marks on the nut and the bolt.

b) 1% of the bolts, subject to minimum of 10 per size of bolts shall be checked for gross under-tightening as per

procedure given in Annexure D of IS 4000.

Trial for tightening of HSFG bolt assembly 4 nos. with 3680 NM Torque and 2no with 2500NM torque was carried out on

16/07/2014 over metalized of pylon PL2/4 (Asansol) in fabrication Yard. The surface (i.e. two surface of segment, two inner,

and two outer surfaces of splices plates)

Tightening of bolts done with 2 nos washers provided one bolts head side an one nut side. No rotation in Bolts was

observed Tightening of bolts found satisfactory.

– Sd –Representative of PMC

– Sd –Representative of DDC Actual tightening at site

Total nominal thickness “t” of parts to be connected Further rotation to be applied during

(including all packing and washers), d=dia of bolts stage of tightening

Degrees Part turns

T<2d 60 1/6

2d≤t,6d 90 1/4

6d≤t≤10d 120 1/3

the second

30 31


HSFG bolt tightening aspart of method statement

joint inspection noteJoint inspection of tightening of HSFG boltsat Fabrication yard

Surface preparation for steel interface before providing HSFG bolts:- The surface (i.e. two surfaces of segment, two

inner and two outer surface of splice plates) shall be blast cleaned with shot or grit and spray metalized with aluminum

without any over coating. The aluminum metalizing shall be as per para 39.1 of IRS B1 and shall have normal thickness of

150µm.

Tightening of HSFG bolts with ordinary washers:- The tightening of bolt is done in two steps so that the bolts already

tightened do not get loose when the subsequent bolts are tightened.

1. First stage tightening:- In the first stage, a calibrated wrench with an accuracy of +-10% shall be set to 75%of the

torque computed for the complete tightening of the bolt. All the bolts in the joint shall be tightened to this torque.

After checking all the bolts after the first stage, permanent marks shall be made with suitable marker on the bolt as

unit as nut to indicate the relative position of the two. The mark shall be such that the same shall be visible for

inspection up to one year after the date of installation.

2. Check after first stage:- After the first stage of tightening. Following shall be checked

a) The steel members that make up the piles of the joint with HSFG bolts shall be checked for proper contact.

b) 10% bolts shall be checked with a separate calibrated wrench set at 75% of the proof load for the bolt and any

bolt turning by more than 15 ̊during the same be rejected. If the loose bolts thus found are more than 5 but less

than 1% of the total, another 10% of the bolts shall be checked. If the total thus found exceed 1% of the total, the

torque wrench shall be calibrated afresh and entire lot shall be checked for tightness.

3. Second stage tightening:- The bolts shall be turned by a further amount as specified below:-

4. Check after second stage tightening :- After the second stage of tightening, following shell be checked:

a) 100% bolts shall be checked and certified to have been turned through the requisite amount by verifying the

permanent marks on the nut and the bolt.

b) 1% of the bolts, subject to minimum of 10 per size of bolts shall be checked for gross under-tightening as per

procedure given in Annexure D of IS 4000.

Trial for tightening of HSFG bolt assembly 4 nos. with 3680 NM Torque and 2no with 2500NM torque was carried out on

16/07/2014 over metalized of pylon PL2/4 (Asansol) in fabrication Yard. The surface (i.e. two surface of segment, two inner,

and two outer surfaces of splices plates)

Tightening of bolts done with 2 nos washers provided one bolts head side an one nut side. No rotation in Bolts was

observed Tightening of bolts found satisfactory.

– Sd –Representative of PMC

– Sd –Representative of DDC Actual tightening at site

Total nominal thickness “t” of parts to be connected Further rotation to be applied during

(including all packing and washers), d=dia of bolts stage of tightening

Degrees Part turns

T<2d 60 1/6

2d≤t,6d 90 1/4

6d≤t≤10d 120 1/3

the second

33

Welding & machining GMAW/MIG WELDING PROCESSBASE METALSMaterial Specification IS: 2062:2011Type or Grade: E410 (Fe 540)

BASE METALSMaterial Specification IS: 2062:2011Type or Grade: E410 (Fe 540)

PREHEATPreheat Temp. Min. 120⁰C


WELDING PARAMETER

WELDING PARAMETER

FILLER METALSAWS Specification: AWS FA 5.28 AWS Classification: ER80SG

FILLER METALSAWS Specification: AWS FA 5.23 AWS Classification: EA2

TECHNIQUEStringer or Weave Bead: Both Multi-pass or Single Pass (per side): MultipleNumber of Electrodes: Single

|


|

SHIELDINGGas-----------CO2

Flow Rate 12-18 Lt/min

SHIELDINGFlux (class): F8A2

SUBMERGED ARC WELDING PROCESS (SAW)

Welding :

Types of welding adopted – as per approved welding procedure

specification [WPS]

§ Submerged Arc Welding [SAW]

§ Metal Inert Arc Welding [MIG]

§ Shield Metal Arc Welding [SMAW]

Visual Inspection : on each run of weld : Internal

Dye Penetration Test [DPT] : 100% Internal

Ultrasonic Test [UT] : 100% check for all Groove joints :

Inspection by Independent Agency

Radiography Test [RT] : 10% on each double beveled Butt joints

Machining of End plates of Main Girders :

Outer surface machining of End plate – 100% contact required

for High Strength Friction Grip


32

Process Filler metal Current Voltage Travel speed

Class Diameter Amps Volt Cm/min

GMAW ER80SG 1.2 mm 125-135 20-25 25-30



SAW Ea2 3.15 /4 mm 525-575 27-30 22-28

Finished product after SAW

33

Welding & machining GMAW/MIG WELDING PROCESSBASE METALSMaterial Specification IS: 2062:2011Type or Grade: E410 (Fe 540)

BASE METALSMaterial Specification IS: 2062:2011Type or Grade: E410 (Fe 540)



WELDING PARAMETER

WELDING PARAMETER

FILLER METALSAWS Specification: AWS FA 5.28 AWS Classification: ER80SG

FILLER METALSAWS Specification: AWS FA 5.23 AWS Classification: EA2


|


|

SHIELDINGGas-----------CO2

Flow Rate 12-18 Lt/min

SHIELDINGFlux (class): F8A2

SUBMERGED ARC WELDING PROCESS (SAW)

Welding :

Types of welding adopted – as per approved welding procedure

specification [WPS]

§ Submerged Arc Welding [SAW]

§ Metal Inert Arc Welding [MIG]

§ Shield Metal Arc Welding [SMAW]

Visual Inspection : on each run of weld : Internal

Dye Penetration Test [DPT] : 100% Internal

Ultrasonic Test [UT] : 100% check for all Groove joints :

Inspection by Independent Agency

Radiography Test [RT] : 10% on each double beveled Butt joints

Machining of End plates of Main Girders :

Outer surface machining of End plate – 100% contact required

for High Strength Friction Grip


32



GMAW ER80SG 1.2 mm 125-135 20-25 25-30



SAW Ea2 3.15 /4 mm 525-575 27-30 22-28

Finished product after SAW

34 35


In order to achieve the final design profile of the bridge,

geometry control of the bridge is essential. Also the work

is to be executed over electrified railway line, and hence

the deflection of the girders during construction should

not infringe within the Overhead Electrification (OHE)

influence zone. The Construction Stage Analysis and

Geometry Control of cable stayed bridge at Barddhaman

thus become important and unavoidable and is carried out

using software LUSAS. Due consideration is given to the

sequence of construction and loadings during

construction.

§ Geometry of deck and pylon is modelled using beam

elements in LUSAS. Deck is modelled as grillage of

l o n g i t u d i n a l a n d t r a n s v e r s e m e m b e r s .

Longitudinally deck is modelled as three main beams

representing deck slab. Transverse beams are

modeled with steel composite properties. For

modelling solid deck part of anchor span, slab is

divided into no of beams. Spacing of beams in

longitudinal and transverse direction is kept to

maintain the ratio of spacing near to unity. Main

beams are modelled as separate entity. Spacing of

transverse beams for the main span is kept same as

that of the cross girders of each panel. Accordingly

contribution of the deck slab is considered for

working out the properties.

§ At pylon location and at the end on anchor span deck

is integrated with substructure. So the substructure

is also modelled as part of grillage. The wall is

divided in to longitudinal (vertical) and transverse

members. The pile cap is also modelled along with

spring supports with the stiffness mentioned in

design report made by DDC. Pylon is modelled with

MODELLING

CONSIDERATIONS

CONSTRUCTION STAGE ANALYSISAND GEOMETRY CONTROL

line elements along the centerline of members viz.

pylon legs, cross ties, and anchor points in pylon

head. Cables are connected to pylon at height of their

intersection with the centre line of pylon seen in


§ Cables are modelled as bar elements between pylon

and deck without sag. Cables are connected to

longitudinal beams of deck at their point of

intersection with beam centerline. Cross beams are

positioned at each intersection points. Effect of sag

worked out separately and accounted in the overall

analysis by superimposition. Alternatively sag of

cables can be incorporated using beam elements for

modelling the cables.

§ Longitudinal vertical profile of the deck is precisely

followed while modeling the deck. Also the vertical

position of the longitudinal elements (relative to each

other in transverse direction) is modelled such that

the transverse slope of deck is precisely modelled.

§ Modelling of Concrete is done with widely accepted

CEB-FIP Model 1990, which is used to represent the

concrete properties with age effect. Variable Creep

and shrinkage effects are considered in this model

and available in LUSAS. Steel is modelled as

isotropic material as used in any general analysis.

§ At pier CP1, pin support is assumed at bearing level.

Pylon P1 and Pier CP2 are modelled as pilecap with

spring supports of stiffness of the piles as mentioned

in Design Report.(3/SE/2011016/BF/Design Report-

01). Temporary supports with their corresponding

stiffnesses are assigned to rear concrete deck. These

supports are modelled as "Compression only" spring

supports and will be ineffective when the deck lifts

off.

§ Self weight of decks is applied as body force to

longitudinal members, and the weight of cross girder

is applied as UDL on corresponding member. The

weight of steel stiffeners, diaphragms (as

mentioned in detail fabrication drawings by STUP)

are precisely considered and their respective

loading locations are shown below. To account the

weight of evenly distributed stiffeners/studs,

material density is modified appropriately.

The target of achieving the required geometry of the

bridge deck after completion of the bridge work

construction i.e. open to traffic can be completed by two

ways, viz (a) by adjusting the stay cable forces and (b) by

providing pre-camber to the bridge deck. In many

bridges, combinations of the two methods are adopted,

but in the present case of Barddhaman, it is not feasible

to provide the pre-camber to the pre-fabricated steel

girder units and hence the geometry control is being

exercised through adjusting the cable forces. Cable

forces for the each panel are adjusted such that the


corresponding cable will counteract the net total

downward deflections due to erection of subsequent

panels and due to laying of SIDL.

In each panel cycle, deck and pylon shall be surveyed at

following stages:

§ After stressing of back span cables.

§ After movement of DEC to next position (Only

front panel two points of each MGs).

§ After erection of steel panel.

§ After stressing of main span cable.

§ One day after casting of slab


deflections is reviewed by the consultant and the model

is tuned to site data. After studying the difference in the

deck RLs and pylon deflections, any deviations from the

expected values, the corrective measures will be

proposed by the consultant.

§ The pylon deflections can be corrected effectively

with back span cable stressing.

METHODOLOGY FOR

GEOMETRY CONTROL

CORRECTIVE MEASURES

§

cable forces.




DDC, further construction was allowed.

The geometry control of the deck can be done with front

LUSAS model of the Bridge

Isometric View of the model

Rendered View of the model

34 35


In order to achieve the final design profile of the bridge,

geometry control of the bridge is essential. Also the work

is to be executed over electrified railway line, and hence

the deflection of the girders during construction should

not infringe within the Overhead Electrification (OHE)

influence zone. The Construction Stage Analysis and

Geometry Control of cable stayed bridge at Barddhaman

thus become important and unavoidable and is carried out

using software LUSAS. Due consideration is given to the

sequence of construction and loadings during

construction.

§ Geometry of deck and pylon is modelled using beam

elements in LUSAS. Deck is modelled as grillage of

l o n g i t u d i n a l a n d t r a n s v e r s e m e m b e r s .

Longitudinally deck is modelled as three main beams

representing deck slab. Transverse beams are

modeled with steel composite properties. For

modelling solid deck part of anchor span, slab is

divided into no of beams. Spacing of beams in

longitudinal and transverse direction is kept to

maintain the ratio of spacing near to unity. Main

beams are modelled as separate entity. Spacing of

transverse beams for the main span is kept same as

that of the cross girders of each panel. Accordingly

contribution of the deck slab is considered for

working out the properties.

§ At pylon location and at the end on anchor span deck

is integrated with substructure. So the substructure

is also modelled as part of grillage. The wall is

divided in to longitudinal (vertical) and transverse

members. The pile cap is also modelled along with

spring supports with the stiffness mentioned in

design report made by DDC. Pylon is modelled with

MODELLING

CONSIDERATIONS

CONSTRUCTION STAGE ANALYSISAND GEOMETRY CONTROL

line elements along the centerline of members viz.

pylon legs, cross ties, and anchor points in pylon

head. Cables are connected to pylon at height of their

intersection with the centre line of pylon seen in


§ Cables are modelled as bar elements between pylon

and deck without sag. Cables are connected to

longitudinal beams of deck at their point of

intersection with beam centerline. Cross beams are

positioned at each intersection points. Effect of sag

worked out separately and accounted in the overall

analysis by superimposition. Alternatively sag of

cables can be incorporated using beam elements for

modelling the cables.

§ Longitudinal vertical profile of the deck is precisely

followed while modeling the deck. Also the vertical

position of the longitudinal elements (relative to each

other in transverse direction) is modelled such that

the transverse slope of deck is precisely modelled.

§ Modelling of Concrete is done with widely accepted

CEB-FIP Model 1990, which is used to represent the

concrete properties with age effect. Variable Creep

and shrinkage effects are considered in this model

and available in LUSAS. Steel is modelled as

isotropic material as used in any general analysis.

§ At pier CP1, pin support is assumed at bearing level.

Pylon P1 and Pier CP2 are modelled as pilecap with

spring supports of stiffness of the piles as mentioned

in Design Report.(3/SE/2011016/BF/Design Report-

01). Temporary supports with their corresponding

stiffnesses are assigned to rear concrete deck. These

supports are modelled as "Compression only" spring

supports and will be ineffective when the deck lifts

off.

§ Self weight of decks is applied as body force to

longitudinal members, and the weight of cross girder

is applied as UDL on corresponding member. The

weight of steel stiffeners, diaphragms (as

mentioned in detail fabrication drawings by STUP)

are precisely considered and their respective

loading locations are shown below. To account the

weight of evenly distributed stiffeners/studs,

material density is modified appropriately.

The target of achieving the required geometry of the

bridge deck after completion of the bridge work

construction i.e. open to traffic can be completed by two

ways, viz (a) by adjusting the stay cable forces and (b) by

providing pre-camber to the bridge deck. In many

bridges, combinations of the two methods are adopted,

but in the present case of Barddhaman, it is not feasible

to provide the pre-camber to the pre-fabricated steel

girder units and hence the geometry control is being

exercised through adjusting the cable forces. Cable

forces for the each panel are adjusted such that the


corresponding cable will counteract the net total

downward deflections due to erection of subsequent

panels and due to laying of SIDL.

In each panel cycle, deck and pylon shall be surveyed at

following stages:

§ After stressing of back span cables.

§ After movement of DEC to next position (Only

front panel two points of each MGs).

§ After erection of steel panel.

§ After stressing of main span cable.

§ One day after casting of slab


deflections is reviewed by the consultant and the model

is tuned to site data. After studying the difference in the

deck RLs and pylon deflections, any deviations from the

expected values, the corrective measures will be

proposed by the consultant.

§ The pylon deflections can be corrected effectively

with back span cable stressing.

METHODOLOGY FOR

GEOMETRY CONTROL

CORRECTIVE MEASURES

§

cable forces.




DDC, further construction was allowed.

The geometry control of the deck can be done with front

LUSAS model of the Bridge

Isometric View of the model

Rendered View of the model

36 37


Geometry at the

control points at

various locations

of girders and

pylon needed to

be monitored at

every stage and

at sometimes

even hourly.

Larsa 4D modelThe analysis of Bardhaman ROB, has been

carried out with a very robust non-linear

software called Larsa4D. This software has

facility to model cable elements and can carry

out construction stage analysis to simulate

stage wise construction of the bridge. We have

analyzed this structure with full geometric non

linearity to account for additional secondary

stresses developed due to deformation of the

structure. With special in “cable force

optimization” tool in Larsa4D, cable forces in

this bridge have been optimized to achieve

bending moment distribution of deck for

permanent load, similar to that of a continuous

beam on rigid supports. This approach

significantly reduces the influence of creep and

redistribution of forces.

During actual construction all construction

stages were again modified as per actual bridge

construction. In this bridge the Geometry

Control agency was providing the cable forces

for intermediate stages and those stages were

again checked with our Larsa Model to see

whether there is any discrepancy in the results.

This checking of variation in member forces

and deflections in each stage gave idea of

envelop of force for which the structure

required to be checked. In cases we found any

significant difference between two analysis

results; the structural models were rechecked

to come to a common conclusion. When only

both geometry control agency and DDC found

the structure safe, further activities at site

were undertaken.

Role of DDC in Geometry

Control

(Sample of joint check)

36 37


Geometry at the

control points at

various locations

of girders and

pylon needed to

be monitored at

every stage and

at sometimes

even hourly.

Larsa 4D modelThe analysis of Bardhaman ROB, has been

carried out with a very robust non-linear

software called Larsa4D. This software has

facility to model cable elements and can carry

out construction stage analysis to simulate

stage wise construction of the bridge. We have

analyzed this structure with full geometric non

linearity to account for additional secondary

stresses developed due to deformation of the

structure. With special in “cable force

optimization” tool in Larsa4D, cable forces in

this bridge have been optimized to achieve

bending moment distribution of deck for

permanent load, similar to that of a continuous

beam on rigid supports. This approach

significantly reduces the influence of creep and

redistribution of forces.

During actual construction all construction

stages were again modified as per actual bridge

construction. In this bridge the Geometry

Control agency was providing the cable forces

for intermediate stages and those stages were

again checked with our Larsa Model to see

whether there is any discrepancy in the results.

This checking of variation in member forces

and deflections in each stage gave idea of

envelop of force for which the structure

required to be checked. In cases we found any

significant difference between two analysis

results; the structural models were rechecked

to come to a common conclusion. When only

both geometry control agency and DDC found

the structure safe, further activities at site

were undertaken.

Role of DDC in Geometry

Control

(Sample of joint check)

38 39


final recommendations after various deliberationby the railways for sanction by crs

38 39


final recommendations after various deliberationby the railways for sanction by crs

TrIal of Girders& Deck erectioncrane atFabricationYardIn order to ensure proper hole matching and fitment of the

members during erection, each member is trial assembled

in the workshop with the adjacent members, prior to its

dispatch from the workshop.

40 41


Intensive trials and regular inspection at fabrication yard

resulted into successful execution at site.

TrIal of Girders& Deck erectioncrane atFabricationYardIn order to ensure proper hole matching and fitment of the

members during erection, each member is trial assembled

in the workshop with the adjacent members, prior to its

dispatch from the workshop.

40 41


Intensive trials and regular inspection at fabrication yard

resulted into successful execution at site.

PAINT & PAINTING SCHEMEThe painting scheme and supervision by M/s Akzo Nobel

THE PAINTING SCHEMEBlasting of the Steel Structure to SA 2.5

2 separate blasting & painting

Primer Coat consisting of 2 coats of

Intermediate Coat consisting of

Finishing with 2 coats of

with suitable abrasive material. (Copper slag)

epoxy zinc dust primer (Interzinc 52)

are applied by brush/airless spray to

75 micron DFT

epoxy polyurethane paint

(Intergard 475 HS MIO)applied by brush/airless spray to

75 micron DFT

Polysiloxane (Interfine 878)applied by brush/airless spray to

120 micron DFTBLASTING AND PAINTING FLOW CHART

chambers have beenconstructed where theblasting & painting operations

are carried out in acontrolled environmentAfter the painting is completed,

proper slinging and handling

arrangement is also ensured so

that there is no damage to

In case of any damage to

the members during handling

the paints during handling,a touch-up/repair schemehas also been proposedby M/s Akzonobel, which

is also being followed

42 43


1

Shifting of material to Blasting chamber shed no.- using 70MT capacity carne for transportation of material

3

Inspection by PMC/RVNL and released for blasting (Relative Humidity should not exceed 80%) checking of abrasive material etc.

5

Blasted item shifted to chamber no2 for strip coat and them primer coat primer coating shall be done within specified hours, generally same day before sunset.

2

Compressed air cleaning and attend hidden defects on steel surface if required attend rectification like weld drop, grinding, spatter cleaning etc.

4

Blastmatrialup to the appearance of white metal and roughness shall be 60 to 75 microns use digital roughness meter & photo album

6

Proper mixing of primer, interzinc52as per the manufacture's recommendation i.e 4:1 by volume (Base: Hardener) using spray painting required DFT 75 microns (min.)

7

Shifting of material to open space for drying. Prefer wooden sleeper for stack painted items.

8

After recommended drying time check DFT, surface finish, Glows, uniformity & colour shed. Any defects if observed needs to be rectified before application of next coat. Drying time and DFT to be recorded in register.

9

Proper mixing of MIO paint intergard 475Hs, as per the manufacture's recommendation i.e 3:1 by volume (Base: Hardener) apply intermediate coat painting. Required EFT 125 microns (min.) cumulative DFT-200 microns(min.)

10

After recommended drying time of paint manufacturer, measure DFT, Surface finishing etc. If observe any defect, needs to be rectified before application of next coat. Cumulative DFT 200 microns minimum. Drying time and DFT to be recorded in register.

11

Proper mixing of Polysiloxan paint, product, Interfine 878as per the manufacture's recommendation i.e 5:1 by volume (Base: Hardener) Final coat shall be of 120 microns in two payers each 60 microns. Cumulative DFT-320 microns

12

Check total DFT, surface finish, colour shed uniformity, Surface Glows, Adhesion test, any defects like pin holes, Wrinkles etc. If found needs to be rectified and prepare final inspection report on proper standard format. Stack properly of wooden sleeper for dispatch. ERECTION MARK BY using Stencil sheet.

PAINT & PAINTING SCHEMEThe painting scheme and supervision by M/s Akzo Nobel

THE PAINTING SCHEMEBlasting of the Steel Structure to SA 2.5

2 separate blasting & painting

Primer Coat consisting of 2 coats of

Intermediate Coat consisting of

Finishing with 2 coats of

with suitable abrasive material. (Copper slag)

epoxy zinc dust primer (Interzinc 52)

are applied by brush/airless spray to

75 micron DFT

epoxy polyurethane paint

(Intergard 475 HS MIO)applied by brush/airless spray to

75 micron DFT

Polysiloxane (Interfine 878)applied by brush/airless spray to

120 micron DFTBLASTING AND PAINTING FLOW CHART

chambers have beenconstructed where theblasting & painting operations

are carried out in acontrolled environmentAfter the painting is completed,

proper slinging and handling

arrangement is also ensured so

that there is no damage to

In case of any damage to

the members during handling

the paints during handling,a touch-up/repair schemehas also been proposedby M/s Akzonobel, which

is also being followed

42 43


1

Shifting of material to Blasting chamber shed no.- using 70MT capacity carne for transportation of material

3

Inspection by PMC/RVNL and released for blasting (Relative Humidity should not exceed 80%) checking of abrasive material etc.

5

Blasted item shifted to chamber no2 for strip coat and them primer coat primer coating shall be done within specified hours, generally same day before sunset.

2

Compressed air cleaning and attend hidden defects on steel surface if required attend rectification like weld drop, grinding, spatter cleaning etc.

4

Blastmatrialup to the appearance of white metal and roughness shall be 60 to 75 microns use digital roughness meter & photo album

6

Proper mixing of primer, interzinc52as per the manufacture's recommendation i.e 4:1 by volume (Base: Hardener) using spray painting required DFT 75 microns (min.)

7

Shifting of material to open space for drying. Prefer wooden sleeper for stack painted items.

8

After recommended drying time check DFT, surface finish, Glows, uniformity & colour shed. Any defects if observed needs to be rectified before application of next coat. Drying time and DFT to be recorded in register.

9

Proper mixing of MIO paint intergard 475Hs, as per the manufacture's recommendation i.e 3:1 by volume (Base: Hardener) apply intermediate coat painting. Required EFT 125 microns (min.) cumulative DFT-200 microns(min.)

10

After recommended drying time of paint manufacturer, measure DFT, Surface finishing etc. If observe any defect, needs to be rectified before application of next coat. Cumulative DFT 200 microns minimum. Drying time and DFT to be recorded in register.

11

Proper mixing of Polysiloxan paint, product, Interfine 878as per the manufacture's recommendation i.e 5:1 by volume (Base: Hardener) Final coat shall be of 120 microns in two payers each 60 microns. Cumulative DFT-320 microns

12

Check total DFT, surface finish, colour shed uniformity, Surface Glows, Adhesion test, any defects like pin holes, Wrinkles etc. If found needs to be rectified and prepare final inspection report on proper standard format. Stack properly of wooden sleeper for dispatch. ERECTION MARK BY using Stencil sheet.

PylonErection withspecial kind ofTower Crane

44 45


PylonErection withspecial kind ofTower Crane

44 45


46 47


§ Height of the pylon is dictated by the stability analysis and economics of the bridge. A tall pylon will minimize the

compression introduced into the steel deck system, but may increase the length of cable used while a short pylon will

introduce undesirable compressive forces into the steel deck structure.

§ The cross section is sized for not only strength and deflection requirements, but also to accommodate a stressing and

inspection route.

§ Height of the pylon above deck has been fixed as 54.768m. Three steel pylon towers (2.5MX2.0M box) are connected by

with ties and founded on RCC wall of M50 grade (concrete Part of Pylon).

46 47


§ Height of the pylon is dictated by the stability analysis and economics of the bridge. A tall pylon will minimize the

compression introduced into the steel deck system, but may increase the length of cable used while a short pylon will

introduce undesirable compressive forces into the steel deck structure.

§ The cross section is sized for not only strength and deflection requirements, but also to accommodate a stressing and

inspection route.

§ Height of the pylon above deck has been fixed as 54.768m. Three steel pylon towers (2.5MX2.0M box) are connected by

with ties and founded on RCC wall of M50 grade (concrete Part of Pylon).

Installation ofstrands & Stressing

48 49


Installation ofstrands & Stressing

48 49


Freyssinet’s Parallel Strand System (PSS)

stay cables - which has a design life of 100

years and is one of the most advanced and

durable stay cable system in the world

today. There are 3 planes of stay cables

with 18 cables each. Vibration control

dampers are installed in long stay cables

(>80m) as per CIP recommendations.

Sensors for permanent monitoring of

deflections and stresses during service

condition, are also installed in 6 stays

subjected to heavy loads. An inspection

and maintenance manual for the stay

cables during service has been prepared.

50 51

Installationof strands &Stressing


Inside of Pylon

Freyssinet’s Parallel Strand System (PSS)

stay cables - which has a design life of 100

years and is one of the most advanced and

durable stay cable system in the world

today. There are 3 planes of stay cables

with 18 cables each. Vibration control

dampers are installed in long stay cables

(>80m) as per CIP recommendations.

Sensors for permanent monitoring of

deflections and stresses during service

condition, are also installed in 6 stays

subjected to heavy loads. An inspection

and maintenance manual for the stay

cables during service has been prepared.

50 51

Installationof strands &Stressing


Inside of Pylon

The Freyssinet Parallel Strand System is composed by

several strands parallel between them. This stay cable

system is composed by the patented semi bonded strand

with a guaranteed ultimate tensile strand (1860 MPa). The

strands are protected from the corrosion by 3 layers of

protection: hot dip galvanization, wax filling around and

within strand, and semi-bonded HDPE coating. All these

strands are threaded inside stay pipes designed to guide

the strands during the hoisting, cable aerodynamics, and

UV protection. Moreover, the strands are anchored in the

anchorages patented with abending filtration device. The

anchorages are tested for water ingress, vibrations and

fatigue. It is also designed for inspection and maintenance.

For installing the Parallel Strand System, an accurate

process has to be done as follow:

§ Install the fixed passive anchorage in the pylon on

back span. Install the adjustable active anchorage in

the pylon on main span. The position of the nut on the

threaded tube at the adjustable anchorage shall be

controlled conforming to the Engineer’s indications.

§ Install the adjustable active anchorage on the deck

on back span. The position of the nut on the threaded

tube at the adjustable anchorage shall be controlled

conforming to the Engineer’s indications. Install the

fixed passive anchorage on the deck on main span.

§ The anchorage shall be clamped, centered on its

position on the bearing plate with a blocking device.

§ The internal part of the expansion duct is screwed

into the pylon anchorage. This top part of duct can be

installed at the same time as the anchorages.

§ In case of a long duration (more than 1 week) between

anchorage installation and strand erection, it is

recommended to spray grease over the block and

close the injection cap.

Phase 1: Anchorages Installation

52 53

Parallel (System PSS

Strand)


Phase 2: Installation of the HDPE

duct and the Master Strand

Phase 3: Strands Installation

§

deck.

§ The Master Strand is threaded into the HDPE

duct.

§ The anti-vandalism tube is slid onto the HDPE

main duct and a lifting collar is clamped below to

hold it in position.

§ The expansion HDPE duct is threaded onto the

main duct.

§ A hoisting collar is placed around the main duct.

§ The Master Strand has to be lifted with the HDPE

duct using the tower crane.

§ The HDPE duct is connected to a hook fixed

outside of the pylon.

§ The Master Strand shall be threaded into the

anchorages.

§ The Master Strand shall be stressed conforming to

the required Engineer indications.

The hoisting cycle can start when the Master strand is

erected. Strands shall be hoisted two by two at the most,

inside the HDPE duct, then anchored and stressed one

by one.

Strands shall be delivered on wooden coils at the level of

the deck anchorage.

The main steps of strands installation are:

§ Placing the strands top end on the cutting bench.

§ Preparation of the top end (unsheathing and

extraction of the king wire).

The HDPE ducts are assembled by welding on the

§

§ Hoisting of strands into the HDPE duct.

The hoisting system is based on two main hydraulic

winches (WP1 and WP2).

The first hydraulic winch shall be located on the deck

near the pylon and shall ensure the hoisting of the

strands. It shall be called primary winch (WP1).

Two deviation pulleys are used, the first one is placed at

the top anchorage level outside the pylon and the second

one is located on the deck.

A second hydraulic winch (WP2) shall be located at deck

level. It allows the return through the HDPE duct of the

hoisting shuttle and primary winch cable, after

completion of the hoisting cycle. A third movable small

winch is required inside the pylon.

Two “5 mm couplers” are connected to the King Wire of

the two strands, and are inserted in the hoisting shuttle.

The shuttle is hoisted closely to the pylon external

surface. The shuttle is removed by an operator (located

outside the pylon near the level of the top formwork

tube), and the strands are pulled using the third winch

inside the pylon.

Threading and anchoring the top end into the top

anchorage.

§ Placing the strands bottom end on the cutting

bench.

§ Preparation of the bottom end (unsheathing and


§ Threading and anchoring the lower end into the

bottom anchorage.

§ Stressing.

The stressing with the monostrand jack shall be done

using the Isotension system, at the active anchorage (at

deck for the back span and in the pylon for the main

span). The Master Strand shall be stressed at a specified

target length with the control of the load. A load cell shall

measure the tension in the Master Strand. A load cell

inside the jack shall measure the tension in the strand

being tensioned. When the information of the 2 load cells

is equal, the stressing shall be stopped. At the end of the

operation for “n” strands, the tension in the whole stay

shall be n×T (T= final Tension in the Master Strand).

Connection of strands to the hoisting shuttle. Phase 4: Finishing worksOnce the stressing and re-stressing of the stay cables have

been completed, the different finishing operations can be

carried out. The finishing works include:

§ Over blocking of jaws,

§ Closing of anchorage stuffing box,

§ Wax injection.

At deck level:

§ Installation of dampers

§ Final set up of the HDPE duct and anti-vandalism tube

lowering and finishing.

At pylon level:

§ Installation of compactors,

§ Screwing of the 2 parts of the expansion duct.

With team from Freyssinet

Isotension Computer

The Freyssinet Parallel Strand System is composed by

several strands parallel between them. This stay cable

system is composed by the patented semi bonded strand

with a guaranteed ultimate tensile strand (1860 MPa). The

strands are protected from the corrosion by 3 layers of

protection: hot dip galvanization, wax filling around and

within strand, and semi-bonded HDPE coating. All these

strands are threaded inside stay pipes designed to guide

the strands during the hoisting, cable aerodynamics, and

UV protection. Moreover, the strands are anchored in the

anchorages patented with abending filtration device. The

anchorages are tested for water ingress, vibrations and

fatigue. It is also designed for inspection and maintenance.

For installing the Parallel Strand System, an accurate

process has to be done as follow:

§ Install the fixed passive anchorage in the pylon on

back span. Install the adjustable active anchorage in

the pylon on main span. The position of the nut on the

threaded tube at the adjustable anchorage shall be

controlled conforming to the Engineer’s indications.

§ Install the adjustable active anchorage on the deck

on back span. The position of the nut on the threaded

tube at the adjustable anchorage shall be controlled

conforming to the Engineer’s indications. Install the

fixed passive anchorage on the deck on main span.

§ The anchorage shall be clamped, centered on its

position on the bearing plate with a blocking device.

§ The internal part of the expansion duct is screwed

into the pylon anchorage. This top part of duct can be

installed at the same time as the anchorages.

§ In case of a long duration (more than 1 week) between

anchorage installation and strand erection, it is

recommended to spray grease over the block and

close the injection cap.

Phase 1: Anchorages Installation

52 53

Parallel (System PSS

Strand)


Phase 2: Installation of the HDPE

duct and the Master Strand

Phase 3: Strands Installation

§

deck.

§ The Master Strand is threaded into the HDPE

duct.

§ The anti-vandalism tube is slid onto the HDPE

main duct and a lifting collar is clamped below to

hold it in position.

§ The expansion HDPE duct is threaded onto the

main duct.

§ A hoisting collar is placed around the main duct.

§ The Master Strand has to be lifted with the HDPE

duct using the tower crane.

§ The HDPE duct is connected to a hook fixed

outside of the pylon.

§ The Master Strand shall be threaded into the

anchorages.

§ The Master Strand shall be stressed conforming to

the required Engineer indications.

The hoisting cycle can start when the Master strand is

erected. Strands shall be hoisted two by two at the most,

inside the HDPE duct, then anchored and stressed one

by one.

Strands shall be delivered on wooden coils at the level of

the deck anchorage.

The main steps of strands installation are:

§ Placing the strands top end on the cutting bench.

§ Preparation of the top end (unsheathing and


The HDPE ducts are assembled by welding on the

§

§ Hoisting of strands into the HDPE duct.

The hoisting system is based on two main hydraulic

winches (WP1 and WP2).

The first hydraulic winch shall be located on the deck

near the pylon and shall ensure the hoisting of the

strands. It shall be called primary winch (WP1).

Two deviation pulleys are used, the first one is placed at

the top anchorage level outside the pylon and the second

one is located on the deck.

A second hydraulic winch (WP2) shall be located at deck

level. It allows the return through the HDPE duct of the

hoisting shuttle and primary winch cable, after

completion of the hoisting cycle. A third movable small

winch is required inside the pylon.

Two “5 mm couplers” are connected to the King Wire of

the two strands, and are inserted in the hoisting shuttle.

The shuttle is hoisted closely to the pylon external

surface. The shuttle is removed by an operator (located

outside the pylon near the level of the top formwork

tube), and the strands are pulled using the third winch

inside the pylon.

Threading and anchoring the top end into the top

anchorage.

§ Placing the strands bottom end on the cutting

bench.

§ Preparation of the bottom end (unsheathing and


§ Threading and anchoring the lower end into the

bottom anchorage.

§ Stressing.

The stressing with the monostrand jack shall be done

using the Isotension system, at the active anchorage (at

deck for the back span and in the pylon for the main

span). The Master Strand shall be stressed at a specified

target length with the control of the load. A load cell shall

measure the tension in the Master Strand. A load cell

inside the jack shall measure the tension in the strand

being tensioned. When the information of the 2 load cells

is equal, the stressing shall be stopped. At the end of the

operation for “n” strands, the tension in the whole stay

shall be n×T (T= final Tension in the Master Strand).

Connection of strands to the hoisting shuttle. Phase 4: Finishing worksOnce the stressing and re-stressing of the stay cables have

been completed, the different finishing operations can be

carried out. The finishing works include:

§ Over blocking of jaws,

§ Closing of anchorage stuffing box,

§ Wax injection.

At deck level:

§ Installation of dampers

§ Final set up of the HDPE duct and anti-vandalism tube

lowering and finishing.

At pylon level:

§ Installation of compactors,

§ Screwing of the 2 parts of the expansion duct.

With team from Freyssinet

Isotension Computer

54 55


samplereports

HDPE DUCTS PREPARATION

(Sample: Cable 7011)

§ HDPE Ducts Preparation

§ Corrected Table for Temperature

§ HDPE Duct Welding Table Instructions

§ Master Strand Preparation Form

§ Standard Strand Preparation

§ Master Strand Setting Form

§ Isotension Statement

§ Cable Force Measurement

§ Anchorage Grid - Under Deck/Outside Pylon

§ Anchorage Grid - Inside Pylon/Over Deck

54 55


samplereports

HDPE DUCTS PREPARATION

(Sample: Cable 7011)

§ HDPE Ducts Preparation

§ Corrected Table for Temperature

§ HDPE Duct Welding Table Instructions

§ Master Strand Preparation Form

§ Standard Strand Preparation

§ Master Strand Setting Form

§ Isotension Statement

§ Cable Force Measurement

§ Anchorage Grid - Under Deck/Outside Pylon

§ Anchorage Grid - Inside Pylon/Over Deck

56 57


Corrected tablefor temperature

standard strandpreparation

HDPE Ductwelding tableinstructions

Master strandsetting form

master strandpreparationform

IsotensionStatement

56 57


Corrected tablefor temperature

standard strandpreparation

HDPE Ductwelding tableinstructions

Master strandsetting form

master strandpreparationform

IsotensionStatement

58 59


Cable ForceMeasurement

Anchorage Grid -Under Deck/Outside Pylon

Anchorage Grid -Inside Pylon/Over Deck

INTERNAL RADIAL DAMPERSIn order to reduce the effect of fatigue on the stay cables due to oscillations induced by wind or other external

phenomena, stay cables of more than 80m length have been provided with Internal Radial Dampers (IRD). 15 such

dampers have been installed on the stays

IRD is composed of three hydraulic pistons placed at 120° angle around the cable. The inner end of the pistons is fixed

with a pin joint on a collar compacting the strand bundle. Their outer end is fixed with pin joints to a metallic tube called

the guide tube. The damper is fixed rigidly to the guide tube.

The available stroke for the transverse displacements is +/- 40mm.

Hydraulicpiston

58 59


Cable ForceMeasurement

Anchorage Grid -Under Deck/Outside Pylon

Anchorage Grid -Inside Pylon/Over Deck

INTERNAL RADIAL DAMPERSIn order to reduce the effect of fatigue on the stay cables due to oscillations induced by wind or other external

phenomena, stay cables of more than 80m length have been provided with Internal Radial Dampers (IRD). 15 such

dampers have been installed on the stays

IRD is composed of three hydraulic pistons placed at 120° angle around the cable. The inner end of the pistons is fixed

with a pin joint on a collar compacting the strand bundle. Their outer end is fixed with pin joints to a metallic tube called

the guide tube. The damper is fixed rigidly to the guide tube.

The available stroke for the transverse displacements is +/- 40mm.

Hydraulicpiston

Precastdeck Slab

60 61

In order to avoid the problem of shuttering / de-

shuttering for deck slab over electrified tracks

and to ensure proper finish of concrete, the deck

slab has been designed consisting of a precast slab

and a cast-in-situ portion. The precast slab is

placed over the cross girders by the Deck

Erection Crane (DEC) and the cast-in-situ

concrete is poured after completion of

reinforcement and shear connector works. This is

one of the innovation made at site.


Precastdeck Slab

60 61

In order to avoid the problem of shuttering / de-

shuttering for deck slab over electrified tracks

and to ensure proper finish of concrete, the deck

slab has been designed consisting of a precast slab

and a cast-in-situ portion. The precast slab is

placed over the cross girders by the Deck

Erection Crane (DEC) and the cast-in-situ

concrete is poured after completion of

reinforcement and shear connector works. This is

one of the innovation made at site.


62 63

Pre Cast Slab


Trial of precast slab overgirders was also made

Inspection by CMD

Placement ofprecast slabat site

Concreting of Deck

Special kind of bed with vitrified tiles was made to get mirror

finish of the slab from the bottom.

62 63

Pre Cast Slab


Trial of precast slab overgirders was also made

Inspection by CMD

Placement ofprecast slabat site

Concreting of Deck

Special kind of bed with vitrified tiles was made to get mirror

finish of the slab from the bottom.

Placementof 2 end girders

Placementof girdersPlacementof middlegirders

64 65


Special kind of hanger (Platform) was made to be

placed during block with the help of DEC for

tightening of HSFG bolts.

Placementof 2 end girders

Placementof girdersPlacementof middlegirders

64 65


Special kind of hanger (Platform) was made to be

placed during block with the help of DEC for

tightening of HSFG bolts.

Placement of2 more crossgirders

Placement of2 crossgirders

66 67


Placement of2 more crossgirders

Placement of2 crossgirders

66 67


Erection of a front deck panelduring night under trafficand power block

68 69


Generally for one panel, 5 blocks are planned at

night for erection of 3 main girders and 6 no. X

girders. The DEC is checked for all its check

list points and a clearance is obtained by

Mechanical, Electrical and Structural

Engineers prior to operation. A maximum of

four work stations are activated during the

work.

Every group of workers under a mate are

educated about Do's & Don't's during working.

Every hazard probabilities are identified and

during working utmost caution is observed so

as to be able to avoid accident from falling

objects mainly.

Each and every worker is well acquainted

about his part of activity and in case of any

doubt, highly experienced engineers under the

guidance of the launching expert are able to

guide them, sometimes even with practical

demonstration on spot.

Now, as soon as the block starts, announcement

is done by Team Leader with proper public

address system. The first operation starts with

erection of staging system/working platform.

In case of MG's, these are properly balanced

laterally and longitudinally with the help of

slings, D-shackles and turn- buckles and the

same is certified by Surveyor. After erection of

main girders the joints are properly aligned

with drifts and each HSFG bolt is tensioned to

its required level in 3 stages with the help of

impact wrench first and then hydraulic torque-

wrench, prior to inspection and certification by

P.M.C.

In case of X girders similarly, after fixing of

staging platforms, they are slinged properly

and taken to their location and after alignment

with punching/drifting etc. these are fixed and

each HSFG bolt is again tightened to the

required level with impact and torque wrench.

Before taking up operation during block, the

station platforms below are cordoned and

proper lighting for working platforms are

done. Since most of the blocks were given at

dead of night, workers' health condition and

tiredness, fatigue etc. used to be of special

consideration before positioning them at

respective work spots.

Before and after completion of activities

during block, the work site used to get

inspected and cleared by safety officer.

(Panel configuration showing the track)

Erection of a front deck panelduring night under trafficand power block

68 69


Generally for one panel, 5 blocks are planned at

night for erection of 3 main girders and 6 no. X

girders. The DEC is checked for all its check

list points and a clearance is obtained by

Mechanical, Electrical and Structural

Engineers prior to operation. A maximum of

four work stations are activated during the

work.

Every group of workers under a mate are

educated about Do's & Don't's during working.

Every hazard probabilities are identified and

during working utmost caution is observed so

as to be able to avoid accident from falling

objects mainly.

Each and every worker is well acquainted

about his part of activity and in case of any

doubt, highly experienced engineers under the

guidance of the launching expert are able to

guide them, sometimes even with practical

demonstration on spot.

Now, as soon as the block starts, announcement

is done by Team Leader with proper public

address system. The first operation starts with

erection of staging system/working platform.

In case of MG's, these are properly balanced

laterally and longitudinally with the help of

slings, D-shackles and turn- buckles and the

same is certified by Surveyor. After erection of

main girders the joints are properly aligned

with drifts and each HSFG bolt is tensioned to

its required level in 3 stages with the help of

impact wrench first and then hydraulic torque-

wrench, prior to inspection and certification by

P.M.C.

In case of X girders similarly, after fixing of

staging platforms, they are slinged properly

and taken to their location and after alignment

with punching/drifting etc. these are fixed and

each HSFG bolt is again tightened to the

required level with impact and torque wrench.

Before taking up operation during block, the

station platforms below are cordoned and

proper lighting for working platforms are

done. Since most of the blocks were given at

dead of night, workers' health condition and

tiredness, fatigue etc. used to be of special

consideration before positioning them at

respective work spots.

Before and after completion of activities

during block, the work site used to get

inspected and cleared by safety officer.

(Panel configuration showing the track)

USFD Checking of Track over Deck ( )special kind of trolley wagon made for feeding materials

70 71


No margin for unsafe situations left

Checking of Stressing byCBE, Sr. DEN (C) & Sr. DEN-II

The trolly has the facilities

for shifting the loaded material

in lateral direction too.

USFD Checking of Track over Deck ( )special kind of trolley wagon made for feeding materials

70 71


No margin for unsafe situations left

Checking of Stressing byCBE, Sr. DEN (C) & Sr. DEN-II

The trolly has the facilities

for shifting the loaded material

in lateral direction too.

Monitoringsystem

instrumentation

72 73

For monitoring of the structural health of the bridge

during its service life, 6 nos. sensors have been installed

on the stay cables subjected to maximum loads. The

ROBO Control System of M/s Mageba is being used for

the purpose.

The structural monitoring system issues alarm

notification based on measurements by the on-structure

instrumentation when pre-defined threshold values of

structural loads are passed. Alarm criteria will be

configured based on the structural design of the bridge

and requirements by the user.


Monitoringsystem

instrumentation

72 73

For monitoring of the structural health of the bridge

during its service life, 6 nos. sensors have been installed

on the stay cables subjected to maximum loads. The

ROBO Control System of M/s Mageba is being used for

the purpose.

The structural monitoring system issues alarm

notification based on measurements by the on-structure

instrumentation when pre-defined threshold values of

structural loads are passed. Alarm criteria will be

configured based on the structural design of the bridge

and requirements by the user.


74 75

SAFETY DURING ERECTION & LAUNCHING OPERATION

SAFETY DURING STAYCABLE STRESSING

Crawler Crane (capacity 270MT)

§

Chart checked through Third Party

Inspection (TPI) at different angles and

operating radius.

§ Physical Inspection : Counter weight, motor,

Boom, gearbox, Bridle rope, wire rope, Pulley,

Lifting hook and other accessories are tested

and certified through TPI.

§ Crane Operator : Validity of license checked

§ PPE : Wearing of PPE enforced on all

erection workers including safety harness and

fall arrester / life line etc.

§ Communication : Signaling to crane operator

by a skilled foreman

Load chart and Load Testing : Crane Load

§

with a 350 mm solid Toe guard to prevent

strand from falling off.

§ Protective casing for wire rope attached to

winches, wherever required

§ Proper illumination for work after dusk

§ Life line fixed inside pylon for any eventuality

§ Emergency rescue team supported with

collapsible stretcher

§ Adequate training to the workers

§ Appropriate PPE provided to the worker

§ Automatic circuit breaker like MCB and

RCCB fitted in electrical connection to the

relevant machineries

§ Adequate lighting and ventilation inside Pylon

for comfortable working condition

§ Protective barrier on main span around cable

anchor

Girders are covered all around by Plywood

Deck Erection Crane

§

through TPI

§ Safety drills carried out before commencing

each activity

§ All tools and tackles checked before erection.

Periodical checking of test certificate by TPI

§ Earthing of feeding track, trolleys and girders

with DEC

§ Fire extinguisher near electric panel

§ Locking arrangement of wheels, pins and

bottom trolley system

§ Bolt connection and anchoring of bottom rail

over longitudinal joists and rail track of

Gantry trolleys

§ Wheel and pins of Gantry trolleys with locking

arrangement

§ Marking of maximum travelling distance of

trolleys

§ Lifting Hook with safety latch

§ Condition of wire rope and its anchoring with

winch drum

§ Limit switches, Break system and smooth

movement of trolleys

§ Slings, attachment of final adjustment of line

and level of the object to be lifted.

§ PPE of all workers engaged in erection

including safety harness and fall arrester and

life line.

Load tested with 45 T at Fabrication yard

SAFETY


Due to the presence of electrified lines and block working,

safety is a critical aspect of the work.

The safety measures adopted at site go above and beyond

merely using Personal Protective Equipment (PPE) at

site.

In preparation of the SHE plan, each activity of the work

has been studied minutely and risks have been identified

and steps have been taken to address associated risks.

Some of the aspects of the Safety Plan include:

§ Provision of Proper Illumination and Safe Access to all

working locations.

§ Use of properly designed slings, cranes and handling

tools for all erection activities and regular maintenance

and 3rd party checking of the same at regular interval.

Tower Crane (capacity 32 MT at 20.1 m operating

radius)

§

constantly monitored

§ Mast connections were tested with hydraulic Torque wrench

§ Jib was not at all allowed to swing towards / over adjacent

railway track.

§ Load Testing : Done successfully with 32 MT load at 20.1 m

operating radius

§ Visual Inspection : Masts, Level and alignment of jib, motor,

brake, gearbox and wire ropes were checked before erection

of each segment of Pylon (31 MT)

Installation and commissioning : Verticality of masts

Pylon (53.86 m)

Following precautions were taken during

erection of each segment upto 7th segment

(37.07m)

§ Safety drills carried out before

commencing each activity

§ Tool box talk was religiously conducted

before erection of each segment.

§ Lifting attachments like, Hooks, Slings,

wire ropes, D shackles etc. were load

tested and cross checked with

manufacturer’s certificates

§ Proper illumination inside Pylon

§ Proper ventilation by Exhaust fan

provided inside Pylon.

§ Proper access, safe working platform

with railing provided outside of each

segment.

§ Walky-talky provided to Tower crane

operator and skilled signal man for

proper communication.


§

workers working at height.

§ Emergency Evacuation Plan and Temperature

control for working in congested surroundings

(i.e. inside pylon).

§ Adopting safe work practices and imbibing

culture of safety and awareness among workers.

Provision of Lifelines and Fall Arrestors for all

Safety Pledge

Trial of fall arrestor

Trial conducted for evacuation from inside of pylon


74 75


SAFETY DURING STAYCABLE STRESSING

Crawler Crane (capacity 270MT)

§

Chart checked through Third Party

Inspection (TPI) at different angles and

operating radius.

§ Physical Inspection : Counter weight, motor,

Boom, gearbox, Bridle rope, wire rope, Pulley,

Lifting hook and other accessories are tested

and certified through TPI.

§ Crane Operator : Validity of license checked

§ PPE : Wearing of PPE enforced on all

erection workers including safety harness and

fall arrester / life line etc.

§ Communication : Signaling to crane operator

by a skilled foreman

Load chart and Load Testing : Crane Load

§

with a 350 mm solid Toe guard to prevent

strand from falling off.

§ Protective casing for wire rope attached to

winches, wherever required

§ Proper illumination for work after dusk

§ Life line fixed inside pylon for any eventuality

§ Emergency rescue team supported with

collapsible stretcher

§ Adequate training to the workers

§ Appropriate PPE provided to the worker

§ Automatic circuit breaker like MCB and

RCCB fitted in electrical connection to the

relevant machineries

§ Adequate lighting and ventilation inside Pylon

for comfortable working condition

§ Protective barrier on main span around cable

anchor

Girders are covered all around by Plywood

Deck Erection Crane

§

through TPI

§ Safety drills carried out before commencing

each activity

§ All tools and tackles checked before erection.

Periodical checking of test certificate by TPI

§ Earthing of feeding track, trolleys and girders

with DEC

§ Fire extinguisher near electric panel

§ Locking arrangement of wheels, pins and

bottom trolley system

§ Bolt connection and anchoring of bottom rail

over longitudinal joists and rail track of

Gantry trolleys

§ Wheel and pins of Gantry trolleys with locking

arrangement

§ Marking of maximum travelling distance of

trolleys

§ Lifting Hook with safety latch

§ Condition of wire rope and its anchoring with

winch drum

§ Limit switches, Break system and smooth

movement of trolleys

§ Slings, attachment of final adjustment of line

and level of the object to be lifted.

§ PPE of all workers engaged in erection

including safety harness and fall arrester and

life line.

Load tested with 45 T at Fabrication yard

SAFETY


Due to the presence of electrified lines and block working,

safety is a critical aspect of the work.

The safety measures adopted at site go above and beyond

merely using Personal Protective Equipment (PPE) at

site.

In preparation of the SHE plan, each activity of the work

has been studied minutely and risks have been identified

and steps have been taken to address associated risks.

Some of the aspects of the Safety Plan include:

§ Provision of Proper Illumination and Safe Access to all

working locations.

§ Use of properly designed slings, cranes and handling

tools for all erection activities and regular maintenance

and 3rd party checking of the same at regular interval.

Tower Crane (capacity 32 MT at 20.1 m operating

radius)

§

constantly monitored

§ Mast connections were tested with hydraulic Torque wrench

§ Jib was not at all allowed to swing towards / over adjacent

railway track.

§ Load Testing : Done successfully with 32 MT load at 20.1 m

operating radius

§ Visual Inspection : Masts, Level and alignment of jib, motor,

brake, gearbox and wire ropes were checked before erection

of each segment of Pylon (31 MT)

Installation and commissioning : Verticality of masts

Pylon (53.86 m)

Following precautions were taken during

erection of each segment upto 7th segment

(37.07m)

§ Safety drills carried out before

commencing each activity

§ Tool box talk was religiously conducted

before erection of each segment.

§ Lifting attachments like, Hooks, Slings,

wire ropes, D shackles etc. were load

tested and cross checked with

manufacturer’s certificates

§ Proper illumination inside Pylon

§ Proper ventilation by Exhaust fan

provided inside Pylon.

§ Proper access, safe working platform

with railing provided outside of each

segment.

§ Walky-talky provided to Tower crane

operator and skilled signal man for

proper communication.


§

workers working at height.

§ Emergency Evacuation Plan and Temperature

control for working in congested surroundings

(i.e. inside pylon).

§ Adopting safe work practices and imbibing

culture of safety and awareness among workers.

Provision of Lifelines and Fall Arrestors for all

Safety Pledge


Trial conducted for evacuation from inside of pylon


76 77

QUALITY ASSURANCE -CONCRETE WORK

QUALITY ASSURANCE -FABRICATION


Inspection and Test Plan (ITP)

Quality Documents

CONCRETE

Description Frequency Test GPT- RVNL/ Documentation No. Approved Acceptance

of test Centre RANHILL PMC by Criteria

(JV) Test Method

Fresh Concrete

Hardened Concrete

Slump Test For each Inhouse Testing Witness Lab Register/Pour/ RVNL/PMC IS 1199

Concrete Delivery Card

Transit Mixer

Temperature For each Inhouse Testing Witness Lab Register/Pour/ RVNL/PMC IS 456


Transit Mixer

Air Content As directed by Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 456

Engineer

Yield As directed by Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 1199

Engineer

Sampling of As per IS 456/ Inhouse Testing Witness – RVNL/PMC IS 456 /

Cube MORTH IS 4926

Compressive As per IS 456/ Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 516

strength MORTH

Chloride As directed by Independent Testing/ Witness/ DOC/QA-QC/ RVNL/PMC IS 456

Penetration Engineer house Review Review EXTERNAL

Test

Permeability For each Grade Independent Testing/ Witness/ DOC/QA-QC/ RVNL/PMC MORT&H

Test of Concrete house Review Review EXTERNAL

(RCC) /

As required

QUALITY ASSURANCE PLAN Prepared based on project technical Approved by PMC, DDC & RVNL

(QAP) specifications and codal provisions

WELDING PROCEDURE As per AWS D1.1, Approved by

SPECIFICATION 1. SAW (Submerged Arc Welding) PMC/DDC/RVNL

(WPS) 2. GMAW/ MIG (Gas Metal Arc Welding consumable.

Welding/Metal Inert Gas) Filler wire / electrodes and Flux -

PROCEDURE QUALIFICATION 3. SMAW By approved vendor - ESSAB

RECORD (PQR) (Shielded Metal Arc Welding)

WELDER QUALIFICATION Qualified welders SAW welders tested in 1G Position

TEST (WQT) SAW : 5 nos MIG/ SMAW welders tested in 3G

MIG/ SMAW : 7 nos. position

NDT Tension Joints – 100 % UT

(NON DESTRUCTIVE TEST) Compression Joints - 25 % UT

Double V butt joints – 100 % RT

Raw material Testing at 49 nos HT Steel Plate Samples and 5 nos. NABL Accredited laboratory

Outside laboratory Rolled Steel Sections Tested so far

Raw Material Scope as per Grade Vendor RemarksBOQ (in MT)

MS Plate 1720.000 IS-2062, 2006, E410 .Fe540 SAIL Testing of material as per approved QAP

Rolled Section 150.000 IS-2062, 2006, E250 .Fe410 SAIL & Testing of material as per approved QAPRINL

Fastener 17450 Nos High Strength Friction UNBRAKO As per QAPGrip Bolt, Gr. 10.9

Shear connector 31500 Nos IRC22-2008 UNBRAKO As per QAPBS 5400 ,P5, UTS-495

Anchor Bolt 286 Nos Gr. 8.8 UNBRAKO As per QAP

END Plate 60 nos IS-2062, 2006, E410 .Fe540 Suprime Reference: QAPmachining Industry

Howrah

Protective coating 1870.000 Abrasive copper blasting, Reference: QAPEpoxy zinc rich Primer, MIO,Polyslloxan paint – Total DFT -320 microns.

76 77

QUALITY ASSURANCE -CONCRETE WORK

QUALITY ASSURANCE -FABRICATION


Inspection and Test Plan (ITP)

Quality Documents

CONCRETE

Description Frequency Test GPT- RVNL/ Documentation No. Approved Acceptance

of test Centre RANHILL PMC by Criteria

(JV) Test Method

Fresh Concrete

Hardened Concrete

Slump Test For each Inhouse Testing Witness Lab Register/Pour/ RVNL/PMC IS 1199


Transit Mixer

Temperature For each Inhouse Testing Witness Lab Register/Pour/ RVNL/PMC IS 456


Transit Mixer

Air Content As directed by Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 456

Engineer

Yield As directed by Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 1199

Engineer

Sampling of As per IS 456/ Inhouse Testing Witness – RVNL/PMC IS 456 /

Cube MORTH IS 4926

Compressive As per IS 456/ Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 516

strength MORTH

Chloride As directed by Independent Testing/ Witness/ DOC/QA-QC/ RVNL/PMC IS 456

Penetration Engineer house Review Review EXTERNAL

Test

Permeability For each Grade Independent Testing/ Witness/ DOC/QA-QC/ RVNL/PMC MORT&H

Test of Concrete house Review Review EXTERNAL

(RCC) /

As required

QUALITY ASSURANCE PLAN Prepared based on project technical Approved by PMC, DDC & RVNL

(QAP) specifications and codal provisions

WELDING PROCEDURE As per AWS D1.1, Approved by

SPECIFICATION 1. SAW (Submerged Arc Welding) PMC/DDC/RVNL

(WPS) 2. GMAW/ MIG (Gas Metal Arc Welding consumable.

Welding/Metal Inert Gas) Filler wire / electrodes and Flux -

PROCEDURE QUALIFICATION 3. SMAW By approved vendor - ESSAB

RECORD (PQR) (Shielded Metal Arc Welding)

WELDER QUALIFICATION Qualified welders SAW welders tested in 1G Position

TEST (WQT) SAW : 5 nos MIG/ SMAW welders tested in 3G

MIG/ SMAW : 7 nos. position

NDT Tension Joints – 100 % UT

(NON DESTRUCTIVE TEST) Compression Joints - 25 % UT

Double V butt joints – 100 % RT

Raw material Testing at 49 nos HT Steel Plate Samples and 5 nos. NABL Accredited laboratory

Outside laboratory Rolled Steel Sections Tested so far

Raw Material Scope as per Grade Vendor RemarksBOQ (in MT)

MS Plate 1720.000 IS-2062, 2006, E410 .Fe540 SAIL Testing of material as per approved QAP

Rolled Section 150.000 IS-2062, 2006, E250 .Fe410 SAIL & Testing of material as per approved QAPRINL

Fastener 17450 Nos High Strength Friction UNBRAKO As per QAPGrip Bolt, Gr. 10.9

Shear connector 31500 Nos IRC22-2008 UNBRAKO As per QAPBS 5400 ,P5, UTS-495

Anchor Bolt 286 Nos Gr. 8.8 UNBRAKO As per QAP

END Plate 60 nos IS-2062, 2006, E410 .Fe540 Suprime Reference: QAPmachining Industry

Howrah

Protective coating 1870.000 Abrasive copper blasting, Reference: QAPEpoxy zinc rich Primer, MIO,Polyslloxan paint – Total DFT -320 microns.

78


comparision of recommendations (CIP, fib, PTI)

LIST OF MAIN BRIDGE DRAWINGSCORROSION PROTECTION

79

Details Drawing RevNo. 'R’

LIST OF DRAWING 2011019/SP/S-L0D A

GENERAL NOTES 2011019/SP/S-001 A

GENERAL ARRANGEMENT R.O.B 2011019/SP/S-1101 C

SECTIONAL DETAIL OF R.O.B 2011019/SP/S-1102 D

DETAIL OF CENTREPLANE OF CABLE 2011019/SP/S-1103 B

DETAIL OF SIDE PLANE OF CABLE 2011019/SP/S-1104 B

SECTION SHOWINGPANEL ARRANGEMENT 2011019/SP/S-1105 A

NODAL POINT LOCATION OF CABLE 2011019/SP/S-1106 A

PRECHAMBER & DEFLECTIONSTAGEWISE -SIDE PLANE OFCABLE 2011019/SP/S-1107 A

PRECHAMBER & DEFLECTIONSTAGEWISE -CENTRAL PLANEOF CABLE 2011019/SP/S-1108 A

DETAIL OF PILE 2011019/SP/S-1201 A

G.A & R.C DETAIL FOR PILE CAPAT PYLON 2011019/SP/S-1202 C

G.A & R.C DETAIL FOR PILE CAPAT CP2 2011019/SP/S-1203 C


G.A & R.C DETAIL FORCONCRETE PYLON 2011019/SP/S-1205 B

G.A & R.C DETAIL FOR CP1 2011019/SP/S-1206 B


BASE PLATE DETAIL UNDERCENTRAL PYLON 2011019/SP/S-1301 C

BASE PLATE DETAIL UNDERSIDE PYLON 2011019/SP/S-1302 C

TYPICAL CONNECTION DETAIL 2011019/SP/S-1401 E

CONNECTION OF CABLE WITHMG1-31 STRANDS 2011019/SP/S-1402 C

CONNECTION OF CABLE WITHMG1-22 STRANDS 2011019/SP/S-1403 D

CONNECTION OF TOP TIE &PYLON HEAD 2011019/SP/S-1404 A



ANCHORAGE OF CABLE WITHBEAM 2500 X 1800 2011019/SP/S-1407 F


CONNECTION OF MG1 WITHR.C.C BEAM 2500 X 1800 2011019/SP/S-1409 C


TYPICAL ANCHORAGE OFCABLE AT CENTRAL PYLON 2011019/SP/S-1411 G

TYPICAL ANCHORAGE OF CABLEAT SIDE PYLON 2011019/SP/S-1412 H

RC DETAIL OF 2500 X 1800 BEAM 2011019/SP/S-1501 B


RE DETAIL OF BEAM 250 SLAB 2011019/SP/S-1503 D

RC DETAIL OF 750 THICK SLAB 2011019/SP/S-1504 B

RC DETAIL 250 THICK SLABFOR PANEL 0 & 1 2011019/SP/S-1505 A

SPLICING DETAIL FORCENTRE PYLON 2011019/SP/S-1601 C

SPLICING DETAIL FOR SIDE PYLON 2011019/SP/S-1602 C

BEARING DETAIL 2011019/SP/S-1701 B

DETAIL OF PARAPET &CRASH BARIER 2011019/SP/S-1702 B

DETAILS OF DRAINAGE SPOUT(SH. 1 OF 3) 2011019/SP/S-1703 A



LIGHTNING CONDUCTORDETAIL FOR R.O.B 2011019/SP/S-1704 A

DETAILS OF EXPANSION JOINT 2011019/SP/S-1705 A

CONSTRUCTION-1 2011019/SP/S-1801 A


CIP - French Interministerial Commission on Prestressing, fib - Fédération internationale du béton, PTI - Post-Tensioning Institute

78


comparision of recommendations (CIP, fib, PTI)

LIST OF MAIN BRIDGE DRAWINGSCORROSION PROTECTION

79

Details Drawing RevNo. 'R’

LIST OF DRAWING 2011019/SP/S-L0D A

GENERAL NOTES 2011019/SP/S-001 A

GENERAL ARRANGEMENT R.O.B 2011019/SP/S-1101 C

SECTIONAL DETAIL OF R.O.B 2011019/SP/S-1102 D

DETAIL OF CENTREPLANE OF CABLE 2011019/SP/S-1103 B

DETAIL OF SIDE PLANE OF CABLE 2011019/SP/S-1104 B

SECTION SHOWINGPANEL ARRANGEMENT 2011019/SP/S-1105 A

NODAL POINT LOCATION OF CABLE 2011019/SP/S-1106 A

PRECHAMBER & DEFLECTIONSTAGEWISE -SIDE PLANE OFCABLE 2011019/SP/S-1107 A

PRECHAMBER & DEFLECTIONSTAGEWISE -CENTRAL PLANEOF CABLE 2011019/SP/S-1108 A

DETAIL OF PILE 2011019/SP/S-1201 A

G.A & R.C DETAIL FOR PILE CAPAT PYLON 2011019/SP/S-1202 C



G.A & R.C DETAIL FORCONCRETE PYLON 2011019/SP/S-1205 B



BASE PLATE DETAIL UNDERCENTRAL PYLON 2011019/SP/S-1301 C

BASE PLATE DETAIL UNDERSIDE PYLON 2011019/SP/S-1302 C

TYPICAL CONNECTION DETAIL 2011019/SP/S-1401 E

CONNECTION OF CABLE WITHMG1-31 STRANDS 2011019/SP/S-1402 C


CONNECTION OF TOP TIE &PYLON HEAD 2011019/SP/S-1404 A







TYPICAL ANCHORAGE OFCABLE AT CENTRAL PYLON 2011019/SP/S-1411 G

TYPICAL ANCHORAGE OF CABLEAT SIDE PYLON 2011019/SP/S-1412 H



RE DETAIL OF BEAM 250 SLAB 2011019/SP/S-1503 D

RC DETAIL OF 750 THICK SLAB 2011019/SP/S-1504 B

RC DETAIL 250 THICK SLABFOR PANEL 0 & 1 2011019/SP/S-1505 A

SPLICING DETAIL FORCENTRE PYLON 2011019/SP/S-1601 C

SPLICING DETAIL FOR SIDE PYLON 2011019/SP/S-1602 C

BEARING DETAIL 2011019/SP/S-1701 B

DETAIL OF PARAPET &CRASH BARIER 2011019/SP/S-1702 B




LIGHTNING CONDUCTORDETAIL FOR R.O.B 2011019/SP/S-1704 A

DETAILS OF EXPANSION JOINT 2011019/SP/S-1705 A



CIP - French Interministerial Commission on Prestressing, fib - Fédération internationale du béton, PTI - Post-Tensioning Institute

80 81


LIST OF SHOP DRAWINGSDetails Drawing Rev

No. 'R’

Detail of Central Pylon mkd.PL1/Part-1 (Sh 1 of 2) 9419/E/DD-101 R-5

Detail of Central Pylon mkd.PL1/Part-1 & B.O.M (Sh 2 of 2) 9419/E/DD-101 R-5

Detail of Side Pylon mkd. PL2/1(Sh 1 of 2) 9419/E/DD-102 R-5

Detail of Side Pylon mkd.PL2/Part-1 & B.O.M (Sh 2 of 2) 9419/E/DD-102 R-5

Detail of Cross Girder 9419/E/DD-103 R-7

Splice location & Marking elevationof pylon MKD. PL1, Pl2,longitudinal beam MKD MG1, Mg2,Cross Girder MKD CG1 9419/E/DD-104 R-4

Details of M30 Anchor Bolts 9419/E/DD-105 R-4

Detail of Central Pylon MKD.PL1/2,PL1/3,PL1/4,PL1/6,PL1/7(SH 1 OF 3) 9419/E/DD-108 R-6

Detail of Central Pylon MKD.PL1/2,PL1/3,PL1/4,PL1/6,PL1/7 B.O.M(SH 2 OF 3) 9419/E/DD-108 R-6


Detail of main Girder MKD.MG2/2(SH 1 of 2) 9419/E/DD-109 R-6

Detail of Plate for MG2/2 (SH 2 of 2) 9419/E/DD-109 R-2

Detail of Main Girder Mkd MG1/2 &2X (Sh 1 of 2) 9419/E/DD-110 R-4

Detail of Plate for MG1/(2)to MG1 /(2X) (Sh 2 of 2) 9419/E/DD-110 R-2

Detail of Main Girder MkdMG2/1 (Sh 1 of 2) 9419/E/DD-111 R-3

Detail of Plate Mkd. MG2/(1)(Sh 2 of 2) 9419/E/DD-111 R-1

Detail of Main Girder MKD.MG2/1A (SH 1 of 2) 9419/E/DD-112 R-4

Detail of Plate Mkd. MG2/(1A)(Sh 2 of 2) 9419/E/DD-112 R-2


Detail of Plate Mkd MG1/1 &1X (Sh 2 of 2) 9419/E/DD-113 R-1

Detail of Main Girder Mkd MG1/1A& 1AX (Sh 1 of 2) 9419/E/DD-114 R-6

Detail of Plate Mkd MG1/1A &1AX (Sh 2 of 2) 9419/E/DD-114 R-2

Detail of Main Girder Mkd MG2/3(Sh 1 of 2) 9419/E/DD-115 R-3

Detail of Plate Mkd MG2/3(Sh 2 of 2) 9419/E/DD-115 R-1



Detail of main Girder MKD. MG2/5(Sh 1 of 2) 9419/E/DD-117 R-2










Details of Main Girder MKD MG2/10(Sh 1 of 2) 9419/E/DD-122 R1



Detail of Plate Mkd MG1/3 &MG1/(3X) (Sh 2 of 2) 9419/E/DD-123 R-1

Detail of Main Girder MKD. MG1/4& MG1/4X (Sh 1 of 2) 9419/E/DD-124 R-3


Detail of main Girder MKD. MG1/5& MG1/5X (Sh 1 of 2) 9419/E/DD-125 R-2

Detail of main Girder MKD.MG1/5 & MG1/5X (Sh 2 of 2) 9419/E/DD-125 R-0









Details of Main Girder MKDMG1/10 and 1/10X (Sh 1 of 2) 9419/E/DD-130 R-1

Details of Main Girder MKD MG1/10and 1/10X (Sh 2 of 2) 9419/E/DD-130 R-1

Detail of Central Pylon MKD. PL1/5(Sh 1 of 3) 9419/E/DD-131 R-3

Detail of Central Pylon MKD. PL1/5& B.O.M (Sh 2 of 3) 9419/E/DD-131 R-3







Detail of Central Pylon MKD.PL1/10 (Sh 1 of 3) 9419/E/DD-134 R-2

Detail of Central Pylon MKD.PL1/10 & B.O.M (Sh 2 of 3) 9419/E/DD-134 R-2


Detail of Side Pylon MKD. PL2/2,PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8(SH 1 OF 3) 9419/E/DD-135 R-6

Detail of Side Pylon MKD. PL2/2,PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8& B.O.M (SH 2 OF 3) 9419/E/DD-135 R-6

Detail of Side Pylon MKD. PL2/2,PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8(SH3 OF 3) 9419/E/DD-135 R-5

Detail of Side Pylon MKD. PL2/5 &PL2/5A (Sh 1 of 3) 9419/E/DD-136 R-3

Detail of Side Pylon MKD. PL2/5 &PL2/5A & B.O.M (Sh 2 of 3) 9419/E/DD-136 R-3





Detail of Side Pylon MKD. PL2/10(Sh 1 of 3) 9419/E/DD-138 R-2

Detail of Side Pylon MKD. PL2/10& B.O.M (Sh 2 of 3) 9419/E/DD-138 R-2


Detail of Tie Beam MKD. PTB-1, 1Xand PTB-2, 2X & B.O.M (Sh 1 of 2) 9419/E/DD-139 R-2


Cable Anchorage detail of centralgirder Mkd. MG2(11) to (16),(Sh 1 of 2) 9419/E/DD-140 R-0








Profile elevation of central pylonand main Girder 9419/E/DD-144 R-1

Profile elevation of side pylon andmain Girder 9419/E/DD-145 R-1

Detail of Formwork tube for centralpylon MKD PL1/11,13,15,17,19,21,23,25,27 & BOM 9419/E/DD-146 R-1


Detail of Formwork tube for sidePylon MKD PL2/11 to 28 (Sh 1 of 2) 9419/E/DD-148 R-1

Detail of Formwork tube for sidePylon MKD PL2/11 to 28 & BOM(Sh 2 of 2) 9419/E/DD-148 R-0

80 81


LIST OF SHOP DRAWINGSDetails Drawing Rev

No. 'R’

Detail of Central Pylon mkd.PL1/Part-1 (Sh 1 of 2) 9419/E/DD-101 R-5

Detail of Central Pylon mkd.PL1/Part-1 & B.O.M (Sh 2 of 2) 9419/E/DD-101 R-5

Detail of Side Pylon mkd. PL2/1(Sh 1 of 2) 9419/E/DD-102 R-5

Detail of Side Pylon mkd.PL2/Part-1 & B.O.M (Sh 2 of 2) 9419/E/DD-102 R-5

Detail of Cross Girder 9419/E/DD-103 R-7

Splice location & Marking elevationof pylon MKD. PL1, Pl2,longitudinal beam MKD MG1, Mg2,Cross Girder MKD CG1 9419/E/DD-104 R-4

Details of M30 Anchor Bolts 9419/E/DD-105 R-4

Detail of Central Pylon MKD.PL1/2,PL1/3,PL1/4,PL1/6,PL1/7(SH 1 OF 3) 9419/E/DD-108 R-6



Detail of main Girder MKD.MG2/2(SH 1 of 2) 9419/E/DD-109 R-6

Detail of Plate for MG2/2 (SH 2 of 2) 9419/E/DD-109 R-2


Detail of Plate for MG1/(2)to MG1 /(2X) (Sh 2 of 2) 9419/E/DD-110 R-2

Detail of Main Girder MkdMG2/1 (Sh 1 of 2) 9419/E/DD-111 R-3

Detail of Plate Mkd. MG2/(1)(Sh 2 of 2) 9419/E/DD-111 R-1

Detail of Main Girder MKD.MG2/1A (SH 1 of 2) 9419/E/DD-112 R-4

Detail of Plate Mkd. MG2/(1A)(Sh 2 of 2) 9419/E/DD-112 R-2


Detail of Plate Mkd MG1/1 &1X (Sh 2 of 2) 9419/E/DD-113 R-1

Detail of Main Girder Mkd MG1/1A& 1AX (Sh 1 of 2) 9419/E/DD-114 R-6

Detail of Plate Mkd MG1/1A &1AX (Sh 2 of 2) 9419/E/DD-114 R-2


















Detail of Plate Mkd MG1/3 &MG1/(3X) (Sh 2 of 2) 9419/E/DD-123 R-1













Details of Main Girder MKDMG1/10 and 1/10X (Sh 1 of 2) 9419/E/DD-130 R-1

Details of Main Girder MKD MG1/10and 1/10X (Sh 2 of 2) 9419/E/DD-130 R-1










Detail of Central Pylon MKD.PL1/10 & B.O.M (Sh 2 of 3) 9419/E/DD-134 R-2


Detail of Side Pylon MKD. PL2/2,PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8(SH 1 OF 3) 9419/E/DD-135 R-6

Detail of Side Pylon MKD. PL2/2,PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8& B.O.M (SH 2 OF 3) 9419/E/DD-135 R-6

Detail of Side Pylon MKD. PL2/2,PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8(SH3 OF 3) 9419/E/DD-135 R-5








Detail of Side Pylon MKD. PL2/10& B.O.M (Sh 2 of 3) 9419/E/DD-138 R-2












Profile elevation of central pylonand main Girder 9419/E/DD-144 R-1

Profile elevation of side pylon andmain Girder 9419/E/DD-145 R-1



Detail of Formwork tube for sidePylon MKD PL2/11 to 28 (Sh 1 of 2) 9419/E/DD-148 R-1

Detail of Formwork tube for sidePylon MKD PL2/11 to 28 & BOM(Sh 2 of 2) 9419/E/DD-148 R-0

82 83

Dr. Prem Krishna, Former Prof. IIT RoorkeeSite Inspection and Guidance by


Site visit of Chairman & Managing Director, RVNL

82 83

Dr. Prem Krishna, Former Prof. IIT RoorkeeSite Inspection and Guidance by


Site visit of Chairman & Managing Director, RVNL

Site visit of FINANCIAL COMMISSIONER, RAILWAYS

84 85


Shri R.R.Jaruhar, Former ME, Railway BoardSite Inspection and Guidance by

Site visit of FINANCIAL COMMISSIONER, RAILWAYS

84 85


Shri R.R.Jaruhar, Former ME, Railway BoardSite Inspection and Guidance by

Site visit by our team


86 87

Safety First Helmet Must

Site visit by our team


86 87

Safety First Helmet Must

88 89


Site visit by GM, CAO, CBE, DRM visit of about 30 IRSEProbationers - gettingacquanted with themodern constructiontechnique ofCable Stayed Bridge

(Training to IRSE Probationers is equally important)

88 89


Site visit by GM, CAO, CBE, DRM visit of about 30 IRSEProbationers - gettingacquanted with themodern constructiontechnique ofCable Stayed Bridge

(Training to IRSE Probationers is equally important)

90 91


THERECTION OF 10 AND last PANEL in march 2016

the team

RVNL Railway Comissioner ofrailway safety, E. circle

Shri Rajesh Prasad, Chief Project Manager/M

Shri S. K. Srivastav, GGM (Electrical –II)

Shri H. K. Sahu, GM (Finance)

Shri H. Singh, then AGM/P/RVNL/KOL

Shri P. K. Mukherjee, JGM/Civil

Shri B. K. Roy, JGM/Mech.

Shri B. K. Chattopadhyay, JGM/Fin.

Shri R. P. Vyas, CBE/E.Rly

Shri R. Badri Narayan, DRM/HWH

Shri R. Gupta, Sr. DEN/Cord.

Shri D. Dasgupta, then Dy. CE/DW

Shri Sujit Kumar, Dy. CE/DW

Shri U. S. Mandal, Sr. DOM/G

Shri N. Bansal, Sr. DOM

Shri A. Jain, Sr. DEN-II/HWH

Shri R. P. Yadav, then CRS

Shri P. K. Bajpai, then CRS

Shri P. K. Acharya, CRS

The work was executed under continuous guidance and support of Shri R. R. Jaruhar, former ME, Rly. Board, Dr. Prem

Krishna, former Prof. IIT Roorkee, Shri R. K. Gupta, former GM/E.Rly, Shri Satish Agnihotri, CMD/RVNL, Shri Vijay

Anand, Director Projects/RVNL and Shri Surendra Kumar, ED/HQ/RVNL.

Officials Associated

90 91


THERECTION OF 10 AND last PANEL in march 2016

the team

RVNL Railway Comissioner ofrailway safety, E. circle

Shri Rajesh Prasad, Chief Project Manager/M

Shri S. K. Srivastav, GGM (Electrical –II)

Shri H. K. Sahu, GM (Finance)

Shri H. Singh, then AGM/P/RVNL/KOL

Shri P. K. Mukherjee, JGM/Civil

Shri B. K. Roy, JGM/Mech.

Shri B. K. Chattopadhyay, JGM/Fin.

Shri R. P. Vyas, CBE/E.Rly

Shri R. Badri Narayan, DRM/HWH

Shri R. Gupta, Sr. DEN/Cord.

Shri D. Dasgupta, then Dy. CE/DW

Shri Sujit Kumar, Dy. CE/DW

Shri U. S. Mandal, Sr. DOM/G

Shri N. Bansal, Sr. DOM

Shri A. Jain, Sr. DEN-II/HWH

Shri R. P. Yadav, then CRS

Shri P. K. Bajpai, then CRS

Shri P. K. Acharya, CRS

The work was executed under continuous guidance and support of Shri R. R. Jaruhar, former ME, Rly. Board, Dr. Prem

Krishna, former Prof. IIT Roorkee, Shri R. K. Gupta, former GM/E.Rly, Shri Satish Agnihotri, CMD/RVNL, Shri Vijay

Anand, Director Projects/RVNL and Shri Surendra Kumar, ED/HQ/RVNL.

Officials Associated

92 93


92 93


94 95


94 95


96 97


96 97


98 99

Also recorded by CRS: Overall, the construction work is being executed in a professional and competent manner, with

high degree of quality control, safety measures and detailed micro-planning of all activities. Prior to undertaking any key

activity, detailed method statement is planned and trial runs are carried out.

Observation: A good quality work with a very meticulous planning has been done and it is really praiseworthy to find that

the traffic and power blocks planned have been sanctioned, availed and cancelled in time.


inspection bycrs/easterncircle

98 99

Also recorded by CRS: Overall, the construction work is being executed in a professional and competent manner, with

high degree of quality control, safety measures and detailed micro-planning of all activities. Prior to undertaking any key

activity, detailed method statement is planned and trial runs are carried out.

Observation: A good quality work with a very meticulous planning has been done and it is really praiseworthy to find that

the traffic and power blocks planned have been sanctioned, availed and cancelled in time.


inspection bycrs/easterncircle


There is a very famous saying by Mr. Jim Rohn which I quote – “You must either modify your dreams or magnify your

skills”. Today, on completion of the erection of cable stayed bridge over Barddhaman yard, this quote has got a lot of

impact in implementation of the said project. When RVNL was mandated for execution of cable stayed bridge at

Barddhaman, nobody was aware as to how to proceed and implement the said project. In order to achieve grand success,

the entire team of RVNL made a vision and at the same time over a period of time the team became more skillful for

implementation of a sophisticated and a truly engineering project like this.

RVNL is a very effective and output oriented organization. One of the mission of RVNL is creating a state of art in rail

transport capacity to meet the growing demand. Construction of cable stayed bridge though is related to safety work but

it's role is also to remove the bottlenecks of existing distressed two lane ROB at Barddhaman yard. This bridge will make

future provision for yard remodeling, extension/ provision of new platform. The bridge spans through a large expanse of a

space over the busy yard and this looks so majestic.

A lot of innovative skills and planning were made for implementation of the said project. Besides the existing agency, M/s

Freyssinet was the specialized sub-contractor, M/s CES (JACOBs) was the Detailed Design Consultant as well as the

Project Management Consultant, IIT/Roorkee had worked as proof consultant. In order to validate the design, wind

tunnel test was physically carried out by CRRI. The entire execution was done over a very busy yard comprising of 10

Nos. of tracks and 8 Nos. of platforms. A detailed planning was made spreading over a period of more than 200 days and

requiring track and power block on specified days. All the traffic and power blocks sought were sanctioned, availed at site

and more importantly cancelled in or before time. As planned to be completed by February, 2016, the work has been

physically completed on 29.02.2016. CRS/Eastern Circle, COM/Eastern Railway, CBE/Eastern Railway, DRM/Howrah

all have communicated the appreciations and complimented the efforts made by RVNL team. CRS has categorically

commented about the quality and safety standards followed for implementation of the said project. The entire team

comprising of the Designers, Agency, RVNL officials, blessings of Corporate Office ensured a very successful

implementation and new platform is now being created in the construction organization of RVNL and Railways.

CMD/RVNL, DP, DF, DPE, DO, ED/HQ at corporate office have always motivated encouraged and also guided for

successful completion of this prestigious project.

Each of the team members was getting motivated during the various co-ordination meetings for the success being

achieved and this reminds me of an another important saying by Mr. Dwight D. which I quote – “Motivation is the art of

getting people to do what you want them to do because they want to do it.”

Rajesh Prasad, IRSE


& Group General Manager

Rajesh PrasadKolkata

Kolkata Project Implementation Unit

What You Lack In Talent Can Be Made Up With Desire, Hustle And Giving 110% All The Time.

Creativity Is Intelligence Having Fun.

- Don Zimmer

- Albert Einstein

If You Are Working On Something That You Really Care About, You Don't Have To Be

Pushed. The Vision Pulls You.- Steve Jobs

Failure Will Never Overtake Me If My Determination To Succeed Is Strong Enough.

- Og Mandino

Knowing Is Not Enough; We Must Apply. Wishing Is Not Enough; We Must Do.

- Johann Wolfgang Von Goethe

The Future Belongs To The Competent. Get Good, Get Better, Be The Best!

- Brian Tracy

Mantras for Success

“ Purity, patience, and perseverance are the three

essentials to success, and above all, love.

- Swami Vivekananda

Glory lies in the attempt to reachone's goal and not in reaching it.

- Mahatma Gandhi

Disclaimer :- Although the editor and publisher have made every effort to ensure that the information in this Book is correct and accurate, the editor and publisher do not assume and hereby disclaim any liability to any party for any loss, damages, or disruption caused by errors or omissions, whether such errors or omissions result from negligence, accident or any other cause.

RVNL has used information and data furnished by various sources for the purpose of providing the service. RVNL in good faith, believes such information and data to be reliable. However, it shall not be responsible for, and shall not provide any assurance regarding the accuracy and/or comprehensiveness of any such information or data. RVNL does not accept any responsibility or liability

for the projections, or any losses that any person or company may incur as result of reliance on the data and information.

(A Government of India Enterprise)


There is a very famous saying by Mr. Jim Rohn which I quote – “You must either modify your dreams or magnify your

skills”. Today, on completion of the erection of cable stayed bridge over Barddhaman yard, this quote has got a lot of

impact in implementation of the said project. When RVNL was mandated for execution of cable stayed bridge at

Barddhaman, nobody was aware as to how to proceed and implement the said project. In order to achieve grand success,

the entire team of RVNL made a vision and at the same time over a period of time the team became more skillful for

implementation of a sophisticated and a truly engineering project like this.

RVNL is a very effective and output oriented organization. One of the mission of RVNL is creating a state of art in rail

transport capacity to meet the growing demand. Construction of cable stayed bridge though is related to safety work but

it's role is also to remove the bottlenecks of existing distressed two lane ROB at Barddhaman yard. This bridge will make

future provision for yard remodeling, extension/ provision of new platform. The bridge spans through a large expanse of a

space over the busy yard and this looks so majestic.

A lot of innovative skills and planning were made for implementation of the said project. Besides the existing agency, M/s

Freyssinet was the specialized sub-contractor, M/s CES (JACOBs) was the Detailed Design Consultant as well as the

Project Management Consultant, IIT/Roorkee had worked as proof consultant. In order to validate the design, wind

tunnel test was physically carried out by CRRI. The entire execution was done over a very busy yard comprising of 10

Nos. of tracks and 8 Nos. of platforms. A detailed planning was made spreading over a period of more than 200 days and

requiring track and power block on specified days. All the traffic and power blocks sought were sanctioned, availed at site

and more importantly cancelled in or before time. As planned to be completed by February, 2016, the work has been

physically completed on 29.02.2016. CRS/Eastern Circle, COM/Eastern Railway, CBE/Eastern Railway, DRM/Howrah

all have communicated the appreciations and complimented the efforts made by RVNL team. CRS has categorically

commented about the quality and safety standards followed for implementation of the said project. The entire team

comprising of the Designers, Agency, RVNL officials, blessings of Corporate Office ensured a very successful

implementation and new platform is now being created in the construction organization of RVNL and Railways.

CMD/RVNL, DP, DF, DPE, DO, ED/HQ at corporate office have always motivated encouraged and also guided for

successful completion of this prestigious project.

Each of the team members was getting motivated during the various co-ordination meetings for the success being

achieved and this reminds me of an another important saying by Mr. Dwight D. which I quote – “Motivation is the art of

getting people to do what you want them to do because they want to do it.”

Rajesh Prasad, IRSE


& Group General Manager

Rajesh PrasadKolkata

Kolkata Project Implementation Unit

What You Lack In Talent Can Be Made Up With Desire, Hustle And Giving 110% All The Time.

Creativity Is Intelligence Having Fun.

- Don Zimmer

- Albert Einstein

If You Are Working On Something That You Really Care About, You Don't Have To Be

Pushed. The Vision Pulls You.- Steve Jobs

Failure Will Never Overtake Me If My Determination To Succeed Is Strong Enough.

- Og Mandino

Knowing Is Not Enough; We Must Apply. Wishing Is Not Enough; We Must Do.

- Johann Wolfgang Von Goethe

The Future Belongs To The Competent. Get Good, Get Better, Be The Best!

- Brian Tracy

Mantras for Success

“ Purity, patience, and perseverance are the three

essentials to success, and above all, love.

- Swami Vivekananda

Glory lies in the attempt to reachone's goal and not in reaching it.

- Mahatma Gandhi

Disclaimer :- Although the editor and publisher have made every effort to ensure that the information in this Book is correct and accurate, the editor and publisher do not assume and hereby disclaim any liability to any party for any loss, damages, or disruption caused by errors or omissions, whether such errors or omissions result from negligence, accident or any other cause.

RVNL has used information and data furnished by various sources for the purpose of providing the service. RVNL in good faith, believes such information and data to be reliable. However, it shall not be responsible for, and shall not provide any assurance regarding the accuracy and/or comprehensiveness of any such information or data. RVNL does not accept any responsibility or liability

for the projections, or any losses that any person or company may incur as result of reliance on the data and information.

(A Government of India Enterprise)

AT BARDDHAMAN

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STAYING WITH CABLES -A MODERN CONSTRUCTIONIN NEW ERAFOUR-LANE CABLE STAYED ROBI slept and dreamt that life was joy.

I awoke and saw that life was service.

I acted and behold, service was joy.

Project on Four Lane Cable Stayed Bridge has been conceived, planned and

implemented by RVNL Kolkata PIU - Chief Project Manager (M)'s unit. This hand book

cum Coffee table book titled – ‘Staying with Cables – A modern construction in new era’

has been compiled and authored by Rajesh Prasad, IRSE, Chief Project Manager (M)

cum Group General Manager, RVNL, Kolkata with the help of Satyajeet Paul, Computer

Assistant, RVNL Kolkata.

Date post:	14-Apr-2017
Category:	Engineering
Upload:	rajesh-prasad
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