Uses of Larsa 4 d and Lusas 4 D models for Implementation of Cable Stayed Bridge

Uses of LARSA - 4D & LUSAS - 4D models and
other innovative ideas for fast track
implementation of Cable Stayed Bridge
Rajesh Prasad
Executive Director (Metro), RVNL

“First, have a definite, clear practical ideal;
A Goal, An Objective.
Second, have the necessary means to
achieve your ends; wisdom, money,
materials, and methods.
Third, adjust all your means to that end.”
Thought .....
~ Aristotle

CABLE STAYED BRIDGE – few facts
Engineers constructed the first pure cable-
stayed bridges in Europe following the close
of World War II, but the basic design dates
back to the 16th century.
Today, cable-stayed bridges are a popular
choice.
They require less steel cable, are faster to
build and incorporate more precast
concrete/steel sections.

SOME OF THE WORLD WIDE CABLE STAYED BRIDGES
Image Name
Span
metre
No. of
pylons
Year
comp
Country
Russky Bridge 1104 m 2 2012 Russia
Sutong Yangtze River
Bridge
1088 m 2 2008 China
Stonecutters Bridge 1018 m 2 2009 China
Edong Yangtze River
Bridge
926 m 2 2010 China
Tatara Bridge 890 m 2 1999 Japan
Pont de Normandie 856 m 2 1995 France
Millau Bridge 342 m 2 2004 France

• Length : 825 m
• Longest Span 457m
• 28.6 m width – 8 lane traffic
• Post tensioned concrete box girders
• Steel pylon
Vidyasagar Setu, Kolkata

Rajiv Gandhi Sea Link, Mumbai
(Bandra Worli Sea Link)
• Cable Stayed Main Bay.
• Concrete – steel precast segment at either end.
• Length 5.6 Kms.
• Longest Span 2 x 250m
• Commissioned in 2009.

• No. of Lanes : 8
• Main Span 250 m
• Pylon height 165 m.
• Under Construction (Construction Started in 2007)
Signature Bridge, Delhi

4-LANE CABLE STAYED BRIDGE , BARDDHAMAN

Tension
Compression
CABLE STAYED BRIDGE
Basic Principle :- Pylon
Stay Cables

Suspension bridge
Cable-Stayed bridge, FAN design
CABLE-STAYED BRIDGE
Cable-Stayed bridge, HARP design

Cable Stayed
Bridge
Suspension
Bridge
 No. of Towers Any Restricted to 2
 Requirements of
Cable < 1000 m
Less More
 Stiffness Higher Lesser
 Deflection Lesser Higher
 Construction time Lesser Higher

Benaras Bridge, Howrah
Many such bridges (ROBs) in Indian Railway exist….

Barddhaman Yard - occupied with piers, arches and
future yard remodeling not possible.

“I think having land and not ruining
it is the most beautiful art that
anybody could ever want to own.”
— Andy Warhol
Importance of Land Mass

4-lane Cable Stayed ROB at Barddhaman

VIEW OF MODEL OF BARDDHAMAN CABLE STAYED BRIDGE
After completion

July 2012 when commencement started….

 Clear Span(ABT to ABT): 184.428m
 Main span length : 124.163 m
 Side span length : 64.536 m
 No of cable planes : 3
 Type of cable in main span : Harp pattern
 No. of cables in main span : 9 per plane
 No. of cable per side span : 9 per plane
 Spacing between cables in main span : 12 m
 Spacing between the cables in side span : 6.881 m
 Hight of pylon : 62.329 m
 Clearance above rail track: 6.5 m
 Maximum height of road surface from rail track
level: 7.5 M
 (Road surface to bottommost part of superstructure
= 1 m)
BARDDHAMAN CABLE STAYED BRIDGE DETAILS

 Group-A/ Rajdhani Route
 8 Nos of Platforms
 Busy Yard with 10 BG tracks
 Completely Electrified Section
 Restricted height in approach.
 Connected to GT Road on One SIDE WITH
TWO APPROACH ARMS
 Connected to KATWA-KALNA Road on the
Other Side with Two Approach Arms.
 Busy approach in City.
CHALLENGES ENCOUNTERED…

• Height of Pylon Towers : 62.329 M
• No of Pylon Towers : 03 nos.
• Total no of Segments in each pylon : 10 nos.
• Maximum weight of pylon segment : 30 MT(Approx)
(Pylon segments erected by Tower Crane)
• Capacity of Tower Crane : 32 MT at 19 M Arm.
IMPORTANT FEATURES OF DECK AND PYLON ERECTION

• Length of Cantilever deck : 124.163 Mtr.
• No. of Segment in deck : 11 nos. (1 Segment ~ 12 M)
• Deck Segments erected by special type of D.E.C.
• Capacity of D.E.C : About 75 MT
• Approximate time required for Launching main
span – 1 SEGMENT - 27 Days

• Height of the pylon - dictated by stability
analysis & 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. 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 fixed as 54.768m. Box - 2.5MX2.0M box
STRUCTURAL DESIGN

• The deck is supported by three planes of
cables in a harp shaped arrangement. Each
harp of cables anchored to the pylon at
one end, and at longitudinal girders
running along the deck. The deck to
abutment connection for the minor span is
a fixed connection while the main span has
Pot cum PTFE Bearings at abutment.
• The main span is 123.893m composite
steel with 250mm concrete deck.
STRUCTURAL DESIGN

• The main span of the bridge is divided into
longitudinal segments- 8nos. of 12m, 1 no. of
10.63m and 1 no. of 10m, 2nos. of 4m each(first
one being of concrete cast with main span).
• The minor span (back span) is 64.536m made
of RCC with 750MM RCC deck and three
longitudinal beams (Girders) supporting the
concrete deck slab cast monolithically.
• Parallel strand HT cables (15.7mm dia-7 wire
strand) were used for the bridge.
STRUCTURAL DESIGN

Pile = 62 nos.1.5 m diameter 35m/25 m long pile (M 35
concrete)
Pile Cap = 28.9 m x 6.7 m for CP1
37.9 m x 10.9 m for pylon
28.9 m x 10.9 m for CP2 (each 2.5 m high)
Pier = 27.9 m x 4 m for CP1
28.2 m x 2.5 m for pylon
28.2 m x 2 m for CP2 (each 7 m high)
Pylon = 3 Nos 2 m x 2.5 m x 54.76 m steel pylon above deck
Back Span deck = 2 Nos. 68.26 m x 10.35 m x 0.75 m deck slab with
one no. 68.26 m x 2.50 m x 2 m RC beam and two no.
68.26 m x 2.5 m x 1.8 m RC beam
Steel Deck = 1 No. 120.16 m x 2 m x 1.21 m (MG-2)
2 Nos. 120.16 m x 2 m x 0.69 m (MG1)
60 nos. 10.85 m x 0.45 m (CG1)
2 nos. 120.16 m x 12.85 m x 0.25 m thick RCC deck
slab.
SALIENT QUANTITIES FOR CABLE STAYED BRIDGE

Stay Cables = 180 MT
Reinforcement: = 1298 MT
Structural Steel
(E410)
= 1881 MT
Structural Steel
(E250)
= 280 MT
Concrete M50 Grade: = 1752 Cum for piers, RC
beams, deck slabs
Concrete M60 Grade = 60 Cum for pedestals
SALIENT QUANTITIES FOR CABLE STAYED BRIDGE

• Height of Steel Pylons : 54.768 M
• No. of Pylons : 03 nos.
• Total no. of Segments in Each Pylon : 10 nos.
• Maximum weight of pylon segment : 30 MT (Approx)
• Pylon segment will be erected by Tower Crane
• Capacity of Tower Crane : 32 MT at 19M Arm.

• Length of Cantilever deck : 124.163 Mtr.
• No. of Segment in deck : 11 nos. (1 Segment ~ 12 M)
• Deck Segments erected by DEC
• Capacity of DEC : About 75 MT
• Approximate time required for Launching main
span 27 Days cycle.
Important Features of Deck and Pylon Erection

Uses of Larsa 4 d and Lusas 4 D models for Implementation of Cable Stayed Bridge

• LARSA 4D model for design
• Wind tunnel test
• Use of precast RCC slabs to avoid scaffolding on deck
• Composite structures for easier construction
• Monolithic Back Span
• Durable painting by epoxy based paint of Akzonobel
• Erection scheme
• LUSAS model for Construction Stage Analysis
• Geometry Control during execution.
FEATURES

• Develops and uses advanced software for the analysis
and design of bridges and structures based on the finite
element method.
• LARSA 4D bridge series – recognised as premier
software with innovative tools and simulation models.
LARSA 4D
LARSA LARSA 98 LARSA LARSA 4D
1980’s 1990’s 2000’s 2010

In Larsa 4D these construction stages are simulated
so as to get more realistic analysis. As cable elements
have been used which are nonlinear in nature,
nonlinear analysis is carried out at each stage. The
initial structure has been kept with a pre-camber
such that after complete construction, the deflection
brings the structure to desired finish level.
Fundamental period of vibration of the structure is
calculated by creating a 3D model of the structure and
carrying out its modal analysis in STAAD Pro V8i/
Midas Civil/ Larsa4D.

i) Single lane of 70R or Two lane of 70R wheeled
OR
ii) Single lane of 70R or Two lane of 70R Tracked
OR
iii) Two lane class-A or four lane class-A , whichever governs
Impact factor has been calculated based on figure 5 of IRC-6 2010. For
steel bridges above 45m it is recommended to take a value 15.4%.
Live Loading

IRC-06 2010
For live load analysis linear model has been created by replacing cable
elements with truss elements. At the end of analysis it is ensured that all
the cable are in net tension.
Live Load Analysis

For seismic loading modal analysis with response spectrum method has
been used. Natural frequency which is equal to First mode is equal to 0.51
Hz and time period T = 1.95 sec. Response spectrum curve has been
taken from IRC-06 2010. Damping coefficient of 3% has been adopted for
steel structure.
Seismic Load Analysis

In Larsa-4D we have simulated this construction stages so as to get more realistic
analysis. As cable elements have been used which are nonlinear in nature,
nonlinear analysis has been carried out at each stage.
In Larsa-4D, for steel we provided following material property:
• E = 2 x108 KN/m2
• Density = 7850 Kg/m
• Shear Modulus = 7.88 x107 KN/m2
• Poisson Ratio = 0.3
Transverse section showing components of Back Span (64.266m)
65mm WEARING
COAT
Transverse section showing components of Back Span (124.163m)
65mm WEARING
COAT
Seismic Load Analysis

Stage 16
• Max moment in Pylon. Utilization ratio <1
Bending Moment diagram (Dead Load + SIDL)

Stage 16
• Max moment in Pylon. Utilization ratio <1 Max. deflection is 208 mm (with
lane reduction it will become 166mm)
Bending Moment diagram (Two Tracks of 70R wheeled)

NATURAL VIBRATIONAL MODE SHAPE-1 (FREQUENCY =
0.51HZ & T = 1.958 SEC)

NATURAL VIBRATIONAL MODE SHAPE-2 (FREQUENCY =
0.66HZ & T = 1.520 SEC)

Deck with two carriageways 0f 7.5m each
Width of Main span : 27.2m
Width of Side Span: 28.2m
Cross-Section Details of Main Span of Cable Stayed Bridge

Details of Railing and Crash Barrier as per Design Drawings

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: 692.5mm
Aspect Ratio ( length to width ratio): 2.08

The bridge is not susceptible to classical flutter and
galloping
Buffeting, Vortex Induced Oscillation- Limited Amplitude
Oscillation
The Amplitude of vortex induced oscillation is vey low and
not likely to cause discomfort to users
Using Frequency Domain Approach, peak buffeting
response was estimated as 0.160m 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)
Objective of Wind Tunnel Study

All dimensions in mm
Model of Bridge: Elevation

CLOSED CIRCUIT WIND TUNNEL OF CRRI
LOCATED AT GHAZIABAD
Test Section with Size 1.5mx0.5mx2.0m

CONTROL UNIT OF
DC MOTOR
BETZ PROJECTION
MANOMETER

0
0.5
1
1.5
2
2.5
3
3.5
0 200 400 600 800 1000 1200 1400
Speed of DC Motor (RPM)
HeightofWaterColumn(mm)

w
Lift
Drag
Wind
Angle of Incidence
Moment
 WDD ACUF  2
2
1

 wLL BCUF  2
2
1

 wMM CBUF  22
2
1

WIND INDUCED
FORCES ON A BRIDGE
DECK

Spring Mounted Bridge Deck Model with Three-Component Strain Gauge Balance
Used in Wind Tunnel Testing
Strain Measuring
System will be used to
measure the stains

• Model Design
• Model Fabrication and mounting
• Instrumentation ( pasting of strain guages in
three component balance)
• Calibration of Strain guage balance
• Wind tunnel test at different angle of attack,
wind speed
Steps involved in Wind Tunnel Testing

• 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 hourly 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.
CONCLUSION OF WIND TUNNEL

• 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.
PRECAST DECK SLAB

Bed for Precast Slab Casting Precast Slab Reinforcement
Trial of Precast Slabs in YardStacked Precast Slabs
PRECAST DECK SLAB

Trial of Precast Slabs in Yard Erection of Precast Slabs
PRECAST DECK SLAB

Cast-in-situ Concrete in Progress
PRECAST DECK SLAB
Concreting of Deck

•Due to large spans, there are massive RCC Piers, pile caps
and deck.
• Size of the pile cap is as large as 413SQM X2.5M
• Size of RCC pier is as large as 111SQMX7M
• Volume of Back span Concrete is 2045CUM
•Massive structures of high grade concrete need special
precautions for manufacture, transport and placement of
concrete and for holding of reinforcement cages for safety
of workers.
•Massive Back Span requires a very sturdy staging
arrangement which has to support the back span till all the
Stay cables are fixed and stressed.
CONCRETE WORK AND MONOLITHIC BACK SPAN

• 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 has been
designed with concrete foundation as per Soil Bearing
Capacity since about 800MT of staging is to be provided
and retained for very long period (about 1 year).
• The shuttering is specially designed to take the load of
concrete.
• The reinforcement cages of pile caps and piers are kept
secured by erecting the specially designed portals to ensure
safety of the workers.
• Such massive concreting jobs of high grade concrete require
uninterrupted concreting which is ensured by having
alternative batching plant and several truck-mixers ready.
CONCRETE WORK

ARRANGEMENT OF TEMPORARY STRUCTURES FOR CASTING OF RCC BACKSPAN
 64 M span RCC backspan was executed with total Concrete Volume
of approx. 2060 M3 (~5200 MT) to anchor the 124 M span Main
Span Across Railway Yard
• DESIGNED IN SUCH A MANNER THAT IT WAS NOT SELF-SUPPORTING DURING
CONSTRUCTION. INTERMEDIATE STAGING SUPPORTS PROVIDED COULD NOT BE
REMOVED UNTIL DEAD LOAD OF BACKSPAN WAS SHARED BY THE STAY CABLES.
• AS PER DESIGN, BACKSPAN WOULD BE MADE FREE FROM TRESTLES AFTER
STRESSING OF 8TH PANEL STAY CABLES
• TOTAL WEIGHT OF TEMPORARY STRUCTURES WAS APPROX. 800 MT AND WAS
MAINTAINED DURING ENTIRE PERIOD OF CONSTRUCTION

PAINT & PAINTING SCHEME
 Maintenance-free painting scheme with a design life of
40+ years.
 The painting scheme and supervision by M/s Akzo Nobel
and has a warranty period of 25 years for the painted
structure.

 The painting scheme :
• Blasting of the Steel Structure to SA 2.5 with suitable abrasive
material.(Copper slag)
• Primer Coat consisting of 2 coats of epoxy zinc dust primer (Interzinc 52)
are applied by brush/airless spray to 75 micron DFT
• Intermediate Coat consisting of epoxy polyurethane paint (Intergard 475
HS MIO) applied by brush/airless spray to 75 micron DFT
• Finishing with 2 coats of Polysiloxane (Interfine 878) applied by
brush/airless spray to 120 micron DFT
PAINTING SCHEME
 2 separate blasting & painting chambers have been constructed where the
blasting & painting operations are carried out in a controlled environment.
 After the painting is completed, proper slinging and handling arrangement is
also ensured so that there is no damage to the members during handling
 In case of any damage to the paints during handling, a touch-up/repair
scheme used to be proposed by M/s Akzonobel and subsequent action taken
under close supervision.

Typical Deck Erection Cycle For One Panel
SL No. Action Day
1. Erection of MG2 1
2. Erection of MG1 1
3. Erection of 6 nos. cross girder 3
4. Fixing of working platform, safety net and installation &
stressing of cable
3
5. Erection of precast panels 2
6. Fixing of reinforcement, side formwork and concreting 3
7. Curing & Moving of DEC and other preparatory works 14
TOTAL 27

Deck Erection Cycle
Sl. Item Day 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
1 Erect Central MG 1 d
2 Erect 2 Nos. Side MG 1 d
3 Erect 2 Nos. CG 1 d
6 Stay Cable Installation & Stressing for Main Span 2 d
7
Checking of cable forces & report submission to
Geometry Control Manager
1 d
8 Joint Survey of working points 1 d
9 Placement of precast slabs 3 d
10 Welding of shear studs & dowels 4 d
11 Rebar & shuttering for cast-in-situ deck 3 d
12 Checking & Casting of Slab 1 d
13 Concrete Curing for 85% strength 7 d
14
Joint Survey of working points & submission of
report to Geometry Control Manager
1 d
15 Geometry Control & Approval by DDC 3 d
16
Restressing / stress adjustment as per Geometry
Control recommendation
1 d
17
Stay Cable Installation & Stressing for Next Panel
Back Span
4 d
18 DEC Track Extension 2 d
19 Trolley Track Extension 2 d
20 Move DEC Forward 1 d
Slack / cushion considered for planning 2 d
 Dates & times of blocks are planned well in advance and informed to all concerned
o essential that schedule of blocks be strictly adhered without fail, and work should be
successfully completed within block duration
o In order to ensure the same, detailed micro-planning of all activities for each panel
cycle was carried out, and a typical cycle of 27 days per panel was worked out

With the detailed micro-planning, it was estimated that the construction of the deck over
the yard (Panels 2 to 9) would take approximately 200 days. Accordingly, the requirement
for blocks was submitted to Railway, and the 1st block was availed on 16-8-2015 and last
block on 29-02-2016, i.e. the work within the Railway Yard was completed within 197 days
Deck Erection Cycle

Deck Erection Crane
VIEW OF ERECTED DEC AT PANEL-5

Management of Traffic & Power
Block for Launching of Panels

Installation of strands & Stressing
 Freyssinet’s Parallel Strand System (PSS) stay cables - which
has a design life of 100 years and is the most advanced and
durable stay cable system in the world today. There are 3
planes of stay cables with 18 cables each. Sensors for
permanent monitoring of deflections and stresses during
service condition, are also being installed in 6 stays subjected
to heavy loads. An inspection and maintenance manual for
the stay cables during service has been prepared.
 Isotension® Method

Safety of Installation of strands

• Vibration control dampers have been installed in long stay cables (> 80m) as per CIP
recommendations
• In 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.
INTERNAL RADIAL DAMPERS

Stay Cable Installation & Stressing
FIXING STRAND
LENGTHS
• INITIAL SURVEY OF THE ACTUAL “AS-BUILT” POSITIONS OF THE
ANCHORAGE NODES IS DONE. CORRECTIONS TO THE STRAND
LENGTHS, IF REQUIRED, ARE DONE.
ANCHORAGE
INSTALLATION
• THE FIXED ANCHORAGES ARE INSTALLED AT THE PASSIVE ENDS,
AND THE ADJUSTABLE ANCHORAGES ARE INSTALLED AT THE ACTIVE
END
DUCT &
MASTER
STRAND
INSTALLATION
• MASTER STRAND IS THREADED INTO THE HDPE DUCT, AND
LIFTED BY MEANS OF A HOISTING COLLAR. THE MASTER STRAND
IS THEN THREADED INTO THE ANCHORAGES AND STRESSED AS PER
THE REQUIREMENT
STRESSING
• THE BALANCE STRANDS ARE CUT TO REQUIRED LENGTH AND
HOISTED INTO POSITION, AND STRESSED TO THE REQUIRED FORCE
FINISHING
WORKS
• AFTER COMPLETION OF FINAL STRESSING AND CLEARANCE FROM
DESIGNER, CUTTING & BLOCKING OF JAWS, CLOSING & WAXING
OF ANCHORAGES, DAMPER INSTALLATION, ETC. ARE DONE

• 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
MONITORING SYSTEM

GENERAL ARRANGEMENT
Plan & Elevation of the Bridge

GENERAL ARRANGEMENT
Cross section of the pylon

GENERAL ARRANGEMENT
Cross section of Main Span
Cross section of Back Span

Electrical safety aspects during erection
of Burddhaman Rail over bridge
The challenge was not only to ensure safety of personnel
working but also safety of 25 KV Overhead conductors.
• Assessment: Prior to finalizing erection plans and complete
review of safety requirements was done for the process and
following was identified as potential risks:
• Safety of workers working on girders above by accidently
coming in touch with OHE or tools and tackles coming in close
vicinity of charged conductors which might result in electric
shock to operator.
• Part of girder or other structure getting close to charged
conductor and thereby becoming charged itself causing safety
hazard to workers working over it.
• Girder/Other items touching OHE resulting in breakage of
Overhead conductors due to arcing which could fall over
platforms below endangering safety of rail users below.
• Disruption to rail traffic due to damage to overhead catenary.

• Requirements: Considering above aspects and
provisions of codes and manuals planning for ensuring
electrical safety was chalked out. For ensuring safety of
workmen and safe working of 25 KV following
provisions of Codes and manuals were taken as
guideline:
• Following minimum clearances have been specified
for 25 KV live parts in IRSOD 2004 A&CS-10 para V
– Long duration 250 mm
– Short duration 200 mm
• Working clearance of 2.0 m as specified in
ACTraction Manual Vol-II
• Code of practice for earthing ACTM Vol-II

Planning: Taking into consideration above requirements following was planned and acted upon
for execution before starting of the launching work
• Complete clearance study was carried out for providing long duration clearance for all part
of girders after erection.
• Similarly clearances of all temporary arrangements for launching of girder and further
finishing works was done and ensured that in no case any permanent or temporary
arrangements are crossings the limits as specified in SOD.
• Insulated catenary wire was provided for topmost conductors of each track to avoid first
point of contact with live wire. Apart from providing safety in case of unforeseen
occurrences, it also made the workers confident of safety of their work area.
• Bridge pier was earthed permanently with a earth pits after assessing the soil resistivity of
the area to provide earth resistance lower than 2.0 ohms.
• Another earth point was created on the working deck with the help of 40x6 mm MS flat
which was directly connected to a separate earth pit. Each girder during and after launching
was connected to this earth point. It ensured that in any accidental case of live wires
touching with structure will result in tripping of circuit breakers at substation and prevent
any major safety hazard.
• It was realized that it was not possible to provide 2.0 m working clearance at all points so
therefore a nylon mesh was provided under the girders during the work to overcome this
difficulty. Firstly it prevented any materials like hand tools or other construction material
falling over either on live wires and causing breakage of conductors due to arcing. Secondly
it also provided safety to worker working on the deck coming in close proximity to live wires.
• Finally caution boards with proper symbols were provided to keep all the workers aware all
the time to remain alert to the live 25 KV wires.
• Independent audit was also done by Railway Electrical Engineers of the arrangements and
agreed upon the adequacy.

• Execution: After ensuring the all above safety
aspects it was also realized that only activity that
is most critical is launching of girders and
therefore this was carried out with live
conductors below shut down and earthed
before launching work started. Once launching
was completed for each girder lines below were
energized back for movement of electric trains.
All other activities were carried out with
conductors live as all safety measures
enumerated above were in place.

Analysis Model
• Analysis has been done using finite element
analysis software LUSAS.
• Deck is modeled as grillage of longitudinal and
transverse members.
• Deck is integral at P1 and CP2. At CP1 pin
support with longitudinal free movement is
used representing the Guided PTFE bearings.
• At P1 and CP2, elastic spring supports
representing the pile stiffness are used.

CABLES
PYLON
PILECAP
AND PILE
TEMPORARY
SUPPORTS
PIN SUPPORT
LUSAS model of the Bridge
Analysis Model
CP1
CP2P1

Grillage of Main Span
Grillage of Back Span
Analysis Model

• Transverse beams are modeled with steel
composite properties.
• RCC girders and slabs are modeled as beam
elements with appropriate width and depth as
per their spacings.
Analysis Model

• At pylon location and at the end on 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 modeled along with spring
supports with the stiffness of piles.
• Pylon is represented using beam elements.
• Cables are modeled as 3D-bar elements which
exhibits the axial stiffness in all the three
orthogonal directions.
Analysis Model

Analysis Model
Isometric View of the model

Analysis Model
Rendered View of the model

SECTION PROPERTIES
Sr no Component
C/S Area
m2
M.I. Y-Y
m4
M.I. Z-Z
m4
1 Longitudinal beam MG1 0.1985 0.06506 0.02084
2 Longitudinal beam MG2 0.20134 0.11369 0.05244
3 Central pylon PL1 0.44 0.41537 0.29487
4 Side pylon PL2 0.3536 0.33657 0.23929
5 Tie Beam 0.0975 0.01546 0.01546
6 RCC side beam 4.5 2.34375 1.215
7 RCC central beam 5 2.60417 1.66667

SECTION PROPERTIES
Sr no Component
C/S Area
m2
M.I. Y-Y
m4
M.I. Z-Z
m4
8
Steel cross girder with 4.0m wide deck-End 1
0.20611 0.01292 0.00742
0.1614 0.0073 0.00572
9
0.18424 0.01264 0.00507
0.14478 0.00714 0.00393
10
0.16236 0.01231 0.0033
0.12815 0.00696 0.00258
11
0.12218 0.0115 0.0013
0.09761 0.00649 0.00106
12
0.1003 0.01086 0.00073

Cable No No of Strands C/s Area (Sq.m)
6001 22 0.0033
6002 22 0.0033
6003 22 0.0033
6004 22 0.0033
6005 22 0.0033
6006 22 0.0033
6007 31 0.0047
6008 31 0.0047
6009 31 0.0047
6010 31 0.0047
6011 31 0.0047
6012 31 0.0047
6013 31 0.0047
6014 31 0.0047
6015 31 0.0047
6016 31 0.0047
6017 31 0.0047
6018 31 0.0047
SECTION PROPERTIES
Cable No No of
Strands
C/s Area
(Sq.m)
7001 73 0.011
7002 73 0.011
7003 73 0.011
7004 61 0.0092
7005 61 0.0092
7006 61 0.0092
7007 61 0.0092
7008 61 0.0092
7009 61 0.0092
7010 85 0.0128
7011 85 0.0128
7012 73 0.011
7013 73 0.011
7014 73 0.011
7015 73 0.011
7016 73 0.011
7017 73 0.011

MATERIAL PROPERTIES - concrete
• CEB-FIP Model 1990 which is widely acceptable and available in
LUSAS is used to represent the concrete properties with age effect .
• Compressive strength of concrete varies with time is represented as
• fcm(t) = fcm exp(s(1-(28/t)^0.5))
• In above, assumed s = 0.25 (FOR NORMAL CEMENT CONCRETE )
• Concrete strength required is 50MPa (cube) = 40 MPa (cylindrical).
• Ec = 2.15E4 x (fcm/10)(1/3) = 34129000 kN/m2.

MATERIAL PROPERTIES - concrete
• Young’s modulus = 34129000 kN/m2.
• Poison ratio = 0.15
• Density = 2.548 t/m3
• Coefficient of thermal expansion = 0.000012
• Comp. strength = 40000 kN/m2.
• Relative humidity = 70%
• Nominal size = 2Ac/U

MATERIAL PROPERTIES – steel
• Young’s modulus = 200000000 kN/m2.
• Poison ratio = 0.3
• Density = 7.85 t/m3.
• Coefficient of thermal expansion= 0.000012

SUPPORT CONDITION
• Pylon P1 and Pier CP2 are modelled as pilecap with
spring supports of having stiffness of pile.
• At pier CP1, pin support is assumed at bearing level.
So only vertical and transverse translations are
restrained and other displacements are allowed to
be free.
• 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.

LOADINGS
• 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 are precisely
considered and their respective loading locations are used. To
account the weight of evenly distributed stiffeners/studs,
material density is modified appropriately.
• The following table and figure shows a typical 12m segment of
main girder along with the DL considered.

LOADINGS
DL considerations for MG2:

SR.
Pylon
Total WT Consideration for
NO. (kN) Model
1 PL1 3115
Density Modified
to 13.23 T/m3
2 PL2 5070
Density Modified
to 13.34 T/m3
• The weight of pylon segments are also considered according to the
detail drawings by appropriately modifying material density.
DL considerations for Pylon:

• The self weight of DEC
considered for analysis is
applied as four point loads.
To account for the weight of
rails etc., the weight of DEC
has been increased
accordingly (7.6% for front
and rear support and 25.4 %
for CW trolley). Hence the
total weight of DEC
considered is 1806 kN.
DL considerations for Deck Erection Crane (DEC):

• To account for the weight of cable installation equipments and
strand coils, an additional 24T is considered as below.
DL considerations for Cable Installation Equipments & Strand coils etc:
• For each of the six material trolley rails, 1kN/m load is assumed.

SIDL Consideration
• Referring to CES Design report, Following SIDL
has been considered:
– For crash barrier:1.946 kN/m2 (Applied to total
width of 25.7 m)
– For wearing coat: 1.43 kN/m2 (Applied to total
carriage way width)

Construction stages
• Load case 1 : Casting of RCC wall at P1 and CP2 is considered to be
complete.
• Load case 2 : Casting of RCC beam & slab between P1 and CP1.(DL is
assigned. )
• Load case 3 : Erection of steel pylon. (Gravity is assigned to erected pylon )
• Load case 4 : Activation and stressing of Backspan cables 6010 & 7010
• Load case 5 : Erection of 1st panel.
• Load case 6 : Activation and stressing of cables 6009, 7009.
• Load case 7 : Panel 1 Green Concrete Load (DL is applied as UDL on CG)
• Load case 8 : Activation of Deck on 1st panel.
• Load case 9 : Erection of DEC.

Construction stages
• Load case 10 : Activation and stressing of Back span cables 6011 & 7011
• Load case 11 : DEC moved for 2nd panel.
• Load case 12 : Erection of 2nd panel.
• Load case 13 : Activation and stressing of cables 6008, 7008.
• Load case 14 : Panel 2 Green Concrete Load (DL is applied as UDL on CG)
• Load case 15 : Activation of Deck on 2nd panel.
• Load cases16 to 62: Load cases 10 to 15 described above are repeated in
sequence for erection of panel 3 onwards till completion of the entire deck
i.e panel 10.
• Load case 62 : Activation of Deck on 10th panel.
• Load case 63 : Remove DEC
• Load case 64 : Crash Barrier load is applied.
• Load case 65 : Second Stage Stressing
• Load case 66 : Temporary back span supports removed
• Load case 67 : Wearing Coat load is applied.

Analysis and Design checks
• Considering the above stages, analysis has been carried out.
Analysis steps have been described in detail in design note No
8160/E/DN-01-R2.
• Design forces and the stress checks have been presented in
design Note no 8160/E/DN-03-R1.
• Theoretical profile of the deck has been presented in drawing
no 8161/E/DD-02 to 13.
• Few suggestions received from DDC and have been
incorporated in the analysis.

…..
Typical Joint notes made at site

Typical Joint notes made at site
…..

Typical Survey Report – 05.08.2017

Survey Report after load test conducted in August 2016

Geometry control co-ordination
STUP, Mumbai
GC Manager
RVNL
Implementing Agency
M/s. GPT-Ranhill (JV)
Survey & Execution
M/s. Fressynet
Subcontractor
M/s. Consulting
Engineering Services
(India) Pvt. Ltd.
DDC at Delhi and Kolkata
& PMC, Barddhman

Geometry Control
Define control points for survey and
determine the theoretical co-
ordinates of the control points as per
drawings
Prepare CSA design model and determine
the CSA predicted co-ordinates of the
control points at each stage
Prior to commencement of construction of
the deck, survey the already-constructed
structures, such as pylon, backspan, etc.
Commence construction of the main
span panel-n. Erect MGs & GCs
Stress Stay Cables as per forces provided by
GC Manager, Report actual achieved forces to
Geometry Control Manager. Cast deck slab
Survey all working points of
pylon and deck panels 1 to n.
If result are OK, proceed for
construction of panel (n+1). GC
Manager will provide stay cable
forces/lengths for cables in Panel n+1.
Repeat process till all panels
are complete.
Check the final geometry of the bridge vis-à-vis
design profile. Minor profile adjustments can be
made in final stressing after SIDL is placed.
Final geometry of the bridge is achieved.
Do observed field
results match CSA
prediction?
If results deviate from CSA predictions, refer to
GC Manager to revise CSA Model and prepare a
revised “roadmap” for achieving final geometry.
Accordingly, GC Manager to recommended re-
stressing of certain, if required. Re-stress the stay
cables as recommended by GC Manager.
DEVIATION
NO
DEVIATION
NEXT PANEL IS
NOW PANEL ‘N’
 DURING ERECTION OF MAIN SPAN DECK, IT IS TO BE ENSURED THAT THE STAGE-
WISE DEFLECTIONS OF PYLON & DECK MATCH WITH THE PREDICTED LEVELS
 IMPORTANT TO ENSURE THAT MAIN SPAN DECK REMAINS SUFFICIENTLY ABOVE OHE LEVEL AT ALL TIMES
 IN CASE OF ANY DEVIATIONS, ADJUSTMENTS ARE REQUIRED IN CABLE FORCES OR LENGTHS TO ENSURE
THAT THE REQUIRED DEFLECTION IS ACHIEVED
 ULTIMATELY, THE AS-BUILT BRIDGE GEOMETRY MUST MATCH WITH THE DESIGN PROFILE

COMPLETION OF 2 MILLION CYCLE FATIGUE TEST ON 12.05.2014

TENSILE LOAD TEST OF THE STRAND AFTER 2 MILLION CYCLES
1

COMMENCEMENT OF FATIGUE TEST SECOND STRAND ON
13.05.2014
130

INSPECTION & CHECKING HARDNESS OF WEDGES
132

ROTATIVE FLEXION TEST (12.05.2014)
133

Actual breakage of strand during special kind of test

INSPECTION & CHECKING OF STRANDS

Inspection and Test Plan (ITP)
CONCRETE
Item Description Frequency of test
Test
Centre
Inspection Agency
Documentation
No.
Approved
by
Acceptance
Criteria
Test Method
GPT-
RANHILL
(JV)
RVNL/
PMC
1 Fresh Concrete
1.1)Slump Test
For each Concrete Transit
Mixer
Inhouse Testing Witness
Lab Register / Pour
/ Delivery Card
RVNL/PMC IS 1199
1.2)Temperature
For each Concrete Transit
Mixer
Inhouse Testing Witness
Lab Register / Pour
/ Delivery Card
RVNL/PMC IS 456
1.3)Air Content As directed by Engineer Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 456
1.4)Yield As directed by Engineer Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 1199
1.5)Sampling of Cube As per IS 456 / MORTH Inhouse Testing Witness - RVNL/PMC IS 456 / IS 4926
2 Hardened Concrete
2.1)Compressive strength As per IS 456 / MORTH Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 516
2.2)Chloride Penetration Test As directed by Engineer
Independent Testing/ Witness/ DOC/QA-QC/
RVNL/PMC IS 456
QUALITY ASSURANCE - CONCRETE WORK

RAW MATERIAL
RAW
MATERIAL
SCOPE AS PER
BOQ (IN MT)
GRADE VENDOR REMARKS
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 & RINL Testing of material as per
approved QAP
Fastener 17450 Nos High Strength Friction Grip
Bolt
Gr. 10.9
UNBRAKO Material inspected at
manufacture’s workshop.
Shear connector 31500 Nos IRC22-2008
BS 5400 ,P5, UTS-495
UNBRAKO Material received at site.
Anchor Bolt 286 Nos Gr. 8.8 UNBRAKO
END Plate
machining
60 nos IS-2062, 2006, E410 .Fe540 Suprime Industry
Howrah
Protective coating 1870.000 Abrasive copper blasting ,
Epoxy zinc rich Primer ,
MIO, Polyslloxan paint –
AkzoNobel
QUALITY ASSURANCE - FABRICATION

QUALITY ASSURANCE PLAN ( QAP) Prepared based on project technical
specifications and codal provisions
Approved by PMC,
DDC & RVNL
WELDING PROCEDURE SPECIFICATION
( WPS)
PROCEDURE QUALIFICATION RECORD (
PQR)
As per AWS D1.1,
1. SAW (Submerged Arc Welding )
2. GMAW/ MIG ( Gas Metal Arc
Welding/Metal Inert Gas)
3. SMAW ( Shielded Metal Arc Welding )
Approved by
PMC/DDC/RVNL
Welding consumable.
Filler wire/ electrodes
and Flux - By
approved vendor -
ESSAB
WELDER QUALIFICATION TEST ( WQT) Qualified welders
SAW : 5 nos
MIG/ SMAW : 7 nos.
SAW welders tested in
1G Position
MIG/ SMAW welders
tested in 3G position
NDT (NON DESTRUCTIVE TEST) Tension Joints – 100 % UT
Compression Joints - 25 % UT
Double V butt joints – 100 % RT
Raw material Testing at Outside
laboratory
49 nos HT Steel Plate Samples and 5 nos.
Rolled Steel Sections Tested so far
NABLAccredited
laboratory
QUALITY DOCUMENTS
QUALITY ASSURANCE - CONCRETE WORK

CONTROLLED EXERCISE CARRIED OUT
Raw Material:
1. Coarse Aggregate:
 Physical Test : Sieve Analysis, Specific Gravity & Water Absorption, Impact
Value, Flakiness, LAA Value etc.
 Test Frequency : As per approved ITP.
 Chemical Test : Chloride & Sulphate Content, Alkali reactivity etc.
 Test Frequency : One for change of source/every 6 Months from
independent laboratory
2. Fine Aggregate:
 Physical Test : Sieve Analysis, Moisture Content, Specific Gravity & Water
Absorption, Silt Content etc.
 Chemical Test : Chloride & Sulphate Content, Alkali reactivity, Organic
Impurity etc.
 Test Frequency : One for change of source /every 6 Months from
independent laboratory.
CONCRETE WORKS: INSPECTION TEST PLAN (ITP)

3. Cement:
 Physical Test : Normal Consistency, IST & FST, Fineness, Soundness,
Compressive Strength etc.
 Chemical Test : Chloride, Total Sulphate, Lime Saturation factor, Insoluble
Residue, Magnesium, Loss of Ignition etc.
 Manufacturers Test Certificate: Each production week
4. Water:
 Quality Test : PH Value, Total Organic Solids, Inorganic Solids, Chlorides,
Sulphates, Suspended matter, Acidity, Alkalinity etc.
5. Admixture:
 Quality Test : Specific Gravity, PH Value, Solid Content, Chloride & Ash
Content etc.
independent laboratory

6. Concrete:
 Fresh Concrete : Slump Test, Temperature, Yield Test, Sampling etc.
 Hardened Concrete : Compressive Strength, Permeability Test, Chloride
Penetration Test etc.
 Test Frequency: As per approved ITP.
7. Reinforcement Steel:
 Mechanical Test : Yield Strength, Ultimate Tensile Strength, %age
Elongation, Bend & Re-bend Test etc.
 Chemical Test : Carbon, Sulphur & Phosphorus etc.
 Test Frequency : One for change of source /every 6 Months from

Sampling of concrete workability test
Sampling of concrete
Temperature Measurement of concrete

Step by Step clearance of subsequent activities :-
A. Request for Inspection (RFI)
B. Inspection of raw material [conforming to IS:2062 – E410, Fe540]
 Dimension measurement
 Non destructive test [NDT] – Ultrasonic Test
 Destructive test [DT] – Ultimate Tensile Stress, Yield Stress, Bend Test :
At Independent Laboratory
 Chemical Properties : At Independent Laboratory
 Frequency of Test : 1 test from each Heat No. for DT as per approved
QAP
C. Cutting of plates and Edge preparation as per approved shop drawing.
 Marking, cutting and edge preparation as per ‘Notes’ in approved
drawing.
 Frequency of Test : on each Item Mark as per Bill of Material.
D. Fit-up of structural segments : Checking of fitted up component
 Frequency : 100% check.
Controlled exercise carried out for fabrication of superstructure

E. 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
F. Machining of End plates of Main Girders :
 Outer surface machining of End plate – 100% contact
required for High Strength Friction Grip [HSFG] bolts.
Controlled exercise carried out for fabrication of superstructure

G. Trial Assembly :
 Trial Assembly of 2 corresponding panels
 Dimensional check, level check, verticality check
 Checking of geometry as per design profile
 Frequency : each pair of panels
H. Protective coating with airless spray machine : Painting is carried out when
humidity is less than 85%
 Surface preparation : blasting with copper slag to achieve Sa 2.5 grade.
 Roughness compared with surface gauge.
 Primer coat : Application of Epoxy - Zinc based primer coat – Dry Film Thickness
[DFT] : 75 Micron
 DFT checked by digital Elcometer
 Intermediate coat : Polyurethene based intermediate coat – DFT 125 micron
 Final coat [2 coats – 120 micron]
 Application of polysiloxan based final coat – DFT 60 micron each.
Controlled exercise carried out for fabrication of
superstructure

1. Anchorage:
 Anchorage Block, Wedge, Anchorage Tube, Injection Cap etc
 Quality Test : Dimension, Mechanical Properties of Raw material,
Hardness, Galvanization & Protective Coatings etc.
 A team visited France to witness tests of various components
2. HT Strand:
 Quality Test : Geometrical Property, Mechanical Property, Relaxation
at 1000 Hrs, Monostrand Fatigue Strength, Deflected Tensile Strength,
Galvanization, Various quality test for HDPE Sheathing, Bond Strength,
Static & Dynamic Water Tightness Test, Impact Test & Rotative Flexion
Test etc.
 Tests conducted at manufacturer’s premises, M/s Usha Martin, Ranchi.
 A team visited France to witness Monostrand Fatigue Strength &
Rotative Flexion Test.
STAY CABLE WORKS: INSPECTION TEST PLAN (ITP)

3. Petroleum Wax:
 Quality Test : Density, Pour Point, Penetration, Flash & Fire Point,
Viscosity etc.
 Manufacturers Test Certificate: Each production batch as imported
4. HDPE Stay Duct:
 Quality Test : Various quality tests like Density, Melt Flow Index, Tensile
Strength, Elongation, Shore D Hardness etc.
 Manufacturers Test Certificate: Each production batch as imported
STAY CABLE WORKS: INSPECTION TEST PLAN (ITP)

Survey Reports
(Cable 5011)
• HDPE Ducts Preparation
• Corrected Table for Temperature
• HDPE Duct Welding Table Instructions
• Master Strand Preparation Form
• Standard Strand Setting Form
• Master Strand Setting Form
• Isotension Statement
• Cable Force Measurement
• Anchorage Gird – Under Deck/Outside Pylon
• Anchorage Grid – Inside Pylon/Over Deck

Common Pier 1
Pile : 14 Nos , 1.5 m dia @ 25M length
Pile cap: Length : 28.9 m
Width : 6.7 m
Height : 2.5 m
Pier : Length : 27.7 m
Width : 4 m
Height : 7 m
(Site before execution) (After Construction)

Common Pier-2
Pile : 21 Nos., 1.5m dia @ 25M length
Width : 10.9 m
Height : 2.5 m
Width : 2 m
Height : 7 m
(Site before execution) (After Construction)

PYLON
Pile : 27 Nos., 1.5 m dia @ 35 M length
Width : 10.9 m
Height : 2.5 m
Width : 2.5 m
Height : 7 m
(Site before execution) (During execution)

64 NOS. QUARTERS
A small colony with
drainage, road network,
power supply station
was developed as part of
relocation of utility.

Trial of DEC at Fabrication Yard

Trial of Girders at site
Intensive trials and regular inspection at fabrication
yard resulted into successful execution at site.

Trolley loaded with Girders/slabs

USFD Checking of Track over Deck

Pylon And Deck Erection For
Barddhaman Cable Stayed
ROB
• Pylon erected with High Capacity
Tower Crane
• Steel Girders of Composite Deck to be
erected with Deck Erection Crane

PYLON SEGMENTS ERECTION WITH TOWER CRANE

Placement of 2 more girders (power/traffic block)

Placement of 2 more cross girders (power/traffic block)

Special arrangement of temporary P/F for tightening of HSFG bolts.

Tightening , Checking of HSFG bolts followed by painting at site.

View after placements of all girders for panel no. 3 over track.

Placements of Cables, Slabs, Casting
deck

View after placements of all Precast Slab for panel no. 2 over track.

ROBO Control (Monitoring System)
Structural Health Monitoring System for live
Monitoring of the Cable Forces at Barddhaman ROB

SENSOR SCHEME
6(six) Nos. of sensors have been provided on the central pylon and
extreme cables to monitor the forces on these critical cables which
are subjected to maximum load. (10% of the total Cables need to
be instrumented)

Sensors Used
SENSOR SCHEME
Electromagnetic
Sensors

• Placed inside
protected box
• Round the clock
running
• Data redundancy
• Internet
connection
required
• Uninterrupted
power supply
required
SYSTEM INSIDE THE PYLON

Sensor tied up on the required strand Sensor on strand inside the AV tube
INSTALLATION
Onsite calibration Cabling left inside for future
connections

LOAD TEST
Cable
No.
Observed Value Reference range
Reading during
load test on
30.08.2016 (KN)
Lower limit
(KN)
Upper limit
(KN)
7001 55.7 33.39 77.28
7002 89.4 72.22 112.95
7003 75.4 69.71 109.44
7016 99.8 84.97 117.01
7017 78.1 50.99 91.21
7018 75.8 41.70 82.26

LIVE MONITORING
Cable
No.
Observed Value Reference range
Reading on
05.08.2017 (KN)
Lower limit
(KN)
Upper limit
(KN)
7001 55.6 33.39 77.28
7002 84.8 72.22 112.95
7003 83.4 69.71 109.44
7016 96.8 84.97 117.01
7017 73.5 50.99 91.21
7018 67.8 41.70 82.26

Presenting the paper on live monitoring system
implemented to Chief Bridge Engineers of Indian Railways
on 7.10.2016

• 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 & 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 & steps have been taken to address
associated risks.
• Some of the aspects of the Safety Plan include:
• Provision of Proper Illumination & 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
• Provision of Lifelines & Fall Arrestors for all workers working at height
• Emergency Evacuation Plan & Temperature control for working in congested
surroundings (i.e. inside pylon)
• Adopting safe work practices & imbibing culture of safety & awareness among workers
SAFETY

Safe Work Practices Adopted during Erection
SAFETY

A.Tower Crane (capacity 32 MT at 20.1 m operating
radius)
Installation & commissioning : Verticality of masts
constantly monitored
Mast connections were tested with hydraulic Torque
wrench
Jib was not at all allowed to swivel towards / over
adjacent railway track.
Load Testing : Done successfully with 32 MT load at
20.1 m operating radius
Visual Inspection : Masts, Level & alignment of jib,
motor, brake, gearbox and wire ropes were checked
before erection of each segment of Pylon (31 MT)
SAFETY DURING ERECTION & LAUNCHING OPERATION

B. Pylon :
 Following precautions were taken during erection of
each segment
 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.

C. Crawler Crane (capacity 270MT).
 Load chart & Load Testing :
 Crane Load Chart checked through 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 &
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

D. Deck Erection Crane :
 Load tested with 45 T at Fabrication yard 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.

 Girders are covered all around by Plywood 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
SAFETY DURING STAY CABLE STRESSING

Proper Access Platforms, Staircases
SAFETY

Proper Illumination for Night Work
SAFETY

For evacuation from inside pylon
Trial of fall arrestor in progress for
height working
SAFETY
Workers taking
“Safety Pledge”

After completion of
CABLE STAYED BRIDGE,
Aug.2016

Approach ramps of 4-Lane Cable Stayed Bridge

MEMORANDUM OF UNDERSTANDING (MOU) EXECUTED
WITH PWD IN THE CHAMBER OF PRINCIPAL SECRETARY
PWD, GoWB IN MARCH’ 2015

176 NOS. QUARTERS CONSTRUCTED AND HANDED OVER TO RAILWAY

MORE THAN 150 NOS OF ENCROACHMENTS ON RAILWAY LAND
REMOVED IN MAY-AUG 2016

Girder erection work in progress, the entire project
including approaches shall be commissioned by Dec2017

SITE INSPECTION AND GUIDANCE BY
Dr. Prem Krishna, Former Prof. IIT Roorkee

Word of encouragement
 I am happy to state that the worksite is very well organized
and execution is systematically planned.
 Some of the special features which I have noted
particularly and appreciate are LARSA 4D model for design
of the cable stayed bridge, wind tunnel test, concept of
precast slab to avoid scaffolding, composte structures for
easier construction, monolithic back span, durable
painting by epoxy based paint of Akzonobol and LUSAS
model for geometric control during execution.
 I must complement the way the project has been
conceived and is being implemented.
- Dr. Prem Krishna, Formerly Professor and Head of Civil
Engineering and Dean, Research
IIT Roorkee

SITE INSPECTION AND GUIDANCE BY
Shri R. R. Jaruhar, Former ME, Railway Board

 A Cable stayed Bridge looks majestic as it spans through
a large expanse of space over the land or water mass.
 Likewise in Barddhaman Bridge, the innovative skills and
planning have been superb. For this, Shri Rajesh Prasad
CPM has been justly in the forefront. I have found him
to be good learner. His dynamism is infectious.
- R. R. Jaruhar, Former Member Engineering
Railway Board
Word of encouragement

Hand book titled “ Staying with Cables – A modern
Construction in new era” unveiled by Hon’ble MOSR on
09.04.2016

Online Video link :
https://www.youtube.com/watch?v=aApXrEmwq5U
Cable Stayed Bridge Construction at Barddhaman
Handbook titled Staying with Cables - A
modern construction in new era is at:
http://www.slideshare.net/slideshow/embed_code
/key/2sfp4LbZIXl1so
LARSA and LUSAS 4D models link :
https://www.slideshare.net/rajesh83196/cable-stay-bridge-construction-at-
bardhman-using-larsa-and-lusas-four-dimensional-models-by-rajesh-prasad-
chief-project-manager-rvnl?qid=62029c68-d257-4143-9485-
a3e0862415f4&v=&b=&from_search=1

• Dissemination of the knowledge
to the bridge engineers.
Glory & Romance of Indian Bridge
Engineering continue…..
 Construction of Barddhaman Bridge and
today's seminar are in line of the same.
 Today’s presentation is at:
www.slideshare.net/slideshow/embed_co
de/key/FTFoGQy4ZyHTUy
Mission of IIBE

• CRS sanction received May 2011.
• Blocks planned for Aug 2015 to March 2016 – 200
days, implemented in 197 days.
• TDC – Work to be completed March 2016.
• Progress – work completed in March 2016.
• Load test concluded in Aug 2016
• Defect liability period up to july 2016.
• Final Bill paid in March 2017.
Completion plan

• 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.
• 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.
- P. K. Acharya, CRS (Eastern Circle)
Appreciation

Appreciation
 The erection across tracks and platforms was to be done
during specified period of time on specific days spread
over a period of 200 days. Both, the traffic and power
blocks and the erection process were planned with
impressive accuracy.
 I wish to put on record that the entire work was
executed with precision and all blocks were cancelled
either before or on time. There was no disruption to
normal traffic on account of these blocks.
 RVNL team deserve compliments for the meticulous
planning and precise execution of the entire work.
- S.K.Das, Chief Operations Manager, E. Railway

Appreciation
 Due to the meticulous planning, the erection over the
yard and platforms has now been completed.
 During execution, geometric control was very important
and after seeing the various levels achieved during
execution, it can be concluded that if the planning is
done properly, the execution becomes very easy.
 I would like to compliment the efforts made by RVNL
team.
- R. P. Vyas, Chief Bridge Engineer, E. Railway

Appreciation
 Typically, plans for an entire year are often revisited and
revised since projects do not get executed as per the
committed time line. However, in this case each phase
was completed as per the plan. From the Division’s
point of view, the fact that traffic & power blocks were
adhered to strictly, made it a pleasure working with a
thoroughly professional team led by Shri Rajesh Prasad.
 In my view this deserves to be a case study on project
planning and execution so that India Railways and other
project executing organizations can learn and replicate
the best practices.
- R. Badri Narayan, DRM Howrah

IPWE Seminar – Feb, 2016
CERTIFICATE RECEIVED IN JAN 2017 FOR THE TECHNICAL PAPER ON
IMPLEMENTATION OF 4 LANE CABLE STAYED ROB AT BARDDHAMAN – FUTURE
FAST TRACK MODEL FOR NEW ROB OVER BUSY YARD PRESENTED IN FEB 2016

 RVNL Kolkata PIU – Implementing Agency
 M/s GPT-RANHILL(JV) – main Contractor
 M/s Freyssinet – specialized subcontractor
 M/s Consulting Engineering Services(India) Pvt.
Ltd (JACOB) – the DDC and PMC
 M/s. STUP Consultant for Geometry Control
 IIT Roorkee – the proof consultant
 Wind Tunnel Test – Council of Scientific &
Industrial Research
 Experts – Dr. Prem Krishna
– Shri R.R.Jaruhar
Implementation by the team

 RVNL Kolkata PIU – Implementing Agency
 Chief Project Manager
 JGM( a retired Dy CE from Railways)
 AM ( a retired AEN from Railways)
Chi
RVNL team

“First, have a definite, clear practical ideal; a goal,
an objective.
Second, have the necessary means to achieve
your ends; wisdom, money, materials, and
methods.
Third, adjust all your means to that end.”
~ Aristotle
After thought .....

TEAMWORK divides the task and
multiplies the SUCCESS
TEAMWORK MAKES A DREAM WORK

Conclusion
ADOPTION OF CABLE-STAY TECHNOLOGY FOR BRIDGING LONG SPANS IS INEVITABLE IN THE FUTURE – BE IT LONG-SPAN
RIVER BRIDGES, DEEP GORGES, OR ACROSS EXISTING HIGHWAYS OR RAILWAYS IN URBAN SETTINGS:
• BY ADOPTING SUITABLE CONSTRUCTION METHODOLOGY, PROJECT MANAGEMENT & SAFETY PRACTICES,
CABLE-STAYED BRIDGES CAN BE THE SOLUTION FOR SUCH CIVIL ENGINEERING CHALLENGES & LEAD TO
FASTER CONSTRUCTION, AS WELL AS SAFER & MORE AESTHETIC STRUCTURES
• EXECUTION OF SUCH MEGA-PROJECTS TEST THE TECHNICAL AND MANAGERIAL ACUMEN OF THE CONSTRUCTION TEAM, BUT AT
THE SAME TIME, OFFER CONSIDERABLE PROFESSIONAL & PERSONAL FULFILMENT

Quality of Food is important for him. Quality of Construction is important for us.

 To bridge the gap of infrastructure
(infrastructure deficit) – Hon’ble PM, Shri
Vajpayee – announced National Rail Vikas
Yojana in August 2002.
 N.R.V.Y - formally launched it on 26th
December, 2002.
 To implement NRVY – RVNL was incorporated in
Jan 2003 – A PSU 100% owned by Ministry of
Railways.
 Extended arm of Ministry of Railways.
 Granted Mini Ratna status on 19th September
2013.
RVNL

RVNL’s ACHIEVEMENT
 New Line – 213.80 Kms
 Gauge Conversion - 1590.0 Kms
 Doubling works - 2353.59 Kms
 Railway Electrification – 2829.07 Kms
 RE as part of Doubling/GC/NL – 1539 Kms
 Workshop Projects – 5 nos.
 Cable Stayed Bridge – 1 nos.
 Constructed longest railway bridge (4.62 km)
with navigational clearances in Vallarpadam-
Idapally New Line project in 28 months.

TURNOVER
843 985
1423
1654 1749
1445 1598
2117
2492
3142
4541
5800
0
1000
2000
3000
4000
5000
6000
Rscrore

By
Rajesh Prasad
Executive Director (Metro)/RVNL

RAIL VIKAS NIGAM LIMITED
 To bridge the infrastructure deficit on Indian Railways, the
then Prime Minister, Bharat Ratna Shri Atal Bihari
Vajpayee announced National Rail Vikas Yojana (NRVY)
on 15th August 2002 in his address from Red Fort.
 NRVY was formally launched by Hon’ble PM on 26th
December 2002.
 To implement NRVY, RVNL was incorporated as a PSU on
24.01.2003; it is 100% owned by Ministry of Railways (MoR).
 RVNL functions as an extended arm of Ministry of Railways
working for & on behalf of MoR.
 Empowered to act as an Umbrella SPV to undertake project
development, resource mobilization etc. directly or by creating
project specific SPVs or by any other financing structure found
suitable.

RAIL VIKAS NIGAM LIMITED CONTD.
 Extra Budgetary Resource mobilization through a mix of
equity, and debt from banks, financial institutions, multilateral
agencies like Asian Development Bank and bilateral
agencies, etc.
 Project execution through PPP by formation of project
specific SPVs for Port and Hinterland connectivity.
 RVNL can enter into and carry on business relating to
creation and augmentation of capacity of rail infrastructure on
fast track.
 Granted Mini Ratna status on 19th September 2013.

RAIL VIKAS NIGAM LIMITED
Delhi
Secunderabad
Mumba
i
ChennaiBengaluru
Kolkata (4
PIUs)
Jodhpur
Ahmedabad
(2 PIUs)
Pune
Bhubaneswar
(3 PIUs)
Bhopal
(3 PIUs)
Waltair
(2 PIUs)
Rishikesh
Raipur
(2 PIUs)
 Corporate Office at Delhi
 34 Project Implementation Units
Kota
Kanpur
• RVNL has a lean and thin
organization.
• Only 505 employees as on
31st March 2017.
Varanasi
(2 PIUs)
Chandigarh
Ambala
Guwahati
Jhansi
310
195 Numberof officers
Numberof staff

RVNL Financial Performance
Year Turnover
(Rs. Crore)
%
increase
in
Turnover
Profit after
Tax (Rs. Cr.)
Dividend
paid
CSR
Expenditu
re
2011-12 1598 10.59 98 20 1.65
2012-13 2117 32.48 135 27 3.84
2013-14 2493 17.76 157 31.5 5.27
2014-15 3142 26.03 186 37.2 4.54
2015-16 4541 44.53 288 115.1 5.94

PROJECT LENGTH COMPLETED
UPTO MARCH 2017
S. No. Plan Heads Completed (km)
1. New Line 213.82
2. Gauge Conversion 1590.2
3. Doubling 2353.59
4. Railway Electrification 2829.07
Total 6986.68
5. RE as part of Doubling/GC/NL 1539
6. Workshop projects 5

HIGHLIGHTS/ACHIEVEMENTS
 More than One Third of Doubling completed by Indian Railways is being
done by RVNL for the last 5 years.
 2nd Mahanadi Bridge (2.1 km) under ADB Funding completed ahead of
schedule (33 months).
• Awarded Essar Steel Infrastructure Excellence Award in 2012.
 Constructed longest railway bridge (4.62 km) with navigational
clearances in Vallarpadam-Idapally New Line project in 28 months.
• Awarded “Pre-stressed Concrete Structure of the year 2010” by
Indian Concrete Institute and
• Essar Steel Excellence Infrastructure project award in Railway
Infrastructure Category in April 2011.
 Construction of Important Bridges
 One Third of Railway Electrification completed by Indian Railways is
being done by RVNL for the last 5 years.
 In addition, most of the doubling projects being executed by RVNL are
with Electrification.
 Constructed longest subway under Railway tracks in India - 87m long
subway under 12 running tracks by Box Pushing Technology in Chennai.

HIGHLIGHTS/ACHIEVEMENTS CONTD.
 Civil work of construction of Diesel Loco Component Workshop at
Dankuni completed in a record time of 1 year by RVNL.
 Extension of 66 km Metro Rail projects at Kolkata started in a
record time.
 DMU factory at Haldia completed in 14 months.
 Electric loco factory at Dankuni completed in 30 months
 Adopted the PSC girder span of 45.0 m with 30T axle load for the
first time on Indian Railways.
 Welded girders with high tensile steel introduced up to span of
89.3m.
 Solid State Interlocking adopted on large scale
 Use of Satellite Imagery for fixing of alignment.

Single plane or Multiple plane used in cable-stayed bridges?
 For one cable plane to be adopted, the requirement of
high torsional stiffness of bridge deck is necessary to
enhance proper transverse load distribution. Moreover,
owing to the higher stiffness of bridge deck to cater for
torsional moment, it possesses higher capacity for load
spreading. As a result, this avoids significant stress
variations in the stay and contributes to low fatigue
loading of cables. On the other hand, the use of one
cable plane enhances no obstruction of view from
either sides of the bridges.
 For very wide bridge, three cable planes are normally
adopted so as to reduce the transverse bending
moment.

Suspension bridges main elements are a pair of main suspension
cables stretching over two towers and attached at each end to an
anchor buried deep in the ground. Smaller vertical suspender
cables are attached to the main cables to support the deck below.
Forces: any load applied to the bridge is transformed into a
tension in the main cables which have to be firmly anchored to
resist it.
Advantages: Strong and can span long distances such as across
rivers.
Disadvantages: Expensive and complex to build

Cable-stayed bridges may appear to be similar to suspension bridges, but in
fact they are quite different in principle and in their construction. There are
two major classes of cable-stayed bridges: Fan type, which are the most
efficient, and Harp or parallel type, which allow more space for the fixings.
Forces: As traffic pushes down on the roadway, the cables, to which the
roadway is attached, transfer the load to the towers, putting them in
compression. Tension is constantly acting on the cables, which are stretched
because they are attached to the roadway.
Advantages: good for medium spans, greater stiffness than the suspension
bridge, can be constructed by cantilevering out from the tower, horizontal
forces balance so large ground anchorages are not required.
Disadvantages: typically more expensive than other types of bridge, except
suspension bridges

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