IIBE ppt at Lucknow dt 25.05.18

Innovative Technologies for Implementation of
Special kind of Structures
Rajesh Prasad
Executive Director (Metro), RVNL (25.04.2018)

• Special kind of Structures :-
–Cable Stayed Bridge
–Bhagirathi Rail Bridge
–Execution of Rail tunnel
• Restoration of Vivekananda flyover
• Safety during construction - Experience
Scope

IT (Innovative Technology)
and/or
IT (Information Technology)
= IT (India Tomorrow)
- Hon’le Prime Minister

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.

• Length : 825 m
• Longest Span 457m
• 28.6 m width – 8 lane traffic
• Post tensioned concrete box girders
• Steel pylon
SOME OF THE WORLD WIDE CABLE STAYED BRIDGES
Image Name Span
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
Vidyasagar Setu, Kolkata Rajiv Gandhi Sea Link, Mumbai
• Cable Stayed Main Bay.
• Concrete – steel precast segment at
either end.
• Length 5.6 Kms.
• Longest Span 2 x 250m
• Commissioned in 2009

CABLE STAYED BRIDGE
4-LANE CABLE STAYED BRIDGE BARDDHAMAN
VIEW OF MODEL

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

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

 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…

• 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
IMPORTANT FEATURES OF DECK AND PYLON ERECTION

• 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

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

https://www.youtube.com/watch?v=aApXrEmwq5U

• 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

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)

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

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

• 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
CONCLUSION OF WIND TUNNEL
• 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 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.

• 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

•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
• Staging 800MT
•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

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.

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

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

PARALLEL STRAND SYSTEM
 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.
 Isotension® Method

• 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

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

Analysis Model
Isometric 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

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
…..

Geometry Control to ensure safety

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
64

INSPECTION & CHECKING HARDNESS OF WEDGES
66

ROTATIVE FLEXION TEST (12.05.2014)
67

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
house
Testing/
Review
Witness/
Review
DOC/QA-QC/
EXTERNAL
RVNL/PMC IS 456
2.3)Permeability Test
For each Grade of
Concrete (RCC) / As
required
Independent
house
Testing/
Review
Witness/
Review
DOC/QA-QC/
EXTERNAL
RVNL/PMC MORT&H
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 –
Total DFT -320 microns.
AkzoNobel
QUALITY ASSURANCE - FABRICATION

After completion of
CABLE STAYED BRIDGE,
Aug.2016

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

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

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

• CRS sanction received May 2011.
• Blocks planned for Aug 2015 to March 2016 – 200
days, implemented in 197 days.
• TDC – Work was to be completed by 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
 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

• A Cable Stayed Bridge looks majestic as it spans through
a large expanse of space over the land or water mass.
The experience of constructing/designing a Cable
Stayed Bridge in India is rather limited.
• Pylon Kept Outside the Yard for
– Back span construction independent of Railway yard.
– Easier Construction
– In case of any derailment in yard, pylon will remain
safe.
• Faster construction without much of effect over yard.
• Future Yard remodeling possible.
• Erection started in August 2015 to March 2016 for
erection of 12 panels.
FUTURE FAST TRACK MODEL

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

CONSTRUCTION OF BRIDGE OVER RIVER BHAGIRATHI IN
CONNECTION WITH CONSTRUCTION OF NEW BG LINE FROM
NABADWIP GHAT TO NABADWIP DHAM IN EASTERN RAILWAY

 Length : 591.552 M
 Loading : 25 MT
 Span (c/c of pier) : 2nos x 33.276 m + 5 nos x 105 m
 Superstructure : Open Web through type double warren latticed
Girder, Width – 5.5 m , Height – 12.25 m
 Pier : RCC Solid Circular Type – 4000 mm dia
 Abutment : RCC Solid Wall type – Thickness at base3000 mm
 Foundation : Circular Well foundation
 Pier Well : 11 m diameter
 Abutment well : 13.5 m diameter
 Bearing : Cylindrical bearing for 103.5 m span
 Trolley Refuges : Provided on each pier supported on
Superstructure Girder
Salient features of Bhagirathi Bridge

• Well foundation
• Cutting Edge
• Well Curb
• Well Staining
• Caisson Floating
• Erection scheme
• Bearing
FEATURES

Well foundation was considered because of the kind of river and it was also decided to
take it down to the founding level through all kinds of sub-strata, plugging the bottom,
filling the inside of the well, plugging the top and providing a well cap in accordance with
the design formulated by M/s. STUP Consultants and proof checked by IIT/Roorkee.
Well foundation
General Arrangement & R.C. details of Well & Well cap for pier

Erection scheme
• Erection of 103.5 m span by conventional & Cantilever method
• The basic principal of cantilever erection is the weight of one span is
holding the next span as a cantilever by connecting the top chord by a link
member and bottom chord through a compression buffer.
Sl. No. Particulars Detail Description
1. Launching
Scheme
Cantilever erection scheme for 103.5M span through type truss
girder
2. First Stage Span P1-P2(1st 103.5M span) erected over trestle support and
act as anchor span(Approach Anchor span)
3. Second Stage After completion of anchor span, all the trestle support
underneath the span were removed erection crane was made
ready to erect the cantilever spans (rest 4 nos. 103.5M span)
4. Third Stage Span A1-P1 (1st 30.5M span) erected over trestle support and
P6-P7 (2nd 30.5M span) erected by cantilever method.
Different stages of the launching scheme is shown below:
There are 5 nos spans of 103.5 m span and 2 nos 31.926 m span. These 103.5 m
spans are open web through type girders with bottom girders made of channel
section and other span of 31.0926 m are through type girders made of built-up I
section.

Erection of 103.5 m span
First span over ground with the support of trusses

Link member joining two spans
Link members was used to connect the successive span of cantilever erection with
the previous adjoining span which in turn to behave as a counter balance for the
successive span.

Cylindrical bearings
Sl No Roller-Rocker Bearings Cylindrical Bearings
1 Primitive design concept, not used in developed
countries anymore.
Modern design concept used throughout the world
2 Works on metal to metal line contact causing lot of
wear and tear and also stress concentration on the
adjacent structure
Plane Contact between proper sliding interface for reduced
sliding friction and thereby no wear and tear. Also better
stress distribution.
3 Allows rotation about one axis Cylindrical bearing allow rotation about one axis
4 Induces eccentricity on the pier and substructure at the
roller end due to movement
No eccentricity on the substructure
5 Point of action of horizontal force is quite high resulting
in high flexural stress on the adjacent structure.
Point of action of horizontal force is quite low resulting in low
flexural stress on the adjacent structure
6 Working (i.e. moving/rotating) parts of the bearings are
bare steel surfaces which are highly prone to corrosion
Working (i.e. moving/rotating) parts are not bare steel
surface but materials like PTFE, Stainless Steel and
Elastomer – not prone to corrosion
7 Working parts are not protected, causing accumulation
dirt/debris on those surfaces resulting malfunctioning of
the bearings
By design working parts are well protected, preventing
contamination by dirt/debris for smooth functioning
8 Requires huge maintenance during service life Requires almost no maintenance but still provides long
service life (> 50 years)
9 Unnecessary/uneconomic use of steel Optimum use of materials, resulting in economic design
10 Quite Expensive for large spans Comparatively less expensive especially where large
movement and rotational capability is required
The circular issued by Railway Board for adoption of spherical bearings on 61 m spans and
above, also covers adoptions of cylindrical bearings, as both the types of bearings are
covered by the same national and international codes (including RDSO & MORTH coders)
and follow the same design concept and construction philosophy. The same was adopted
for Bhagirathi Bridge.

Handbook cum coffee table book titled “Bridging over
river bhagirathi - concept to completion” is at:
www.slideshare.net/slideshow/embed_code/key/vPgmMuN9R5QCn6

Execution of 680 m long tunnel ensuring safety of the
adjoining rail tunnel with controlled blasting and
monitoring in maoist affected zone of HDN route of S.E.
Railway

 680 m long tunnel execution.
 Monitoring of Vibration and Peak particle velocity in
the adjoining tunnel.
 Execution in LWE area.
GOELKERA – MONOHARPUR 3RD LINE
Length 27.5 Km
Phase-I (Posoita to Manoharpur) 11.6 KM
Phase –I Commissioned on 04.05.2016
Phase-II (Goelkera to Posoita) 15.9 KM
SCOPE
 RVNL Kolkata PIU is Implementing Agency
 M/s Unity-Triveni-BCPL (JV) are main Contractor.
 Central Institute of Mining & Fuel Research (CIMFR)
Roorkee - DDC (Cost Rs. 80 Lakh)
 M/s SNC-Lavalin - PMC. (Cost Rs. 2.7 Crores)
AGENCIES INVOLVED
TECHNICAL CHALLENGE
 3rd Line tunnel very close to the existing tunnel (c/c 31
m) ADMINISTRATIVE CHALLENGE
 LWE affected area.

FEATURES IN TUNNEL EXECUTION
 Curves in Tunnel alignment :
305m , straight with two curves of 3° in approach.
Gradient - 1 in 100
 Size and Shape of Tunnel:
 Modified Horse Shoe shaped
 Excavation Height – 8.041m. & Width – 7.365m.
 Excavating by heading and benching method
 Controlled blasting technique
 Ventilation shaft
 Steel rib support in portal and weak rock area
 Steel fibre reinforced shotcrete (SFRS)
 Rock bolt
 Concrete Backfilling
 LED lighting
 Monitoring system (to ensure safety of the adjoining tunnel)
for the first time in IR

General complete cycle of tunnel excavation by drill and
blast
Drilling
Survey
Bolt
Scale Dislodged
Ventilate
Blasting
Loading

ROCK BLASTING
Desirable Effects Unwanted Effects
• Breaking the rock
mass into desired
shapes & sizes.
• Displacing the broken
rock
• High Production/Pull
• Ground Vibration
• Air-blast
• Flyrock
• Over-Breakage
• Back break
• Damage to Rock
Mass
• Cost escalation
• Increased cycle time

Rock strata encountered during execution tunnel
PHYLLITE ROCK
(Crack at 71º angle)
QUARTZITE ROCK
CARBONACEOUS SHALE

Tunnel excavation by Blasting
• The blast designs with MCD
(Maximum Charged density) of
14.0kg.
• Controlled blasting has been done
under guidance and direction of
DDC i.e CIMFR.
• Heading & benching method due to poor rock condition where
stand up time is not very high.
• Controlled blasting technique for the excavation of tunnel, trolley
refuge, ventilation shaft.

Explosive:
The latest generation emulsion explosive (power gel of ORICA make
having 25 mm dia ,200 mm long and 125 gm by weight ) with 80-
90% strength for blasting is used . The explosive is adequately
sensitive, powerful and safe. For initiation of non-electric
detonators (also termed as shock tube initiation system) of long
delay is used. Afterwards Electric detonators with long delay series
(excel series) is being used in underground tunnel blasting. 1.8 m
deep blast hole is generally filled with 60% of emulsion explosive
and remaining 40% length is filled by mud stick.
LOADING OF EXPLOSIVE

Electronic Detonator
The sequence of delay blasting by choosing 1 to 12 delay series of
LDD (Long Delayed Detonator). The placement of LDD’s in heading
is shown below. By this, blastings were done in sequences and
during each blasting amplitude of shock waves was reduced to
keep it within permissible limit for safety of nearby existing tunnel.
Cross section of ED

Fixing of Electronic Detonator (LDD) for Blasting

VENTILATION SHAFT
A ventilation shaft (2.0 m dia) circular in shape at the
centre of the tunnel, i.e. at ch. 6300m has been
provided. The shaft is around 35m deep from
exposed surface of mountain to feed fresh air inside
tunnel as well as natural lighting to some extent.

STEEL RIBS
Specification of Steel Rib Support at Portal Area :
Type of Steel Rib : ISHB 200
Weight per meter : 0.366 kN
Cross-Section Area : 47.54 cm2
Spacing of rib : 100 cm at both the ends of
tunnel
Plain Shotcrete : M20
Steel rib supports have generally been used for the portal
zone and inside the tunnel due to poor rock condition,
except 160 m in patches where the rock support has been
given by shotcreting only. ISHM 200 steel rib supports has
been used. At back portion of steel rib & between the rock
surface, the gap has been filled up by normal concrete so
that full arch action could be generated for stability of
tunnel.

SLOPE PROTECTION BY
FIXING WIREMESH
SLOPE PROTECTION BY
FIXING ROCK BOLT
SHOTCRETE AT APPROACHES

Rock Bolt
Specification of Rock Bolt in the Tunnel :
Length : 3.0 m
Diameter : 25mm tor steel
Base Plate Size : 15 cm x 15 cm
Thickness of Base Plate : 12mm
Pullout Capacity of bolt : More than or equal to 15 tones fully
grouted
Spacing : Staggered systematic 1.5m centre to
centre

Monitoring System
• Controlled blasting under
guidance of DDC.
• Monitoring system for
measuring vibration in the
existing tunnel during
blasting of 3rd line.
• Seismograph equipment was
installed in near by existing
tunnel wall during every
blasting to record the
blasting amplitude and
frequency of shock wave.

Inducespolarityofsignal
Longitudinal geophone
(L)
Vertical geophone
(V)
Transverse geophone
(T)
The arrows indicate positive and negative ground motion represented by waveforms
TIME
+
+
+
-
-
-
+
T
+ V
+
L
-
-
-
Event
Standard Transducer
Ground Vibrations
V= Vertical
T= Transverse
L=Longitudinal
Microphone
Air Pressure
Monitoring Device
Limiting/Safe Value
PPV= 10mm/sec.
Noise = 146 dB

The summary of blast vibration
and Fast Fourier Transform
Analysis (FFT)
PPV = 4.572 mm/s< 10mm/sec.
Noise = 106.0 dB < 146 dB

Work is being executed under 100% security cover of SAP
posted by State Government of Jharkhand

MOVEMENT AND STORAGE OF EXPLOSIVE

Handbook cum coffee table book titled “Execution of 686 m
long Railway tunnel ensuring safety of the adjoining rail tunnel
in Saranda Forest – Challenges encountered”.
www.slideshare.net/slideshow/embed_code/key/GFZs0QPwfEVrSg

Restoration of Vivekananda Flyover suddenly
collapsed on 31.03.2016

Vivekananda Flyover suddenly collapsed on 31.03.2016

THE HANGING SPAN WHICH WAS ENTRUSTED TO RVNL FOR
REMOVAL, PICTURE DATE 02.04.16 MORNING.

MOU BETWEEN KMDA AND RVNL
• M/s. Stup Consultant engaged for design and method statement.

Concreting was in progress at the time of
mishap

Support of Concrete blocks & Stools were erected at various locations from bottom
to prevent further collapsing during dismantling & to ensure protection of worker
and adjacent property.

Several Diamond Cutters were used simultaneously
to expedite progress

Cut pieces were lifted continuously by crane to avoid any
damage to the adjacent buildings

Hydras were also used to remove concrete chunks of
relatively small weight

JCBs are being used in restoration site

Entire dismantling operation took about 16 days time.
Picture dated 01.04.2016

1 The plans had been
changed multiple times.
There is confusion on the
number of pillars
required to bear the
weight of the flyover
2 Instability of girders
accentuated the problem
and the bridge might
have collapsed as a
domino effect
3 Steel frames of 28mm
thickness used instead of
32mm as specified in the
original tender
4 Structural and material
engineers – a must at the
site – absent on day of
accident.

Splice Plate initially fabricated as HSFG and
Later welded in situ
Also, notice the opening in splice gap in
cantilever pier at extreme fiber

Vivekananda Flyover suddenly collapsed on 31.03.2016
IIT KGP REPORT- DEC 2017
- Poor Contract - Poor Workmanship
- Poor Design - Poor Supervision
- Poor Material

SAFETY DURING
CONSTRUCTION – SOME
EXPERIENCE

SAFETY MEASURES TAKEN AT WORK SITE
Proper barricading at site to protect Motorists, Pedestrians,
Workmen, Plant & Equipment from accident

• Display of temporary traffic signs as per the requirement of the Traffic
Police.

Use of Personal Protective Equipments (PPP) like Safety Helmet,
Jacket, Shoes etc.

Protection of worksite…
(Pile Cap work)

Height Gauge and Safety Fish Net Provided For Safety of
pedestrian and vehicular traffic
Height Gauge
Safety Fish Net

SAFETY MEASURES AT WORK SITE
Proper lighting of barricades placed along the roadway.

EXPRESSWAY DIVERSION – BUILDING SIDE (Near
Dunlop Bridge)

Baranagar Station by the side of track

Huge water network at Behala Chowrasta Station

Execution of Station in D.H. Road

Execution over Charial Khal
Before execution

After execution over Charial Khal

EXECUTION OF VIADUCT BESIDE WIPRO FLYOVER

DISMANTLING OF PSC BOX GIRDERS OF OLD DUNLOP BRIDGE BY USING
DIAMOND CUTTER ENSURING PROPER SAFETY AT WORK SITE

I-GIRDER STEEL FRAME LOCKING
ARRANGEMENT
STEEL FRAME LOCKING ARRANAGEMENT

Electrical safety aspects during erection
of Burddhaman Rail over bridge
Launching of girders on cable stayed bridge posed unique safety
challenges due to large no. of Railway Tacks with 25 KV Overhead
Traction system under the span. 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 foe earthing ACTM Vol-II

Planning: Taking into consideration above requirements
following was planned and acted upon for execution before
starting of the launching work
• 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.
• 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.

• 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

Safe work practices adopted during erection at
Barddhaman

Safety of Installation of strands

Proper access platforms, staircases

Proper Illumination for Night Work

Trial conducted at site for evacuation from inside pylon Trial of fall arrestor in progress for height working
Workers taking “Safety Pledge”
• Method statements
• Safety audit
Vital for safe execution

 It was ensured to carry out Safety Instruction Meeting/ Tool Box Meeting at
Site every week for workers and site staffs.
 First-Aid medicines and kits were always made available at each work front.
The list of the medicines were also available in the first-Aid boxes.
 Emergency vehicle used was available during launching.
 Proper housekeeping practices were carried out in working area.
 Adequate personal protective equipments (PPE) were made available.
 No unauthorized entry in the protected zone.
 Staircase, railing, ladder etc used to properly checked and properly
maintained.
 All electrical connections were carried out systemically and checked
frequently.
 All the standard material plugs & sockets were used for all the connections.
 Periodical checking for good condition & insulation of all portable tools were
required was ensured.
 Foot wear and safety Helmet with chin strip were made available.
 Use of safety goggles while welding/ gas cutting/ grinding etc.
 Use body guards. Gloves etc.
 Provision of functional fire extinguishers was ensured.
Safety during construction of Bhagirathi Rail Bridge

WORKING WITH SAFETY GEARS FAIL SAFE ARRANGEMENTS
FLOATING TUBE
100% safe implementation without even a single minor injury/scratch to a worker.

Live Monitoring on live
http://www.magebaindia.com/robocontrol/loginnew.php

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.
After thought .....
~ Aristotle

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

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

IIBE ppt at Lucknow dt 25.05.18

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