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

AT BARDDHAMAN
STAYING WITH CABLES -
A MODERN CONSTRUCTION
IN NEW ERA
FOUR-LANE CABLE STAYED ROB

barddhaman - A busy station in
rajdhani route where project
got implemented successfully

CONTENTSRVNL'S MISSION AND VISION 02
FOREWORD BY CMD/RVNL 03
TECHNICAL NOTE BY THE AUTHOR 04
FOR A NEW ERA OF PROGRESS 08
INTRODUCTION - AN OVERVIEW 10
PROJECT DETAILS 15
AGENCIES INVOLVED 16
PILE, PILE CAP & PIER 18
64 NOS. OF QUARTERS CONSTRUCTION FOR UTILITIES 20
MONOLITHIC BACK SPAN 22
AERODYNAMIC TEST (WIND TUNNEL TEST) 26
INSPECTION AND TEST CHECK 27
HSFG BOLT TIGHTENING 30
WELDING & MACHINING 32
CONSTRUCTION STAGE ANALYSIS AND GEOMETRY CONTROL 34
LARSA 4D MODEL 37
TRIAL OF GIRDERS & DECK ERECTION CRANE AT FABRICATION YARD 40
PAINT & PAINTING SCHEME 42
PYLON ERECTION WITH SPECIAL KIND OF TOWER CRANE 44
INSTALLATION OF STRANDS & STRESSING 48
INTERNAL RADIAL DAMPERS 59
PRECAST DECK SLAB 60
ERECTION WORK PROGRAMME 68
MONITORING SYSTEM 72
SAFETY & QUALITY ASSURANCE 74
LIST OF DRAWINGS REFERENCE 79
SITE INSPECTION & VISITS 82
APPRECIATION LETTER FROM DIFFERENT ORGANISATIONS 92
INSPECTION NOTE BY CRS 98
EXPERIENCE BY THE AUTHOR 100

02
ÞWáF PæF=+FõF PÎF;FÛF PáFPÛF©W°
§ Creating state of Art rail transport capacity to meet
growingdemand.
§ Executing projects on fast track basis by adopting
international project execution, construction,
managementpracticesandstandards.
§ To make the Project implementation process, efficient
bothintermsofcostandtime.
§ Adhering to sound business principles and prudent
commercial practices to emerge India's top rail
infrastructurePSU.
§ To implement Rail Infrastructure Project on commercial
format through various Public Private Partnership
models.
§ To achieve International Quality Standards through
innovations.
§ To implement Rail Infrastructure Projects on commercial
format through various Public Private Partnership
Models.
§ To achieve project completions in target time and with
bestquality.
§ Involving private sector in financing the construction of
projects and development of efficient models of Public
Private Partnerships with joint venture SPVs with equity
participation by Strategic & Financial Investors including
funding options from external multilateral agencies like
theAsianDevelopmentBank
To emerge as most efficient rail infrastructure provider with
sound financial base and global construction practices for
timely completion of projects. The experience gained by RVNL
RVNL'S MISSION
RVNL'S VISION
S. C. Agnihotri
Chairman &
Managing Director
Gita Mishra
Director (Personnel)
Ashok K. Ganju
Director (Finance)
Mukul Jain
Director (Operations)
Vijay Anand
Director (Projects)
Board of directors
is unique. Challenge before Indian Railways is to execute large
number of projects on fast track basis to quickly augment
capacityontheoversaturatednetwork.
Keeping in view, likely manifold increase in construction activity
and need to implement projects in a tighter time schedule,
RVNL will have to play a key role in removing capacity
bottlenecks and implementation of projects. Based on the
experience gained so far, RVNL need to be assigned the
followingroleinfuture:-
§ RVNL will be assigned large capacity creation
programmes viz. removal of capacity bottlenecks on High
DensityNetwork,
§ RVNL will play a greater role in creating capacity on
Golden Quadrilateral and can be assigned the projects as
an outcome of studies being undertaken by RVNL for
Freight Corridors on North South, East West, East Coast
Corridors,etc.
§ RVNL will be assigned with large Railway Electrification
Projects.
§ RVNL will undertake construction of Mega Bridges. Such
bridges are ideal candidate for multilateral funding as the
samedoesnotinvolveanyR&Rissue.
§ Projects to be implemented with multilateral funding such
asADBandWorldBank.
§ Projects to be implemented through Public Private
Partnershipthroughvariousmodels.
§ Constructionofabout1000kmsoftrackeveryyear.
§ ExpenditureofaboutRs.3,000cr.everyyear.
§ Full operationalisation of RVNL as Railway
Administration under Railways Act, 1989 Section 3 (32b)
aspercabinetapproval.
§ To bring global construction technology in railway
construction, to deliver best quality and to have cost
effective design, construction to reduce the life cycle cost
ofproject.
§ Assignment of critical Railway Development Activities,
requiringnewskillsandtechniques.

MESSAGE
It is a matter of great pride and satisfaction for RVNL that it's Kolkata PIU has successfully completed the erection
of a Cable Stayed Bridge at Bardhaman -a very busy station on Delhi-Kolkata Rajdhani route without causing any
disturbancetotheheavytraffic.
The Cable Stayed Bridge is a technologically complex and one of the most challenging projects undertaken by Indian
Railway. RVNL accepted the challenge of implementing the same and in May 2015 after getting Commissioner of
RailwaySafety'ssanctionforerectionofthebridge,RVNLapproachedEasternRailwayfortrafficandpowerblocks
on specific days over a period of more than 200 days. It gives me immense pleasure to record that all such blocks were
sanctioned, availed and not even a single block exceeded the time limit. A very meticulous planning was made and
executed with precision, which resulted in appreciations in writing, by CRS, COM, CBE, DRM. Financial
CommissioneralsovisitedthesitewiththeundersignedinMarch2016andappreciatedthegoodworkdone.
Besides the conventional works of doubling and construction of new lines, RVNL over a period of time has developed
expertise in workshop projects and has implemented Dankuni Diesel Loco Component Factory, Haldia DMU
Factory and Dankuni Electric Loco Factory in record time. A project, whose foundation stone was laid by Hon'ble
Prime Minister, for renovation of the workshop at Varanasi is also nearing completion. The construction of rail
bridges on river Mahanadi and on sea at Vallarpadam, Kochi, the longest rail bridge in the country, had earlier
established credentials of RVNL. Now I am happy to state that the construction of Cable Stayed Bridge, Bardhaman
insuchasuccessfulandprofessionalmannerwithinshortspanoftimehasaddedanewfeatherinRVNL'scap.
I must appreciate some of the concepts used for implementation of the said bridge such as LARSA 4D model for
design of the cable stayed bridge, wind tunnel test, concept of precast slab to avoid scaffolding, composite structures
for easierconstruction,monolithic backspan,durablepaintingbyepoxybasedpaintofAkzonobelandLUSASmodel
forgeometriccontrolduringexecution.
I take the opportunity to compliment Shri Rajesh Prasad, Chief Project Manager/Kolkata and his team for
successful completion of Cable Stayed Bridge in a record time and also publishing “Staying with Cables – A modern
construction in new era”–an interesting coffee-table book that chronicles the construction of this structure that will
becomealandmarkinIndianRailways.IwishKolkataPIUagreatsuccessforfutureendeavors.
New Delhi

Technical note
04
Cable Stayed Bridge construction is very common
worldwide whereas in India there are few such bridges
being constructed. The possible reasons are absence of
technology, economics and tendency of people to continue
with the existing practices of construction. The oldest
attempt of a cable stayed bridge dates back to 1784, when a
German carpenter, C. T. Loescher, designed a structure
entirely in timber. A Cable Stayed Bridge at Barddhaman
hasbeenconstructedbyRVNL.
Barddhaman is situated at 107 km from Howrah on
Howrah-Delhi route. There is an old multi span ROB of
brick masonry construction with plate girders over the
Barddhaman railway yard, which is connecting the G.T.
Road side of Barddhaman town with Kalna-Katwa Road.
The existing ROB is an extremely busy corridor carrying a
large number of fast and slow moving vehicles along with
pedestrian traffic. Since condition of the existing ROB is
poor and distressed due to its old age, rebuilding of the
existing ROB was sanctioned. A cable stayed ROB was the
only option acceptable to Railways and the State Govt. in
thisverybusyandelectrifiedyard.
The new ROB was proposed at a distance of 65.5m towards
Durgapur from the centre line of existing ROB. In order
to have a clear, hindrance-free span over the Barddhaman
railway yard, the proposed new ROB has cable stayed
constructioninaspanof188.429m(c/c).Itwasdecidedthat
clear distance between the northern face of the G.T. Road
side abutment and southern face of the intermediate pylon
will be mandatorily 120.913m. The minimum vertical
clearance between the lowest point of the soffit of the
superstructure and the highest rail level beneath the ROB
shall be 6.50m and the maximum vertical distance between
theroadsurfaceandthetrackwillbe7.5m.
Various unique features implemented in this project are
summarizedbelow:
(I) LARSA4DmodelandWindtunneltest.
FEATURES
(ii) LUSAS model for Construction Stage Analysis and
Geometry Control to ensure safety during erection
overelectrifiedyardduringexecution.
(iii) Use of precast RCC slabs to avoid scaffolding for
deck
(iv) Compositestructuresforeasierconstruction
(v) MonolithicBackSpan
(vi) Durable painting by epoxy based paint of
AkzoNobel
The scheme for erection of the main span deck and the
stay cable installation was developed considering the
site constraints, safety requirements and availability of
limitedtraffic&powerblocks.
Construction Stage Analysis and Geometry Control of
cable stayed bridge at Barddhaman are very important
activities to understand. Section properties, material
properties, loadings at different stages and other
considerations were assumed for analysis. These are
referred from the various working drawings, fabrication
drawings and data provided by the contractor and Detail
Design Consultant. Methodology for the analysis and
geometry control is also described. The results obtained
vis-a-vis the actual site results were continuously
monitored.
Necessity of Construction Stage Analysis &
GeometryControl
In case of Cable Stayed Bridges, it is observed that
stresses in the members and deflections during erection
stage are often governing and they exceed the service
stage loads. Hence, it is important to ensure that the
stresses & deflections are within safe limits, as per the
scheme of construction being adopted. Moreover, as the
SCHEMEFORERECTION
CONSTRUCTION STAGE
ANALYSIS
*
by the Author
* This hand book cum CTB is compiled and authored by Rajesh Prasad, CPM (M) & GGM, RVNL

05
work is being executed over busy and electrified yard
with minimum specified clearances, it is to be ensured
that the deflections do not exceed the boundary
conditions.
Hence, a Construction Stage Analysis (CSA) is
obligatory to ensure that the erection stage loads are
within safe limits. At every stage during erection, the
actual observed deflections were measured to validate
the CSA results and/or correct the geometry to within
theboundaryconditions.
ModellingConsiderations
Geometry of deck and pylon is modeled using beam
elements in LUSAS. Deck is modeled as grillage of
longitudinal and transverse members. Longitudinally
deck is modeled as three main beams representing deck
slab. Transverse beams are modeled with steel
composite properties. For modeling solid deck part of
anchor span, slab is divided into number of beams.
Spacing of beams in longitudinal and transverse
direction is kept to maintain the ratio of spacing near to
unity. Main beams are modelled as separate entity.
Spacing of transverse beams for the main span is kept
same as that of the cross girders of each panel.
Accordingly contribution of the deck slab is considered
forworkingouttheproperties.
At pylon location and at the end of anchor span, deck is
integrated with substructure. So the substructure is
also modeled as part of grillage. The wall is divided in to
longitudinal (vertical) and transverse members. The
pile cap is also modeled along with spring supports with
the stiffness mentioned in original design report. Pylon
is modeled with line elements along the centerline of
members viz. pylon legs, cross ties, and anchor points in
pylon head. Cables are connected to pylon at height of
their intersection with the centre line of pylon seen in
longitudinalelevation.
Cables are modeled as bar elements between pylon and
deck without sag. Cables are connected to longitudinal
beams of deck at their point of intersection with beam
centerline. Cross beams are positioned at each
intersection points. Effect of sag worked out separately
and accounted in the overall analysis by
superimposition. Alternatively sag of cables
incorporated using beam elements for modeling the
cables.
Longitudinal vertical profile of the deck is precisely
followed while modeling the deck. Also the vertical position
of the longitudinal elements (relative to each other in
transverse direction) is modeled such that the transverse
slopeofdeckispreciselymodeled.
The main objective of the Geometry Control is to ensure
that the proper clearances from OHE are available at all
times during the construction activities, and member
stresses are within safe limits. Upon completion of the
construction and prior to opening to traffic, the structure
should achieve the required geometry of the bridge deck as
perapproveddrawings.
There are two ways to achieve the required geometry, viz.
1) by adjusting the stay cable forces and 2) by providing
pre-camber to the bridge deck. In many bridges,
combinations of the two methods are adopted, but in the
present case of Barddhaman, the geometry control is being
exercisedthroughadjustingthecableforces.
Cable forces for the each panel are adjusted such that the
upward deflection of the panel due to stressing of
corresponding cable will counteract the net total downward
deflections due to erection of subsequent panels and due to
layingofSIDL.
Prior to commencement of the erection and stay cable
activity, the results of the Construction Stage Analysis, i.e.
expected deflections and related cable forces at each stage
are presented in tabular form in the drawings. For each
panel,thedeflectionsaregivenforthefollowingstages.
§ Afterstressingofbackspancable
§ AftermovementofDeckErectionCrane(DEC)
§ Aftererectionofsteelpanel
§ Afterstressingofmainspancable
§ Afterconcretingofthemainspanunit.
To ascertain the real time behavior of structure, it is very
essential to monitor the structure at site. Each panel cycle,
deckandpylonsurveyedcontinuouslyataforesaidstages.
Panel tip point and anchor point for all the erected panels
are monitored along with top of pylon legs and 5th cable
METHODOLOGY FOR
GEOMETRY CONTROL
SURVEY & MONITORING OF
STRUCTURE

06
anchor point of the pylon legs at the end of each of the
above stages. Levels are taken jointly at each stage and
are sent to the Geometry Control Expert (Viz. STUP, the
designer on behalf of agency) for analysis and comparison
with predicted values, and for proposing adjustments in
cablestayforces,incaserequired.
For ready reference, a presentation covering the
LARSA, LUSAS and few pictures on execution at site
along with sample of documentation. is at:
http://www.slideshare.net/slideshow/embed_code/key/36
kJfie3e7etf1.
After each stage, the survey report for deck and pylon
deflections along with comparative statement are
prepared by STUP and sent to DDC. After studying the
difference in the deck RLs and pylon deflections, any
deviations from the expected values, the corrective
measuresareproposed.
§ The pylon deflections are corrected effectively with
backspancablestressing.
§ The geometry control of the deck are done with front
cableforces
§ Cablere-stressingisalsoproposedifrequired.
For any proposal, the stress checks for all main girders,
pylon and cables are performed. After approval from the
DDC, further construction is allowed. Generally, it is
proposed that re-stressing should be done only in cases
where the deflection of the deck is varying significantly
beyond the estimated/required value. However, a global
check was carried out after completion of fifth panel i.e.
after completion of half the length of main span. Re-
stressing was proposed to be done if required after
reviewingthesitedataaftercompletionoffifthpanel.
For safety during the erection activity, power blocks of
overhead traction lines are absolutely necessary and
arranged during all stages of the deck erection system.
Fool-proof communication arrangements were set up and
understoodbyall concerned.A completesafetydocument
was prepared and regular drills were conducted to
inculcate a culture of safety and zero accidents at the
worksite.
CORRECTIVEMEASURES
SAFETYPRECAUTIONS
OTHERSALIENTFEATURES
Selectionofpylonanderectionatsite
Height of the pylon is dictated by the stability analysis
and economics of the bridge. A tall pylon will minimize
the compression introduced into the steel deck system,
but may increase the length of cable used while a short
pylon will introduce undesirable compressive forces
intothesteeldeckstructure.
Aerodynamictest(windtunneltest)
As per preliminary Aerodynamic Studies by CRRI, the
bridge is not susceptible to classical flutter and
galloping, Buffeting, Vortex induced Oscillation –
LimitedAmplitudeOscillation.
StrandsandStressing
For the stay cable work, Freyssinet's Parallel Strand
System (PSS) stay cables have been adopted, which has
a design life of 100 years and is one of the most advanced
and durable stay cable system in the world today. There
are 3 planes of stay cables with 18 cables each. Vibration
control dampers are being installed in long stay cables
(>80m) as per CIP recommendations. Sensors for
permanent monitoring of deflections and stresses
during service condition, are also being installed in 6
stays subjected to heavy loads. A maintenance manual
for the stay cables during service has been prepared in
consultation with M/s. Freyssinet to ensure long term
maintenanceduringservice.
Paintingscheme
In order to ensure maintenance-free construction, a
scheme of painting of the structural steel pylons and
deck has been adopted with a design life of about 40
years. The scheme for painting was from M/s
AkzoNobel.
Sequencingandcompliancetochecklist
For a project like this sequencing of various activities
are very important. Prior to undertaking any new
activity, the methodology and checklist is prepared and
trials are conducted if necessary. All the activities and
operation are to be undertaken as per the method
statements and checklists. All such activities listed in
checklists are required to be checked before
undertakingsuchoperations.

07
Useofprecastslab
Precast slabs were made at casting yard and subsequently
placed on composite girders to become integral part of the
composite structure. By adopting the precast slabs, use of
formwork and scaffolding, which is time consuming and
unsafe for working in close vicinity to electrified tracks,
could be avoided. Special care was taken to get the best
qualityfinish.
TrialofgirdersbyDeckErectionCrane
In order to have 100% surety and safe execution over the
yard, the trials were made for girders by Deck Erection
Crane to ensure the confidence of the entire team. The
trials were also helpful in understanding the time required
for each of activity and for requisition of traffic and power
blockstothetrafficdepartmentofRailways.
Executionbytakingpowerandtrafficblocks
There are total 10 Nos. of panels and the cables are
connected in 9 Nos. of stage panels. During erection of the
main girder and cross girder suitable traffic and power
blocks were planned. Before availing any traffic and power
block detailed coordination meeting used to be held,
minutes used to be issued and assurance taken from all
concerned.
Video animation during the execution stage can be seen
onlineathttps://www.youtube.com/watch?v=ejw_VYdBS5U
For a project of this type and magnitude, a lot of co-
ordination works are required. Co-ordination is required
CO-ORDINATION AND
TEAMWORK
to be made with different nodal agencies e.g. State Govt.
for utilities and approaches, Railways for approval at
various levels and for traffic/power blocks. There are
various agencies involved for implementation e.g. GPT-
Ranhill (JV) - the executing agency, Stup Consultant –
the designer on behalf of agency, CES-Jacob – the
designer on behalf of RVNL, PMC, IIT Roorkee – the
proof consultant, CRRI etc. Therefore close teamwork is
needed for successful implementation for a project of this
nature. In this case the team work resulted into
successful completionoftheproject.
There are further deliberations on the technical matter
insubsequentpagesofthisbook.
In India, far fewer cable stayed bridges have been
constructed compared to such bridges in advanced
countries. This technique has a bright future for fast
track construction of ROBs over busy and big yards.
However, close coordination amongst nodal agencies is
the prime requirement to ensure fast track safe
construction. The concept and technical knowhow in
India is relatively new but after execution over busy yard
Barddhaman, the construction of cable stayed bridges is
going to play an important role in times to come, specially
at stations where the land mass is to be reserved either
forfutureexpansionofyardorforpassengeramenities.
TOSUMMARIZE
Rajesh Prasad
Chief Project Manager (M)
&
Group General Manager
RVNL Kolkata PIU
‘Staying with Cables’

For a new era
of progress
Sanctioned Estimate
(including approaches)
262.23 Cr.
Letter of Acceptance
Feb 2012
Physical Work
Commencement
April 2012
Erection of Main girder
commencement
August 2015
Launching work completion
February 2016
Actual Completion
March 2016 against the
target of March 2016
08

09
(Brain storming and lateral thinking...)

10

INTRODUCTION -
AN OVERVIEWOn Howrah-Delhi Rajdhani route, over a busy yard at Barddhaman, an engineering challenge was
confronted in the form of rebuilding of an existing dilapidated 2 lane ROB by construction of a new 4
lane ROB. Barddhaman yard is one of the busiest yard of Eastern Railway and Rajdhani route over
Barddhamanstationspanningacross8platformsand10tracks.
There were numerous constraints, such as restriction of maximum height of the road surface
clearances, and very busy movement of rolling stocks over the yard. Such constraints resulted in
asymmetric cable stayed bridge of 188.429 m span with monolithic RCC in back span, composite deck
and steel pylon. Erection of main girder with cables commenced in the month of August 2015 and all
thegirderswerelaunchedbyMarch2016asperthetarget.
11

12
§ While erection work was nearing
completion it looked so majestic...
§ Engineers’ O A (OUVERT Dé ART) - a
french word meaning ‘WORK OF ART’.

13

14
Engineers constructed the first Cable-Stayed Bridge in
Europe following the close of World War II, but the basic
th
designandconceptdatesbacktothe16 century.
(Made at conceptual stage)
view of Model
Basic Principal
Tension
Compression
Pylon
Stay Cables

CLEAR SPAN (ABUTMENT TO ABUTMENT)
ASYMMETRIC ARRANGEMENT TO MEET THE SITE REQUIREMENT
MAIN SPAN LENGTH BACK SPAN LENGTH
NO OF TYPE OF CABLE
NO. OF CABLES IN MAIN SPAN
NO. OF CABLE PER SIDE SPAN
SPACING BETWEEN
SPACING BETWEEN THE
HIGHT OF CENTRE PYLON : 53.798 M
HIGHT OF SIDE PYLON : 53.888 M
CLEARANCE ABOVE RAIL TRACK
MAXIMUM HEIGHT
ROAD SURFACE TO BOTTOMMOST PART OF
185.429M
project DETAILS
124.163 M 64.266 M
3CABLE
PLANES HARP PATTERN
IN MAIN SPAN
9 PER PLANE
12 MCABLES IN MAIN SPAN
CABLES IN SIDE SPAN
6.881M
6 5 0 0 M M
FROM RAIL TRACK LEVEL
OF ROAD SURFACE
7500MM
15
SUPERSTRUCTURE = 1000MM9 PER PLANE
after completionafter completion

AGENCIES INVOLVED
§ RVNLKolkataPIUistheImplementingAgency
• M/sGPT-RANHILL(JV)istheExecutingAgency
• M/sFreyssinetareSpecializedSubcontractor
• M/s Consulting Engineering Services (India) Pvt. Ltd. (JACOB) are the Detailed
DesignConsultantandProjectManagementConsultant
• IITRoorkeeistheProofConsultant
• WindTunnelTestexecutedbyCentralRoadResearchInstitute(CRRI)
• M/sStupConsultantisforGeometryControl
• RailwaysandCRSforblocksandapproval
• Experts like Dr. Prem Krishna and Shri R. R. Jaruhar have blessed
theProjectfromtimetotime.
16

17

18
Location of CP-1 before execution
Location of CP-2 before execution
Location of Pylon before execution
During execution
During execution
During execution

19
Pile, Pile Cap
& Pier during
construction
Pile :- 62 nos. 1500 mm diameter 35m/25m long pile (M35
concrete)
Pile Caps :- There are 3 number of Pile caps namely CP-1,
Pylon and CP-2. All are rectangular in shape and Plan
dimension are for CP-1 (28.9mX6.7m), Pylon
(37.9mX10.9m) and for CP-2 (28.9mX10.9m) and depth of
eachoneis2.5m.
Pier:- There are 3 numbers of Piers of M50 Grade
Concrete namely CP-1, Pylon and CP-2. All are rectangular
in shape and dimensions are for CP-1 (27.7mX4.0m, 7M
high), Pylon (28.2mX2.5m, 7.41M) and CP-2 (28.2mX2.0m,
6.805Mhigh).

20
64 nos. of Quarters
Constructed
Occupants at the old quarters got
shifted for construction of Cable
Stayed Bridge. (It was part of
shifting of utilities)

21
A small colony with drainage, road network,
power supply station was developed as
part of relocation of utility

22
monolithic
Back span

23

24

The work involves construction of concrete back span of
M50 Grade of concrete involving 2045 CUM RCC. This
requires a very sturdy staging arrangement which need
to support the back span till all the Stay cables are fixed
and stressed. The staging arrangement has to be
provided in such a way that enough space is left for
stressing of cables from the bottom of the beams. The
staging arrangement was designed with concrete
foundation as per Soil Bearing Capacity and about
450MTofstagingmaterialwasused.
25
Back span

26
Based on the preliminary Aerodynamic
Studies as stated in Para I Report submitted
by CRRI, the bridge is not susceptible to
classicalflutterandgalloping.
Buffeting, Vortex induced Oscillation –
LimitedAmplitudeOscillation.
The Amplitude of vortex induced Oscillation is
very low and not likely to cause discomfort to
users using Frequency Domain Approach,
peak buffeting response was estimated as
0.160 m for assumed aerodynamic force
coefficients terrain roughness (plain terrain,
surfaceroughnessparameter=0.005m)
To obtain the steady state force coefficients for
bridgedeck(drag,liftandmomentcoefficient)
Repeatthebuffetinganalysis(ifrequired)
CONCLUSION
§ The basic wind speed for design is to be taken as 47m/s
at the location of bridge as per the wind given in IS:875
–Part3andIRC: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
directionshavebeencomputedasperIRC: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
thehoulymeanwindspeedatdecklevelis39.6m/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
loadandisnotlikelytocausediscomforttousers
§ The bridge deck is not likely to be susceptible to
galloping oscillation in vertical mode and shall flutter
infirsttorsionalmode.
§ The bridge deck is not susceptible to classical flutter
and found out various drag coefficients and lift
coefficientforthebridge.
AERODYNAMIC TESTWIND TUNNEL TEST
ModelDesignanddetailsofsectionalmodel
Modelscale:1:40andblockageisabout5.9%
Lengthofmodel:1440mmlong
Widthofmodel:692.5mm
Aspectratio(lengthofwidthratio):2.08

Inspection and Test Check
27
2 MILLION CYCLE FATIGUE TEST
Inspection of anchorages
Checking hardness of Wedges

28
Checking of dispatch of Strands Actual breakage of strand during special kind of test

29
gapless joint

30
HSFG bolt tightening as
part of method statement
Surface preparation for steel interface before providing HSFG bolts:- The surface (i.e. two surfaces of segment, two
inner and two outer surface of splice plates) shall be blast cleaned with shot or grit and spray metalized with aluminum
without any over coating. The aluminum metalizing shall be as per para 39.1 of IRS B1 and shall have normal thickness of
150µm.
Tightening of HSFG bolts with ordinary washers:- The tightening of bolt is done in two steps so that the bolts already
tighteneddonotgetloosewhenthesubsequentboltsaretightened.
1. First stage tightening:- In the first stage, a calibrated wrench with an accuracy of +-10% shall be set to 75%of the
torque computed for the complete tightening of the bolt. All the bolts in the joint shall be tightened to this torque.
After checking all the bolts after the first stage, permanent marks shall be made with suitable marker on the bolt as
unit as nut to indicate the relative position of the two. The mark shall be such that the same shall be visible for
inspectionuptooneyearafter thedateofinstallation.
2. Checkafterfirststage:-Afterthefirststageoftightening.Followingshallbechecked
a) ThesteelmembersthatmakeupthepilesofthejointwithHSFGboltsshallbecheckedforpropercontact.
b) 10% bolts shall be checked with a separate calibrated wrench set at 75% of the proof load for the bolt and any
bolt turning by more than 15 ̊ during the same be rejected. If the loose bolts thus found are more than 5 but less
than 1% of the total, another 10% of the bolts shall be checked. If the total thus found exceed 1% of the total, the
torquewrenchshallbecalibratedafreshandentirelotshallbecheckedfortightness.
3. Secondstagetightening:-The boltsshallbeturnedbyafurtheramountasspecifiedbelow:-
4. Checkaftersecondstagetightening:-Afterthesecondstageof tightening,followingshellbechecked:
a) 100% bolts shall be checked and certified to have been turned through the requisite amount by verifying the
permanentmarksonthenutandthebolt.
b) 1% of the bolts, subject to minimum of 10 per size of bolts shall be checked for gross under-tightening as per
proceduregiveninAnnexureDofIS4000.
– Sd –
Representative of PMC
– Sd –
Representative of DDC
Total nominal thickness “t” of parts to be connected Further rotation to be applied during
(including all packing and washers), d=dia of bolts stage of tightening
Degrees Part turns
T<2d 60 1/6
2d≤t,6d 90 1/4
6d≤t≤10d 120 1/3
the second

31
joint inspection note
Joint inspection of tightening of HSFG bolts
at Fabrication yard
Trial for tightening of HSFG bolt assembly 4 nos. with 3680 NM Torque and 2no with 2500NM torque was carried out on
16/07/2014 over metalizedof pylonPL2/4 (Asansol) infabrication Yard.Thesurface (i.e. twosurfaceof segment,twoinner,
andtwooutersurfacesofsplicesplates)
Tightening of bolts done with 2 nos washers provided one bolts head side an one nut side. No rotation in Bolts was
observedTighteningofboltsfoundsatisfactory.
Actual tightening at site

Welding & machining
32

33
GMAW/MIG WELDING PROCESS
BASE METALS
Material Specification IS: 2062:2011
Type or Grade: E410 (Fe 540)
BASE METALS
Material Specification IS: 2062:2011
Type or Grade: E410 (Fe 540)
PREHEAT
Preheat Temp. Min. 120⁰C
PREHEAT
Preheat Temp. Min. 130⁰C
WELDING PARAMETER
WELDING PARAMETER
FILLER METALS
AWS Specification: AWS FA 5.28
AWS Classification: ER80SG
FILLER METALS
AWS Specification: AWS FA 5.23
AWS Classification: EA2
TECHNIQUE
Stringer or Weave Bead: Both Multi-pass or Single Pass (per side): Multiple
Number of Electrodes: Single
|
TECHNIQUE
Stringer or Weave Bead: Both Multi-pass or Single Pass (per side): Multiple
Number of Electrodes: Single
|
SHIELDING
Gas-----------CO2
Flow Rate 12-18 Lt/min
SHIELDING
Flux (class): F8A2
SUBMERGED ARC WELDING PROCESS (SAW)
Welding:
Types of welding adopted – as per approved welding procedure
specification[WPS]
§ SubmergedArcWelding[SAW]
§ MetalInertArcWelding[MIG]
§ ShieldMetalArcWelding[SMAW]
VisualInspection:oneachrunofweld:Internal
DyePenetrationTest[DPT]:100%Internal
Ultrasonic Test [UT] : 100% check for all Groove joints :
InspectionbyIndependentAgency
RadiographyTest[RT]:10%oneachdoublebeveledButtjoints
MachiningofEndplatesofMainGirders:
Outer surface machining of End plate – 100% contact required
forHighStrengthFrictionGrip
Process Filler metal Current Voltage Travel speed
Class Diameter Amps Volt Cm/min
GMAW ER80SG 1.2 mm 125-135 20-25 25-30
Process Filler metal Current Voltage Travel speed
Class Diameter Amps Volt Cm/min
SAW Ea2 3.15 /4 mm 525-575 27-30 22-28
Finished product after SAW

34
In order to achieve the final design profile of the bridge,
geometry control of the bridge is essential. Also the work
is to be executed over electrified railway line, and hence
the deflection of the girders during construction should
not infringe within the Overhead Electrification (OHE)
influence zone. The Construction Stage Analysis and
Geometry Control of cable stayed bridge at Barddhaman
thus become important and unavoidable and is carried out
using software LUSAS. Due consideration is given to the
sequence of construction and loadings during
construction.
§ Geometry of deck and pylon is modelled using beam
elements in LUSAS. Deck is modelled as grillage of
longitudinal and transverse members.
Longitudinallydeckismodelledasthreemainbeams
representing deck slab. Transverse beams are
modeled with steel composite properties. For
modelling solid deck part of anchor span, slab is
divided into no of beams. Spacing of beams in
longitudinal and transverse direction is kept to
maintain the ratio of spacing near to unity. Main
beams are modelled as separate entity. Spacing of
transverse beams for the main span is kept same as
that of the cross girders of each panel. Accordingly
contribution of the deck slab is considered for
workingouttheproperties.
§ At pylon location and at the end on anchor span deck
is integrated with substructure. So the substructure
is also modelled as part of grillage. The wall is
divided in to longitudinal (vertical) and transverse
members. The pile cap is also modelled along with
spring supports with the stiffness mentioned in
design report made by DDC. Pylon is modelled with
MODELLING
CONSIDERATIONS
CONSTRUCTION STAGE ANALYSIS
AND GEOMETRY CONTROL
line elements along the centerline of members viz.
pylon legs, cross ties, and anchor points in pylon
head. Cables are connected to pylon at height of their
intersection with the centre line of pylon seen in
longitudinalelevation.
§ Cables are modelled as bar elements between pylon
and deck without sag. Cables are connected to
longitudinal beams of deck at their point of
intersection with beam centerline. Cross beams are
positioned at each intersection points. Effect of sag
worked out separately and accounted in the overall
analysis by superimposition. Alternatively sag of
cables can be incorporated using beam elements for
modellingthecables.
§ Longitudinal vertical profile of the deck is precisely
followed while modeling the deck. Also the vertical
position of the longitudinal elements (relative to each
other in transverse direction) is modelled such that
thetransverseslopeofdeckispreciselymodelled.
§ Modelling of Concrete is done with widely accepted
CEB-FIP Model 1990, which is used to represent the
concrete properties with age effect. Variable Creep
and shrinkage effects are considered in this model
and available in LUSAS. Steel is modelled as
isotropicmaterialasusedinanygeneralanalysis.
§ At pier CP1, pin support is assumed at bearing level.
Pylon P1 and Pier CP2 are modelled as pilecap with
spring supports of stiffness of the piles as mentioned
in Design Report.(3/SE/2011016/BF/Design Report-
01). Temporary supports with their corresponding
stiffnesses are assigned to rear concrete deck. These
supports are modelled as "Compression only" spring
supports and will be ineffective when the deck lifts
off.
§ Self weight of decks is applied as body force to
longitudinal members, and the weight of cross girder

35
is applied as UDL on corresponding member. The
weight of steel stiffeners, diaphragms (as
mentioned in detail fabrication drawings by STUP)
are precisely considered and their respective
loading locations are shown below. To account the
weight of evenly distributed stiffeners/studs,
materialdensityismodifiedappropriately.
The target of achieving the required geometry of the
bridge deck after completion of the bridge work
construction i.e. open to traffic can be completed by two
ways, viz (a) by adjusting the stay cable forces and (b) by
providing pre-camber to the bridge deck. In many
bridges, combinations of the two methods are adopted,
but in the present case of Barddhaman, it is not feasible
to provide the pre-camber to the pre-fabricated steel
girder units and hence the geometry control is being
exercised through adjusting the cable forces. Cable
forces for the each panel are adjusted such that the
upward deflection of the panel due to stressing of
corresponding cable will counteract the net total
downward deflections due to erection of subsequent
panelsandduetolayingofSIDL.
In each panel cycle, deck and pylon shall be surveyed at
followingstages:
§ Afterstressingofbackspancables.
§ After movement of DEC to next position (Only
frontpaneltwopointsofeachMGs).
§ Aftererectionofsteelpanel.
§ Afterstressingofmainspancable.
§ Onedayaftercastingofslab
After each stage, the survey report for deck and pylon
deflections is reviewed by the consultant and the model
is tuned to site data. After studying the difference in the
deck RLs and pylon deflections, any deviations from the
expected values, the corrective measures will be
proposedbytheconsultant.
§ The pylon deflections can be corrected effectively
withbackspancablestressing.
METHODOLOGY FOR
GEOMETRY CONTROL
CORRECTIVEMEASURES
§
cableforces.
§ Cablere-stressingisalsoproposedifrequired.
For any proposal, the stress checks for all main girders,
pylon and cables are performed. After approval from the
DDC,furtherconstructionwasallowed.
The geometry control of thedeckcan bedonewithfront
LUSAS model of the Bridge
Isometric View of the model
Rendered View of the model

36
Geometry at the
control points at
various locations
of girders and
pylon needed to
be monitored at
every stage and
at sometimes
even hourly.
(Sample of joint check)

37
Larsa 4D model
The analysis of Bardhaman ROB, has been
carried out with a very robust non-linear
software called Larsa4D. This software has
facility to model cable elements and can carry
out construction stage analysis to simulate
stage wise construction of the bridge. We have
analyzed this structure with full geometric non
linearity to account for additional secondary
stresses developed due to deformation of the
structure. With special in “cable force
optimization” tool in Larsa4D, cable forces in
this bridge have been optimized to achieve
bending moment distribution of deck for
permanent load, similar to that of a continuous
beam on rigid supports. This approach
significantly reduces the influence of creep and
redistributionofforces.
During actual construction all construction
stages were again modified as per actual bridge
construction. In this bridge the Geometry
Control agency was providing the cable forces
for intermediate stages and those stages were
again checked with our Larsa Model to see
whether there is any discrepancy in the results.
This checking of variation in member forces
and deflections in each stage gave idea of
envelop of force for which the structure
required to be checked. In cases we found any
significant difference between two analysis
results; the structural models were rechecked
to come to a common conclusion. When only
both geometry control agency and DDC found
the structure safe, further activities at site
wereundertaken.
Role of DDC in Geometry
Control

38
final recommendations after various deliberation
by the railways for sanction by crs

39

TrIal of Girders
& Deck erection
crane at
Fabrication
YardIn order to ensure proper hole matching and fitment of the
members during erection, each member is trial assembled
in the workshop with the adjacent members, prior to its
dispatchfromtheworkshop.
40

41
Intensive trials and regular inspection at fabrication yard
resulted into successful execution at site.

PAINT & PAINTING SCHEME
The painting scheme and supervision by M/s Akzo Nobel
THE PAINTING SCHEME
Blasting of the Steel Structure to SA 2.5
2 separate blasting & painting
Primer Coat consisting of 2 coats of
Intermediate Coat consisting of
Finishing with 2 coats of
with suitable abrasive material. (Copper slag)
epoxy zinc dust primer (Interzinc 52)
are applied by brush/airless spray to
75 micron DFT
epoxy polyurethane paint
(Intergard 475 HS MIO)
applied by brush/airless spray to
75 micron DFT
Polysiloxane (Interfine 878)
applied by brush/airless spray to
120 micron DFT
BLASTING AND PAINTING FLOW CHART
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
In case of any damage to
the members during handling
the paints during handling,
a touch-up/repair scheme
has also been proposed
by M/s Akzonobel, which
is also being followed
42
1
Shifting of material to
Blasting chamber shed
no.- using 70MT
capacity carne for
transportation of
material
3
Inspection by PMC/RVNL
and released for blasting
(Relative Humidity should
not exceed 80%)
checking of abrasive
material etc.
5
Blasted item shifted to
chamber no2 for strip
coat and them primer
coat primer coating shall
be done within specified
hours, generally same
day before sunset.
2
Compressed air cleaning
and attend hidden defects
on steel surface if required
attend rectification like
weld drop, grinding,
spatter cleaning etc.
4
Blastmatrialup to the
appearance of white
metal and roughness
shall be 60 to 75 microns
use digital roughness
meter & photo album
6
Proper mixing of primer,
interzinc52as per the
manufacture's
recommendation i.e 4:1 by
volume (Base: Hardener)
using spray painting required
DFT 75 microns (min.)

43
7
Shifting of
material to
open space for
drying. Prefer
wooden sleeper
for stack
painted items.
8
After recommended
drying time check DFT,
surface finish, Glows,
uniformity & colour shed.
Any defects if observed
needs to be rectified
before application of next
coat. Drying time and DFT
to be recorded in register.
9
Proper mixing of MIO paint
intergard 475Hs, as per the
manufacture's
apply intermediate coat
painting. Required EFT 125
microns (min.) cumulative
DFT-200 microns(min.)
10
After recommended drying
time of paint manufacturer,
measure DFT, Surface
finishing etc. If observe any
defect, needs to be rectified
before application of next coat.
Cumulative DFT 200 microns
minimum. Drying time and DFT
to be recorded in register.
11
Proper mixing of Polysiloxan
paint, product, Interfine
878as per the manufacture's
Final coat shall be of 120
microns in two payers each
60 microns. Cumulative
DFT-320 microns
12
Check total DFT, surface finish, colour
shed uniformity, Surface Glows,
Adhesion test, any defects like pin
holes, Wrinkles etc. If found needs to
be rectified and prepare final
inspection report on proper standard
format. Stack properly of wooden
sleeper for dispatch. ERECTION
MARK BY using Stencil sheet.

44

Pylon
Erection with
special kind of
Tower Crane
45

46

47
§ Height of the pylon is dictated by the stability analysis and economics of the bridge. A tall pylon will minimize the
compression introduced into the steel deck system, but may increase the length of cable used while a short pylon will
introduceundesirablecompressiveforcesintothesteeldeckstructure.
§ The cross section is sized for not only strength and deflection requirements, but also to accommodate a stressing and
inspectionroute.
§ Height of the pylon above deck has been fixed as 54.768m. Three steel pylon towers (2.5MX2.0M box) are connected by
withtiesandfoundedonRCCwallofM50grade(concretePartofPylon).

Installation of
strands & Stressing
48

49

50
Inside of Pylon

Freyssinet’s Parallel Strand System (PSS)
stay cables - which has a design life of 100
years and is one of the most advanced and
durable stay cable system in the world
today. There are 3 planes of stay cables
with 18 cables each. Vibration control
dampers are installed in long stay cables
(>80m) as per CIP recommendations.
Sensors for permanent monitoring of
deflections and stresses during service
condition, are also installed in 6 stays
subjected to heavy loads. An inspection
and maintenance manual for the stay
cablesduringservicehasbeenprepared.
51
Installation
of strands &
Stressing

The Freyssinet Parallel Strand System is composed by
several strands parallel between them. This stay cable
system is composed by the patented semi bonded strand
with a guaranteed ultimate tensile strand (1860 MPa). The
strands are protected from the corrosion by 3 layers of
protection: hot dip galvanization, wax filling around and
within strand, and semi-bonded HDPE coating. All these
strands are threaded inside stay pipes designed to guide
the strands during the hoisting, cable aerodynamics, and
UV protection. Moreover, the strands are anchored in the
anchorages patented with abending filtration device. The
anchorages are tested for water ingress, vibrations and
fatigue.Itisalsodesignedforinspectionandmaintenance.
For installing the Parallel Strand System, an accurate
processhastobedoneasfollow:
§ Install the fixed passive anchorage in the pylon on
back span. Install the adjustable active anchorage in
the pylon on main span. The position of the nut on the
threaded tube at the adjustable anchorage shall be
controlledconformingtotheEngineer’sindications.
§ Install the adjustable active anchorage on the deck
on back span. The position of the nut on the threaded
tube at the adjustable anchorage shall be controlled
conforming to the Engineer’s indications. Install the
fixedpassiveanchorageonthedeckonmainspan.
§ The anchorage shall be clamped, centered on its
positiononthebearingplatewithablockingdevice.
§ The internal part of the expansion duct is screwed
into the pylon anchorage. This top part of duct can be
installedatthesametimeastheanchorages.
§ In case of a long duration (more than 1 week) between
anchorage installation and strand erection, it is
recommended to spray grease over the block and
closetheinjectioncap.
Phase1:AnchoragesInstallation
52
Parallel
(System PSS
Strand
)
Phase 2: Installation of the HDPE
ductandtheMasterStrand
Phase3:StrandsInstallation
§
deck.
§ The Master Strand is threaded into the HDPE
duct.
§ The anti-vandalism tube is slid onto the HDPE
main duct and a lifting collar is clamped below to
holditinposition.
§ The expansion HDPE duct is threaded onto the
mainduct.
§ Ahoistingcollarisplacedaroundthemainduct.
§ The Master Strand has to be lifted with the HDPE
ductusingthetowercrane.
§ The HDPE duct is connected to a hook fixed
outsideofthepylon.
§ The Master Strand shall be threaded into the
anchorages.
§ The Master Strand shall be stressed conforming to
therequiredEngineerindications.
The hoisting cycle can start when the Master strand is
erected. Strands shall be hoisted two by two at the most,
inside the HDPE duct, then anchored and stressed one
byone.
Strands shall be delivered on wooden coils at the level of
thedeckanchorage.
Themainstepsofstrandsinstallationare:
§ Placingthestrandstopendonthecuttingbench.
§ Preparation of the top end (unsheathing and
extractionofthekingwire).
The HDPE ducts are assembled by welding on the

53
§
§ HoistingofstrandsintotheHDPEduct.
The hoisting system is based on two main hydraulic
winches(WP1andWP2).
The first hydraulic winch shall be located on the deck
near the pylon and shall ensure the hoisting of the
strands.Itshallbecalledprimarywinch(WP1).
Two deviation pulleys are used, the first one is placed at
the top anchorage level outside the pylon and the second
oneislocatedonthedeck.
A second hydraulic winch (WP2) shall be located at deck
level. It allows the return through the HDPE duct of the
hoisting shuttle and primary winch cable, after
completion of the hoisting cycle. A third movable small
winchisrequiredinsidethepylon.
Two “5 mm couplers” are connected to the King Wire of
the two strands, and are inserted in the hoisting shuttle.
The shuttle is hoisted closely to the pylon external
surface. The shuttle is removed by an operator (located
outside the pylon near the level of the top formwork
tube), and the strands are pulled using the third winch
insidethepylon.
Threading and anchoring the top end into the top
anchorage.
§ Placing the strands bottom end on the cutting
bench.
§ Preparation of the bottom end (unsheathing and
extractionofthekingwire).
§ Threading and anchoring the lower end into the
bottomanchorage.
§ Stressing.
The stressing with the monostrand jack shall be done
using the Isotension system, at the active anchorage (at
deck for the back span and in the pylon for the main
span). The Master Strand shall be stressed at a specified
target length with the control of the load. A load cell shall
measure the tension in the Master Strand. A load cell
inside the jack shall measure the tension in the strand
being tensioned. When the information of the 2 load cells
is equal, the stressing shall be stopped. At the end of the
operation for “n” strands, the tension in the whole stay
shallben×T(T=finalTensionintheMasterStrand).
Connectionofstrandstothehoistingshuttle.
Phase4:Finishingworks
Once the stressing and re-stressing of the stay cables have
been completed, the different finishing operations can be
carriedout.Thefinishingworksinclude:
§ Overblockingofjaws,
§ Closingofanchoragestuffingbox,
§ Waxinjection.
Atdecklevel:
§ Installationofdampers
§ FinalsetupoftheHDPEductandanti-vandalismtube
loweringandfinishing.
Atpylonlevel:
§ Installationofcompactors,
§ Screwingofthe2partsoftheexpansionduct.
With team from Freyssinet
Isotension Computer

54

55
sample
reports
HDPE DUCTS PREPARATION
(Sample: Cable 7011)
§ HDPEDuctsPreparation
§ CorrectedTableforTemperature
§ HDPEDuctWeldingTableInstructions
§ MasterStrandPreparationForm
§ StandardStrandPreparation
§ MasterStrandSettingForm
§ IsotensionStatement
§ CableForceMeasurement
§ AnchorageGrid-UnderDeck/OutsidePylon
§ AnchorageGrid-InsidePylon/OverDeck

56
Corrected table
for temperature
HDPE Duct
welding table
instructions
master strand
preparation
form

57
standard strand
preparation
Master strand
setting form
Isotension
Statement

58
Cable Force
Measurement
Anchorage Grid -
Under Deck/
Outside Pylon
Anchorage Grid -
Inside Pylon/
Over Deck

59
INTERNAL RADIAL DAMPERSIn order to reduce the effect of fatigue on the stay cables due to oscillations induced by wind or other external
phenomena, stay cables of more than 80m length have been provided with Internal Radial Dampers (IRD). 15 such
dampershavebeeninstalledonthestays
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
theguidetube.Thedamperisfixedrigidlytotheguidetube.
Theavailablestrokeforthetransversedisplacementsis+/-40mm.
Hydraulic
piston

Precast
deck Slab
60
In order to avoid the problem of shuttering / de-
shuttering for deck slab over electrified tracks
and to ensure proper finish of concrete, the deck
slab has been designed consisting of a precast slab
and a cast-in-situ portion. The precast slab is
placed over the cross girders by the Deck
Erection Crane (DEC) and the cast-in-situ
concrete is poured after completion of
reinforcement and shear connector works. This is
oneoftheinnovationmadeatsite.

61

62
Trial of precast slab over
girders was also made
Special kind of bed with vitrified tiles was made to get mirror
finish of the slab from the bottom.

63
Pre Cast Slab
Inspection by CMD
Placement of
precast slab
at site
Concreting of Deck

Placement
of girders
Placement
of middle
girders
64
Special kind of hanger (Platform) was made to be
placed during block with the help of DEC for
tightening of HSFG bolts.

Placement
of 2 end girders
65

Placement of
2 cross
girders
66

Placement of
2 more cross
girders
67

68

Erection of a front deck panel
during night under traffic
and power block
69
Generally for one panel, 5 blocks are planned at
night for erection of 3 main girders and 6 no. X
girders. The DEC is checked for all its check
list points and a clearance is obtained by
Mechanical, Electrical and Structural
Engineers prior to operation. A maximum of
four work stations are activated during the
work.
Every group of workers under a mate are
educated about Do's & Don't's during working.
Every hazard probabilities are identified and
during working utmost caution is observed so
as to be able to avoid accident from falling
objectsmainly.
Each and every worker is well acquainted
about his part of activity and in case of any
doubt, highly experienced engineers under the
guidance of the launching expert are able to
guide them, sometimes even with practical
demonstrationonspot.
Now, as soon as the block starts, announcement
is done by Team Leader with proper public
address system. The first operation starts with
erectionofstagingsystem/workingplatform.
In case of MG's, these are properly balanced
laterally and longitudinally with the help of
slings, D-shackles and turn- buckles and the
same is certified by Surveyor. After erection of
main girders the joints are properly aligned
with drifts and each HSFG bolt is tensioned to
its required level in 3 stages with the help of
impact wrench first and then hydraulic torque-
wrench, prior to inspection and certification by
P.M.C.
In case of X girders similarly, after fixing of
staging platforms, they are slinged properly
and taken to their location and after alignment
with punching/drifting etc. these are fixed and
each HSFG bolt is again tightened to the
requiredlevelwithimpactandtorquewrench.
Before taking up operation during block, the
station platforms below are cordoned and
proper lighting for working platforms are
done. Since most of the blocks were given at
dead of night, workers' health condition and
tiredness, fatigue etc. used to be of special
consideration before positioning them at
respectiveworkspots.
Before and after completion of activities
during block, the work site used to get
inspectedandclearedbysafetyofficer.
(Panel configuration showing the track)

USFD Checking of Track over Deck
70
No margin for unsafe situations left
Checking of Stressing by
CBE, Sr. DEN (C) & Sr. DEN-II

( )special kind of trolley wagon
made for feeding materials
71
The trolly has the facilities
for shifting the loaded material
in lateral direction too.

Monitoring
system
72
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
thepurpose.
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
andrequirementsbytheuser.

instrumentation
73

74
SAFETY
SAFETY DURING ERECTION & LAUNCHING OPERATION
Due to the presence of electrified lines and block working,
safetyisacriticalaspectofthework.
The safety measures adopted at site go above and beyond
merely using Personal Protective Equipment (PPE) at
site.
In preparation of the SHE plan, each activity of the work
has been studied minutely and risks have been identified
andstepshavebeentakentoaddressassociatedrisks.
SomeoftheaspectsoftheSafetyPlaninclude:
§ Provision of Proper Illumination and Safe Access to all
workinglocations.
§ Use of properly designed slings, cranes and handling
tools for all erection activities and regular maintenance
and3rdpartycheckingofthesameatregularinterval.
Tower Crane (capacity 32 MT at 20.1 m operating
radius)
§
constantly monitored
§ Mast connections were tested with hydraulic Torque wrench
§ Jib was not at all allowed to swing towards / over adjacent
railway track.
§ Load Testing : Done successfully with 32 MT load at 20.1 m
operating radius
§ Visual Inspection : Masts, Level and alignment of jib, motor,
brake, gearbox and wire ropes were checked before erection
of each segment of Pylon (31 MT)
Installation and commissioning : Verticality of masts
Pylon (53.86 m)
Following precautions were taken during
erection of each segment upto 7th segment
(37.07m)
§ Safety drills carried out before
commencing each activity
§ Tool box talk was religiously conducted
before erection of each segment.
§ Lifting attachments like, Hooks, Slings,
wire ropes, D shackles etc. were load
tested and cross checked with
manufacturer’s certificates
§ Proper illumination inside Pylon
§ Proper ventilation by Exhaust fan
provided inside Pylon.
§ Proper access, safe working platform
with railing provided outside of each
segment.
§ Walky-talky provided to Tower crane
operator and skilled signal man for
proper communication.
§
workersworkingatheight.
§ Emergency Evacuation Plan and Temperature
control for working in congested surroundings
(i.e.insidepylon).
§ Adopting safe work practices and imbibing
cultureofsafetyandawarenessamongworkers.
Provision of Lifelines and Fall Arrestors for all
Safety Pledge
Trial conducted for evacuation from inside of pylon

75
SAFETY DURING ERECTION & LAUNCHING OPERATION
SAFETY DURING STAY
CABLE STRESSING
Crawler Crane (capacity 270MT)
§
Chart checked through Third Party
Inspection (TPI) at different angles and
operating radius.
§ Physical Inspection : Counter weight, motor,
Boom, gearbox, Bridle rope, wire rope, Pulley,
Lifting hook and other accessories are tested
and certified through TPI.
§ Crane Operator : Validity of license checked
§ PPE : Wearing of PPE enforced on all
erection workers including safety harness and
fall arrester / life line etc.
§ Communication : Signaling to crane operator
by a skilled foreman
Load chart and Load Testing : Crane Load
§
with a 350 mm solid Toe guard to prevent
strand from falling off.
§ Protective casing for wire rope attached to
winches, wherever required
§ Proper illumination for work after dusk
§ Life line fixed inside pylon for any eventuality
§ Emergency rescue team supported with
collapsible stretcher
§ Adequate training to the workers
§ Appropriate PPE provided to the worker
§ Automatic circuit breaker like MCB and
RCCB fitted in electrical connection to the
relevant machineries
§ Adequate lighting and ventilation inside Pylon
for comfortable working condition
§ Protective barrier on main span around cable
anchor
Girders are covered all around by Plywood
Deck Erection Crane
§
through TPI
§ Safety drills carried out before commencing
each activity
§ All tools and tackles checked before erection.
Periodical checking of test certificate by TPI
§ Earthing of feeding track, trolleys and girders
with DEC
§ Fire extinguisher near electric panel
§ Locking arrangement of wheels, pins and
bottom trolley system
§ Bolt connection and anchoring of bottom rail
over longitudinal joists and rail track of
Gantry trolleys
§ Wheel and pins of Gantry trolleys with locking
arrangement
§ Marking of maximum travelling distance of
trolleys
§ Lifting Hook with safety latch
§ Condition of wire rope and its anchoring with
winch drum
§ Limit switches, Break system and smooth
movement of trolleys
§ Slings, attachment of final adjustment of line
and level of the object to be lifted.
§ PPE of all workers engaged in erection
including safety harness and fall arrester and
life line.
Load tested with 45 T at Fabrication yard
Trial of fall arrestorTrial of fall arrestor

76
QUALITY ASSURANCE -
CONCRETE WORK
Inspection and Test Plan (ITP)
CONCRETE
Description Frequency Test GPT- RVNL/ Documentation No. Approved Acceptance
of test Centre RANHILL PMC by Criteria
(JV) Test Method
Fresh Concrete
Hardened Concrete
Slump Test For each Inhouse Testing Witness Lab Register/Pour/ RVNL/PMC IS 1199
Concrete Delivery Card
Transit Mixer
Temperature For each Inhouse Testing Witness Lab Register/Pour/ RVNL/PMC IS 456
Concrete Delivery Card
Transit Mixer
Air Content As directed by Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 456
Engineer
Yield As directed by Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 1199
Engineer
Sampling of As per IS 456/ Inhouse Testing Witness – RVNL/PMC IS 456 /
Cube MORTH IS 4926
Compressive As per IS 456/ Inhouse Testing Witness DOC/QA-QC-FORM RVNL/PMC IS 516
strength MORTH
Chloride As directed by Independent Testing/ Witness/ DOC/QA-QC/ RVNL/PMC IS 456
Penetration Engineer house Review Review EXTERNAL
Test
Permeability For each Grade Independent Testing/ Witness/ DOC/QA-QC/ RVNL/PMC MORT&H
Test of Concrete house Review Review EXTERNAL
(RCC) /
As required

77
QUALITY ASSURANCE -
FABRICATION
Quality Documents
QUALITY ASSURANCE PLAN Prepared based on project technical Approved by PMC, DDC & RVNL
(QAP) specifications and codal provisions
WELDING PROCEDURE As per AWS D1.1, Approved by
SPECIFICATION 1. SAW (Submerged Arc Welding) PMC/DDC/RVNL
(WPS) 2. GMAW/ MIG (Gas Metal Arc Welding consumable.
Welding/Metal Inert Gas) Filler wire / electrodes and Flux -
PROCEDURE QUALIFICATION 3. SMAW By approved vendor - ESSAB
RECORD (PQR) (Shielded Metal Arc Welding)
WELDER QUALIFICATION Qualified welders SAW welders tested in 1G Position
TEST (WQT) SAW : 5 nos MIG/ SMAW welders tested in 3G
MIG/ SMAW : 7 nos. position
NDT Tension Joints – 100 % UT
(NON DESTRUCTIVE TEST) Compression Joints - 25 % UT
Double V butt joints – 100 % RT
Raw material Testing at 49 nos HT Steel Plate Samples and 5 nos. NABL Accredited laboratory
Outside laboratory Rolled Steel Sections Tested so far
Raw Material Scope as per Grade Vendor Remarks
BOQ (in MT)
MS Plate 1720.000 IS-2062, 2006, E410 .Fe540 SAIL Testing of material as per approved QAP
Rolled Section 150.000 IS-2062, 2006, E250 .Fe410 SAIL & Testing of material as per approved QAP
RINL
Fastener 17450 Nos High Strength Friction UNBRAKO As per QAP
Grip Bolt, Gr. 10.9
Shear connector 31500 Nos IRC22-2008 UNBRAKO As per QAP
BS 5400 ,P5, UTS-495
Anchor Bolt 286 Nos Gr. 8.8 UNBRAKO As per QAP
END Plate 60 nos IS-2062, 2006, E410 .Fe540 Suprime Reference: QAP
machining Industry
Howrah
Protective coating 1870.000 Abrasive copper blasting, Reference: QAP
Epoxy zinc rich Primer, MIO,
Polyslloxan paint – Total DFT -
320 microns.

78
comparision of recommendations (CIP, fib, PTI)
CORROSION PROTECTION
CIP-FrenchInterministerialCommissiononPrestressing, fib-Fédérationinternationaledubéton, PTI-Post-TensioningInstitute

LIST OF MAIN BRIDGE DRAWINGS
79
Details Drawing Rev
No. 'R’
LIST OF DRAWING 2011019/SP/S-L0D A
GENERAL NOTES 2011019/SP/S-001 A
GENERAL ARRANGEMENT R.O.B 2011019/SP/S-1101 C
SECTIONAL DETAIL OF R.O.B 2011019/SP/S-1102 D
DETAIL OF CENTRE
PLANE OF CABLE 2011019/SP/S-1103 B
DETAIL OF SIDE PLANE OF CABLE 2011019/SP/S-1104 B
SECTION SHOWING
PANEL ARRANGEMENT 2011019/SP/S-1105 A
NODAL POINT LOCATION OF CABLE 2011019/SP/S-1106 A
PRECHAMBER & DEFLECTION
STAGEWISE -SIDE PLANE OF
CABLE 2011019/SP/S-1107 A
PRECHAMBER & DEFLECTION
STAGEWISE -CENTRAL PLANE
OF CABLE 2011019/SP/S-1108 A
DETAIL OF PILE 2011019/SP/S-1201 A
G.A & R.C DETAIL FOR PILE CAP
AT PYLON 2011019/SP/S-1202 C
AT CP2 2011019/SP/S-1203 C
AT CP1 2011019/SP/S-1204 C
G.A & R.C DETAIL FOR
CONCRETE PYLON 2011019/SP/S-1205 B
G.A & R.C DETAIL FOR CP1 2011019/SP/S-1206 B
G.A & R.C DETAIL FOR CP2 2011019/SP/S-1207 B
BASE PLATE DETAIL UNDER
CENTRAL PYLON 2011019/SP/S-1301 C
BASE PLATE DETAIL UNDER
SIDE PYLON 2011019/SP/S-1302 C
TYPICAL CONNECTION DETAIL 2011019/SP/S-1401 E
CONNECTION OF CABLE WITH
MG1-31 STRANDS 2011019/SP/S-1402 C
MG1-22 STRANDS 2011019/SP/S-1403 D
CONNECTION OF TOP TIE &
PYLON HEAD 2011019/SP/S-1404 A
MG2-73 STRANDS 2011019/SP/S-1405 D
MG2-61 STRANDS 2011019/SP/S-1406 D
ANCHORAGE OF CABLE WITH
BEAM 2500 X 1800 2011019/SP/S-1407 F
ANCHORAGE OF CABLE WITH
BEAM 2500 X 2000 2011019/SP/S-1408 F
CONNECTION OF MG1 WITH
R.C.C BEAM 2500 X 1800 2011019/SP/S-1409 C
CONNECTION OF MG2 WITH
R.C.C BEAM 2500 X 2000 2011019/SP/S-1410 C
TYPICAL ANCHORAGE OF
CABLE AT CENTRAL PYLON 2011019/SP/S-1411 G
TYPICAL ANCHORAGE OF CABLE
AT SIDE PYLON 2011019/SP/S-1412 H
RC DETAIL OF 2500 X 1800 BEAM 2011019/SP/S-1501 B
RC DETAIL OF 2500 X 2000 BEAM 2011019/SP/S-1502 B
RE DETAIL OF BEAM 250 SLAB 2011019/SP/S-1503 D
RC DETAIL OF 750 THICK SLAB 2011019/SP/S-1504 B
RC DETAIL 250 THICK SLAB
FOR PANEL 0 & 1 2011019/SP/S-1505 A
SPLICING DETAIL FOR
CENTRE PYLON 2011019/SP/S-1601 C
SPLICING DETAIL FOR SIDE PYLON 2011019/SP/S-1602 C
BEARING DETAIL 2011019/SP/S-1701 B
DETAIL OF PARAPET &
CRASH BARIER 2011019/SP/S-1702 B
DETAILS OF DRAINAGE SPOUT
(SH. 1 OF 3) 2011019/SP/S-1703 A
(SH. 2 OF 3) 2011019/SP/S-1703 A
(SH. 3 OF 3) 2011019/SP/S-1703 A
LIGHTNING CONDUCTOR
DETAIL FOR R.O.B 2011019/SP/S-1704 A
DETAILS OF EXPANSION JOINT 2011019/SP/S-1705 A
CONSTRUCTION-1 2011019/SP/S-1801 A
CONSTRUCTION-2 2011019/SP/S-1802 A

80
LIST OF SHOP DRAWINGS
Details Drawing Rev
No. 'R’
Detail of Central Pylon mkd.
PL1/Part-1 (Sh 1 of 2) 9419/E/DD-101 R-5
Detail of Central Pylon mkd.
PL1/Part-1 & B.O.M (Sh 2 of 2) 9419/E/DD-101 R-5
Detail of Side Pylon mkd. PL2/1
(Sh 1 of 2) 9419/E/DD-102 R-5
Detail of Side Pylon mkd.
PL2/Part-1 & B.O.M (Sh 2 of 2) 9419/E/DD-102 R-5
Detail of Cross Girder 9419/E/DD-103 R-7
Splice location & Marking elevation
of pylon MKD. PL1, Pl2,
longitudinal beam MKD MG1, Mg2,
Cross Girder MKD CG1 9419/E/DD-104 R-4
Details of M30 Anchor Bolts 9419/E/DD-105 R-4
Detail of Central Pylon MKD.PL1/2,
PL1/3,PL1/4,PL1/6,PL1/7
(SH 1 OF 3) 9419/E/DD-108 R-6
PL1/3,PL1/4,PL1/6,PL1/7 B.O.M
(SH 2 OF 3) 9419/E/DD-108 R-6
PL1/3,PL1/4,PL1/6,PL1/7 B.O.M
(SH 3 OF 3) 9419/E/DD-108 R-5
Detail of main Girder MKD.MG2/2
(SH 1 of 2) 9419/E/DD-109 R-6
Detail of Plate for MG2/2 (SH 2 of 2) 9419/E/DD-109 R-2
Detail of Main Girder Mkd MG1/2 &
2X (Sh 1 of 2) 9419/E/DD-110 R-4
Detail of Plate for MG1/(2)
to MG1 /(2X) (Sh 2 of 2) 9419/E/DD-110 R-2
Detail of Main Girder Mkd
MG2/1 (Sh 1 of 2) 9419/E/DD-111 R-3
Detail of Plate Mkd. MG2/(1)
(Sh 2 of 2) 9419/E/DD-111 R-1
Detail of Main Girder MKD.
MG2/1A (SH 1 of 2) 9419/E/DD-112 R-4
Detail of Plate Mkd. MG2/(1A)
(Sh 2 of 2) 9419/E/DD-112 R-2
1X (Sh 1 of 2) 9419/E/DD-113 R-4
Detail of Plate Mkd MG1/1 &
1X (Sh 2 of 2) 9419/E/DD-113 R-1
Detail of Main Girder Mkd MG1/1A
& 1AX (Sh 1 of 2) 9419/E/DD-114 R-6
Detail of Plate Mkd MG1/1A &
1AX (Sh 2 of 2) 9419/E/DD-114 R-2
Detail of Main Girder Mkd MG2/3
(Sh 1 of 2) 9419/E/DD-115 R-3
Detail of Plate Mkd MG2/3
(Sh 2 of 2) 9419/E/DD-115 R-1
Detail of Main Girder Mkd MG2/4
(Sh 1 of 2) 9419/E/DD-116 R-4
Detail of Plate Mkd MG2/4
(Sh 2 of 2) 9419/E/DD-116 R-1
Detail of main Girder MKD. MG2/5
(Sh 1 of 2) 9419/E/DD-117 R-2
(Sh 2 of 2) 9419/E/DD-117 R-0
(Sh 1 of 2) 9419/E/DD-118 R-2
(Sh 2 of 2) 9419/E/DD-118 R-0
(Sh 1 of 2) 9419/E/DD-119 R-2
(Sh 2 of 2) 9419/E/DD-119 R-0
(Sh 1 of 2) 9419/E/DD-120 R-2
(Sh 2 of 2) 9419/E/DD-120 R-0
(Sh 1 of 2) 9419/E/DD-121 R-2
(Sh 2 of 2) 9419/E/DD-121 R-0
Details of Main Girder MKD MG2/10
(Sh 1 of 2) 9419/E/DD-122 R1
(Sh 2 of 2) 9419/E/DD-122 R1
3X (Sh 1 of 2) 9419/E/DD-123 R-3
Detail of Plate Mkd MG1/3 &
MG1/(3X) (Sh 2 of 2) 9419/E/DD-123 R-1
Detail of Main Girder MKD. MG1/4
& MG1/4X (Sh 1 of 2) 9419/E/DD-124 R-3
Detail of Main Girder MKD. MG1/4
& MG1/4X (Sh 2 of 2) 9419/E/DD-124 R-1
& MG1/5X (Sh 1 of 2) 9419/E/DD-125 R-2
Detail of main Girder MKD.
MG1/5 & MG1/5X (Sh 2 of 2) 9419/E/DD-125 R-0
MG1/6 & MG1/6X (Sh 1 of 2) 9419/E/DD-126 R-1
& MG1/6X (Sh 2 of 2) 9419/E/DD-126 R-0

81
MG1/7 & MG1/7X (Sh 1 of 2) 9419/E/DD-127 R-1
& MG1/7X (Sh 2 of 2) 9419/E/DD-127 R-0
& MG1/8X (Sh 1 of 2) 9419/E/DD-128 R-1
& MG1/8X (Sh 2 of 2) 9419/E/DD-128 R-0
& MG1/9X (Sh 1 of 2) 9419/E/DD-129 R-1
& MG1/9X (Sh 2 of 2) 9419/E/DD-129 R-0
Details of Main Girder MKD
MG1/10 and 1/10X (Sh 1 of 2) 9419/E/DD-130 R-1
and 1/10X (Sh 2 of 2) 9419/E/DD-130 R-1
Detail of Central Pylon MKD. PL1/5
(Sh 1 of 3) 9419/E/DD-131 R-3
& B.O.M (Sh 2 of 3) 9419/E/DD-131 R-3
(Sh 3 of 3) 9419/E/DD-131 R-2
(Sh 1 of 2) 9419/E/DD-132 R-3
& B.O.M (Sh 2 of 2) 9419/E/DD-132 R-3
(Sh 1 of 3) 9419/E/DD-133 R-3
& B.O.M (Sh 2 of 3) 9419/E/DD-133 R-3
(Sh 3 of 3) 9419/E/DD-133 R-2
Detail of Central Pylon MKD.
PL1/10 (Sh 1 of 3) 9419/E/DD-134 R-2
PL1/10 & B.O.M (Sh 2 of 3) 9419/E/DD-134 R-2
PL1/10 (Sh 3 of 3) 9419/E/DD-134 R-2
Detail of Side Pylon MKD. PL2/2,
PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8
(SH 1 OF 3) 9419/E/DD-135 R-6
PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8
& B.O.M (SH 2 OF 3) 9419/E/DD-135 R-6
PL2/3,PL2/4,PL2/6,PL2/7 & PL2/8
(SH3 OF 3) 9419/E/DD-135 R-5
Detail of Side Pylon MKD. PL2/5 &
PL2/5A (Sh 1 of 3) 9419/E/DD-136 R-3
PL2/5A & B.O.M (Sh 2 of 3) 9419/E/DD-136 R-3
PL2/5A (Sh 3 of 3) 9419/E/DD-136 R-2
PL2/9A (Sh 1 of 3) 9419/E/DD-137 R-2
PL2/9A & B.O.M (Sh 2 of 3) 9419/E/DD-137 R-2
PL2/9A (Sh 3 of 3) 9419/E/DD-137 R-2
Detail of Side Pylon MKD. PL2/10
(Sh 1 of 3) 9419/E/DD-138 R-2
& B.O.M (Sh 2 of 3) 9419/E/DD-138 R-2
(Sh 3 of 3) 9419/E/DD-138 R-2
Detail of Tie Beam MKD. PTB-1, 1X
and PTB-2, 2X & B.O.M (Sh 1 of 2) 9419/E/DD-139 R-2
Detail of Tie Beam MKD. PTB-1, 1X
and PTB-2, 2X & B.O.M (Sh 2 of 2) 9419/E/DD-139 R-1
Cable Anchorage detail of central
girder Mkd. MG2(11) to (16),
(Sh 1 of 2) 9419/E/DD-140 R-0
(Sh 2 of 2) 9419/E/DD-140 R-0
(Sh 1 of 2) 9419/E/DD-141 R-0
(Sh 2 of 2) 9419/E/DD-141 R-0
(Sh 1 of 2) 9419/E/DD-142 R-0
(Sh 2 of 2) 9419/E/DD-142 R-0
(Sh 1 of 2) 9419/E/DD-143 R-0
(Sh 2 of 2) 9419/E/DD-143 R-0
Profile elevation of central pylon
and main Girder 9419/E/DD-144 R-1
Profile elevation of side pylon and
main Girder 9419/E/DD-145 R-1
Detail of Formwork tube for central
pylon MKD PL1/11,13,15,17,19,
21,23,25,27 & BOM 9419/E/DD-146 R-1
Detail of Formwork tube for central
pylon MKD PL1/12,14,16,18,20,
22,24,26,28 & BOM 9419/E/DD-147 R-1
Detail of Formwork tube for side
Pylon MKD PL2/11 to 28 (Sh 1 of 2) 9419/E/DD-148 R-1
Detail of Formwork tube for side
Pylon MKD PL2/11 to 28 & BOM
(Sh 2 of 2) 9419/E/DD-148 R-0

82
Dr. Prem Krishna, Former Prof. IIT Roorkee
Site Inspection and Guidance by

83
Site visit of Chairman & Managing Director, RVNL

84
Shri R.R.Jaruhar, Former ME, Railway Board
Site Inspection and Guidance by

Site visit of FINANCIAL COMMISSIONER, RAILWAYS
85

Site visit by our team
86

87
Safety First Helmet Must

88
Site visit by GM, CAO, CBE, DRM

89
visitofabout30IRSE
Probationers-getting
acquantedwiththe
modernconstruction
techniqueof
CableStayedBridge
(Training to IRSE Probationers is equally important)

90
TH
ERECTION OF10 AND last
PANEL in march 2016

91
the team
RVNL Railway Comissioner of
railway safety, E. circle
ShriRajeshPrasad,ChiefProjectManager/M
ShriS.K.Srivastav,GGM(Electrical–II)
ShriH.K.Sahu,GM(Finance)
ShriH.Singh,thenAGM/P/RVNL/KOL
ShriP.K.Mukherjee,JGM/Civil
ShriB.K.Roy,JGM/Mech.
ShriB.K.Chattopadhyay,JGM/Fin.
ShriR.P. Vyas,CBE/E.Rly
ShriR.BadriNarayan,DRM/HWH
ShriR.Gupta,Sr.DEN/Cord.
ShriD.Dasgupta,thenDy.CE/DW
ShriSujitKumar,Dy.CE/DW
ShriU.S.Mandal,Sr.DOM/G
ShriN.Bansal,Sr.DOM
ShriA.Jain,Sr.DEN-II/HWH
ShriR.P.Yadav,thenCRS
ShriP.K.Bajpai,thenCRS
ShriP.K.Acharya,CRS
The work was executed under continuous guidance and support of Shri R. R. Jaruhar, former ME, Rly. Board, Dr. Prem
Krishna, former Prof. IIT Roorkee, Shri R. K. Gupta, former GM/E.Rly, Shri Satish Agnihotri, CMD/RVNL, Shri Vijay
Anand,DirectorProjects/RVNLandShriSurendraKumar,ED/HQ/RVNL.
Officials Associated

92

93

94

95

96

97

98
Also recorded by CRS: Overall, the construction work is being executed in a professional and competent manner, with
high degree of quality control, safety measures and detailed micro-planning of all activities. Prior to undertaking any key
activity,detailedmethodstatementisplannedandtrialrunsarecarriedout.
inspection by
crs/eastern
circle

99
Observation: A good quality work with a very meticulous planning has been done and it is really praiseworthy to find that
thetrafficandpowerblocksplannedhavebeensanctioned,availedandcancelledintime.

There is a very famous saying by Mr. Jim Rohn which I quote – “You must either modify your dreams or magnify your
skills”. Today, on completion of the erection of cable stayed bridge over Barddhaman yard, this quote has got a lot of
impact in implementation of the said project. When RVNL was mandated for execution of cable stayed bridge at
Barddhaman, nobody was aware as to how to proceed and implement the said project. In order to achieve grand success,
the entire team of RVNL made a vision and at the same time over a period of time the team became more skillful for
implementationofasophisticatedandatrulyengineeringprojectlikethis.
RVNL is a very effective and output oriented organization. One of the mission of RVNL is creating a state of art in rail
transport capacity to meet the growing demand. Construction of cable stayed bridge though is related to safety work but
it's role is also to remove the bottlenecks of existing distressed two lane ROB at Barddhaman yard. This bridge will make
future provision for yard remodeling, extension/ provision of new platform. The bridge spans through a large expanse of a
spaceoverthebusyyardandthislookssomajestic.
A lot of innovative skills and planning were made for implementation of the said project. Besides the existing agency, M/s
Freyssinet was the specialized sub-contractor, M/s CES (JACOBs) was the Detailed Design Consultant as well as the
Project Management Consultant, IIT/Roorkee had worked as proof consultant. In order to validate the design, wind
tunnel test was physically carried out by CRRI. The entire execution was done over a very busy yard comprising of 10
Nos. of tracks and 8 Nos. of platforms. A detailed planning was made spreading over a period of more than 200 days and
requiring track and power block on specified days. All the traffic and power blocks sought were sanctioned, availed at site
and more importantly cancelled in or before time. As planned to be completed by February, 2016, the work has been
physically completed on 29.02.2016. CRS/Eastern Circle, COM/Eastern Railway, CBE/Eastern Railway, DRM/Howrah
all have communicated the appreciations and complimented the efforts made by RVNL team. CRS has categorically
commented about the quality and safety standards followed for implementation of the said project. The entire team
comprising of the Designers, Agency, RVNL officials, blessings of Corporate Office ensured a very successful
implementation and new platform is now being created in the construction organization of RVNL and Railways.
CMD/RVNL, DP, DF, DPE, DO, ED/HQ at corporate office have always motivated encouraged and also guided for
successfulcompletionofthisprestigiousproject.
Each of the team members was getting motivated during the various co-ordination meetings for the success being
achieved and this reminds me of an another important saying by Mr. Dwight D. which I quote – “Motivation is the art of
gettingpeopletodowhatyouwantthemtodobecausetheywanttodoit.”
Rajesh Prasad, IRSE
Chief Project Manager (M)
&
Group General Manager
Rajesh PrasadKolkata
Kolkata Project Implementation Unit(A Government of India Enterprise)

What You Lack In Talent Can Be Made Up With
Desire, Hustle And Giving 110% All The Time.
Creativity Is Intelligence Having Fun.
- Don Zimmer
- Albert Einstein
If You Are Working On Something That You
Really Care About, You Don't Have To Be
Pushed. The Vision Pulls You.
- Steve Jobs
Failure Will Never Overtake Me If My
Determination To Succeed Is Strong Enough.
- Og Mandino
Knowing Is Not Enough; We Must Apply.
Wishing Is Not Enough; We Must Do.
- Johann Wolfgang Von Goethe
The Future Belongs To The Competent. Get
Good, Get Better, Be The Best!
- Brian Tracy
Mantras for Success
“
Purity, patience, and perseverance are the three
essentials to success, and above all, love.
- Swami Vivekananda
Glory lies in the attempt to reach
one's goal and not in reaching it.
- Mahatma Gandhi
Disclaimer :- Although the editor and publisher have made every effort to ensure that the information in this Book is correct and accurate, the editor and publisher do not assume and hereby
disclaim any liability to any party for any loss, damages, or disruption caused by errors or omissions, whether such errors or omissions result from negligence, accident or any other cause.
RVNL has used information and data furnished by various sources for the purpose of providing the service. RVNL in good faith, believes such information and data to be reliable. However, it shall
not be responsible for, and shall not provide any assurance regarding the accuracy and/or comprehensiveness of any such information or data. RVNL does not accept any responsibility or liability
for the projections, or any losses that any person or company may incur as result of reliance on the data and information.

cygnusadvertising.in|+919830161350
I slept and dreamt that life was joy.
I awoke and saw that life was service.
I acted and behold, service was joy.
Project on Four Lane Cable Stayed Bridge has been conceived, planned and
implemented by RVNL Kolkata PIU-Chief Project Manager (M)'s unit. This hand book
cum Coffee table book titled – ‘Staying with Cables – A modern construction in new era’
has been compiled and authored by Rajesh Prasad, IRSE, Chief Project Manager (M)
cum Group General Manager, RVNL, Kolkata with the help of Satyajeet Paul, Computer
Assistant,RVNLKolkata.

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

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