chenab bridge

1. INSTITUTE OFTECHNOLOGY
DEPARTMENT OF CIVIL ENGINEERING
BANGALORE – 560097
CERTIFICATE
Seminar
On
CHENAB BRIDGE
BY
KUMAR
Under the Guidance of
MS. …….
Asst. Professor,Dept. of CIVIL

2. Indian Railways has undertaken the mega-
project of construction of a new railway line in
the State of Jammu and Kashmir.
The Chenab Bridge is a railway steel and
concrete arch bridge under construction
between Bakkal and Kauri in the Reasi from
Udhampur to Baramulla.
INTRODUCTION

3. CHENAB BRIDGE

4. Deck height (height above river) - 359 m (1,178 ft.)
Bridge length - 1,315 m (4,314 ft.)
Arch span - 485m (1,532 ft.)
Total number of span – 17
Maximum height of pier - 133.7m
Description of bridge

6. Travelling in and around the
mountainous region has been a
great difficulty and dangerous
for locals.
For better transportation
facilities Government of India
Constructing a national
railway project that will
connect J&K with the rest of
India.
Need for the Chenab rail bridge

7. SITE OF BRIDGE
Site is located in mountainous region of Jammu
Kashmir.

8. Geology
The Chenab Bridge is located in the trickiest section of the
Jammu-Udhampur-Srinagar-Baramulla rail route, where the
typical geology consists of young Himalaya rock.
 poor quality, broken rock with dolomitic limestone and
firestone lentils with a silicate content.
 Rock class III to V with a strength of 60 to 100MPa and a
volume weight of 2.7t/m³ is encountered
The RMR (rock mass rating) index amounts to 40 to 60.

9. The planning of this project has been done by WSP group
(Finland) and design of arch is done by sub consultant Leonhardt.
Indian Railway Standards (IRS Standards), IRC, IS have been
used while designing the bridge.
The design speed of the railway was set to be 100 km/h and the
design life had to be 120 years. Fatigue assessment shall be done
as per BS: 5400 Part –10
All conventional railway bridge loads, this bridge has to sustain
special blast loads specified by Indian railway
Design innovation

10.  Wind loads will be derived
using physical topographic
models of the site and tests in
a wind tunnel laboratory
The bridge is designed to resist
wind speeds of up to
260kmph.
The seismic nature of the
project zone was also
considered during its design.

12.  Limit state philosophy of
design has been decided to be
followed as per BS codes.
 Provision of long welded rail
(LWR) over the bridges and
resulting force calculation as
per UIC – 774-3R guidelines.
 Deformation limits as per
comfort criteria of UIC –
776-2R and UIC 776 -3R
guidelines.

13. The bridge’s construction principle entails a large bridge
arch with access viaducts at each side.
The large arch is designed as a 2-fold ribbed arch
comprising steel girders with scaffolding braces produced on
the spot.
 5 bridge pillars for the access viaducts are made of steel and
13 of concrete.
The bridge will consist of about 25000 tonnes of steel
structures, the main portion of which will be used for the
arch bridge section
Construction

14.  A cable crane will be built
over the valley for
constructing the steel
structures.
 The crane can deliver a
maximum amount of 40
tonnes of steel parts.

15. FOUNDATION
In order to set up the
foundations for the bridge in
the difficult terrain, Safe
excavation at both sides of
the valley is being prepared
on a grand scale, drilling for
foundation.
The tallest pier is 137.7m tall,
such a tall structure is
required massive foundation
of 150m*36.5m

16. Slope stabilization
The side slope of the valley
varies from 43 ̊ to 77 ̊
The slope stabilization
measure are design by the
Indian institute of science.
 After excavation rock bolt of
design length of 4m, 8.5m and
11.5m are installed.

17.  Porus pipes are inserted to prevent the hydrostatic pressure

18. Guniting with steel reinforcement is provided to strengthen and
stablize the slope.

19. Challenges in construction
No proper road network in challenging terrain.
The infrastructure of the area are causing additional problems.
Transportation of the construction equipment.
Sensitive region for terrorist attack.

20. The design of the main arch requires consideration of a number
of additional parameters, such as fatigue, global stability,
second order effects, composite action, etc.
 It also requires that such a bridge is designed to achieve a
consistent level of reliability for all load cases, and that the
design standards match the construction standards.
The Chenab Bridge will be the biggest / the longest-span / the
highest railway arch bridge ever built in the world.
Conclusions

21. THANK YOU…