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bandra worli sealink

bandra worli sealink

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Published by Amar Khandve

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Published by: Amar Khandve on Sep 19, 2011
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Case Study of Bandra-Worli Sea Link 
Chapter 1
INTRODUCTION
The construction of the Bandra-Worli Bridge is part of the Bandra-Worli Sea Link  project necessitated by the exceptionally large amounts of traffic which was earlier using the Mahim Causeway travel from the western suburbs of Mumbai to thecommercial hub of the island City. This affects the efficiency and links to the economicmetropolis and the internationally used harbour. As an upshot of Mumbai'srapid growth in economy and population since its independence, traffic has stalledin the city center. It is thought that 120,000 PCU's use the Mahim causeway everyday. Therefore for the sea link to make a substantial difference to the level of traffic onthe mainland it is required to be able to accommodate large amounts of traffic. 8 lanesare provided on the sea link, out of which 2 are dedicated to city bus. It is the first bridge of its kind in India to be built in open sea, which has brought up a number of engineering issues.The infrastructure within the city is completely saturated and there is little roomfor expansion on the mainland, there was no other alternative than to construct over the bay. With this solution come a number of other benefits, such as reduced pollutionwithin the city, reduced vehicle operation costs and journey times as well as the cityobtaining a coastal landmark.The main part of the project is the larger two twinned tower cable stayed sections of the bridge which were designed by consultants Dar Al-Handasah. The bridge wasdedicated to the public on 30 June 2009, although only 4 of 8 lanes were opened toservice. All the 8 lanes were opened to traffic on 24 March 2010.
Photo no. 1.1 side view of bandra cable stayed
K.K.Wagh Polytechnic, Nashik 
Page 1
 
Case Study of Bandra-Worli Sea Link 
1.1 Purpose
Mahim Causeway was the only link connecting the western suburbsto island city of Mumbai. This north-southwestern corridor would be highlycongested resulting in a bottleneck at rush hours. The sea link was thus proposedto act as an alternate route between the western suburbs of Mumbai and centralMumbai, in addition to the existing Mahim Causeway, thus easing congestion.This link would also form a part of the larger West Island Freewayspanning the entire coastline. The project was initiated more than 10 years ago in1999 and was supposed to be completed within 5 years but it was delayed due to public interest litigations. The foundation stone was laid in 1999, by Shiv Senasupremo Balasaheb Thackeray. It was to cost 300 crore and finished in 2004.The BWSL project is a part of the Western Freeway Sea Project, which, inturn, is a part of a larger proposal to upgrade the road transportationnetwork of greater Mumbai. It is primarily meant to provide an alternative tothe Mahim Causeway route that is presently the only connection between SouthMumbai and the Western and Central suburbs. The project starts from theintersection of Western Express Highway and SV Road at the Bandra end, andconnects it to Khan Abdul Gaffar Khan Road (Worli Seaface) at the Worli endwhich in turn connects to Mumbai's arterial Annie Besant Road at the Narayan Pujari Nagar corner. The MSRDC is planning to open the remainingfour lanes of the sea link by March 2010.The project has been commissioned by the Maharashtra State RoadDevelopment Corporation Ltd (MSRDC), designed by DAR Consultants and is being built by Hindustan Construction Company (HCC).
Photo no. 1.2 traffic at mahim cause way
K.K.Wagh Polytechnic, Nashik 
Page 2
 
Case Study of Bandra-Worli Sea Link 
1.2 Major Components of the Sea-Link 
449m long embankment with 20m wide promenades for 16-lane toll plaza.
800m long Precast Segmental Approach Bridge on Bandra Side.
600m long Cable Stayed Bridge 125m high Towers including transitionspans.
200m long Precast Segmental Approach Bridge between Bandra CableStayed Bridge and Worli Cable Stayed Bridge.
350m long Cable Stayed Bridge on the Worli with Pylons includingtransition spans
1400m Precast Segmental Approach Bridge on Worli Side.
811m long link to Khan Abdul Ghaffar Khan Road comprising 510mPrecast Segmental Bridge and 310m Cast-in-Situ Bridge.
Setting up Traffic Monitoring, Surveillance, Information and ControlSystems.
Drainage, Street Lighting, Signage Making, Landscaping andArboriculture.
1.3 Benefits of project
Savings in vehicle operating cost to the tune of Rs.100 crores per annum due toreduction in congestion in the existing roads and lower vehicle operating cost on the bridge.
Considerable savings in travel time due to increased speed and reduced delaysat intersections at existing roads.
Ease in driving with reduced mental tension and overall improvement in thequality of life.
Improvement in environment especially in terms of reduction in carbonmonoxide, oxides of nitrogen and reduction in noise pollution in areas of Mahim,Dadar, Prabhadevi and Worli.
Project to have no adverse effect on fisheries, marine life and livelihood of fisherman.
K.K.Wagh Polytechnic, Nashik 
Page 3

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