Chapter Number: 1 Chapter Title: INTRODUCTION: FIGURE 1.1 The Bandra-Worli Sea Link

THE BANDRA WORLI SEA LINK PROJECT
Chapter Number: 1
Chapter Title: INTRODUCTION
Mahim Causeway was the only road link connecting the western suburbs to Mumbais
central business district. This north-southwestern corridor became a bottleneck and
was highly congested at peak hours. The West Island Freeway project was proposed
to span the entire western coastline of Mumbai to ease congestion. BWSL, a bridge
over Mahim Bay was proposed as the first phase of this freeway system offering an
alternative route to the Mahim Causeway. This lead to the proposal of a cable stayed
bridge connecting Bandra and Worli.
A cable-stayed bridge has one or more towers from which cables support the bridge
deck. Using these concepts of bridge The Bandra Worli Sea Link project was planned
to be build to reduce the travel time between Bandra and Worli.
The BandraWorli Sea Link, also officially the Rajiv Gandhi Sea Link, is a cable-stayed
bridge with pre-stressed concrete viaduct approaches, which links Bandra and the
western suburbs of Mumbai with Worli and central Mumbai, and is the first phase of
the proposed West Island Freeway system. The Sea Link reduces travel time between
Bandra and Worli from 5060 minutes to 7 minutes. The link has an average
daily traffic of around 37,500 vehicles per day, about half the pre-opening estimate of
70,000
FIGURE 1.1 The BandraWorli Sea Link
DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI
Page 1

Chapter Number: 2
Chapter Title: OBJECTIVE \ IMPORTANCE OF TOPIC SELECTED
IMPORTANCE
The sea link is India's longest bridge and the first in the country to be built over
open sea.
The sea link project is an engineering marvel.
OBJECTIVES
Understanding the structural and technological concepts included in bridge

construction like northern and southern viaducts
Analyzing the engineering challenges included in bridge construction.
Understanding the management techniques used for Bridge Management, Toll

Collection, Monitoring and Security.
Understanding the methods used for power supply and lighting.
Page 2
Chapter Number: 3
Chapter Title: LITERATURE SUPPORT TO THE SELECTED TOPIC
A bridge is a structure built to span physical obstacles such as a body of water, valley,
or road, for the purpose of providing passage over the obstacle. There are many
different designs that all serve unique purposes and apply to different situations.
Designs of bridges vary depending on the function of the bridge, the nature of the
terrain where the bridge is constructed, the material used to make it and the funds
available to build it.
TYPES OF BRIDGES
Structure type
Fixed or movable bridges
Double-decked bridges
Viaducts
Bridge types by use
Bridge types by material
STRUCTURE TYPE
Bridges may be classified by how the forces of tension, compression, bending, torsion
and shear are distributed through their structure. Most bridges will employ all of the
principal forces to some degree, but only a few will predominate. The separation of
forces may be quite clear. In a suspension or cable-stayed span, the elements in
tension are distinct in shape and placement. In other cases the forces may be
distributed among a large number of members, as in a truss, or not clearly discernible
to a casual observer as in a box beam.
Page 3
TYPES OF STRUCTURES
Beam Bridge
Truss Bridge
Cantilever Bridge
Arch Bridge
Suspension Bridge
Cable Stayed Bridge
CABLE STAYED BRIDGE

In the cable-stayed bridge, the towers are the primary load-bearing structures which
transmit the bridge loads to the ground. A cantilever approach is often used to support
the bridge deck near the towers, but lengths further from them are supported by cables
running directly to the towers. This has the disadvantage, compared to the suspension
bridge that the cables pull to the sides as opposed to directly up, requiring the bridge
deck to be stronger to resist the resulting horizontal compression loads; but has the
advantage of not requiring firm anchorages to resist a horizontal pull of the main
cables, as in the suspension bridge. By design all static horizontal forces of the cablestayed bridge are balanced so that the supporting towers do not tend to tilt or slide,
needing only to resist horizontal forces from the live loads.
Key advantages of the cable-stayed form are as follows:
Much greater stiffness than the suspension bridge, so that deformations of the
deck under live loads are reduced.
Can be constructed by cantilevering out from the tower - the cables act both as
temporary and permanent supports to the bridge deck.
For a symmetrical bridge (i.e. spans on either side of the tower are the same),
the horizontal forces balance and large ground anchorages are not required.
Page 4
VIADUCTS
A viaduct is a bridge composed of several small spans for crossing a valley or a
gorge. Viaducts over water are often combined with other types of bridges or tunnels
to cross navigable waters. The viaduct sections, while less expensive to design and
build than tunnels or bridges with larger spans, typically lack sufficient horizontal and
vertical clearance for large ships.
Viaducts over water are often combined with other types of bridges or tunnels to cross
navigable waters. The viaduct sections, while less expensive to design and build than
tunnels or bridges with larger spans, typically lack sufficient horizontal and vertical
clearance for large ships.
HISTORY
Mumbai and its suburbs have a total population approaching 13 million, making it the
second most populous conurbation in the world after Shanghai. It suffers from similar
woes as other heavily congested cities like Sao Paulo, Mexico City and Bangkok with
respect to clogged traffic and prolonged congestion. With the advancement
of the local economy and the rise of a huge middle-class population, the situation has
gotten continually worse.
Since the late 1990s the local authorities in Mumbai have undertaken ambitious plans
to construct several flyovers, underpasses, tollway corridors and sea links across bay
water bodies to ease the congestion and many of the projects are already
implemented. One such project has been to connect the Bandra and Worli points
across Mahim Bay (Figure 1) by a 5.6 km long tollway bridge with eight traffic lanes for
the exclusive use of fast moving vehicles, thus opening a north-south corridor known
as the Bandra Worli Sea Link, now re-named Rajiv Gandhi Setu since being opened
to traffic. It consists of a cable stayed bridge of 500m main span over the Bandra
Channel and a second cable stayed bridge of main span 150m over the Worli
Channel. The new sea crossing has already made an enormous contribution
to easing congestion on the busy roads of this metropolis, where the provision of new
infrastructure has struggled to keep up with the explosion in the amount of traffic on
the citys roads. The government also has ambitious plans to connect Worli with
Page 5

Nariman Point across the sea and also to connect Sewri in South Mumbai to Nhava in
Navi Mumbai over the sea with an eight-lane (two-way, four-lane) highway bridge, the
Mumbai Trans Harbour Link (MTHL) bridge which will be India's longest sea link
project, a 22.5-km long bridge over the sea. Initial design of the Bandra Worli Sea Link
project was conceived by an eminent US-based consultingcompany, who introduced
latest innovations and techniques of modern day engineering in their concept.
FIGURE 3.1 Location Map of the Bandra-Worli Sea Link
Page 6
Chapter Number: 4
Chapter Title: BRIEF EXPLANATION OF THE PROCESS / CONCEPT
PROJECT PHASES
A project is divided into various phases for obtaining better control over different
project activities. All the phases combine to form projects life cycle.
A project phase comprises of different project activities. Following are the different
phases of project life cycle
Phase A- CONCEPTION
It consists of need for bandra worli sea link; Before the development of this link Mahim
Causeway was the only connecting way between suburbs and south Mumbai. Due to
this reason Mahim cuaseway was loaded with heavy vehicular congestion in the peak
hours. Bandra worli sea link now provides an alternate way for diverting vehicular
traffic to South Mumbai and thereby redusces congestion. It also reduces the travelling
time to just 8 10 minutes as compared Mahim causeway which takes almost 50
minutes.
Bandra Worli sea link goals:
Savings in travelling time and reduction of vehicular traffic
Reduction in air and noise pollution near residential areas of Mahim ,

Prabhadevi , Dadar
Reduction in no of accidents by upgrading the road transportation network
Bandra Worli sea link risks and assumptions:

Since the link is built over the sea, risk of non clearance by environment ministry ,
coastal zone management caused delay in commencement of project. Also issues
related to fishermen along that area needed to be addressed properly.
Page 7
Feasibility studies on Bandra Worli sea link:
The project is designed by DAR consultants who have made the feasibility
report for the same.
Feasibility studies have taken into account technical feasibility which considers
the capability of the contractor (Hindustan Construction Company in this case)
in terms of hardware, software, technical expertise and equipments required for
the project.
Economic feasibility for evaluating development cost, operating cost of the sea
link and cost benefit obtained due to diversion of traffic and reduction in travel
time.
Operational feasibility to determine whether the proposed system actually

serves the need of reduction of vehicular traffic near Mahim causeway and
finally schedule feasibility to find out whether the proposed system can be
completed within time.
Phase B: DEFINITION
Once the project inception has taken place the next step is project definition. This
stage is nothing but the analysis of the solution because it is at this stage that the
solution is scrutinized.
This phase has basic two objectives determination of final, detailed system
requirements, and preparation of a detailed project plan.
This phase can be divided into three main parts/steps:STEP 1: USER REQUIREMENTS
In this step all the crucial elements in the requires should be listed . These
requirements are listed in the order of priority so the can be easily referenced. The
sea-link project held the following requirements
Additional connectivity from city to suburbs.
Reduction of travel time from 1 hour+ to only 7 minutes.
Decongestion Mahim Causeway- 125,000 vehicles a day.
Avoiding 29 traffic lights.
Page 8
Saves vehicle operating cost
STEP 2: SYSTEM REQUIREMENTS
An 8-lane bridge.
The sea-link should link Bandra and the western suburbs of Mumbai.
Modern toll plaza.
An intelligent bridge system should include efficient-
Survellience
Traffic monitoring system
Emergency support
Power supply
Road lighting system
STEP 3: SYSTEM SPECIFICATIONS

They provide direction for the project. The system specifications include:
8 Lane Bridge out of which 2 is specially assigned for buses.
The length of the bridge is required to be 4.7 km over the sea-surface and the
weight is almost 670000 tones.
The massive structure should be held together by main towers of height 126
meters, which is roughly 43 storeys.
Single Tower Single tower supported at 500 meters long Cable Stayed Bridge at
Bandra Channel.
Twin tower supported 350m Cable Stayed Bridge at Worli Channel for each
carriageway.
There should be toll plaza of 16 lanes which should have automated toll
collection which should include CCTVs, traffic counting, emergency telephones.
Also payment mode by cash as well as smart card to be provided.
The bridge system should have state of the art equipment to maintain traffic
monitoring and support.
There should be emphasis given to light protection at bridge tower and control
building room
Page 9
The entire project is to take 5 years for completion.
Phase B: PLANNING
The overall project consisted of five distinct parts, contracted separately to accelerate
the overall schedule.
Construction of a flyover over Love Grove junction in Worli.
Construction of a cloverleaf interchanges at the intersection of the Western

Express Highway and S.V. Road in Bandra.
Construction of solid approach road from the interchange to the Toll Plaza on
the Bandra side along with a public promenade.
Construction of the central cable-stayed spans with northern and southern

viaducts from Worli to the Toll Plaza at Bandra end.
Improvements to Khan Abdul Gaffar Khan Road. The fourth project was the
main phase of BandraWorli Sea Link Project, with the other packages
providing supporting infrastructure for the sea link.
GEOLOGY
Surveys of the seabed under the planned route were conducted before the bridge
design commenced. The marine geology underneath the bridge consists of basalts,
volcanic tuffs and breccias with some intertrappean deposits. These are overlain by
completely weathered rocks and residual soil. The strength of these rocks range from
extremely weak to extremely strong and their conditions range from highly weathered
and fractured to fresh, massive and intact. The weathered rock beds are further
overlain by transported soil, calcareous sandstone and thin bed of coarse grained
conglomerate. The top of these strata are overlain by marine soil layer up to 9m thick
consisting of dark brown clay silt with some fine sand overlying weathered, dark brown
basaltic boulders embedded in the silt.
Page 10
FIGURE 4.1 Geological Picture of BWSL
DESIGN
Main cable-stayed span of BWSL was designed as the first cable-stayed bridge to be
constructed in open seas in India. Due to the underlying geology, the pylons have a
complex geometry and the main span over the Bandra channel is one of the longest
spans of concrete deck attempted. Balancing these engineering complexities with the
aesthetics of the bridge presented significant challenges for the project. The
superstructure of the viaducts was the heaviest precast segments to be built in India.
They were built using a span-by-span method using overhead gantry through a series
of vertical and horizontal curves. The 20000 MT Bandra-end span of the bridge deck is
supported by stay cables within a very close tolerance of deviations in plan and
elevation. The construction of the bridges structure presented major engineering
challenges. These included the highly variable geotechnical conditions due to the
underlying marine geology of the seabed. At times, even for plan area of a single pile
had a highly uneven foundation bed. Further complications included the presence of a
variable intertidal zone, with parts of the foundation bed exposed in low tide and
submerged in high tide. The foundations for the BWSLs cable-stayed bridges consist
of 120 reinforced concrete piles of 2,000 mm diameter. Those for the viaducts consist
of 484 piles of 1,500 mm. These 604 piles were driven between 6m and 34m into the
Page 11

substrate in geotechnical conditions that varied from highly weathered volcanic
material to massive high strength rocks.
FIGURE 4.2 Design of BWSL
PYLON TOWER
The largest pylons for the bridge consist of diamond shaped 128m high concrete tower
featuring flaring lower legs, converging upper legs, a unified tower head housing the
stays and a continuously varying cross section along the height of the tower. The
bridges pylon towers gradually decrease in cross-section with height. They have
horizontal grooves every 3m in height, which permitted inserts. Vertical grooves in the
circular sections require special form liners, as well as require attention for deshuttering. The tower legs are inclined in two directions, which presented challenges in
alignment and climbing of soldiers. Construction joints were permitted at 3m intervals
only. To build the pylons, Doka of Austria was commissioned to build a custom
automatic climbing shutter formwork system, based on their SKE-100 automatic
climbing shutter system. This was fabricated on site and employed to execute all tower
leg lifts below deck level.
Page 12

PRE-CAST YARD
The pre-cast yard was located on reclaimed land. The yard catered to casting, storing
and handling of 2342 concrete-steel pre-cast segments for the project. The storage
capacity requirement of yard was about 470 precast segments. As the area available
was limited, the segments were stored in stacks of up to three layers.
FIGURE 4.3 Pre-cast yard of BWSL
STRUCTURE
BWSL consists of twin continuous concrete box girder bridge sections for traffic in
each direction. Each bridge section, except at the cable-stayed portion is supported on
piers typically spaced 50 m apart. Each section is designed to support four lanes of
traffic with break-down lanes and concrete barriers. Sections also provide for service
side-walks on one side. The bridge alignment is defined with vertical and horizontal
curves. The bridge consists of three distinct parts: the north-end viaduct, the central
cable-stayed spans and the south-end viaduct. Both the viaducts used precast
segmental construction. The cable-stayed bridge on the Bandra channel has a 50m250m-250m-50m span arrangement and on the Worli channel it has a 50m-50m150m-50m-50m span arrangement.
Page 13

NORTHERN & SOTHERN VIADUCTS
The viaducts on either side of the central cable-stayed spans are arranged in 300m
units consisting of six continuous spans of 50 m each. Expansion joints are provided at
each end of the units. The superstructure and substructure are designed in
accordance with IRC codes. Specifications conform to the IRC standard with
supplementary specifications covering special items. The foundation consists of 1.5 m
diameter drilled piles (four for each pier) with pile caps. Bridge bearings are of disc
type.
The viaducts were built utilizing pre-cast, post-tensioned, segmental concrete-steel
box girder sections. An overhead gantry crane with self-launching capability was
custom built on the site to lay the superstructure of the precast segments. The PreCast segments are joined together using high strength epoxy glue with nominal prestressing initially. The end segments adjacent to the pier are short segments cast-insitu joints. Geometrical adjustments of the span are made before primary continuous
tendons are stressed. Segment types are further defined by the changes in the web
thickness and type of diaphragms cast in cell. The segment weights vary from 110 to
140 tonnes (110 to 140 long tons; 120 to 150 short tons) per segment. The segment
length varies from 3,000 to 3,200 mm. Deck post tensioning is performed at the
completion of the erection of each 50 m bridge span.
FIGURE 4.4 Northern & Southern viaducts of BWSL
Page 14

CABLE STAYED SPANS
The cable-stayed portion of the Bandra channel is 600 m in length between expansion
joints and consists of two 250m cable supported main spans flanked by 50 m
conventional approach spans. A centre tower, with an overall height of 128 m above
pile cap level, supports the superstructure by means of four planes of cable stay in a
semi-harp arrangement. Cable spacing is 6 m along the bridge deck. The cable-stayed
portion of the Worli channel is 350 m in length between expansion joints and consists
of one 150 m cable supported main span flanked on each side by two 50 m
conventional approach spans. A centre tower, with an overall height of 55 m, supports
the super structure above the pile cap level by means of four planes of cable stay in a
semi-harp arrangement. Cable spacing here is also 6 m along the bridge deck. The
superstructure comprises twin precast concrete box girders with a fish belly cross
sectional shape, identical to the approaches. A typical Pre-Cast segment length is 3 m
with the heaviest superstructure segment approaching 140 tonnes. Balanced
cantilever construction is used for erecting the cable supported superstructure as
compared to span-by-span construction for the approaches. For every second
segment, cable anchorages are provided. A total of 264 cable stays are used at
Bandra channel with cable lengths varying from approximately 85 m minimum to
nearly 250 m maximum. The tower is cast in-situ reinforced concrete using the
climbing form method of construction. The overall tower configuration is an inverted Y
shape with the inclined legs oriented along the axis of the bridge. Tower cable
anchorage recesses are achieved by use of formed pockets and transverse and
longitudinal bar post-tensioning is provided in the tower head to resist local cable
forces. A total of 160 cable stays are used at Worli channel with cable lengths varying
from approximately 30 m minimum to nearly 80 m maximum. Like the Bandra channel,
the tower here is also cast in-situ reinforced concrete using the climbing form method
of construction but the overall tower configuration is I shape with the inclined legs.
Similarly, tower cable anchorage recesses are achieved by use of formed pockets. The
foundations for the main tower comprise 2 m drilled shafts of 25 m length each.
Cofferdam and termite seal construction have been used to construct the 6 m deep
foundation in the dry.
Page 15

Engineering Challenges Faced During Bridge Construction:
Before undertaking the construction and execution of the project, there were
several major challenges to be addressed namely
The foundations of the bridge included 604 large diameter shafts drilled to
lengths of 6m to 34m in geotechnical conditions that varied from highly
weathered volcanic material to massive high strength rocks.
The superstructure of the approach bridges was the heaviest spans in the
country to be built with span-by-span method using overhead gantry through a
series of vertical and horizontal curves.
A one-of-its-kind, diamond shaped 128m high concrete tower with flaring minor
legs, converging upper legs, unified tower head housing the stays and a
throughout varying cross section along the height of tower.
Erection of 20000 MT Bandra cable-stayed deck supported on stay cables

within a very close tolerance of deviations in plan and elevation.
All the above challenges faced were taken up single handedly and solved until
their termination by the skilled handling of the Project Managers.
Phase D: OPERATIONS
Operation phase is that element of a project, which evaluates the performance of a
project, and changes made if a problem occurred while functioning.
BRIDGE MANAGEMENT
The Bandra end of the toll plaza has 16 approach lanes. The toll plaza is equipped
with an electronic toll collection system. At both ends, the toll collection options
include:
Automatic electronic payment system through On-board Units mounted on

vehicles for frequent-commuters that enable vehicles to pass without stopping.
Semi-automatic cash-less electronic payment via a smart card in unattended

lanes.
Manual toll collection for payment by cash, to a toll attendant.
Page 16

MONITORING
An intelligent bridge management system (IBS) provides traffic information,
surveillance, monitoring and control systems. It comprises CCTVs, automatic traffic
counters and vehicle classification system, variable message signs, remote weather
information system and emergency telephones. The control centre is located near the
toll plaza along with the electronic tolling controls. The control system uses fibre-optic
cables running the entire span of the BWSL. The toll management system and
advanced traffic management system was installed by Efkon India. For traffic
enforcement, the bridge includes facilities for vehicles to pull over when stopped by
enforcement officers or in the event of a breakdown.
SECURITY
The bridge uses mobile explosive scanner for vehicles travelling on the sea link. Scans
take less than 20 seconds for each vehicle with sensors above and below the vehicles.
Over 180 cars can be scanned per hour by each scanner. The pillars and the towers
supporting the bridge are protected by buoys designed to withstand explosions and
collisions. These inflated buoys surround each pillar of the sea link to avoid any
damage. The bridge tower and the control centers feature lightning protection,
designed to protect the bridge monitoring, communication and power equipment from
possible surges.
THE BANDRA-WORLI SEA LINK AT NIGHT

The bridge has a reliable and redundant power supply, backed up by diesel generators
and auto mains failure panels for critical loads such as monitoring, surveillance,
emergency equipment and communication services including aviation and obstruction
indicators. BWSL exclusively uses energy saving illumination systems.
Page 17

BRIDGE FEATURES
An 8-lane bridge with 2 lanes dedicated for buses.
Unique bridge design for the Link Bridge to emerge as a landmark structure in
the city.
Single tower supported 500 meter long cable-stayed bridge at Bandra Channel
and twin tower supported 350 m cable-stayed bridge at Worli Channel for each
carriageway.
Modern toll plaza of 16 lanes with automated toll collection system.

An intelligent bridge with state-of-the-art systems for traffic monitoring,
surveillance, information and guidance, instrumentation, emergency support,
etc.
Development of promenade and landscaping to enhance the environment.
Page 18

Chapter Number: 5
Chapter Title: EXAMPLES \ APPLICATIONS
EXAMPLES OF SOME CABLE STAYED BRIDGES:

RUSSKY BRIDGE
The Russky Bridge is a bridge built across the Eastern Bosphorus strait, to serve
the Asia-Pacific Economic Cooperation that took place in Vladivostok in 2012. The
bridge connects the mainland part of the city with Russky Island, where the main
activities of the summit are to take place.
The bridge to the Russky Island is the world's largest cable-stayed bridge, the 1104 m
long central span of which has established a new record in the world bridge building
practice.
The bridge will also have the second highest pylons after the Millau Viaduct and the
longest cable stays.
The design of the bridge crossing has been determined on the basis of two primary
factors:
Shortest coast-to-coast distance in the bridge crossing location 1460 m.

Navigable channel depth is up to 50 m.
The locality of the bridge crossing construction site is characterized by severe

climate conditions: temperatures vary from -31C to 37C, storm wind velocity
of up to 36 m/s, storm wave height of up to 6 m, ice formation in winter of up to
70 cm thick.
Page 19
FIGURE 5.1 Russky Bridge
Bridge Specification:
Official name
Russky Bridge
Carries
4 lanes, (2 lanes each way)
Crosses
Eastern Bosphorus Strait
Design
Cable-stayed bridge
Total length
3,100 meters (10,200 ft)
Width
29.5 meters (97 ft)
Longest span
1,104 meters (3,622 ft)
Vertical clearance
70 m
Opened
July 2012
CENTENNIAL BRIDGE
Page 20

Panama's Centennial Bridge is a major bridge crossing the Panama Canal. It was built
to supplement the overcrowded Bridge of the Americas and to replace it as the carrier
of the Pan-American Highway.
The Centennial Bridge is only the second major road crossing of the Panama Canal,
the first being the Bridge of the Americas. (Small service bridges are built in the lock
structures at Miraflores and Gatn Locks, but these bridges are only usable when the
lock gates are closed and have limited capacity.)
The Centennial Bridge is located 15 km (9.3 mi) north of the Bridge of the Americas
and crosses the Culebra Cut (Gaillard Cut) close to the Pedro Miguel locks. New
freeway sections, connecting Arraijan in the west to Cerro Patacon in the east via the
bridge, significantly alleviate congestion on the Bridge of the Americas.
FIGURE 5.2 Centennial Bridge
Page 21

Bridge Specification:
Official name
Puente Centenario
Carries
6 lanes of the Pan-American Highway
Locale
Panama
Design
Cable-stayed bridge
Total length
1,052 m (3,451 ft)
Longest span
320 metres (1,050 ft)
Clearance below
80 m (262 ft)
Opened
15 August 2004
APPLICATIONS OF CABLE-STAYED BRIDGES:
Uses a single support only
Well-balanced
Cables can be fabricated separately
Horizontal loads are contained within the structure

o Ideal for use when the river banks are fragile
For example if the banks are alluvial mud
Page 22
The cables disperse a load across more area easily

o Cables from nodes on tower to road is variant of a triangle
Greater inherent rigidity of the triangulated cable-stayed bridges
Chapter Number: 6
Chapter Title: ADVANTAGES \ LIMITATIONS
PROJECT ADVANTAGES
Estimated savings in Vehicle Operating Costs (VOC): Rs. 100 Crores per
annum.
Considerable savings in travel time (20 to 30 minutes) due to increased speed

and reduced delays (23 signals avoided)
Stress free driving.
Reduced accidents.
Reduction in traffic on existing roads because of traffic diversion to the Sea

Link.
Reduction in Carbon Monoxide and Nitrogen Oxide Levels in Mahim, Dadar,

Prabhadevi and Worli along existing roads.
Reduced noise pollution in Mahim, Dadar, Prabhadevi and Worli along existing
roads.
No adverse effect on fisheries, marine life and livelihood of fisherman.
Landscaping along the approaches and waterfront promenade will enhance the
environment and add green spots to the city.
Mumbai gets a new landmark.
LIMITATIONS
According to various traffic experts, though the bridge will reduce the travel time
from 40 minutes to 7 minutes, this duration is just from the end points of the
Page 23

sea-link. Since the impact and the handling of the traffic congestion, the actual
travel time will be as high as almost 15 minutes.
The speed limit is 50 kmph when you are driving straight and reduced it to 30
kmph when a car is taking turn.
Chapter Number: 7
Chapter Title: CONCLUSION
The Bandra Worli Sealink Project has been completed in its first phase from Bandra to
Worli and is operational to the public on a day to day basis. The project that was
planned to be completed in a particular time period was delayed severely by a number
of factors and issues that took longer than expected to resolve. The budget too was
overshot by a large margin which is now leaning towards losses for the contractor.
However, mechanically the project has turned out precisely as planned with high
quality standards and is regarded as one of the monuments of the city.
The Bandra-Worli Sea Link (BWSL) has come a long way to become an outstanding
example of precision engineering. The new Bandra-Worli Sea Link is a symbol of the
great advances of the economy and engineering capabilities of the Indian subcontinent
not only because it is the sort of structure that could grace the skyline of any major
city, but due to the involvement of developing local manufacturing which can compete
with the worlds best in the supply of complex structural components, another thread in
the tapestry of the regions remarkable ongoing development as a powerhouse of the
world economy.
The majestic BWSL is a beautiful example of perfection. It is likely to change the way
bridges are constructed in India. If the Sea Link, which is only the first phase of the
Western Freeway Sea Project, succeeds in easing the congestion on Bandra-Worli
route, the Government may think of proceeding with the remaining phases faster.
Page 24
Chapter Number: 8
Chapter Title: REFRENCES
REFRENCES
"Bandra-Worli sea link named 'Rajiv Gandhi Sea link'". The Times of India. 8
July 2009. Retrieved 2009-08-23.
Mumbai Mirror. 1 July 2009. Retrieved 2010-08-31.
Sonia opens Bandra-Worli sea-link, to be named after Rajiv" ZeeNews.com.

Retrieved2010-08-31.
Bandra-Worli sea link opens midnight". The Times of India. 30 June 2009.
Retrieved 2010-08-31.
Bandra Worli, Scribd". Scribd.com. Archived from the original on 8 August 2010.
Retrieved 2010-08-31.
"Worli Bandra Sea Link: High Tech Sea Span Bridge in Mumbai".
Marinebuzz.com. 7 March 2008. Retrieved 2010-08-31.
"Finally, a date set for opening of Bandra-Worli sea link". The Indian Express.
11 June 2009. Retrieved 2009-06-11.
"Bandra-Worli sea link extended up to Haji Ali". Business Standard. 16 May

2008. Retrieved 2010-08-31.
Chittaranjan Tembhekar (2 October 2009). "Sea link finances cause concern

Mumbai City The Times of India". The Times of India. Retrieved 2010-0803.
<http://www.youtube.com/watch?v=DVJGxnfrWno>
Page 25
"Looking back: Frustration and elation of building the Bandra Worli Sea Link
Slide 5". DNA India. 30 June 2011. Retrieved 2011-09-08.
Mumbai Mirror: Wednesday, 1 July 2009 page 4
http://www.dnaindia.com/mumbai/report_eastern-freeway-to-have-seismicarresters_1809399
Page 26

Chapter Number: 1 Chapter Title: INTRODUCTION: FIGURE 1.1 The Bandra-Worli Sea Link

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Chapter Number: 1 Chapter Title: INTRODUCTION: FIGURE 1.1 The Bandra-Worli Sea Link

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THE BANDRA WORLI SEA LINK PROJECT

FIGURE 1.1 The BandraWorli Sea Link

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

The sea link project is an engineering marvel.

Understanding the structural and technological concepts included in bridge

Analyzing the engineering challenges included in bridge construction.

Understanding the management techniques used for Bridge Management, Toll

Understanding the methods used for power supply and lighting.

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

Bridge types by use

Bridge types by material

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

Cable Stayed Bridge

CABLE STAYED BRIDGE

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

THE BANDRA WORLI SEA LINK PROJECT

FIGURE 3.1 Location Map of the Bandra-Worli Sea Link

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

Savings in travelling time and reduction of vehicular traffic

Reduction in air and noise pollution near residential areas of Mahim ,

Reduction in no of accidents by upgrading the road transportation network

Bandra Worli sea link risks and assumptions:

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

Feasibility studies on Bandra Worli sea link:

Operational feasibility to determine whether the proposed system actually

Additional connectivity from city to suburbs.

Reduction of travel time from 1 hour+ to only 7 minutes.

Decongestion Mahim Causeway- 125,000 vehicles a day.

Avoiding 29 traffic lights.

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

Saves vehicle operating cost

STEP 2: SYSTEM REQUIREMENTS

Modern toll plaza.

An intelligent bridge system should include efficient-

Traffic monitoring system

Road lighting system

STEP 3: SYSTEM SPECIFICATIONS

8 Lane Bridge out of which 2 is specially assigned for buses.

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

The entire project is to take 5 years for completion.

Construction of a flyover over Love Grove junction in Worli.

Construction of a cloverleaf interchanges at the intersection of the Western

Construction of the central cable-stayed spans with northern and southern

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

FIGURE 4.1 Geological Picture of BWSL

THE BANDRA WORLI SEA LINK PROJECT

FIGURE 4.2 Design of BWSL

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

FIGURE 4.3 Pre-cast yard of BWSL

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI

THE BANDRA WORLI SEA LINK PROJECT

FIGURE 4.4 Northern & Southern viaducts of BWSL

DEPT OF INDUSTRIAL AND PRODUCTION BVBCET, HUBLI