SCOPE

 Cable Stayed Bridge

 World wide cable stayed Bridges
 MILAU Bridge
 Cable Stayed Bridge at Barddhaman
 Brief
 Structural Design
 Design Procedure Order
 Simulation Model
 Execution
 Erection
 Vidyasagar Setu

• Length : 825 m
• Longest Span 457m
• 28.6 m width – 8 lane traffic
• Post tensioned concrete box girders
• Steel pylon
Rajiv Gandhi Sea Link, Mumbai
(Bandra Worli Sea Link)

• Cable Stayed Main Bay.

• Concrete – steel precast segment at either end.
• Length 5.6 Kms.
• Longest Span 2 x 250m
• Commissioned in 2009.
• Costing Rs. 1500 Crores.
 Signature Bridge, Delhi

• No. of Lanes : 8
• Main Span 250 m
• Pylon height 165 m.
• Costing Rs. 1200 Crores.
• Under Construction.
WORLD WIDE CABLE STAYED BRIDGES
 4-LANE CABLE STAYED BRIDGE ,
BARDDHAMAN

INTERCONNECTED
HIGH CAPACITY TEMPORARY
TOWER CRANE STAIRCASES
4-LANE CABLE STAYED BRIDGE ,
BARDDHAMAN
 CABLE STAYED BRIDGE – few facts

Engineers constructed the first cable-stayed

bridges in Europe following the close of World War
II, but the basic design dates back to the 16th
century.

Today, cable-stayed bridges are a popular choice

as they offer all the advantages of a suspension
bridge but at a lesser cost for spans of 500 to 2,800
feet (152 to 853 meters).

They require less steel cable, are faster to build

and incorporate more precast concrete sections.
 CABLE STAYED BRIDGE

Basic Principal :- Pylon

Tension
Stay Cables

Compression
 CABLE-STAYED BRIDGE

Suspension bridge

Cable-stayed bridge, fan design

Cable-stayed bridge, harp design

 The advantage of cable-stayed bridges lies in the
fact that it can be built with any number of towers
but for suspension bridges it is normally limited to
two towers.
 With span length less than 1,000m, suspension
bridges require more cables than cable-stayed
bridges.
 Moreover, cable-stayed bridges possess higher
stiffness and display smaller deflections when
compared with suspension bridges.
 The construction time is longer for suspension
bridges.
Single plane or Multiple plane used in cable-stayed bridges?
 For one cable plane to be adopted, the requirement of
high torsional stiffness of bridge deck is necessary to
enhance proper transverse load distribution.
Moreover, owing to the higher stiffness of bridge deck
to cater for torsional moment, it possesses higher
capacity for load spreading. As a result, this avoids
significant stress variations in the stay and contributes
to low fatigue loading of cables. On the other hand, the
use of one cable plane enhances no obstruction of view
from either sides of the bridges.

 For very wide bridge, three cable planes are normally

adopted so as to reduce the transverse bending
moment.
Suspension bridges main elements are a pair of main suspension
cables stretching over two towers and attached at each end to an
anchor buried deep in the ground. Smaller vertical suspender
cables are attached to the main cables to support the deck below.

Forces: any load applied to the bridge is transformed into a

tension in the main cables which have to be firmly anchored to
resist it.

Advantages: Strong and can span long distances such as across

rivers.
Disadvantages: Expensive and complex to build
Cable-stayed bridges may appear to be similar to suspension bridges, but in
fact they are quite different in principle and in their construction. There are
two major classes of cable-stayed bridges: Fan type, which are the most
efficient, and Harp or parallel type, which allow more space for the fixings.

Forces: As traffic pushes down on the roadway, the cables, to which the
roadway is attached, transfer the load to the towers, putting them in
compression. Tension is constantly acting on the cables, which are stretched
because they are attached to the roadway.

Advantages: good for medium spans, greater stiffness than the suspension
bridge, can be constructed by cantilevering out from the tower, horizontal
forces balance so large ground anchorages are not required.

Disadvantages: typically more expensive than other types of bridge, except

suspension bridges
MODERN TRENDS IN PRESTRESSED CONCRETE BRIDGES
 MILLAU (France)
One of the highest bridge in
the world.
 MILLAU, THE HIGHEST BRIDGE IN THE WORLD
The bridge is supported by seven huge pillars.
When the thickness of the platform (14 feet) and the height of the
pillars are included, the total height reaches 1102 feet. That is about
50 feet higher than the famous Eiffel Tower.
Construction of this bridge required more than 350,000 tons of
concrete and 40,000 tons of steel.
Assembled with the precision of a Swiss watch, this giant was designed
to resist winds of up to 130 miles per hour and has cost almost 300
million euros (US$523 million). Built across the mountainous terrain of
the Tarn river valley, the 8071-foot long bridge is part of the A-75
freeway.
Seven European countries participated in construction of the bridge,
the design of which was the work of the prestigious British architect,
Sir Norman Foster, of Manchester, England.
One of the highest bridge in the world
8071 feet long
1125 feet high
 An engineering challenge has been confronted at Bardhaman in the
form of rebuilding an existing distressed ROB (Bridge No-213) on
Howrah-Barddhaman route in a very busy yard of Barddhaman
Station spanning across 8 platforms and 10 tracks. There are
numerous constraints such as the restrictions on maximum height of
road surface for connectivity to GT road, minimum clearance from
track and 120.913m clear span across tracks. All these constraints
resulted in an asymmetrical cable stayed bridge of 188.429m span
with part RCC and part composite deck, and RCC piers and part
RCC and part steel pylon. The practicality aspect is well incorporated
into design by ensuring that the work over electrified tracks and
platforms can be done uninterrupted with all safety aspects.
 AGENCIES INVOLVED
 RVNL Kolkata PIU is Implementing Agency
 M/s GPT-RANHILL(JV) are main Contractor
 M/s Freyssinet are specialized subcontractor
 M/s Consulting Engineering Services(India) Pvt.
Ltd (JACOB) are the DDC and PMC
 IIT Roorkee is the proof consultant
 Mathematical Model prepared by Council of
Scientific & Industrial Research
 Wind Tunnel Test Being Executed By Council of
Scientific & Industrial Research
 BARDDHAMAN CABLE STAYED BRIDGE DETAILS
 Clear Span(ABT to ABT): 184.428m
 Main span length : 124.163 m
 Side span length : 64.536 m
 No of cable planes : 3
 Type of cable in main span : harp pattern
 No. of cables in main span : 9 per plane
 No. of cable per side span : 7 per plane
 Spacing between cables in main span : 12 m
 Spacing between the cables in side span : 6.881 m
 Hight of pylon : 62.329 m
 Clearance above rail track:6500mm
 Maximum height of road surface from rail track
level: 7500MM
 (Road surface to bottommost part of superstructure
= 1000mm)
 CHALLENGES BEING ENCOUNTERED

 Group-A/ Rajdhani Route

 8 Nos of Platforms

 Busy Yard with 10 BG tracks

 Completely Electrified Section

 Connected to GT Road on One SIDE WITH
TWO APPROACH ARMS
 Connected to KATWA-KALNA Road on the
Other Side with Two Approach Arms.
 MANDATORY POINTS

 Span Length : 123.893m & 64.536m

 Bottom of Bridge : 6.5m above highest Rail level

 Finished Road Level : 7.5m above highest Rail level

 Position : Position of Common Pier-1, Pylon

and Common Pier-2 is Fixed
IMPORTANT FEATURES OF DECK AND PYLON ERECTION

• Height of Pylon Towers : 62.329 M

• No of Pylon Towers : 03 nos.
• Total no of Segments in each pylon : 10 nos.
• Maximum weight of pylon segment : 30 MT(Approx)
(Pylon segment will be erected by Tower
Crane)
• Capacity of Tower Crane : 32 MT at 19 M Arm.
IMPORTANT FEATURES OF DECK AND PYLON ERECTION

• Length of Cantilever deck : 124.163 Mtr.

• No. of Segment in deck : 11 nos. (1 Segment ~ 12 M)
• Deck Segment will be erected by Launching
Girder
• Capacity of Launching Girder : About 75 MT
• Approximate time required for Launching main
span 36 Days
 SALIENT QUANTITIES FOR CABLE STAYED BRIDGE
Pile = 62 nos.1.5 m diameter 35m/25 m long pile (M 35 concrete)

Pile Cap = 28.90 m x 6.70 m for CP1

37.90 m x 10.90 m for pylon
28.90 m x 10.90m for CP2 (each 2500 mm high)
Pier = 27.90 m x 4 m for CP1
28.200m x 2.50 m for pylon
28.200 m x 2 m for CP2 (each 7000 mm high)
Pylon = 3 Nos 2 m x 2.50 m x 54.768 m steel pylon above deck

Back Span deck = 2 Nos. 68.266 m x 10.350 m x 0.75 m deck slab with one
no. 68.266 m x 2.500 m x 2 RC beam and two no. 68.266 m x
2.500 m x 1.80 m RC beam
Steel Deck = 1 No. 120.163 m x 2.000 m x 1.210 m (MG-2)
2 Nos. 120.163 m x 2.000 m x 0.690 m (MG1)
60 nos. 10.850 m x 0.45 m (CG1)
2 nos. 120.163 m x 12.850 m x 0.25 m thick RCC deck slab.

Salient Quantities
Stay Cables = 255 MT
Reinforcement: = 1150 MT
Structural Steel (E410) = 1720 MT
Structural Steel (E250) = 280 MT
Concrete M50 Grade: = 1650 Cum for piers, RC beams, deck slabs
Concrete M60 Grade = 60 Cum for pedestals
 CONSTRUCTION STAGES
1) Construction of Pile foundation at common pier and pylon location.
2) Setup of fabrication yard for steel.
3) Construction of common pier and concrete portion of pylon.
4) Erection of Temporary trestles to support RCC back span.
5) Cast RCC back span up to common pier-2.
6) Once concrete of back span achieves full strength steel pylons will be erected on top of RCC main beams.
7) 12m panels for the 124m span will be brought in and will be placed and connected with already in place back
span with the help of erection tackles.
8) 1st three pair of cables will be anchored at predetermined position of girders and pylons and will be stressed to
desired level.
9) RCC deck slab will be cast. ,
10) Once deck slab achieves desired strength subsequent panels (up to 9th panel) will be brought in one by one
and will be positioned with the help of erection tackles. Corresponding set of cables will also be installed and
stressed and deck slab concreting will be done.
11) Last panel will be erected spanning between 9th panel and common pier-1. Remove Temporary supports.
12) Cast deck slab on top of already erected last panels with shear studs for composite action.
13) Second stage stressing will be done to obtain target deflected shape of the span.
14) Complete miscellaneous work e.g. crash barrier, railing, wearing course, illumination etc
15) Third stage stressing will be done to minimize bending moments.
16) Open to traffic
 Common Pier 1

(Site before execution) (After Construction)

Pile : 14 Nos , 1.5 m dia @ 25M length

Pile cap: Length : 28.9 m

Width : 6.7 m
Height : 2.5 m

Pier : Length : 27.7 m

Width : 4m
Height : 7m
 Common Pier-2

(Site before execution) (After Construction)

Pile : 21 Nos., 1.5m dia @ 25M length

Pile cap: Length : 28.9 m

Width : 10.9 m
Height : 2.5 m

Pier : Length : 28.2 m

Width : 2m
Height : 7m
 PYLON

(Site before execution) (During execution)

Pile : 27 Nos., 1.5 m dia @ 35 M length

Pile cap: Length : 37.9 m

Width : 10.9 m
Height : 2.5 m

Pier : Length : 28.2 m

Width : 2.5 m
Height : 7m
 CP1 PIER CASTING

FIRST LIFT ON 24.12.12

Common Pier CP1 ( 27.7 m X 4 m X 7 m) Constructed
Construction of Pile Cap(28.9m x 10.9m x 2.5m) at Common
Pier-2 in progress
Retaining wall for diversion road near CP2 in progress
BACK SPAN (PYLON TO CP2)
FABRICATION YARD
Fabrication Yard for Structural Steel Work
Fabrication Yard for Structural Steel Work
Diaphragm Walls had to be introduced in the pylon
segments to avoid warping and distortion of geometry
Fabrication Yard for Structural Steel Work
PRECAST SLAB CASTING YARD
Diversion Road
BACK SPAN CASTING
 STRUCTURAL DESIGN
• 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 into the steel deck structure.
• The cross section is sized for not only strength and
deflection requirements, but also to accommodate a
stressing and inspection route.
• Height of the pylon above deck has been fixed as
54.768m. Three steel pylon towers (2.5MX2.0M box)
connected by with ties and founded on RCC wall of
M50 grade (concrete Part of Pylon).
 STRUCTURAL DESIGN
• The deck is supported by three planes of cables in a
harp shaped arrangement. Each harp of cables will be
anchored to the pylon at one end, and at longitudinal
girders running along the deck. The deck to abutment
connection for the minor span is a fixed connection
while the main span has Pot cum PTFE Bearings at
abutment.
• The main span is 123.893m composite steel with
250mm concrete deck. The deck of main span consists
of three longitudinal steel box girders connected by I-
shaped cross girders attached to the lower halves of
the main girders to achieve a flush soffit. These cross
girders carry concrete slab acting compositely with the
help of shear studs.
 STRUCTURAL DESIGN

• The main span of the bridge is divided into longitudinal

segments- 8nos. of 12m, 1 no. of 10.63m and 1 no. of
10m, 2nos. of 4m each(first one being of concrete cast
with main span).
• The minor span (back span) is 64.536m made of RCC
with 750MM RCC deck and three longitudinal beams
(Girders) supporting the concrete deck slab cast
monolithically.
• Parallel strand HT cables (15.7mm dia-7 wire strand)
are being used for the bridge. These cables have the
advantages of having compact anchor sizes and can be
accommodated in a limited space.
VIEW OF MODEL OF PROPOSED CABLE STAYED BRIDGE
 PROGRESS AT GLANCE

• All 62 piles of 1.5 m dia (14 at CP1, 27 at Pylon and 21 at CP2)

• Al Three Pile caps of CP1,CP2 & Pylon

• Back span superstructure has been cast.

• Pylon Towers have been erected upto 60M height.

• DEC is under advance stage of manufacture

IMPORTANT FEATURES OF DECK AND PYLON ERECTION

• Height of Steel Pylons: 54.768 M

• No. of Pylons : 03 nos.
• Total no. of Segments in Each Pylon : 10 nos.
• Maximum weight of pylon segment : 30 MT(Approx)
• Pylon segment will be erected by Tower Crane
• Capacity of Tower Crane : 32 MT at 40M Arm.
 Important Features of Deck and Pylon Erection

• Length of Cantilever deck : 124.163 Mtr.

• No. of Segment in deck : 11 nos. (1 Segment ~ 12 M)
• Deck Segment will be erected by Launching
Girder
• Capacity of DEC : About 75 MT
• Approximate time required for Launching main
span 28 Days
PYLON SEGMENTS ERECTION WITH TOWER CRANE
Pylon Kept Outside the Yard for
• Easier Construction
• Back span construction independent of
Railway yard
• In case of any derailment in yard, pylon will
remain safe.
 Design Procedure Order

• General Arrangement Drawings

• Inception Report
• Design Basis Report
• Detailed Design Calculation
• Detailed Design Drawing
• Detailed working Drawings
• Erection Scheme & Drawings
 Live Loading

i) Single lane of 70R or Two lane of 70R wheeled

OR

ii) Single lane of 70R or Two lane of 70R Tracked

OR

iii) Two lane class-A or four lane class-A , whichever governs

Impact factor has been calculated based on figure 5 of IRC-6 2010.

For steel bridges above 45m it is recommended to take a value
15.4%.
 Live Load Analysis

IRC-06 2010

For live load analysis linear model has been created by replacing cable
elements with truss elements. At the end of analysis it is ensured that all
the cable are in net tension.
 Seismic Load Analysis
For seismic loading modal analysis with response spectrum method has
been used. Natural frequency which is equal to First mode is equal to 0.51
Hz and time period T = 1.95 sec. Response spectrum curve has been
taken from IRC-06 2010. Damping coefficient of 3% has been adopted for
steel structure.
 Seismic Load Analysis
In Larsa4D we have simulated this construction stages so as to get more realistic analysis.
As cable elements have been used which are nonlinear in nature, nonlinear analysis has
been carried out at each stage.

In Larsa4D, for steel we provided following material property:

• E = 2 x108 KN/m2
• Density = 7850 Kg/m
• Shear Modulus = 7.88 x107 KN/m2
• Poisson Ratio = 0.3

65mm WEARING
COAT

Transverse section showing components of Back Span (64.266m)

65mm WEARING
COAT

Transverse section showing components of Back Span (124.163m)

NATURAL VIBRATIONAL MODE SHAPE-1
(FREQUENCY = 0.51HZ & T = 1.958 SEC)
NATURAL VIBRATIONAL MODE SHAPE-2 (FREQUENCY =
0.66HZ & T = 1.520 SEC)
 Bending Moment diagram (Dead Load + SIDL)

Stage 16
•Max moment in Pylon. Utilization ratio <1
 Bending Moment diagram (Two Tracks of 70R wheeled)

Stage 16
•Max moment in Pylon. Utilization ratio <1 Max. deflection is 208 mm (with lane
reduction it will become 166mm)
NATURAL VIBRATIONAL MODE SHAPE-2 (FREQUENCY =
0.66HZ & T = 1.520 SEC)
 Objective of Wind Tunnel Study
Based on the preliminary Aerodynamic Studies as stated in
Part I Report Submitted by CRRI, the bridge is not
susceptible to classical flutter and galloping
Buffeting, Vortex Induced Oscillation- Limited Amplitude
Oscillation
The Amplitude of vortex induced oscillation is vey low and
not likely to cause discomfort to users
Using Frequency Domain Approach, peak buffeting
response was estimated as 0.160m for assumed
aerodynamic force coefficients terrain roughness ( plain
terrain, surface roughness parameter =0.005m)
To obtain the steady state force coefficients for bridge
deck
(drag, lift and moment coefficient )
Model Design and Details of Sectional Model
Model Scale : 1: 40 and blockage is about 5.9%
Length of model: 1440mm long
Width of model: 692.5mm
Aspect Ratio ( length to width ratio): 2.08
CLOSED CIRCUIT WIND TUNNEL OF CRRI
LOCATED AT GHAZIABAD
Test Section with Size 1.5mx0.5mx2.0m
CONTROL UNIT OF BETZ PROJECTION
DC MOTOR MANOMETER
 Lift

Moment
αw
Drag

Wind
Angle of Incidence

1
FD = ρU 2 AC D ( α W )
2
1
FL = ρU 2 BCL (αw )
2 WIND INDUCED
1
FM = ρU 2 B 2CM (α w ) FORCES ON A BRIDGE
2
DECK
Strain Measuring
System will be used to
measure the stains

Spring Mounted Bridge Deck Model with Three-Component Strain Gauge Balance
Used in Wind Tunnel Testing
 Steps involved in Wind Tunnel Testing

•Model Design

•Model Fabrication and mounting

•Instrumentation ( pasting of strain guages in three

component balance)

•Calibration of Strain guage balance

•Wind tunnel test at different angle of attack, wind

speed
 CONCLUSION OF WIND TUNNEL TEST
•The basic wind speed for design is to be taken as 47m/s at the location of bridge as
per the wind given in IS:875 – Part 3 and IRC:6
•The terrain roughness for the bridge design has been taken as TC-I or plain terrain as
per IRC:6 and wind forces in the transverse longitudinal and vertical directions have
been computed as per IRC:6.
•The 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 the houly mean wind speed at
deck level is 39.6 m/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 load and is not likely to cause discomfort to users
•The bridge deck is not likely to be susceptible to galloping oscillation in vertical mode
and shall flutter in first torsional mode.
•The bridge deck is not susceptible to classical flutter.
 CONCRETE WORK
•Due to large spans, there are massive RCC Piers, pile caps
and deck.
•Size of the pile cap is as large as 413SQM X2.5M
•Size of RCC pier is as large as 111SQMX7M
•Volume of Back span Concrete is 2045CUM

•Massive structures of high grade concrete need special

precautions for manufacture, transport and placement of
concrete and for holding of reinforcement cages for safety
of workers.

•Massive Back Span requires a very sturdy staging

arrangement which has to support the back span till all the
Stay cables are fixed and stressed.
 CONCRETE WORK
• 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 has been
designed with concrete foundation as per Soil Bearing
Capacity since about 800MT of staging is to be provided
and retained for very long period (about 1 year).
• The shuttering is specially designed to take the load of
concrete.
• The reinforcement cages of pile caps and piers are kept
secured by erecting the specially designed portals to ensure
safety of the workers.
• Such massive concreting jobs of high grade concrete require
uninterrupted concreting which is ensured by having
alternative batching plant and several truck-mixers ready.
 APPROVED MANUFACTURER OF PAINT

Paint :- M/s AkzoNobel

Specification :-

 Primer – Interzinc 52 – 75 Micron DFT

 Intermediate – High Build Epoxy MIO, Intergard 475HS

– 125 Micron DFT

 Final Coat – Polysiloxan, Interfine 878 – 120 Micron DFT

PAINTING SCHEME
 SAFETY MEASURES ADOPTED IN ERECTION

• Insulation of catenary wire to be carried out.

• Power block of overhead traction system arranged for all
lifts and all activities to be performed near the high
voltage conductor.
• Earthing of all steel girders to be carried out.
• Proper safety net to be provided beneath the girders.
• Safety platform to be provided for bolting connection at
connection location of main and cross girders.
• Temporary hand rails are to be provided on top of the
steel girder.
• All opening area to be covered with proper platform and
safety net.
2 MILLION CYCLE FATIGUE TEST
COMPLETION OF 2 MILLION CYCLE FATIGUE TEST ON
12.05.2014
TENSILE LOAD TEST OF THE STRAND AFTER 2 MILLION CYCLES

1
1
COMMENCEMENT OF FATIGUE TEST SECOND STRAND ON 13.05.2014

105
INSPECTION OF ANCHORAGES

106
CHECKING HARDNESS OF WEDGES

107
ROTATIVE FLEXION TEST (12.05.2014)

108
 PRECAST SLABS

• Required to avoid scaffolding for casting deck slab over I

girder-beam(for composite structure) or over PSC girders?
• A small casting yard has been developed for pre-cast slabs.
Casting bed is made on flooring made of vitrified tiles to get
the best possible finish of the surface which would be
visible from bottom.
• A trial assembly is conducted for girders and cross girders
and the precast slabs are placed over it. Using stud guns,
studs are provided on girders. Once the trial assembly is
checked and found satisfactory at fabrication yard, the
same is followed at site and deck slab is cast over the pre-
cast slabs placed with I girders and cross girders.
 PRE CAST SLAB

The finish of the precast slab is almost mirror finish

 PRE CAST SLAB

TRIAL ASSEMBLY AND STUD FIXING

External Stair case provided to reach various locations of Pylon
Stay cables and Continuous check and Control of deflection and Tower crane
for feeding material and equipment
Movement of Cantilever form Traveller over busy yard
Video