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Fer after eR—1 atta grates choftofto wet areata | 2. afer oftera gree get cof tof vst ——T ten 02S - LeneTechnical Review Report Project Director L&T Construction has vide his letter no, LNT/RKSH-KNPG/P4/2022/TBM TRe1 Dated 21.04.2022 submitted to the Executive Engineer Provincial Division PWD Pauri that they are executing the construction works for the package 4 in connection with the new BG line between Rishikesh and Karnprayag wherein the construction of tunnels using NATM and TBM methodologies is being adopted. Accordingly, they need to transport two tunnel boring machines (TBMs) from Mumbai Port/Nhava Sheva Port/Mundra Port to the project site at Saur Village, Devprayag. M/s Express Global Logistic Private Limited, the firm engaged by L&T for transportation of TBMs including over-dimensional and heavy consignment has submitted to the Executive Engineer PD PWO Pauri a Bridge evaluation Report for transportation of the TBMs over the Cantilever Major Bridge over river Ganga for a pier-to-pier span of 87 m. The length of the RCC bridge reported by the Executive Engineer in his letter dated 30.04.2022 is 160 m and as per the evaluation report submitted by M/s Express Global Logistic Private Limited, the total length of the bridge is 161.00 ‘m with the middle 87.00 m span to be checked for loads. As per letter no. 42/BPUS/ATHTI/ ara / thst / 20 of Deputy Project Manager (BDU-5) of Uttar Pradesh State Bridge Corporation Ltd., provided by the Executive Engineer PD PWD Pauri, the bridge has been designed and is safe for 2 lanes of Class ‘A’ and 1 lane of Class 70 R’.A study of the bridge evaluation report submitted by M/s Express Global Logistic Private Limited has been carried out at the Design Cell and by the provisions of the IRC SP-37 2010 (Guidelines for Evaluation of Load Carrying Capacity of Bridges). The following observations are submitted for consideration: - 1. The bridge has been constructed between the years 1998 to 2001 as per the letter of the Deputy Project manager of UP Bridge Corporation and it has been assumed that the design of the bridge was carried out using the Working Stress Method of design. The design report or the as-built drawings of the bridge are not available with Provincial Division PWO Pauri. Therefore, M/s Express Global Logistic Private Limited has assumed a Cross-section of the bridge including the deck, railing, and crash barrier, and arrived at the dead load moments and shear force. 2. Bs per clause 5.3.5 Design Philosophy of the IRC $P:37- 2010, for working stress design, the allowable stresses to be considered will be the higher value of a) Allowable stresses considered in original contract documents such as original design calculations and technical specifications, b) As provided in Annex 2, but limited to ¢) allowable stresses obtained from strength tests by field and laboratory investigations, The bridge evaluation report submitted by M/s Express Global Logistic Private Limited has adopted the allowable stresses as provided in Annex 1 of the IRC SP:37-2010 which states for the cave Of concrete and masonry bridges that the permissible stresses of 33.3 percent over the values specified in the relevant IRC Standard Specifications and Codes of Practices for Road Bridges and Design Criteria shall be allowed. This has been done without carrying Out any strength tests by field and laboratory investigations required to be done as per Clause 5.3.3 Materials, of the IRC SP:37-2010. . aEThe technical review of the bridge evaluation re The bridge evaluation report submitted by M/s Express Global Logistic Private Limited is Purely analytical i.e., a comparison of the Bending Moment and Shear Force for the design ive Load and the Consignment Live Load obtained using the Staad Pro software has been Catried out considering no deterioration and reduction in carrying capacity of the bridge The evaluation report does not refer to any information about the original material specifications or the year of construction. If this information is not available, an assessment of the strength of concrete must be made using examination and tests as appropriate. The bridge is a prestressed concrete bridge. As per clause 5.3.3 Materials Li) the effect of long-term prestressing losses, and creep shrinkage effects if any must also be included in the evaluation report to assess the present carrying capacity. The stad pro model provided to the design cell has been reviewed and it is observed that the analysis provided in the bridge evaluation report is based on the comparison of the Bending Moments and Shear Force for the dead load (assumed section), design live load (Class 70 R and Class A single lane) and consignment load (8 axles of 28.75 t weight each on a trailer of length 16.7 m). This comparative analysis is acceptable for the situation when the bridge's carrying capacity is considered the same as when it was put into service and there is no deterioration in the quality of the bridge components including, bearings, piers, and foundation apart from the superstructure, Based on the discussion above, if Executive Engineer PD PWD Pauri decides to issue a no objection to L&T for the passage of the trailer carrying the tunnel boring machine, the following must also be considered: - 3 The physical dimensions of the consignment must be such as not to damage any Permanent part of the bridge. b. The load on each of the 8 axles of the trailer has been taken as 28.75 t, it must be Grsured that the carrier trailer is hydraulically controlled to spread the load equally. ¢- Water current forces as applicable at the time of transportation must be considered. Port as above is being provided to Executive Engineer PD PWD Pauri for further necessary action, ecid rier \,. 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