A104 R MB SD 524 12 Geometry Control Issue7

CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON
KOTA BYPASS – GEOMETRY CONTROL
Issue Date Subject of issue / Revision

1 15/08/2008 First Issue
2 06/05/2009 Stay tensions, concrete density and travelling form load updated using “as-built” loads
3 28/09/2009 Update of construction planning and sequences, update of creep parameters
4 10/01/2013 Update of construction sequences
5 23/09/2015 Updated as per Work program rev 14
6 18/04/2016 Updated as per Work program rev 14-2
7 28/09/2016 Updated as per Work program rev 14-3
Issue : 7 Nom Date Visa

Written by : E. CALATOZZO/O.ZAHIR 28/09/2016
Checked by : E. CALATOZZO 28/09/2016
Approved by : S. MONTENS 28/09/2016
CABLE STAYED BRIDGE

ACROSS CHAMBAL RIVER
ON KOTA BYPASS
GEOMETRY CONTROL
Ref : A104/R/MB/SD/524-12 CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON Page 1 / 169
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TABLE OF CONTENTS
1. INTRODUCTION .................................................................................................................. 4
2. INFLUENT PARAMETERS................................................................................................. 4
2.1 TEMPERATURE (T) ........................................................................................................... 4
2.1.1 Stays differential temperature (TS) ............................................................................. 5
2.1.2 Structure uniform temperature variation (TU)............................................................ 5
2.1.3 Deck temperature gradient (TG) ................................................................................. 5
2.1.4 Pylon temperature gradient (PG) ............................................................................... 5
2.2 YOUNG MODULUS (E) ...................................................................................................... 6
2.3 DEAD LOADS (DL) ........................................................................................................... 7
2.4 CONSTRUCTION LOADS (CL) ............................................................................................ 7
3. CALCULATION METHODOLOGY .................................................................................. 8
3.1 CONVENTIONS .................................................................................................................. 8
3.2 LIMITATIONS .................................................................................................................... 9
3.3 APPROACH ....................................................................................................................... 9
3.3.1 Precamber ................................................................................................................... 9
3.3.2 Profiles ...................................................................................................................... 10
3.3.3 Correction precamber ............................................................................................... 11
4. PROCEDURES .................................................................................................................... 15
4.1 CONTROL POINTS ........................................................................................................... 15
4.2 CONTROL STAGES .......................................................................................................... 17
4.3 MEASURES ..................................................................................................................... 18
4.4 CORRECTION OF ACTUAL PROFILE .................................................................................. 18
4.4.1 Correction of temperature......................................................................................... 19
4.4.2 Correction of loads ................................................................................................... 20
4.5 IDENTIFICATION OF DEVIATION FACTORS ....................................................................... 20
4.5.1 Factors treated by stay tensions ................................................................................ 20
4.5.2 Factors treated by additional precamber .................................................................. 22
5. SIMULATION RESULTS AT NEUTRAL CONDITIONS ............................................. 27
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6. GEOMETRY CONTROL OF PYLON .............................................................................. 28

6.1 CONTROL POINTS ........................................................................................................... 28
6.2 RECOMMENDATIONS ...................................................................................................... 29
APPENDIX 1 – METHODOLOGY CHARTS .......................................................................... 30
APPENDIX 2 – PRECAMBER OF STAGE ANALYSIS ......................................................... 34
APPENDIX 3 – EXPECTED PROFILES .................................................................................. 36
APPENDIX 4 – DEFLECTIONS OF CASTING STEPS .......................................................... 49
APPENDIX 5 – INFLUENCE OF TEMPERATURE AND LOADS ....................................... 98
APPENDIX 6 – VARIATION OF YOUNG MODULUS OF CONCRETE ............................ 99
APPENDIX 7 – COMPARISON OF CREEP STRAINS ACCORDING TO CREEP TEST
RESULTS AND FIP-CEB LAW ............................................................................................... 148
APPENDIX 8 – UPDATED CONSTRUCTION PLANNING AND SEQUENCES ............. 149
APPENDIX 9 – WORK PROGRAM REV. 14-3 ..................................................................... 165
APPENDIX 10 – SYSTRA LETTER IN1190 ........................................................................... 166
APPENDIX 11 – INPUT DATA FOR STITCHING SEQUENCE......................................... 167
APPENDIX 12 – FORM TRAVELER LAUNCHING EFFECTS ......................................... 168
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1. INTRODUCTION
The purpose of this report is to present the procedures to be followed during
construction of the cable-stayed bridge across Chambal River on Kota bypass on NH-
76 to control the geometry of its main span.
This document also presents the data which the procedures refer to. However, please
note that the procedures require data measured on site, therefore the precamber
presented below should not be applied without following the whole procedures.
The current version of the report provides the updated deck altitudes during
construction (please refer to appendix 3) as per the updated construction planning and
sequences.
The construction planning concerning the lateral spans and the central span has been
revised in order to suit with the real advancement of work on site (please refer to
appendix 9). It implies a revision of the deck altitudes to be followed during the
remaining construction sequences.
At the same time, the schedule of construction for each segment has been revised in
comparison to the one presented in “Design Basis” report (please refer to Design Basis
report, part 5.4 §7). Please refer to appendix 8 for the detail of the updated construction
sequence for main span segments.
This report has been updated reflecting the updated construction planning and the deck
levels and stay forces of already constructed segments measured on site by Hyundai,
in order to provide more precise geometry control for the remaining main span
construction.
Finally, the segment stitching casting sequence has been updated based on the updated
construction planning and the information provided by Hyundai. (Appendix 11).
2. INFLUENT PARAMETERS
Parameters that may have an influence on the bridge geometry during construction are
listed below with their effects on the bridge profile. The temporary loads applied on
the bridge are theoretical. They have to be combined as per actual loads at the time of
survey to assess the actual bridge geometry.
2.1 Temperature (T)

Temperature variations in different part of the bridge can produce additional
deflections (upwards or downwards) at the end of cantilever.
Temperature variations of which the effects cannot be neglected during the main
bridge construction period are:
• Stays differential temperature (temperature difference between stays and
deck)
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• Structure uniform temperature variations

• Deck temperature gradient
• Pylon temperature gradient
Since the effects of temperature variations can be considered as reversible, they will
not have an influence on the final profile of the bridge and should not be countered by
an additional precamber.
These effects may not be the same at two different construction stages. They should
therefore be estimated from the charts in appendices corresponding to the considered
stage.
2.1.1 Stays differential temperature (TS)

An increase of temperature in stays only will imply a downward displacement of the
end of cantilever.
Temperature of stays and deck should therefore be reported every time a survey of
cantilever is done to estimate the effects of the stay differential temperature.
2.1.2 Structure uniform temperature variation (TU)

Variations of the structure uniform temperature should be reported and taken in
account while comparing actual and theoretical profiles.
2.1.3 Deck temperature gradient (TG)

Deck temperature gradients may cause important displacements during construction
at end of cantilever. They should therefore be carefully reported to ensure a good
geometry control.
2.1.4 Pylon temperature gradient (PG)

Pylon temperature gradient may cause displacements at end of cantilever when stays
are tensioned. They should be reported when tensioning stays and during every survey
of the cantilever as soon as its first pair of stays is tensioned.
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2.2 Young modulus (E)

A change in Young modulus of stays and deck may imply altitude differences of end
of cantilever between expected and actual profiles during construction phases.
Young modulus of stays during construction should not differ from theoretical values
since they are to be checked by the supplier.
Variations of Young modulus of deck concrete may cause additional deflections since
it modifies the deck stiffness. Its evolution in time, due to creep effects, can be
measured to ensure it matches theoretical evolution.
Actual Young modulus of the deck concrete, and thus its actual stiffness, can be
checked by analyses of the cantilever profiles during construction. The design
modulus of elasticity is considered: E = 34700 MPa. The pylons’ concrete has the
same Young modulus as the deck’s one.
Concerning the estimation of actual creep law, a report on creep effect has been
provided to Systra in May 2012 (please refer to appendix 6). It appears that the actual
creep strain observed during the test is lower than the theoretical creep strain (see
appendix 7): the ratio of actual creep strain and theoretical creep strain is estimated as
0.30.
It is also observed that evolution of creep effects with time is similar to CEB-FIP creep
law (but with lower amplitude).
Therefore the creep effects are considered in the geometry control as per the CEB-FIP
creep law, multiplied by a factor of 0.30.
In the issues 1 and 2 of geometry control report, as a first rough estimate, the FIB-
CEB creep law had been defined considering the humidity and temperature parameters
given in the Design Basis report for structural purposes. At that time, the approach
was sufficient because it was not intended to proceed in the geometry control with the
FIP-CEB creep law, but to replace it by the actual creep law as per creep test results.
As a new approach, for geometry control purposes, we decided to reestimate the FIB-
CEB creep law refining the humidity and temperature parameters entered in the model.
The following parameters have been retained for the determination of creep effects in
our updated geometry control:
• Humidity = 60%
• Summer average temperature = 36.5°C
• Winter average temperature = 18.5°C
In the issues 1 and 2, a constant average temperature on the whole year had been
entered during the entire construction and at service stage. In the current issue of
geometry control report, in order to be more accurate in the computation of creep
effects according to FIB-CEB law, we have been using an average temperature for the
summer and another one for the winter. According to the updated construction
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planning, the corresponding temperature is affected to the appropriate construction

sequences in the model.
Please note that, on Shivpuri side, the 16 first segments have been cast before receiving
results of final creep tests, using the theoretical creep law based on design basis
parameters. Nevertheless, the impact of the change in creep law remains small enough
till the construction of segment S16’. Besides please note that it is a common practice
to build concrete bridges with a span length about 40m by cantilever-method without
performing any creep test.
2.3 Dead loads (DL)

Dead loads are taken according to:
• Updated density of prestressed and reinforced concrete = 2.67 t/m3, as
requested in the minutes of meeting dated 15th March 2012.
A variation of materials density, and especially of concrete density or volume, would

inevitably modify cantilever deflections during construction. An increase in density or
volume would cause a downward displacement of the whole cantilever.
Such further variations should be reported as soon as possible to guarantee the final
profile of the main bridge.
2.4 Construction loads (CL)

Construction loads, such as equipments or construction materials stored on the deck, can
cause additional downward deflections of the cantilever.
Since these loads do not usually stay a long time on the deck and are removed before
completion of the bridge, they won’t affect the final geometry of the bridge. However, they
have been taken into account in deflections’ calculation during construction in order to
determine their effect on deflections.
They have been removed before pouring of stitching part (except the stitching form
weight).
A load of 82.5t has been taken for the travelling form except for S49’and the stitch segment.
For S49’ a load of 78.5t has been taken for the travelling form, however, for stitching it is
65.8t.
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3. CALCULATION METHODOLOGY
3.1 Conventions
Precambers are calculated with the tangent convention:
d N = Z N − [Z N −1 + (Z N −1 − Z N − 2 )]
Where:
• dn: precamber of segment N with tangent convention
• Zn: altitude of benchmark at end of segment N
An upward precamber is therefore positive and a downward precamber is negative.
Top altitude n Precamber with

tangent convention
Top altitude n-1
Tangent top altitude
Top altitude n-2
Segment n-1 Segment n

Segment n-2
(to be cast)
Figure 1: Precamber convention
The kink between segments [N-2] and [N-1] will be taken in account by considering
the difference of top altitude N and tangent continuation of benchmarks [N-3] and [N-
2] at [N-1] position :
kink altitude N −1 = Z N −1 − [Z N − 2 + (Z N − 2 − Z N −3 )]
Neutral conditions of temperature are taken as a uniform temperature in the whole
structure (including stays) equal to 23.75°C.
Neutral conditions of loads are taken as the design dead loads and no additional loads
on the deck during construction, except the travelling form.
Except if given in this report, material characteristics are taken as the design
characteristics.
The reference state of the bridge geometry is the state of the bridge when 50% of long-
term losses have occurred. This occurs theoretically 1200 days (4 years) after the end
of construction.
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3.2 Limitations
Tolerance points are defined below to ensure that the bridge geometry corresponds to
theoretical geometry.
Kink tolerance is defined as the maximum kink altitude (as described above)
Kink tolerance δ max = 3.5cm
Please note that limitations only refer to the geometry of the bridge at reference state.
3.3 Approach
3.3.1 Precamber
According to the Design Basis report, the bridge has to be built with a precamber such
that the effective profile after 50% of long-term losses matches the theoretical profile.
A staged analysis including time-dependent effects, such as creep and shrinkage, has
been performed to determine this precamber.
The precamber can be detailed in two parts:

• Precamber of the form: which counters the deflection of the form during
pouring – positive value (defined by the stiffness of the form)
• Precamber of the stage analysis – null, positive or negative value
Precamber
= precamber of f orm traveler (upwards)
+ precamber of stage analysis
Segment n-1 Segment n

Segment n-2
(to be cast)
Please note that the camber given by the project to create the vertical radius in the
central part of the bridge is included in the precamber of stage analysis. This camber
will be referred to as the project camber.
During construction, the actual profile of the bridge will regularly be drawn and
compared to the theoretical profile for the same stage to control the bridge geometry.
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Unpredicted deviations between actual and expected profiles can be corrected with
two different methods presented below. The choice between these methods is based
on the cause of the deviations:
• Modify final tensions in stays
• Add a third term of precamber in the next segments (e.g. if deviations are
caused by an unpredicted displacement of travelling form during casting) –
this term will be called the correction precamber
For lateral spans, precamber of the stage analysis is downwards (negative) for the span
between P3 and P4 (given in appendix): maximum difference between casting altitude
and theoretical altitude is 22mm. Precamber of the stage analysis is nil for other spans.
For the central span, the precambers of stage analysis are too small to be considered
during construction. They can therefore be considered as null. However, correction
precambers may have to be introduced and should not be forgotten. Calculation of
these correction precambers is detailed further.
3.3.2 Profiles
Geometry control is to be realized by comparing an actual longitudinal profile with
the longitudinal profile expected for the current construction stage.
The project profile (or theoretical profile) is the target profile at reference state as
described in the design basis.
Expected profiles are given by a construction simulation of the bridge under precise
conditions of temperature, loads and with the design characteristics of materials. Such
data define what will be called the neutral conditions.
Actual profiles of the main bridge are given by survey campaigns realized for each
control stage.
However these profiles are related to different conditions of temperature and loads and
should be corrected before being compared to the expected profile. Such a correction
consists in applying effects of temperature or load variations to the actual profile,
simulating a return to neutral conditions of temperature and loads.
Corrected actual profiles are obtained from actual profiles, from which the reversible
actual effects have been removed. They are therefore with neutral conditions of
temperature and loads and can be directly compared with the expected profiles.
The same type of corrections can be made if the actual Young modulus of deck
concrete is in fact different from its theoretical value (effects of creep).
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Longitudinal actual profiles should only be compared to expected profiles once they
are corrected and correspond to neutral conditions of temperature and loads.
3.3.3 Correction precamber

Correction precambers are introduced to correct irreversible deviations that will not
be corrected by a modification of stay tensions.
They are calculated by comparing a corrected actual profile of the deck with the
expected profile at current stage.
This corrected actual profile should correspond to neutral conditions of loads and
temperature. It should also be corrected by removing the deviations that will be treated
by a modification of stay tensions.
The following approach is given to explain on which method the geometry correction
procedure is based. However the whole approach won’t have to be considered on site
and only the procedure explained further should be followed.
Precamber of a segment should be defined to reach the expected profile as soon as

possible (within the minimum number of segments). This goal is reached when
differences of altitude ε n between expected and corrected actual profile are null.
Expected profile Zexp,n-1 Zexp,n

of current stage
εn-1
εn
Corrected actual
profile
Actual profile
Figure 2: Choice of differences in altitude for precamber calculation
Differences of altitude ε i are assumed to respect the altitude tolerance. Thus the
evolution of deflections until reference state is assumed the same as in the simulation
(additional 2nd order effects can be neglected).
The difference between actual altitude of benchmark N at reference state and its
theoretical altitude can therefore be taken as ε n .
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An actual profile at reference sate can thus be defined as the project profile to which
are added the vertical deviations ε i :
Z n = Z th ,n + ε n
Where:
• Z n : actual altitude at reference state
• Z th ,n : project altitude
• ε n : [corrected actual altitude] – [expected altitude]
Expected profile
Zth,n-1
Zth,n
εn-1
εn
Project profile
Zn-1
Zn
Actual profile
at reference state
Figure 3: Actual profile taken for precamber calculation
Precambers should not create kinks higher than the tolerance δ max when the bridge is
in its reference state (i.e. after 50% of long term losses).
The kink at this state is generated only by the correction precamber and the project
kink (when the main bridge has a vertical radius, in its central part).
Correction precamber should therefore be defined while considering the actual
altitudes of benchmarks at reference state.
Calculation of the correction precamber should be realized to reach expected profile

within the minimum number of segments, while respecting the kink tolerance.
If the expected profile cannot be reached while casting the next segment with a kink
β lower than kink tolerance δ max (i.e. β > δ max ), correction will have to be spread
over several segments.
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Z n −1
Z n −1
Zn 2 Z n − Z n −1
ε n−1 Zn ε n−1
εn Z th ,n +1 εn β
β Z th,n +1
Positive precamber Negative precamber
2 Z n − Z n −1
Figure 4: Reaching the expected profile within one segment
Let i be the number of segments within the expected profile is reached. It can be
reached by adding a precamber δ max towards the expected profile for the (i-1) first
segments and an adequate precamber for the last segment to reach the expected
altitude.
Corrected actual Zn − δ max

profile
Z n −1
− δ max
Z n +i −1
ε n −1 εn Theoretical
(project)
β profile
Z th,n −1 Z th,n Z th ,n +i −1 Z th ,n +i
γ
Segment n (i-1) segments Segment n+i

(cast) precamber = − δ max precamber = β
Figure 5: Methodology to match theoretical profile
According to the scheme above, since the precambers are calculated with the tangent
convention, the following formula can be written:
(1) Z n + ( Z n − Z n −1 ) × i + δ × (i + (i − 1) + ... + 3 + 2) + β = Z th, n+i
(i − 1)(i + 2)
⇔ ( Z th,n − Z th, n−1 ) × i + (ε n − ε n −1 ) × i + δ × + β = Z th ,n +i − ( Z th,n + ε n )
2
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Where:
• δ = δ max if the precamber is upwards
• δ = −δ max if the precamber is downwards
• β is the last precamber to reach target level
A solution for minimizing i is to consider β = δ and take i to obtain:
i − 1 < i0 ≤ i Where i0 is a positive solution of (1)
When the expected altitude is reached, the absolute value of precamber γ of segment
[n+i+1] necessary to match project profile may be too high (see scheme above). The
precamber may then have to be spread over more segments to respect the kink
tolerance.
The same calculation approach applies when determining the number of segments to
reach theoretical profile and longitudinal slope on segment [n+i+j]:
Corrected actual
profile
Z n +i −1
ε n +i −1
Z n +i −1
ε n+ i Z th ,n + i + j −1 Z th, n + i + j
Project profile β
Z th,n −1 Z th,n Z th ,n +i γ δ max
Segment n i-1 Segment j-1 Segment

(cast) segments n+i segments n+j+i
Figure 6: Methodology to match theoretical profile with acceptable kinks
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• Z n +i −1 is given by the following formula :

i (i − 1)
(2) ( Z th ,n − Z th ,n −1 ) × (i − 1) + (ε n − ε n −1 ) × (i − 1) + δ × = Z n +i −1 − ( Z th ,n + ε n )
2
• ε n + i + j −1 and ε n + i + j are assumed null (because theoretical profile and

longitudinal slope are reached)
Such considerations lead to the following formula, obtained by adding precambers

backwards from segment [n+i+j] to segment [n+i]:
( j − 1)( j + 2)
(3) ( Z th ,n +i + j −1 − Z th ,n +i + j ) × j − δ × + γ = Z n +i −1 − Z th ,n +i + j −1
2
The solution minimizing j is obtained as for the solution of i by considering γ = −δ

(where δ has been defined before as ± δ max ).
4. PROCEDURES
The procedures presented below should be followed during construction of the main
span. Their purpose is to detect any variation of the cantilever from its expected profile
as soon as possible. Such a method would allow more accurate values of parameters
presented above and prevent eventual unexpected deviations from happening several
times.
4.1 Control points

Geometry control of the bridge requires benchmarks on the deck. These benchmarks
will be situated on top of concrete, on the upper side of the deck.
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Benchmarks
Figure 7: Position of benchmarks on the deck - cross-section
Two rows of 3 benchmarks are to be created for each segment of the main span, both
rows being parallel and at a 3.3m-distance one from another and at a 10cm-distance
from the closest segment end. In a row, the benchmarks are to be separated by a 12m-
distance, the central benchmark being at the deck longitudinal axis.
Figure 8: Position of benchmarks on the deck - plan view
The central benchmark of front row (on the side of the next segment) is used for
control of longitudinal profiles and deflections of the cantilevers.
The side benchmarks of front row are used to control the torsion of the deck.
The back row of benchmark (on the side of the previously cast segment) is used to
control kinks and position the travelling form for casting of next segment: use of back
and front rows of the last cast segment is necessary to set the precamber with the
tangent convention.
The tables of piers P4 and P5 are considered as 7m-long segments. There are 2 rows
of 3 benchmarks on each table, both rows being at a 6.8m-distance one from each
other and at a 10cm-distance from end of table.
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Figure 9: Position of benchmarks on the table of piers P4 and P5 - plan view
When geometry control has to be done before a segment is cast, control points on the
travelling form can be used. In such cases, at least 3 control points will be chosen on
the form.
These points will have to be accessible from top of segment after pouring and the
longitudinal axis has to be a symmetry axis for these points.
4.2 Control stages

The geometry control procedures require regular surveys of the deck. The data
collected from surveys will then be treated to check geometry and make eventual
corrections.
The geometry of main bridge should be checked at least once after each segment is
cast. Several surveys may have to be done between pouring of two consecutive
segments. They may be done at the following stages of a casting cycle:
• At beginning of cycle, before moving travelling form in casting position
• After moving travelling form, when it is in casting position, before installation
of reinforcement
• After pouring, before prestressing
• After prestressing
• After tensioning stays
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For verification of Young modulus of concrete, surveys should be done:

• Either at beginning of cycle and after moving travelling form
• Or after pouring and after prestressing
For verification of the travelling form stiffness, surveys should be done after moving
travelling form and after pouring. They may be done at least while weight of segments
is variable.
Verification of the deck geometry should be made after prestressing or after tensioning
stays (when applicable).
Surveys should be done between 6am and 7am to minimize the effects of temperature
on the structure.
4.3 Measures
The following parameters shall be measured when necessary to use topographical
surveys with greater precision:
• Deck loads, including equipments and storage of materials on the deck.
Values and repartition of these loads may be reported for every survey.
• Deck temperature. Concrete temperature in different parts of the deck (lower
slab, webs and upper slab) should be measured to determine the deck uniform
temperature and temperature gradient for every survey.
• Pylon temperature should also be measured on both side of the pylon
(Chittorgarh and Shivpuri sides) to determine the pylon uniform temperature
and temperature gradient for every survey since the first stay is tensioned:
measures may begin at end of casting cycle of segment 10.
• Stay temperature should be measured.
4.4 Correction of actual profile

Corrected actual altitude of a benchmark is obtained by correcting the actual altitude
according to actual conditions of temperature and then correcting the result according
to actual loads conditions.
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4.4.1 Correction of temperature

Additional deflections due to a modification of uniform temperature in the whole
bridge, the deck only, the stays only or pylon only and deflections due to temperature
gradient in deck or pylon are proportional to the temperature modification.
Temperature changes are to be divided in the following terms:

+ Uniform temperature in the whole bridge (temperature of deck)
+ Uniform temperature in stays (difference between stays and deck)
+ Uniform temperature in pylon (difference between pylon and deck)
+ Temperature gradient in pylon
+ Temperature gradient in deck
Corrections for all changes in temperature are to be summed to obtain a corrected
actual profile with neutral temperature conditions.
For each temperature change, the corresponding deflection is obtained from

simulation results:
 T 
d T = d T0 ×  
 T0 
Where :
• d T is the deflection caused by current temperature change
• d T0 is the deflection for simulation temperature change
• T is current temperature change (either uniform temperature, either a
temperature gradient)
• T0 is simulation temperature change
The corrected actual altitude of a benchmark is:

Z cor_act,0 = Z actual - ∑d T,i
Where :
• d T,i is the deflection caused by a current temperature change
• Z actual is the actual altitude of the benchmark
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4.4.2 Correction of loads

Once an estimation of distributed loads on the whole cantilever is done, the actual
profile (already with neutral conditions of temperature) can be corrected by
considering effects of a distributed load on the cantilever. The deflections are then:
 CL 
dCL = dCL00 ×  
 CL0 
Where :
• d CL is the deflection caused by current distributed loads
• d CL0 is the deflection for simulation distributed loads
• CL is current distributed loads (in N/m)

• CL 0 is simulation distributed loads (in N/m)
If the loads are higher at end of cantilever than on the rest of the deck (except for the
travelling form), effects of loads will be divided in a distributed load (as seen above)
and a load localised at end of cantilever.
The deflections caused by a localised load are obtained with the same method than for
distributed loads but with the corresponding simulation results.
The corrected actual altitude of a benchmark is:

Z cor_act = Z cor_actl,0 - ∑d CL,i
Where :
• d CL, i is the deflection caused by an additional load (localised or distributed)
• Z cor_actl,0 is the actual altitude of the benchmark with neutral temperature

conditions
4.5 Identification of deviation factors
4.5.1 Factors treated by stay tensions

Deviations caused by the following factors are to be corrected by a modification of
final stay tensions.
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The purpose of the following procedures is to differentiate these deviations from

deviations which require an immediate correction. Such differentiation can be realized
by correcting the actual profile of cantilever before comparing it to the expected
profile.
4.5.1.1 Density of reinforced concrete

Concrete density of newly cast segment will be estimated with tests on the concrete.
Density of reinforced concrete is given by the weight of reinforcement in a segment
and the tests on concrete.
If the actual concrete density is different from theoretical value, differences between
actual and theoretical deflections during pouring are to be modified for the last
benchmark. Such a modification can be made by considering a load at end of cantilever
corresponding to the additional segment self-weight (which can be positive or
negative).
This load is positive if actual density is higher than theoretical. The opposite of
deflection caused by this load is then added to the difference of deflections at end of
cantilever.
The new difference of deflections at end of cantilever is then independent from actual
concrete density.
4.5.1.2 Concrete Young modulus

Actual Young modulus of concrete can be checked at the beginning of the cantilever
construction by comparing two corrected actual profiles inside a same casting cycle.
Deflections caused by the forward displacement of the travelling form are expected to
be higher than deflections of prestressing activities since segment 5 is cast. Therefore
Young modulus of concrete may be checked while prestressing for segments 1 to 4
and while moving the travelling form for segments n°5 and higher.
Corrected actual deflections of each benchmark row on the cantilever corresponding

to prestressing activities can be calculated by substracting altitudes of the corrected
actual profile after pouring to altitudes of the corrected actual profile after prestressing.
Corrected actual deflections of cantilever caused by the forward displacement of the
travelling form are calculated using the corrected actual profiles of cantilever before
moving the travelling form and after moving it, with the same principles as for
prestressing activities.
Issue 7 KOTA BYPASS
The differences between actual and expected deflections can be calculated by

substracting theoretical deflections of considered activity to the corrected actual
deflections.
When verification is done for casting cycle of segment N, the deflections will be
considered at benchmark [N-1], since deflections of benchmark N are also depending
on the travelling form stiffness.
If the deflection difference of benchmark [N-1] is higher than 1cm, the Young
modulus of concrete is worth being reconsidered.
Actual value of Young modulus can be estimated graphically from simulation results.
For example, when casting 30th segment of cantilever on Chittorgarh side, if the
deflection observed at end of 29th segment when moving the travelling form forward
is -80mm:
E design E design
= 1.15 and E deck = .
E deck 1.15
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2

1.15
segment 29 (mm)
200,0
Deflection
100,0
0,0
-80mm
-100,0
-200,0
Form Traveler Side Cable - 1 Pouring Prestressing
Main Cable - 1 Main Cable - 2 Side Cable - 2
Figure 10: Example for graphical estimation of actual Young modulus of concrete
4.5.2 Factors treated by additional precamber

Deviations caused by the following factors are to be corrected by an additional
precamber.
The purpose of the following procedures is to quantify the correction precamber of the
next segment to be cast.
Issue 7 KOTA BYPASS
4.5.2.1 Travelling form stiffness

If the corrected deflection at the end of cantilever is independent from the segment
self-weight, a difference between corrected actual and theoretical deflections at end of
cantilever during pouring is due to stiffness of travelling form.
In order to take in account the change of the form stiffness, the opposite of the
observed difference of deflection can be added to travelling form precamber.
Once the travelling form stiffness is defined, the new value should be used for all the
next segments of the cantilever.
This procedure should be followed at the beginning of cantilever construction.

However, if the travelling form stiffness has been well evaluated for at least 3
consecutive segments, this checking may be left aside.
4.5.2.2 Correction precamber

If a segment has been cast in a position which differs from its theoretical position, a
correction of precamber for next segments may have to be made. In order to prevent
kinks, such precamber corrections may have to be spread over a few segments.
After casting of every segment, the corrected actual profile at the end of casting cycle
(i.e. after prestressing activities or stay tensioning) should be compared with the
theoretical profile at same step.
The differences between these profiles of the altitude of the 2 last benchmarks should
be reported. If the difference is higher than 1cm for at least one benchmark, precamber
of next segment may have to be modified.
The difference of altitude between theoretical and corrected actual profiles should be
corrected within the next segments with a correction precamber.
The precamber of next segment should then be modified using the procedure presented
below.
Issue 7 KOTA BYPASS
1) Check if the additional precamber has to be upwards or downwards:

The sign of precamber is given by the sign of (2 Z n − Z n −1 ) − Z th ,n +1 , where:
• Z n = Z th,n + ε n
• Z n : actual altitude at reference state

• Z th ,n : project altitude
• ε n : [corrected actual altitude] – [expected altitude]

• Precamber considered is the sum of correction precamber and project
precamber (project kink between two segment)
(2Z th , n − Z th , n −1 ) + ( 2ε n − ε n −1 ) > Z th ,n +1 Negative precamber (downwards)
(2Z th , n − Z th , n −1 ) + ( 2ε n − ε n −1 ) = Z th ,n +1 Precamber = 0
(2Z th , n − Z th , n −1 ) + ( 2ε n − ε n −1 ) < Z th , n +1 Positive precamber (upwards)
Z n −1
Z n −1
Zn 2 Z n − Z n −1
ε n−1 Zn ε n−1
εn Z th ,n +1 εn
Z th,n +1
Positive precamber Negative precamber
2 Z n − Z n −1
Figure 11: Sign of precamber for next segment
Issue 7 KOTA BYPASS
2) Does the precamber have to be spread over several segments?

Use of formula (1) of calculation methodology gives:
If
(2Z th , n − Z th ,n −1 ) + ( 2ε n − ε n −1 ) − Z th ,n +1 ≤ δ max Precamber on at least 1 segment
If
(2Z th , n − Z th ,n −1 ) + ( 2ε n − ε n −1 ) − Z th ,n +1 > δ max Precamber on several segments
3) Choice of precamber:
If the additional precamber has to be spread over more than one segment, the
correction precamber for the next segment will be:
Correction precamber = tolerance deviation ( δ ) – project camber:
• (
Upward correction: β = +δ max − Z th ,n +1 − 2 Z th ,n + Z th , n −1 )
• (
Downward correction: β = −δ max − Z th ,n +1 − 2 Z th , n + Z th ,n −1 )
In this case, go directly to step 4.
If the additional precamber can be introduced only on the next segment [n+1], it should
be checked that the following segment [n+2] can be cast on the expected profile (with
correct longitudinal slope) without introducing a kink higher than kink tolerance δ max
.
If not, the precamber should be spread over several segments.
Use of formula (3) of calculation methodology leads to:
( )
If 2 Z th , n +1 − Z th ,n + 2 − Z th ,n − ε n ≤ δ max Precamber on 1 segment only
( )
If 2 Z th ,n +1 − Z th ,n + 2 − Z th ,n − ε n > δ max Precamber on several segments
If the precamber can be introduced on only one segment, the correction precamber
will be:
Issue 7 KOTA BYPASS
β = −(2ε n − ε n−1 )
If the precamber has to be spread over several segments, the number j of segments and
the precamber of next segment should be calculated by using equation (3) and with
the following procedure:
a) j = 2
( j − 1)( j + 2)
b) If δ max × + δ max < Z n − Z th ,n + j − ( Z th ,n + j − Z th ,n + j +1 ) × j
2
then increase j by 1 and redo step 3.b). If not go to step 3.c).
c) The precamber should be spread over at least (j+1) segments. The altitude of end
of next segment should be:
j ( j − 1)
Z n +1 = Z th ,n + j + ( Z th ,n + j − Z th ,n + j +1 ) × ( j − 1) + δ ×
2
The correction precamber (with tangent convention) is:

β = (Z n +1 − Z th ,n +1 ) − (2ε n − ε n −1 )
d) If β + (Z th ,n +1 − 2Z th ,n + Z th,n −1 ) > δ max then the precamber should be taken as

the kink tolerance (positive or negative value):
β = ±δ max − (Z th ,n +1 − 2Z th, n + Z th, n−1 )
In order to avoid excessive kink in the next segment, the following criteria has
been added:
if 0 <
β (Z − 3Z th,n + 2Zth,n−1 − 3ε n + 2ε n−1 − δ ) ,
< 1 then β = th ,n+ 2
−δ 2
ε
where δ = δ max * n
εn
4) Calculation of total precamber:

Precamber of next segment is the sum of the three following terms:
• Precamber of stage analysis
• Precamber of travelling form
Issue 7 KOTA BYPASS
• Correction precamber β
5. SIMULATION RESULTS AT NEUTRAL CONDITIONS

Expected profiles are given for each segment after prestressing.
They are given for neutral conditions of temperature and loads. They have been
calculated with CEB-FIP shrinkage and creep laws (creep effects being multiplied by
a 0.30 ratio), with a travelling form weight of 82.5t.
Expected profiles are also given for key steps at the end of construction.
Please note that the actual profile of the main bridge should match the project profile
only after 50% of long-term losses have occurred. The altitude of the key segment at
opening of the bridge will therefore not be the project altitude.
Differences of altitude of the key segment between actual and project values at end of
construction are the following:
• After casting of key segment: -401mm
• After tensioning continuity tendons: -301mm
• When superimposed dead loads are in place: -748mm
• After final tensioning of stays (opening of the bridge): +56mm
• After 50% of long-term losses (1200 days after opening): 0mm
• After 100 years: -122mm
Please note that casting cycle corresponds to pouring and prestressing of the segment
(including stressing of stay cables, when applicable).
Issue 7 KOTA BYPASS
6. GEOMETRY CONTROL OF PYLON
The angle between first lift of pylon and pylon pier segment shall be as shown in
design drawings.
Each lift of pylon shall be constructed parallel to the previous lift. No precamber is
planned for pylon construction.
Regular surveys of pylon shall be done during pylon construction to control pylon
geometry, preferably after casting each lift. A survey of the pylon shall preferably be
done before installing first stay cable on the pylon.
6.1 Control points

Surveys should be done by measuring coordinates at several levels along full height
of pylon, preferably on each lift of the pylon.
4 survey points may be used at each pylon level, as shown in sketch below (survey
points can be modified by the Contractor).
In addition to survey points on pylon, coordinates of benchmarks of pylon pier

segment shall be measured during pylon survey (see Figure 9).
Issue 7 KOTA BYPASS
6.2 Recommendations
Surveys should be done at a time when thermal gradient effects in pylon are negligible,
(estimated between 6am and 7am), and when wind effects are negligible.
Following measures can be checked by the Contractor:
- Angle between pylon mean line and pier segment top level:
o Angle of pylon mean line is defined by coordinates of survey points at top
and bottom of pylon,
o Mean angle of pier segment along longitudinal axis is defined by
coordinate of benchmarks on pylon pier segment.
- Curvature of pylon mean line along its height: defined by coordinates of survey
points at 3 consecutive levels of pylon
Provided that thermal gradient is not observed in pylon and before stay cables are
installed, Contractor shall control the following:
- Angle between pylon mean line (defined by coordinates of survey points at top
and bottom of pylon) and pier segment shall be as given in design drawings, within
construction tolerance (i.e. a difference of pylon inclination below 1/200 is
acceptable),
- Pylon shall be straight (lifts are parallel to each other), within the allowable
construction tolerance (i.e. curvature radius of the pylon mean line shall be above
16 000m).
Provided that thermal gradient is not observed in pylon and after first stay cable is
installed, Contractor shall control the following:
- Portion of pylon above stay cable anchorages shall be straight (lifts are parallel to
each other), within the allowable construction tolerance (i.e. curvature radius of
the pylon mean line shall be above 16 000m).
Issue 7 KOTA BYPASS
APPENDIX 1 – METHODOLOGY CHARTS

Beginning of casting cycle N
(bef ore moving travelling f orm to
position of segment N)
N≤ 9 YES N≥ 5 YES
? ?
NO NO
Topographical survey Topographical survey Topographical survey

- at end of casting cycle - af ter moving travelling f orm - at beginning of cycle
- af ter pouring - af ter moving travelling f orm
- at end of casting cycle - af ter pouring
- at end of casting cycle
Modif ication of Verif ication of

stay tensions ? self -weight
Modif ication of Verif ication of

precambers ? Young modulus of concrete
Verif ication of
travelling f orm stif f ness
Def inition of Def inition of

correction precamber f or next segment travelling f orm precamber
Beginning of casting cycle N+1

(bef ore moving travelling f orm to
position of segment N+1)
Figure 12: Casting cycle analysis
Issue 7 KOTA BYPASS
Beginning of verif ication
NO
N≥ 5
?
YES
Correct prof ile Correct prof ile Correct profile Correct prof ile
before moving af ter moving after after
travelling form travelling form pouring prestressing
Corrected actual Theoretical Corrected actual Theoretical

def lections deflections deflections def lections
step 1 step 1 step 3 step 3
“travelling form” “travelling f orm” “prestressing” “prestressing”
Diff erence of Diff erences of

deflections def lections
step 1 step 3
“travelling form” “prestressing”
benchmark N-1 benchmark N-1
NO
Diff erence
>ε?
YES
Correction of Young modulus

of concrete based on End of verification
simulation results
Modif ication of
precambers ?
Figure 13: Verification of Young modulus of concrete
Issue 7 KOTA BYPASS
Beginning of verif ication
Correct prof ile Correct prof ile

af ter moving af ter
travelling form pouring
Corrected actual Theoretical

def lections def lections
step 2 step 2
“pouring” “pouring”
Dif f erence of
def lections Theoretical
step 2 deflection of
“pouring” travelling f orm
f or last benchmark
Corrected dif f erence

of def lections
NO step 2
Diff erence “pouring”
>ε? f or last benchmark
YES
Additional precamber of travelling form

= - dif f erence observed
(positive if absolute value of actual deflection
of travelling form is higher than theoretical)
Corrected precamber of travelling f orm

= previous value + additional precamber
End of verif ication
Figure 14: Verification of travelling form stiffness
Issue 7 KOTA BYPASS
Actual Theoretical Actual Theoretical

temperature temperature loads loads
Temperature Load
difference difference
Use simulation results (for considered stage)
Deflections Deflections
Actual profile caused by caused by
(to be corrected) temperature load
difference difference
Corrected
actual profile
Figure 15: Correction of actual profile
Issue 7 KOTA BYPASS
APPENDIX 2 – PRECAMBER OF STAGE ANALYSIS
Formwork
corrections
X (m) of formwork
Lateral Bridges
(mm)
0 0
P3 1.75 -2
3.5 -4
5.25 -6
7 -7
10.5 -11
12.25 -12
14 -14
17.5 -17
19.25 -18
21 -19
24.5 -21
26.25 -21
28 -22
31.5 -22
35 -22
38.5 -22
42 -20
45.5 -18
49 -13
52.5 -7
56 0
59.5 0
P4 63
Figure 16: Precamber to be introduced on span P3-P4
Issue 7 KOTA BYPASS
59.5
56
49
42
Corrections to add in formwork - lateral spans
35
X (m)
28
Série3
21
14
7
P3 Axis
0
0
-5
-10
-15
-20
-25
Precamber of formwork (mm)
Figure 17: Precamber to be introduced on span P3-P4 (chart)
Issue 7 KOTA BYPASS
APPENDIX 3 – EXPECTED PROFILES
Issue 7 KOTA BYPASS
Issue 7 KOTA BYPASS
*Step: SIDL Implementation step 41 corresponds to the last step of stay cables’
tensioning after SIDL implementation
Issue 7 KOTA BYPASS
CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON KOTA BYPASS –
GEOMETRY CONTROL
Table for checking of deck altitudes at end of casting cycle – Chittorgarh side
Nota: The deck altitudes are given at the front row bench mark
The deck altitudes are updated from Segment 38
Ref : A104/R/MB/SD/524-12 CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON KOTA BYPASS Page 39 / 169
Issue 7
GEOMETRY CONTROL
Issue 7
GEOMETRY CONTROL
Issue 7
GEOMETRY CONTROL
Issue 7
GEOMETRY CONTROL
Issue 7
GEOMETRY CONTROL
Table for checking of deck altitudes at end of casting cycle – Shivpuri side
Nota: The deck altitudes are given at the front row bench mark
The deck altitudes are updated from Segment 36’
Issue 7
GEOMETRY CONTROL
Issue 7
GEOMETRY CONTROL
Issue 7
GEOMETRY CONTROL
Issue 7
GEOMETRY CONTROL
Issue 7
APPENDIX 4 – DEFLECTIONS OF CASTING STEPS

Casting Steps
0,4
0,2
Deflection (mm)
-0,2
-0,4
-0,6
-0,8
518
x (m)
Shivpuri - Form traveler step1 - Edeck100% Shivpuri - Pouring - Edeck100% Shivpuri - Prestressing - Edeck100%
Deflection calculated with absolute convention - Shivpuri Side - casting of 1st segment
Deflection at end of cantilever (mm) Equation with Edesign
Step
E = 80% Edesign E = Edesign E = 130% Edesign (pylon at x=0 and x>0 in cantilever)
Traveler Form -0.3 -0.3 -0.2

Pouring -0.7 -0.6 -0.5
Prestressing 0.4 0.3 0.3
Casting Steps
1
0,5
Deflection (mm)
-0,5
-1
-1,5
175
x (m)
Chittorgarh - Form traveler step1 - Edeck100% Chittorgarh - Pouring - Edeck100% Chittorgarh - Prestressing - Edeck100%
Deflection calculated with absolute convention - Chittorgarh Side - casting of 1st segment
Step

Pouring -1.7 -1.4 -1.1
Issue 7 KOTA BYPASS
Casting Steps
1
0,5
Deflection (mm)
-0,5
-1
-1,5
-2
514,5
x (m)
Deflection calculated with absolute convention - Shivpuri Side - casting of 2nd segment
Step

Pouring -1.6 -1.5 -1.3
Casting Steps
2
1
Deflection (mm)
-1
-2
-3
-4
175
x (m)
Chittorgarh - Form traveler step1 - Edeck100% Chittorgarh - Pouring - Edeck100%
Chittorgarh - Prestressing - Edeck100%
Deflection calculated with absolute convention - Chittorgarh Side - casting of 2nd segment
Step

Pouring -4.1 -3.3 -2.5
Issue 7 KOTA BYPASS
Casting Steps
2
1,5
1
Deflection (mm)
0,5
0
-0,5
-1
-1,5
-2
-2,5
-3
511
x (m)
Deflection calculated with absolute convention - Shivpuri Side - casting of 3rd segment
Step

Pouring -3.1 -2.7 -2.3
Casting Steps
3
2
1
Deflection (mm)
0
-1
-2
-3
-4
-5
-6
-7
175
x (m)
Deflection calculated with absolute convention - Chittorgarh Side - casting of 3rd segment
Step

Pouring -7.4 -5.9 -4.6
Issue 7 KOTA BYPASS
Casting Steps
3
2
1
Deflection (mm)
0
-1
-2
-3
-4
-5
-6
507,5
x (m)
Deflection calculated with absolute convention - Shivpuri Side - casting of 4th segment
Step

Pouring -5.4 -4.7 -4.1
Casting Steps
4
2
0
Deflection (mm)
-2
-4
-6
-8
-10
-12
175
x (m)
Deflection calculated with absolute convention - Chittorgarh Side - casting of 4th segment
Step

Pouring -12.5 -10.0 -7.7
Issue 7 KOTA BYPASS
Casting Steps
4
2
Deflection (mm)
-2
-4
-6
-8
504
x (m)
Step

Pouring -7.9 -6.9 -5.9
Casting Steps
6
4
2
Deflection (mm)
0
-2
-4
-6
-8
-10
-12
-14
-16
175
x (m)
Step

Pouring -17.6 -14.1 -10.8
Issue 7 KOTA BYPASS
Casting Steps
4
2
0
Deflection (mm)
-2
-4
-6
-8
-10
-12
500,5
x (m)
Step

Pouring -11.4 -9.9 -8.3
Casting Steps
10
5
Deflection (mm)
0
-5
-10
-15
-20
-25
175
x (m)
Step

Pouring -24.3 -19.4 -14.9
Issue 7 KOTA BYPASS
Casting Steps
6
4
2
Deflection (mm)
0
-2
-4
-6
-8
-10
-12
-14
-16
497
x (m)
Step

Pouring -15.4 -13.3 -11.2
Casting Steps
10
5
0
Deflection (mm)
-5
-10
-15
-20
-25
-30
175
x (m)
Step
Traveler Form -16.4 -13.1 -10.1

Pouring -31.8 -25.4 -19.5
Issue 7 KOTA BYPASS
Casting Steps
10
5
Deflection (mm)
-5
-10
-15
-20
493,5
x (m)
Step

Pouring -19.1 -16.4 -13.7
Casting Steps
15
10
5
Deflection (mm)
0
-5
-10
-15
-20
-25
-30
-35
175
x (m)
Step
Traveler Form -21.6 -17.3 -13.3

Pouring -38.1 -30.5 -23.4
Issue 7 KOTA BYPASS
Casting Steps
10
5
Deflection (mm)
0
-5
-10
-15
-20
-25
490 525
x (m)
Step
Traveler Form -14.3 -12.3 -10.2

Pouring -24.4 -20.8 -17.3
Casting Steps
20
10
Deflection (mm)
0
-10
-20
-30
-40
-50
175 210
x (m)
Step
Traveler Form -27.7 -22.1 -17.0

Pouring -47.2 -37.7 -29.0
Issue 7 KOTA BYPASS
Casting Steps
30
20
Deflection (mm) 10
0
-10
-20
-30
-40
486,5 521,5
Shivpuri - Form traveler step1 - Edeck100% Shivpuri - Side Cable step 1 - Edeck100% x (m)
Shivpuri - Pouring - Edeck100% Shivpuri - Prestressing - Edeck100%
Shivpuri - Main Cable step 1 - Edeck100% Shivpuri - Main Cable step 2 - Edeck100%
Shivpuri - Side Cable step 2 - Edeck100%
Step
Traveler Form -18.1 -15.4 -12.6

Side Cable - step 1 11.3 10.4 9.3
Pouring -35.5 -30.1 -24.8
Main Cable - step 1 24.4 19.8 15.4
Main Cable - step 2 10.9 8.8 6.8
Side Cable - step 2 3.6 3.0 2.6
Casting Steps
30
20
10
Deflection (mm)
0
-10
-20
-30
-40
-50
175 210
x (m)
Chittorgarh - Form traveler step1 - Edeck100% Chittorgarh - Side Cable step 1 - Edeck100%
Chittorgarh - Pouring - Edeck100% Chittorgarh - Prestressing - Edeck100%
Chittorgarh - Main Cable step 1 - Edeck100% Chittorgarh - Main Cable step 2 - Edeck100%
Chittorgarh - Side Cable step 2 - Edeck100%
Step
Traveler Form -31.3 -25.0 -19.3

Side Cable - step 1 32.0 25.7 19.8
Pouring -56.5 -46.1 -36.2
Main Cable - step 1 25.5 20.7 16.0
Main Cable - step 2 11.5 9.2 7.1
Issue 7 KOTA BYPASS
Casting Steps
0
-5
Deflection (mm)
-10
-15
-20
-25
-30
483 518
x (m)
Shivpuri - Form traveler step1 - Edeck100% Shivpuri - Pouring - Edeck100%
Step
Traveler Form -19.7 -17.1 -14.4

Pouring -32.8 -28.5 -24.0
Casting Steps
0
-5
-10
Deflection (mm)
-15
-20
-25
-30
-35
-40
-45
-50
175 210
x (m)
Step
Traveler Form -31.8 -26.4 -21.0

Pouring -52.9 -43.9 -35.0
Issue 7 KOTA BYPASS
Casting Steps
40
30
Deflection (mm) 20
10
0
-10
-20
-30
-40
-50
479,5 514,5
Shivpuri - Form traveler step1 - Edeck100% Shivpuri - Side Cable step 1 - Edeck100%
x (m)
Shivpuri - Pouring - Edeck100% Shivpuri - Main Cable step 1 - Edeck100%
Shivpuri - Main Cable step 2 - Edeck100% Shivpuri - Side Cable step 2 - Edeck100%
Step
Traveler Form -24.6 -21.3 -17.9

Side Cable - step 1 18.3 16.8 14.9
Pouring -46.8 -40.6 -34.1
Main Cable - step 1 32.9 27.7 22.4
Main Cable - step 2 15.0 12.4 9.9
Casting Steps
40
20
Deflection (mm)
-20
-40
-60
-80
175 210
x (m)
Chittorgarh - Pouring - Edeck100% Chittorgarh - Main Cable step 1 - Edeck100%
Chittorgarh - Main Cable step 2 - Edeck100% Chittorgarh - Side Cable step 2 - Edeck100%
Step
Traveler Form -38.8 -32.2 -25.7

Side Cable - step 1 42.1 35.0 27.9
Pouring -68.4 -57.7 -46.9
Main Cable - step 1 35.0 29.5 23.8
Main Cable - step 2 15.8 13.2 10.6
Issue 7 KOTA BYPASS
Casting Steps
0
-5
-10
Deflection (mm)
-15
-20
-25
-30
-35
-40
476 511
x (m)
Step
Traveler Form -25.7 -22.7 -19.5

Pouring -42.8 -37.8 -32.4
Casting Steps
0
-10
Deflection (mm)
-20
-30
-40
-50
-60
175 210
x (m)
Step
Traveler Form -37.8 -32.4 -26.7

Pouring -62.9 -53.9 -44.5
Issue 7 KOTA BYPASS
Casting Steps
60
40
Deflection (mm)
20
-20
-40
-60
472,5 507,5
Step
Traveler Form -31.4 -27.6 -23.6

Side Cable - step 1 30.3 27.7 24.7
Pouring -59.9 -52.9 -45.3
Main Cable - step 1 49.1 42.4 35.3
Main Cable - step 2 21.8 18.8 15.6
Casting Steps
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
175 210
x (m)
Step
Traveler Form -45.2 -38.7 -31.9

Side Cable - step 1 59.1 50.7 41.8
Pouring -81.0 -70.4 -58.9
Main Cable - step 1 52.1 45.2 37.7
Main Cable - step 2 23.4 20.2 16.8
Side Cable - step 2 13.8 12.5 10.9
Issue 7 KOTA BYPASS
Casting Steps
0
-5
-10
Deflection (mm)
-15
-20
-25
-30
-35
-40
-45
-50
469 504
x (m)
Step
Traveler Form -31.7 -28.5 -24.8

Pouring -52.9 -47.5 -41.3
Casting Steps
0
-10
Deflection (mm)
-20
-30
-40
-50
-60
-70
175 210
x (m)
Step
Traveler Form -42.9 -37.8 -32.1

Pouring -71.5 -63.0 -53.5
Issue 7 KOTA BYPASS
Casting Steps
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
465,5 500,5
x (m)
Step
Traveler Form -38.1 -34.1 -29.6

Side Cable - step 1 38.9 35.8 31.5
Pouring -71.3 -64.0 -55.7
Main Cable - step 1 60.1 53.0 45.1
Main Cable - step 2 26.8 23.6 20.0
Side Cable - step 2 11.4 10.6 10.2
Casting Steps
80
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
-100
175 210
x (m)
Step
Traveler Form -50.6 -44.5 -37.7

Side Cable - step 1 66.6 58.6 49.7
Pouring -90.3 -80.2 -68.8
Main Cable - step 1 63.2 56.0 47.9
Main Cable - step 2 28.4 25.0 21.3
Side Cable - step 2 17.8 16.2 14.3
Issue 7 KOTA BYPASS
Casting Steps
0
-10
Deflection (mm)
-20
-30
-40
-50
-60
-70
462 497
x (m)
Step
Traveler Form -37.9 -34.4 -30.4

Pouring -63.2 -57.4 -50.7
Casting Steps
0
-10
-20
Deflection (mm)
-30
-40
-50
-60
-70
-80
175 210
x (m)
Step
Traveler Form -47.7 -42.8 -37.3

Pouring -79.5 -71.5 -62.2
Issue 7 KOTA BYPASS
Casting Steps
80
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
-100
458,5 493,5
Step
Traveler Form -44.9 -40.6 -35.7

Side Cable - step 1 49.7 46.2 41.1
Pouring -85.2 -77.3 -68.1
Main Cable - step 1 77.1 68.8 59.6
Main Cable - step 2 34.3 30.6 26.4
Side Cable - step 2 15.4 14.4 13.9
Casting Steps
100
80
60
Deflection (mm)
40
20
0
-20
-40
-60
-80
-100
-120
175 210
x (m)
Step
Traveler Form -55.7 -50.0 -43.4

Side Cable - step 1 76.6 68.8 59.9
Pouring -102.0 -92.1 -80.7
Main Cable - step 1 80.1 71.9 62.6
Main Cable - step 2 35.7 32.0 27.8
Side Cable - step 2 22.9 21.0 17.2
Issue 7 KOTA BYPASS
Casting Steps
0
-10
-20
Deflection (mm)
-30
-40
-50
-60
-70
-80
455 490 525
x (m)
Step
Traveler Form -44.3 -40.6 -36.2

Pouring -73.8 -67.6 -60.4
Casting Steps
0
-10
-20
Deflection (mm)
-30
-40
-50
-60
-70
-80
-90
175 210 245
x (m)
Step
Traveler Form -52.6 -48.0 -42.5

Pouring -87.8 -80.1 -70.9
Issue 7 KOTA BYPASS
Casting Steps
100
80
Deflection (mm) 60
40
20
0
-20
-40
-60
-80
-100
451,5 486,5 521,5
x (m)
Step
Traveler Form -52.0 -47.4 -42.1

Side Cable - step 1 53.8 49.5 45.3
Pouring -97.8 -89.3 -79.5
Main Cable - step 1 87.5 78.8 69.0
Main Cable - step 2 39.0 35.1 30.7
Side Cable - step 2 17.1 17.0 15.6
Casting Steps
100
50
Deflection (mm)
-50
-100
-150
175 210 245
x (m)
Step
Traveler Form -61.1 -55.5 -49.1

Side Cable - step 1 75.8 69.4 61.8
Pouring -112.1 -102.4 -90.9
Main Cable - step 1 89.9 81.4 71.7
Main Cable - step 2 40.2 36.4 32.0
Side Cable - step 2 23.6 20.3 18.5
Issue 7 KOTA BYPASS
Casting Steps
0
-10
-20
Deflection (mm)
-30
-40
-50
-60
-70
-80
-90
448 483 518
x (m)
Step
Traveler Form -50.9 -47.0 -42.3

Pouring -84.8 -78.3 -70.5
Casting Steps
0
-10
-20
Deflection (mm)
-30
-40
-50
-60
-70
-80
-90
-100
175 210 245
x (m)
Step
Traveler Form -58.1 -53.5 -48.1

Pouring -96.9 -89.3 -80.1
Issue 7 KOTA BYPASS
Casting Steps
100
50
Deflection (mm)
0
-50
-100
-150
444,5 479,5 514,5
Step
Traveler Form -59.3 -54.4 -48.8

Side Cable - step 1 57.2 54.0 50.0
Pouring -113.8 -104.5 -93.8
Main Cable - step 1 99.6 90.2 79.7
Main Cable - step 2 44.4 40.2 33.7
Side Cable - step 2 19.9 18.9 17.5
Casting Steps
150
100
Deflection (mm)
50
-50
-100
-150
175 210 245
x (m)
Step
Traveler Form -67.0 -61.5 -55.0

Side Cable - step 1 76.4 71.1 63.4
Pouring -126.7 -116.5 -104.5
Main Cable - step 1 101.6 92.6 82.2
Main Cable - step 2 45.5 41.4 34.8
Side Cable - step 2 23.1 21.9 21.3
Issue 7 KOTA BYPASS
Casting Steps
0
-10
-20
Deflection (mm)
-30
-40
-50
-60
-70
-80
-90
-100
441 476 511
x (m)
Step
Traveler Form -58.1 -53.9 -48.9

Pouring -96.9 -89.8 -81.4
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
175 210 245
x (m)
Step
Traveler Form -64.4 -59.7 -54.1

Pouring -107.4 -99.6 -90.2
Issue 7 KOTA BYPASS
Casting Steps
150
100
Deflection (mm)
50
-50
-100
-150
437,5 472,5 507,5
x (m)
Step
Traveler Form -67.2 -62.0 -55.9

Side Cable - step 1 59.6 56.7 53.0
Pouring -127.7 -117.7 -106.2
Main Cable - step 1 109.9 99.9 88.8
Main Cable - step 2 49.3 44.7 37.6
Side Cable - step 2 20.6 19.6 18.4
Casting Steps
150
100
Deflection (mm)
50
-50
-100
-150
175 210 245
x (m)
Step
Traveler Form -73.9 -68.2 -61.5

Side Cable - step 1 75.4 71.0 64.3
Pouring -138.8 -128.2 -115.8
Main Cable - step 1 111.5 101.9 91.0
Main Cable - step 2 50.1 45.7 38.6
Side Cable - step 2 23.0 21.9 21.6
Issue 7 KOTA BYPASS
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
434 469 504
x (m)
Step
Traveler Form -65.2 -60.6 -55.3

Pouring -108.7 -101.1 -92.2
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
175 210 245
x (m)
Step
Traveler Form -70.5 -65.7 -59.9

Pouring -117.7 -109.6 -99.9
Issue 7 KOTA BYPASS
Casting Steps
150
100
Deflection (mm)
50
-50
-100
-150
430,5 465,5 500,5
Step
Traveler Form -75.0 -69.4 -62.9

Side Cable - step 1 63.8 61.2 57.5
Pouring -144.4 -133.5 -121.0
Main Cable - step 1 123.2 112.5 100.6
Main Cable - step 2 55.6 50.7 45.2
Side Cable - step 2 21.5 20.6 19.4
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
175 210 245
x (m)
Step
Traveler Form -80.6 -74.7 -67.8

Side Cable - step 1 77.3 73.5 68.5
Pouring -153.8 -142.6 -129.6
Main Cable - step 1 124.6 114.2 102.6
Main Cable - step 2 56.3 51.5 46.2
Side Cable - step 2 22.9 22.0 20.7
Issue 7 KOTA BYPASS
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
427 462 497
x (m)
Step
Traveler Form -70.7 -66.0 -60.6

Pouring -117.8 -110.1 -101.0
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
-140
175 210 245
x (m)
Step
Traveler Form -75.0 -70.2 -64.5

Pouring -125.2 -117.2 -107.6
Issue 7 KOTA BYPASS
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
423,5 458,5 493,5
x (m)
Step
Traveler Form -80.8 -75.1 -68.5

Side Cable - step 1 67.6 65.0 61.5
Pouring -152.4 -141.5 -129.1
Main Cable - step 1 129.9 119.3 107.4
Main Cable - step 2 59.4 54.4 48.8
Side Cable - step 2 19.2 18.6 17.7
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
175 210 245
x (m)
Step
Traveler Form -85.4 -79.5 -72.7

Side Cable - step 1 77.3 74.0 69.6
Pouring -159.8 -148.7 -136.0
Main Cable - step 1 130.8 120.6 109.1
Main Cable - step 2 59.9 55.0 49.6
Side Cable - step 2 22.8 21.9 19.1
Issue 7 KOTA BYPASS
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
420 455 490 525
x (m)
Step
Traveler Form -72.7 -68.3 -63.2

Pouring -121.2 -113.9 -105.4
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
-140
175 210 245 280
x (m)
Step
Traveler Form -76.0 -71.6 -66.3

Pouring -126.9 -119.4 -110.6
Issue 7 KOTA BYPASS
Casting Steps
150
100
Deflection (mm) 50
0
-50
-100
-150
-200
416,5 451,5 486,5 521,5
Step
Traveler Form -82.8 -77.4 -71.2

Side Cable - step 1 70.4 68.0 64.7
Pouring -158.4 -147.9 -136.0
Main Cable - step 1 132.7 122.7 111.5
Main Cable - step 2 60.8 56.0 50.7
Side Cable - step 2 20.1 19.5 18.7
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
175 210 245 280
x (m)
Step
Traveler Form -86.2 -80.7 -74.4

Side Cable - step 1 77.7 74.8 70.9
Pouring -164.1 -153.6 -141.6
Main Cable - step 1 133.4 123.7 112.7
Main Cable - step 2 61.2 56.5 51.4
Side Cable - step 2 21.2 20.6 19.8
Issue 7 KOTA BYPASS
Casting Steps
0
-20
Deflection (mm)
-40
-60
-80
-100
-120
-140
413 448 483 518
x (m)
Step
Traveler Form -74.5 -70.3 -65.5

Pouring -138.5 -130.7 -121.7
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
175 210 245 280
x (m)
Step
Traveler Form -77.0 -72.8 -67.9

Pouring -143.2 -135.4 -126.2
Issue 7 KOTA BYPASS
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
409,5 444,5 479,5 514,5
x (m)
Step
Traveler Form -84.5 -79.4 -73.5

Side Cable - step 1 71.2 68.8 64.6
Pouring -160.4 -150.4 -139.1
Main Cable - step 1 131.7 122.1 111.5
Main Cable - step 2 60.2 55.8 50.8
Side Cable - step 2 21.0 20.4 20.8
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
175 210 245 280
x (m)
Step
Traveler Form -87.1 -81.9 -76.0

Side Cable - step 1 76.3 73.7 70.3
Pouring -164.8 -154.8 -143.5
Main Cable - step 1 132.2 122.9 112.5
Main Cable - step 2 60.6 56.2 51.3
Side Cable - step 2 21.9 21.3 20.5
Issue 7 KOTA BYPASS
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
406 441 476 511
x (m)
Step
Traveler Form -77.4 -73.3 -68.5

Pouring -143.9 -136.2 -127.2
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
175 210 245 280
x (m)
Step
Traveler Form -79.3 -75.2 -70.4

Pouring -147.5 -139.8 -130.8
Issue 7 KOTA BYPASS
Casting Steps
150
100
Deflection (mm) 50
0
-50
-100
-150
-200
402,5 437,5 472,5 507,5
Step
Traveler Form -87.7 -82.5 -76.7

Side Cable - step 1 73.4 69.9 67.0
Pouring -169.1 -159.0 -147.5
Main Cable - step 1 135.5 125.9 115.2
Main Cable - step 2 62.0 57.5 52.6
Side Cable - step 2 21.9 22.5 21.6
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
175 210 245 280
x (m)
Step
Traveler Form -89.6 -84.4 -78.6

Side Cable - step 1 77.0 74.7 71.6
Pouring -172.5 -162.4 -151.0
Main Cable - step 1 135.9 126.4 116.0
Main Cable - step 2 62.3 57.9 53.0
Side Cable - step 2 22.5 21.9 21.2
Issue 7 KOTA BYPASS
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
399 434 469 504
x (m)
Step
Traveler Form -80.7 -76.5 -71.6

Pouring -150.1 -142.2 -133.1
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
175 210 245 280
x (m)
Step
Traveler Form -82.0 -77.9 -73.1

Pouring -152.7 -144.9 -135.9
Issue 7 KOTA BYPASS
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
395,5 430,5 465,5 500,5
x (m)
Step
Traveler Form -91.2 -85.9 -80.0

Side Cable - step 1 73.3 71.3 68.6
Pouring -174.3 -164.0 -152.4
Main Cable - step 1 138.8 128.9 118.1
Main Cable - step 2 63.7 59.1 54.0
Side Cable - step 2 24.1 23.5 22.6
Casting Steps
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
175 210 245 280
x (m)
Step
Traveler Form -92.4 -87.2 -81.4

Side Cable - step 1 75.8 73.8 71.1
Pouring -176.0 -165.9 -154.5
Main Cable - step 1 138.6 129.0 118.4
Main Cable - step 2 63.6 59.1 54.2
Side Cable - step 2 28.7 27.8 26.7
Issue 7 KOTA BYPASS
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
392 427 462 497
x (m)
Step
Traveler Form -84.9 -80.5 -75.4

Pouring -157.9 -149.7 -140.2
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
175 210 245 280
x (m)
Step
Traveler Form -85.9 -81.6 -76.6

Pouring -160.1 -151.9 -142.6
Issue 7 KOTA BYPASS
Casting Steps
200
150
Deflection (mm) 100
50
0
-50
-100
-150
-200
388,5 423,5 458,5 493,5
Step
Traveler Form -95.8 -90.3 -84.1

Side Cable - step 1 75.8 73.9 71.4
Pouring -186.3 -175.2 -162.9
Main Cable - step 1 146.2 135.7 124.2
Main Cable - step 2 67.0 62.2 56.9
Side Cable - step 2 25.0 24.4 23.5
Casting Steps
200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
175 210 245 280
x (m)
Step
Traveler Form -96.8 -91.4 -85.2

Side Cable - step 1 77.5 75.7 73.2
Pouring -188.4 -177.4 -165.2
Main Cable - step 1 146.6 136.2 124.8
Main Cable - step 2 67.2 62.4 57.1
Side Cable - step 2 25.4 24.8 24.0
Issue 7 KOTA BYPASS
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
385 420 455 490 525
x (m)
Step
Traveler Form -90.4 -85.6 -80.2

Pouring -168.3 -159.3 -149.2
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
175 210 245 280 315
x (m)
Step
Traveler Form -91.2 -86.4 -81.1

Pouring -169.8 -160.9 -150.9
Issue 7 KOTA BYPASS
Casting Steps
200
150
Deflection (mm) 100
50
0
-50
-100
-150
-200
-250
381,5 416,5 451,5 486,5 521,5
x (m)
Step
Traveler Form -101.7 -95.8 -89.2

Side Cable - step 1 74.5 72.8 70.5
Pouring -197.0 -185.1 -172.0
Main Cable - step 1 147.7 137.0 125.3
Main Cable - step 2 68.2 63.2 57.8
Side Cable - step 2 28.3 27.5 26.6
Casting Steps
200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
175 210 245 280 315
x (m)
Step
Traveler Form -102.7 -96.7 -90.1

Side Cable - step 1 75.5 73.8 71.6
Pouring -199.7 -187.7 -174.5
Main Cable - step 1 148.6 137.8 126.0
Main Cable - step 2 68.7 63.6 58.2
Side Cable - step 2 24.9 24.3 23.6
Issue 7 KOTA BYPASS
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
378 413 448 483 518
x (m)
Step
Traveler Form -95.5 -90.4 -84.7

Pouring -178.1 -168.4 -157.6
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
175 210 245 280 315
x (m)
Step
Traveler Form -95.9 -90.9 -85.3

Pouring -178.8 -169.3 -158.7
Issue 7 KOTA BYPASS
Casting Steps
200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
374,5 409,5 444,5 479,5 514,5
Step
Traveler Form -107.6 -101.2 -94.1

Side Cable - step 1 76.7 75.0 72.7
Pouring -213.8 -200.6 -186.1
Main Cable - step 1 152.7 141.3 129.0
Main Cable - step 2 70.5 61.9 56.8
Side Cable - step 2 26.3 25.8 25.0
Casting Steps
200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
175 210 245 280 315
x (m)
Step
Traveler Form -107.9 -101.6 -94.7

Side Cable - step 1 77.2 75.6 73.4
Pouring -214.7 -201.6 -187.3
Main Cable - step 1 152.8 141.5 129.3
Main Cable - step 2 70.6 62.0 56.9
Side Cable - step 2 26.5 25.9 25.2
Issue 7 KOTA BYPASS
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
-200
371 406 441 476 511
x (m)
Step
Traveler Form -103.8 -98.0 -91.6

Pouring -194.0 -183.2 -171.1
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
-200
175 210 245 280 315
x (m)
Step
Traveler Form -104.0 -98.3 -92.0

Pouring -194.6 -183.9 -171.9
Issue 7 KOTA BYPASS
Casting Steps
200
150
Deflection (mm) 100
50
0
-50
-100
-150
-200
-250
367,5 402,5 437,5 472,5 507,5
x (m)
Step
Traveler Form -116.7 -109.5 -101.7

Side Cable - step 1 88.9 86.8 84.1
Pouring -230.0 -215.3 -199.2
Main Cable - step 1 181.0 167.1 152.1
Main Cable - step 2 78.8 73.1 66.9
Side Cable - step 2 31.6 30.8 29.9
Casting Steps
200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
175 210 245 280 315
x (m)
Step
Traveler Form -116.8 -109.8 -102.0

Side Cable - step 1 89.3 87.4 84.8
Pouring -230.5 -216.0 -200.2
Main Cable - step 1 181.0 167.2 152.2
Main Cable - step 2 78.8 73.2 67.0
Side Cable - step 2 31.7 31.0 30.1
Issue 7 KOTA BYPASS
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
-200
364 399 434 469 504
x (m)
Step
Traveler Form -113.1 -106.6 -99.4

Pouring -189.1 -178.1 -166.0
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
-200
175 210 245 280 315
x (m)
Step
Traveler Form -113.2 -106.8 -99.7

Pouring -189.3 -178.5 -166.5
Issue 7 KOTA BYPASS
Casting Steps
250
200
150
Deflection (mm) 100
50
0
-50
-100
-150
-200
-250
-300
360,5 395,5 430,5 465,5 500,5
Step
Traveler Form -126.9 -118.9 -110.1

Side Cable - step 1 102.9 100.3 96.9
Pouring -254.5 -237.7 -219.5
Main Cable - step 1 211.5 195.0 177.1
Main Cable - step 2 97.2 84.7 77.4
Side Cable - step 2 36.0 35.1 34.0
Casting Steps
250
200
150
Deflection (mm)
100
50
0
-50
-100
-150
-200
-250
-300
175 210 245 280 315
x (m)
Step
Traveler Form -126.9 -119.0 -110.4

Side Cable - step 1 103.0 100.5 97.3
Pouring -254.7 -238.2 -220.2
Main Cable - step 1 211.5 195.1 177.3
Main Cable - step 2 97.2 84.7 77.4
Side Cable - step 2 37.2 36.3 35.2
Issue 7 KOTA BYPASS
Casting Steps
0
-50
Deflection (mm)
-100
-150
-200
-250
357 392 427 462 497
x (m)
Step
Traveler Form -121.3 -114.3 -106.4

Pouring -202.9 -191.0 -177.8
Casting Steps
0
-50
Deflection (mm)
-100
-150
-200
-250
175 210 245 280 315
x (m)
Step
Traveler Form -121.3 -114.3 -106.6

Pouring -202.8 -191.1 -178.1
Issue 7 KOTA BYPASS
Casting Steps
300
200
Deflection (mm)
100
-100
-200
-300
353,5 388,5 423,5 458,5 493,5
x (m)
Step
Traveler Form -135.9 -127.3 -117.8

Side Cable - step 1 118.2 114.9 110.7
Pouring -269.4 -251.5 -232.0
Main Cable - step 1 236.3 217.8 197.7
Main Cable - step 2 110.7 102.0 87.8
Side Cable - step 2 41.6 40.4 39.0
Casting Steps
300
200
Deflection (mm)
100
-100
-200
-300
175 210 245 280 315
x (m)
Step
Traveler Form -135.8 -127.2 -117.9

Side Cable - step 1 117.8 114.6 110.7
Pouring -269.4 -251.7 -232.4
Main Cable - step 1 236.4 217.9 197.9
Main Cable - step 2 110.8 102.1 87.9
Side Cable - step 2 40.3 39.2 37.8
Issue 7 KOTA BYPASS
Casting Steps
0
-50
Deflection (mm)
-100
-150
-200
-250
-300
-350
350 385 420 455 490 525
x (m)
Step
Traveler Form -129.0 -121.5 -113.1

Pouring -344.4 -324.4 -302.0
Casting Steps
0
-20
-40
Deflection (mm)
-60
-80
-100
-120
-140
-160
-180
-200
175 210 245 280 315 350
x (m)
Step
Traveler Form -120.5 -113.7 -106.1

Pouring -201.2 -189.7 -177.0
Issue 7 KOTA BYPASS
APPENDIX 5 – INFLUENCE OF TEMPERATURE AND LOADS
Issue 7 KOTA BYPASS
CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON KOTA BYPASS - GEOMETRY CONTROL
Parameters comparison
0.4
0.2
0
Deflection (mm)
-0.2
-0.4
-0.6
-0.8
-1
518
x (m)
Shivpuri - TU+20 (All) Shivpuri - TU+20 (Deck) Shivpuri - TG+3 (Deck) Shivpuri - CLLU-10KN Shivpuri - Load 1'
Deflection calculated with absolute convention - Shivpuri Side - 1 segments cast
Parameter Deflection at end of cantilever (mm) Equation (pylon at x=0 and x>0 in cantilever)
Uniform Temperature variation +20°C in bridge 0.2
Uniform Temperature variation +20°C in deck 0.0
Temperature Gradient +3°C in deck -0.9
Distributed Loads 10KN/m on cantilever 0.2
100KN load at end of cantilever 0.0
1
0.5
0
Deflection (mm)
-0.5
-1
-1.5
-2
-2.5
175
x (m)
Chittorgarh - TU+20 (All) Chittorgarh - TU+20 (Deck) Chittorgarh - TG+3 (Deck) Chittorgarh - CLLU-10KN Chittorgarh - Load 1
Deflection calculated with absolute convention - Chittorgarh Side - 1 segments cast
100KN load at end of cantilever -0.1
Ref : A104/R/MB/SD/524-12 Page 1

Issue 7 CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON KOTA BYPASS Appendix 5
0.4
0.2
0
-0.2
Deflection (mm)
-0.4
-0.6
-0.8
-1
-1.2
-1.4
-1.6
514.5
x (m)
1.5
1
0.5
0
Deflection (mm)
-0.5
-1
-1.5
-2
-2.5
-3
-3.5
175
x (m)

1
0.5
0
Deflection (mm)
-0.5
-1
-1.5
-2
-2.5
511
x (m)
2
0
Deflection (mm)
-1
-2
-3
-4
-5
175
x (m)

1
0.5
0
Deflection (mm)
-0.5
-1
-1.5
-2
-2.5
-3
-3.5
507.5
x (m)
2
0
Deflection (mm)
-1
-2
-3
-4
-5
-6
175
x (m)

1
0.5
0
-0.5
Deflection (mm)
-1
-1.5
-2
-2.5
-3
-3.5
-4
-4.5
504
x (m)
3
2
1
0
Deflection (mm)
-1
-2
-3
-4
-5
-6
-7
-8
175
x (m)

2
0
Deflection (mm)
-1
-2
-3
-4
-5
-6
500.5
x (m)
4
0
Deflection (mm)
-2
-4
-6
-8
-10
175
x (m)

2
1
0
Deflection (mm)
-1
-2
-3
-4
-5
-6
-7
497
x (m)
Distributed Loads 10KN/m on cantilever -0.3
4
0
Deflection (mm)
-2
-4
-6
-8
-10
-12
175
x (m)

2
1
0
-1
Deflection (mm)
-2
-3
-4
-5
-6
-7
-8
493.5
x (m)
4
2
0
Deflection (mm)
-2
-4
-6
-8
-10
-12
-14
175
x (m)

2
0
Deflection (mm)
-2
-4
-6
-8
-10
490 525
x (m)
4
2
0
-2
Deflection (mm)
-4
-6
-8
-10
-12
-14
-16
175 210
x (m)

3
2
1
0
Deflection (mm)
-1
-2
-3
-4
-5
-6
-7
-8
486.5 521.5
x (m)
Shivpuri - TU+20 (All) Shivpuri - TU+20 (Deck) Shivpuri - TU+20 (Stay) Shivpuri - TG+3 (Deck)
Shivpuri - PGlongi+3 (Pylon) Shivpuri - CLLU-10KN Shivpuri - Load 10'
Uniform Temperature variation +20°C in stays -4.4
Temperature Gradient +3°C in pylon 0.4
6
4
2
0
Deflection (mm)
-2
-4
-6
-8
-10
-12
-14
175 210
x (m)
Chittorgarh - TU+20 (All) Chittorgarh - TU+20 (Deck) Chittorgarh - TU+20 (Stay) Chittorgarh - TG+3 (Deck)
Chittorgarh - PGlongi+3 (Pylon) Chittorgarh - CLLU-10KN Chittorgarh - Load 10
Ref : A104/R/MB/SD/524-12 Page 10

4
0
Deflection (mm)
-2
-4
-6
-8
-10
483 518
x (m)
6
4
2
Deflection (mm)
0
-2
-4
-6
-8
-10
-12
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 11

8
6
4
2
Deflection (mm)
0
-2
-4
-6
-8
-10
-12
479.5 514.5
x (m)
10
5
Deflection (mm)
-5
-10
-15
-20
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 12

8
6
4
2
Deflection (mm)
0
-2
-4
-6
-8
-10
-12
-14
476 511
x (m)
10
5
Deflection (mm)
-5
-10
-15
-20
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 13

15
10
5
Deflection (mm)
-5
-10
-15
-20
472.5 507.5
x (m)
15
10
5
Deflection (mm)
0
-5
-10
-15
-20
-25
-30
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 14

15
10
5
Deflection (mm)
-5
-10
-15
-20
-25
469 504
x (m)
20
15
10
5
Deflection (mm)
0
-5
-10
-15
-20
-25
-30
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 15

20
15
10
5
Deflection (mm)
0
-5
-10
-15
-20
-25
-30
465.5 500.5
x (m)
30
20
10
Deflection (mm)
-10
-20
-30
-40
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 16

20
15
10
5
Deflection (mm)
0
-5
-10
-15
-20
-25
-30
-35
462 497
x (m)
30
20
10
Deflection (mm)
-10
-20
-30
-40
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 17

30
20
10
Deflection (mm)
-10
-20
-30
-40
458.5 493.5
x (m)
Uniform Temperature variation +20°C in bridge -0.4
30
20
10
Deflection (mm)
-10
-20
-30
-40
-50
175 210
x (m)
Ref : A104/R/MB/SD/524-12 Page 18

30
20
10
Deflection (mm)
-10
-20
-30
-40
-50
455 490 525
x (m)
30
20
10
Deflection (mm)
-10
-20
-30
-40
-50
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 19

30
20
10
Deflection (mm)
-10
-20
-30
-40
-50
451.5 486.5 521.5
x (m)
40
30
20
10
Deflection (mm)
0
-10
-20
-30
-40
-50
-60
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 20

40
30
20
10
Deflection (mm)
0
-10
-20
-30
-40
-50
-60
448 483 518
x (m)
40
30
20
10
Deflection (mm)
0
-10
-20
-30
-40
-50
-60
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 21

40
30
20
10
Deflection (mm)
0
-10
-20
-30
-40
-50
-60
444.5 479.5 514.5
x (m)
60
40
20
Deflection (mm)
-20
-40
-60
-80
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 22

40
Deflection (mm) 20
-20
-40
-60
-80
441 476 511
x (m)
60
40
20
Deflection (mm)
-20
-40
-60
-80
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 23

60
40
20
Deflection (mm)
-20
-40
-60
-80
437.5 472.5 507.5
x (m)
60
40
20
Deflection (mm)
-20
-40
-60
-80
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 24

60
40
20
Deflection (mm)
-20
-40
-60
-80
434 469 504
x (m)
60
40
20
Deflection (mm)
-20
-40
-60
-80
-100
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 25

60
40
20
Deflection (mm)
-20
-40
-60
-80
-100
430.5 465.5 500.5
x (m)
60
40
20
Deflection (mm)
-20
-40
-60
-80
-100
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 26

60
40
20
Deflection (mm)
-20
-40
-60
-80
-100
427 462 497
x (m)
60
40
20
Deflection (mm)
-20
-40
-60
-80
-100
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 27

80
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
-100
423.5 458.5 493.5
x (m)
80
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
-100
175 210 245
x (m)
Ref : A104/R/MB/SD/524-12 Page 28

80
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
-100
420 455 490 525
x (m)
80
60
40
20
Deflection (mm)
0
-20
-40
-60
-80
-100
-120
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 29

80
60
40
20
Deflection (mm)
0
-20
-40
-60
-80
-100
-120
416.5 451.5 486.5 521.5
x (m)
80
60
40
20
Deflection (mm)
0
-20
-40
-60
-80
-100
-120
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 30

80
60
40
20
Deflection (mm)
0
-20
-40
-60
-80
-100
-120
413 448 483 518
x (m)
80
60
40
20
Deflection (mm)
0
-20
-40
-60
-80
-100
-120
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 31

100
80
60
40
Deflection (mm)
20
0
-20
-40
-60
-80
-100
-120
409.5 444.5 479.5 514.5
x (m)
100
50
Deflection (mm)
-50
-100
-150
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 32

100
50
Deflection (mm)
-50
-100
-150
406 441 476 511
x (m)
100
50
Deflection (mm)
-50
-100
-150
175 210 245 280
x (m)
Temperature Gradient +3°C in pylon -0.1
Ref : A104/R/MB/SD/524-12 Page 33

100
50
Deflection (mm)
-50
-100
-150
402.5 437.5 472.5 507.5
x (m)
100
50
Deflection (mm)
-50
-100
-150
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 34

100
50
Deflection (mm)
-50
-100
-150
399 434 469 504
x (m)
100
50
Deflection (mm)
-50
-100
-150
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 35

100
50
Deflection (mm)
-50
-100
-150
395.5 430.5 465.5 500.5
x (m)
150
100
Deflection (mm)
50
-50
-100
-150
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 36

150
Deflection (mm) 100
50
-50
-100
-150
392 427 462 497
x (m)
150
100
Deflection (mm)
50
-50
-100
-150
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 37

150
100
50
Deflection (mm)
-50
-100
-150
-200
388.5 423.5 458.5 493.5
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280
x (m)
Ref : A104/R/MB/SD/524-12 Page 38

150
100
50
Deflection (mm)
-50
-100
-150
-200
385 420 455 490 525
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 39

150
100
50
Deflection (mm)
-50
-100
-150
-200
381.5 416.5 451.5 486.5 521.5
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 40

150
100
50
Deflection (mm)
-50
-100
-150
-200
378 413 448 483 518
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 41

150
100
50
Deflection (mm)
-50
-100
-150
-200
374.5 409.5 444.5 479.5 514.5
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 42

150
100
50
Deflection (mm)
-50
-100
-150
-200
371 406 441 476 511
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 43

150
100
50
Deflection (mm)
-50
-100
-150
-200
367.5 402.5 437.5 472.5 507.5
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 44

150
100
50
Deflection (mm)
-50
-100
-150
-200
364 399 434 469 504
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 45

150
100
50
Deflection (mm)
-50
-100
-150
-200
360.5 395.5 430.5 465.5 500.5
x (m)
150
100
50
Deflection (mm)
-50
-100
-150
-200
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 46

150
100
Deflection (mm)
50
-50
-100
357 392 427 462 497
x (m)
Uniform Temperature variation +20°C in stays 7.0
150
100
50
Deflection (mm)
-50
-100
-150
-200
-250
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 47

200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
353.5 388.5 423.5 458.5 493.5
x (m)
200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
175 210 245 280 315
x (m)
Ref : A104/R/MB/SD/524-12 Page 48

200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
350 385 420 455 490 525
x (m)
Shivpuri - TU+20 (All) Shivpuri - TU+20 (Deck) Shivpuri - TG+3 (Deck) Shivpuri - PGlongi+3 (Pylon)
Shivpuri - TU+20 (Stay) Shivpuri - CLLU-10KN Shivpuri - Load 49'
200
150
100
Deflection (mm)
50
0
-50
-100
-150
-200
-250
175 210 245 280 315 350
x (m)
Chittorgarh - TU+20 (All) Chittorgarh - TU+20 (Deck) Chittorgarh - TG+3 (Deck) Chittorgarh - PGlongi+3 (Pylon)
Chittorgarh - TU+20 (Stay) Chittorgarh - CLLU-10KN Chittorgarh - Load 49
Ref : A104/R/MB/SD/524-12 Page 49

APPENDIX 6 – VARIATION OF YOUNG MODULUS OF CONCRETE

E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,3
segment 0' (mm)
0,2
0,1
Deflection
0,0
-0,1
-0,2
-0,3
-0,4
-0,5
Form Traveler Pouring Prestressing
Deflection at end of cantilever (mm)

E_deck / E_design
50% -0,2 -0,4 0,2
80% -0,2 -0,4 0,1
100% -0,1 -0,3 0,1
130% -0,1 -0,3 0,1
200% -0,1 -0,3 0,1
Equation
(x = Edesign / Edeck)
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,5
segment 0 (mm)
0,0
Deflection
-0,5
-1,0
-1,5

E_deck / E_design
50% -0,6 -1,4 0,4
80% -0,4 -0,9 0,2
100% -0,3 -0,8 0,2
130% -0,3 -0,6 0,2
200% -0,2 -0,4 0,1
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
1,0
segment 1' (mm)
0,5
Deflection
0,0
-0,5
-1,0
-1,5

E_deck / E_design
50% -0,6 -1,3 0,6
80% -0,5 -1,1 0,4
100% -0,4 -1,0 0,4
130% -0,4 -0,9 0,3
200% -0,3 -0,7 0,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
2,0
segment 1 (mm)
1,0
Deflection
0,0
-1,0
-2,0
-3,0
-4,0
-5,0

E_deck / E_design
50% -1,9 -4,3 1,5
80% -1,2 -2,7 0,9
100% -1,0 -2,2 0,8
130% -0,8 -1,7 0,6
200% -0,5 -1,2 0,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
segment 2' (mm) 2,0
1,0
Deflection
0,0
-1,0
-2,0
-3,0
-4,0
E_deck / E_design
50% -1,3 -2,9 1,4
80% -1,0 -2,2 1,0
100% -0,9 -2,0 0,8
130% -0,8 -1,7 0,7
200% -0,6 -1,4 0,5
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
4,0
segment 2 (mm)
2,0
Deflection
0,0
-2,0
-4,0
-6,0
-8,0
-10,0
E_deck / E_design
50% -4,0 -8,8 3,1
80% -2,5 -5,5 1,9
100% -2,0 -4,4 1,5
130% -1,6 -3,4 1,2
200% -1,0 -2,3 0,8
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
segment 3' (mm) 4,0
2,0
Deflection
0,0
-2,0
-4,0
-6,0
E_deck / E_design
50% -2,5 -5,5 2,1
80% -1,9 -4,2 1,5
100% -1,7 -3,7 1,3
130% -1,4 -3,2 1,1
200% -1,1 -2,4 0,8
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
10,0
segment 3 (mm)
5,0
Deflection
0,0
-5,0
-10,0
-15,0
-20,0
E_deck / E_design
50% -7,1 -15,8 4,6
80% -4,4 -9,8 2,8
100% -3,6 -7,9 2,3
130% -2,7 -6,1 1,8
200% -1,8 -4,0 1,1
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
segment 4' (mm) 4,0
2,0
Deflection
0,0
-2,0
-4,0
-6,0
-8,0
-10,0
E_deck / E_design
50% -4,1 -8,5 2,6
80% -3,1 -6,4 1,9
100% -2,7 -5,6 1,6
130% -2,3 -4,8 1,3
200% -1,8 -3,6 1,0
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
10,0
segment 4 (mm)
5,0
Deflection
0,0
-5,0
-10,0
-15,0
-20,0
-25,0
E_deck / E_design
50% -11,2 -23,2 5,6
80% -7,0 -14,4 3,5
100% -5,6 -11,6 2,8
130% -4,3 -8,9 2,2
200% -2,8 -5,8 1,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
segment 5' (mm) 10,0
5,0
Deflection
0,0
-5,0
-10,0
-15,0
E_deck / E_design
50% -6,3 -12,7 4,4
80% -4,7 -9,4 3,1
100% -4,1 -8,2 2,7
130% -3,5 -6,9 2,2
200% -2,6 -5,2 1,6
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
20,0
segment 5 (mm)
10,0
Deflection
0,0
-10,0
-20,0
-30,0
-40,0
E_deck / E_design
50% -16,4 -32,9 9,2
80% -10,2 -20,5 5,8
100% -8,2 -16,4 4,6
130% -6,3 -12,6 3,5
200% -4,1 -8,2 2,3
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
5,0
Deflection
0,0
-5,0
-10,0
-15,0
-20,0
E_deck / E_design
50% -9,2 -17,8 5,9
80% -6,8 -13,1 4,2
100% -5,8 -11,3 3,5
130% -4,9 -9,5 2,9
200% -3,7 -7,1 2,1
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
20,0
segment 6 (mm)
10,0
Deflection
0,0
-10,0
-20,0
-30,0
-40,0
-50,0
E_deck / E_design
50% -22,8 -44,0 12,6
80% -14,2 -27,4 7,8
100% -11,3 -21,9 6,2
130% -8,7 -16,8 4,8
200% -5,7 -11,0 3,1
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
5,0
Deflection
0,0
-5,0
-10,0
-15,0
-20,0
-25,0
E_deck / E_design
50% -12,9 -22,7 6,5
80% -9,3 -16,5 4,7
100% -8,0 -14,2 4,0
130% -6,7 -11,9 3,3
200% -5,0 -8,8 2,4
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
20,0
10,0
segment 7 (mm)
0,0
Deflection
-10,0
-20,0
-30,0
-40,0
-50,0
-60,0
E_deck / E_design
50% -30,4 -53,6 14,3
80% -18,9 -33,4 8,9
100% -15,1 -26,7 7,1
130% -11,6 -20,5 5,4
200% -7,6 -13,4 3,5
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
10,0
Deflection
0,0
-10,0
-20,0
-30,0
-40,0
E_deck / E_design
50% -17,4 -29,6 8,8
80% -12,5 -21,3 6,1
100% -10,7 -18,2 5,1
130% -8,9 -15,2 4,1
200% -6,6 -11,2 2,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
20,0
segment 8 (mm)
0,0
Deflection
-20,0
-40,0
-60,0
-80,0
E_deck / E_design
50% -39,4 -67,1 15,4
80% -24,5 -41,8 9,6
100% -19,6 -33,4 7,7
130% -15,1 -25,7 5,9
200% -9,8 -16,8 3,8
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
20,0
Deflection
0,0
-20,0
-40,0
-60,0

E_deck / E_design
Form Traveler Side Cable - 1 Pouring Prestressing Main Cable - 1 Main Cable - 2 Side Cable - 2
50% -22,6 11,8 -44,4 12,0 33,2 14,1 4,0
80% -16,0 10,3 -31,3 8,4 21,0 9,4 3,2
100% -13,6 9,5 -26,6 7,1 17,0 7,5 2,7
130% -11,2 8,4 -21,9 5,8 13,3 5,9 2,4
200% -8,1 6,7 -15,9 4,1 8,8 3,7 1,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
60,0
segment 9 (mm)
40,0
20,0
Deflection
0,0
-20,0
-40,0
-60,0
-80,0
-100,0

E_deck / E_design
50% -44,7 47,1 -76,5 18,3 34,7 15,6 5,7
80% -27,9 29,1 -50,4 12,3 22,0 9,9 5,4
100% -22,4 23,3 -41,1 10,1 17,8 8,0 4,9
130% -17,2 18,0 -32,3 8,0 13,8 6,2 4,2
200% -11,3 11,7 -21,6 5,3 9,1 3,8 2,8
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-10,0
10' (mm)
-20,0
-30,0
-40,0
-50,0
Form Traveler Pouring
E_deck / E_design
50% -23,1 -38,5
80% -17,6 -29,2
100% -15,3 -25,4
130% -12,9 -21,4
200% -9,5 -15,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-10,0
-20,0
10 (mm)
-30,0
-40,0
-50,0
-60,0
-70,0
-80,0
E_deck / E_design
50% -41,4 -69,1
80% -28,6 -47,7
100% -23,8 -39,6
130% -18,9 -31,6
200% -12,9 -21,5
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
60,0
Deflection segment
40,0
20,0
11' (mm)
0,0
-20,0
-40,0
-60,0
-80,0
Form Traveler Side Cable - 1 Pouring Main Cable - 1
Main Cable - 2 Side Cable - 2
E_deck / E_design
Form Traveler Side Cable - 1 Pouring Main Cable - 1 Main Cable - 2 Side Cable - 2
50% -29,2 19,8 -55,5 41,2 18,1 6,0
80% -22,1 16,8 -41,9 28,9 13,1 4,8
100% -19,2 15,4 -36,4 24,3 10,9 4,5
130% -16,1 13,7 -30,6 19,7 8,7 4,1
200% -11,9 10,7 -22,7 13,7 5,7 3,6
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
80,0
60,0
Deflection segment
40,0
20,0
11 (mm)
0,0
-20,0
-40,0
-60,0
-80,0
-100,0
E_deck / E_design
50% -50,9 56,7 -86,0 43,6 18,8 5,5
80% -35,2 38,8 -61,9 30,8 13,9 6,7
100% -29,2 32,2 -52,3 26,0 11,7 6,3
130% -23,3 25,7 -42,5 21,0 9,4 5,6
200% -15,8 17,5 -29,6 14,5 6,1 4,0
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-10,0
12' (mm)
-20,0
-30,0
-40,0
-50,0
-60,0
E_deck / E_design
50% -29,2 -48,5
80% -23,2 -38,6
100% -20,6 -34,2
130% -17,6 -29,3
200% -13,4 -22,3
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
12 (mm)
-40,0
-60,0
-80,0
-100,0
E_deck / E_design
50% -46,1 -76,9
80% -34,4 -57,4
100% -29,5 -49,2
130% -24,3 -40,6
200% -17,3 -28,9
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
60,0
40,0
Deflection
20,0
0,0
-20,0
-40,0
-60,0
-80,0

E_deck / E_design
50% -36,0 32,7 -68,5 2,0 58,0 24,8 8,9
80% -28,4 28,1 -54,3 1,4 43,6 19,4 7,8
100% -25,1 25,7 -48,0 1,2 37,7 16,8 7,2
130% -21,5 22,9 -41,2 1,0 31,5 13,9 6,5
200% -16,2 18,0 -31,3 0,7 22,9 9,6 5,7
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
100,0
segment 13 (mm)
50,0
Deflection
0,0
-50,0
-100,0
-150,0

E_deck / E_design
50% -55,5 73,6 -96,2 1,8 61,0 26,3 14,9
80% -41,4 55,0 -74,0 1,3 46,4 20,8 12,9
100% -35,4 47,2 -64,3 1,1 40,4 18,0 11,7
130% -29,2 38,9 -53,9 0,9 33,7 15,0 10,2
200% -20,8 27,6 -39,2 0,7 24,4 10,3 7,1
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-10,0
-20,0
14' (mm)
-30,0
-40,0
-50,0
-60,0
-70,0
E_deck / E_design
50% -35,1 -58,5
80% -28,9 -48,2
100% -26,0 -43,3
130% -22,7 -37,8
200% -17,6 -29,4
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
14 (mm)
-40,0
-60,0
-80,0
-100,0
E_deck / E_design
50% -49,7 -82,9
80% -39,4 -65,7
100% -34,7 -57,9
130% -29,5 -49,2
200% -21,9 -36,5
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
80,0
Deflection segment 60,0
40,0
20,0
15' (mm)
0,0
-20,0
-40,0
-60,0
-80,0
-100,0
E_deck / E_design
50% -42,7 42,0 -79,6 67,8 30,5 12,0
80% -34,8 36,3 -65,2 53,9 24,0 10,7
100% -31,2 33,4 -58,5 47,6 21,2 9,9
130% -27,1 29,5 -51,0 40,7 18,0 9,6
200% -21,0 23,9 -39,7 30,6 12,9 7,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
100,0
Deflection segment
50,0
15 (mm)
0,0
-50,0
-100,0
-150,0
E_deck / E_design
50% -59,1 79,3 -102,8 70,3 31,8 19,4
80% -46,7 62,5 -83,0 56,8 25,5 16,7
100% -41,0 54,9 -73,8 50,4 22,6 15,2
130% -34,8 46,6 -63,4 43,2 19,3 13,4
200% -25,8 34,4 -47,9 32,5 13,7 9,7
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-10,0
-20,0
16' (mm)
-30,0
-40,0
-50,0
-60,0
-70,0
-80,0
E_deck / E_design
50% -41,2 -68,7
80% -34,7 -57,9
100% -31,6 -52,7
130% -28,0 -46,7
200% -22,2 -37,1
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
16 (mm)
-40,0
-60,0
-80,0
-100,0
E_deck / E_design
50% -53,2 -88,8
80% -44,0 -73,4
100% -39,6 -66,1
130% -34,5 -57,6
200% -26,6 -44,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
50,0
Deflection
0,0
-50,0
-100,0
-150,0

E_deck / E_design
50% -49,4 53,3 -93,6 1,8 85,3 38,2 16,3
80% -41,3 46,8 -78,3 1,3 69,5 30,9 14,5
100% -37,4 43,4 -71,1 1,1 62,3 27,6 13,6
130% -33,0 38,6 -62,9 0,9 54,1 24,0 13,1
200% -26,1 31,8 -50,0 0,6 41,8 17,7 10,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
100,0
segment 17 (mm)
50,0
Deflection
0,0
-50,0
-100,0
-150,0

E_deck / E_design
50% -62,7 87,7 -112,9 1,7 87,3 39,2 25,0
80% -51,6 72,3 -94,3 1,2 72,4 32,3 21,6
100% -46,3 65,0 -85,3 1,0 65,2 29,1 19,8
130% -40,3 56,5 -74,8 0,8 57,0 25,3 16,2
200% -31,0 43,5 -58,4 0,6 44,1 18,7 13,1
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
18' (mm)
-40,0
-60,0
-80,0
-100,0
E_deck / E_design
50% -47,6 -79,5
80% -40,8 -68,0
100% -37,5 -62,5
130% -33,5 -55,9
200% -27,2 -45,3
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
18 (mm)
-60,0
-80,0
-100,0
-120,0
E_deck / E_design
50% -57,4 -95,7
80% -48,8 -81,4
100% -44,6 -74,4
130% -39,6 -66,0
200% -31,5 -52,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
150,0
Deflection segment
100,0
50,0
19' (mm)
0,0
-50,0
-100,0
-150,0
E_deck / E_design
50% -56,7 56,9 -106,5 96,1 43,1 17,9
80% -48,0 50,8 -90,3 79,3 35,4 16,2
100% -43,9 46,8 -82,6 71,7 31,9 16,0
130% -39,1 42,9 -73,8 63,0 28,0 14,7
200% -31,5 35,9 -59,7 49,7 21,1 12,4
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
150,0
Deflection segment
100,0
50,0
19 (mm)
0,0
-50,0
-100,0
-150,0
E_deck / E_design
50% -67,3 84,1 -122,3 97,2 43,8 25,4
80% -56,8 72,0 -104,0 81,6 36,5 22,4
100% -51,7 65,9 -95,2 74,2 33,2 19,2
130% -45,7 58,6 -84,7 65,6 29,3 17,5
200% -36,2 45,9 -67,8 52,0 22,1 15,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
20' (mm)
-40,0
-60,0
-80,0
-100,0
E_deck / E_design
50% -54,4 -90,8
80% -47,1 -78,6
100% -43,6 -72,6
130% -39,3 -65,6
200% -32,4 -54,0
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
20 (mm)
-60,0
-80,0
-100,0
-120,0
E_deck / E_design
50% -62,5 -104,2
80% -54,1 -90,2
100% -49,9 -83,2
130% -44,9 -74,8
200% -36,5 -60,9
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
100,0
Deflection
50,0
0,0
-50,0
-100,0
-150,0

E_deck / E_design
50% -64,3 59,5 -123,5 1,9 109,0 48,9 20,7
80% -55,0 54,3 -105,5 1,3 90,7 40,5 18,9
100% -50,6 51,3 -97,1 1,1 82,5 36,8 17,9
130% -45,5 47,5 -87,4 0,8 73,1 30,9 16,6
200% -37,2 40,5 -71,7 0,6 58,6 25,0 14,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
150,0
segment 21 (mm)
100,0
Deflection
50,0
0,0
-50,0
-100,0
-150,0

E_deck / E_design
50% -72,9 82,5 -137,2 1,8 109,8 49,4 26,2
80% -62,5 72,8 -117,9 1,2 92,7 41,5 22,0
100% -57,4 67,7 -108,6 1,0 84,8 37,9 20,8
130% -51,5 60,3 -97,7 0,8 75,6 32,0 20,3
200% -41,7 49,8 -79,7 0,6 61,0 26,1 17,0
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
22' (mm)
-40,0
-60,0
-80,0
-100,0
-120,0
E_deck / E_design
50% -62,1 -103,5
80% -54,0 -90,1
100% -50,2 -83,7
130% -45,6 -76,0
200% -38,0 -63,4
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
22 (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -68,8 -114,9
80% -60,1 -100,2
100% -55,8 -93,1
130% -50,7 -84,5
200% -42,0 -70,0
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
150,0
Deflection segment
100,0
50,0
23' (mm)
0,0
-50,0
-100,0
-150,0
-200,0
E_deck / E_design
50% -72,8 61,3 -138,5 120,3 54,2 21,2
80% -62,6 56,7 -118,8 100,5 45,1 19,6
100% -57,8 54,1 -109,8 91,7 41,1 18,7
130% -52,3 50,5 -99,3 81,8 34,6 17,5
200% -43,3 43,7 -82,4 66,4 28,4 15,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
150,0
Deflection segment
100,0
50,0
23 (mm)
0,0
-50,0
-100,0
-150,0
-200,0
E_deck / E_design
50% -80,0 79,7 -150,0 120,7 54,5 23,7
80% -69,0 72,1 -129,5 102,1 45,9 21,9
100% -63,9 67,9 -119,9 93,7 42,0 20,9
130% -57,7 61,4 -108,6 84,0 35,6 20,6
200% -47,6 51,9 -90,0 68,6 29,4 17,6
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
24' (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -69,5 -115,9
80% -60,8 -101,4
100% -56,7 -94,5
130% -51,8 -86,4
200% -43,7 -72,8
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
24 (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -75,1 -125,4
80% -66,0 -110,1
100% -61,6 -102,7
130% -56,3 -93,9
200% -47,4 -79,0
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
24' (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -69,5 -115,9
80% -60,8 -101,4
100% -56,7 -94,5
130% -51,8 -86,4
200% -43,7 -72,8
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
24 (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -75,1 -125,4
80% -66,0 -110,1
100% -61,6 -102,7
130% -56,3 -93,9
200% -47,4 -79,0
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
26' (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -75,0 -125,1
80% -66,1 -110,2
100% -61,9 -103,2
130% -56,9 -94,9
200% -48,7 -81,1
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
26 (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -79,6 -132,9
80% -70,4 -117,4
100% -66,0 -110,1
130% -60,8 -101,4
200% -52,0 -86,7
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
Deflection segment
150,0
100,0
27' (mm)
50,0
0,0
-50,0
-100,0
-150,0
-200,0
E_deck / E_design
50% -86,9 68,8 -164,5 143,3 62,3 19,4
80% -75,6 64,7 -142,6 119,6 54,8 18,4
100% -70,5 62,3 -132,7 110,3 50,3 17,8
130% -64,5 58,9 -121,4 99,7 45,3 16,9
200% -54,7 52,3 -103,1 83,2 37,7 15,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
Deflection segment
150,0
100,0
27 (mm)
50,0
0,0
-50,0
-100,0
-150,0
-200,0
E_deck / E_design
50% -91,7 79,8 -171,9 143,3 62,4 23,2
80% -80,1 74,3 -149,7 120,5 55,3 21,8
100% -74,8 71,1 -139,7 111,5 51,0 21,1
130% -68,5 66,8 -128,1 101,3 46,1 18,3
200% -58,2 58,7 -109,1 85,1 38,6 16,5
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
28' (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
E_deck / E_design
50% -76,5 -127,7
80% -68,2 -113,7
100% -64,2 -107,1
130% -59,6 -99,3
200% -51,7 -86,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
28 (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
-160,0
E_deck / E_design
50% -80,0 -133,6
80% -71,4 -119,2
100% -67,4 -112,5
130% -62,6 -104,5
200% -54,5 -90,9
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
150,0
100,0
Deflection
50,0
0,0
-50,0
-100,0
-150,0
-200,0

E_deck / E_design
50% -88,3 71,5 -169,4 1,6 144,7 63,1 20,2
80% -77,6 67,6 -148,4 1,1 122,5 56,1 19,2
100% -72,8 65,2 -139,0 0,9 113,7 51,9 18,7
130% -67,1 62,1 -128,2 0,7 103,7 47,2 17,9
200% -57,9 55,9 -110,6 0,5 88,0 39,9 16,3
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
segment 29 (mm)
100,0
Deflection
0,0
-100,0
-200,0

E_deck / E_design
50% -91,8 79,6 -175,1 1,6 144,7 63,3 23,3
80% -81,0 74,7 -154,1 1,1 123,2 56,5 20,4
100% -76,1 71,9 -144,6 0,9 114,6 52,4 19,8
130% -70,3 68,2 -133,6 0,7 104,9 47,9 19,0
200% -60,8 61,0 -115,7 0,5 89,5 40,7 17,3
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
30' (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
-160,0
E_deck / E_design
50% -77,9 -145,0
80% -70,0 -130,1
100% -66,2 -123,1
130% -61,8 -114,9
200% -54,4 -101,1
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
30 (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
-160,0
E_deck / E_design
50% -80,5 -149,9
80% -72,4 -134,8
100% -68,7 -127,7
130% -64,2 -119,4
200% -56,6 -105,3
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
Deflection segment
150,0
100,0
31' (mm)
50,0
0,0
-50,0
-100,0
-150,0
-200,0
E_deck / E_design
50% -89,6 72,4 -170,5 140,3 64,7 21,1
80% -79,4 68,4 -150,6 121,6 55,7 20,1
100% -74,8 66,1 -141,6 113,3 51,8 19,6
130% -69,4 62,1 -131,3 103,9 47,4 19,9
200% -60,6 56,5 -114,7 89,1 40,5 18,3
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
Deflection segment
150,0
100,0
31 (mm)
50,0
0,0
-50,0
-100,0
-150,0
-200,0
E_deck / E_design
50% -92,2 78,0 -174,9 140,4 64,8 22,0
80% -81,9 73,4 -154,9 122,1 56,0 21,0
100% -77,3 70,9 -146,0 114,0 52,2 20,5
130% -71,9 67,7 -135,7 104,8 47,9 19,7
200% -62,9 60,3 -118,9 90,4 41,2 19,2
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-20,0
-40,0
32' (mm)
-60,0
-80,0
-100,0
-120,0
-140,0
-160,0
E_deck / E_design
50% -80,9 -150,4
80% -72,8 -135,4
100% -69,1 -128,5
130% -64,7 -120,3
200% -57,5 -106,8
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
32 (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -82,8 -154,1
80% -74,7 -139,0
100% -71,0 -132,0
130% -66,6 -123,9
200% -59,3 -110,2
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
100,0
Deflection
0,0
-100,0
-200,0

E_deck / E_design
50% -92,8 74,6 -179,6 1,6 144,2 66,5 22,0
80% -82,5 70,6 -159,0 1,1 125,2 57,4 21,0
100% -77,9 67,3 -149,8 0,9 116,8 53,5 21,6
130% -72,5 64,5 -139,4 0,7 107,4 49,1 20,8
200% -63,8 59,2 -122,7 0,5 92,8 42,3 19,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
segment 33 (mm)
100,0
Deflection
0,0
-100,0
-200,0

E_deck / E_design
50% -94,7 78,6 -182,9 1,6 144,3 66,6 22,7
80% -84,4 74,3 -162,4 1,1 125,7 57,6 21,7
100% -79,7 72,0 -153,3 0,9 117,4 53,8 21,1
130% -74,4 69,0 -142,9 0,7 108,2 49,5 20,4
200% -65,7 62,2 -126,2 0,5 93,8 42,8 20,0
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
34' (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -84,2 -156,8
80% -76,0 -141,3
100% -72,2 -134,3
130% -67,8 -126,1
200% -60,6 -112,6
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
34 (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -85,6 -159,4
80% -77,4 -144,0
100% -73,6 -137,0
130% -69,3 -128,8
200% -62,0 -115,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
100,0
50,0
35' (mm)
0,0
-50,0
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -96,5 75,5 -185,1 148,1 68,3 23,1
80% -85,9 70,6 -164,0 128,4 59,0 23,2
100% -81,2 68,7 -154,7 119,8 54,9 22,6
130% -75,8 66,1 -144,3 110,2 50,5 21,8
200% -67,1 61,2 -127,6 95,5 43,7 20,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
150,0
Deflection segment
100,0
50,0
35 (mm)
0,0
-50,0
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -97,6 78,3 -186,4 147,5 68,1 27,8
80% -87,1 73,1 -165,7 128,3 58,9 27,7
100% -82,4 71,2 -156,7 119,9 55,0 26,8
130% -77,1 68,6 -146,4 110,6 50,7 25,8
200% -68,5 63,5 -130,1 96,2 44,0 23,8
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
36' (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -88,7 -165,2
80% -80,0 -148,8
100% -76,0 -141,4
130% -71,5 -132,9
200% -64,1 -119,1
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
36 (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -89,8 -167,5
80% -81,1 -151,1
100% -77,2 -143,7
130% -72,6 -135,2
200% -65,3 -121,5
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
100,0
Deflection
0,0
-100,0
-200,0
-300,0

E_deck / E_design
50% -101,6 76,3 -198,4 1,7 156,5 72,0 25,3
80% -90,3 73,1 -175,4 1,1 135,4 62,1 24,1
100% -85,4 71,3 -165,5 0,9 126,2 57,9 23,5
130% -79,7 68,9 -154,3 0,7 116,1 53,2 22,7
200% -70,8 64,2 -136,9 0,5 100,7 43,9 21,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
segment 37 (mm)
100,0
Deflection
0,0
-100,0
-200,0
-300,0

E_deck / E_design
50% -102,6 79,4 -200,4 1,7 156,8 72,2 24,3
80% -91,3 74,8 -177,5 1,1 135,8 62,3 24,5
100% -86,4 73,0 -167,6 0,9 126,7 58,1 23,9
130% -80,9 70,7 -156,6 0,7 116,6 53,4 23,1
200% -72,1 66,0 -139,3 0,5 101,4 44,3 21,6
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
38' (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -94,9 -176,8
80% -85,3 -158,7
100% -81,0 -150,7
130% -76,1 -141,5
200% -68,2 -126,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
38 (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -95,6 -178,2
80% -86,0 -160,2
100% -81,8 -152,3
130% -77,0 -143,2
200% -69,2 -128,8
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
100,0
50,0
39' (mm)
0,0
-50,0
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -108,2 74,7 -210,5 158,8 73,7 28,5
80% -96,0 71,9 -185,7 137,0 63,3 27,2
100% -90,6 70,2 -175,0 127,5 58,9 26,5
130% -84,6 68,1 -163,1 117,2 54,1 25,6
200% -75,2 63,7 -144,8 101,6 44,4 23,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
150,0
Deflection segment
100,0
50,0
39 (mm)
0,0
-50,0
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -109,1 75,5 -213,5 159,8 74,3 25,1
80% -96,9 72,9 -188,3 137,8 63,8 24,0
100% -91,5 71,3 -177,5 128,3 59,3 23,5
130% -85,6 69,2 -165,6 117,9 54,5 22,8
200% -76,3 65,0 -147,2 102,4 44,8 21,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
40' (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -100,5 -187,8
80% -90,2 -168,1
100% -85,6 -159,5
130% -80,4 -149,7
200% -72,2 -134,3
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
40 (mm)
-100,0
-150,0
-200,0
E_deck / E_design
50% -100,9 -188,2
80% -90,6 -168,9
100% -86,1 -160,4
130% -81,0 -150,8
200% -72,9 -135,6
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
100,0
Deflection
0,0
-100,0
-200,0
-300,0

E_deck / E_design
50% -114,8 76,8 -229,7 1,7 164,9 76,4 26,4
80% -101,5 74,0 -201,7 1,2 141,7 65,5 25,4
100% -95,8 72,4 -189,8 1,0 131,7 57,7 24,9
130% -89,4 70,2 -176,7 0,8 120,8 53,2 24,1
200% -79,5 66,0 -156,7 0,5 104,6 46,5 22,7
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
segment 41 (mm)
100,0
Deflection
0,0
-100,0
-200,0
-300,0

E_deck / E_design
50% -115,0 77,1 -230,2 1,7 165,0 76,4 26,5
80% -101,9 74,6 -202,6 1,2 141,8 65,6 25,6
100% -96,3 73,1 -190,9 1,0 131,9 57,8 25,0
130% -90,0 71,0 -177,9 0,8 121,0 53,4 24,3
200% -80,2 66,9 -158,2 0,5 105,0 46,6 22,9
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
42' (mm)
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -109,8 -205,7
80% -98,0 -183,3
100% -92,8 -173,6
130% -87,0 -162,6
200% -77,9 -145,5
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
42 (mm)
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -109,9 -206,0
80% -98,3 -183,9
100% -93,2 -174,3
130% -87,5 -163,5
200% -78,5 -146,7
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
300,0
Deflection segment
200,0
100,0
43' (mm)
0,0
-100,0
-200,0
-300,0
E_deck / E_design
50% -125,3 89,3 -248,8 197,1 90,9 31,7
80% -110,2 85,9 -217,3 168,3 73,3 30,5
100% -103,8 83,9 -203,9 156,0 68,3 29,8
130% -96,6 81,3 -189,3 142,6 62,8 28,8
200% -85,7 76,4 -167,3 120,7 56,8 27,1
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
300,0
Deflection segment
200,0
100,0
43 (mm)
0,0
-100,0
-200,0
-300,0
E_deck / E_design
50% -125,2 89,5 -248,9 197,0 90,9 31,8
80% -110,4 86,3 -217,8 168,3 73,3 30,6
100% -104,1 84,5 -204,7 156,0 68,4 29,9
130% -97,0 82,0 -190,2 142,7 62,9 29,0
200% -86,3 77,2 -168,6 121,0 56,9 27,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
44' (mm)
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -120,4 -201,6
80% -107,0 -178,8
100% -101,1 -168,9
130% -94,5 -157,9
200% -84,4 -140,9
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
44 (mm)
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -120,3 -201,5
80% -107,1 -179,1
100% -101,3 -169,3
130% -94,8 -158,4
200% -84,9 -141,7
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
200,0
Deflection
100,0
0,0
-100,0
-200,0
-300,0
-400,0

E_deck / E_design
50% -137,0 104,1 -276,7 1,9 231,3 106,6 36,4
80% -120,1 99,4 -240,6 1,2 196,9 90,6 34,8
100% -112,8 96,9 -225,4 1,0 182,3 79,2 33,9
130% -104,8 93,7 -208,8 0,8 166,3 72,7 32,8
200% -92,7 87,9 -184,0 0,5 142,9 63,0 30,8
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
300,0
segment 45 (mm)
200,0
Deflection
100,0
0,0
-100,0
-200,0
-300,0
-400,0

E_deck / E_design
50% -136,8 103,9 -276,5 1,8 231,3 106,6 37,5
80% -120,1 99,5 -240,9 1,2 197,0 90,6 35,9
100% -112,9 97,2 -225,8 1,0 182,4 79,3 35,1
130% -105,0 94,1 -209,4 0,8 166,5 72,8 34,0
200% -93,1 88,5 -185,0 0,5 143,2 63,1 31,9
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
46' (mm)
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -129,5 -216,8
80% -114,9 -192,1
100% -108,5 -181,3
130% -101,3 -169,3
200% -90,4 -150,8
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
46 (mm)
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -129,2 -216,4
80% -114,8 -192,1
100% -108,5 -181,5
130% -101,5 -169,6
200% -90,7 -151,4
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
300,0
Deflection segment
200,0
100,0
47' (mm)
0,0
-100,0
-200,0
-300,0
-400,0
E_deck / E_design
50% -147,0 120,7 -293,7 259,0 121,8 42,4
80% -128,7 114,3 -255,0 220,4 103,4 40,1
100% -120,8 111,1 -238,7 203,9 95,6 39,0
130% -112,1 107,1 -220,8 185,8 82,6 37,7
200% -99,0 100,1 -194,3 159,4 71,5 35,2
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
300,0
Deflection segment
200,0
100,0
47 (mm)
0,0
-100,0
-200,0
-300,0
-400,0
E_deck / E_design
50% -146,6 119,7 -293,2 259,2 121,8 40,9
80% -128,6 113,9 -255,0 220,5 103,4 38,9
100% -120,8 110,8 -238,9 204,0 95,7 37,8
130% -112,3 107,1 -221,3 186,0 82,7 36,6
200% -99,4 100,4 -195,1 159,7 71,7 34,3
Equation
Issue 7 KOTA BYPASS
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
-100,0
48' (mm)
-150,0
-200,0
-250,0
-300,0
-350,0
-400,0
E_deck / E_design
50% -137,8 -367,9
80% -122,3 -326,5
100% -115,5 -308,2
130% -107,8 -287,8
200% -96,1 -256,5
Equation
E_deck variation
Edesign/E_deck
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
0,0
Deflection segment
-50,0
48 (mm)
-100,0
-150,0
-200,0
-250,0
E_deck / E_design
50% -128,7 -215,1
80% -114,6 -191,4
100% -108,4 -180,9
130% -101,4 -169,1
200% -90,6 -151,1
Equation
Issue 7 KOTA BYPASS
Issue 7
Ref : A104/R/MB/SD/524-12

APPENDIX 7 – COMPARISON OF CREEP STRAINS ACCORDING TO
εcreep Evolution of creep strain
(*1e-6)
1400.000
CREEP TEST RESULTS AND FIP-CEB LAW

1200.000
1000.000
Humidity = 50%
800.000
600.000
KOTA BYPASS
400.000
200.000
0.000
0.00 25.00 50.00 75.00 100.00
Measured actual strain 5 days (report dated 04.2012) Theoretical creep strain 5 days - Actual temp / humidity Age of
concrete after
Measured actual strain 28 days (report dated 04.2012) Theoretical creep strain 28 days - Actual temp / humidity
loading (days)
Measured actual strain 90 days (report dated 04.2012) Theoretical creep strain 90 days - Actual temp / humidity
Page 148 / 169
APPENDIX 8 – UPDATED CONSTRUCTION PLANNING AND

SEQUENCES
Central span is divided in two groups of 49 segments, with 3 types of segments.

• Each A & C-type segment is to be built in 8 days:
day 1 Lowering & launching of form traveler
Adjustment of travelling form + beginning of rebar & form
day 2
work
days 3 Rebar & form work
day 4 End of rebar & form work + prestressing work
day 5 Casting of segment
day 8 Stressing tendons
For segments S1 to S5, 3 additional days are considered for rebar & formwork
(total = 12 days).
• Each B-type segment is to be built in 10 days:

day 1 Lowering & launching of form traveler
day 2 Adjustment of travelling form + beginning of rebar & form work
days 3 to 5 Rebar & form work
day 6 End of rebar & form work + prestressing work
day 7 Casting of segment
day 10 Stressing tendons
• Stay cables for B-type segments are tensioned at the following dates:
o day 9 for first tensioning of the stay anchored to the lateral span
o day 13 for tensioning of the stay anchored to the central span
o day 14 for 2nd tensioning of the stay anchored to the lateral span
• Actual concreting dates of segments S1’ to S36’ have been considered and actual
concreting dates of segments S1 to S38 have been considered.
Planning used in the model for construction of both lateral spans, as expected, is given
below. Creep and shrinkage effects of each portion of lateral spans cast from 2015 are
calculated as per the casting dates of various stages.
Issue 7 KOTA BYPASS
Lateral span Completion of prestressing:

P5 – P6 04/05/2009
P6 – P7 07/11/2009
P4 – P3 27/03/2015
P7 – P8 30/01/2016
P3 – P2 19/12/2015
P2 – P1 29/03/2016
Construction stages considered in LARSA model are shown hereafter.
Name Constructio Temperatur Humidity

n Day e (°C) (%)
Chittorgarh side - Pier 1 - Foundation 2 36.5 60
Shivpuri side - Pier 5 - Well foundation 16 36.5 60
Chittorgarh side - Pier 1 - Shaft 32 36.5 60
Shivpuri side - Pier 6 - Foundation 92 36.5 60
Shivpuri side - Pier 5 - Pile Cap 98 36.5 60
Shivpuri side - Pier 6 - Shaft 122 36.5 60
Shivpuri side - Pier 7 - Foundations 122 36.5 60
Shivpuri side - Pier 8 - Foundation 152 18.5 60
Shivpuri side - Pier 5 - Table 215 18.5 60
Shivpuri side - Pylon - Stage 1 225 18.5 60
Shivpuri side - Lateral Span P5 - P6 340 36.5 60
Issue 7 KOTA BYPASS

Shivpuri side - Form traveler - Step 1' 353 36.5 60
Shivpuri side - Segment 1' - Pouring 360 36.5 60
Shivpuri side - Segment 1' - Prestressing 363 36.5 60
Issue 7 KOTA BYPASS

Shivpuri side - Side Cable 1, step 1 524 18.5 60
Shivpuri side - Main Cable 1 528 18.5 60
Shivpuri side - Main Cable 4 - 1st tensioning 580 18.5 60
Issue 7 KOTA BYPASS
Shivpuri side - Span Consolidation 740 36.5 60

Shivpuri side - Stay M04 Stressing 2 strands 812 36.5 60
Shivpuri side - Stay M04 Stressing at 817 36.5 60
3312kN
Shivpuri side - Stay M04 Stressed at 3312kN 818 36.5 60
Chittorgarh side - Pier 4 - Well Foundation 1159 36.5 60
Chittorgarh side - Pier 4 - Pile Cap 1377 18.5 60
Chittorgarh side - Pier 4 - Table 1659 18.5 60
Chittorgarh side - Lateral Span P4 - P3 2493 18.5 60
Chittorgarh side - Pylon - Stage 1 2503 36.5 60
Chittorgarh side - Form traveler - Step 1 2600 36.5 60
Chittorgarh side - Segment 1 - Pouring 2619 36.5 60
Chittorgarh side - Segment 1 - Prestressing 2622 36.5 60
Issue 7 KOTA BYPASS

Chittorgarh side - Side Cable 1, step 1 2738 18.5 60
Chittorgarh side - Main Cable 1 2742 18.5 60
Issue 7 KOTA BYPASS

P5-P6 strengthening 2797 18.5 60
P6-P7 strengthening 2797 18.5 60
Spring removal 2801 18.5 60
Chittorgarh side - Span 3, Tendons 2824 18.5 60
Slackening
Shivpuri side - Span 5, Tendons Slackening 2824 18.5 60
Issue 7 KOTA BYPASS

Shivpuri side - Stay Cable Retensioning 2835 18.5 60
Issue 7 KOTA BYPASS

Chittorgarh side - Filling concrete 2894 36.5 60
Shivpuri side - Filling material 2908 36.5 60
Issue 7 KOTA BYPASS

Issue 7 KOTA BYPASS

Slackening
Issue 7 KOTA BYPASS

Issue 7 KOTA BYPASS

Chittorgarh side - Filling material 2 3021 36.5 60
Issue 7 KOTA BYPASS

Shivpuri side - Filling material 2 3055 18.5 60
Issue 7 KOTA BYPASS

Slackening
Slackening 2
Chittorgarh side - Segment 49 - Stitching 3118 18.5 60
Issue 7 KOTA BYPASS

Shivpuri side - Deck - Form Traveler 3131 18.5 60
Removal
Key segment - Stitching 3167 18.5 60
Continuity Tendons Prestressing - Step 01 3168 18.5 60
Stitching Form Traveler Removal 3169 18.5 60
P4 release 3330 36.5 60
Long Term Loadings 3330 36.5 60
SIDL implementation 3331 36.5 60
Short Term Loadings 3331 36.5 60
Day 5000 5000 18.5 60
Day 10 000 10000 18.5 60
Day 20 000 20000 18.5 60
Day 36 500 36500 36.5 60
Issue 7 KOTA BYPASS
APPENDIX 9 – WORK PROGRAM REV. 14-3
Issue 7 KOTA BYPASS
Cable Stayed Bridge across River Chambal, India
Work Programme (Rev.14.3)
ID WBS Task Name Duration Start Finish Total Slack Half 2011, Half 2012, Half 2012, Half 2013, Half 2013, Half 2014, Half 2014, Half 2015, Half 2015, Half 2016, Half 2016, Half 2017, Half 2017,
AM J J A SOND J FMAM J J A SOND J FMAM J J A SOND J FMAM J J A SOND J FMAM J J A SOND J FMAM J J A SOND J FMAM J J A S
1 1 Cable Stayed Bridge across River Chambal 2101 days 2011-08-31 2017-05-31 0 days
2 1.1 Design 46 days 2016-09-15 2016-10-30 0 days
3 1.1.1 Remaining Drawings to be approved by Proof Check Consultant 46 days 2016-09-15 2016-10-30 0 days
4 1.1.1.1 Revised Drawings for Key Segment 21 days 2016-09-15 2016-10-05 0 days
5 1.1.1.1.1 Submission 0 days 2016-09-15 2016-09-15 0 days 09-15
6 1.1.1.1.2 Review / Approval of Proof Check Consultant 21 days 2016-09-15 2016-10-05 89 days 09-15 10-05
7 1.1.1.2 Revised Drawings for Reinforcement at Pier Caps P6 and P7 21 days 2016-09-15 2016-10-05 123 days
10 1.1.1.3 Updated Geometry Control Report 21 days 2016-10-10 2016-10-30 72 days
13 1.2 Procurement 1855 days 2012-03-01 2017-03-29 9 days
14 1.2.1 Hand-over of Equipment and Materials by Gammon to Hyundai 157 days 2014-06-05 2014-11-08 0 days 06-05 11-08
15 1.2.2 Subcontractor for Repair of P5-P6-P7 and PT Work for Lateral Spans 109 days 2014-11-19 2015-03-07 0 days
16 1.2.2.1 Novation of Subcontract with Freyssinet by Gammon to Hyundai 49 days 2014-11-19 2015-01-06 0 days 11-19 01-06
17 1.2.2.2 Re-mobilization of Subcontractor's Site Team & Equipment 60 days 2015-01-07 2015-03-07 0 days 01-07 03-07
18 1.2.3 Bearings for P3 1 day 2014-07-26 2014-07-26 0 days
19 1.2.3.1 Delievery at Site by Gammon 1 day 2014-07-26 2014-07-26 0 days 07-26 07-26
20 1.2.4 Bearings for P1, P2 and P8 175 days 2014-10-28 2015-04-20 0 days
21 1.2.4.1 Purchase Order by Hyundai 1 day 2014-10-28 2014-10-28 0 days 10-28 10-28
22 1.2.4.2 Revised Manufacturer's Design 55 days 2014-10-29 2014-12-22 0 days 10-29 12-22
23 1.2.4.3 Manufacturing and Transportation 174 days 2014-10-29 2015-04-20 0 days 10-29 04-20
24 1.2.4.4 Delivery at Site 1 day 2015-04-20 2015-04-20 0 days 04-20 04-20
25 1.2.5 Bearings for P6 and P7 326 days 2015-08-19 2016-07-09 0 days
26 1.2.5.1 Purchase Order 1 day 2015-08-19 2015-08-19 0 days 08-19 08-19
27 1.2.5.2 Detailed Design 84 days 2015-10-23 2016-01-14 0 days 10-23 01-14
28 1.2.5.3 Manufacturing, Transportation and Delivery at Site 159 days 2016-02-02 2016-07-09 0 days 02-02 07-09
29 1.2.6 Expansion Joints for P1 and P8 1772 days 2012-03-01 2017-01-05 92 days
30 1.2.6.1 Detailed Design 0 days 2012-03-01 2012-03-01 0 days 03-01
32 1.2.7 Expansion Joints for Access Bridges 88 days 2016-10-10 2017-01-05 85 days
33 1.2.7.1 Detailed Design submission 0 days 2016-10-10 2016-10-10 85 days 10-10
35 1.2.8 Instrumentatioin 293 days 2016-06-10 2017-03-29 3 days
36 1.2.8.1 Purchase Order 1 day 2016-06-10 2016-06-10 0 days 06-10 06-10
37 1.2.8.2 Method Statement / Work Plan 0 days 2016-10-01 2016-10-01 0 days 10-01
39 1.3 Construction 1988 days 2011-08-31 2017-02-07 113 days
40 1.3.1 Main Bridge P4 Side 1949 days 2011-08-31 2016-12-30 152 days
41 1.3.1.1 Foundation & Substructure 1397 days 2011-08-31 2015-06-27 0 days
42 1.3.1.1.1 Pier P3 1045 days 2011-10-07 2014-08-16 0 days
43 1.3.1.1.1.1 In-situ Threading in Projected Rebars 5 days 2011-10-07 2011-10-11 0 days 10-07 10-11
44 1.3.1.1.1.2 1st Lift - Reinforcement Work 13 days 2011-11-07 2011-11-19 0 days 11-07 11-19
45 1.3.1.1.1.3 1st Lift - Shuttering Work 3 days 2011-12-08 2011-12-10 0 days 12-08 12-10
46 1.3.1.1.1.4 1st Lift - Concreting 1 day 2011-12-30 2011-12-30 0 days 12-30 12-30
47 1.3.1.1.1.5 2nd Lift - Reinforcement Work 3 days 2012-01-05 2012-01-07 0 days 01-05 01-07
48 1.3.1.1.1.6 2nd Lift - Shuttering Work 3 days 2012-01-15 2012-01-17 0 days 01-15 01-17
49 1.3.1.1.1.7 2nd Lift - Concreting 1 day 2012-01-18 2012-01-18 0 days 01-18 01-18
50 1.3.1.1.1.8 3rd Lift - Reinforcement Work 3 days 2012-02-02 2012-02-04 0 days 02-02 02-04
51 1.3.1.1.1.9 3rd Lift - Shuttering Work 2 days 2012-02-05 2012-02-06 0 days 02-05 02-06
52 1.3.1.1.1.10 3rd Lift - Concreting 1 day 2012-02-07 2012-02-07 0 days 02-07 02-07
53 1.3.1.1.1.11 4th Lift - Reinforcement Work 4 days 2012-02-15 2012-02-18 0 days 02-15 02-18
54 1.3.1.1.1.12 4th Lift - Shuttering Work 2 days 2012-02-23 2012-02-24 0 days 02-23 02-24
55 1.3.1.1.1.13 4th Lift - Concreting 1 day 2012-03-10 2012-03-10 0 days 03-10 03-10
Task Milestone Rolled Up Critical Task Split Group By Summary

Legend Critical Task Summary Rolled Up Milestone External Tasks Deadline
Progress Rolled Up Task Rolled Up Progress Project Summary
Page 1
HYUNDAI-GIL JV
62 1.3.1.1.2 Pier P2 1350 days 2011-10-17 2015-06-27 0 days
63 1.3.1.1.2.1 In-situ Threading in Projected Rebars 5 days 2011-10-17 2011-10-21 0 days 10-17 10-21
64 1.3.1.1.2.2 1st Lift - Reinforcement Work 13 days 2011-11-25 2011-12-07 0 days 11-25 12-07
65 1.3.1.1.2.3 1st Lift - Shuttering Work 3 days 2012-01-08 2012-01-10 0 days 01-08 01-10
66 1.3.1.1.2.4 1st Lift - Concreting 1 day 2012-01-11 2012-01-11 0 days 01-11 01-11
67 1.3.1.1.2.5 2nd Lift - Reinforcement Work 5 days 2012-01-19 2012-01-23 0 days 01-19 01-23
68 1.3.1.1.2.6 2nd Lift - Shuttering Work 2 days 2012-01-24 2012-01-25 0 days 01-24 01-25
69 1.3.1.1.2.7 2nd Lift - Concreting 1 day 2012-01-27 2012-01-27 0 days 01-27 01-27
70 1.3.1.1.2.8 3rd Lift - Reinforcement Work 6 days 2012-02-08 2012-02-13 0 days 02-08 02-13
71 1.3.1.1.2.9 3rd Lift - Shuttering Work 4 days 2012-02-13 2012-02-16 0 days 02-13 02-16
72 1.3.1.1.2.10 3rd Lift - Concreting 1 day 2012-02-17 2012-02-17 0 days 02-17 02-17
76 1.3.1.1.3 P4 Well Cap 187 days 2011-08-31 2012-03-04 0 days
77 1.3.1.1.3.1 Reinforcement Work for Well Cap 52 days 2011-08-31 2011-10-21 0 days 08-31 10-21
78 1.3.1.1.3.2 Form Work for Well Cap 42 days 2011-09-13 2011-10-24 0 days 09-13 10-24
79 1.3.1.1.3.3 Concreting of P4 Well Cap 1 day 2011-10-25 2011-10-25 0 days 10-25 10-25
80 1.3.1.1.3.4 Dismantling of Well Cap 83 days 2011-11-14 2012-02-04 0 days 11-14 02-04
81 1.3.1.1.3.5 Reinforcement Work 13 days 2012-02-09 2012-02-21 0 days 02-09 02-21
82 1.3.1.1.3.6 Formwork 8 days 2012-02-22 2012-02-29 0 days 02-22 02-29
83 1.3.1.1.3.7 Concreting 1 day 2012-03-04 2012-03-04 0 days 03-04 03-04
84 1.3.1.1.4 Pier P4 135 days 2012-03-09 2012-07-21 0 days
85 1.3.1.1.4.1 1st Lift - Rebar Work 7 days 2012-03-09 2012-03-15 0 days 03-09 03-15
86 1.3.1.1.4.2 1st Lift - Formwork 4 days 2012-03-16 2012-03-19 0 days 03-16 03-19
87 1.3.1.1.4.3 1st Lift - Concretting 1 day 2012-03-21 2012-03-21 0 days 03-21 03-21
88 1.3.1.1.4.4 2nd Lift - Rebar Work 5 days 2012-03-26 2012-03-30 0 days 03-26 03-30
89 1.3.1.1.4.5 2nd Lift - Formwork 4 days 2012-03-31 2012-04-03 0 days 03-31 04-03
90 1.3.1.1.4.6 2nd Lift - Concretting 1 day 2012-04-05 2012-04-05 0 days 04-05 04-05
91 1.3.1.1.4.7 3rd Lift - Rebar Work 5 days 2012-04-10 2012-04-14 0 days 04-10 04-14
92 1.3.1.1.4.8 3rd Lift - Formwork 3 days 2012-04-16 2012-04-18 0 days 04-16 04-18
93 1.3.1.1.4.9 3rd Lift - Concretting 1 day 2012-04-19 2012-04-19 0 days 04-19 04-19
94 1.3.1.1.4.10 4th Lift - Rebar Work 4 days 2012-04-23 2012-04-26 0 days 04-23 04-26
95 1.3.1.1.4.11 4th Lift - Formwork 2 days 2012-04-27 2012-04-28 0 days 04-27 04-28
96 1.3.1.1.4.12 4th Lift - Concretting 1 day 2012-04-30 2012-04-30 0 days 04-30 04-30
106 1.3.1.1.4.22 Pier Cap - Brackets & Bottom Formwork 4 days 2012-06-18 2012-06-21 0 days 06-18 06-21
107 1.3.1.1.4.23 Pier Cap - Rebar Work 16 days 2012-06-22 2012-07-07 0 days 06-22 07-07
108 1.3.1.1.4.24 Pier Cap - Side Formwork 12 days 2012-07-08 2012-07-19 0 days 07-08 07-19
109 1.3.1.1.4.25 Pier Cap - Concreting 1 day 2012-07-21 2012-07-21 0 days 07-21 07-21
110 1.3.1.2 P4 Bearings 32 days 2012-07-21 2012-08-21 0 days

Page 2
HYUNDAI-GIL JV
111 1.3.1.2.1 Pedestal Concrete 1 day 2012-07-21 2012-07-21 0 days 07-21 07-21
112 1.3.1.2.2 Bearing Installation 2 days 2012-08-06 2012-08-07 0 days 08-06 08-07
113 1.3.1.2.3 Grouting 2 days 2012-08-20 2012-08-21 0 days 08-20 08-21
114 1.3.1.3 P4 Pier Segment 133 days 2012-08-17 2012-12-27 0 days
115 1.3.1.3.1 Temporary Support Erection 24 days 2012-08-17 2012-09-09 0 days 08-17 09-09
116 1.3.1.3.2 1st Stage 32 days 2012-09-10 2012-10-11 0 days 09-10 10-11
117 1.3.1.3.3 2nd Stage 9 days 2012-10-12 2012-10-20 0 days 10-12 10-20
118 1.3.1.3.4 3rd Stage 14 days 2012-10-21 2012-11-03 0 days 10-21 11-03
119 1.3.1.3.5 Prestressing 34 days 2012-11-10 2012-12-13 0 days 11-10 12-13
120 1.3.1.3.6 Dismantling of Temporary Support 14 days 2012-12-14 2012-12-27 0 days 12-14 12-27
121 1.3.1.4 Pylon P4 680 days 2015-02-20 2016-12-30 63 days
122 1.3.1.4.1 Construction of Pylon Lift - 1 (Rebar work & Formwork) 13 days 2015-02-20 2015-03-04 0 days 02-20 03-04
123 1.3.1.4.2 Construction of Pylon Lift - 1 (Concreting) 1 day 2015-04-04 2015-04-04 0 days 04-04 04-04
124 1.3.1.4.3 Construction of Pylon Lift - 2 (Rebar work) 5 days 2015-04-06 2015-04-10 0 days 04-06 04-10
125 1.3.1.4.4 Construction of Pylon Lift - 2 (Formwork & Casting) 4 days 2015-05-19 2015-05-22 0 days 05-19 05-22
126 1.3.1.4.5 Construction of Pylon Lift - 3 11 days 2015-05-23 2015-06-02 0 days 05-23 06-02
132 1.3.1.4.11 Construction of Pylon Lift - 9 (SB1, SB2) 34 days 2015-09-11 2015-10-14 0 days 09-11 10-14
134 1.3.1.4.13 Construction of Pylon Lift - 11 (SB5) 23 days 2015-11-03 2015-11-25 0 days 11-03 11-25
137 1.3.1.4.16 Construction of Pylon Lift - 14 (SB 10) 15 days 2016-01-06 2016-01-20 0 days 01-06 01-20
145 1.3.1.4.24 Pylon Equipment & Accessories 30 days 2016-12-01 2016-12-30 63 days 12-01 12-30
146 1.3.1.5 Lateral Span P4 Side 849 days 2013-12-28 2016-04-24 0 days
147 1.3.1.5.1 Lateral Span P3-P4 514 days 2013-12-28 2015-05-25 0 days
148 1.3.1.5.1.1 1st Stage Formwork (Bottom/Outer Web) - by Gammon 94 days 2013-12-28 2014-03-31 0 days 12-28 03-31
149 1.3.1.5.1.2 1st Stage Formwork (Bottom/Outer Web) - by Hyundai 84 days 2014-08-25 2014-11-16 0 days 08-25 11-16
150 1.3.1.5.1.3 1st Stage Rebar Work (Bottom & Web) 84 days 2014-08-25 2014-11-16 0 days 08-25 11-16
151 1.3.1.5.1.4 1st Stage Formwork (Haunch) 2 days 2014-09-23 2014-11-16 0 days 09-23 11-16
152 1.3.1.5.1.5 1st Stage Concreting (Bottom Slab) 1 day 2014-11-18 2014-11-18 0 days 11-18 11-18
153 1.3.1.5.1.6 2nd Stage(P4 side) Formwork(Inner Web & Top Slab) 16 days 2014-11-22 2014-12-07 0 days 11-22 12-07
154 1.3.1.5.1.7 2nd Stage(P4 side) Rebar Work(Top Slab) 13 days 2014-11-26 2014-12-09 0 days 11-26 12-09
155 1.3.1.5.1.8 2nd Stage(P4 side) Concreting(Web & Top Slab) 1 day 2014-12-21 2014-12-21 0 days 12-21 12-21
156 1.3.1.5.1.9 PT works - Transverse Tendons - Stressing 3 days 2015-01-31 2015-02-02 0 days 01-31 02-02
157 1.3.1.5.1.10 PT works - Transverse Tendons - Grouting 35 days 2015-02-27 2015-04-02 0 days 02-27 04-02
158 1.3.1.5.1.11 3rd Stage(Mid part) Formwork(Inner Web & Top Slab) 17 days 2014-12-27 2015-01-12 0 days 12-27 01-12
159 1.3.1.5.1.12 3rd Stage(Mid part) Rebar Work(Top Slab) 21 days 2014-12-23 2015-01-12 0 days 12-23 01-12
160 1.3.1.5.1.13 3rd Stage(Mid part) Concreting(Web & Top Slab) 1 day 2015-01-13 2015-01-13 0 days 01-13 01-13
163 1.3.1.5.1.16 4th Stage(P3 side) Formwork(Inner Web & Top Slab) 27 days 2015-01-14 2015-02-09 0 days 01-14 02-09
164 1.3.1.5.1.17 4th Stage(P3 side) Rebar Work(Top Slab) 22 days 2015-01-19 2015-02-09 0 days 01-19 02-09
165 1.3.1.5.1.18 4th Stage(P3 side) Concreting(Web & Top Slab) 1 day 2015-02-10 2015-02-10 0 days 02-10 02-10

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HYUNDAI-GIL JV
168 1.3.1.5.1.21 PT works - Diagonal Tendons 3 days 2015-03-30 2015-04-01 0 days 03-30 04-01
169 1.3.1.5.1.22 PT works - Longitudinal Tendons 3 days 2015-03-25 2015-03-27 0 days 03-25 03-27
170 1.3.1.5.1.23 Dismantling of Support System 50 days 2015-04-06 2015-05-25 0 days 04-06 05-25
172 1.3.1.5.2.1 Foundation for Support System 35 days 2015-01-22 2015-02-25 0 days 01-22 02-25
173 1.3.1.5.2.2 Support Erection (System Support) 57 days 2015-04-23 2015-06-18 0 days 04-23 06-18
174 1.3.1.5.2.3 1st Stage Formwork (Bottom/Outer Web) 23 days 2015-06-15 2015-07-08 0 days 06-15 07-08
181 1.3.1.5.2.10 PT works - Transverse Tendons 3 days 2015-10-01 2015-10-03 0 days 10-01 10-03
185 1.3.1.5.2.14 PT works - Transverse Tendons 1 day 2015-10-09 2015-10-09 0 days 10-09 10-09
190 1.3.1.5.2.19 PT works - Diagonal Tendons 0 days 2015-12-14 2015-12-14 0 days 12-14
194 1.3.1.5.3.1 Foundation for Support System 35 days 2015-07-21 2015-08-24 0 days 07-21 08-24
195 1.3.1.5.3.2 Support Erection (System Support) 41 days 2015-08-25 2015-10-04 0 days 08-25 10-04
196 1.3.1.5.3.3 Support Erection (Primary and Secondary Horizontal Beams) 6 days 2016-01-16 2016-01-21 0 days 01-16 01-21
197 1.3.1.5.3.4 1st Stage Formwork (Bottom/Outer Web) 17 days 2016-01-16 2016-02-01 0 days 01-16 02-01
213 1.3.1.5.3.20 PT works - Diagonal Tendons 0 days 2016-03-21 2016-03-21 0 days 03-21
216 1.3.1.6 Main Span P4 Side 573 days 2015-06-01 2016-12-24 158 days
217 1.3.1.6.1 Form Traveler Assembly 47 days 2015-06-01 2015-07-17 0 days 06-01 07-17
218 1.3.1.6.2 Removal of Rotational Restraint at P4 14 days 2015-06-17 2015-06-30 0 days 06-17 06-30
219 1.3.1.6.3 Segment S1 - 1st stage 8 days 2015-07-18 2015-07-25 0 days 07-18 07-25
220 1.3.1.6.4 Segment S1 - 2nd stage 8 days 2015-07-27 2015-08-03 0 days 07-27 08-03

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HYUNDAI-GIL JV
221 1.3.1.6.5 Segment S2 17 days 2015-08-04 2015-08-20 0 days 08-04 08-20
229 1.3.1.6.13 Segment S10 (1st Stay Cable) 25 days 2015-11-04 2015-11-28 0 days 11-04 11-28
231 1.3.1.6.15 Segment S12 (2nd Stay Cable) 11 days 2015-12-20 2015-12-30 0 days 12-20 12-30
233 1.3.1.6.17 Segment S14 (3rd Stay Cable) 10 days 2016-01-10 2016-01-19 0 days 01-10 01-19
235 1.3.1.6.19 Segment S16 (4th Stay Cable) 10 days 2016-01-31 2016-02-09 0 days 01-31 02-09
236 1.3.1.6.20 Tendon Slackening on P3-P4 after Stressiing of Stay Cable L04 1 day 2016-02-17 2016-02-17 0 days 02-17 02-17
244 1.3.1.6.28 Balast Concrete at P3 17 days 2016-04-19 2016-05-05 0 days 04-19 05-05
254 1.3.1.6.38 Tendon Slackening on P2-P3 after Stressing of Stay Cable L12 1 day 2016-07-15 2016-07-15 0 days 07-15 07-15
272 1.3.1.6.56 Tendon Slackening on P1-P2 and P2-P3 (E301) after Stay Cable L 0 days 2016-12-03 2016-12-03 8 days 12-03
274 1.3.1.6.58 Dismantling of Form Traveler 10 days 2016-12-15 2016-12-24 158 days 12-15 12-24
275 1.3.2 Main Bridge P5 Side 1640 days 2012-07-16 2017-01-10 56 days

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HYUNDAI-GIL JV
276 1.3.2.1 Replacement of Temporary Bearings 43 days 2015-08-17 2015-09-28 0 days
277 1.3.2.1.1 Work Method Statement 1 day 2015-08-17 2015-08-17 0 days 08-17 08-17
278 1.3.2.1.2 Review by ER 21 days 2015-08-18 2015-09-07 0 days 08-18 09-07
279 1.3.2.1.3 Mobilization of Equipments 1 day 2015-09-13 2015-09-13 0 days 09-13 09-13
280 1.3.2.1.4 Working Platform Arrangement at P6 & P7 14 days 2015-08-18 2015-08-31 0 days 08-18 08-31
281 1.3.2.1.5 Jacking & Replacing Temp. Bearings on Pier P7 4 days 2015-09-18 2015-09-21 0 days 09-18 09-21
282 1.3.2.1.6 Jacking & Replacing Temp. Bearings on Pier P6 6 days 2015-09-23 2015-09-28 0 days 09-23 09-28
283 1.3.2.2 Repair of Piers P6 and P7 303 days 2016-02-02 2016-11-30 97 days
284 1.3.2.2.1 Work Method Statement 1 day 2016-02-02 2016-02-02 0 days 02-02 02-02
285 1.3.2.2.2 Review by ER 21 days 2016-02-03 2016-02-23 0 days 02-03 02-23
286 1.3.2.2.3 Repair of Pier P7 187 days 2016-05-28 2016-11-30 97 days 05-28 11-30
287 1.3.2.2.4 Repair of Pier P6 145 days 2016-06-09 2016-10-31 97 days 06-09 10-31
288 1.3.2.3 Repair Strengthening - P5-P6-P7 1326 days 2012-07-16 2016-03-02 0 days
289 1.3.2.3.1 Working Platform Arrangement (Outside) 228 days 2012-07-16 2013-02-28 0 days 07-16 02-28
290 1.3.2.3.2 Mobilization of Equipments 202 days 2012-09-15 2013-04-04 0 days 09-15 04-04
291 1.3.2.3.3 Replacement of Non-grouted Tendons at P5-P6-P7 845 days 2013-01-10 2015-05-04 0 days
292 1.3.2.3.3.1 Transverse Tendons at P6-P7 (Flat) 9 days 2013-01-10 2013-01-18 0 days 01-10 01-18
293 1.3.2.3.3.2 Diagonal Tendons at P6-P7 16 days 2013-02-21 2013-03-08 0 days 02-21 03-08
294 1.3.2.3.3.3 Transverse Tendons at P6-P7 (Round) 0 days 2013-02-21 2013-03-08 0 days 02-21
295 1.3.2.3.3.4 Remaining Transverse Tendons at P6-P7 (Round) 28 days 2015-03-11 2015-04-07 0 days 03-11 04-07
296 1.3.2.3.3.5 External Tendons at P5-P6 3 days 2015-04-08 2015-04-10 0 days 04-08 04-10
297 1.3.2.3.3.6 External Tendons at P6-P7 21 days 2015-04-14 2015-05-04 0 days 04-14 05-04
298 1.3.2.3.4 Repair / Strengthening P5-P6-P7 360 days 2015-03-09 2016-03-02 0 days
299 1.3.2.3.4.1 Surface Roughening - Web (Inner Face) 60 days 2015-03-09 2015-05-07 0 days 03-09 05-07
300 1.3.2.3.4.2 Repair - Web (Inner Face) 95 days 2015-04-14 2015-07-17 0 days 04-14 07-17
301 1.3.2.3.4.3 Rebar Work (Inner Face) 48 days 2015-06-22 2015-08-08 0 days 06-22 08-08
302 1.3.2.3.4.4 Strengthening with shotcrete jacketing - Web (Inner Face) 26 days 2015-08-03 2015-09-03 0 days 08-03 09-03
303 1.3.2.3.4.5 Surface Roughening - Web (Outer Face) 43 days 2015-06-30 2015-08-12 0 days 06-30 08-12
304 1.3.2.3.4.6 Repair - Web (Outer Face) 104 days 2015-07-10 2015-10-21 0 days 07-10 10-21
305 1.3.2.3.4.7 Repair - Horizontal Joint 121 days 2015-08-17 2015-12-15 0 days 08-17 12-15
306 1.3.2.3.4.8 Rebar Work (Outer Face) 98 days 2015-10-17 2016-01-22 0 days 10-17 01-22
307 1.3.2.3.4.9 Strengthening with shotcrete jacketing - Web (Outer Face) 77 days 2015-11-10 2016-01-25 0 days 11-10 01-25
308 1.3.2.3.4.10 Removal of Sandbags 3 days 2016-01-26 2016-01-28 0 days 01-26 01-28
309 1.3.2.3.4.11 Repair - Top Slab 4 days 2016-01-12 2016-02-01 0 days 01-12 02-01
310 1.3.2.3.4.12 Removal of Soffit Shuttering & Platform Arrangement 34 days 2016-01-29 2016-03-02 0 days 01-29 03-02
311 1.3.2.3.4.13 Defects Mapping for Soffit Repair (if any) 1 day 2016-02-23 2016-02-23 0 days 02-23 02-23
312 1.3.2.3.4.14 Repair - Soffit (if any) 23 days 2016-01-18 2016-02-09 0 days 01-18 02-09
313 1.3.2.4 Lateral Span P7-P8 310 days 2015-05-01 2016-03-05 0 days
314 1.3.2.4.1 Remaining Part of Support Erection (Conventional System) 132 days 2015-05-01 2015-09-09 0 days 05-01 09-09
315 1.3.2.4.2 1st Stage Formwork (Bottom/Outer Web) 35 days 2015-09-05 2015-10-09 0 days 09-05 10-09
316 1.3.2.4.3 1st Stage Rebar Work (Bottom & Web) 17 days 2015-10-06 2015-10-22 0 days 10-06 10-22
317 1.3.2.4.4 1st Stage Formwork (Haunch) 0 days 2015-10-10 2015-10-22 0 days 10-10
318 1.3.2.4.5 1st Stage Concreting (Bottom Slab) 2 days 2015-10-23 2015-10-24 0 days 10-23 10-24
319 1.3.2.4.6 2nd Stage(P7 side) Formwork(Inner Web & Top Slab) 32 days 2015-10-30 2015-11-30 0 days 10-30 11-30
320 1.3.2.4.7 2nd Stage(P7 side) Rebar Work(Top Slab) 32 days 2015-10-26 2015-11-30 0 days 10-26 11-30
321 1.3.2.4.8 2nd Stage(P7 side) Concreting(Web & Top Slab) 1 day 2015-12-01 2015-12-01 0 days 12-01 12-01
322 1.3.2.4.9 PT works - Transverse Tendons 1 day 2015-12-10 2015-12-10 0 days 12-10 12-10
323 1.3.2.4.10 3rd Stage(Mid Part) Formwork(Inner Web & Top Slab) 6 days 2015-12-02 2015-12-16 0 days 12-02 12-16
324 1.3.2.4.11 3rd Stage(Mid Part) Rebar Work(Top Slab) 15 days 2015-12-02 2015-12-16 0 days 12-02 12-16
325 1.3.2.4.12 3rd Stage(Mid Part) Concreting(Web & Top Slab) 1 day 2015-12-17 2015-12-17 0 days 12-17 12-17
327 1.3.2.4.14 4th Stage(P8 side) Formwork(Inner Web & Top Slab) 19 days 2015-12-18 2016-01-05 0 days 12-18 01-05
328 1.3.2.4.15 4th Stage(P8 side) Rebar Work(Top Slab) 19 days 2015-12-18 2016-01-05 0 days 12-18 01-05
329 1.3.2.4.16 4th Stage(P8 side) Concreting(Web & Top Slab) 1 day 2016-01-06 2016-01-06 0 days 01-06 01-06

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HYUNDAI-GIL JV
331 1.3.2.4.18 PT works - Diagonal Tendons 0 days 2016-01-11 2016-01-11 0 days 01-11
332 1.3.2.4.19 PT works - Longitudinal Tendons 3 days 2016-01-28 2016-01-30 0 days 01-28 01-30
333 1.3.2.4.20 Dismantling Support System 6 days 2016-02-29 2016-03-05 0 days 02-29 03-05
334 1.3.2.5 Main Span P5 side 331 days 2016-02-15 2017-01-10 0 days
335 1.3.2.5.1 Tendon Slackening on P5-P6 0 days 2016-02-15 2016-02-15 0 days 02-15
336 1.3.2.5.2 Segment S17' 15 days 2016-02-16 2016-03-01 0 days 02-16 03-01
337 1.3.2.5.3 Segment S18' (5th Stay Cable) 22 days 2016-03-02 2016-03-23 0 days 03-02 03-23
353 1.3.2.5.19 Tendon Slackening on P6-P7 after Stressing of Stay Cable L12 1 day 2016-07-26 2016-07-26 0 days 07-26 07-26
371 1.3.2.5.37 Tendon Slackening on P7-P8 after Stressing of L20 0 days 2017-01-02 2017-01-02 8 days 01-02
373 1.3.3 Key Segment Stitching 28 days 2017-01-11 2017-02-07 0 days
374 1.3.3.1 Form Traveler Launching & Setting 10 days 2017-01-11 2017-01-20 0 days 01-11 01-20
375 1.3.3.2 Rebar & Formwork 5 days 2017-01-21 2017-01-25 0 days 01-21 01-25
376 1.3.3.3 Concreting & Stressing of Continuity Tendons 3 days 2017-01-26 2017-01-28 0 days 01-26 01-28
377 1.3.3.4 Stressing of Transverse Tendons 1 day 2017-01-30 2017-01-30 0 days 01-30 01-30
378 1.3.3.5 Removal of Longitudinal Restraint at P4 & Restraints at Stitching Equipment 1 day 2017-01-31 2017-01-31 0 days 01-31 01-31
379 1.3.3.6 Dismantling of Form Traveler 7 days 2017-02-01 2017-02-07 24 days 02-01 02-07
380 1.4 Access Bridge 257 days 2015-09-28 2016-06-10 0 days
381 1.4.1 I Girder Erection & Deck Slab 257 days 2015-09-28 2016-06-10 0 days
382 1.4.1.1 Chittorgarh Side (P4 Side) 257 days 2015-09-28 2016-06-10 0 days
383 1.4.1.1.1 I Girder Erection 108 days 2015-09-28 2016-01-13 0 days
384 1.4.1.1.1.1 Span P24-P1 Girder Erection - 1 no. 1 day 2015-10-02 2015-10-02 0 days 10-02 10-02
385 1.4.1.1.1.2 Span P24-P1 Girder Erection - 9 nos. 2 days 2016-01-12 2016-01-13 0 days 01-12 01-13

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HYUNDAI-GIL JV
386 1.4.1.1.1.3 Span A1-P11 Girder Erection 4 days 2015-09-28 2015-10-15 0 days 09-28 10-15
387 1.4.1.1.2 Deck Slab & Diaphragm 166 days 2015-12-28 2016-06-10 0 days
388 1.4.1.1.2.1 Span P24-P1 Diaphragm Casting & Deck Slab 83 days 2016-03-20 2016-06-10 0 days 03-20 06-10
389 1.4.1.1.2.2 Span A1-P11 Diaphragm Casting & Deck Slab 52 days 2015-12-28 2016-02-17 0 days 12-28 02-17
390 1.4.1.2 Shivpuri Side (P5 Side) 203 days 2015-10-20 2016-05-09 0 days
391 1.4.1.2.1 I Girder Erection 11 days 2015-10-20 2015-10-30 0 days
392 1.4.1.2.1.1 Span P8-P25 Girder Erection 11 days 2015-10-20 2015-10-30 0 days 10-20 10-30
393 1.4.1.2.1.2 Span P25-A2 Girder Erection 5 days 2015-10-21 2015-10-25 0 days 10-21 10-25
394 1.4.1.2.2 Deck Slab & Diaphragm 81 days 2016-02-19 2016-05-09 0 days
395 1.4.1.2.2.1 Span P25-A2 Diaphragm Casting & Deck Slab 30 days 2016-02-19 2016-03-19 0 days 02-19 03-19
396 1.4.1.2.2.2 Span P8-P25 Diaphragm Casting & Deck Slab 64 days 2016-03-07 2016-05-09 0 days 03-07 05-09
397 1.5 Approach Road 343 days 2015-12-05 2016-11-11 201 days
398 1.5.1 Chittorgarh Side (P4 Side) 343 days 2015-12-05 2016-11-11 201 days
399 1.5.1.1 Balance Embankment Work 18 days 2015-12-05 2015-12-22 0 days 12-05 12-22
400 1.5.1.2 Balance Earthwork in Subgrade 15 days 2015-12-23 2016-01-06 0 days 12-23 01-06
401 1.5.1.3 GSB 11 days 2016-01-07 2016-01-18 0 days 01-07 01-18
402 1.5.1.4 Trial Mix of DLC and PQC 10 days 2016-02-23 2016-03-03 0 days 02-23 03-03
403 1.5.1.5 DLC / PCC 0 days 2016-03-04 2016-03-31 0 days 03-04
404 1.5.1.6 Approach Slab & Anchor Slab 17 days 2016-10-26 2016-11-11 201 days 10-26 11-11
405 1.5.1.7 PQC 4 days 2016-08-14 2016-08-17 0 days 08-14 08-17
406 1.5.1.8 Median 34 days 2016-10-08 2016-11-10 82 days 10-08 11-10
407 1.5.2 Shivpuri Side (P5 Side) 286 days 2016-01-19 2016-10-30 213 days
408 1.5.2.1 GSB 12 days 2016-01-19 2016-01-30 0 days 01-19 01-30
409 1.5.2.2 DLC / PCC 35 days 2016-03-22 2016-04-25 0 days 03-22 04-25
410 1.5.2.3 Approach Slab & Anchor Slab 15 days 2016-10-11 2016-10-25 218 days 10-11 10-25
411 1.5.2.4 PQC 9 days 2016-08-05 2016-08-13 0 days 08-05 08-13
412 1.5.2.5 Median 30 days 2016-10-01 2016-10-30 93 days 10-01 10-30
413 1.6 Finishing Works 328 days 2016-07-08 2017-05-31 0 days
414 1.6.1 Crash Barriers 238 days 2016-07-08 2017-03-02 60 days
415 1.6.1.1 Crash Barriers (Access Bridge) 95 days 2016-07-08 2016-10-10 113 days 07-08 10-10
416 1.6.1.2 Crash Barriers (Approach Road) 15 days 2016-10-01 2016-10-15 198 days 10-01 10-15
417 1.6.1.3 Crash Barriers (Main Bridge) 30 days 2017-02-01 2017-03-02 9 days 02-01 03-02
418 1.6.2 Noise Barriers 30 days 2017-02-05 2017-03-06 11 days 02-05 03-06
419 1.6.3 Installation of Permanent Bearings (Main Bridge) 10 days 2017-02-01 2017-02-10 35 days 02-01 02-10
420 1.6.4 Drainage 139 days 2016-10-15 2017-03-02 60 days
421 1.6.4.1 Drainage Pipes Installation (Access Bridge & Approach Road) 47 days 2016-10-15 2016-11-30 152 days 10-15 11-30
422 1.6.4.2 Drainage Pipes Installation (Main Bridge) 30 days 2017-02-01 2017-03-02 60 days 02-01 03-02
423 1.6.5 Instrumentation - Installation (Main Bridge) 30 days 2017-04-01 2017-04-30 1 day 04-01 04-30
424 1.6.6 Lighting & Electrical Works 30 days 2017-02-16 2017-03-17 45 days 02-16 03-17
425 1.6.7 Dismantling of Tower Crane / Elevator / Working Platform 14 days 2017-02-08 2017-02-21 24 days 02-08 02-21
426 1.6.8 Asphalt Pavement 45 days 2017-02-01 2017-03-17 0 days 02-01 03-17
427 1.6.9 Stay Cables 36 days 2017-03-18 2017-04-22 0 days
428 1.6.9.1 Final Stressing of Stay Cables 21 days 2017-03-18 2017-04-07 0 days 03-18 04-07
429 1.6.9.2 Installation of Dampers for Stay Cables 15 days 2017-04-08 2017-04-22 9 days 04-08 04-22
430 1.6.10 Installation of Expansion Joints 72 days 2017-02-16 2017-04-28 0 days
431 1.6.10.1 Expansion Joints (Main Bridge) 21 days 2017-04-08 2017-04-28 0 days 04-08 04-28
432 1.6.10.2 Expansion Joints (Access Bridge) 21 days 2017-02-16 2017-03-08 44 days 02-16 03-08
433 1.6.11 Road Markings & Road Furniture 10 days 2017-04-22 2017-05-01 0 days 04-22 05-01
434 1.6.12 Submission of As-built Documents and O&M Manual 0 days 2017-05-01 2017-05-01 0 days 05-01
435 1.6.13 Tests on Completion / Site Clearing & Outstanding Work 30 days 2017-05-02 2017-05-31 0 days 05-02 05-31

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HYUNDAI-GIL JV
APPENDIX 10 – SYSTRA LETTER IN1190
Issue 7 KOTA BYPASS
Project : CHAMBAL RIVER BRIDGE Ref : A104/GCOA/IN/1190-16
Date : 14/03/2016
Letter: Hyundai’s email of 8h February 2016
Page : 1 / 8
SYSTRA – Civil Engineering Department Written by : Mathieu MULS
Subject: Technical Memo regarding Stay cable retensioning Country : INDIA

at P5 side Code : A104C001
To : H. K. Kang
Chief Project Manager
M/s. Hyundai Engineering & Construction Co. Ltd.- Gammon India Ltd. (JV)
Behind Tilam Sangh, Rawat Bhata Road
Kota- Rajasthan
Dear Mr. H. K. Kang
We write in response to Hyundai’s email dated 8th February 2016 regarding survey of
cantilever at P5 side, and discussions held on the same subject in February and March
2016.
As per survey data received from Hyundai, the profile of deck cantilever at P5 side has
been modified between casting of S16’ segment (in 2009) and current situation. The
comparison of deck profiles (after corrections for temperature and loads) is shown in
graph below.
313.000
420 427 434 441 448 455 462 469 476 483 490 497 504 511 518 525
312.900
312.800
End of
S15'
End of
312.700
S16'
Altitudes(m)
Theoretical altitude at top of concrete
312.600
End
After S15 of S8'
312.500
Before sandbag removal
After sandbag removal

312.400
After P05L04 (step 2)
312.300
312.200
Chittorgarh Shivpuri
312.100
Distance from axis of pier(m)
DISTRIBUTION LIST
J.C. VOLLERY I V.MAUVISSEAU I
S. MONTENS I P. JAIN I
OTHERS
HDEC-GIL JV A
A (for Action) – O (for Observation) – I (for Information)
A global lowering of cantilever from segment S9’ to S16’ is observed, whereas the deck
altitude between pier segment and segment S8’ is close to deck altitude of 2009.
The theoretical profile shown in above graph is the profile which should be reached at
current stage to ensure the deck profile would be perfectly as per project profile at the
end of the construction (this profile is also called “expected profile”).
It is to be noted that at the time of casting of segments S1’ to S16’, the construction
planning was different since these segments were cast before the accident occurred.
Therefore, it is not surprising that the actual profile at current stage does not match the
expected profile.
As per the survey data, the difference between actual profile and expected profile at the
end of segment S16’ (after correction for temperatures and loads) is -75mm (actual profile
lower than expected profile). The maximum positive difference is observed at end of
segment S8’ with a +48mm difference.
As per geometry control procedure, this difference could be corrected by applying a

correction precamber on next segments. Such procedure would allow the actual deck
profile to reach expected profile near end of segment S20’ or S21’, but the 75mm
difference at end of S16’ would remain at end of construction.
This difference can be reduced by retensioning stay cables of P5 side at current stage. This
retensioning operation is studied hereafter.
1. Required stay cable retensioning forces:
It is expected that retensioning of stay cables will bring the cantilever upwards and reduce
the difference between actual and expected profiles for segment S16’. However it is
expected that this operation will also bring S8’ segment upwards, thus increasing the
difference at this location.
Therefore, the stay cable retensioning operations shall maximize the vertical
displacement at S16’ location without increasing too much the vertical displacement at
S8’ location.
In order to avoid any additional bending moment in P5 pylon, stay cable forces applied
during retensioning operations are considered identical for main side and lateral side
cables.
The effect of stay cable retensioning on deck profile has been studied.
An increase of tension of 1000kN for each pair of stay cables at current stage was
considered in the model and the impact on deck profile was observed. As per results, the
following can be deduced:
- Retensioning of any pair of stay cables brings the whole cantilever upwards (from
S1’ to S16’),
- The more the distance of stay cable anchorage from pier segment axis, the more
the vertical displacement at end of segment S16’ (for same retensioning force),
- The more stay cable anchorage is far from pier segment axis, the more the profile
bends upwards, which means the ratio of vertical displacement of S16’ by vertical
displacement of S8’ is higher for retensioning of stay cables L04’ and M04’ than
for retensioning of stay cables L01’ and M01’.
These results are in conformity with the expected behavior of deck cantilever, embedded
at P5 pier segment location.
Since the target of stay cable retensioning is to bring the segment S16’ upwards while
reducing the impact at S8’ location, it is preferable to increase stay cable forces of L04’
and M04’ stay cables only.
A survey of stay cables has been provided by Hyundai on 7th March 2016. This survey was
performed at the stage after moving form traveler to position of segment S18’. Stay cable
forces after correction of temperature and loads, as received by Systra, are provided
hereafter:
Force correction due to temperature and construction loads effect
Measure When When When When When When When Corrected
d force temperatur temperature temperature temperature temperature concentrated distributed measured
Stay e of pylon is of deck is of stays is gradient of gradient of loads on the loads on the force
cable +20 +20 +10 deck is +6 pylon is +6 end of deck deck is
ID is 10 kN/m
(B) (C) (D) (E) (F) (G) 100 kN (I) (J)
(kN) (kN) (kN) (kN) (kN) (kN) (H)
(kN) (kN) (kN)
P5L01 3631 119 117 -133 100 -42 14 41 3518
P5M01 4201 108 96 -115 109 56 19 53 4123
P5L02 3869 103 138 -135 106 -52 15 41 3754
P5M02 4083 81 105 -105 139 54 22 57 4000
P5L03 4768 89 153 -136 109 -61 15 41 4653
P5M03 4460 62 113 -98 170 54 24 59 4370
P5L04 4965 79 166 -137 110 -69 15 40 4849
P5M04 4836 48 122 -95 206 57 27 61 4736
Based on the effects of retensioning for each pair of stay cable and stay cable survey
provided by Hyundai, it was decided to consider retensioning stay cables L04’ and M04’
to a target force of 5600kN (for each cable), for neutral conditions of temperature and
loads (i.e. 23.75°C in whole structure and no construction loads).
Graph below shows the impact of retensioning of each pair of stay cables, and the impact
of retensioning stay cables L04’ & M04’ to a force of 5600kN (for neutral conditions of
temperature and loads) at the current stage (site situation as of 14th March 2016). The
difference between expected and actual profile after retensioning operations are also
shown in below graph (in dark blue).
mm Displacements (mm)
80,0
60,0
40,0
20,0
0,0
455 462 469 476 483 490 497 504 511 518 525
-20,0
-40,0
-60,0
-80,0
Additional 1MN on M01' & L01' Additional 1MN on M02' & L02' Additional 1MN on M03' & L03' Additional 1MN on M04' & L04'
Total Force 5600kN in M04' & M04' Profile difference Profile difference after retensioning
Retensioning of stay cables L04’ & M04’ to 5600kN (under neutral conditions of
temperature and loads) would reduce the profile difference at end of segment S16’ to
53mm, while limiting the difference at S8’ location to 55mm.
Therefore a retensioning of stay cables to 5600kN is considered.
It is to be noted that stay cable tensions to be implemented after installation of SIDL are
not planned to be modified. Therefore, the drawing A104-DWG-MB-FD-970 rev 5A,
approved in ER letter OUT-4182, remains valid.
2. Impact on structure
The impact of stay cable retensioning on structure is checked hereafter for construction
stage and service stage.
a. During construction stage
Retensioning of stay cables L04’ & M04’ induces an increase of normal forces and bending
moments in deck cantilever. This will create a decrease of compression forces at bottom
fiber and increase of compression forces at top fiber.
Retensioning of stay cables L04' & M04'

0,80
Bottom Fiber (retensioning)

0,60
Top Fiber (retensioning)
0,40
0,20
Stresses (MPa)
0,00
350 385 420 455 490 525 560 595 630 665 700
-0,20
-0,40
-0,60
-0,80
Mid-span P5 P6 P7
The stresses induced in structure are summarized below:
Cantilever
Stresses Span P5-P6 Span P6-P7
(main span)
-0.68 -> 0 MPa -0.39 -> 0.20 MPa 0 -> 0.16 MPa
Bottom fiber Tension (mostly in Mostly tension / small Compression (mostly
first 10 segments) compression near P6 near P6)
0 -> 0.59 MPa
-0.14 -> 0.29 MPa -0.11 -> 0 MPa
Compression
Top fiber Mostly compression / Tension (mostly near
(mostly in first 10
small tension near P6 P6)
segments)
Stresses induced by the stay cable retensioning will remain in the structure until final stay
cable retensioning, at the end of construction. Therefore it is compared with envelope of
stresses during construction, after current stage.
i. Main span
As shown in page 19/383 of Recalculation of the Entire Bridge (A104-R-MB-SD-506-12

issue 2), the stresses of main span in construction are governed by compression at bottom
fiber and tension at top fiber. Indeed, compression at top fiber is 9.36 MPa (for an
allowable limit of 25 MPa) and maximum tensile stress at bottom fiber is 1.04 MPa (for an
allowable limit of 4.1 MPa).
Therefore, an increase of compressive stress of 0.59 MPa at top fiber and increase of
tensile stress of 0.68 MPa at bottom fiber would not affect acceptability of stresses:
- Max compressive stress at top fiber = 9.36 + 0.59 = 9.95 MPa < 25 MPa
- Max tensile stress at bottom fiber = 1.04 + 0.68 = 1.72 MPa < 4.10 MPa
In fact, retensioning operations would have a favorable impact on cantilever stresses

during construction.
ii. Span P5-P6
For Span P5-P6, minimum stresses at bottom fiber are observed before tensioning stay
cables L01’ to L04’. At current stage these stay cables are already tensioned, therefore the
tensile stresses for remaining construction stages are limited. The graph below shows
stress envelope in bottom fiber of span P5-P6 during remaining construction stages.
Maximum tensile stress within span P5-P6 from current stage until end of construction is
1.36 MPa (near P6 pier segment), whereas bottom fiber remains in compression near P5
pier segment.
Retensioning of stay cables L04’ & M04’ produces a very small stress near P6 pier segment
and therefore it can be concluded that the maximum tensile stress would not be
significantly modified. Even if maximum tensile stress in span P5-P6 due to retensioning
operations (0.39 MPa) is added to the envelope of tensile stress, the maximum tensile
stress would not be greater than 1.36 + 0.39 = 1.75 MPa < 4.45 MPa (maximum allowable
tensile stress in lateral spans).
Therefore the stresses at bottom fiber of span P5-P6 remain within the allowable limits,
when considering retensioning operations at current stage.
Maximum stress at top fiber of span P5-P6 during construction is 10.25 MPa, as shown at
page 19/383 of Recalculation of the Entire Bridge (A104-R-MB-SD-506-12 issue 2).
Therefore an increase of 0.29 MPa would be acceptable, considering the compression
limit of 30 MPa (stress would remain below 10.54 MPa < 30 MPa).
iii. Span P6-P7
Maximum stress at bottom fiber of span P6-P7 during construction is 11.11 MPa (with
local stress of 14.55 MPa at P6 pier segment), as shown at page 19/383 of Recalculation
of the Entire Bridge (A104-R-MB-SD-506-12 issue 2). Therefore an increase of 0.16 MPa
would have no impact on acceptability of stresses, considering the compression limit of
30 MPa.
Minimum stress at top fiber of span P6-P7 during construction is 2.29 MPa tensile stress
near P6 pier segment and no tensile stress away from P6 pier segment, as shown at page
19/383 of Recalculation of the Entire Bridge (A104-R-MB-SD-506-12 issue 2). Therefore
an increase of 0.11 MPa of tensile stress would have no impact on acceptability of
stresses, as maximum tensile stress would be 2.29 + 0.11 = 2.40 MPa < 4.45 MPa.
b. During service stage
Stay cable tensions to be implemented after installation of SIDL are defined in drawing
A104-DWG-MB-FD-970 rev 5A.
Though the final stay cable tensions are not changed with respect to design calculations,
the stay cable forces implemented before and after stitching of the deck are modified (e.g.
more stay cable force is implemented before stitching and less force after stitching for
stay cables L04’ & M04’).
Since effects of stay cable tensioning on the free cantilever are different form the effect
of tensioning stay cables in the stitched deck, slight modifications of deck stresses under
permanent loads are expected locally. These possible modifications are checked
hereafter.
The graphs below show comparison of deck stresses under permanent loads with and
without considering retensioning operations.
Permanent loads before losses
25,00
Bottom Fiber before losses (retensioning)
Top Fiber before losses (retensioning)
Bottom Fiber before losses (design)
20,00
Top Fiber before losses (design)
15,00
10,00
5,00
0,00
0 100 200 300 400 500 600 700
-5,00
P4 P5
Permanent loads after losses

25,00
Bottom Fiber after losses (retensioning)
Top Fiber after losses (retensioning)
Bottom Fiber after losses (design)
20,00
Top Fiber after losses (design)
15,00
10,00
5,00
0,00
0 100 200 300 400 500 600 700
-5,00
P4 P5
The following can be observed:

- A small reduction of compressive stresses at bottom fiber between segment S27’
and P6 pier segment (maximum reduction of stress is 0.5 MPa at S16’ location),
- A small increase of compressive stresses at top fiber between segment S27’ and
P6 pier segment (maximum increase of stress is 0.36 MPa near P5 pier segment),
- Stresses are unchanged in the other parts of the bridge.
As per the above, the impact of retensioning operations on stresses during service stage
is minor. Moreover the stress modifications are favorable, since the deck stresses under
permanent loads considering the retensioning operations are within the envelope of
stresses considered in design calculations.
Stresses verifications in service stage are shown in Longitudinal Deck Analysis in Service
stage report (A104-R-MB-SD-513-12 issue 1), pages 22 to 32. As per this report, governing
stresses between segment S27’ and P6 under Service load combinations are compression
stresses at bottom fiber and tension at top fiber.
Since the impact of retensioning operations is a reduction of compression at bottom fiber
and increase of compression at top fiber, retensioning operations are favorable regarding
stresses under Service Limit States.
In conclusion, a retensioning operation of stay cables L04’ and M04’ to achieve target
force of 5600kN in each cable (under neutral temperature and loads conditions) is
proposed in order to limit the profile difference at end of segment S16’ (P5 side).
This retensioning operation would have a minor impact on deck stresses. It was checked
that this minor impact is acceptable for deck stresses during construction. Moreover the
impact on deck stresses at service stage is favorable.
Best Regards,
M. MULS
APPENDIX 11 – INPUT DATA FOR STITCHING SEQUENCE
Issue 7 KOTA BYPASS
APPENDIX 12 – FORM TRAVELER LAUNCHING EFFECTS
Issue 7 KOTA BYPASS
CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON KOTA BYPASS – GEOMETRY CONTROL
Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side -
Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler -
X (m)
Step 2: FT Step 3: FT Step 4: FT Step 5: FT Step 6: FT Step 7: FT Step 8: FT Step 9: FT Step 10: FT Step 11: FT Step 12: FT Step 13: FT Step 14: FT Step 15: FT Step 16: FT Step 17: FT
launching launching launching launching launching launching launching launching launching launching launching launching launching launching launching launching
Position
∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm)
P4 175 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
178.5 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1
182 -0.4 -0.4 -0.4 -0.4 -0.4 -0.4 -0.4 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.2 -0.2 -0.1
185.5 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 -0.5 -0.4 -0.3 -0.3 -0.3 -0.3 -0.2
189 -0.9 -0.8 -0.8 -0.8 -0.8 -0.8 -0.8 -0.7 -0.6 -0.5 -0.5 -0.4 -0.4 -0.3
192.5 -1.1 -1.1 -1.1 -1.1 -1.1 -1.1 -0.9 -0.8 -0.6 -0.6 -0.5 -0.5 -0.4
196 -1.4 -1.4 -1.4 -1.4 -1.4 -1.2 -1.0 -0.8 -0.8 -0.6 -0.6 -0.5
199.5 -1.7 -1.7 -1.7 -1.7 -1.4 -1.3 -1.0 -1.0 -0.8 -0.8 -0.6
203 -2.1 -2.0 -2.0 -1.7 -1.5 -1.2 -1.2 -0.9 -1.0 -0.7
206.5 -2.4 -2.4 -2.0 -1.8 -1.4 -1.5 -1.1 -1.1 -0.9
210 -2.8 -2.3 -2.1 -1.7 -1.7 -1.3 -1.3 -1.0
segment 10 213.5 -2.7 -2.5 -2.0 -2.0 -1.6 -1.6 -1.2
217 -2.9 -2.3 -2.3 -1.8 -1.9 -1.4
220.5 -2.7 -2.7 -2.1 -2.2 -1.7
224 -3.1 -2.5 -2.5 -2.0
227.5 -2.9 -2.9 -2.3
231 -3.3 -2.6
234.5 -3.0
238
241.5
245
segment 20 248.5
252
255.5
259
262.5
266
269.5
273
276.5
280
segment 30 283.5
287
290.5
294
297.5
301
304.5
308
311.5
315
segment 40 318.5
322
325.5
329
332.5
336
339.5
343
346.5
segment 49 349.8
Ref : A104/R/MB/SD/524-12
CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON KOTA BYPASS Appendix 12
Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side -
Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler -
X (m)
Step 18: FT Step 19: FT Step 20: FT Step 21: FT Step 22: FT Step 23: FT Step 24: FT Step 25: FT Step 26: FT Step 27: FT Step 28: FT Step 29: FT Step 30: FT Step 31: FT Step 32: FT Step 33: FT Step 34: FT
launching launching launching launching launching launching launching launching launching launching launching launching launching launching launching launching launching
Position
∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm)
P4 175 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
178.5 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
182 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
185.5 -0.2 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
189 -0.3 -0.2 -0.2 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 0.0 -0.1 0.0 0.0 0.0 0.0 0.0 0.0
192.5 -0.4 -0.3 -0.3 -0.2 -0.2 -0.1 -0.2 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0
196 -0.5 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0
199.5 -0.6 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0
203 -0.7 -0.5 -0.5 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.0 0.0 0.1 0.1
206.5 -0.9 -0.7 -0.7 -0.5 -0.5 -0.3 -0.4 -0.2 -0.2 -0.1 -0.2 -0.1 -0.1 0.0 0.0 0.1 0.1
210 -1.0 -0.8 -0.8 -0.6 -0.6 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.1 0.1
segment 10 213.5 -1.2 -0.9 -0.9 -0.7 -0.7 -0.5 -0.5 -0.4 -0.4 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.1 0.1
217 -1.4 -1.1 -1.1 -0.8 -0.8 -0.6 -0.6 -0.4 -0.5 -0.3 -0.3 -0.1 -0.1 0.0 0.0 0.1 0.1
220.5 -1.7 -1.3 -1.3 -1.0 -1.0 -0.7 -0.8 -0.5 -0.6 -0.4 -0.4 -0.2 -0.2 0.0 -0.1 0.1 0.0
224 -2.0 -1.5 -1.5 -1.2 -1.2 -0.9 -0.9 -0.7 -0.7 -0.4 -0.5 -0.2 -0.3 -0.1 -0.1 0.0 0.0
227.5 -2.3 -1.8 -1.8 -1.4 -1.4 -1.1 -1.1 -0.8 -0.8 -0.6 -0.6 -0.3 -0.3 -0.1 -0.1 0.0 0.0
231 -2.6 -2.1 -2.1 -1.6 -1.7 -1.3 -1.3 -1.0 -1.0 -0.7 -0.7 -0.4 -0.4 -0.2 -0.2 0.0 0.0
234.5 -3.0 -2.4 -2.4 -1.9 -1.9 -1.5 -1.5 -1.2 -1.2 -0.8 -0.9 -0.5 -0.5 -0.3 -0.3 -0.1 -0.1
238 -3.5 -2.8 -2.8 -2.2 -2.2 -1.8 -1.8 -1.4 -1.4 -1.0 -1.0 -0.6 -0.7 -0.4 -0.4 -0.2 -0.2
241.5 -3.2 -3.2 -2.6 -2.6 -2.1 -2.1 -1.6 -1.7 -1.2 -1.2 -0.8 -0.8 -0.5 -0.5 -0.2 -0.3
245 -3.6 -2.9 -3.0 -2.4 -2.4 -1.9 -1.9 -1.4 -1.5 -1.0 -1.0 -0.6 -0.6 -0.3 -0.4
segment 20 248.5 -3.4 -3.4 -2.7 -2.8 -2.2 -2.2 -1.7 -1.7 -1.2 -1.2 -0.8 -0.8 -0.4 -0.5
252 -3.9 -3.1 -3.2 -2.5 -2.6 -2.0 -2.0 -1.4 -1.4 -0.9 -1.0 -0.6 -0.6
255.5 -3.6 -3.6 -2.9 -3.0 -2.3 -2.3 -1.6 -1.7 -1.1 -1.2 -0.7 -0.8
259 -4.1 -3.3 -3.4 -2.6 -2.7 -1.9 -2.0 -1.4 -1.4 -0.9 -1.0
262.5 -3.8 -3.8 -3.0 -3.1 -2.2 -2.3 -1.6 -1.7 -1.1 -1.2
266 -4.3 -3.4 -3.5 -2.6 -2.6 -1.9 -1.9 -1.4 -1.4
269.5 -3.9 -3.9 -3.0 -3.0 -2.2 -2.3 -1.6 -1.7
273 -4.5 -3.4 -3.4 -2.6 -2.6 -1.9 -1.9
276.5 -3.9 -3.9 -2.9 -3.0 -2.2 -2.3
280 -4.4 -3.4 -3.4 -2.6 -2.6
segment 30 283.5 -3.8 -3.9 -3.0 -3.0
287 -4.4 -3.4 -3.4
290.5 -3.9 -3.9
294 -4.4
297.5
301
304.5
308
311.5
315
segment 40 318.5
322
325.5
329
332.5
336
339.5
343
346.5
segment 49 349.8
Ref : A104/R/MB/SD/524-12
Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side - Chittorgarh side -
Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler -
X (m)
Step 35: FT Step 36: FT Step 37: FT Step 38: FT Step 39: FT Step 40: FT Step 41: FT Step 42: FT Step 43: FT Step 44: FT Step 45: FT Step 46: FT Step 47: FT Step 48: FT Step 49: FT
launching launching launching launching launching launching launching launching launching launching launching launching launching launching launching
Position
∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm)
P4 175 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
178.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
182 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
185.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
189 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.1
192.5 0.0 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
196 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
199.5 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
203 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
206.5 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2
210 0.1 0.1 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
segment 10 213.5 0.1 0.1 0.2 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
217 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
220.5 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.3
224 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3
227.5 0.1 0.1 0.2 0.2 0.2 0.2 0.3 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3
231 0.1 0.1 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
234.5 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
238 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.4
241.5 -0.1 -0.1 0.1 0.1 0.2 0.2 0.3 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.4
245 -0.1 -0.1 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.4
segment 20 248.5 -0.2 -0.2 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.4
252 -0.3 -0.3 -0.1 -0.1 0.0 0.0 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.4
255.5 -0.4 -0.5 -0.2 -0.2 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.3 0.3 0.3 0.4
259 -0.6 -0.6 -0.3 -0.3 -0.1 -0.1 0.1 0.0 0.2 0.1 0.2 0.2 0.3 0.3 0.4
262.5 -0.7 -0.8 -0.4 -0.5 -0.2 -0.2 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.2 0.3
266 -0.9 -1.0 -0.6 -0.6 -0.3 -0.4 -0.1 -0.1 0.0 0.0 0.1 0.1 0.2 0.2 0.3
269.5 -1.2 -1.2 -0.8 -0.8 -0.5 -0.5 -0.2 -0.3 -0.1 -0.1 0.0 0.0 0.2 0.1 0.3
273 -1.4 -1.4 -1.0 -1.0 -0.6 -0.7 -0.4 -0.4 -0.2 -0.2 0.0 -0.1 0.1 0.1 0.2
276.5 -1.7 -1.7 -1.2 -1.2 -0.8 -0.8 -0.5 -0.5 -0.3 -0.3 -0.2 -0.2 0.0 0.0 0.2
280 -2.0 -2.0 -1.4 -1.5 -1.0 -1.1 -0.7 -0.7 -0.5 -0.5 -0.3 -0.3 -0.1 -0.1 0.1
segment 30 283.5 -2.3 -2.3 -1.7 -1.8 -1.3 -1.3 -0.9 -0.9 -0.6 -0.7 -0.4 -0.5 -0.2 -0.3 0.0
287 -2.7 -2.7 -2.0 -2.1 -1.5 -1.6 -1.1 -1.1 -0.8 -0.9 -0.6 -0.6 -0.4 -0.4 -0.1
290.5 -3.0 -3.1 -2.4 -2.4 -1.8 -1.9 -1.4 -1.4 -1.0 -1.1 -0.8 -0.8 -0.5 -0.6 -0.3
294 -3.5 -3.5 -2.8 -2.8 -2.1 -2.2 -1.6 -1.7 -1.3 -1.3 -1.0 -1.0 -0.7 -0.8 -0.4
297.5 -4.0 -4.0 -3.2 -3.2 -2.5 -2.6 -1.9 -2.0 -1.6 -1.6 -1.2 -1.3 -0.9 -1.0 -0.6
301 -4.6 -3.6 -3.7 -2.9 -2.9 -2.3 -2.3 -1.9 -1.9 -1.5 -1.5 -1.2 -1.2 -0.8
304.5 -4.1 -4.2 -3.3 -3.4 -2.7 -2.7 -2.2 -2.2 -1.8 -1.8 -1.4 -1.5 -1.0
308 -4.7 -3.8 -3.8 -3.1 -3.1 -2.5 -2.6 -2.1 -2.2 -1.7 -1.7 -1.2
311.5 -4.3 -4.3 -3.5 -3.6 -2.9 -3.0 -2.5 -2.5 -2.0 -2.1 -1.5
315 -4.9 -4.0 -4.0 -3.4 -3.4 -2.9 -2.9 -2.4 -2.4 -1.8
segment 40 318.5 -4.5 -4.5 -3.8 -3.9 -3.3 -3.3 -2.7 -2.8 -2.1
322 -5.1 -4.3 -4.4 -3.7 -3.8 -3.1 -3.2 -2.5
325.5 -4.9 -4.9 -4.2 -4.3 -3.6 -3.6 -2.9
329 -5.5 -4.7 -4.8 -4.0 -4.1 -3.3
332.5 -5.3 -5.4 -4.6 -4.6 -3.7
336 -6.0 -5.1 -5.2 -4.2
339.5 -5.7 -5.8 -4.7
343 -6.4 -5.3
346.5 -5.9
segment 49 349.8
Ref : A104/R/MB/SD/524-12
Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side -
X (m)
Step 2': FT Step 3': FT Step 4': FT Step 5': FT Step 6': FT Step 7': FT Step 8': FT Step 9': FT Step 10': FT Step 11': FT Step 12': FT Step 13': FT Step 14': FT Step 15': FT Step 16': FT Step 17': FT Step 18': FT
Position
segment 49 350
353.5
357
360.5
364
367.5
371
374.5
378
segment 40 381.5
385
388.5
392
395.5
399
402.5
406
409.5
413
segment 30 416.5
420
423.5
427
430.5
434
437.5
441
444.5
448
segment 20 451.5
455
458.5
462 -3.2
465.5 -3.5 -2.7
469 -2.7 -3.0 -2.4
472.5 -2.3 -2.3 -2.6 -2.0
476 -2.4 -2.0 -2.0 -2.3 -1.7
479.5 -2.1 -2.0 -1.7 -1.7 -1.9 -1.5
483 -2.1 -1.7 -1.7 -1.4 -1.4 -1.6 -1.2
segment 10 486.5 -1.8 -1.7 -1.4 -1.4 -1.2 -1.2 -1.4 -1.0
490 -1.7 -1.5 -1.4 -1.2 -1.2 -1.0 -1.0 -1.2 -0.8
493.5 -1.5 -1.4 -1.2 -1.2 -1.0 -1.0 -0.8 -0.8 -1.0 -0.7
497 -1.2 -1.2 -1.2 -1.0 -1.0 -0.8 -0.8 -0.7 -0.7 -0.8 -0.6
500.5 -1.0 -0.9 -0.9 -0.9 -0.8 -0.8 -0.6 -0.6 -0.5 -0.5 -0.6 -0.4
504 -0.8 -0.7 -0.7 -0.7 -0.7 -0.6 -0.6 -0.5 -0.5 -0.4 -0.4 -0.5 -0.3
507.5 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 -0.5 -0.5 -0.4 -0.4 -0.3 -0.3 -0.4 -0.3
511 -0.4 -0.4 -0.4 -0.4 -0.4 -0.4 -0.4 -0.4 -0.3 -0.3 -0.3 -0.2 -0.2 -0.3 -0.2
514.5 -0.3 -0.3 -0.3 -0.3 -0.3 -0.3 -0.3 -0.3 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.1
518 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1
521.5 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 0.0 0.0 -0.1 0.0
P5 525 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Ref : A104/R/MB/SD/524-12
Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side -
X (m)
Step 19': FT Step 20': FT Step 21': FT Step 22': FT Step 23': FT Step 24': FT Step 25': FT Step 26': FT Step 27': FT Step 28': FT Step 29': FT Step 30': FT Step 31': FT Step 32': FT Step 33': FT Step 34': FT Step 35': FT
Position
segment 49 350
353.5
357
360.5
364
367.5
371
374.5
378
segment 40 381.5
385
388.5
392
395.5
399
402.5 -4.0
406 -4.4 -3.5
409.5 -3.8 -3.9 -3.0
413 -4.3 -3.4 -3.4 -2.6
segment 30 416.5 -3.8 -3.8 -2.9 -3.0 -2.3
420 -4.3 -3.3 -3.4 -2.6 -2.6 -1.9
423.5 -3.8 -3.8 -2.9 -3.0 -2.2 -2.2 -1.7
427 -4.4 -3.3 -3.4 -2.5 -2.6 -1.9 -1.9 -1.4
430.5 -3.8 -3.8 -2.9 -3.0 -2.2 -2.2 -1.6 -1.6 -1.1
434 -4.2 -3.3 -3.4 -2.5 -2.6 -1.9 -1.9 -1.3 -1.4 -0.9
437.5 -3.7 -3.7 -2.9 -3.0 -2.2 -2.2 -1.6 -1.6 -1.1 -1.1 -0.7
441 -3.9 -3.2 -3.2 -2.5 -2.6 -1.9 -1.9 -1.3 -1.4 -0.9 -0.9 -0.6
444.5 -3.4 -3.4 -2.8 -2.8 -2.2 -2.2 -1.6 -1.6 -1.1 -1.1 -0.7 -0.7 -0.4
448 -3.6 -3.0 -3.0 -2.4 -2.5 -1.9 -1.9 -1.3 -1.4 -0.9 -0.9 -0.6 -0.6 -0.3
segment 20 451.5 -3.1 -3.1 -2.6 -2.6 -2.1 -2.1 -1.6 -1.6 -1.1 -1.2 -0.7 -0.8 -0.4 -0.5 -0.2
455 -3.3 -2.7 -2.7 -2.2 -2.2 -1.8 -1.8 -1.4 -1.4 -0.9 -1.0 -0.6 -0.6 -0.3 -0.3 -0.1
458.5 -2.9 -2.8 -2.3 -2.4 -1.9 -1.9 -1.5 -1.5 -1.1 -1.2 -0.7 -0.8 -0.5 -0.5 -0.2 -0.2 -0.1
462 -2.5 -2.5 -2.0 -2.0 -1.6 -1.6 -1.3 -1.3 -0.9 -1.0 -0.6 -0.6 -0.3 -0.4 -0.1 -0.2 0.0
465.5 -2.1 -2.1 -1.7 -1.7 -1.4 -1.4 -1.1 -1.1 -0.8 -0.8 -0.5 -0.5 -0.2 -0.3 -0.1 -0.1 0.0
469 -1.8 -1.8 -1.4 -1.5 -1.1 -1.2 -0.9 -0.9 -0.6 -0.6 -0.4 -0.4 -0.2 -0.2 0.0 0.0 0.1
472.5 -1.5 -1.5 -1.2 -1.2 -0.9 -1.0 -0.7 -0.7 -0.5 -0.5 -0.3 -0.3 -0.1 -0.1 0.0 0.0 0.1
476 -1.3 -1.3 -1.0 -1.0 -0.8 -0.8 -0.6 -0.6 -0.4 -0.4 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.1
479.5 -1.1 -1.1 -0.8 -0.8 -0.6 -0.6 -0.5 -0.5 -0.3 -0.3 -0.1 -0.2 0.0 0.0 0.1 0.1 0.1
483 -0.9 -0.9 -0.7 -0.7 -0.5 -0.5 -0.4 -0.4 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.1 0.1 0.1
segment 10 486.5 -0.7 -0.7 -0.6 -0.6 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.1 0.1 0.1
490 -0.6 -0.6 -0.4 -0.5 -0.3 -0.3 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.0 0.0 0.1 0.1 0.1
493.5 -0.5 -0.5 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.1 -0.1 0.0 0.0 0.0 0.0 0.1 0.1 0.1
497 -0.4 -0.4 -0.3 -0.3 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.1 0.1 0.1
500.5 -0.3 -0.3 -0.2 -0.2 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.1 0.1 0.1
504 -0.2 -0.2 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1
507.5 -0.2 -0.2 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
511 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
514.5 -0.1 -0.1 -0.1 -0.1 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
518 -0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
521.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
P5 525 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Ref : A104/R/MB/SD/524-12
Shivpuri side - Form

Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side - Shivpuri side -
traveler - Step 49':
Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler - Form traveler -
X (m) FT modification
Step 36': FT Step 37': FT Step 38': FT Step 39': FT Step 40': FT Step 41': FT Step 42': FT Step 43': FT Step 44': FT Step 45': FT Step 46': FT Step 47': FT Step 48': FT Step 49': FT
(remove front
launching launching launching launching launching launching launching launching launching launching launching launching launching launching
Position working plateform)
∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm) ∆Z (mm)
segment 49 350 -6.0

353.5 -5.6 5.3
357 -6.4 -5.0 5.0
360.5 -5.7 -5.8 -4.5 4.8
364 -6.0 -5.1 -5.2 -4.0 4.5
367.5 -5.3 -5.4 -4.5 -4.7 -3.5 4.2
371 -5.5 -4.7 -4.8 -4.0 -4.2 -3.1 4.0
374.5 -4.9 -4.9 -4.2 -4.3 -3.6 -3.7 -2.7 3.7
378 -5.1 -4.3 -4.4 -3.7 -3.8 -3.1 -3.2 -2.4 3.5
segment 40 381.5 -4.5 -4.5 -3.8 -3.9 -3.3 -3.3 -2.7 -2.8 -2.0 3.2
385 -4.9 -4.0 -4.0 -3.4 -3.4 -2.8 -2.9 -2.4 -2.4 -1.7 3.0
388.5 -4.3 -4.3 -3.5 -3.6 -2.9 -3.0 -2.5 -2.5 -2.0 -2.1 -1.4 2.8
392 -4.7 -3.8 -3.8 -3.1 -3.1 -2.5 -2.6 -2.1 -2.2 -1.7 -1.8 -1.2 2.6
395.5 -4.1 -4.1 -3.3 -3.4 -2.7 -2.7 -2.2 -2.2 -1.8 -1.8 -1.4 -1.5 -1.0 2.4
399 -4.5 -3.6 -3.7 -2.9 -2.9 -2.3 -2.3 -1.9 -1.9 -1.5 -1.5 -1.2 -1.2 -0.8 2.2
402.5 -4.0 -3.2 -3.2 -2.5 -2.5 -1.9 -2.0 -1.6 -1.6 -1.2 -1.3 -0.9 -1.0 -0.6 2.0
406 -3.5 -2.7 -2.8 -2.1 -2.2 -1.6 -1.7 -1.3 -1.3 -1.0 -1.0 -0.7 -0.8 -0.4 1.8
409.5 -3.1 -2.4 -2.4 -1.8 -1.9 -1.4 -1.4 -1.0 -1.1 -0.8 -0.8 -0.5 -0.6 -0.3 1.6
413 -2.7 -2.0 -2.1 -1.5 -1.6 -1.1 -1.2 -0.8 -0.9 -0.6 -0.6 -0.4 -0.4 -0.2 1.5
segment 30 416.5 -2.3 -1.7 -1.8 -1.3 -1.3 -0.9 -0.9 -0.6 -0.7 -0.4 -0.5 -0.2 -0.3 0.0 1.3
420 -2.0 -1.4 -1.5 -1.0 -1.1 -0.7 -0.7 -0.5 -0.5 -0.3 -0.3 -0.1 -0.2 0.0 1.2
423.5 -1.7 -1.2 -1.2 -0.8 -0.9 -0.5 -0.6 -0.3 -0.3 -0.2 -0.2 0.0 -0.1 0.1 1.1
427 -1.4 -1.0 -1.0 -0.6 -0.7 -0.4 -0.4 -0.2 -0.2 -0.1 -0.1 0.1 0.0 0.2 1.0
430.5 -1.2 -0.8 -0.8 -0.5 -0.5 -0.2 -0.3 -0.1 -0.1 0.0 0.0 0.1 0.1 0.2 0.9
434 -1.0 -0.6 -0.6 -0.3 -0.4 -0.1 -0.2 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.8
437.5 -0.8 -0.4 -0.5 -0.2 -0.2 0.0 -0.1 0.1 0.1 0.2 0.1 0.2 0.2 0.3 0.7
441 -0.6 -0.3 -0.3 -0.1 -0.1 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.3 0.3 0.6
444.5 -0.5 -0.2 -0.2 0.0 0.0 0.1 0.1 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.5
448 -0.3 -0.1 -0.1 0.0 0.0 0.2 0.1 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.5
segment 20 451.5 -0.2 0.0 -0.1 0.1 0.1 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.4
455 -0.1 0.0 0.0 0.1 0.1 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
458.5 -0.1 0.1 0.1 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
462 0.0 0.1 0.1 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
465.5 0.0 0.1 0.1 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.2
469 0.1 0.2 0.1 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.2
472.5 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.3 0.2 0.3 0.3 0.3 0.3 0.3 0.2
476 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.1
479.5 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.1
483 0.1 0.2 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.1
segment 10 486.5 0.1 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.1
490 0.1 0.1 0.1 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.1
493.5 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
497 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.0
500.5 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.0
504 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.0
507.5 0.0 0.0 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.0
511 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
514.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
518 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
521.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
P5 525 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Ref : A104/R/MB/SD/524-12

A104 R MB SD 524 12 Geometry Control Issue7

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A104 R MB SD 524 12 Geometry Control Issue7

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CABLE STAYED BRIDGE ACROSS CHAMBAL RIVER ON

KOTA BYPASS – GEOMETRY CONTROL

Issue Date Subject of issue / Revision

Issue : 7 Nom Date Visa

Checked by : E. CALATOZZO 28/09/2016

Approved by : S. MONTENS 28/09/2016

CABLE STAYED BRIDGE

6. GEOMETRY CONTROL OF PYLON .............................................................................. 28

2.1 Temperature (T)

• Structure uniform temperature variations

2.1.1 Stays differential temperature (TS)

2.1.2 Structure uniform temperature variation (TU)

2.1.3 Deck temperature gradient (TG)

2.1.4 Pylon temperature gradient (PG)

2.2 Young modulus (E)

planning, the corresponding temperature is affected to the appropriate construction

2.3 Dead loads (DL)

A variation of materials density, and especially of concrete density or volume, would

2.4 Construction loads (CL)

Top altitude n Precamber with

Segment n-1 Segment n

Figure 1: Precamber convention

The precamber can be detailed in two parts:

Segment n-1 Segment n

3.3.3 Correction precamber

Precamber of a segment should be defined to reach the expected profile as soon as

Expected profile Zexp,n-1 Zexp,n

Figure 2: Choice of differences in altitude for precamber calculation

• ε n : [corrected actual altitude] – [expected altitude]

Figure 3: Actual profile taken for precamber calculation

Calculation of the correction precamber should be realized to reach expected profile

Corrected actual Zn − δ max

Segment n (i-1) segments Segment n+i

Figure 5: Methodology to match theoretical profile

A solution for minimizing i is to consider β = δ and take i to obtain:

i − 1 < i0 ≤ i Where i0 is a positive solution of (1)

Segment n i-1 Segment j-1 Segment

Figure 6: Methodology to match theoretical profile with acceptable kinks

• Z n +i −1 is given by the following formula :

• ε n + i + j −1 and ε n + i + j are assumed null (because theoretical profile and

Such considerations lead to the following formula, obtained by adding precambers

The solution minimizing j is obtained as for the solution of i by considering γ = −δ

4.1 Control points

Figure 7: Position of benchmarks on the deck - cross-section

Figure 8: Position of benchmarks on the deck - plan view

Figure 9: Position of benchmarks on the table of piers P4 and P5 - plan view

4.2 Control stages

For verification of Young modulus of concrete, surveys should be done:

4.4 Correction of actual profile

4.4.1 Correction of temperature

Temperature changes are to be divided in the following terms:

For each temperature change, the corresponding deflection is obtained from

The corrected actual altitude of a benchmark is:

• Z actual is the actual altitude of the benchmark

4.4.2 Correction of loads

• d CL0 is the deflection for simulation distributed loads

• CL is current distributed loads (in N/m)

The corrected actual altitude of a benchmark is:

• Z cor_actl,0 is the actual altitude of the benchmark with neutral temperature

4.5 Identification of deviation factors

4.5.1 Factors treated by stay tensions

The purpose of the following procedures is to differentiate these deviations from

4.5.1.1 Density of reinforced concrete