S T R U C T U R E S

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I N T R O D U C T I O N

The bridge is with a dynamically formed pylon symbolizing modern

India, and simultaneously making
structural sense. The strength of the backward inclined pylon reduces
most of the deck's dead weight, thereby
reducing the amount of backstay cables. The tunnel head is formed in
such a way that the forces of the cables
which enter from the front of the two planes and leave the backstay
plane are transferred directly. The pylon's top
is created by a steel-glass framework that contains inspection structures
that can be used as observation platforms
and illuminated at night, rendering the pylons head a light that can be
seen from a far. Small elevators should be
built into the interior of the legs of the tower, thereby allowing
convenient access to the roof .
The eight-lane composite deck (four in each direction). It is about 35 m
long and is driven at 13.5 m intervals by
lateral cables spaced. The same portion of the deck continues into the
approaches, protected by piers at intervals
of 36 m. The pylon is located to the east coast, forming a gateway linking
the Wazirabad area to New Delhi. The
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C O N C E P T U A L D E S I G N
The Bridge is one of several infrastructure projects currently under construction in Based on this context, during various technical sessions with the highly
New Delhi. The bridge is involved client, multiple alternatives for
becoming a requirement to relieve the existing normal traffic strain that runs the future bridge were drawn up and evaluated. The result was a cable-stay
north of New Delhi across the ed bridge configuration with some
Yamuna River on a two-lane road over the Wazirabad Dam. The area across the novel technologies that confer an easily recognizable signature look. The
bridge is to be turned into a tourist concept developed from well-proven
destination and it is proposed that the Yamuna River be widened to lake-like structural approaches to the use of a slender composite deck throughout
dimensions at this spot. Therefore, this time period. This style of deck was
the customer requested a long-range, but lightweight bridge as well as a signature first used in the second Hooghly Bridge in Kolkata, India's first
design that will become one of cable-stayed bridge, and it has been popular
the tourist attractions in the city, as well as a benchmark for New Delhi. The internationally practice since.
bridge's west and east approaches With its large glass top, the pylon gives sufficient room for symbolic
have been under construction, and planned to be ready by June 2013. A district- formulation. The upper portion of the pylon
of-the-art lighting system, an structure allows for large-scale decorative paintings on its top, which is not
extensive bridge safety control system, internal elevators and an external possible with traditional cable-stayed
mechanized maintenance system will bridge pylons. This will further strengthen its uniqueness by using native Indian
also be available at the bridge concepts as ornamental graphics

Because of its inclination, the pylon weight will account for a con
the dead load of the main span
Whereas other bridges of similar structure, such as the Alamillo
and the Erasmus Bridge in
Rotterdam,
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depended at the bottom, in accordance
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with the overall truss-like action of the cable-stayed bribe. Since
force ofR the
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AT V E R M A the
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at a greater level than
 C O N C E P T U A L D E S I G N
The result of the Yamuna Bridge conceptual design process is a
Because of its inclination, the pylon weight will account for a structure that seeks to blend robustness as well as structural
considerable part of the dead load of the main span soundness with the requirements of a signature bridge. Detailed
Whereas other bridges of similar structure, such as the Alamillo Bridge layout of the Yamuna Bridge has been established only after the
in Seville and the Erasmus Bridge in idea was authorized by the Delhi Government as well as the Delhi
Rotterdam, feature angled masts spreading towards the deck, the mast Urban Arts Commission
is depended at the bottom, in accordance
with the overall truss-like action of the cable-stayed bribe. Since the
resulting force of the backstays hits the pylon
at a greater level than that of the main span cables, a moments is
induced that mitigates the moment triggered by the bend, i.e., the
pylon legs change the direction

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 S T R U C T U R A L D E S I G N

The bridge comprises of a steel tower and even a composite deck, which is
endorsed on a series of very well foundations and piles
Deck: The deck of the bridge is formed by two four-lane carriages,
usually 14.00 m long and divided by a concrete guardrail as well as two
lateral evacuation pathways .The deck is built at 4.5 m intervals by outer
I-shaped longitudinal principal girders and I-shaped cross girders. A third
centralized main girder is mounted on multiple cross girders to disperse
heavy live loads. All structural steel is of grade S355 (or equivalent to
Indian). Shop welding and splices on-site with high-resistance friction
grip bolts were proposed. Pre-cast deck slabs of concrete grade M50 and
span of 4.5 m would be used among cross girders. The normal thickness
of 250 mm rises at the main structure and even in the backstay
anchorage area to 700 mm
Such a composite deck not only allows the steel grid to be quickly and
easily assembled, but also provides the economic benefit of having the
concrete supporting the horizontal cable thrust, which results in a cost-
free prestress. A very similar configuration with pre-cast elements has
also been used effectively for the Ting Kau Bridge in Hong Kong. At both
sides of both the bridge as well as at the pylon, the deck is transversally
restrained. At the pylon is the only longitudinal restriction to the deck.
The Deck's predicted longitudinal motion at its western end is around
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 S T R U C T U R A L D E S I G N

Cables:
Two cable planes support the Ground. The cables are directly attached with the dead end to
the webs of the
external central girders at lengths of 13.5 m, and have been stressed within the stressful
chambers at the top of the
pylon.
The cables are to be constructed from 1770 grade bundles of parallel 0.6′′ wires. The number
of strings per cable
ranges from 55 to 123 Nos at the main span depending on the venue, and will be 127 Nos for
each backstay.
Similar to international practice, corrosion protection must be provided with galvanized hot
dip wires and
independently coated strands protected by an external polyethylene plug. The upper part of
the cables will be
secured against fire in the backstay field.

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Pylon:
The pylon consists of several legs made of steel boxes fusing into one upper pylon zone in
which the cables connecting the main span as well as the backstays are supported and
connected
The upper tower is also constructed as a rectangular box-section made of a load-bearing skin
that is softened by the use of internal stiffeners and bracing . The pylon is joined to the
ground by a monolithic friend. It incorporates horizontal forces into the Deck pavement in the
longitudinal direction. A powerful steel cross tie which binds the two legs at the base of the
cross girders carries the horizontal forces in the lateral direction. The pylon legs have been
supported on huge spherical bearings underneath the deck so as not to induce bending within
the substructure. Each bearing must be able to convey vertical forces of up to 170 MN .
or the pylon, the majority of the steel is to be rated S355. The grade S460 steel can be used in
overstressed areas, such as the area where the pylon is bent. The pylon raises approximately
another 30 m above the topmost cable anchorage level, forming the pylon head, a glass-
covered steel framework that contains the lighting system and supports, as described earlier

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Foundations:
The foundations were built for the maximum scour level for a regular flood test of 177.7 m while the scour level
considered is 181.5 m for seismic event. This is a special bridge, and its scheme calls for solutions to difficult
problems with the nature of the foundations to be laid in varied soil strata. The foundation design strategies have
done on the basis of extensive experience with excellent foundation designs from other major crossings in India,
such as the wire-stayed second Hooghly bridge, the huge balanced cantilevered Varanasi Bridge with 70 m deep
well frameworks, as well as India's first wire-stayed bridge at Akkar in Sikkim. Six foundations were built with
spread footing as open foundations, and another 16 foundations became well building blocks. For the 16 well
foundations, in both linear including lateral directions, eight are centered on alluvial soil and the balance on
undulated rock. The level of rock under the base ranges from RL161 to RL188 m . The open base supporting the
pylon legs is subjected to a vertical load of 17 0 MN along with simultaneous action of a horizontal force of 27000
kN. Considerable effort was needed to move these high loads from the bearing to the pier cap and from the pier
cap to the pier, and also to ensure sufficient concrete flow with sufficient dense compaction below the bearings.
Provisions for bearings replacement will also be made in the future. All these things made the bearing mechanism
and the cap of the pier completely special. Because rock depth was relatively shallow, an open base was adopted .
Also unique structures are the basis for the back stay pier. The power of up liftment exceeds 65300 kN. The
adopted base structure consists of two wells linked by a 4.5 m deep beam at the c entre of which is located at the
back stay pier. The foundations have been originally designed according to the Design Basis Report which founded
the wells at RL165. 5 m. However, eight coal seams were taken at positions along the perimeter of the well just
before completion of the wells. The rock profile in both the transverse as well as longitudinal directions of the
bridge was found to be highly irregular and steeply sloping.
Several schemes were contemplated and it was eventually agreed to have 16 1200 mm diameter piles through
both the staining of each well that has been brought deep into the rock. Also calculated was the anchored length
within the rock to withstand the tension as well as compressive forces formed in these piles. Special research was
performed considering the relationship of the soil structure for the well and the pile working as one unit together .
The design took into account the liquefaction of the soil up to a depth of 10 m during a seismic event and heavy
scouring at the Yamuna River. The development of the well fundamental principles was planned using the AARSH MALHOTR A | 4A | 180BARCH030
jackdown method, which can lead to savings in concrete and steel amounts used. This approach also enables
successful control to prevent tilt and change during the sinking of the wells, including times when the wells get JASSIMAR SINGH | 4A | 180BARCH034
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CONCLUSION:
The framework was planned in compliance with Indian codes of practice, i.e. using acceptable stress design
including loads in compliance with IRC: 6-2000.The Euro codes have been used for issues whereby Indian
codes are not accessible or not applicable, whereas the cable stay guidelines have been used for the design
of the cables. A tri-dimensional (3D) finite element model of the bridge was used for the global analysis.
The deck was designed using shell elements to rigidly link the concrete slab to framework elements that
reflect the steelwork below. The deck is designed to resist the failure of any cable and sometimes the
design was governed by this load case. The pylon was also modelled to elements of 3D shells.
Geometrically non-linear algorithms applied to the predeformed structure were found to have effects of
second order. Extensive seismic analysis was carried out using three methods based on site-specific
parameters:
(a) equivalent static method,
(b) method of response spectrum,
(c) linear method of analysis of the time history. Study findings showed that seismic forces are on the safe
side from the comparable static approach with a standard lateral load of 10 per cent gravity. Part model
experiments in the wind tunnel have shown that no flutter can occur. Modeling of the pylon to achieve
practical predictions for the wind loads to be implemented was of significance. The average lateral wind
load introduced to the pylon (based on a design wind speed with a return period of 100 years) is 1.7 KN /
m2 . Local glass model peak loads exceed 4.2 KN / m2 at the pylon head

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