REPORT ON

BY:- PROF.RAVINDER
SHRIVASTAV SIR.

CHENAB BRIDGE

REPORT SUBMITTED BY: -

RISHABH KHANNA
(AB19009)

AKASH AGRAWAL (AB19018)

SWASTI SUNDER DAS

(AB19025)

AQUIB MEHAMOOD
(AB19048)
 INTRODUCTION: -
Indian Railways has undertaken the mega-project of construction of a new railway line in the State
of Jammu and Kashmir, from Udhampur to Baramulla. The project has been declared as a national
project. The alignment is a culmination of a large number of tunnels and bridges, which are to be
implemented in highly rugged and mountainous terrain, with the difficult Himalayan geology. The
alignment crosses a deep gorge of the Chenab River, which necessitates construction of a long-span
bridge. As of mid-2009, it was decided that the original route is back on track and the bridge will be
built as originally planned. However, it was concluded that the main span of the bridge will be
modified to be 467 meters.

PROJECT DESCRIPTION:-
• The Chenab Bridge is an Indian railway steel and concrete arch bridge under construction
between Bakkal and Kauri in the Reasi district of Jammu and Kashmir in India. When
completed, the bridge will span the Chenab River at a height of 359 m (1,178 ft) above the
river, making it the world's highest rail bridge.

• The Rs5.12bn ($92m) bridge is a part of Jammu-Udhampur-Srinagar-Baramulla Rail Line

(JUSBRL) project being undertaken by the Ministry of Indian Railways. The bridge will include
a 14m-wide dual carriageway and a 1.2m-wide central verge.

• The project is expected to be finished by December 2021 and will have a lifespan of 120
years. It will contribute to the economic development of the state and help in providing
better transportation accessibility within the state and the country.

• The gap between katra and banihal is link with the construction of this bridge which will
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connect Kashmir valley more rest of the India.

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 NEED FOR CHENAB BRIDGE: -
• Travelling in and around the mountainous terrain of Jammu and Kashmir has been a great
difficulty for locals.
• An urgent need to provide better transportation facilities was recognized by the
Government of India.
• Construction of a national railway project that will connect J&K with the rest of India was
therefore proposed
• The JUSBRL project was launched in 2003 as part of this proposal. The 345km-long railway
line between the Jammu and Baramulla regions will enhance mobility within the state and
across India.
• The railway line will traverse along Jammu-Udhampur-Katra-Quazigund-Baramulla.
Construction of the Jammu to Udhampur section was completed and opened in April 2005.
Work is progressing on the Udhampur to Baramulla section.
• The project includes construction of several bridges and tunnels along the route, of which
Chenab Bridge is one.
• It is will span across the deep Chenab river and provide access to the Kashmir valley from
Udhampur.
• It will contribute to the economic development of the state and help in providing better
transportation accessibility within the state and the country.

CHENAB BRIDGE DESIGN DETAIL:-

• Chenab Bridge forms a massive steel arch. The country has no codes or design guidance for
such massive structures. Based on experiences drawn from similar projects worldwide, the
design practices for the bridge are being followed.

• BS: 5400 is being used as the basic guideline for the design and construction of the bridge.
The deep Chenab river valley under the bridge is prone to high wind pressure risking the
stability of the bridge.

• Norway-based Force Technology Laboratory conducted several wind tunnel tests to

understand the effects of wind speed, static force coefficients and gust buffeting. The bridge
is designed to resist wind speeds of up to 260km/h.

• The bridge will include 17 spans, as well as the 469m main arch span across the Chenab
River, and viaducts on either side. The main span of the bridge will include two 36m-long
approach spans.

• The design of the steel arch is done by sub consultant Leonhard, Andrä und Partner of
Germany.

• The superstructure has been constructed progressively from the piers. The PSC box depth
varies from 9.75 m at root to 3.4 m at the Centre of span 2.

• The Span-depth ratio for mid span at root is 16.4 m and at mid span it is 47 m.
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 DESIGN CONSIDERATION: -
• Limit state philosophy of design has been decided to be followed as per BS codes

• Computation of wind load effects as per wind tunnel tests

• Site specific seismic spectra developed by Indian Institute of Technology (IIT) Roorkee

• Provision of Euro code 8 for ductility detailing of very tall and hollow rectangular RCC piers

• Provision of long welded rail (LWR) over the bridges and resulting force calculation as per
UIC – 774-3R guidelines

• Blast resistant design used

• Design checking for fatigue as per BS codes

• Deformation limits as per comfort criteria of UIC – 776-2R and UIC 776 -3R guidelines

• Redundancy provided in the structures, for lower level of operation during mishaps and
against collapse in extreme cases of one pier failure.

• It will be built as a two ribbed arch with steel trusses made of concrete-filled sealed steel
boxes. The structure will be supported by two 130m-long, 100m-high pylons on either end
through cables.

• Steel was chosen to construct the bridge as it will be more economical and able to resist
temperatures of -20°C and wind speeds of above 200km/h.

• To enhance safety and security, the bridge will be made of 63mm-thick special blast-proof
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steel. The concrete pillars of the bridge are designed to withstand explosions. It is expected
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 that the structure will be able to withstand earthquakes of magnitude eight on Richter Scale
and up to 40kg of TNT blasts.

• An online monitoring and warning system will be installed on the bridge to protect the
passengers and train in critical conditions. Footpaths and cycle trails will be provided
adjacent to it. The bridge will be painted with a special corrosion-resistant paint, which lasts
for 15 years.

• BRIDGE CONSTRUCTION AND CHALLENGES: -

• The bridge is being constructed in one of the most complicated and isolated terrains. One of
the biggest challenges involved was construction of the bridge without obstructing the flow
of the river.

• The deck of the bridge is partly in straight horizon and partly in curves. It is located on a
transition curve with changing radius. This is the first time a bridge is being constructed
incrementally on a transition curve.

• Cable cranes and derrick will be used to construct the bridge. The cable cranes used for the
project will be the largest in the world.

• Construction of the bridge is expected to require 25,000MT of steel, 4,000mt of reinforced

steel, 46,000m³ of concrete and eight million cubic meters of excavation.

• The construction of the bridge was discontinued in 2008 due to alignment and safety issues.
It was resumed in 2010, with estimated completion in 2015, which was subsequently pushed
to 2019. The erection of 5,462MT of the 9,010MT of steel was completed as of January 2020,
which marked the completion of 83% of the construction work.
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 SLOPE STABILIZATION: -
• The slope of the valley varies from 43’ TO 77’.
• The slope stabilization design was measured by Indian institute of science banglore.
• The design was rechecked by renowned international consultancy firm urs.
• On bakkal side nearly 5km of road was formed on the slope and on kauri side 3km of road
was constructed for the movement of heavy construction equipment.
• After the excavation of rock bolt of design length of 4m,8.5m,11m were installed
• Porus pipe were installed to prevent hydrostatic pressure.
• Guinting with steel reinforcement is provided to strengthen and stabilize the slope
• Top down method has been adopted for safety view.
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 CONTRACTOR INVOLVED IN CONSTRUCTION OF
BRIDGE: -
• Amberg Engineering was appointed to carry out review work of the alignments. Konkan
Railway Corporation is executing the project. Design and construction of the bridge was
awarded to a joint venture of Afcons Infrastructure, Ultra Construction & Engineering
Company of South Korea and VSL India in 2004.

• Finland-based WSP Group and Germany-based Leonhardt Andra and Partners are the
consultants for the project. VCE Consult ZT-GmbH designed the pylons of the bridge. Jochum
Andreas Seiltransporte installed the cables for the pylon. AkzoNobel was awarded the
painting services contract for the bridge.

• AECOM was awarded a contract to provide technical guidance and monitoring services for
design and construction works. The scope includes engineering services, proof-checking the
project drawings and design, ground engineering, planning and consulting.

SOCIO-ECONOMIC IMPACT:-
• Reliable connectivity to far flung areas of Jammu and Kashmir by rail.

• Construction of Access Roads: With the construction of approach roads, many villages will
get connected and would help in development of those areas.

• Employment: The project would generate employment for local people as well as for others.

• Permanent job in Railways to one of the family members whose more than 75% land has
been acquired.

FINANCIAL INFORMATION: -
A national project with 100 per cent of central funding, the bridge is being built on Chenab River
between Bakkal and Kauri in the Reasi district of Jammu and Kashmir.

INNOVATION: -
During the Design and construction of this bridge, a number of innovations/firsts have been
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achieved. The list of innovations/firsts is as under:

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 • The Heaviest bearings ever used in any bridge in India. Total weight of bearings is 42.0 MT

and maximum capacity 4000 MT. Physical Weight of bearings is shown Table 4.

• Longest span Pre-Stressed Concrete bridge (160m) in India.

• The fastest construction of any P.S.C structure in India for a bridge of 280 m length.

• The shortest time cycle consistently achieved for the construction of each pair of segments (06

days).10.13

• Concrete Mix with minimum cement content of 400 Kg for M 50/43 grade used in India along

with Admixture (cement used O.P.C 43 Grade). Fe 500 steel for Reinforced bars used for the

first time in India in a cantilever construction bridge.

• Pre-stressing being done after only 60 hours of casting of each segment.

• The concrete below bearings done by Conbextra grout for the first time. Self

Compacting Concrete (S.C.C) used for the first time for concrete below the bearings.

• The depth of Girder in the Central Portion is 3.40M for 160 m span. This has a high span depth

ratio of more than 47.

• Total concreting with automatic batching concrete plant and concrete pump. Concrete mixed

transported and placed untouched by hand for a cantilever construction river bridge in India.

• Use of Electrical Passenger Hoist for Inspection used first time in India for river bridge.

• Use of surface retarder & curing compound for cantilever bridge.

• 43 Grade Cement used for 50 MPa concrete for the first time.

• Fastest Approval of Founding levels for execution.

• Segments on both sides of the Pier concreted simultaneously balancing the weights by doing

synchronized casting for the first time

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 CHALLENGES FACES IN THIS PROJECT: -
• Harsh weather condition in winter the temperature drop down to 0 deg cel and wind
speed is up to 50/60kmph.
• The bridge is being constructed in one of the most complicated and isolated terrains.
One of the biggest challenges involved was construction of the bridge without
obstructing the flow of the river. Approach roads, five kilometres in length, were
constructed to reach the foundations of the bridge.
• Jammu and Kashmir region is most sensitive region in terrorist attack. Thus it is most
challenging task to convince the engineers and labours to work at the site.
• Transportation of construction equipment to the site was really challenging task an
approach road of 30km and various tunnel were constructed for the reach of the site.
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 VALUE FOR MONEY ANALYSIS:-
The VFM analysis is based on the benefits from this project. The key benefits which are occurred in
this project are

• Establishing faster transport networks between major cities and ports.

• Providing an impetus to smoother movement of products and people within India.

• Enabling industrial and job development in smaller towns through access to markets.

• Driving economic growth directly, through construction as well as through indirect demand
for cement, steel and other construction materials.

TIMELINE OF CHENAB BRIDGE: -

• The Chenab Bridge was originally intended to be completed in December 2009. However, in
September 2008 the project was halted due to fears over the bridge's stability and safety.
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Work on the bridge restarted in 2010 with the plan to complete it in 2015.
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• Jul 2017: construction work resumes.

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 • Nov 2017: The Work On Arch Bridge To Completed By "May 2019".

• Nov 2018: Bridge under active construction.

• Dec 2018: Project may not complete by end of 2019.

• Aug 2019: 80% work completed. To be opened in mid of 2020.

• Nov 2019: 83% work completed. To be opened in March 2021.

• Jan 2020: To be opened in December 2021

PYLONS: -
For a swift erection and launching of main arch span, the pylons with cable cranes have been
commissioned. The pylon height is approximately 127 metres at the Kauri end and approximately
105 metres at the Bakkal end. This cable crane has the longest span in the world, with 34 ton
combined lifting capacity.

pylons

KEY LEARNING AND OBSERVATIONS:-

• The world's highest railway bridge. The bridge with the widest span in the Indian broad
gauge railway network.
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• Travelling in and around the mountainous terrain of Jammu and Kashmir has been a great
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difficulty for locals. An urgent need to provide better transportation facilities was

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 recognized and It will contribute to the economic development of the state and help in
providing better transportation accessibility within the state and the country.
• The bridge is being constructed in one of the most complicated and isolated terrains.
• This is the first time a bridge is being constructed incrementally on a transition curve.
• Various new innovations are used in the construction of Chenab bridge and it is one of
the most complicated project in the Indian history
• Two pylons (about 130 m and 100 m high) were erected on either side of the river, and two
auxiliary self-propelled cable cranes (capacity of 20t each) were used to two temporary
auxiliary ropes across these pylons. The ropes were used to support the partly finished arch
parts. After arch completion, the trusses will be added, finally the girder will be constructed
as a horizontal sliding type platform.
• There are various challenges faced during it construction due to which it completion date are
getting forwarded again and again. As per the recent data, 83% of work is completed in 2019
and it will get opened in December 2021.
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