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Coordinates : - 19.03648N 72.81725E

TECHNICAL DETAILS OF RAJIV GANDHI (BANDRA-WORLI) SEA LINK PROJECT(PACKAGE-IV)

APPROACH BRIDGE

General:

Bridge is arranged into units of typically five or six continuous spans of 50m.

Length of bridge: 800m + 200m + 1600m

Span: 50m

Carriageway: 15m

Side walk: 2.2m on one side

Crash barrier: 400mm on both sides

Pile:

Load bearing piles socketed into hard rock to a minimum of 4m length.

4 nos. of bored cast in-situ pile of 1.5m dia of length varying from 5m to 36m designed for loadcarrying capacity of 1000T (approx.).

M50 grade concrete & Fe415 grade fusion bonded epoxy coated.reinforcement.

Liner: 12mm thick permanent steel casing for all piles.

Total nos. of pile: 372

Pile cap:

Hexagonal shape pile cap of size 10m x 9.5m x 3.5m for fixed pier location and 10m x 8m x 3mfor sliding & expansion pier location.


Tremieseal (PCC) of M30 grade concrete 1m thick below pile cap.

Cofferdam: Interlocking liner type, Circular type & Sheet pile type.

Total nos. of pile cap: 94

Pier:


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Hammer head shape hollow pier of size 4m x 2.5m, height varies from 5m to 18m. Pier isdivided as Fixed type, Sliding type & Expansion type.


Total nos. of pier: 94

Segment:

Fish belly shaped precast segmental concrete box of size 18.1m x 3m x 3m with 3 voids.Segments match cast by short line method.


Segment weight: 110T to 130T

Total nos. of segment: 1554

Erection:

Span by span construction using over head launching truss of capacity 1600T. One spanconsists of 16 segments.

Epoxy glue is used to join the segments. Temporary post-tensioning is done using 6 nos. stressbars during gluing.

2 nos. cast in-situ wet joints of 200mm width in each span is provided.

Bearings: Disc bearing (fixed & sliding type) of capacity varying from 700T to 1400T.

Post tension: 30 nos. of tendons each having 19 x 15.2mm strands and 6 nos. of tendons eachhaving 4 x 15.2mm strands.

Expansion Joint: Modular type expansion joint with movement range of 320mm.

CABLE STAYED BRIDGE

Bandra Cable Stay

General:

Length of bridge: 600m

Span: 50m + 250m + 250m + 50m

Carriageway: 15m


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Side walk: 2.2m on both sides


Pile:

Load bearing piles socketed into hard rock.

For tower, 52 nos. of bored cast in-situ piles of 2.0m dia of length 30m designed for loadcarrying capacity of 2000T (approx.). For pier, 4 nos. of bored cast in-situ pile of 2.0m dia oflength varying from 22m to 26m.




Pile cap:

H shape pile cap of size 57m x 30m x 6m for tower. Hexagonal shape pile cap of size 10m x12m x 5m for pier.



Cofferdam: Interlocking liner type.

Post tension: 28 nos. of tendons each having 19 x 15.2mm strands.


Tower/Pier:

125m height tower above pile cap with varying cross-section. 4 inclined legs of tower meet at70m from deck level and continue straight for another 30m. The 30m straight portion is providedwith anchorages for stay cables. Grooves are provided on the curved faces of the tower foraesthetics.

Hammer head shape hollow pier of size 4m x 2.5m with height 18m.


Total nos. of Tower: 2

Total nos. of Pier: 8


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Segment:

Fish belly shaped precast segmental concrete box of size 22.7m x 3m x 3m with 3 voids.Segments match cast by short line method. Anchorage for stay cables provided in alternatesegments.




Erection:

Segment by segment erection by balance cantilever method using Derrick system of capacity150T.

Epoxy glue is used to join the segments. Temporary post-tensioning is done using 22 nos.stress bars during gluing.

Cast in-situ wet joints of 50mm width is provided at every 50m interval.

Stay cable: Parallel wire system with 7mm dia. galvanized steel wires and 2 layers of HDPE.The number of steel wires in stay cable varies from 61 to 121 and the capacity of stay cablevaries from 390T to 770T. The length of stay cable varies from 85m to 252m. Dead end of staycable is anchored to the tower head and the live end is anchored to both sides of deck at 6minterval. There are 33 nos. of stay cables on either side of the tower.

Total nos. of stay cables: 264

Post tension: 134 nos. of tendons each having 19 x 15.2mm strands of various lengths.

Bearings: POT type PTFE bearing (sliding type) of capacity varying from 750T to 1850T.


Worli Cable Stay

General:


Span: 50m + 50m + 150m + 50m + 50m

Carriageway: 15m

Side walk: 2.2m on both sides


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Pile:

Load bearing piles socketed into hard rock.

For tower, 6 nos. of bored cast in-situ piles of 2.0m dia of length 30m designed for load carryingcapacity of 2000T (approx.). For pier, 4 nos. of bored cast in-situ pile of 1.5m dia of lengthvarying from 22m to 26m.


Liner: 12/16mm thick permanent steel casing for all piles.


Pile cap:

Hexagonal shape pile cap of size 19m x 12m x 3m for tower. Hexagonal shape pile cap of size10m x 8m x 3m for pier.



Cofferdam: Interlocking liner type.


Tower/Pier:

55m height tower above pile cap 2 inclined legs with strut at top. The tower top portion isprovided with anchorages for stay cables. Grooves are provided on the curved faces of thetower for aesthetics.

Hammer head shape hollow pier of size 4m x 2.5m with height 16m.


Total nos. of Tower: 4

Total nos. of Pier: 8

Segment:

Fish belly shaped precast segmental concrete box of size 22.7m x 3m x 3m with 3 voids.Segments match cast by short line method. Anchorage for stay cables provided in alternatesegments.


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Erection:

Segment by segment erection by balance cantilever method using Derrick system of capacity150T.

Epoxy glue is used to join the segments. Temporary post-tensioning is done using 22 nos.stress bars during gluing.

Cast in-situ wet joints of 50mm width is provided at every 50m interval.

Stay cable: Parallel wire system with 7mm dia. galvanized steel wires and 2 layers of HDPE.

The number of steel wires in stay cable varies from 85 to 139 and the capacity of stay cablevaries from 540T to 885T. The length of stay cable varies from 30m to 81m. Dead end of staycable is anchored to the tower head and the live end is anchored to both sides of deck at 6minterval. There are 10 nos. of stay cables on either side of the tower.

Total nos. of stay cables: 160

Post tension: 70 nos. of tendons each having 19 x 15.2mm strands of various lengths.

Bearings: POT type PTFE bearing (sliding type) of capacity varying from 700T to 1200T.


LINK BRIDGE

Segmental bridge portion

General:

Bridge is arranged into units of typically three continuous spans of 50m and seven continuousspans of 30m.

Length of bridge: 150m + 210m

Span: 50m and 30 m

Carriageway: 15.65m



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Pile:


4 nos. of bored cast in-situ pile of 1.5m dia of length varying from 9m to 11m designed for loadcarrying capacity of 1000T (approx.).




Pile cap:

Hexagonal shape pile cap of size 10m x 9.5m x 3.5m for fixed pier location and 10m x 8m x 3mfor sliding & expansion pier location.



Cofferdam: Circular type.


Pier:

Hammer head shape hollow pier of size 4m x 2.5m, height varies from 8m to 11m. Pier isdivided as Fixed type, Sliding type & Expansion type.



Segment:

Fish belly shaped precast segmental concrete box of size 18.1m x 3m x 3m with 3 voids.

Segments match cast by short line method.





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Erection:

Span by span construction using over head launching truss.

One span (50m) consists of 16 segments and (30m) consists of 9 segments.

Epoxy glue is used to join the segments. Temporary post-tensioning is done using 6 nos. stressbars during gluing.

2 nos. cast in-situ wet joints of 200mm width in each span is provided.

Bearings: Disc bearing (fixed & sliding type) of capacity varying from 400T to 1400T.

Post tension: 30 nos. of tendons each having 19 x 15.2mm strands and 6 nos. of tendons eachhaving 4 x 15.2mm strands in 50m span. 18 nos. of tendons each having 19 x 15.2mm strandsin 30m span.


Girder bridge portion

General:

Bridge is arranged into units of four to seven continuous spans of 24m


Span: 24m and 13m

Carriageway: 15.65m



Pile/Pier:


2 nos. of bored cast in-situ pile of 2m dia of length varying from 15m to 20m designed for loadcarrying capacity of 2000T (approx.).




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Pier cap:

Solid pier cap of 1.6m height, 2.4m wide over the two piles with cantilevers at both ends.



Girder:

T shaped precast girder of 1.1m height, 400mm wide at base and 1.99m wide at the top. Girderlength varying from 20m to 22.5m.

Post tension: 3 nos. of tendons each having 7 or 12 nos. of 15.2mm strands.

1.5m wide diaphragm provided to connect girders to make the span continues.


Girder weight: 50T

Total nos. of girder: 162

Erection:

Span by span construction using over head launching truss.

One span consists of 9 girders erected one at a time.

Cast in-situ deck slab of 240mm thick over the girders is provided.

Stitch cable of 9 nos. each having 4 x 15.2mm strand is provided in deck slab at supportlocation.

Elastomeric bearing of size 360 x 360 x 96 mm is provided at expansion joint location. In otherlocation the pier is integral with the deck/girder.

Modular type expansion joint with movement range of 240mm & 160mm. Strip seal type

expansion joint with movement range of 50mm.


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Various agencies involved during the construction of Package IV are listed below:

Client / Owner

Maharashtra State Road Development Corporation Ltd.

Design Consultants

Consortium of Consultants:

Sverdrup Asia Ltd. (India)

AGRA Earth & Environmental INC. (USA)

KPMG India Pvt. Ltd.

Shrikhande Consultants India Pvt. Ltd.

TPG (India)

with

HNTB (USA)

Ratan J. Batliboi Architects (India)

Design Consultants (for cable stay bridges) & Project Management Consultants

Dar Consultants (U.K) Ltd.

in association with

Dar Consultants (India) Pvt. Ltd.

Design Consultants (for portion of Link Bridge)

STUP Consultants India Pvt. Ltd.

Proof Consultants

Consortium of Consultants:

Construma Consultancy

Mott Mc Donald

Schlaich Bergermann
http://www.msrdc.org/http://www.in.kpmg.com/http://www.scplasia.com/http://www.hntb.com/http://www.rjbx.firm.in/http://www.dargroup.com/http://www.bandraworlisealink.com/dar.htmlhttp://www.stupco.com/http://www.mottmac.com/http://www.sbp.de/http://www.in.kpmg.com/http://www.scplasia.com/http://www.hntb.com/http://www.rjbx.firm.in/http://www.dargroup.com/http://www.bandraworlisealink.com/dar.htmlhttp://www.stupco.com/http://www.mottmac.com/http://www.sbp.de/http://www.msrdc.org/


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Proof Consultants (for cable stay bridges)

T.Y. Lin International

Main Contractor

Hindustan Construction Company Ltd.

with

China Harbour Engineering Company Ltd.

Consultants to Main Contractor

VSL International Ltd.
http://www.tylin.com/http://www.hccindia.com/http://www.chec.bj.cn/ens/gsgk/zgjj/index.htmlhttp://www.vsl.com/http://www.tylin.com/http://www.hccindia.com/http://www.chec.bj.cn/ens/gsgk/zgjj/index.htmlhttp://www.vsl.com/


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Various products used in Package IV is listed below along with the name of the Manufacturer

/ Supplier:

Cement:OPC 53 Grade Ambuja Cements Ltd

Concrete Admixture:

BASF Construction Chemicals (I) Pvt. Ltd.

Sika India Pvt. Ltd.

Fosroc Chemicals (I) Pvt. Ltd.

Master Builders Technologies

Microsilica:

Elkem

Reinforcement Steel:Fe415 gradeTata Tiscon

Steel Authority of India Limited

Vizag Steel

Stay Cable:Parallel wire system Shanghai Pujiang Cable Co., Ltd

Bearing:Disc Bearing, POT Bearing & Elastomeric Bearing Metal Engineering & Treatment Co. (P) Ltd.

MAGEBA Bridge Products Pvt. Ltd.

Expansion Joint:Modular type MAGEBA Bridge Products Pvt. Ltd.

Post-tensioning Components:

VSL India Private Limited

Prestressing Strand:
http://www.gujaratambuja.com/index1.htmlhttp://www.basf-cc.co.in/http://www.sika.in/http://www.fosroc.com/http://www.mbtaus.com.au/http://www.elkem.com/http://www.tatatiscon.co.in/http://www.sail.co.in/http://www.vizagsteel.com/http://www.spccc.com/http://www.metcocal.com/http://www.mageba.in/http://www.mageba.in/http://www.vsl.com/http://www.gujaratambuja.com/index1.htmlhttp://www.gujaratambuja.com/index1.htmlhttp://www.basf-cc.co.in/http://www.sika.in/http://www.fosroc.com/http://www.mbtaus.com.au/http://www.elkem.com/http://www.tatatiscon.co.in/http://www.sail.co.in/http://www.vizagsteel.com/http://www.spccc.com/http://www.spccc.com/http://www.metcocal.com/http://www.mageba.in/http://www.mageba.in/http://www.vsl.com/


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Tata SSL Ltd

Rebar Couplers:

Dextra India Pvt. Ltd.

Metal Crash Barrier:

Case Cold Roll Formings Ltd

Fracasso Group

Metal Hand Rail:

Pioneer Fabricators (P) Ltd.

Epoxy Glue:For joining segments Sika India Pvt. Ltd.

Fosroc Chemicals (I) Pvt. Ltd.

Epoxy Paint:For splash zone area Coating & Foaming Inc

Choksey Chemicals Pvt. Ltd.

Coal Tar Epoxy Paint:For structures below soil Coating & Foaming Inc

Toll Instrumentation:On board unit, Transceiver, Manual booth controller, Smart CardReader

EFKON India Pvt. Ltd.

Variable Message Sign Board:

Imago Group

Sensor:For vehicle classification system Sensor Line GmbH

Vishay (Height sensor)

User Fare Display, Over head lane signal & Traffic Light:

Crystal Peripherals & Systems Pvt. Ltd.
http://www.tatawire.com/http://www.dextragroup.com/http://www.casecold.com/http://www.fracasso.com/http://www.pioengg.com/http://www.sika.in/http://www.fosroc.com/http://www.coatingandgoogle.co.in/http://www.chokseychem.com/http://www.coatingandgoogle.co.in/http://www.efkon.com/http://www.imagoscreens.com/http://www.sensorline.de/http://www.tatawire.com/http://www.dextragroup.com/http://www.casecold.com/http://www.fracasso.com/http://www.pioengg.com/http://www.sika.in/http://www.fosroc.com/http://www.coatingandgoogle.co.in/http://www.chokseychem.com/http://www.coatingandgoogle.co.in/http://www.efkon.com/http://www.imagoscreens.com/http://www.sensorline.de/


15/39

Automatic Barrier:

Magnetic Auto Control

Receipt Printer:

Epson

Lane Camera:

Samsung

Incident Capture Software:

Omni

Vibration Survey System:

Kinemetrics

Road Signages

Protek Traffic Devices Pvt. Ltd.

Road Stud:Over wearing course 3M India Limited

Toll Booth:

Windoors International Limited

Paver Blocks:

Super Tiles & Marbles Pvt. Ltd.

Flood Light fixtures:

Keselec Schreder Private Limited

Street Light & High Mast:

Bajaj Electricals Limited

Electrical Cables:

Polycab Wires Pvt. Ltd.

UPS System:
http://www.ems-limited.co.uk/http://www.pos.epson.co.uk/http://www.samsungcctv.com/http://www.kinemetrics.com/http://www.protekindia.net/http://www.3m.com/inhttp://www.windoors-india.com/http://www.superexternaltiles.com/http://www.schreder.co.in/http://www.bajajelectricals.com/http://www.polycab.com/http://www.ems-limited.co.uk/http://www.pos.epson.co.uk/http://www.samsungcctv.com/http://www.kinemetrics.com/http://www.protekindia.net/http://www.3m.com/inhttp://www.windoors-india.com/http://www.superexternaltiles.com/http://www.schreder.co.in/http://www.bajajelectricals.com/http://www.polycab.com/


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Emerson Network Power

Fun facts about the Bandra-Worli sea link

The long-awaited Bandra-Worli sea link, seen as an engineering marvel, weighs equivalent to that of 50,000 African

elephants!

The steel wire used is equivalent to the circumference of the earth.

The 5.6 kilometre-long cable stayed bridge, to be opened by Congress President Sonia Gandhi on June 30, is 63

times the height of the Qutub Minar. Earlier, the bridge was to be opened to public on June 16.

It has consumed 90,000 tonnes of cement, which would suffice to make five ten-storied buildings, informed a

Maharashtra State Roadways Development Corporation official.
http://www.emersonnetworkpower.co.in/http://www.emersonnetworkpower.co.in/


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The BandraWorli Sea Link (BWSL) also known as the Rajiv Gandhi Sea Link is a

cable-stayed bridge with pre-stressed concrete-steel viaducts on either side that

links Bandra and the western suburbs of Mumbai with Worli. The bridge is a part of

the proposed West Island Freeway system that links the western suburbs toNariman Point in Mumbai's main business district.

The 16 billion (US$324.48 million) bridge was commissioned by the Maharashtra

State Road Development Corporation (MSRDC), and built by the Hindustan

Construction Company. The first 4 of the 8 lanes of the bridge were opened to the

public on 30 June 2009. All the 8 lanes were opened to traffic on 24 March 2010.

BWSL reduces travel time between Bandra and Worli from 4560 minutes during

peak hours to 7 minutes. As of October 2009, BWSL had an average daily traffic of

around 37,500 vehicles.

1 History

Mahim Causeway was the only road link connecting the western suburbs to

Mumbai's central business district. This north-southwestern corridor became a

bottleneck and was highly congested at peak hours. The West Island Freeway

project was proposed to span the entire western coastline of Mumbai to ease

congestion. BWSL, a bridge over Mahim Bay, was proposed as the first phase of this

freeway system. Offering an alternate route to the Mahim Causeway.

BWSL connects the intersection of the Western Express Highway and SwamiVivekananda Road (S.V. Road) in Bandra to the Khan Abdul Ghaffar Khan Road

(Worli Seaface) in Worli. From Worli Seaface, it connects to Mumbai's arterial Annie

Besant Road.

The project was commissioned by the Maharashtra State Road Development

Corporation Limited (MSRDC). The contract for construction was awarded to the

Hindustan Construction Company (HCC), with project management led by the UK

offices of Dar Al-Handasah.

The foundation stone was laid in 1999 by Bal Thackeray. The original plan estimated

the cost at 6.6 billion (US$133.85 million) to be completed in 5 years. But theproject was subject to numerous public interest litigations, with the 5 year delay

resulting in the cost escalating to 16 billion (US$324.48 million), with the additional

interest cost alone accounting for 7 billion (US$141.96 million).[12]

BWSL was opened to the public in June 2009. It was named in the memory of late

Prime Minister Rajiv Gandhi. All the 8 lanes were opened to traffic in March 2010.


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2 Planning

The overall project consisted of five distinct parts, contracted separately to

accelerate the overall schedule.

Package I: Construction of a flyover over Love Grove junction in Worli

Package II: Construction of a cloverleaf interchange at the intersection of the

Western Express Highway and S.V. Road in Bandra

Package III: Construction of solid approach road from the interchange to the Toll

Plaza on the Bandra side along with a public promenade

Package IV: Construction of the central cable-stayed spans with northern and

sourthern viaducts from Worli to the Toll Plaza at the Bandra end

Package V: Improvements to Khan Abdul Gaffar Khan Road

Package IV was the main phase of Bandra-Worli Sea Link Project, with the other

packages providing supporting infrastructure for the sea link.

Package IV is largest and main phase of Rajiv Gandhi (Bandra-Worli) Sea Link Project. Projectdesign is complete and project is under execution. Main features of this package are :-

Cable Stayed Bridge including viaduct approaches extending from Worli up to TollPlaza

Modern Toll Plaza

Intelligent Bridge System (IBS)

The work under this package has been awarded to M/s Hindustan Construction Companyand work is in progress.MAIN BRIDGE STRUCTURE

The proposed Link Bridge consists of twin continuous concrete box girder bridge sections for

traffic in each direction. Each bridge section except at the cable - stayed portion issupported on piers typically spaced at 50 meters. Each section is meant for four lanes oftraffic complete with concrete barriers and service side walks on one side. The bridgealignment is defined with vertical and horizontal curves. The Link Bridge layout iscategorized into three different parts :-

Part 1 - The north end approach structure mainly with precast (PC) segmentalconstruction


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Part 2 - The Cable Stayed Bridge at Bandra channel is with 50m - 250m - 250m - 50mspan arrangement and the Cable Stayed Bridge at Worli channel is with 50m - 50m -150m - 50m - 50m span arrangement

Part 3 - The south end approach structure mainly with precast segmentalconstruction

PART - I NORTH END APPROACH STRUCTUREThe bridge is arranged in units of typically six continuous spans of 50 meters each.Expansion joints are provided at ends of each unit.

Provision for access ramp to connect to Bandstand road below Searock Hotel. Spanarrangement for this structure provides for cast in-situ spans.

The superstructure & substructure are designed in accordance with IRC codes. Specificationsconform to the IRC standard with supplementary specifications covering special items. Thesub - structure consists of 1.5 meters diameter drilled piles with pile caps & some of thepiers near Worli end will be directly socketed into the rock.

Bridge bearing supports are of Disc & POT type. Longitudinal and lateral support at variouslocations along the unit are provided to limit displacements.

Bridge is proposed to be built utilizing the concept of precast, post - tensioned, twinsegmented concrete box girder sections. An overhead gantry truss crane with self -launching capability is proposed. The PC segments can be epoxied together with nominalprestressing. The end segments adjacent to the pier would be short segments "cast - in -situ". Geometrical adjustments are expected to be made by this segment before primarycontinuous tendons are stressed.

Segment types are further defined by the changes in the web thickness and type ofdiaphragms cast in cell. The segment weights vary from 75 tons to 120 tons per segment.

The segment length varies from 1500 mm to 3100 mm. Deck post tensioning is performed

at the completion of the erection of each bridge unit.

PART- II CABLE STAYED BRIDGEThe cable - stayed portion of the Bandra channel is 600 meters in overall length betweenexpansion joints and consists of two 250 meters cable supported main spans flanked by 50meters conventional approach spans. A centre tower with an overall height of 128 metersabove pile cap level supports the superstructure by means of four planes of stay cables in asemi - fan arrangement. Cable spacing is 6.0 meters along the bridge deck.

The cable - stayed portion of the Worli channel is 350 meters in overall length betweenexpansion joints and consists of two 150 meters cable supported main spans flanked by 50meters conventional approach spans. A centre tower with an overall height of 55 metersabove pile cap level supports the superstructure by means of four planes of stay cables in asemi - fan arrangement. Cable spacing is 6.0 meters along the bridge deck.

The superstructure comprises of twin precast concrete box girders with a fish belly crosssectional shape, identical to the approaches. A typical precast segment length is 3.0 meterswith the heaviest superstructure segment approaching 120 tons. Balanced cantileverconstruction is envisioned for erecting the cable supported superstructure as compared tospan - by - span construction for the approaches. For every 2nd segment, cable anchoragesare provided.


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A total of about 264 stay cables will be required for the cable - stayed spans at Bandrachannel with cable lengths varying from approximately 85 meters minimum to nearly 250meters maximum. The tower is cast - in - situ reinforced concrete using the climbing formmethod of construction. The overall tower configuration is an inverted "Y" shape with theinclined legs oriented along the axis of the bridge. Tower cable anchorage's are achieved byuse of formed pockets and transverse and longitudinal bar post - tensioning is provided in

the tower head to resist local cable forces.

A total of about 160 stay cables will be required for the cable - stayed spans at Worli channelwith cable lengths varying from approximately 30 meters minimum to nearly 80 metersmaximum. The tower is cast - in - situ reinforced concrete using the climbing form method ofconstruction. The overall tower configuration is "I" shape with the inclined legs. Tower cableanchorage's are achieved by use of formed pockets and transverse and longitudinal bar post- tensioning is provided in the tower head to resist local cable forces.

The foundations for the main tower are comprised of 2 meters drilled shafts with estimatedlength of 25 meters. Cofferdam and tremie seal construction is envisioned in order toconstruct the 6 meters deep foundation in the dry.

PART - III SOUTH END APPROACH STRUCTUREThis portion of the bridge is similar to the North end approach structure in constructionmethodology with span by span match cast concrete box girder sections. Similar to thenorth end approach detailed, access ramps shall be provided for connection to the westernfreeway i.e. extension upto Nariman Point.

TOLL PLAZAA modern toll plaza with 16 lanes and an approximate length of 410 meters will be providedat the Bandra end. The toll plaza will be equipped with "State - of - the - art" toll collectionsystem. A structure will be provided at this location to house the control system for the ITS.

INTELLIGENT BRIDGE SYSTEMThe toll station (TP) and collection system will provide for three different types of tollcollection, as follows :-

Fully automatic system: Electronic payment through a toll - tag & transponder etc.,which allows passage without stopping.

Semi - automatic system: Electronic payment through a smart card, which allowspayment without having to pay cash, but requires stopping.

Manual toll collection: Payment of toll by cash, requiring to make cash payment to atoll attendant, and stopping cash exchange.

The toll plaza will be designed to permit toll operations. The toll plaza will also be designedto act as a control centre for toll plaza area and the traffic surveillance, monitoring andcontrol system for the intelligent bridge. The control centre at the toll plaza will house

control facilities for electronic tolling, CCTV, traffic counting and classifying variablemessage signs, remote weather information station, and emergency telephones.

The intelligent bridge systems will provide additional traffic information, surveillance,monitoring and control systems. It will be comprised of CCTV's, traffic counting and vehicleclassification stations, variable message signs, a remote weather information system andemergency telephones. The control centre will be located at the toll plaza and will be housedwith the electric tolling controls. The communications system will be comprised of fiber -optic cable housed in PVC running parallel to the Bandra - Worli corridor. In addition,


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facilities to assist enforcement will be provided in the form of pollute locations, which willallow drivers and enforcement officers to safely pullout of traffic.

POWER SUPPLY DISTRIBUTION AND ROAD LIGHTING SYSTEMFor the entire project, a reliable and dependable power supply shall be arranged. It isproposed to install diesel generator sets and auto mains failure panels to cater to critical

load e.g. monitoring, surveillance, communication equipment emergency services likeaviation obstruction lights. Adequate levels of lighting levels shall be maintained andenergy saving luminaries shall be installed. Special emphasis has been given to incorporatelighting protection at bridge tower and control room building to protect those building /structures and the sophisticated monitoring and communication equipment installed therein.

A built - in feature of providing reliability and available of equipment is achieved throughproviding duplicate cables for such equipment. The equipment exposed to salineenvironment, G - I poles with concealed junction boxes and epoxy cast transformer shall beutilized. Facade lighting for bridge tower and special lighting in landscaped area is alsoincluded.

ANCILLIARY STRUCTURESStreet & area lighting.Landscaping.

QUALITY ASSURANCEFollowing are some of the main features incorporated into the project to enhance theperformance of the bridge:

High performance concrete (grade M60 with micro silica slurry) will be utilized for thestructure.

40 mm thick high performance overlay will be provided over the pre-stressed deck tofunction monolithic with the deck.

Coal tar epoxy painting will be provided below the high tide level splash zone for thesub - structure.

A "State - of - the - art" electric system for the ITS.

2.1 Geology

Surveys of the seabed under the planned route were conducted before the bridge

design commenced. The marine geology underneath the bridge consists of basalts,

volcanic tuffs and breccias with some intertrappean deposits. These are overlain by

completely weathered rocks and residual soil. The strength of these rocks range

from extremely weak to extremely strong and their conditions range from highly

weathered and fractured, to fresh, massive and intact. The weathered rock beds arefurther overlain by transported soil, calcareous sandstone and thin bed of coarse

grained conglomerate. The top of these strata are overlain by marine soil layer up

to 9m thick consisting of dark brown clay silt with some fine sand overlying

weathered, dark brown basaltic boulders embedded in the silt.


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2.2 Design

Main cable-stayed span

BWSL was designed as the first cable-stayed bridge to be constructed in open seas

in India. Due to the underlying geology, the pylons have a complex geometry and

the main span over the Bandra channel is one of the longest spans of concrete deck

attempted. Balancing these engineering complexities with the aesthetics of the

bridge presented significant challenges for the project.

The superstructures of the viaducts were the heaviest precast segments to be built

in India. They were built using a span-by-span method using overhead gantry

through a series of vertical and horizontal curves.

The 20000 metric ton Bandra-end span of the bridge deck is supported by stay

cables within a very close tolerance of deviations in plan and elevation.

2.2.1 Foundation and substructure

The construction of the bridge's structure presented major engineering challenges.

These included the highly variable geotechnical conditions due to the underlying

marine geology of the seabed. At times, even for plan area of a single pile had a

highly uneven foundation bed. Further compilcations included the presence of a

variable intertidal zone, with parts of the foundation bed exposed in low tide and

submerged in high tide.


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The foundations for the BWSL's cable-stayed bridges consist of 120 reinforced

concrete piles of 2,000 millimetres (6.6 ft) diameter. Those for the viaducts consist

of 484 piles of 1,500 millimetres (4.9 ft). These 604 piles were driven between 6m

and 34m into the substrate in geotechnical conditions that varied from highly

weathered volcanic material to massive high strength rocks.

2.2.2 Pylon tower

BWSL's largest pylon towers are 128m high

The largest pylons for the bridge consist of diamond shaped 128 metres (420 ft)

high concrete tower featuring flaring lower legs, converging upper legs, a unified

tower head housing the stays and a continuously varying cross section along the

height of tower.

The bridge's pylon towers gradually decrease in cross-section with height. They

have horizontal grooves every 3m in height, which permitted inserts. Vertical

grooves in the circular sections require special form liners, as well as require

attention for de-shuttering. The tower legs are inclined in two directions, whichpresented challenges in alignment and climbing of soldiers. Construction joints were

permitted at 3m intervals only.

To build the pylons, Doka of Austria was commissioned to build a custom automatic

climbing shutter formwork system, based on their SKE-100 automatic climbing

shutter system. This was fabricated on site and employed to execute all tower leg

lifts below deck level.


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2.3 Pre-cast yard

The pre-cast yard was located on reclaimed land. The yard catered to casting,

storing and handling of 2342 concrete-steel pre-cast segments for the project. The

storage capacity requirement of yard was about 470 precast segments. As the area

available was limited, the segments were stored in stacks of up to three layers.

3 Structure

Northern viaduct in the foreground seen against the Worli skyline

BWSL consists of twin continuous concrete box girder bridge sections for traffic in

each direction. Each bridge section, except at the cable-stayed portion, is supported

on piers typically spaced 50 metres (160 ft) apart. Each section is designed to

support four lanes of traffic with break-down lanes and concrete barriers. Sections

also provide for service side-walks on one side. The bridge alignment is defined with

vertical and horizontal curves.

The bridge consists of 3 distinct parts: the north end viaduct, the central cable-

stayed spans and the south end viaduct. Both the viaducts used precast segmental

construction. The cable-stayed bridge on the Bandra channel has a 50m-250m-

250m-50m span arrangement and on the Worli channel it has a 50m-50m-150m-

50m-50m span arrangement.

3.1 Northern & Southern viaducts

The viaducts on either side of the central cable-stayed spans are arranged in 300

metre units consisting of six continuous spans of 50 metres each. Expansion joints

are provided at each end of the units. The superstructure and substructure are

designed in accordance with IRC codes. Specifications conform to the IRC standard

with supplementary specifications covering special items. The foundation consists of

1.5 metres diameter drilled piles (4 nos. for each pier) with pile caps. Bridge

bearings are of Disc Type.

The viaducts were built utilising pre-cast, post-tensioned, segmental concrete-steel

box girder sections. An overhead gantry crane with self-launching capability was

custom built on the site to lay the superstructure of the precast segments. The Pre-

Cast segments are joined together using high strength epoxy glue with nominal pre-

stressing initially. The end segments adjacent to the pier are short segments "cast-


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in-situ joints". Geometrical adjustments of the span are made before primary

continuous tendons are stressed.

Segment types are further defined by the changes in the web thickness and type of

diaphragms cast in cell. The segment weights vary from 110 tonnes to 140 tonnes

per segment. The segment length varies from 3000 mm to 3200 mm. Deck posttensioning is performed at the completion of the erection of each 50m bridge span.

3.2 Cable-stayed spans

The cable-stayed portion of the Bandra channel is 600 metres (2,000 ft) in length

between expansion joints and consists of two 250-metre cable supported main

spans flanked by 50 metres conventional approach spans. A centre tower, with an

overall height of 128 metres above pile cap level, supports the superstructure by

means of four planes of cable stay in a semi-harp arrangement. Cable spacing is 6.0

metres along the bridge deck.

The cable-stayed portion of the Worli channel is 350 metres (1,150 ft) in length

between expansion joints and consists of one 150 metres cable supported main

span flanked on each side by two 50 metres conventional approach spans. A centre

tower, with an overall height of 55 metres, supports the superstructure above the

pile cap level by means of four planes of cable stay in a semi-harp arrangement.

Cable spacing here is also 6.0 metres along the bridge deck.

The superstructure comprises twin precast concrete box girders with a fish belly

cross sectional shape, identical to the approaches. A typical Pre-Cast segment

length is 3.0 metres with the heaviest superstructure segment approaching 140

tonnes. Balanced cantilever construction is used for erecting the cable supported

superstructure as compared to span-by-span construction for the approaches. For

every second segment, cable anchorages are provided.

A total of 264 cable stays are used at Bandra channel with cable lengths varying

from approximately 85 metres minimum to nearly 250 metres maximum. The tower

is cast in-situ reinforced concrete using the climbing form method of construction.

The overall tower configuration is an inverted "Y" shape with the inclined legs

oriented along the axis of the bridge. Tower cable anchorage recesses are achieved

by use of formed pockets and transverse and longitudinal bar post-tensioning is

provided in the tower head to resist local cable forces.

A total of 160 cable stays are used at Worli channel with cable lengths varying from

approximately 30 metres minimum to nearly 80 metres maximum. Like the Bandra

channel, the tower here is also cast in-situ reinforced concrete using the climbing

form method of construction but the overall tower configuration is "I" shape with the

inclined legs. Similarly, tower cable anchorage recesses are achieved by use of

formed pockets.


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The foundations for the main tower comprise 2 metre-drilled shafts of 25 metres

length each. Cofferdam and tremie seal construction have been used to construct

the six metre deep foundation in the dry.


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4 Bridge management

4.1 Toll collection

The Bandra end of the toll plaza has 16 approach lanes. The toll plaza is equipped

with an electronic toll collection system.

At both ends, the toll collection options include:

Automatic electronic payment system through On-board Units mounted on vehicles

for frequent-commuters that enable vehicles to pass without stopping

Semi-automatic cash-less electronic payment via a smart card in unattended lanes

Manual toll collection for payment by cash, to a toll attendant

4.2 Monitoring

An intelligent bridge management system (IBS) provides traffic information,

surveillance, monitoring and control systems. It comprises of CCTVs, automatic

traffic counters and vehicle classification system, variable message signs, remote

weather information system and emergency telephones. The control centre is

located near the toll plaza alongwith the electronic tolling controls. The control

system uses fibre-optic cables running the entire span of the BWSL. The toll

management system and advanced traffic management system was installed by

Efkon India.

For traffic enforcement, the bridge includes facilities for vehicles to pull over when

stopped by enforcement officers or in the event of a breakdown.

4.3 Security


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The bridge uses mobile explosive scanners for vehicles traveling on the sea link.

Scans take less than 20 seconds for each vehicle with sensors above and below the

vehicles. Over 180 cars can be scanned per hour by each scanner.

The pillars and the towers supporting the bridge are protected by buoys designed to

withstand explosions and collisions. These inflated buoys surround each pillar of thesea link to avoid any damage.

The bridge tower and the control centers feature lightning protection, designed to

protect the bridge monitoring, communication and power equipment from possible

surges.

4.4 Power supply & lighting

The bridge has a reliable and redundant power supply, backed up by diesel

generators and auto mains failure panels for critical loads, such as monitoring,

surveillance, emergency equipment and communication services including aviation

and obstruction indicators. BWSL exclusively uses energy saving illumination

systems.


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Documents

Bandra Worli Sea Link 1111