Construction and Architecture Magazine 13 sept oct 2011

Cover Story :
India's mega projects

Indian Parliament House
Heart of India's democracy lit up by solar energy

India's Parliament House is the hub of policy and politics in the
country. It sees Ministers from all states and constituencies who
chart the future course of the country by debating and deciding on
matters of public policy. Therefore when the Government wanted to
highlight green sources of energy, they chose LANCO Solar Energy
Pvt. Ltd to set up and operate an 80 Kw solar power plant in the
Parliament Annexe. Their Rooftop PV energy solution has been
running successfully since March 2011 and generates approx 400
units of electricity on a daily basis. It has become a showcase of how
green energies can be harnessed as a solution to India's growing
power problem.
Situation

Given that solar energy can contribute
to about 7 percent of our total power
needs and lead to a reduction of more
than 30 percent of our coal imports,
one of the eight missions under the
NAPCC is the Jawaharlal Nehru
National Solar Mission which was
launched in late 2009. The mission
targets 22,000 MW of power by 2022.
Keeping in mind the importance of
showcasing solar technology, the
Government decided to bring solar
energy into the Parliament House

032 » September - October 2011 » Construction And Architecture Magazine

under the SADP or Special Area
Demonstration Project Scheme.
Lanco Solar Energy Pvt. Ltd. was
awarded the contract to build,
operate and maintain an 80 KW Solar
Photovoltaic Rooftop Power Plant in
the Parliament House Annexe (PHA)
by the Punjab Energy Development
Agency (PEDA) a nodal agency in
Punjab who is the prime contractors
for PHA.
“The objective of putting the project
in the Parliament was to demonstrate
the technologies of solar power
generation at a place which is visited
by all state representatives. They will
see the installation, understand it and
take the message back to the states

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for replication of similar models,” says
senior spokesperson of PEDA.
The Parliament House Annexe is a part
of the Parliament House Estate, which
has been operational since 1927 and is
home to 790 members. It houses many
services for the Parliamentarians
including a post office, a State Bank of
India branch, telephone exchange and
a fully equipped Medical Centre and
secretariats of both houses.
Being a highly sensitive installation
which is subject to strict security
precautions all round the year, there
were added need for strict safety
procedures and the need to meet
deadlines as well.

Advanced systems such as the Max Power Point Tracking
or MPPT system can harvest maximum possible energy
from the sun and supply it to the grid. The energy
produced is measured using the Data Monitoring and
Control System which measures in real time the amount
of energy being produced by the solar plant.The solar
plant has now been up and running since March 2011.

Benefits

Solution

400 units of electricity per day are
generated by 288 numbers of 290 WP
solar panels placed on the rooftop of
the Annexe. They are combined with
power supply from conventional
sources with help of an interactive
grid power conditioning unit.They are
connected in 24 strings and each
string consists of 12 modules. These
modules rest on 48 steel structures
which are specially treated with anti
corrosive zinc phosphate and finished
with polyurethane silver paint to
ensure durability since they are
exposed to extreme climate
conditions. The modules are south
facing fixed at an angle of 26 degrees
to best absorb the solar isolation. The
energy generated by these modules is
then fed to the low tension grid
through the state-of-the-art high
efficiency power conditioning unit
installed in the control room.

The installation of the solar plant in the Parliament House Estate meets many
criteria considering its unique location and thus serves many purposes.
Visibility to leaders of social change
This prestigious rooftop project is very visible to policy makers from all over
the country who can replicate this model at the state and local levels.
Encourages generation of solar energy on roof top
It serves as a showcase of how green energy can be generated and used for
captive consumption in public and private buildings.
Merges in with its ambient surroundings
The entire estate is well known and recognized for its aesthetic elements.
The style of architecture is modern, functional and dignified. The solar plant
blends in with the aesthetics of the area.
Rooftop installations attract attention
Being highly visible in the public eye, the rooftop PV plant will attract
considerable attention and contribute to increasing awareness of
conservation of power and environmental responsibility. Lanco also sees a
great future in the rooftop solar market as it provides consumers the
opportunity to generate energy wherever they are. According to V Saibaba,
CEO, LANCO Solar Energy Pvt. Ltd., “The rooftop projects are a small capacity
power plant sitting on the roof of a house which is going to be the reality
going forward into the future.”
Key Business benefits

Substantial reduction in upfront investment - pay per user per month
Rapid start - templatized
Access to global best practices
No need to own SAP manpower for ongoing support
De-risking
Level playing field for SMEs Segment
Best suited for Jv’s (Limited life span)


GTP's Howrah - Delhi Grand Chord railway line crosses the river
Barakar in Asansol – Dhanbad section at a distance of at 230 km
from Howrah in between Barakar and Kumardhubi railway stations.

Construction of
Barakar Railway Bridge

H

owrah - Delhi Grand Chord railway line crosses the
river Barakar in Asansol – Dhanbad section at a
distance of at 230 km from Howrah in between
Barakar and Kumardhubi railway stations.

The existing steel girder bridge (No. 18) carrying the UP
railway track, being very old required replacement. The
new bridge is located on a slightly diverted alignment from
old bridge as the very busy rail route has to run during
construction.
The Chief Administrative Officer (Construction), Eastern
Railway awarded the project of Construction of New Bridge
No. 18 to GPT Infraprojects Limited. The project consisted
of construction of 574 m long bridge with open web steel
girder superstructure on RDSO design, design and
construction of foundation, substructure, and
embankment for linking the bridge on diverted alignment,
and connecting it with the existing track at both sides.

The existing steel girder bridge (No.
18) carrying the UP railway track, being
very old required replacement. The new
bridge is located on a slightly diverted
alignment from old bridge as the very busy
rail route has to run during construction.

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Cover Story :


stage. On completion of erection of a span riveting work of
the joints is done. Link members are then erected at the
front end at first span for taking up the second span. The
process is continued till 4 spans of 30.5m are erected.

Methodology of Construction:
Pile Foundations:

In working season the river remains almost dry except
narrow water channel towards one bank. In most of the
foundation, installation of piles was carried out from dry
river bed. Island with surrounding coffer dam was adopted
for a few of the foundations location. Rock was found at
either at shallow depth or exposed at surface. Required
minimum embedment of pile inside rock with RQD greater
than 50% was 4 x pile diameter, i.e. 4.8M to 6M. Hydraulic
Rotary Drilling Machine (MAIT HR–180 and Casagrande
B170) were used for installation of piles. These machines
are capable of developing large torque (200 TM) at
moderately high speed (10.6 rpm). In addition a number
of conventional DMC boring rigs were also deployed.
Average time required by Drilling rig and Conventional rig
for a pile of 15 M depth in similar rocky strata was found
to be 15 and 80 working hours respectively.
Substructure:
Multiple circular hollow piers, up to 27 m high, constructed
using hydraulically operated slip-form system.
The slip-form was assembled and started operating right
from the pile cap level. The whole assembly of forms is
suspended from a spider beam arrangement which in turn
is supported on sleeve and jack rods passing through shaft
concrete. Equally spaced hydraulic jacks connected
through manifold to electrically operated hydraulic pump
lifts the form work assembly and working platform at a
slow and controlled speed. Rate of lifting is adjusted at
about 10 cm per hour. 27 m high pier could be completed
in 15 days by using slip-form system, which otherwise
would require months together with conventional forms.
Steel Superstructure – Fabrication:

The steel girders used for the superstructure of Barakar
bridge were 30.5m (100’) and 45.7m (150’) welded open
web girders, with each span weighing 62 MT and 136 MT
respectively. The drawings adopted were standard Railway
span drawings prepared by Railway Designs and Standards
Organization (RDSO). Field connections were done using
22mm diameter mild steel rivets conforming to IS-1148.

The fifth span, being 45.7 m, is heavier than previous span
and can not be counter balanced by the latter. Procedure
followed here is Free Cantilever Method with a trestle
support at mid span. Steel trestle is erected at centre of
Span. Different set of link member is erected at end of
fourth (30.5 m) span. Cantilever erection followed till
structure is erected up to mid span and supported over
the trestle. Link members are removed. Kentiledge is
placed on rear end of fifth (45.7 m) span. Cantilever
erection is continued to complete the span and the same
gets supported on front pier.

Fabrication of the spans was done in a fully equipped
workshop established at site. The fabrication of welded
girders was done as per Quality Assurance Plan (QAP)
approved by RDSO, and followed the guidelines laid down
under Indian Railways’ Specification IRS B1-2001.
The workshop established at site consisted of all required
equipments for proper workmanship, quality control and
handling of components. Welding was done using
Submerged Arc Welding (SAW) process wherever
applicable, and quality of welds was subjected to 100%
testing.
In order to improve the life of the girders, the surface
protection of the components was done by sandblasting
the surface to SA 2.5, followed by aluminum spray
metalizing of 150 microns with 99.5% pure aluminum. The
metalizing was followed by application of 1st coat of etch
primer (IS-5666), followed by 2 coats of zinc chromate
primer conforming to IS-104. Thereafter 2 finishing coats
of aluminum paint confirming to IS-2339 were applied.
Steel Superstructure – Erection:

Sixth and seventh spans are of same span length and
weight as fifth span. Free cantilever process of erection as
explained above is followed. However the set of link
member and magnitude of counter weight are different.
Check for adequacy of truss section for cantilever
erection, as stress reversal is involved, was carried
out. Some important precautions were taken during
erection:
Erection work was discontinued during high winds, as
the operation in more than 50 kg/M2 wind force was
not permissible.

For erection of open web steel girder, Free Cantilever
Method of erection was adopted. Erection proceeded
from both ends of the bridge. Broad sequence followed is
given below:

Crane hook and cranes were left anchored with the
girder during non-working hours and high winds.

Erect Anchor span on embankment. Erect light weight
Cantilever Erection Crane having 5 MT capacity, over top
chord. Place kentiledge at rear end of the Span. Fix
temporary vertical and link members along top chord.
Erect components of a panel one by one. On completion
of one panel move the crane forward and take up next
panel. Components are joined by bolts and drifts at this

Rotational movement of crane beyond 300 with
bridge axis was restricted.


Avoidable loads of bracings, cross girders, stringers
were shed with till the span under erection is selfsupported on piers.

Due to the span configuration of the bridge, four types of
free cantilever erection methods had to be adopted, viz.,

(i) 30.5m span with 30.5m anchor span, (ii) 30.5m span
with 45.7m anchor span, (iii) 45.7m span with 30.5m
anchor span, and (iv) 45.7m span with 45.7m anchor
span. Design of the cantilever scheme was prepared by
M/s STUP Consultants, Kolkata on contractor’s behalf, and
approved by Railway.
Special Feature:
Initially at the time of award, the bridge was meant for
Modified Broad Gauge (MBG) loading as per prevailing
railway loading standard. Subsequently, during
execution Railway administration desired to adopt the
upgraded 25 MT Axle Load Standard – 2008. Design
and drawing for superstructure, was revised by Railway
to suit higher loading standard. Foundation and
substructure already at an advanced stage of
construction, were checked for the higher loading
standard, and found to be safe.
Before the decision to adopt 25 MT Loading Standard 2008, structural steel for 8 spans (6 x 30.5 m and 2 x
45.7 m) were cut to size and fabrication proceeded as
per drawings of MBG loading. Bridge Bearings for two
spans was also ordered. Afterwards the steel
components and bearings were utilized in other railway
bridges under construction by GPTIL. Fabrication work
for this bridge started afresh according to modified
drawings of railways.


Cover Story :
functionality at the required
performance level also with large
models, Tekla has designed a software
architecture that combines available
technologies with custom-built ones.
The underlying foundation is
Microsoft's .NET technology and its
development tools. The .NET provides
a vast amount of basic software
development services and offers the
highest available level of productivity
for Tekla and its partners. .NET is also
the industry standard in
interconnecting desktop applications.
Tekla's technology platform, Tekla
Technology, provides the tools required
for the model-based approach. The
data model needs to work in an
intelligent way and maintain full
integrity at all times, and changes to it
need to be visualized immediately. For
example, when the profile of a beam in
a structural model is modified, changes
need to propagate to a number of
connections and other parts in the
model.
Making sure that the model always
behaves as needed without delay is
what customers expect of Tekla.
Keeping this promise allows our
customers to reach the levels of
productivity and quality they need to
remain competitive in their own fields.
Building Information Modeling (BIM) is
the process of generating and
managing building data during its life
cycle. BIM involves representing a
design as objects – vague and
undefined, generic or product-specific,
solid shapes or void-space oriented
(like the shape of a room), that carry
their geometry, relations and
attributes. BIM design tools allow for
extracting different views from a
building model for drawing production
and other uses. These different views
are automatically consistent - in the
sense that the objects are all of a
consistent size, location, specification since each object instance is defined
only once, just as in reality. Drawing
consistency eliminates many errors.
Typically it uses three-dimensional,
real-time, dynamic building modeling
software to increase productivity in
building design and construction. The
process produces the Building
Information Model (also abbreviated
BIM), which encompasses building
geometry, spatial relationships,
geographic information, and quantities
and properties of building
components. Pieces can carry

Making sure that the
model always behaves as
needed without delay is
what customers expect of
Tekla. Keeping this
promise allows our
customers to reach the
levels of productivity and
quality they need to
remain competitive in
their own fields.
attributes for selecting and ordering
them automatically, providing cost
estimates and well as material tracking
and ordering.[2].This method of
management is more practical and
efficient. It eliminates many of the
uncertainties found during the
construction phase since they can be
found during the design phase of the
project and fixed so they do not occur
during the actual construction phase.
Also, any changes during construction
will be automatically updated to BIM
and those changes will be made in the
model. Modern BIM design tools go
further. They define objects
parametrically. That is, the objects are
defined as parameters and relations to
other objects, so that if a related object
changes, this one will also Managing
the BIM Model guidelines
"The production of a Building
Information Model (BIM) for the
construction of a project involves the
use of an integrated multi-disciplinary
performance model to encompass the
building geometry, spatial
relationships, geographic information,
along with quantities and properties of
the building components. The Virtual
Design to Construction Project
Manager (VDC - also known as VDCPM)
is a professional in the field of project
management and delivery. The VDC is
retained by a design build team on the
clients' behalf from the pre-design
phase through certificate of occupancy
in order to develop and to track the
object oriented BIM against predicted
and measured performance objectives.
The VDC manages the project delivery
through multi-disciplinary building
information models that drive analysis,


schedules, take-off, and logistics. The
VDC is skilled in the use of BIM as a
tool to manage and assess the
technology, staff, and procedural needs
of a project. In short the VDC is a
contemporary project managing
architect who is equipped to deal with
the current evolution of project
delivery. The VDC acts as a conduit to
bridge time tested construction
knowledge to digital analysis and
representation.

BIM as a Construction
Management Tool
The use of BIM goes beyond the
design phase of the project and
takes an important role during the
construction phase of a project as
well as the post construction
phases and facility management.
The entire purpose of BIM was to
make the construction process
more efficient and eliminate as
many uncertainties as possible
before starting the construction
process. Participants in the
building process are constantly
challenged to deliver successful
projects despite tight budgets,
limited manpower, accelerated
schedules, and limited or
conflicting information.
Innovations in BIM boast of
capabilities to ease the pain of
project delivery.The concept of
Building Information Modeling is
to build a building virtually prior to
building it physically, in order to
work out problems, and simulate
and analyze potential impacts.
Furthermore, along the project
anticipation and ease of project
delivery, the overall safety of the
project will improve due to the
elimination of uncertainty.The
work site is safer because more
items will be pre-assembled off
site and trucked to the site keeping
the on-site trades to a minimum.
Waste will be minimized on-site
and products will be delivered
when needed and not stock piled
on site. This will make a great
impact in the way a construction
project is managed and will also
bring along a safer jobsite and
more accurate construction with a
more sophisticated design process
which will allow sub contractors
from every trade to input critical
information into the software
before the beginning of the actual
construction.

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Cover Story :



In India, the brand
Wärtsilä is synonymous
with Captive Power for
base load and peaking
requirements. So far,
around 250 power plants
have been delivered to
India with total output of
around 3500 MW Our
.
plants offer high energy
efficiency over the whole
load range.

Wärtsilä sets out to be
the most valued business
partner of all its customers.
Wartsila introduces solutions for 24/7 power supply
in Maharashtra with Smart Power Generation

Wärtsilä India has
announced that the power
plant at Mangalore
Chemicals & Fertilizers
Ltd (MCF) in Karnataka
has completed 25 years of
successful and continuous
operations.

Wärtsilä India was formed in 1986 and a factory was setup at Khopoli near
Mumbai in 1989. We have over 1100 employees spread over six sales and services
offices.
In India, the brand Wärtsilä is synonymous with Captive Power for base load and
peaking requirements. So far, around 250 power plants have been delivered to India
with total output of around 3500 MW. Our plants offer high energy efficiency over the
whole load range. As importantly, our technologies are backed up by operations and
management services that ensure efficiency and optimize lifecycle value for as long as
you need. Over 55 power plants (including steam & wind turbines) with a total
surpassing 1000 MW are under O&M in India.
Wärtsilä's factory at Khopoli manufactures gear boxes, auxiliaries/pipe modules and,
reconditions and upgrades engines, ship propellers and components. Also it
integrates High speed DG sets for the marine sector requirement. The Wärtsilä Land
and Sea Academy located at Khopoli provides training and competence management
services to power plant owners and ship owners. Wärtsilä has a service workshop on
both coasts: one at Khopoli, the other at Visakhapatnam and a dedicated dry docking
facility located at Paradip port.
Smart Power Generation:
“Smart Power Generation” brings a number of benefits which enables
transition to the modern energy infrastructure. “Smart Power
Generation” is a sustainable, affordable and efficient way to optimize
complete energy system. Wärtsilä India held a press briefing in Mumbai
as an initiative to provide a perspective for the 12th Five Year Plan.
Renewable, Nuclear, Coal, Natural Gas generation, demand side
management & Smart Grids have their role to play, but no single
technology is a solution in isolation. An integrated approach to look at
the Power Sector is of vital importance. “Smart Power Generation” is an
important part of the equation to get sustainable, reliable & affordable
power to all.
A study conducted in association with IIT Delhi, indicates that Smart
Power Generation can provide solution for some of the major issues
confronting the Power Sector, such as: .
a)Coal & Natural Gas availability: Smart power generation brings 6,9%
efficiency in over all fuel mix of the country which in turn also reduces
problems in coal availability and saves Rs 4,500 Cr/annum in primary fuel
cost. 6,9% of overall saving would mean a substantial plugging of the
supply demand gap envisaged for new coal based plants. Further, the
concept would provide almost 4 times the MW addition for gas based
plants to run as Peaking Plants with the same quantity of gas. This would


be an important dimension looking at
natural gas availability constraints &
also its relatively higher price. Land
requirement for such generation is
less than 1/10th of a coal based power
plant thus saving of >24000 acres of
land ( > Rs 6000 Crore ) and negligible
water consumption saves 410MnCu Mn
water, which is equivalent to the
annual need of a city like Mumbai.
Wind and Solar power integration:
Supports wind and solar plants infirm
nature of energy with power through
its quick response plants.
Load shedding - An independent study
shows that that INR 1,00,000 crore has
been invested on power back-up
equipment so far, while an additional
INR 30,000 crore is spent every year as
operational expense on generating
back-up power. The value of lost load
(VOLL) cost significant amount of
money & inefficiencies in the country,
for Maharashtra assessed at Rs 17,000
crore per annum. Peak - load
management will ensure continuous
reliable supply power at a minimal
increase in the unit cost.
Environment - Optimization of power
generation mix with base load
generation & peak load generation
plants along with renewable generates
a CO2 savings of ~100MN tonnes by
end of 12th 5 year plan, valued at ~
9,700 Cr in the Carbon market. This
amounts to almost 10% reduction in
overall CO2 generation in power sector.
Time to the market for capacity
addition: With a modular design, it
takes only 12 – 15 months power out

from financial closure.In overall terms,
introduction of Smart Power
Generation concept in the country's
power generation mix has a potential
to save to the tune of Rs.46,000Cr
capex in the 12th Five Year Plan period
and Rs.14,000Cr per annum of
operating costs.
Maharashtra's demand for
uninterrupted power supply presents a
great opportunity for growth. The state
is poised to be a prominent energy hub
for India. The transition to a
sustainable energy infrastructure
requires a judicial mix of Base Load
with Coal & Nuclear, Renewables &
Load Centre based natural gas Peaking
Power Plants. It is highly recommended
to plan & segregate the MWs coming
from these three categories of
generation. Smart Power Generation is
a highly efficient, flexible and economic
solution for optimizing power systems
& it is high time to integrate such
solution in the country's energy mix.

MCF power plant completes
25 years of non-stop
operations
Wärtsilä India has announced that the
power plant at Mangalore Chemicals &
Fertilizers Ltd (MCF) in Karnataka has
completed 25 years of successful and
continuous operations. The power plant
has eight Wärtsilä 18V32 engines with a
total generation capacity of 48MW, of
these two engines have completed
about 150,000 running hours, three
machines about 140,000 hours and
three machines about 100,000 hours.
This is an important milestone for both
MCF and Wärtsilä India as it signifies a
long-standing successful partnership
between the two companies. At a
felicitation event organised today at the
plant's site, Wärtsilä India
representatives acknowledged the
support of MCF towards accomplishing
this outstanding feat.
The Wärtsilä DG Power Plant was
commissioned in 1985 to overcome the
frequent interruptions in power supply,
which were causing equipment failure
and wastage of energy during shut-down
and start-up of the plant within the
factory. The Wärtsilä power plant has
ensured smooth operation of the
fertilizer plant through the steady supply
of quality captive power. This power
plant meets the total power needs for
the entire factory.

Mangalore Chemicals & Fertilizers Limited in brief
Mangalore Chemicals & Fertilizers Limited (MCF), with a turnover of Rs.2081.73 crore
(for the year 2009-2010) is the only manufacturer of chemical fertilizers in the state of
Karnataka. The factory is strategically located at Panambur, 9 kms north of Mangalore
City. The plant was commissioned on March 15, 1976. The company is a part of the UB
Group with group shareholding of 30.44%. Dr. Vijay Mallya is the Chairman of the
Board of Directors.
MCF has the facility at Mangalore to manufacture annually 217,800 MT of
ammonia, 379,500 MT of urea, 260,000 MT of phosphatic fertilizers (DAP and NP
20:20:00:13), 15,330 MT of ammonium bi-carbonate (ABC), 33,000 MT of
sulphuric acid (SAP) and 21450 MT of Sulphonated Naphthalene Formaldehyde
(SNF) and has other infrastructural facilities to import fertilizer and liquid feed
stocks.


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Cover Story :



Renowned for creating
engineering milestones
A

Afcons in its glorious journey of over five-decades has many firsts to its
credit. It was the first Indian construction company to have
constructed an underground metro station

fcons Infrastructure Private Limited is renowned for
creating engineering milestones, ever since its
inception in 1959. Afcons in its glorious journey of
over five-decades has many firsts to its credit. It was the first
Indian construction company to have constructed an
underground metro station (at Barakhamba Road, New
Delhi), one of only four qualified bidders for construction of
Reactor Buildings in the country. Among many others,

Afcons' two megaprojects in India which stand out for their
enormity, uniqueness in terms of design/ construction and
can have significant socio-economic impact once the
construction is complete, are1. Design and const. of special bridge across the river
Chenab in Jammu & Kashmir (Value- Rs 5.88 Billion)
2. Chennai Metro - Package 1 & 5 (Value- Rs 26 Billion)

Chenab Bridge
The construction of Chenab Bridge is considered as a major
step to improve connectivity and economic infrastructure in
Jammu & Kashmir. The site is located in the Katra Laole section
of Jammu-Udhampur-Baramullah Rail Link project which is of
prime national importance in view of the role that it would play
in integrating the socio-economic life in the Kashmir Valley with
other parts of nation. The bridge will put the valley on the railmap of India and provide multimodal transportation facilities
to the people of the region. The proposed bridge on the
Chenab River, upstream of Salal Dam is situated near Kauri
Village. The railway line crosses the river at about 359m
above the river bed level. The total length of the bridge is
1315m consisting of an arch span of 469m across the
Chenab. Northern Railway owns the total project and
Konkan Railway Corporation is executing the project on
behalf of Northern Railway.

The bridge has to be designed and constructed considering
many parameters that are unique to this bridge. Some of the
considerations are the high wind forces, location of the bridge
in highly active seismic zone of India, possibility of terrorist
attacks, provision for future track, continuous monitoring
systems etc. All the features of this bridge make it unique and
once completed it will be the tallest bridge in the world,
soaring 359 m above the river bed.
The main span of the Chenab Bridge is proposed as an arch,
made from large steel trusses. The chords of the trusses will be
sealed steel boxes, filled with concrete to assist in controlling
wind-induced forces on the bridge. The boxes will be stiffened
internally. The designers have considered the aesthetic merit
of the bridge and made a strong attempt to bring a natural
cadence to the site.

Salient Design and Construction Features:
Bridge to be designed for double lines for MBG loading as
per IRS code.
To be designed for heavy wind pressure and earthquake
zone V as per the relevant IS codes.
Seismic analysis considering various modes of vibration
shall be carried out for site-specific response spectra. A
study for the same was done by IIT, Roorkee.
To be designed by fatigue consideration in consonance with
requirement of BS 5400.
Bridge to be designed and checked for adequacy at various
stage of construction so that partially completed structures
are sturdy enough to resist the effect of wind / earthquake
and unforeseen forces.
Bridge critical members will be designed for adequate
redundancy and operation at the lower level of efficiency.
Bridge will also be designed for blast loading IS 4991 – 1968.


The provision of permanent mechanical cages for
inspection of high trestles/ piers.
Bridge will be provided with warning system such as
anemometers, accelerometers, temperature monitors,
central control to monitor the induced strains due to wind
and seismic loads through computerized systems with
automatic comparison with permitted limits of designs
Corrosion preventive measures
All welded connections shall be made in the fabrication
shop while all the field connections shall be with High
Strength Friction Grip Bolts.
For the Chenab
Bridge, there is a
greater emphasis on
the structural
response to wind
forces. Wind Tunnel
Tests were conducted
at Force Technology
Laboratory, Norway to
establish the
topographic effects of
the site on the
reference wind speed;
the static force
coefficients; the
occurrence of any
aero-elastic effects such as vortex shedding, galloping and
flutter; the effects of gust-buffeting.
The design of the bridge is being carried out as per the
approved design basis note prepared specially for this bridge
drawing the experiences gained from various projects abroad
and international codes and practices. BS:5400 is the basic
platform on which the design and construction of the Chenab
Bridge will be carried out.
World over bridges are incrementally launched either on
straight alignment or on curved alignment of uniform radius.
Never the bridges are incrementally launched from one end
when the bridge is partly on straight and partly on curve and
more so when the bridge is on transition curve with varying
radius. The deck on the viaduct of Chenab Bridge is partly in
straight, partly in circular curve and partly on transition curve.
This is first time in the world that incremental launching is
attempted on a transition curve. The arch span will be
constructed using cable cranes and derrick moving on the
already erected portion of the viaduct.

Chennai Metro Project

Chennai is the 4th largest metropolitan city in India.
Chennai often known as the Detroit of Asia is widely
known for its presence in the automotive industry and has
attracted several global automakers to setup their
factories in the city becoming one of the global leaders in
the industry.
Apart from automobiles, it also has development centers
set up by many software companies, making it the secondlargest exporter of software in the country, behind
Bangalore. Based on all these industrial and technological
advancements, urban population has risen rapidly,
requiring need for faster and safer transportation at all
times. The city already has multiple modes of
transportation.
A bus system is run by the Chennai MTC and is augmented
by the Chennai suburban railway network run by the
Southern Railway. In addition to this, the Chennai
Corporation has also implemented the Chennai MRTS
project; an elevated railway system was sanctioned in 1984
to ease congestion in central Chennai. However, traffic
congestion was still a big problem for both the citizens as
well as the City's governing body.
Chennai Metropolis has been growing rapidly and the traffic
volumes on the roads have also been increasing
enormously. Hence the need for a new rail based rapid
transport system has been felt and towards this objective
the Government of Tamil Nadu has decided to implement
the Chennai Metro Rail Project. This project aims at
providing the people of Chennai with a fast, reliable,
convenient, efficient, modern and economical mode of
public transport, which is properly integrated with other
forms of public and private transport including buses, suburban trains and MRTS.
The Transtonnelstroy-Afcons JV has secured two packages
as Contract:UAA01 & Contract UAA05 with value of Rs. 1567
Crores & Rs. 1031 Crores respectively and the work has
begun. M/s Parsons Brinckerhoff India (P) Ltd is the designer
for the project.
Chennai Metro Project is rapid transit rail system. The
project will be implemented in a phased manner. The phase
1 consists of two Corridors under construction. Corridor 1 is
from Meddavaram to St. Thomas Mount and Corridor 2 is
from Madhavaram to Lighthouse via Radhakrishnan Salai.
About 55% of corridors in Phase 1 are underground and
balance is elevated. The total length of twin tunnel is 18.75
km and 19 underground stations will be built. The major
portion of tunnel will be executed by using the Tunnel
Boring Machine (TBM).
The Package UAA01 lies in Corridor 1 and UAA05 lies in
Corridor 2 of Chennai Metro Project. Package UAA01 starts
from Washermanpet to Egmore station and package UAA05
starts from Shenoy Nagar to Thiurmangalam. The length of
twin tunnel with TBM technique for UAA01 & UAA05 is 5.5
km & 3.1 km respectively. 5 Underground stations & 4
underground stations are to be constructed for UAA01 &
UAA05 respectively. The construction works for Chennai
Metro Project by Transtonnelstroy-Afcons JV is already
started and will be completed by end of April 2015.


Construction and Architecture Magazine 13 sept oct 2011

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Construction and Architecture Magazine 13 sept oct 2011