01bandra Worli Sea Link Project-Santoshrai

Bandra Worli Sea Link Project

Construction of Bandra and Worli Cable Stayed Bridges
1. Introduction
The Bandra Worli Sea Link (BWSL) Project is a part of Western Freeway Sea Link
Project, which in turn is a part of a larger proposal to upgrade the road
transportation network of greater Mumbai. In the first phase, it connects Bandra
to Worli where as in the subsequent phases the plans are to take it further to
Haji Ali and then to Nariman Point. It is a connecting bridge linking the city of
Mumbai with its western suburbs.
The project involves construction of an elevated link from the Northern suburbs
(Bandra) of Mumbai, across the Mahim bay, to Worli, South of the bay. The
BWSL is a signature component of the Western Freeway. The centerpiece of
BWSL is a 600m (50+250+250+50) long cable stayed bridge consisting of two
250m spans on either side of central tower. The central tower is a diamond
shaped 126m high tower. Another smaller cable stayed bridge, with 150m main
span, two 50m side spans on both sides, with two 55m high pylons, is provided
at Mahim channel. (Fig. 1a).
The project is commissioned by the Maharashtra State Road Development
Corporation Ltd (MSRDC) and the Maharashtra Government and is constructed
by HCC (Hindustan Construction Company). The HCC group specializes in
technically complex, new-age construction in infrastructure projects, E.P.C,
B.O.T, Integrated projects, as well as urban development and management. HCC
has executed a majority of Indias landmark infrastructure projects.
(Fig. 1a Bandra and Worli Cable Stayed bridges)
Seminar Document- REDECON 2010
The project also includes 800m long approach bridge from the north (Bandra),
1600m long approach bridge from the South (Worli) and 811m long Link bridge
to Worli.
The Cable Stayed bridges are designed to be built by cantilevering method and
the approach bridges are designed for span-by-span method using an overhead
launching gantry. The Link bridge connecting main bridge to Worli is in two
parts, a PSC girder bridge with in-situ deck slab and a precast segmental bridge.
(Refer
Table
1a,
Fig.
1b).
Package IV - Bandra Worli Sea Link Project

Type of
construction
Part 1
Approach
Road with
Toll Plaza
Part 2
North End
Approach
bridge from
Bandra
Precast
segmental
continuous
box girder
Bandra Cable
Stayed
Bridge
Precast
segmental
South End
Approach
bridge
Precast
segmental
continuous
box girder
Part 3
Span
Configuration
546m
Worli Cable
Stayed
Bridge
Precast
segmental
Part 4
South End
Approach
bridge to
Worli
Precast
segmental
continuous
box girder
Part 5
Link Bridge
to Worli
Precast
segmental
continuous
box girder
Erection
Method
Span by span
using
overhead
Launching
Gantry
Balanced
cantilever
using Lifting
frame
(derrick).
50m back
spans by
Launching
gantry
Span by span
using
overhead
Launching
Gantry
Stayed
cantilever
using Lifting
frame
(derrick).
50m back
spans by
Launching
gantry
Span by span
using
overhead
Launching
Gantry
Span by span
using
overhead
Launching
Gantry
A1 to
P17
50m x 16
P17 to
P21
50m +
250m +
250m +
50m
P21 to
P25
50m x 4
P25 to
P32
50m +
50m +
150m +
50m +
50m
P32 to
P60
50m x 28
R1 to R4,
R4 to
R12
50m x 3,
30m x 8
PSC girders
PSC girder
erection with
in-situ deck
slab
R12 to
R29
24m x 17
+ 13m x
1
(Table 1a)
NORTH APPROACH BRIDGE

16x50 = 800m
PRECAST SEGMENTAL
(SPAN-BY-SPAN)
BANDRA
A1
P6
P12
600m
350m
BANDRA CABLE STAY
WORLI CABLE STAY
500m
4X50=200m
PRECAST SEGMENTAL
150m
(BALANCED CANTILEVER) (SPAN-BY-SPAN)
PRECAST SEGMENTAL
P19
(FORWARD CANTILEVER)
SOUTH APPROACH BRIDGE

28X50 = 1400m
PRECAST SEGMENTAL (SPAN-BY-SPAN)
WORLI
P17
R
AD
ND
RO
BA
6m CH ZA
54 OA LA
P
PR L L
AP TO
&
811m
LINK BRIDGE
WORLI
A1
NO
0m
80
H
RT
AP
PR
OA
CH
BR
IDG
E
P19
600m
BANDRA CABLE STAY
200m
350m
WORLI CABLE STAY
1400m
SOUTH APPROACH BRIDGE
(Fig. 1b - General Layout of Bandra Worli Sea Link Project)

The article below gives a brief summary of various construction aspects,
methods and sequences involved for two cable stayed bridges of sea link.
2. Bandra Cable Stayed Bridge
The cable-stayed portion of the Bandra channel is 600m in overall length
between expansion joints and consists of two 250m cable supported main spans,
flanked by 50m conventional side spans. (Fig. 2a). A central tower, with an
overall height of 126m above pile cap level, supports the superstructure by
means of four planes of stay cables in a semi-harp arrangement. This is one of
the longest spans for precast segmental concrete cable stayed bridge.
50m
500m
250m
126m
250m
50m
(Fig. 2a - Elevation of Bandra Cable Stayed bridge at P19)

The main components of the Bandra Cable stayed bridge are listed below as per
the general construction sequence.
1) Pile and pilecap for tower and side span piers
2) 50m side spans with 5 nos. cantilever segments on either side

3) Tower legs below the deck
4) Tower cross-diaphragms at deck level
5) Pier table deck segments
6) Tower legs above deck including cable anchorage zone
7) Balanced cantilever deck
Concrete grade of M60 and fusion bonded Epoxy coated reinforcement of Fe 415
was used in construction.
(Fig. 2b General Erection Stages)
2.1 Piles and Pilecap

The central tower supporting the entire 500m deck, is founded on 52 nos. 2m
diameter piles, each having working load capacity of 2500MT. The pilecap is 57m
x 37.2m in plan and 6m in depth. Pilecap is also prestressed in longitudinal
direction with 28 nos. (19-15.2mm) prestressing cables. A single pilecap is
provided for towers of both carriageways.
57000
2m DIAMETER PILE
37200
(7X4=28 NOS.)
19x15.2mm
TENDONS (TYP.)
PLAN
(Fig. 2.1a Tower Pilecap Plan)

2.2
Tower
The tower is cast-in-situ reinforced concrete, constructed using the climbing

form method of construction. Each lift is typically 3m high. The overall tower
configuration is an inverted "Y" shape in longitudinal direction. In transverse
direction, tower legs are aligned in diamond shape. (Fig. 2.2a).
Each tower emerges as two legs from the pilecap. These two legs separate into
four legs immediately after first lift of 3m height. The tower leg cross-section
continuously tapers from the top of pilecap right up to the top. From top of
pilecap up to deck level (25m), the legs are diverging in transverse direction.
From above the deck level, the four legs lean towards each other (8-20) to
meet at summit and form a single cross-section. The stay cable anchorages are
located in this single cross-section which is 31m high.
CABLE ANCHOR
ZONE 10 LIFTS
3m (TYP.)
UPPER TOWER
24 LIFTS
70m
31m
LONGITUDINAL ELEVATION
LOWER TOWER
8 LIFTS
25m
PIER TABLE DECK SEGMENTS
TRANSVERSE ELEVATION
CL OF TOWER
C
L OF SOUTH BOUND
C
L OF BWSL
C
L OF NORTH BOUND
(Fig. 2.2a Tower elevations and plan showing cross-sections)
Though the lower and upper tower legs are RC sections, tower head cable
anchorage zone is also provided with transverse and longitudinal PT bars to
resist local splitting forces caused tension in stay cables. (Fig. 2.2f). The tower
transverse diaphragm, connecting individual legs at deck level, is prestressed
with 10 nos. 19-15.2mm transverse PT cables. (Fig. 2.2g)
L
L
OF TOWER
5735 (VARIES)
1500
2220
2500
T
950
4177 (VARIES)
2500
TRANSVERSE DIAPHRAGM PRESTRESSING
(Fig. 2.2g Transverse prestressing in

tower diaphragm)
36 P.T.BARS
JACKING FORCE 7
(Fig. 2.2f Tower cross-section @ cable anchorage zone)

The salient features of the tower that make it complex and challenging from the
point of view of constructability are as follows:
(a) The section decreases gradually with height;
(b) There are horizontal grooves at every 3m height and vertical grooves
for circular portion that requires special form liners as well as it
requires attention for de-shuttering;
(c) The tower legs are inclined in two directions, which creates
complexities in alignment and climbing of soldiers and geometry
control;
(d) Construction joints permitted only at 3m level. Formwork anchoring
inserts were permitted only in horizontal grooves provided at 3m
height.
Very stringent stipulations were made regarding the surface finish of the tower
shafts, which is characterized by slender trapezoidal grooves. In order to obtain
flawless architectural surfaces, a largely non-tied formwork solution was required
for the towers; hence the fresh-concrete pressure is transferred by means of a
hoop tensile system. Tying was only permitted in the horizontal - that is,
circumferential - construction joints at 3m.
Considering the complexity of upper tower legs and the time required, DOKA
automatic
climbing
formwork
SKE100
was
adopted
to
construct
the
geometrically demanding bridge towers. The system could be adapted to varying

cross-sections and angles of inclination and had several different platform levels.
The cycle time of 3 day could be achieved for lift.
(Fig. 2.2b 1) Tower construction 2) Architectural finish on tower legs 3) Form

liners on shutters)
During the planning phase, a detailed stage-by-stage construction analysis was
carried out to establish the construction sequence and the requirements for
temporary supports, restraints, and jacking forces. TDV RM software was used
for construction stage analysis of cable stayed bridges.
The key results of the construction analysis were incorporated in a Construction
Manual that provided detailed stage-by-stage guidelines/procedures for the
construction of tower. The guidelines defined the target geometry profiles of
tower legs at each construction stage and the requirement strutting and jacking
forces.
Summary of all longitudinal camber curves

(x-direction) under all construction stage
Summary of all transverse camber curves

(z-direction) under all construction stage
(Fig. 2.2c Tower leg deflection profiles at various stages of construction)

A detailed system of temporary ties and struts was designed,
1) to control the stresses in slender tower legs at every stage of construction
2) to control/guide the alignment geometry of the tower legs so that final target
geometry is achieved at end of construction
3) to form a global structural bracing system to resist lateral forces/ wind forces
especially during monsoon.
The ties and struts were activated at specific construction stages by jacking the
tower legs and the deflection of the legs was surveyed simultaneously.
Considering the leaning alignment, continuously increasing cantilever lengths
and tapering dimensions of the tower legs, the alignment was continuously
monitored during construction. For this, monitoring prisms were used.
R.L. +72.356
('X' = + 43.990)
R.L. +60.796
('X' = + 32.430)
R.L. +49.236
('X' = + 20.870)
TOP PLAN AT R.L. +40.566
R.L. +37.676
('X' = + 9.310)
ELEVATION
(Fig. 2.2d Temporary tower leg bracings during erection)

For accurate construction of anchorage zone in the tower head, anchorage boxes
were fabricated at site. The fabrication tolerance on the angles of the main
bearing plates was restricted to 0.125. These boxes were fabricated on
horizontal beds set to maximum accuracy. The boxes were fabricated in two
halves. After the clearance from the fabrication area, these boxes were treated
for corrosion protection. Later the two halves were assembled and the guide pipe
and bearing plate assembly was fixed on it. The exit angle of each guide pipe
was checked using a fowler protractor to ensure that the angles will be correct
after erection. These boxes were later transported to site in assembled
conditions and erected at 100m height above the water level. The fabrication
and erection accuracy of anchor boxes is very important as it defines the global
stay cable angles and local angular deviations at the anchorages.
(Fig. 2.2e Fabrication and erection of anchorage box)

2.3
Deck
The superstructure comprises of twin precast concrete triple cell box segments
with a fish belly cross sectional shape, identical to the approaches. BWSL deck is
designed to carry total eight lanes of traffic, four in each direction on its twin
independent bridges.
22.7m
15m
15m
3m
3m
22.7m
(Fig. 2.3a Cable Stayed Deck cross-section)

A typical precast segment length is 3.0 meters with the heaviest superstructure
segment approaching 130 tons. Every 3m long segment is also provided with 4
nos. transverse prestressing tendons in top slab (4-15.2mm each) as well as 4
nos. transverse prestressing tendons in soffit slab (7-15.2mm each). For every
second segment, cable anchorages are provided i.e. stay cable spacing is 6.0
meters along the bridge deck. The bearing plate and guide pipes were
positioned/aligned during segment casting. Special surveying methods were
developed to align the guide pipe positions and angles in the segment.
(Fig. 2.3b - Deck cross-section with transverse prestressing)

2.3.1 Pier Table Deck
After construction of tower up to deck level, pier table had to be constructed.
This is a part of deck in between the tower legs and directly above the pile cap.
The deck in this portion is supported by prestressing cables located in the top
slab. To erect these segments, pier table truss was designed to shift and park
the segments in their respective locations. At the end of pier table truss, special
lifting device was installed to lift the segments from the barge and place them on
pier table truss. The segments were then slid along top chord of the truss to
their respective positions. After completion of lifting of all the segments, the
segments close to the tower diaphragms were aligned to correct position. The 7
nos. segments in between two tower legs were then glued and temporarily
stressed together. The reinforcement of the tower lift at deck level and tower
transverse diaphragm was then tied in between the aligned segments. The
transverse PT ducts of diaphragm were also profiled and secured. The concreting
of the diaphragm was then carried out. After gain of strength, the cantilever
segments on either side were stressed together one by one using PT cables and
temporary PT bars.
The sketches and photographs below show the schematic stages used for the
same.
(Fig 2.3.1a Pier Table Segment lifting and erection by Truss)
SEGMENT
(Fig. 2.3.1b Segment Lifting Frame operation)
(Fig. 2.3.1c Pier Table deck construction)

2.3.2 Cable Stayed cantilever deck
After completion of pier table deck and tower, construction of balanced
cantilever deck was started.
For this, special lifting frames derricks were designed and fabricated. Derricks
were designed for maximum segment weight plus impact factor of 10%. Derricks
could lift two further segments from same position without launching forward.
A detailed construction stage analysis was carried out for every stage of deck
erection. The analysis defined the cable forces to be applied, target theoretical
deck profiles and the resulting deck stress at every stage. A casting curve was
also defined from the results of construction analysis, which is the reverse of
cumulative deflections of all construction stages from start of construction to end
of construction and beyond to consider long term creep and shrinkage effects. In
the casting yard segment casting was done along the defined casting profiles
and any casting errors/deviations were recorded for future reference during
erection. The in-situ joints were planned after 16 segments, so that more than
one short line casting cells could be used to cast the entire cantilever and
during erection, alignment adjustments were possible.
(Fig. 2.3.2a Deck profile curves at various stages of construction)

Following are the key activities in typical cycle of deck erection. (Fig. 2.3.2b)
1. Advance the segment erection derrick from Segment N-3 to Segment N-1
(cable stayed segment). For details of segment nomenclature see (Fig.
2.3.2b)
2. Load the Segment N (segment without stay cable) on the segment carrying
barge and haul and park the barge below the Derrick lifting points
3. Lift the Segment N from the Barge.
4. Dry match segment N with Segment N-1, apply epoxy, stress for gluing and
wait for epoxy to dry.
5. Apply Temporary PT at Joint between Segment N and N-1 for cantilever
construction and release the segment from the derrick. Total 22 nos. PT bars
were used (16 nos. in top and 6 nos. in bottom).
6. Stress the stay cable anchored in Segment N-1 to second stage.
7. Survey the predetermined survey points on the deck at dawn.
8. Forward the Segment Lifting Beam on the derrick and position it for lifting of
Segment N+1.
9. Load the Segment N+1 on the segment carrying barge (Segment with stay
pipe) and haul and park the barge below the Lifting Point.
10.Lift the Segment N+1 from the barge.
11.Dry match segment N with Segment N+1, apply epoxy, stress for gluing and
wait for epoxy to dry.
12.Apply Temporary PT at Joint between Segment N and N+1 for cantilever
construction and release the segment from the derrick.

13.Stress the stay cable anchored in segment N+1 to first stage installation
force.
14.Survey the predetermined survey points on the deck at dawn.
15.Repeat the above steps for further segments.
(Fig. 2.3.2b Segment lifting by derrick)

The 22 nos. temporary PT bars used were not only provided for applying gluing
pressure but they also contributed to longitudinal stress distribution of cable
stayed cantilever during erection. Moreover, as the stay cables are provided in
every alternate segment, the two segments (temporarily) protruding without
stay cable support, had to be held back by these bars until the placement of the
stay cable. These PT bars were progressively removed from behind in stages as
detailed in erection manual. .
11
13
15
10
12
14
16
17 18 19
20 21 22
.
(Fig. 2.3.2c Temporary PT bar locations in segments during construction)
The deflections of the stayed cantilever decks were continuously monitored
during every erection stage. The surveys were done in early morning as well as
in the afternoon to ascertain the effect of temperature and wind on the deck
elevation and plan alignment. A continuous record of surveys was maintained
and compared with theoretical profiles. Apart from global profile survey, the
stage deflections of cantilever tip were also surveyed and compared with theory
deflections. During erection, the observed deviations, between surveyed deck
profile and theory stage profile, are generally the result of sum of 1) difference
between actual structure behaviour and computer model results because of
uncertainties in material properties like elastic modulus, weights etc.2) erection
setting-out errors 3) segments casting errors 4) environmental effects due to
changes in temperature, changes in wind magnitude and direction. The proper
record of casting errors, erection errors and surveys performed at different time,
is helpful in separating and comparing the actual structural behaviour against
computer model results. During erection, after evaluating the deck behaviour
and surveyed alignment, separate instruction sheets were issued for each cycle,
which defined the amendments in cable forces to fine adjust the alignment.
These deviations were later incorporated in the structural model while designing
the Fine tuning operation after completion of deck and prestressing.
During the erection, the length of stayed cantilever deck reached as much as
215m and maximum stage deflection of cantilever was 225mm.
(Fig. 2.3.2d Balanced cantilever deck erection)

After completion cantilever construction, in-situ closure pour with the side span
was done and prestressing of the deck was completed. The final force
adjustment (fine-tuning) in the stay cable was then done before application of
wearing coat and other superimposed dead loads.
2.4
Stay Cables
Stay Cables used are Parallel Wire Stay Cables. They were manufactured by
Shanghai Pujiang Cable Co. Ltd China. Each cable consists of a group of
different number of galvanized steel wires. Each wire is made up of high tensile
steel having UTS of 1650Mpa. The diameter of single wire is 7mm with a
breaking load of 6.3MT. Six different sizes of cables are used in the Bandra cable
stayed portion. Six different types used are of 61, 73, 85, 91, 109 and 121
numbers steel wires. The seventh type with 139 nos. of wires is used in Worli
cable stayed bridge. Group of these wires were extruded/packed in two layers of
HDPE (High Density Polyethylene) material to protect them from the
atmospheric effects. The cable surface is also provided with 2mm helical fillet. A
total of 264 (132 for each carriageway) stay cables are used in Bandra cable
stay with cable lengths varying from 85m minimum to nearly 250m maximum.
For Worli cable stayed bridge, total 160 (80 for each carriageway) stay cables
are used.
MAIN PARAMETERS OF STAY CABLE

Diameter
Total
Max.
of stay
area
Nominal
Numbers Diameter
cable
breaking
of
of steel
of
with
load
steel
wires
bundle
double
(kN)
wires
(mm)
sheath
(mm2)
(mm)
61
63.0
80
2348
3885
73
68.0
85
2809
4649
85
71.2
90
3271
5413
91
77.0
95
3502
5796
109
81.1
100
4195
6942
121
84.9
105
4656
7706
139
92.2
110
5349
8853
OF 7mm STEEL WIRE

Theory
Specification Thickness
unit of
of fitting
of color
wire
anchorage
PE
(Kg/m)
18.428
22.054
25.679
27.491
32.929
36.555
41.992
LM7-61
LM7-73
LM7-85
LM7-91
LM7-109
LM7-121
LM7-139
(Table 2.4a)
STEEL GUIDE PIPE

TOWER OF INTERNAL DAMPER
HELICAL FILLET
CABLE BODY
STEEL BOOT
TOWER
DECK OF INTERNAL DAMPER

STEEL GUIDE PIPE
TYPICAL STAY CABLE ELEVATION
HELICAL FILLET
COLOR HIGH DENSITY
POLYETHYLENE
WIRE BUNDLE
BLACK HIGH DENSITY
POLYETHYLENE
DECK
TYPICAL STAY CABLE CROSS SECTION
BEARING PLATE
TENSILE END ANCHORAGE
(Fig. 2.4b Stay Cable components and arrangement)
2.5mm
2.5mm
2.5mm
2.5mm
2.5mm
2.5mm
2.5mm
2.5 Bearing and Expansion Joints

POT-PTFE bearings are provided on side span Pier P17, P18, P20, P21. The load
capacities and movement ranges for bearings are given in table below.
Pier No.
Type
Min
Load
Max
Load
Lateral
Load
Movement Rotation
Range
Capacity
(MN)
(MN)
(MN)
(mm)
(rad)
P17, P21
Expansion,
Unidirectional
2.0
7.5
2.35
+125, 300
0.02
P18, P20
Sliding,
Unidirectional
7.5
18.5
4.20
+300, 300
0.02
(Table 2.5a)
Modular Expansion Joints are provided at P17, P21, with movement rating of
480mm (6*80mm).
3. Worli Cable Stayed Bridge
The cable-stayed bridge on the Worli channel is 350m in overall length between
expansion joints and consists of 150m cable supported main span, flanked by
two 50m conventional side spans. (Fig. 3a). Two pylons, with an overall height
of 55m above the pile cap level, support the superstructure by means of four
planes of stay cables in a semi-harp arrangement. Cable spacing here is also 6.0
meters along the bridge deck.
350m
50m
150m
50m
50m
55m
50m
(Fig. 3a - Elevation of Worli Cable Stayed bridge)

The main components of the Worli Cable stayed bridge are listed below as per
the general construction sequence.
1) Pile and pilecap for pylons and side span piers
2) Pylon legs below the deck
3) Pylon transverse diaphragms at deck level
4) Two 50m side spans with 5 nos. cantilever segments on either side
5) Pylon legs above deck including cable anchorage zone

6) Forward cantilever deck erection from pylons at P27, P30
(Fig. 3b General Erection Stages)

3.1 Piles and Pilecap
Each pylon supporting the 150m deck, is founded on 6 nos. 2m diameter piles,
each having working load capacity of 2500MT. The pilecap is 19m x 12m in plan
and 3.5m in depth. Two separate pilecaps are provided for pylons of two
carriageways.
CL OF SB
CL OF NB
19m
19m
2000 PILE
12m
12m
PYLON LEG
11.975m
11.975m
(Fig. 3.1a Pylon Pilecap Plan)

3.2
Pylons
Pylons are cast-in-situ reinforced concrete, constructed using the climbing form
method of construction. Each lift is typically 3m high. The overall pylon
configuration is an "I" shape in longitudinal direction. In transverse direction,
pylon legs are in H shape with transverse diaphragm at deck level. The details
of transverse diaphragm are similar to Bandra tower. (Fig. 2.2g). One additional
RC strut is also provided between the pylon legs near cable anchorage zone.
(Fig. 3.2a).
UPPER PYLON
11 LIFTS
34m
UPPER PYLON
11 LIFTS
LOWER PYLON
7 LIFTS
21m
LOWER PYLON
7 LIFTS
(Fig. 3.2a Pylon elevations)

The pylon leg cross-section is similar to Bandra tower legs and it has same
architectural features and formwork requirements as Bandra.
Based on the construction analysis results, during construction two temporary
struts were provided between pylon legs above deck. The first strut was
activated after completion of 7 lifts above the deck while second strut was
erected after completion of pylon legs before casting of the top RC strut.
(Fig. 3.2c Tower leg deflection profiles at various stages of construction and
temporary struts)
The anchorage boxes were fabricated at site. The assembled boxes were then
erected on the tower legs.
(Fig. 3.2d Fabrication and erection of anchorage box)

3.3
Deck
Elevation [mm]
(Fig. 3.3a Deck profile curves at various stages of construction)
50
25
00
75
50
Chainage x [m]
25
320
310
300
290
280
270
260
250
240
230
220
210
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
-10
-20
30
25
50
75
00
25
50
75
The details of the deck cross-section are similar to Bandra CSB deck. The two
side spans of 50m on either side were erected by overhead launching gantry.
The gantries also erected 5 nos. cantilever segments ahead of tower at P27 and
behind tower at P30. (Fig. 3b). These 5 cantilever segments are supported by PT
cables in top slab.
The derricks were then assembled on the cantilevers at P27 and P30, for further
erection cable stayed cantilever deck. The typical segment lifting and cable
installation cycle is similar to Bandra CSB. The erection cantilevers was
monitored and compared with theory profiles defined by construction analysis.
(Fig. 3.3b Deck erection)

3.4 Bearing and Expansion Joints
POT-PTFE bearings are provided on side span Pier P25, P26, P31, P31. The load
capacities and movement ranges for bearings are given in table below.
Pier No.
Type
Min
Load
Max
Load
Lateral
Load
Movement Rotation
Range
Capacity
(MN)
(MN)
(MN)
(mm)
(rad)
P25, P32
Expansion,
Unidirectional
2.0
7.0
1.10
+75, -150
0.02
P26, P31
Sliding,
Unidirectional
0.2
12.0
1.30
+150, 150
0.02
(Table 3.4a)
Modular Expansion Joints are provided at P25, P32 with movement rating of
320mm (4*80mm).
Conclusion
The summary report presented above. covering construction aspects of the two
cable stayed bridges, viz. Bandra Cable Stay and Worli Cable Stay Bridge of the
Bandra Worli Sea Link , gives an idea about detailed planning for construction of
cable stayed bridges which includes Detailed Construction Stage Analysis, Design
and fabrication of specialist equipments, meticulous planning for survey and
monitoring with precision equipment to achieve Geometry Control to demanding
accuracy, Fabrication of special embedments like guide pipes, anchorage boxes
for Stay Cable anchorages to the complicated 3 dimensional geometry, Use of
specialized self climbing formwork for construction of pylons, use of special form
liners to achieve the architectural finish. All this was instrumental in construction
of both the stay cable bridges, and especially the Bandra Stay Cable Bridge,
which is a unique example of one of the longest span cable Stayed bridges
supported on a Single central pylon.
Acknowledgement and References
Most of the details presented in this paper were taken from Construction
Methodology documents of BWSL project, prepared by HCC and team of experts
during execution and MSRDC/DAR project drawings.

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Bandra Worli Sea Link Project

Bandra Worli Sea Link Project

(Fig. 1a Bandra and Worli Cable Stayed bridges)

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

Package IV - Bandra Worli Sea Link Project

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NORTH APPROACH BRIDGE

SOUTH APPROACH BRIDGE

(Fig. 1b - General Layout of Bandra Worli Sea Link Project)

(Fig. 2a - Elevation of Bandra Cable Stayed bridge at P19)

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

2) 50m side spans with 5 nos. cantilever segments on either side

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Bandra Worli Sea Link Project

(Fig. 2b General Erection Stages)

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

2.1 Piles and Pilecap

(Fig. 2.1a Tower Pilecap Plan)

The tower is cast-in-situ reinforced concrete, constructed using the climbing

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

PIER TABLE DECK SEGMENTS

(Fig. 2.2a Tower elevations and plan showing cross-sections)

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

TRANSVERSE DIAPHRAGM PRESTRESSING

(Fig. 2.2g Transverse prestressing in

(Fig. 2.2f Tower cross-section @ cable anchorage zone)

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

geometrically demanding bridge towers. The system could be adapted to varying

(Fig. 2.2b 1) Tower construction 2) Architectural finish on tower legs 3) Form

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

Summary of all longitudinal camber curves

Summary of all transverse camber curves

(Fig. 2.2c Tower leg deflection profiles at various stages of construction)

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TOP PLAN AT R.L. +40.566

(Fig. 2.2d Temporary tower leg bracings during erection)

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(Fig. 2.2e Fabrication and erection of anchorage box)

(Fig. 2.3a Cable Stayed Deck cross-section)

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(Fig. 2.3b - Deck cross-section with transverse prestressing)

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Bandra Worli Sea Link Project

(Fig 2.3.1a Pier Table Segment lifting and erection by Truss)

(Fig. 2.3.1b Segment Lifting Frame operation)

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project

(Fig. 2.3.1c Pier Table deck construction)

Seminar Document- REDECON 2010

Bandra Worli Sea Link Project