For the bypass of Kota (RJ), as part of the NHDP Phase II project; NHAI has planned to make the

NH-76 cross the Chambal River. Since this crossing was falling in the “Chambal gavial wild life
sanctuary,” it was decided to cross the river width of about 300m with a single span, and hence
reduce crocodile wild life di sturbance by avoiding any pier in the river bed.
The solution proposed by the construction JV Hyundai-Gammon to achieve this goal, was a
concrete cable stayed bridge with a main span of 350m as projected by Systra.

When completed, this bridge will be the first axial suspension cable stayed bridge, ever built in
India

Bridge Description

The selected deck consisted in a single cell box girder of 30,2m width, stiffened at every 3,5m by
transverse ribs. This very large width was required to position the 6 lanes carriageway with the
3m central median. Two footpaths of 1,5m width are also located on the deck sides.

The deck is supported by sliding spherical or pot bearings on all piers, except on shortest pylon
pier where it is rigidly connected. Location of this pylon near the cliff, has required special
geotechnical and geophysical investigations, to ensure cliff stability.

The stays are in a single plane with a semi harp arrangement, and are anchored every 7 m in the
deck. The 80m high pylons, receive the passive anchorages of the stay cables.

Thanks to the good rock quality below, all lateral piers of the cable stayed bridge are founded on,
spread footing, and pylons foundations are composed of two 4,5 m diameter shafts.

The structure will be cast in situ: on scaffoldings for the lateral spans and using the cantilever
method for main span

Foundations

All lateral piers of the bridge are supported on rectangular footings, resting on safe rock. Pylon
piers foundations are composed of two vertical shafts of 4,5m diameter, with a maximum length
of 15m. For shafts design, friction and reduced end bearing were considered in order to reduce
the settlement. The rock mass ratio (rmr) classification was used to determine the bearing
parameters following the aashto lrfd code.

The pilecaps above the shafts have a variable depth; from 2m at the extremities to 5m at pier
axis, this shape has been chosen in order to optimize quantities by placing the concrete only
where it is required. Concrete grade for all foundations is m47,5.

Empty ducts will be provided on p5 pile cap for future active anchors, in case it becomes
required.
Substructures

The piers have a rectangular shape for lateral piers and a cross shape for pylon piers. Although
this cross shape is unusual, it has been chosen for structural reason. The main loads come from
the pylon, so it is logical to put some material just below the rectangular axial pylon. The other
part of the load comes from the deck webs and its diaphragm, so it is logical to put some material
on a rectangle located just below the diaphragm. This leads to a cross shape.

The pier p5 is rigidly connected to the deck, whereas the second pylon pier (p4), has a pier cap
supporting four spherical bearings of 7000t capacity each

Stay Cables

The stay cables are composed of individually sheathed strands having a triple protection:
galvanisation, wax filling and individual polyethylene sheath. The external cable duct has
helicoids in order to eliminate rain and wind induced vibrations.

The strands have seven wires of class 1860 mpa and stay cables unities vary from 58 to 91
strands.

Anti vibration devices will be provided for the longest stay cables.

Deck

Transverse prestressing is composed of 13T15 tendons in the ribs and 4T15 tendons in the slab.
At stay cables anchorage location, a diaphragm wall prestressed diagonally, permits the The
concrete deck (m60 grade), is prestressed longitudinally using internal and external tendons, and
transversally using only internal tendons.

The external tendons are located mainly in lateral spans that are longitudinally prestressed using
only external tendons. Some external tendons are also provided for the continuity prestressing of
main span. Provisions for future external prestressing are also provided.

Internal tendons are used for cantilever tendons, cyclic tendons and some of the continuity
tendons of main span.

Transmission of forces from the lateral webs, to the stay cable anchorage located at the center.
For the transverse analysis of the bridge, one– third of the bridge has been modelized using finite
elements.

To reduce uplift forces on lateral piers, the box girder will be filled with concrete at these
locations.
Pier segment below pylon P4 has been studied using volumic finite elements, as the transfer of
pylon vertical load to the four spherical bearings was not easy to apprehend. This study has
confirmed that a transverse prestressing at the bottom of the pier segment was required.

The longitudinal analysis has been performed considering second order effects, construction
stages and time dependent effects.

Special load cases particular to the design of cable stayed bridges and cantilever construction
were considered such as cable braking or replacement, differential temperature in deck and stay
cables, accidental falling of travelling formwor.

The main span segments of 3,5 m length, will be cast in situ using two sets of travelling
formworks, and pylons using climbing formworks