mumbai trans harbour link - revolution in development

 MUMBAI TRANS HARBOUR LINK - REVOLUTION IN DEVELOPMENT OF
MUMBAI AND NEW MUMBAI
C R Alimchandani*, STUP Consultants P. Ltd, India
30th Conference on OUR WORLD IN CONCRETE & STRUCTURES: 23 - 24 August 2005,
Singapore
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MUMBAI TRANS HARBOUR LINK
REVOLUTION IN DEVELOPMENT OF MUMBAI AND NEW MUMBAI
C R Alimchandani*, STUP Consultants P. Ltd, India
1.
Introduction
The Mumbai Trans Harbour Link (MTHL) connecting Sewri in the main city to Nhava in Navi Mumbai
is 22km long and should be completed in 5 years.
(Figure 1)
2.
Mumbai Trans Harbour Link
One ofthe 3-lane parallel bridges will be
completed in 4 years. The link is important for
Mumbai because it promises to reduce the time
taken to travel the distance from the present two
hours from Sewri to Jawaharlal Nehru Port Trust,
to less than 15 minutes. The project will be
developed in 3 phases:
Phase 1 includes the main road bridge with 6
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lane facility from Sewri to Nhava with approaches
at the Sewri end. At the Nhava end, will be an interchange at NH4B with Chirle village.
In Phase 2, a dispersal system at Sewri
connecting the Elevated East Island Expressway
& Acharya Donde Marg (connecting to West
Island Expressway) to MTHL (Sewri Interchange)
and Extension of MTHL from Chirle to MumbaiPune Expressway (at Sanjgaon).
In Phase 3, construction of broad gauge
double track rail link from Sewri to Nhava on north
of the above mentioned facility with connection to
6th corridor of Railway near Sewri and a connection
to Uran-Panvel rail link on Nhava side.
A more detailed road map (Figure 2) of the
Mumbai side shows not only the East and West
Island Expressways but also shows Acharya
Donde Marg. The entire network of roads
particularly the transverse ones, will have to be
developed in order to make the connection
between the2Expressways on either side, so
that traffic going towards MTHL will get rapid
access to it - within half an hour on the
53
average.There would also have to be a road linking the East and West Island Expressways at the
southern end which is not shown on the map.
Figure 3 shows the Transharbour link in detail at the Sewri and Nhava (Navi Mumbai) ends. The
bridge is to be built 9.6km on the sea, 7.9km on marshy land and 4.5km on land. Where the bridge
crosses the main sea lanes at 2 places it will have a vertical clearance of 25 m so that large ships
sailing on the sea can pass underneath it. The
remaning part of the bridge will have a clearance
of 9m only, as it passes over portions open to
small sailing vessels or over marshy land.
The new airport and Special Economic Zone
on the Navi Mumbai side are placed strategically
close to both road and sea links.
For the Nhava Sheva link to be effective, a
new road and rail system will have to be
developed and a detailed picture of the same is
not presented here. It suffices to say:
A rapid link between Mumbai city and Navi
Fig 3
Mumbai is beneficial in many ways: The
Jawaharlal Nehru Port Trust and other commercial activities in the entire Navi Mumbai area will gain
substantially from this speedy connection to Mumbai. The southern half of Navi Mumbai has 2500
hectares of land for housing, which will benefit most if this link is constructed.
Furthermore the upcoming new international airport and Special Economic Zone projects
mentioned previously, and pressure generated at the New Thane Creek Bridge by the emerging traffic
from the Mumbai Pune expressway, NH 4 and Mumbai Goa Highway could be relieved by the sea link.
Mumbai Port Trust will spring to life again due to the fast connection with the mainland.
Additionally in the more distant future, Alibaug
will be only 30 minutes away from MTHL and its
extension to Mumbai Pune Expressway, and
prices in this area have already risen in
anticipation of this sea link. In fact, the entire
Panvel- Nhava- Sheva –Uran belt all the way to
Alibaug known as Third Mumbai has begun to
register a 15% to 20% hike in real estate prices.
Areas near JNPT have recorded a 100% rise over
the past year as it will be possible to reach Sewri
in 15 minutes from Chirle. The prices have doubled
over the past year. Vashi has also upgraded real
Fig 4
estate prices substantially. This growth in prices is
obviously also due to the currently fast developing
economyof our country which is racing towards a boom.
Maharashtra State Road Development Corporation (MSRDC) has appointed an international
consortium consisting of Jean Muller International, BCEOM and STUP to assist it to prepare
comprehensive bankable documents to invite BOT concessionnaires and to award the concession to
the successful Special Purpose Vehicle. The objective is to complete this project as fast and as
cheaply as possible.
The cost of the Transharbour project will be US $ one billion, which is proposed to be raised by the
successful private sector consortium and the Government of Maharashtra acting principally through the
Maharashtra State Construction Corporation.
The alignment and levels are fixed but a lot of
freedom will be given to concessionnaires to propose
their own solutions for MTHL so that the second
largest sea link in the world is at the cutting edge of
world technology, to achieve the highest economy and
speed of construction.
Some tentative details are given in Figure 4: which
presents a set of navigation spans. An initial concept of
the bridge has spans of 120m over the sea lanes, and
the remaining spans of 60m each.
Fig 5
This project has been cleared by the Ministry of Fig 5
Environment and Forests, Government of India as well
as the Archeological Survey of India. However steps
have been taken to protect the environment as far as
possible. Figure 5 shows flamingoes which have made
their home on the northern side at Sewri.
In order to protect the flamingoes and other birds
Fig 6
and marine life the bidders would probably be asked to
propose solutions which would take at the most 15 days to construct a foundation over the marshy area.
Figure 6
This could be done from a launching girder. The piles will be made from a suspended platform. No
person may step on the ground to disturb the environment. As far as we know this is the first time this
will have been ever attempted with span lengths of 60m. The foundations are made from large diameter
cast in situ piles which will be bored into the soft or hard rock below the soft marine clay at each
foundation location. (Figure 7)
To speed up operations and to eliminate disturbance to the environment, supply of bentonite,
concrete and steel is done on a raft bridge, which is suspended from the launching girder / precast span.
Piles are made of a steel shell, having reinforced concrete
within the piles and anchored at the bottom.
OF GIRDER
After piling is completed the pile cap is cast within an
RCC shell with holes above the piles and by placing the
OF SYMMETRY
28000
11500
1500
2000
CLEAR CARRIAGEWAY
750
250 500
FORMATION LEVEL
SLOPE 2.5%
OF GIRDER
11500
CLEAR CARRIAGEWAY
75 THK. WEARING COAT
SLOPE 2.5%
50
GAP
1500
ANTICRASH
BARRIER
500 THK.
METAL HANDRAIL
WITH RAILING KER
250 THK.
WALKWAY
750 WIDE
PSC PRE-CAST
BOX GIRDER
reinforcement within the shell followed by concreting
thereafter.
POT-PTFE BEARING
A
The piers will be of a hollow circular or rectangular shape
and may be cast in situ operating from a temporary platform
which is cantilevered from the pile caps.
PIER WITH
TEXTURED FECIA
A
HIGHEST HTL
(+)5.38
FENDER BLOCK
FENDER
LOWEST LTL
(-)0.44
By adopting the above approach damage to the
environment is minimised.
PILE WITH STEEL LINER
EMBEDMENT
LENGTH AS
PER DESIGN
ROCK LEVEL
(BASALT ROCK)
TERMINATION LEV
In this way after construction of the piers one of the two
CROSS SECTION NEAR SUPPORT
parallel precast, smiply supported spans will be launched and
FOR TYPICAL 120m SPAN
60 m spans of the bridge will be completed, leaving a footprint Fig 7
on the ground equal to the area of 4x1.5 m deep piles every
60m. The launching operation followed by autolaunching of the launching girder should take about 2
days.
The effort of the consultancy consortium is to bring the benefit from world wide experience and give
this to the conception of MTHL and to preserve the safety of the environment along its trajectory.
For portions over the navigation channels piles will be constructed from jack up platforms. The pile
caps and piers wil be constructed by special high speed methods described above for 60m spans.
The technology selected for the MTHL will have to be amongst the most rapid for construction in the
world so that at least one 3 lane, 22 km long bridge, will be ready in 4 years, while the other is
constructed a year later.
The superstructure over the navigation spans
has continuous cantilever prestressed concrete
spans of 120m which are precast and prestressed
and launched into position from floating equipment
(Fig 8) and the time for launching and connecting
the span is two days.
The design criteria for the bridge is that IRC
(Indian Roads Congress) codes should be used. If
the IRC codes do not cover certain aspects then IS
codes, Eurocodes or BS codes can be used in
that order of preference. However, if certain clauses
covered by Eurocodes or BS codes are preferred
Fig 8
to the IRC approach, they can be proposed during
pre-bid meetings and will be considered by the
consultants and will be approved by MSRDC for all bidders. The objective is to make the best possible
design, with the use of the most economic & reasonable clauses of IRC, Euro or BS codes.
Similarly the material specifications for the alternative design of the bridge have also been made,
giving the bidder a number of choices.
The concrete used can be High Performance fibre reinforced concrete upto M180. The reinforcement
to be used can be Tor 40 or above.
The bridge can be made as an open webbed structure such as a suspension or cable stayed or
extradosed bridge.
Exposed steel components or folded plate webs can be provided in a composite steel and structural
concrete bridge, which can be open webbed or box type. The steel should be metallized and epoxy
painted on the exterior and should be maintenance -free for 25 years.
The wearing coat can be made thinner and lighter with the use of polymerised high strength
concrete.
Any technical criteria can be proposed in a technical bid after getting the alternative criteria approved
in a prebid meeting. Therefore the same criteria will apply to technical proposals made by each bidder.
Sealed Technical Proposals will be submitted at the same time as seperately sealed commercial
proposals. After studying and ensuring first that Technical Proposals are safe and durable, the Technical
Proposal made by a bidder, can be approved. In this way the highest creativity can be demonstrated by
bidders in their alternative technical proposals.
3.
Conclusion
The Mumbai Transharbour link will generate so much growth in the center of Navi Mumbai within the
following decade, that people will cease calling it Navi Mumbai. Both cities will be Mumbai, just as when
we talk about Delhi our mind puts together new and old Delhi as one.
The amount of growth generated in the space of one deacde at both the ends of Mumbai
Transharbour link, when seen with the construction of the link itself will be like a great dance drama, with
every agency of the Government of Maharashtra and the Central Governement and every private
organization concerned with road and rail construction and development of the city involved in the drama
over the next decade, they will be supported as far as possible by concessionnaires and their banks and
of course by consultants.