Modification of Pamban Bridge to BG Standards

Modification of Pamban
Bridge to BG Standards
A PRESENTATION
By
Trainee Officers at IRICEN
Integrated Course No 10112
Project Guided by:
Shri Ajay Goyal, SPB-1
PRESENTED BY
•Shri RAMESH CHANDRA KUMAWAT,
AXEN / TPJ, S.Rly.
•Shri Bijon Krishna Guin,
AXEN/KGP, S.E.Rly.
Shri R Muthuvel, AXEN/MDU/S.Rly
TASK
•
a.
b.
c.
d.
e.
f.
TECHNICAL DETAILS AND STEP BY STEP PROCEDURE FOR
THE FOLLOWING:
WELL SINKING:UNDERWATER EXCAVATIONS ,SCUBA
DIVING,UNDERWATER BLASTING ON SEA BED,QUALITY
CONTROL
ANCHORAGE MEMBERS DETAILS,RIVETING PROCEDURES
TRANSPORTATIONQUALITY CONTROL WT SIZE PROBLEMS
ETC
ERECTION PROCEDURE
CONCRETING AND WELL PLUGING
OPRATIONS,TRANSPORTATIONS WITH BOATS
ERECTION OF WORKING AND MATERIAL PF ON SEA
CREATING TEMPORARY SUPPORTS FOR THE FEET OF THE
140 t CRANE AND CHALLENGES FACED ETC
MG PAMBAN BRIDGE BEFORE CONVERSION TO BG
STANDARDS
GATE WAY TO RAMESWARAM ISLAND
THE UNIQUE OPENABLE SPAN of PAMBAN
BRIDGE
Pambam Bridge
Existing Railway Line from Main land to
Rameswaram Island
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ONE OF THE MOST REVERED & LEGENDARY DHAMS
AND SEAT OF ONE OF 12 JYOTHIRLINGAMS
THE RAMESWARAM TEMPLE
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The 2.057 Km Long Pamban Bridge on Gulf of Mannar
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• GATEWAY TO RAMESHWARAM ISLAND
LARGE BARGE PASSING THROUGH
GULF OF MANNAR
BG TRAIN PASSING AFTER MODIFICATION
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PAMBAN BRIDGE: SALIENT FEATURES
• PAMBAN BRIDGE CONSTRUCTED IN 1911
• TOTAL LENGTH OF THE BRIDGE IS 2.057 KM.
• IT HAS 145 SPANS OF 12.20M STEEL GIRDER AND
ONE SCHERZER NAVIGATIONAL ROLLING LIFT
SPAN 225 M
• THE ABOVE FEATURES MAKE IT ONE OF THE MOST
DISTINGUISHED AND IMPORTANT BRIDGES ON
INDIAN RAILWAYS
• IT HAS COMPLETED 100 YEARS OF LIFE AND IS
STILL IN SERVICE
• ITS CONSTRUCTION STARTED IN THE YEAR 1911
AND COMPLETEDIN 1913
BRIEF HISTORY
•Construction of Pamban Viaduct started in
June, 1911 and completed in June, 1913
•The Scherzer span started in July, 1913 and
completed in Dec.’1913.
•The Pamban Bridge was opened on 24th
February, 1914 by Mr. Neville Priestley, MD, S.I.
Rly. Co. Ltd.
• In NIGHT OF DEC 22/23, 1964, A severe
cyclone washed away 124 Girders of the
Pamban Bridge – sparing however the Scherzer
Navigational span.
•The Bridge was restored in three months time
The effect of Cyclone-the buried and
remains of Dhanuskodi Railway
station
After effects of cyclone- Dhanuskodi
Leftover loco shed at Cyclone
affected Dhanushkodi
Burried Railway track in Dhanuskodi
Technicalities of Additional Anchorage system
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Need of the Deadman Anchorage- severe uplift forces are generated at the base
of the cylindrical foundation which tries to uproot the very substructure as the
train passes on the cantilever portion at the middle of the Scherzer Span and
King Posts and connected components are severely strained thus endangering
the stability of the structure.
To counteract the above forces this additional Anchorage Portal has been
envisaged and designed. The design caters for the future heavier loads which
may be generated in case loaded goods train happens to pass through.
This possibility can not be ruled out in view of the Proposed Sethu samudram
Project which is likely to be a reality in near future or in case the present rail
terminal is re-linked to the historical ancient Boat mail service to Cylone which
could be a reality in the near future in view of the changing international
scenario
In view of the foregoing, this additional Anchorage System has been designed
in consultation with SERC and IIT Chennai to prolong the service life of this
unique and heritage structure of Indian railways
This Engineering feat has been achieved by railway engineers at the most
economical cost of Rs. 4.15 crores and in the shortest possible time frame
barring some legal implications. This has added feather in the cap in the sense
that the entire originality of this historical bridge has been retained intact.
The most interesting feature is that in spite of all this modification and added
weight, the entire bridge can be operated manually as before in the most
simplistic manner
The underlying principle of the functioning of the so called Deadman Achorage
is that
DESIGN FEATURES
Uplift force on existing portal:For MG standard Bridge
Pass Trains
288.56 T
Goods Trains
377.80 T
After conversion to BG standards
Pass Trains(1 WDG2+ICF Coaches)
438.98 T
Goods Trains( 1 WDG2+ BoxN+ CC+ 2)
525.45 T
Uplift force on existing portal after providing Additional Anchorage
It is Max Under BG Goods train
194.50 T
Uplift force shared by Deadman Portal( Axial)
364.90 T
Uplift force per inclined member (Vertical)
166.65 T
Weight of Concrete Block
496.88 T
FACTOR OF SAFETY( against overturning)
2.15
FACTOR OF SAFETY ( Against uplift force)
3.05
ADDITIONAL ANCHORAGE-A CONCEPTUAL
DESIGN AND SCHEMATIC VIEW
How does the Deadman
Anchorage Function ?
• As the moving point load approaches at the cantilever
portion, the rolling radial girder gets uplift force as a
result the counter weight drum pushes the horizontal
member of the portal frame upwards which generates
excessive tensile force in both the King Posts which in
turn tries to uplift the cylindrical foundation.
• To counter this phenomenon, the additional anchorage
members tri to prevent this up lift force by holding down
the additionally provided upper horizontal member and
thus share the load coming on the King posts and
provide relief with added factor of safety.
LEAVES OPEN UP AS THE SHIP PASSES UNDERNEATH- ANUALLY
THE NAVIGATIONAL SPAN IS OPENED ABOUT 70-80 TIMES TO
GIVE PASSAGE TO LARGE BODIED SHIPS
Theory of Anchor wells and how
these were driven
• The anchor wells have been designed to
cater structural as well as aesthetics
needs.
• Diameter
6.100m
• RCC steining (Thickness of wall) 0.500m
• Underwater operations
• Scuba diving method was employed with
highly skilled divers
ADDITIONAL ANCHORAGE –WELL SINKING IS
IN PROGRESS
An Aerial view of Anchor Wells
at Schelzer Span
Introduction of new members to
strengthen the Elbow of Roller Drum
Pamban Bridge Before
GAUGE CONVERSION
Well Sinking was done under
traffic conditions
BG Train Passing through Navigational span of
Pamban bridge while work is in progress
All foundation works for anchorage wells
was carried out under traffic without Block
14 T and 22 M long inclined member being
erected inside the well
Some salient features of
Anchorage members
• C/L of Track to the C/L of anchor well:
Outer dia. Of well
• Inner dia. Of well
• Total depth of well
• Depth below bed level
• Reinforcement bars
• anchored in rock bed
10.05 m
6.10m
5.10m
7.45m
3.00m
1.98m
ANCHOR MEMBER
• Angle of inclination of anchor member
66 D
• Top of well to top of portal
15.20m
• Anchor members: 2Nos of ISMC 400*150mm
(with 2Nos of 380*32mm thick plates welded@ISMC back to back
508 mm spacing)
• Batten plates distance (400*10mm)
600mm
• Top new additional to portal 2Nos of ISMC
400*150 *7.84 metres with 2 Nos M.S plates
380*32mm
PRELIMENARY WORKS(Contd)
• Existing top portal frame top rivets duly cut
and provided with HSFG BOLT and NUTS
• Additional new two channel sections ISMC
400*150mm fitted over the existing
portals@ Mandapam and Pamban ends
• The anchor members 4Nos consists of 3
pieces in each member assembled,
rivetted and kept ready at PAMBAN yard
PRELIMENARY WORKS (Contd)
• The required steel cribs; wooden cut
blocks; sand bags etc transported from
• Pamban office to bridge site by dip lorry in
advance
• The steel crib staging at eight locations
identified in consultation with
MECHANICAL Dept; and provided from
the bed level of the sea
Erection of Anchor members with 140 T Pandian
Crane in Sea
The method of erection
• LINE BLOCK TIME 11-00 to 16-00 hrs duly
regulating one pair of passenger trains for 140
Tons RAIL Crane working
• During 2 hrs block anchor member two numbers
transported by dip lorry to MANDPAM side and
keep ready for crane pickup
• During 5 hrs block 140 Tons crane moved from
Mandapam station to bridge site for a distance of
4 kms
Works Carried out During Line Block
• The SR imposed on the bridge: 15Kmph
• On arrival of crane”he four corners of crane’s
bearing beams supported over the steel cribs
staging
• Stability of the Crane was ensured from all
angles
• Pick up the anchor member one by one and lift
to suit with the top portal member duly having a
angle of 66 Degree to have a founds at anchor
well
Works Carried out During Line Block
(Contd)
• Repeat the same for other member duly
having firm support at well and provide
HSFG bolt and nuts at top connections
• On completion at Mandapam end crane
moved to station
• Clear the LINE BLOCK duly checking the
safety
• The same procedures to PAMBAN end
Final Shape of Deadman Anchorage members
Testing of Infringements
First BG Engine test Run
ADDITIONAL HOLDING DOWN BOLTS PROVIDED TO TAKE
CARE OF BG PASSENGER EXTRA UP LIFT FORCE
Ty Support at Cantilever ends
NDT-Pull out test for anchorage
bolts
Scherzer Navigational span lifted to pass first
Vessel after Conversion (22nd June 2007)
JAI HIND