Prestressed Concrete | Structural Engineering

Pakistan Private Limited

Company Brochure

STRONGHOLD PRESTRESSING SYSTEM

STRONGHOLD PAKISTAN Specialist Sub-Contractor of Prestressing Works And Structural Rehabilitation

TECHNICAL AND SERVICES BROCHURE

To engineers who, rather than blindly following the codes of practice, seek to apply the laws of nature.

T. Y. Lin, 1955.

Table of Contents

1. COMPANY HISTORY ...... 3 2. OUR SERVICES ...... 7 3. PRESTRESSING PRODUCTS ...... 8 4. PRESTRESSING EQUIPMENT ...... 12 4.1. Hydraulic Jacks ...... 12 4.2. Hydraulic Pumps ...... 15 4.3. Grouting Machines ...... 16 4.4. Ancillary Equipment ...... 17 5. PROJECTS – PRESTRESSING WORKS ...... 18 6. STRESSING & GROUTING PROCEDURE – GENERAL METHOD STATEMENT...... 30 6.1. Fixing Anchorage ...... 30 6.2. Fixing Ducts & Threading of Cable ...... 30 6.3. Stressing of Cable ...... 31 6.4. Grouting ...... 34 7. END BLOCK RECESS AND CLEARANCES ...... 35 8. SELECTION TABLES – TENDON, TRUMPET, JACK AND SHEATH ...... 36 9. TRUMPET & ANCHOR BLOCK- DESIGN DATA DIMENSIONS ...... 40 9.1. Standard Cast Trumpet ...... 40 9.2. Fabricated Trumpet ...... 41 9.3. Rib Cast Trumpet ...... 42 10. DEAD ANCHORAGE - DESIGN DATA DIMENSIONS ...... 44 10.1. Semi-Bonded Dead Anchorage ...... 44 10.2. X Dead Anchorage ...... 44 11. PRESTRESSING IN BUILDINGS ...... 44 12. BUILDING PT – ANCHORAGE DATA TABLES ...... 47 12.1. Bonded System: ...... 47 12.2. Unbonded System: ...... 48 13. GROUND ANCHOR ...... 49 14. REHABILITATION – HEAVY LIFTING...... 50 15. LIFTING EQUIPMENT ...... 51 16. PROJECTS – REHABILITATION ...... 52 17. PROJECTS – BEARING REPLACEMENT ...... 57

Appendix A – Design Notes 1 Appendix B – Selective List of PT Projects

Ebro River Bridge – Spain Completed: 1979 Consultants: Fernandez Casado S.A PT Contractor: CTT Stronghold S.A Prestressing System: Stronghold Multi-Strand Stays: 35 Pairs of Stronghold Cable

1. COMPANY HISTORY

Stronghold Pakistan was established in 1985 as a licensee of CTT Stronghold SA, a renowned Spanish company that has now been integrated into the VSL Group – a member of Bouygues Construction.

The company founder Tahir Karamat who holds Masters degree in Structural Engineering from the Massachusetts Institute of Technology (MIT), and is in the post-tensioning field since the 1960’s, pioneered the use of multi-strand post-tensioning system in the country with local manufacturing of anchorages under a license agreement with CTT Stronghold with the founding of Stronghold Pakistan. Under his leadership, the company grew rapidly within the early years of its founding and became market leader in the post-tensioning field. The company enjoyed near monopoly for over twenty years with almost 100% of the post- tensioning market with us in Pakistan.

Stronghold pioneered local production of trumpets, anchor blocks and sheaths for its multi- strand market. In our state-of-the-art production facility, we have developed innovative methods of production that have led to cost competitiveness of our products while maintaining highest industry standards meeting all relevant code requirements and specifications.

Stronghold introduced the incremental launching method (ILM) of bridge construction in Pakistan. As a joint venture partner with CTT, we helped Daewoo Engineering and Construction Co to construct six long span box girder bridges using ILM on the Lahore- Islamabad Motorway Project, a 375 KM dual carriage motorway – the first project of its kind in the country. We locally fabricated steel nose, formwork and some other items that were required for launching the bridges to completion. The project was successfully completed within the set budget and time. The steel nose used in the project was later exported after modification carried out by us for launching a few other bridges in Portugal.

Pakistan Motorway- Two ILM bridges over River Soan at Chakri – 1x40m+7x50m+1x40m spans

Motorway Project- Lifting and pushing equipment for an ILM bridge during launching.

On the Lahore-Islamabad Motorway Project Stronghold provided all post-tensioning related supplies and services single-handedly for all of its over 150 bridges to Daewoo. In fact, Stronghold has already been involved in over 10,000 bridges completed to date in Pakistan where our products and services have been used. Live and dead anchorages, and couplers for cable up to 37/0.5″ and 31/0.6" locally produced by Stronghold have been delivered successfully in these projects. In addition, the company has also supplied a large number of imported elastomeric bearings, pot bearings, and modular expansion joints capable of accommodating up to 510mm of movement.

Star Coupler produced by Stronghold Pakistan for the Motorway Project

Test in Barcelona of fabricated Star Coupler produced by Stronghold Pakistan – Test showing broken strands with no distress to coupler. 4

Throughout our history, we have been at the forefront of providing prestressing services and supplies on almost all major projects completed across Pakistan. From the mega metro projects like the Lahore Metro and Green Line to power projects like the Gulpur Hydro Power in AJ&K, Stronghold has been a key sub-contractor for the prestressing works, and in most cases delivered all prestressing related services and supplies on the given projects.

New Khairabad Bridge Attock

Stronghold has successfully completed a range of projects requiring different methods of bridge construction – construction with pre-tensioned girders, post-tensioned cast-in-situ, segmental balanced cantilever method etc. For example, in the New Khairabad Bridge both segmental as well as conventional cast-in-situ construction method was employed. All the post-tensioning services and supplies were rendered by Stronghold.

Khushal Garh Bridge over River Indus 5

Bridge Over River Indus, Islamabad – Peshawar Motorway

Stronghold has made several contributions to rehabilitation projects in Pakistan. We are the first local company to carryout external tensioning to strengthen an existing bridge super-structure.

Ghazi Ghat Bridge – External post- tensioning of cable in the deck recess.

We have also successfully completed a number of projects where we have lifted bridge decks for bearing replacements with our locally developed flat jacks. In some cases we have lifted bridge super-structure directly through the girders. In these projects diaphragms that are generally employed for lifting were found under-capacity for jacking the decks.

Chiniot Bridge – Three lifting jacks with lifting capacity of 70 Metric Tons each placed under bridge girder with over all height of only 45 mm.

Lastly, Stronghold has been pivotal in the development of the post-tensioning industry in Pakistan. From the production of PT supplies to providing stressing and grouting services, a number of companies in operation in this line are founded by former employees of Stronghold. While we take pride in our role as seen by many as an institution, we look forward to continuing with our ambition in the development of new sectors with introducing latest technologies to the construction industry in Pakistan.

2. OUR SERVICES

We offer a range of services that include the following:

• Stressing and grouting of post-tensioned structures e.g. bridges, buildings, dams, etc. • Supply and installation of post-tensioning sheaths and anchorage set – wedges, trumpets and anchor blocks • Stressing of pre-tensioned structures including cable installation • Stressing and grouting of ground anchors • Design and consulting services for temporary structures e.g. pre-tensioning yard • Structural rehabilitation and heavy load lifting • Supply of imported ground anchors, bridge bearings and expansion joints

We are a strong team with many of our staff with 25 plus years of diversified experience gained on major infrastructure projects. Given our large staff strength and equipment inventory we are by far the biggest company in Pakistan offering prestressing services and are capable of handling multiple projects simultaneously anywhere across the country.

Post-tensioning 31/0.6″ Cable – DHA Karachi. Pre-tensioning Mono-Strand – Gulpur Hydro Power Project, AJ&K.

Stressing in progress – Karachi Green Line. Deck lifting – Bridge on Islamabad Muree Highway undergoing rehabilitation 7

3. PRESTRESSING PRODUCTS

We offer the following products for mono-strand and multi-strand applications.

1. Trumpets 2. Anchor Blocks 3. Couplers 4. Wedges 5. Sheaths both flattened and round 6. Ground Anchors

Some of our product samples are shown below.

Trumpet and Anchor Block for post-tensioned slabs and other multistrand flat cable applications.

Trumpet and Anchor Block for post-tensioned multistrand cable applications.

Coupler for multi-strand cable Imported wedges for 0.5″ and 0.6″strand

Flat sheath for post-tensioned slab cable Round sheath for multi-strand cable

We manufacture our products under strict quality control program in our facility in Karachi and Lahore that has a combined working space of over 20,000 square feet. We regularly get our raw material tested in nationally recognized laboratories like the University of Engineering and Technology Lahore, Peoples Steel Mills Karachi, Delta Laboratories Karachi etc. All our products satisfy relevant requirements of major international codes and standards such as the AASHTO and EN., and have been successfully used since 1985 in over 10,000 bridges to date across Pakistan.

4. PRESTRESSING EQUIPMENT

Our prestressing equipment includes hydraulic jacks, pumps, grouting machines and some ancillary equipment. Prestressing jack ranges from mono-strand jacks that are typically used in post-tensioned slabs and in pre-tensioning applications to multistrand jacks that are generally employed for post-tensioning in bridges and other heavy civil structures. 4.1. Hydraulic Jacks

We have a large selection of hydraulic jacks to stress a range of different cable sizes. Our jacks possess the universal ability to stress any form of cable composed of wires or strands that is individually anchored by means of wedges. Whatever the pattern or angular disposition assumed by the cable, Stronghold jacks can stress a given strand with only 30cm of end projection irrespective of the strand orientation.

Stronghold jacks are designed to seat wedges forcibly by means of hydraulic lock-off that ensures uniform draw-in when transferring load to the cable. The draw-in limit for the Stronghold system is 7mm. Operating sequence of Stronghold Jack

Locate temporary bearing plate over anchor plate. Position indexing template on projecting end of cable and advance the Jack.

In this position the cable is ready for stressing with all its elements separately and simultaneously gripped by the Jack’s internal wedges

The cable is extended to specified load and elongation.

The anchorage wedges are advanced by the template which also seats them forcibly, under pressure from the Jack’s lock-off mechanism.

The Jack is retracted, automatically releasing the stressing wedges. It is then removed from the cable end.

Mono-Strand Alevin Jacks:

A range of mono-stressing jacks of different strokes and force range has been developed and thoroughly tested, incorporating the Stronghold features of front-gripping and hydraulic lock-off. These jacks have multiple applications such as in prestressing yards, for ground/rock anchors, circular stressing of plastic-coated unbonded strands, etc. The following details relate only to the post-tensioning applications of the Alevin jacks which are commonly used in conjunction with the Stronghold multi-stressing equipment.

Multi-Strand Jacks:

Stronghold system was officially launched in 1974 at the FIP Convention in New York, USA. It was among the leading few systems in the world at the time that was developed for multi-strand prestressing. Since its launch it has been incorporated in innumerable projects world-wide with many notable structures including cable-stay bridges being built on the Stronghold system. G-800 Stronghold Jack

CTT Project – Barrios de Luna Bridge, Spain. Stronghold Stays used. 13

CTT Projects – Weirton-Steubenville Bridge, USA and Water Towers, Kuwait.

Stronghold multi-strand system has been developed for a range of jacks that are capable of delivering a maximum jacking force ranging from 60 metric tonnes to 1600 metric tonnes. These jacks are classified as G series jacks and labelled as G-60 to G-1600 respectively. Their dimensional details are provided in Table 4-1.

Table 4-1: Jack dimensional details

Note: From time to time, we update our equipment inventory based on the market needs. Therefore, in addition to our Stronghold jacks we also carry stressing equipment from other vendors that are custom made and compatible with our Stronghold system. Accordingly, we are in a position to take on any prestressing related work without requiring any third party assistance/equipment. 14

De-tensioning Jacks:

De-tensioning jacks are employed in pre-tensioning applications when the strands projecting beyond the precast section that has attained its desired concrete strength have to be de-tensioned. Our inventory includes such jacks with de-tensioning capability upto 1000 metric tonnes and 300mm stroke.

De-tensioning jack in operation during casting of pre-tensioned bridge girders

4.2. Hydraulic Pumps

Stronghold pump Type-B are the commonly used pumps to operate the Stronghold prestressing jacks. These pumps operate at high pressure for stressing and low pressure for retracting. A double control valve separates stressing and lock-off operations, the latter being preset before delivery. A manual relief valve enables pressure to be gradually reduced, so ensuring uniform transfer of jacking force to the tendon. A large capacity oil tank is incorporated fitted with a tubular indicator gauge. The pump is mounted on a pair of wheels for maximum mobility.

Table 4-2: Type-B Pumps – Capacity

4.3. Grouting Machines Stronghold grouting machines MX-5 and MX-7 are the two models for grouting applications with different capabilities.

Model MX-5 It is the most commonly used model and weighs 770 lb. (350 Kg) when empty. It has two chassis wheels plus a front caster for greater mobility over irregular ground. A second caster is mounted for towing the machine horizontally. Two vertically mounted pans of 3.17 cu. ft. (90 litres) capacity each ensure continuous mixing and delivery to the pump. This has a triple worm drive for pumping the grout continuously to the point of injection. The MX-5 will develop a maximum pressure of 220 Psi(1.52 MPa) and a maximum delivery of 53 cu.ft. (1500 litres) per hour.

Model MX-7 The MX-7 is an electrically driven high pressure grout injection machine incorporating two horizontally mounted independent mixing pans of 9.36 cu. ft. (265 litres) capacity to ensure continuous delivery. The machine will develop a maximum pressure of 234 psi (1.61 MPa) when displacing an optimum grout output of 2.74 cu. ft (76 litres) per minute. Overall dimensions are 2.23m x 0.87m x 1.5m.

4.4. Ancillary Equipment

Some ancillary equipment comes in handy to facilitate the execution of prestressing operations. Among such equipment includes strand pushing machines.

Stronghold Pushing Machines: There are alternative ways to fabricate cable of which pushing individual strands of precise length is the most practical. Strands may be threaded into sheathing cast into concrete or before the sheathing is installed. Electrically motorized machines are most common but restricted in performance to relatively short cable of limited curvature.

Hydraulically operated machines are required for every long cable or cable with reverse curves, when the speed can be varied and threading reversed if necessary. In either case a thimble end of the strand to avoid snagging with the sheath wall or binding with other strands. Although mechanical threading is generally used for cable made in-situ, the method is limited when duct lengths or number of strands are excessive or subject to multiple curvature. In all other circumstances mechanical threading is undoubtedly more simple and economical.

5. PROJECTS – PRESTRESSING WORKS

In the following section some of the projects completed by Stronghold are presented. While Stronghold has been involved in providing prestressing services and supplies in over 10,000 bridges to date, a selective list of our projects is included in Appendix-B.

PAKISTAN GULPUR HYDRO POWER PROJECT-AJ&K

This project is about construction of a 102-megawatt run-of-the-river hydropower plant. It is located on the Poonch River that is approximately 167 kilometers south-east from Islamabad and 28 kilometers upstream of the Mangla Dam Reservoir.

The project General Contractor, a joint venture between two Korean companies – Daelim Industrial Co., Ltd and Lotte Engineering Construction Co. Ltd., contracted Stronghold as a subcontractor for all prestressing related works on this project. Further, Stronghold was also contracted to provide complete design for the pre-tensioning yard that was set-up at the construction site to fabricate box girders for a bridge that spans over the weir walls.

A view of the project site during construction – Weir walls and pretensioning yard visible

Pretensioning yard with two girder lines designed by Stronghold.

In total 66 box girders were fabricated successfully with all pre-tensioning works completed by Stronghold. Each cycle produced 6 girders with turn around time of about 3 days per cycle.

During pre-tensioning operation – consultants with stronghold team present verifying the stressing works

All prestensioned girders after being launched to their respective positions on the wier walls were transversely post-tensioned by Stronghold. Special anchor blocks were also designed and fabricated by Stronghold for this application.

Weir wall cable – Dead anchorage being prepared by Stronghold technician.

The weir walls were post-tensioned with 20/0.6″ cables that were embedded with dead anchorages at one end while the live ends were anchored in a specially designed end block in the weir wall that itself was heavily post-tensioned in the vertical and the horizontal planes. In total, 756 cables were prepared for the 7 weir walls. Though the PT design of the weir walls were based on the DSI System, the stressing and grouting works were carried out by Stronghold.

Preparation in progress for post-tensioning the main cable of the weir walls . 20

KARACHI METROBUS PROJECT

The Karachi Metrobus is the largest of the bus rapid transit project in the country with a total length of 112.9 km. The Metrobus comprises of five different bus lines namely the Green Line, Orange Line, Blue Line, Yellow Line and Red Line with Green Line being the biggest and the latest edition to the Metrobus system.

Stronghold provided all prestressing Given the large number of bridges with supplies excluding strands, and stressing different span configuration in this and grouting services for the entire project, both single end and double end Metrobus Project. prestressing has been carried out in the The elevated bridge sections across the bridge girders. project were constructed using box-girder Stressing was carried out with 420 tons to as well as I-girder sections. Prestressing 800 tons jacks with Type B2 pumps while cable from 10/0.5 to 37/0.5 were used. grouting was completed using Stronghold MX-5 grouting machine.

LAHORE METRO BUS PROJECT

As a major project constructed in Lahore, and the first one of its kind in Pakistan, the rapid bus transit project was planned in several stages. The first stage stretching over 27 km from Shahdara to Gajumata was constructed by M/S Saadullah Khan Brothers.

For this major segment of the project Stronghold provided all post-tensioning material supplies excluding strands, and carried out stressing and grouting. Stronghold G-300 and G-400 jacks were used for carrying out stressing with Type B2 pumps. The girders had spans upto 30m and were stressed with 10/0.6″ cable.

The project was inaugurated in 2014. It was planned in 2011 by local authorities in conjunction with Turkish experts as it was modelled after projects like the Istanbul Metrobus System.

LYARI EXPRESSWAY KARACHI

One of the major projects of its kind in Pakistan, Lyari Expressway is a 38 km long freeway constructed along Lyari River in Karachi. It by-passes the city’s busy corridor starting from Sohrab Goth and ending at Mauripur.

The expressway has multiple elevated segments with simple and continuous span post-tensioning from 25m to 80m.

I-girders and box girders utilizing cable from 8/0.5″ to 24/0.5″ were used in the construction of the elevated bridge segments.

All stressing and grouting services and prestressing supplies other than strands were provided by Stronghold. In addition, 66 pot bearings were also provided by Stronghold in this project.

MULTAN METRO PROJECT

The project involved construction of a 18.5 km long dedicated bus route with some segments totaling 12.5 km being constructed above grade. Cast-in-situ box girder section were used in the construction of the 12.5 km long above grade segment.

About 70% of post- It’s construction began in May 2015 and the project was tensioning related work completed with metro services being commenced in and supplies other than January 2017. strands for this project were delivered by Stronghold.

The bridge segments had 27-30m spans that were constructed with box girder sections. For post- tensioning 18/0.6″ and 21/0.6″ cable were employed. Single-end prestressing was carried out with 500 ton jacks.

The project was funded by the Government of Punjab. 24

ZERO POINT INTERCHANGE ISLAMABAD

Considered as the largest of its kind in the country, Zero Point Interchange is located in Islamabad at the intersection of Kashmir Highway and Faisal Avenue.

It was constructed by Maqbool Associates (Pvt) Limited at a project cost of about PKR 4 Billion.

All prestressing services and supplies excluding strands for the interchange were provided by Stronghold in this project.

In addition Stronghold also provided stressing and grouting services for imported VSL ground anchors – 3/0.6″ to 7/0.6″. Ground anchoring was carried out for soil stabilization around an existing monument.

KPT FLYOVER KARACHI

KPT flyover bridge is located at a busy intersection connecting traffic travelling on M.T Khan Road, Jinnah Bridge and PIDC Bridge.

The bridge was built at a cost of about PKR. 73 million. It has 21 spans in total with spans in the range of 30-35m. The superstructure was constructed using cast- in-situ box girder sections with prestressing cable upto 24/0.5.

PT design on this project was based on the CCL System. However, given the complexity of this project, Stronghold was contracted by relevant authorities in taking a lead role of handling PT related issues and getting all post-tensioning work executed under its supervision. In addition, Stronghold was also contracted in providing post-tensioning sheaths on this project.

In Pakistan, this was one of the first few bridges that were built as a multi-level structure. Further, the nature of road layout where multiple merging and exiting ramps are provided at the bridge was a unique element of this flyover interchange. 26

RATHOA HARYAM BRIDGE MIRPUR- AJ&K

The longest bridge in AJ&K, the Rathoa Haryam Bridge is nearly 5 km long that is constructed across the reservoir channel of Mangla Dam. It connects the city of Mirpur with Islamgarh.

Stronghold provided all post-tensioning supplies except for strands and carried out all stressing and grouting on this project.

The bridge was constructed by a Chinese construction firm - Xinjiang Beixin Road & Bridge Construction Co., Ltd. It has 40- 45m long spans that are prestressed using 10/0.5″ to 14/0.5″ cable s with Stronghold G-400 jacks.

Transverse prestressing in the bridge deck slab and diaphragms was also carried out on this project by Stronghold with 4/0.5″ cables.

Bridge Over Chenab, Talibwala I-Girder Bridge 18 Spans of 46 M. Contractor: Ghulam Rasul& CO.

Malir River Bridge N-5 Sec 1. I-Girder Bridge 13 Spans of 24.7 M Contractor: J & P (Overseas)

Bridge Over Indus, Hyderabad I-Girder Bridge 18 Spans of 46 M. Contractor: Sachal Eng. Works

Kech Bridge Turbat I-Girder Bridge 30 Spans of 15.1 M. Contractor: Saadullah Khan & Brothers

Bridge Over River Indus Connecting Larkana – Khairpur. I-Girder Bridge 26 Spans of 46.8m Contractor: Sachal Eng. Works.

Bahria Town Bridge at Abdullah Shah Ghazi, Karachi. Cast-in-Situ Box Girder 8 Spans, 26-40m Contractor:AA Quality Builder

Thallair Bridge Over River Poonch, Kotli AJ&K Segmental Construction 2 spans, 68m Contractor: ZK&Associates

Jhirk-Mulla Katiar Bridge Over River Indus I-Girder Bridge 36 Spans of 49.6m Contractor: Kainat Enterprises

6. STRESSING & GROUTING PROCEDURE – GENERAL METHOD STATEMENT

6.1. Fixing Anchorage

Anchorage comprises of three components – trumpet, anchor block, and wedges. The first step in anchorage fixing is trumpet installation.

Trumpet is buried in the concrete section at each end of the girder where cable have to be anchored. It is fixed on to the end plate of the shuttering at a desired angle given on the relevant drawings.

For fixing the trumpet two diagonally located holes in the trumpet base plate are provided that are used for fixing the trumpet onto the shuttering before concreting. A soft board packing is placed between the trumpet and the shuttering to prevent any laitance from going into the anchorage.

The installation of the block and the wedges are carried out after cable installation has been completed. These are discussed in the following section. 6.2. Fixing Ducts & Threading of Cable

The duct shall be laid to the lines indicated on the drawing and shall be securely fixed in position with binding wires using either onto special chairs or to stirrups. The distance between supports should not be more than a meter.

Joints between duct and anchorage shall be adequately and securely taped using waterproof plastic tape to prevent the ingress of laitance from the concrete. If HDPE is used as ducting the desired length is obtained by connecting different pieces of the HDPE using sockets which are welded to the two pieces with the help of a special HDPE welding machine which ensures a complete leak proof joint.

The duct shall be carefully inspected immediately prior to concreting in order to ensure that the alignment is correct, the joint secure, and the duct undamaged and unblocked.

The cable are made by cutting the required number of strands using a high-speed disc cutter. Length of cable shall be worked out as per the given cable profile plus a minimum 60 cm. Where our supplementary jacks are used for cable greater than 24/0.5 a minimum of 100 cm shall be added instead of 60 cm. Cable shall be tied with binding wire or tape every meter or so depending on the cable size. Threading of cable can be done manually by either pushing them from one end or by using a pulling sock. As an alternate strand pushing machine can also be used. The strand pushing machine, main features of which are given in this brochure, pushes one strand at a time. The tip of the strand is covered with a steel cap like a thimble so that it does not damage the duct and each strand is pushed through the ducting from one end of the cable to the other and once the given strand reaches its desired location it is cut off from the coil.

During cutting of strand special care has to be exercised to ensure that the direction of the rotation of the disc cutter is the same as the lay of the strand. If the strand is cut in the opposite direction the wires of the strand will open up during cutting. 6.3. Stressing of Cable

1. PREPARATION OF CABLE.

Once the concrete has attained the requisite strength for transferring the pre-stressing load on to the girder, the cable that have already been cut to desired length are prepared. At each end of the girder beyond the trumpet the cables are projected a minimum of 30 cm. In some cases where our supplementary jacks are used for cable greater than 24/0.5 a 50 cm projection is required. The cable must be cleaned first by using a compressor to remove any muck etc from the duct. It shall be moved manually or with a chain pulley too and fro a few times to ensure that there is no blockage due to concrete or laitance.

2. THREADING OF ANCHOR BLOCKS AND FIXING OF WEDGES.

The anchor block which has a number of conical holes depending on the size of the cable to be stressed shall be threaded on to the projecting strands. For example, for 10, 11, or 12 strand cable a block having 12 holes shall be used. Similarly, for 8, 9 strand cable a block with 9 holes shall be used, for 6 and 7 strand cable a block with 7 holes shall be used and so on and so forth. After the blocks have been threaded at the two ends of the tendon, the two piece wedges are threaded on the individual strand and tapped lightly so that these are seated securely within the block in their respective conical holes.

3. JACK & PUMP FOR STRESSING.

Stronghold Pakistan jacks and pumps shall be used for stressing the cable. The jacks have three separate cylinders -cylinder for applying the prestressing force, cylinder for seating the wedges forcibly and a cylinder which returns piston to the closed position and releases the internal wedges in the jack.

Before the jack is threaded, a bearing ring on which the jack would rest and a lock off plate, which forcibly seats the wedges are threaded on to the cable at the jacking end. Following this the Stronghold jack is threaded into position for stressing.

As the jacks are heavy they are typically suspended off from a support frame.

However sometimes where it is not possible to use a support frame a crane is used instead.

The jack is activated by a high pressure hydraulic pump with a capacity of pumping oil upto a pressure of 800 Kg/cm2. This pump has three independent outlets and the appropriate outlet is connected to the three cylinders in the jack by reinforced high pressure hoses.

4. STRESSING PROFORMA AND CALIBRATION OF GAUGES.

Stressing proforma are prepared based on the information provided by the consultants. This proforma gives the maximum pressure which is to be applied to the cable being stressed and the theoretically expected extension. The pressure given on the proforma includes an allowance of 2% for the loss in pressure which takes place between the gauge on the pump and the pressure which becomes available at the front end of the jack for the actual application to the cable.

For simply supported girders, stressing is carried out from one end only as there is no technical or other advantage of stressing such cable from both ends. However, if there are two cable one is stressed from one end and the second one from the other end, for three cable two are stressed from one end and the third one from the other end and so on so forth.

It is also not necessary to stress all the cable in one girder before moving to the next. For example, if 10 girders are to be stressed, cable No. 1 and 3 from the same end, say end A of all 10 girder in one line can be stressed first and then cable No. 2 can be stressed for all the girders after moving the equipment to the other end, say end B. This can save time and inconvenience from shifting the equipment back and forth between the girder ends after each stressing operation.

The gauge on the pump is calibrated when the equipment is sent out for stressing girders at various sites. A calibration certificate giving the pressures which the gauge on the pump must attain to apply actual pressures of 100. 200, 300, 400, 500, 600 and 700 Kg/cm2 is sent along with the equipment. 5. STRESSING OPERATION

As a first step, the jack is activated by the pump with a pressure of upto 100 Kg/cm2 which is considered as the starting point of the stressing operations. Marks are made on the jack cylinder and the other end of cable so as to read the extensions at different pressures. The readings are started at 100 Kg/cm2 to eliminate any slack in the tendon. Readings are noted at 200, 300, 400 and 500 till the final pressure indicated in the stressing record sheet is reached. From the first three readings the average extension for 100 Kg/cm2 pressure is worked out and added to the extensions obtained at the final pressure. This is done to add the extension which must have taken place when the cable was stressed from 0-100 Kg/cm2 and marks were put on but readings were assumed to be zero, as shown on the stressing form.

After reaching the final pressure wedges are seated forcibly by injecting oil into the cylinder for seating wedges, after which the pressure is slowly released and the apparent pull-in is measured. From this pull-in the elastic recovery is deducted to arrive at the actual pull-in.

The apparent pull-in also includes the elastic recovery of the length of strand beyond the anchor blocks. The jack grips the strand at a distance of 200 mm from the block, this free length becomes longer by the amount of extensions obtained at lock off.

When the pressure is dropped from final stressing pressure say 600 Kg/cm2 after lock off and release, the cable moves in due to two actions i.e. the movement of the wedges to grip the strands and the loss of extension in the free length of strand beyond the anchor block due to its pressure going down from 600 Kg/cm2 to 0. This later phenomenon is called elastic recovery and has to be deducted from the apparent pull-in to arrive at the actual pull-in. 6.4. Grouting

After stressing has been satisfactorily completed on a number of girders the cable are prepared for grouting by cutting the projecting strands leaving only about 20 mm pieces projecting beyond the anchor blocks. The cable duct is cleared of any muck etc with the help of a compressor or high- pressure water pump. Both the ends of the cable are plugged by using concrete ensuring that the holes provided for injecting the grout at the two ends are not clogged, a pipe for de-airing is left at the end away from the grouting end.

Alternately specially fabricated steel grout bell caps can be used, which are bolted on to the trumpet using the threaded holes. This allows grouting to proceed immediately after stressing is satisfactorily completed.

The neat cement grout is prepared by adding cement gradually in the mixing drum of the grouting machine, in which the requisite water has already been poured. If the project consultant has specified any additive like expansive or anti-bleed agents, it shall be added as per its manufacturer’s recommendation. After the cement is properly mixed and a uniform cement slurry is made, it is sieved into the lower drum for pumping into the ducts.

It is important that the temperature of the slurry does not exceed 32 degree centigrade. If it does then iced-water should be used in place of tap water to lower the temperature. It is also recommended that during summer months grouting shall be done during the mornings when the girder is relatively cool. If the girder is hot when grouting is done, rapid evaporation of water from the slurry can take place that can make the grout very thick resulting in clogging.

The cement slurry is injected into the cable duct from one of its end, say End A. Grout vents that are typically provided in the trumpet shall be closed-off of the trumpet at the other end of the duct, say End B once the injected slurry comes out at End B with the same consistency with which it is pumped at End A. The flexible pipe sticking out of the grout vent is tied and a slight pressure (approximately 2 bar) is applied to ensure that the grout has reached all the empty spaces.

After grouting is completed, the girder should not be moved for at least 72 hours to allow grout to set properly before it is Anchorage being sealed disturbed. after grouting completed

7. END BLOCK RECESS AND CLEARANCES

For the given Stronghold jacks end block recess dimensions are given in Table 7-1. The tabulation assumes the correct jack as recommended in the relevant data tables in this catalogue has been used. Where anchorages are borderline the nearest alternative to the recommended jack may be considered. In all such cases the alternative jack size and stroke must be considered, and if greater, allowed for by increasing the recess dimensions.

Table 7-1: End Block – Anchorage Recess Dimensions

Dimension N shall be minimum 20mm.

Table 7-2: Minimum Clearance Requirements – Sheath and Trumpet.

M and N shall be minimum 20mm. Minimum values of L and R must be observed to avoid eccentric stress concentration behind the anchorage.

8. SELECTION TABLES – TENDON, TRUMPET, JACK AND SHEATH

TABLE 8-1: 0.5Strand (12.7mm). According to BS 5896.

TABLE 8-2: 0.6 Strand (15.24mm). According to BS 5896.

TABLE 8-3: 0.5 Strand (12.7mm). According to ASTM A-416.

TABLE 8-4: 0.6 Strand (15.24mm). According to ASTM A-416.

9. TRUMPET & ANCHOR BLOCK- DESIGN DATA DIMENSIONS

9.1. Standard Cast Trumpet

9.2. Fabricated Trumpet

9.3. Rib Cast Trumpet

10. DEAD ANCHORAGE - DESIGN DATA DIMENSIONS

10.1. Semi-Bonded Dead Anchorage

10.2. X Dead Anchorage

11. PRESTRESSING IN BUILDINGS

Post-tensioing in building structures has been cables are provided in flat sheath and then carried out in many countries around the world stressed using mono-strand jack. Cables are since the early years of prestressing in grouted and the anchor block is sealed-off after structural design. stressing operation is completed for corrotion protection. Compare to reinforced concrete prestressing offers several benefits in many cases. The most common application of prestressing is in structures where large span lengths with greater open spaces are required. Inherently, prestressed elements are relatively ligther. Therefore, where prestressed beams and slabs are utilzied it results in lighter column sections and thereby lighter foundation for the given structure. This brings economic benefits in material savings, formwork and labour cost. In tall structures thinner slabs translates into reduction in the overall height of the building. Conseqently prestressed buildings can offer more number of stories compare to the regualr reinforced concrete over the same structure height.

Typically in slabs prestressing is carried out using smaller cable sizes with 1 to 5 strands each of 0.5 or 0.6 diameter. In bonded system

Schematic arangement of anchorage and cable support shown. Schematic arrangement of cable shown in a slab. 45

In an unbonded system, prestressing is carried out using mono-strand cables that come in a protective sleeve that encloses the given strand with a specialized grease. Typically the choice of system i.e. bonded or unbonded is recommended by the design consultant based on a number of factors such as weather, economics, etc.

Installed anchorage-bonded system Cable layout – bonded system

Anchorage – bonded system

Anchorage - unbonded system

12. BUILDING PT – ANCHORAGE DATA TABLES

12.1. Bonded System:

Note: 1=Wedge, 2=Anchor Block, 3=Trumpet, 4=Minimum Spiral Reinforcement, 5=Flat Sheath, 6=Strand

12.2. Unbonded System:

13. GROUND ANCHOR

Application for ground once their function is fulfilled. Anchorages may be bonded or anchors are widespread as unbonded i.e. cement-grouted or greased. Any decision favoring means of tying down a great grouted tendons must first consider appropriate ways of grouting variety of structures. A by injecting through suitably placed ducting. geotechnical study is first required to determine the degree of anchoring and method of fixing the structure according to ground stability. Certain application for ground anchors are shown diagrammatically on this page.

Ground anchors may be either permeant or temporary, and a suitable method of recovery in the latter case must be studied

Bond Length The construction of an efficient ground anchor needs adequate bond length at the tendon base and this can be ensured by grouting that part of the bore from which the tendon derives its stability. Cable length is determined by the quality of the soil and can be calculated from the shear transmitted by the grout cylinder injected at the initial stage. Cables composed of strands develop high friction with the surrounding grout and only slight deviation in alignment between component strands is required to produce a good anchor. Sleeve Type Anchor

14. REHABILITATION – HEAVY LIFTING

Stronghold provides heavy lifting services on rehabilitation projects for bridges particularly specializing on projects where bearing pad replacements are required.

Our history with lifting decks dates back to 1990’s when we completed our first lifting project with the two bridges on the Islamabad-Muree Highway. Lifting operation was executed under the supervision of NESAK Lahore. At each end, the span was lifted using 8 jacks under Set-up before lifting – Jacks, deflectometer, the diaphragm, all activated by one high shims and bearing pad under girder visible pressure pump. The bridge was clamped to avoid its displacement in the longitudinal as well as in the transverse direction during jacking. Deflectometers capable of measuring uplift of 1/100th of a mm were attached to each one of the four girders of the bridge. The maximum difference of uplift between adjacent girders was kept within ±2 mm as required by the project consultant. The actual operation from start to end at each end Bridge lifted, bearing removed and laitance of the girder took less than an hour. being chiseled before placing new pad.

Bridge on Islamabad-Muree highway being jacked for bearing pad replacement. 50

15. LIFTING EQUIPMENT

Stronghold has special flat jacks ranging from 40 ton lifting capacity to 200 ton lifting capacity and of different over-all heights. We are in a position to undertake lifting jobs independent of any foreign assistance both technically and equipment wise. We have available with us over 100 jacks of different capacity at present.

The tallest jack has an overall height of 325mm with a lifting capacity of 200 tons. These are typically utilized when adequate space is available for jacking.

Where available space is limited our smaller jacks e.g. 40 tons jacks with overall height as little as 30 mm are utilized.

16. PROJECTS – REHABILITATION

Stronghold has lifted a large number of bridge superstructures and successfully replaced hundreds of bearings in rehabilitation projects across the country. Details on some of these projects are as follows.

Khushab Bridge: In this 14 span bridge over river Jhelum, the available gap between girder soffit and top of transom for placing lifting jacks was hardly 40 mm. Stronghold locally developed flat jacks with over all height of only 30 mm and successfully lifted all 14 spans of the bridge. The diaphragms of this bridge were in bad condition and could not be used for jacking. The project was challenging as the 30 mm thin jacks had a very limited lift, about 8mm. Given the limitation during transfer of load from jacks to shims during each lifting cycle i.e. closing of the jacks putting the shims underneath and lifting the bridge again, it was noticed that almost all of the lift was getting lost in each cycle. Stronghold developed a special technique for transferring the load on to the shims, and with this method at least a net uplift of 5 mm was ensured for every load transfer cycle which finally ensured the success of the project.

Lifting jacks, shims underneath the girder and dial gauge for measuring up lift

Talibwala II Bridge: Stronghold undertook the lifting of eighteen span of this bridge with each span weighing about 1,800 tons. Deck supported on temporary supports which had been provided under the twelve girders of the bridge framing into the end-diaphragm was lifted while temporary supports being removed and deck reseated on the three high load carrying capacity pot bearings also supplied by Stronghold in each of the eighteen spans. Under internal girders 8 hydraulic jacks were placed and activated by one pump while 4 jacks under external girders were placed and activated by another pump. The uplift and the lowering operations were monitored by sophisticated measuring devices capable of measuring 1/100th mm of movement. It was ensured that the differential uplift/lowering of adjacent beams did not exceed 2 mm to avoid damage to concrete due to the stiffness offered by the diaphragm & deck slab. 52

Ghazi Ghat Bridge: Stronghold teamed up with M/S Kingcrete Builders who were the main contractors for the rehabilitation of this bridge over River Indus near D.G Khan. In this bridge adequate space was not available to place the lifting jacks and shims underneath the girders, therefore lifting had to be executed through the diaphragm where larger clearances were available. However, the condition of diaphragms particularly at the girder-diaphragm connections were very poor and porous, and it was feared that many girders would shear off from the diaphragms during the lifting operation.

Stronghold prepared a proposal to get around this challenge by carrying out temporary external post-tensioning of the diaphragm to strengthen it. The proposal was accepted and external post-tensioning along with bridge deck lifting was successfully executed by Stronghold. This strengthening of the diaphragm turned out to be an important factor Moulds, lifting jacks and shims used in the in the success of the project. project.

The bridge used to be closed to traffic from 6 PM to 6 AM on alternate days to allow replacement of the bearing pads. With proper planning and sufficient number of jacks, pumps and other special equipment, Stronghold was able to adhere to the tight schedule and completed lifting of all the spans within the scheduled time to allow M/S Kingcrete Builders to do the necessary operations for the rehabilitation of this During lifting operation-Ghazi Ghat bridge. Bridge

S.M Textile Factory Building- SITE: Another interesting project handled by Stronghold in this field involved releasing the loads from the columns and foundation of a single-story building in SITE area Karachi. The aim was to enable the contractor to strengthen the foundation as additional two stories were planned to be constructed on top of the existing structure. Stronghold worked with the project consultants M/S Alliance Consultants and successfully executed the lifting operations for this building. We utilized our 75 ton capacity jacks to release the slab load off the columns. Temporary supports were constructed for the lifting jacks. Once the column and foundation strengthening was completed by the contractor the slab load was retransferred back to the existing columns. It was the first project of its kind in Pakistan where without any demolition such a task was successfully undertaken.

A snapshot of some of our lifting projects:

1. Salt Range Bridge (BD 12C5) on Lahore Islamabad Motorway Project Lifting of the bridge superstructure.

Span length =30 M Maximum lifting height =150 mm Sets of Flat Jacks with lifting capacity of 80 Tons were placed under one end of each of six girders that were then lifted to different heights as per the directions of consultant.

2. Salt Range Bridge (BD12C5). The project required lifting of the transom as well after lifting the girders. Total weight lifted = 600 tons Maximum lifting height = 110 mm Two hydraulic jacks each 300 Tons capacity were used to lift the transom to the desired height and its weight transferred from the defective piles which were cut and removed to alternate foundations.

3. Two Bridges on Islamabad Muree highway Span lengths = 15 M Total weight of each span lifted = 200 tons Lifting height = 20 mm 4. Talibwala Bridge II

Span length = 52 M Total weight lifted = 1800 Tons In total 12 girders with 52m span lifted using hydraulic jacks with capacity of 200 tons placed under each end of the girders.

5. Soan Bridge near Rawalpindi - Lifting of 1 span to relocate the pad which shifted out of position.

Span length = 44.4 M Total weight of span lifted = 900 tons

Jacks used for lifting = 70 ton capacity

6. Bridge Over River Jehlum at Khushab. Span length = 47 M No. of spans = 14 No. of lifting operations = 28 Total weight per span = 1,000 tons No of pads replaced with new ones = 112

All 4 beams at one end of a span were lifted simultaneously by using sets of 70 M. Tons capacity jacks, 40 mm clearance was available between beam soffit and transom and these very specially designed jacks were placed in that 35 mm (11/2-) clearance. We also imported bearing pads for this project.

7. Ghazi Ghat Bridge near D.G Khan. Span length = 44.24 M No. of spans = 22 Total weight per span = 1000 tons No. of pads replaced = 176

On this project jacks ranging in capacities from 60, 150 &200 tons were used. We imported bearing pads for this project to replace the existing old ones.

8. Chiniot Bridge Span length = 39.4 M No. of spans = 06 Total weight per span = 1,200 tons No. of pads replaced with new ones = 72 All 6 girders of a span were lifted simultaneously on one transom by using 200 & 75 tons capacity jacks.

9. Lifting of 2 spans of Balleli Bridge Quetta on N-25 We have successfully carried out lifting and lowering operation of this old steel bridge in Quetta. The piers of this bridge were to be re-constructed for which temporary supports were provided under all beams. Our work was to lower these beams on newly constructed piers. We used our 70 ton jacks for this purpose and both spans of bridge were lifted from temporary supports and lowered to new piers.

10. Lifting of bridge over river Sutlej at Bahawalpur for replacing old bearing pads with new ones. Span length = 48.77 M No. of spans = 12 Total weight per span = 1,200 tons No of pads replaced with new ones = 96 All 4 beams of each span were lifted simultaneously on one transom by using 75 tons capacity jacks.

11. Lifting of Silyaza Nullah Bridge at KM 322+363.605 on Zhob Mughalkot Section Span length = 30 M No. of spans = 03 Total weight per span = 650 tons No. of pads replaced with new ones = 24 nos. The lifting was carried out for removing and replacing bearing pads. Jacks of 70 ton capacity were placed underneath diaphragms to carry out the lifting.

12. Lifting 12 spans of Simtua Nullah Bridge on Zhob-Mughal kot Section Span length = 25 M No. of spans = 12 Total weight per span = 500 tons No. of pads replaced with new ones = 96 nos. On each transom 8 beams were lifted simultaneously by using 70 tons capacity jacks. Old bearings were replaced with new ones.

13. Testing on U-TUB Girder at Orange Line Lahore

Length of girder = 30 M Width of girder = 5.7 M Contractors = Maqbool - Calsons J.V.

Test was carried out under the supervision of NESPAK Lahore & Dr. Ali (UET Peshawar).

Used 20 jacks of 70 ton capacity. All jacks were activated with one pump. Girder was monitored for deflection and cracking.

17. PROJECTS – BEARING REPLACEMENT

The following is a list of some selective projects in which bearing pad supply and replacement has been carried out by Stronghold.

DESIGN NOTES TABLE I: Data for tendon friction

In the design of prestressed concrete members consideration is normally given to three sets of conditions or limit states Condition µ K (per meter) namely:

-4 For normally supported ducts 33 x 10 1. Conditions at transfer, when the prestress is applied 17 x 10-4 to the concrete Strong ducts with close supports 2. Conditions at working load (serviceability limit state) 3. Conditions at ultimate load (ultimate limit state). Circular construction: Of these the third usually determines the dimensions of the Steel moving on steel bearing attached to concrete 0.25 section: the second establishes the magnitude of the Steel moving on smooth concrete 0.45 prestressing force: and the first gives the tendon profiles and Steel moving on steel rollers 0.10 the details of the end block.

Calculation of losses Linear construction: Steel Moving on steel 0.30 Steel moving on concrete 0.55 The prestressing force applied to the end of a tendon at Steel moving on lead 0.25 transfer is larger than that which acts at mid-span at transfer Lubricated tendons <0.10* and under service conditions. Some of the losses of prestress occur at the time of prestressing while others take place over a period of months. Some vary with the distance along the *Values for lubricated tendons depend to some extent on the member while others are constant throughout the length. tendon geometry.

The methods of calculation presented in the following are Reduction of frictional loss by temporary overstressing approximate and fairly simple. More complex methods are available, but they usually demand a disproportionate amount The tendon force should not exceed 70% of its strength after of time for their employment and produce only a spurious it is anchored; but a temporary stress of up to 80% can be accuracy, since the assumptions made are of doubtful applied prior to anchoring. This not only reduces the frictional validity. loss; it also provides a useful proof test load on both the concrete and the tendons, and the practice is to be As a general rule it is better to make simple calculations and recommended. to provide some leeway to allow the prestressing force to be varied if necessary to suit the actual job conditions. A few When the overstress is removed reverse frictions occurs in the spare tones of stressing capacity on site is more valuable than tendon, over a length near stressing end or ends (see upper a file of unduly detailed calculations in the office. curve in Fig. I). Complete reduction of the overstress is not necessary, since a part of the reduction is obtained by pull-in Losses at transfer of the anchor wedges (see next section). If the tendon is curved near the jacking end, the length over which this reduction takes place is significantly shorter than for a straight tendon. (i) Loss due to friction (ii) Loss due to pull-in of wedges At any point distant x from the jacking end of a post-tensioned tendon the prestressing force is reduced, from Po at the jack In order to fully anchor the wedges at the jacking end of a to: tendon some movement of the tendon itself is needed. For the

STRONGHOLD systems, the movements are typically 7mm. - (µα+kx) Px = Po e The movement produces a reverse fictions effect similar to that obtained by reducing the temporary overstress. It extends over Px = Prestressing force at distance X from jack the length w of the tendon given with sufficient accuracy by the Po = Prestressing force at jack expression e = Base of natural logarithms µ = Coefficient of friction for curved portions of tendons α = Total angular deviation of tendon (in all planes) W = √ΔI .Es. As throughout distance x, in radians ΔP k = Wobble coefficient per unit length of tendon (to allow for friction due to inaccuracies in placing) Where:

The loss of prestress due to friction is therefore equal to ΔI is the pull-in (mm) Es is the elastic modulus of the prestressing steel, 2 - (µα+kx) As is the cross-sectional area of the prestressing steel (mm ): ΔP1 = Po [1 – e ] ΔP is the rate of loss of force (kN/mm). This in turn is given by

Values of µ and k taken from BSCP 110 (1972), are given in Table I. 59

Po - Px max. Delayed losses x max.

The anchored prestress is reduced over a period of up to for straight tendons. For tendons curved at the jacking end two years by time – dependent movement of the steel and P - Px concrete. ΔP = o x (I) Loss due to relaxation of tensioned steel in which x, is the length to the end of the curved section and Px, is the prestressing force at that point. Relaxation is analogous to creep: it is a loss of force which takes place in tensioned steel when the length of the Once W is known the corresponding loss of prestressing force can tendon is kept constant. The magnitude of the loss be calculated as: depends mainly on the stress in the tendon and on the

service temperature. Low relaxation steels are available, at ΔP2 = 2 ΔP.W a slight cost premium, for normal temperature, BSCP 110

recommends a maximum relation loss of 8% of the EFFECT OF PULL IN prestressing force, when the anchored force is 0.7 Pu, reducing linearly to zero when the anchored force is s 0.5 Pu

(II) Loss due to shrinkage

Values due to shrinkage in BSCP 110 to allow an approximate assessment of shrinkage to be made. Typical values for concrete stressed between 7 and 14 days after casting are:

70 x 10-6 (humid exposure) 200 x 10-6 (normal exposure at 70% relative humidity)

Therefore the loss of prestressing force due to shrinkage is:

-6 ΔP5 = 200 x 10 x Es x As (normal exposure at 70% relative humidity)

-6 ΔP6=70 x10 x Es x As (humid exposure)

In which Es and As are the elastic modulus and the cross- (iii) Losses due to elastic compression of the concrete sectional area of the prestressing steel.

When tendons are tensioned successively, the stressing of each (III) Loss due to creep tendon causes some loss of prestressing force into those already stressed and anchored. The magnitude of the loss is given by the The creep of concrete is proportional to the stress applied to expression it. Its magnitude may be taken as:

fcs n-1 Es 36 x 10-6 x 40 x ΔP3 = fcs As fci 2n Ecj

Where; Where; fcs: is the stress in the concrete adjacent to the steel n: is the number of tendons that are tensioned successively fci: is the cube strength at transfer 2 fcs: is the stress in concrete adjacent to tendons [KN/mm ] 2 Then the loss of prestressing force is: As: is the cross-sectional area of the prestressing steel [mm ]

Es: is the elastic modulus of the prestressing steel fcs Ecj: is the elastic modulus of the concrete at the time of -6 ΔP6 = 36 x 10 x 40 x . Es . As prestressing fci

Where; A is the cross-sectional area of the prestressing steel.

When fci exceeds 40 N/mm2 the expression reduces to:

-6 ΔP6= 36 x 10 x fci x Es x As 60

(III) Calculation example END BLOCK REINFORCEMENT Bursting reinforcement

For the block shown in Fig. III the relevant data are: (I) Bursting forces Face size of Stronghold CS-13 anchor: 180 mm Square Prestressing force at each anchor: 900 kN A simplified version of a design method originally proposed by Guyon Reinforcement yield stress: 410 N/mm2 is given in BSCP 110. Each anchor is assumed to be symmetrically placed within a small individual end block, and the bursting force is Hence; then obtained from Table II in this, Yo = 125; Ypo = 90; Ypo/Yo = 90/125 = 0.72 YO is half the side of the individual end block Ypo is half the side of the loaded area From Table II: Fbst/Fk = 0.11; Pk = 900 kN; Fbst is the tensile bursting force Pk is the load in the tendon. This is assumed to equal the Hence, Fbst = 0.11 x 900 = 99 kN maximum jacking load; for non – bonded tendons the greater of the maximum jacking load or the tendon force at ultimate Stress in reinforcement = 0.87x410=357 N/mm2, so that load should be used. area of reinforcement per anchor = 99000/357=277 mm2 in each direction. TABLE II BURSTING FORCES IN END BLOCK Provide 4 no. 10 mm hooked bars (314 mm2) in each Ypo/Yo 0.3 0.4 0.5 0.6 0.7 direction. [Fig IV].

Fbst/Pk 0.23 0.20 0.17 0.14 0.11

(II) End bending Within the beam, the prestress is distributed linearly from top to bottom. At the ends it is concentrated at the anchors which therefore act as the reactions to the distributed prestress. When the anchors are not themselves distributed over the whole of the end block, reinforcement may be needed to resist the tensile beam-bending stresses between upper and lower anchors. The effective overall depth of this vertical end-beam can be taken as half the actual depth of the beam itself.

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

12/0.5” 01. 45 18 21. 28 2 12/0.5” TALIBWALA CHENAB 04/0.5” GUDDU FEEDER RD: 367

09/0.5” 02. KUNDIANI BRIDGE 45 2 11/0.5” 22. RURKAN BRIDGE 27 2 12/0.5”

03. DATA NAGAR 39 1 11/0.5” 23. RICE CANAL RD: 223 26.8 4 12/0.5”

04. SEHWAN ARALWAH 37.5 1 12/0.5” 24. ROHRI CANAL RD: 278 26.2 3 12/0.5”

05. MIRWAH CANAL 33.5 1 11/0.5” 25. NAWABSHAH BRDIGE – MAIN BR. 26 4 06/0.5”

06. MIRWAHA CANAL 23 1 12/0.5” 26. N.W. CANAL RD: 40 25.9 3 12/0.5”

10/0.5” 07. KATCHA KHU MULTAN 33 2 27. JAMRAO CANAL RD: 265 25.9 2 12/0.5” 12/0.5”

ZARDDRLU ROAD RAIL OVERPASS H.B.P 12/0.5” 08. 32 4 12/0.5” 28. 25 3 BALOCHISTAN 10/0.5”

09. QANDEEL BRIDGE 31 1 11/0.5” 29. MALIR RIVER SEC. 1 24.7 13 12/0.5”

10. MACH BRIDGE 31 6 12/0.5” 30. LAHERWALI NADI 24.7 2 10/0.5”

11. SAROTA NALA 3.05 1 12/0.5” 31. MANGLA MOWER STATION GIRDERS 24.5 17 12/0.5”

12. SHINKARI BRIDGE 30.5 1 11/0.5” 32. STEEL MILL I/C. 24.4 2 12/0.5”

13. SAIFUL MINOR 30.5 1 33. QUAD CANAL RD: 358 24.4 3 10/0.5”

14. ASTOL I 30 1 09/0.5” 34. SATHIO WAH RD: 45 24.3 1 11/0.5”

15. BIBI NANI BRIDGE 30 8 10/0.5” 35. NARA CANAL RD: 465 24.3 5 12/0.5”

16. ASTOL II 30 1 09/0.5” 36. PHULRA – N.W.F.P 24 1 12/0.5”

17. TARBAH 30 1 11/0.5” 37. NARA CANAL RD: 255 24 5 12/0.5”

18. B.S. FEEDER SUKKUR 29 1 12/0.5” 38. LYARI RIVER O MILE 24 6 08/0.5”

19. DUBI MINOR 28.8 1 12/0.5” 39. SARGODHA OVERHEAD BRIDGE 23.9 33 08/0.5”

20. MURAD TALPUR BRIDGE. 28 1 12/0.5” 40. RANIPUR SINDH 23.4 5 12/0.5”

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

41. NUSRAT CANAL RD: 34 23.3 2 11/0.5” 61. KHIPRO RD: 156 21 1 12/0.5”

42. KINGRI BRIDGE 23 3 11/0.5” 62. HAJNA SHAH 20.6 2 12/0.5”

43. NARA CANAL RD: 68 23 4 09/0.5” 63. ROHRI CANAL RD: 63 20.3 6 10/0.5”

PISHEN LORA (QUETTA) 10/0.5” SULEMAN SHAH RD. 04/0.5” 44. 23 3 64. 15 5&1 11/0.5” 05/0.5”

11/0.5” NARA CANAL RD: 96 NAWABSHAH BRIDGE – DISTT. 23 4 09/0.5” 65. 20 17 10/0.5” 45. RD: 08/0.5”

46. ROHRI CANAL RD: 834 23 3 12/0.5” 66. KALRI BAGAR CANAL H.B.P 20 7 10/0.5”

47. NARA CANAL RD: 97 23 3 09/0.5” 67. NARA CANAL RD: 227 20 7 10/0.5”

48. PHULLELI RD: 22 22.9 3 12/0.5” 68. GHOTKI FEEDER 20 1 11/0.5”

49. SCHEME 33 SUPER HIGHWAY 22.9 2 12/0.5” 69. PHULLELI CANAL I H.B.P. 20 9 10/0.5”

09/0.5” 50. SCHEME 33 SUPER HIGHWAY 22.9 2 12/0.5” 70. NEW LAL MIRWA 19.8 2 08/0.5"

51. DADU CANAL RD: 39.83 22.6 2 12/0.5” 71. NARA CANAL RD: 269 19.8 2 12/0.5”

GARHI YASEEN SINDH 12/0.5” 52. 22.5 3 72. 19.5 2 12/0.5” 11/0.5” CHAKORA NALLAH RD: 2 + 500

ROHRI CANAL RD: 786 53. 22 3 09/0.5” 19 2 12/0.5” 73. FAIZ GANJ RD: 265

54. CIRCULAR RAILWAY 21.6 2 12/0.5” 74. GHOREWAH RD: 32 19 1 12/0.5”

55. 21.5 1 07/0.5” 75. CHAKORA NALLAH RD: 0 + 300 18.4 2 12/0.5” MUSKIN II

NAWABSHAH BRIDGE – ALI BAHAR WAHRD: 10 09/0.5” 56. 21.5 15 11/0.5” 76. 18.4 1 SANGHAR RD 08/0.5”

57. LUSHKHUM BALA 21.5 1 07/0.5” 77. ROHRI CANAL RD: 806 18.3 4 09/0.5”

12/0.5” NUSRAT CANAL RD: 156 18 11/0.5” 58. 21.4 2 12/0.5” 78. MALIR RIVER - KARACHI & 13 10/0.5” 20 07/0.5”

KARO KHAU 12/0.5” 59. 21.4 4 10/0.5” 79. NARA CANAL RD: 447 18.3 2 09/0.5”

12/0.5” 60. 21.3 5 80. 18.3 4 09/0.5” RICE CANAL RD: 40 10/0.5” PHULLELI RD: 24

NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

09/0.5” 81. SINDH CANAL RD: 22 18 1 101. 30.4 5 10/0.5” 08/0.5” HARO RIVER BRIDGE

82. WARA CANAL RD: 280 18 2 09/0.5” 102. ARSHAD NALLAH 28 1 12/0.5”

DEFENCE SQUASH COMPLEX HANA NALLAH 83. 17.6 41 05/0.5” 103. 28 4 12/0.5” – SINGLE T

84. NARA CANAL RD: 101 15.8 2 10/0.5” 104. K.W.F. CANAL MAIN KHA 25.9 1 12/0.5”

85. KECH – KAUR MAIN BR. 15.1 26 10/0.5” 105. M.N.V. DRAIN 25.3 3 12/0.5”

86. KECH – KAUR SEC BR. 15.1 4 10/0.5” 106. VRD ON MNV 25 1 11/0.5”

87. LUBANO SUKKUR 14.7 1 07/0.5” 107. DRB ON MNV 25 2 12/0.5”

M.N.V. DRAIN RD: 66 108. 24.3 1 11/0.5” 88. MEVA SHAH BRIDGE 14.7 13 07/0.5”

M.N.V. DRAIN RD: 900 109. 24.3 1 11/0.5” 89. NARA CANAL RD: 99 14.4 2 08/0.5”

90. 13 1 09/0.5” 110. MATLI BY PASS. 24 3 11/0.5” BUND MINOR

91. VEEHO WAH RD: 96 12 1 09/0.5” 111. DHOULA NALLAH: 23.9 4 10/0.5”

92. JAIL CHOWK BR. EXT. 9 1 12/0.5” 112. 23.4 2 12/0.5” MNV DRAIN RD: 8.5 12/0.5” 93. 46 16 12/0.5” 113. 23 2 CHENAB RIVER N-5 NATIONAL HIGHWAY I/C 04/0.5”

94. PHULKU NALLAH N-5 40&35 4 11/0.5” 114. EXTENSION B. S. F. 21.5 1 07/0.5”

12/0.5” 95. BULANGAH NALAH 50 1 12/0.5” BR. AT MINCHINABAD 115. 20.7 2

12/0.5” BR. AT MINCHINABAD 37 3 116. 20 2 08/0.5” 96. AKBARI BRDIGE 04/0.5”

11/0.5” 97. 33.5 1 12/0.5” 117. 18.3 2 K.W.F. CANAL BRIDGE BRIDGE OVER MIRWAH 10/0.5"

98. K.W.F. KOTPUR 32 1 12/0.5” 118. BRIDGE OVER RICE CANAL 15.3 6 10/0.5”

DINGA SEC. 7B N-5 CANAL LARKANA BY PASS 99. 31 3 10/0.5” 119. 15 2 10/0.5” BRIDGE AT RAHIM YAR KHAN

K.W.F. CANAL HADIL SHAH 100. 30.5 1 12/0.5” 26.6 3 07/0.5” 120. SARIAB LORA

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

121. ROHRI CANAL RD: 951 20 12/0.5” 141. MNV DRAIN RD: 233 25 1 12/0.5”

122. GUNIWAH 18 2 12/0.5” 142. ARTHAR CANAL RD: 7 17 2 12/0.5”

MALOT BRDIGE 12/0.5” 123. 31 9 04/0.5” 143. WARAH CANAL RD: 109 30 1 12/0.5”

124. 19 3 09/0.5” 144. 24 2 12/0.5” CHAKORE NALLAH MNV DRAIN RD: 53

11/0.5” 125. SORANGE RAOD 19 7 145. ARTHAR CANAL RD: 53 23 3 12/0.5” 10/0.5”

WARAH CANAL RD: 109

SQUASH CLUB DEFENCE 07/0.5” 146. 19 2 12/0.5” 126. 18 41 SINGLE T 04/0.5”

127. GHAR CANAL RD: 4 26 2 12/0.5” 147. HADIARA DRAIN 22&23 4 08/0.5”

128. KHIPRO CANAL RD: 248 18 2 11/0.5” 148. DADU CANAL 20 3 10/0.5”

129. MAHIWAH RD: 86 31 1 12/0.5” 149. CHICHANA N-55 30.6 3 10/0.5”

130. GHAR CANAL RD: 20 24 2 11/0.5” 150. NAZIMABAD WIDENING 17.7 3 12/0.5”

131. LORA NADI 17 2 08/0.5” 151. LYARI DHOBI GHAT 15.3 13 06/0.5”

06/0.5” 132. RICE CANAL RD: 299 24 1 12/0.5” 152. KARIMABAD WIDENING 10 3 & 04/0.5”

10/0.5” 133. NARA CANAL RD: 76 22 2 09/0.5” 153. MOCH GOTH BRIDGE 23 4 09/0.5”

12/0.5” 134. COMSER NALLA 40 1 154. AKRAM WAH CANAL 17.3 2 10/0.5” 04/0.5”

135. WIRHAB BRIDGE 29 5 12/0.5” 155. NARA CANAL RD: 85 21.3 4 10/0.5”

136. MNV DRAIN RD: 0 24 1 11/0.5” 156. NARA CANALRD: 96 11.5 2 10/0.5”

137. MNV DRAIN RD: 16 24 1 11/0.5” 157. BOLAN BRIDGE 30 1 09/0.5”

12/0.5” 138. MNV DRAIN RD: 47 24 1 11/0.5” 158. KOTRI INTERCHANGE 28.5 2 04/0.5”

159. LASSAN NAWAB N.W.F.P. 24 1 12/0.5” 139. 26 3 12/0.5” RICE CANAL RD: 80

140. 20 3 12/0.5” 160. 18.3 8 12/0.5” DADU CANAL RD: 0/4.5. TUR MURGHA BRIDGE

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED INDUS RIVER BRIDGE 12/0.5” 161. (H.B.P) 45 18 181. BRIDGE OVER SAIF-UL-LAH CANAL 36.27 1 12/0.5” 04/0.5”

09/0.5” SHAHEED E MILLAT 2ND OVER HEAD BRIDGE AT 39.92 25 162. 14 & 16 80 to 12/0.5” 182. 10/0.5” FLYOVER SAHIWAL 16.81 11/0.5”

23.92 11 163. SHIKARPUR BRIDGE 31&16 2 12/0.5” 183. OVER HEAD BRIDGE AT SARGODHA 08/0.5” 13.71 04/0.5”

GAWADAR NALLANT RD. 12/0.5” 164. 31 1 184. 18.21 1 12/0.5” 11/0.5” KUNRI CANAL BRIDGE

165. MARIAM ZAI 25 3 11/0.5” 185. GHOTKI FEEDER RD: 78 26.36 3 12/0.5”

19 &21 09/0.5” WAZIRABAD OVERHEAD 2 186. GHOTKI FEEDER RD: 110 21.94 3 09/0.5” 166. 04/0.5” BRIDGE

167. RAHMANI BRIDGE 37 3 12/0.5” 187. WIDENING OF LAT NALLAH BRDIGE 16.43 5 12/0.5”

11.8 12/0.5” 168. CHASHMA ACHO ZAI 15 6 11/0.5” 188. OVERPASS AT FAISLABAD to 17 04/0.5” 20

169. HONEY DAN BRIDGE 24 10 12/0.5” 189. KOSHAK BRIDGE 25 1 12/0.5”

170. 31 3 11/0.5” 190. 12.72 2 12/0.5” KUMBRI RIVER BRIDGE BRIDGE ON KB FEEDER KOTRI

22.85 4 171. NARI RIVER BRIDGE 31 3 11/0.5” 191. BRIDGE OVER RICE CANAL 10/0.5” 30.47

PINYARI CANAL BRIDGE RD: 114 11/0.5” 192. 22.85 3 12/0.5” 172. TARKHA BRIDGE 27 4

20.75 173. SHAKARDARA ROAD 9 07/0.5” 193. DADU CANAL RD: 535 18.21 1 10/0.5” 18.75 BRIDGE

174. DINA BRIDGE 33.8 2 12/0.5” 16.68 1 12/0.5” 194. DADU CANAL RD: 546

09/0.5” 175. KHARIAN BRIDGE 19.5 2 195. MIR WAH BRIDGE RD: 71 26.63 1 12/0.5” 04/0.5”

12.9 2 09/0.5” 176. RATIAN BRIDGE 196. BRIDGE AT FP. BUND RD: 198 26.63 1 12/0.5” 26.9 10/0.5”

177. BEGGARI CANAL BRIDGE 23.5 4 10/0.5” 197. JOHI DADU CANAL 22.78 7 12/0.5”

08/0.5” 178. ARJA BRIDGE 30.4 2 198. BRIDGE OVER WATER WAY & 26 1 11/0.5” 10/0.5” MANJHAND

179. GUL PUR BRDIGE 33.52 1 12/0.5” 199. NUSRAT CANAL BRIDGE 19 1 12/0.5”

180. 18.21 12 09/0.5” 200. 22.85 4 11/0.5” NIHINGE BRIDGE BRIDGE OVER THADO NALOO MALIR

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

201. CHANNI ALAM SHER 20 1 11/0.5” 221. LAHORE GUJRANWALA 19 7 12/0.5” OVERHEAD

202. BRIDGE ON RICE CANAL 30.4 21 11/0.5” 222. WAZIRABAD 7-7 12.4 3 10/0.5”

203. CHOHI BRIDGE 26 2 10/0.5” 223. AJIGAR NADI SEC - 2 25 3 10/0.5”

27.5 29.85 10/0.5” 204. SUKKUR OVERHEAD BRIIDGE 4 12/0.5” 224.. DINA NALLAH BRIDGE 5 27.9 27.85 10/0.5”

12/0.5” 12/0.5” 205. BRIDGE OVER NUSRAT 20.57 2 225. LEI BRIDGE 43 4 04/0.5” 04/0.5” WAHCAL RD: 187

206. BRIDGE OVER NUSRAT 19.04 2 07/0.5” 226. WIDENING OF LEI BRIDGE 16.43 5 07/0.5” WAHCAL RD: 172

11/0.5” 207. PHULLELI CANAL BRIDGE 16.36 2 08/0.5” 227. JARI WAH BRDIGE 14.75 1 08/0.5”

11/0.5” 208. PESHAWAR OVERHEAD 30 4 12/0.5” 228. MASHERO BRIDGE 14.75 1 08/0.5” BRIDGE

08/0.5” 11/0.5” 209. LAHORE BYPASS 25 & 38 2 229. KAMAL WAH BRIDGE 14.75 1 to 12/0.5” 08/0.5”

09/0.5” 210. FAIZ BUX WAH BRIDGE 25 1 12/0.5” 230. SULHANI WAH BRIDGE 13.75 1 08/0.5”

BRIDGE ROAD CONNECTING 10/0.5” 211. 26.75 18 08/0.5” 231. 9 1 ZONES OF PORT QASIM SANGI MINOR BRIDGE 08/0.5” AUTHORITY

REHEBILTATION OF CONT 232. 10/0.5” 212. NO.2KARACHI-HYDERABAD JANIB WAH BRIDGE 15.75 1 21.84 1 12/0.5” 08/0.5 FROM KMB 1 TO 78

09/0.5” 213. BHUMBER NALLA BRIDGE 25.4 11 10/0.5” 233. GARIKO BRIDGE 15.75 1 08/0.5”

214. 25 5 234. 14.75 1 09/0.5” THADO NADI. SEC – 1. 10/0.5” KORAI WAH BRIDGE 09/0.5” 215. 23.5 6 12/0.5” 235. 13.75 1 LAGLEJI SEC – 1. PIRWAH BRIDGE 08/0.5”

18.28 07/0.5” 216. JARAMDO BRIDGE 23.5 5 12/0.5” 236. LILLY ROAD OVERHEAD BRIDGE 20 19.5 12/0.5” KARACHI. 13.4 07/0.5” 237. 217. CHENAB RIVER BRIDGE 46 16 12/0.5” TARIQABAD OVERHEAD BRIDGE AT to 14 to

DFAISLABAD 26.6 12/0.5”

31.17 218. PHULKA NALLAH BRIDGE 40&35 7 11/0.5” 238. MANGLA BRIDGE AZAD KASHMIR 18 11/0.5” 6

DINGA SECTION 7-B EXTENTION OF BRIDGE OVER LYARI 10/0.5” 219. 31 3 10/0.5” 239. 19.5 2 RIVER AT RASHID MINHAS ROAD 12/0.5”

UPPER CHENAB BRIDGE BRIDGE OVER NALA CANAL 220. 23.6 4 10/0.5” 240. 23.36 3 10/0.5”

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

05/0.5” BRIDGE NO.2 ON WANI 06/0.5” 241. MANDA ZIARATA SANHAWI 19.7 3 08/0.5” 258. ROHRI BY PASS 20.73 6 07/0.5” ROAD 11/0.5”

18.56 4 242. 10/0.5” 259. 22.35 5 10/0.5” B.S.LINK CANAL PATOKI LAHORE ISLAMABAD ROAD

GUJJAR KHAN BRIDGE 27 1 10/0.5” NOWSHEARA HASAN ABDAL 16 09/0.5” 243. 260. 16 19.93 2 08/0.5” CARRIAGE WAY 20 12/0.5”

CHINOT BRIDGES: CONTRACT NO. KOTRI MANJHAND N- 11/0.5” 244. 39.4 06 12/0.5” 261. 7 WEST CHANNEL BRIDGE 55 10/0.5”

245. 39.4 06 12/0.5” 262. D.G. KHAN TO TONSA CONTRACT NO. 30 3 10/0.5” EAST CHANNEL BRIDGE 10 N-55

ROAD RAIL OVERPASS

246. BRIDGE 39.4 04 12/0.5” CONTRACT NO. 12, KARAK GAMBILA 10/0.5” 263. 30 4 SECTION, N-55

CONTRACT 12-B, N-55 12/0.5” 247. ROAD RAIL OVERPASS 19.7 04 09/0.5” 264. 30 7 10/0.5” APPROACH SPANS

JHELUM RIVER BRIDGE AT 11/0.5” 12/0.5” 248. 47 14 265. 44 3 KHUSHAB 04/0.5” SOAN BRIDGE 04/0.5”

OVERHEAD BRIDGE AT KAHUTA BRIDGE 249. 15.9 44 10/0.5” 266. 20 3 09/0.5” RAILWAY LARKANA

BUHAN OVERPASS BRIDGE OVER RIVER INDUS ON 12/0.5” 250. 25 17 10/0.5” 267. 42.75 5 SUKKUR BY PASS 4/0.5”

BRIDGE OVER 5-L DISTRICT APPROACH VIA DUCT ON SUKKUR BY 251. 19 1 11/0.5” 268. 20 4 11/0.5” PASS

16 10/0.5” 7/0.5” 252. MINOR BRIDGE CHALBAT to 22 11/0.5” 269. UNDER PASS ON SUKKUR BY PASS 9.9 5 4/0.5” NOWSHERA SECTION 40 12/0.5”

253. 30 30 11/0.5” 270. 19.82 1 9/0.5” KHURRAM RIVER BRIDGE 2 LANE BRIDGE OVER RICE CANAL

254. BRIDGE OVER 9-L, DISTRICT 31.75 18 12/0.5” 271. 4 LANE BRIDGE OVER RICE CANAL 20 1 9/0.5”

255. BRIDGE OVER HUDDIYARA 26 1 07/0.5” 272. 4 LANE BRIDGE OVER DADU CANAL 1 9/0.5” 20 RAIN

256. 16.75 11 10/0.5” 273. 19.85 04 09/0.5” CONT NO. 7016/M-B-R-P 2 LANE BRIDGE OVER DADU CANAL

257. GHOTKI BRIDGE 19.9 5 12/0.5” 274. 4 LANE BRIDGE OVER N.W CANAL 20 05 09/0.5”

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

2 LANE BRIDGE OVER N.W BRIDGE ON LARALAI ROAD QILA 275. 19.82 04 09/0.5” 292 30 02 10/0.5” CANAL SAIFULLAH D.G. KHAN

10/0.5” 276. 4 LANE BRIDGE OVER OBAL 19.82 02 293. SAKHI SARWAR BRIDGE MULTAN 30 02 10/0.5” 09/0.5” WAH CANAL

10/0.5” 277. 2 LANE BRIDGE OVER OBAL 20 07 294. BRIDGE ON RURAL ACCESS ROAD 20 09/.5 05 11/0.5” WAH CANAL PANJGUR 25

TALIBWALA BRIDGE II 12/0.5” 25 278. 52 18 299. 26 12/0.5” 04/0.5” BRIDGES ON CHABLAT NOSHERA 30 SECTION

LIAQUATABAD FLY OVER 18 12/0.5” BRIDGE LASMO OIL FIELD SEHWAN 26 40 279. KARACHI to 09/0.5” 300. 04 12/0.5” 30 30.5 08/0.5”

18 RASHID MINHAS FLY OVER 12/0.5” BRIDGES ON QUETTA SIBBI ROAD 15 12/0.5” 280. to 35 50X2 301. 25 KARACHI 10/0.5” to 24 10/0.5”

UNIVERSITY ROAD FLY OVER BRIDGES ON KOHAT TUNNEL 281. 26.9 28 12/0.5” 302. 30 12/0.5” KARACHI PROJECT 25 25

30 19.5 07/0.5” 12/0.5” 282. LILY ROAD OVERHEAD BRIDGE 20 303. BRIDGES ON ZERA METER RAWAT 24 to 36 12/0.5” 11/0.5” KARACHI ISLAMABAD HIGHWAY 48

12/0.5” BRIDGE OVER RAILWAY 24 BRIDGE OVER LORA NULLAH AT 283. 06 11/0.5” 304. 30 01 21/0.5” OVERHEAD KHANEWAL 40 SPINNY ROAD QUETTA 10/0.6”

09/0.5” GARHI SHAHU BRIDGE LAHROE 24 BRIDGES ON PINDI BHATTIAN 47.30 12/0.5” 284. 16 07/0.5” 305. 28 22 FAISALABAD MOTORWAY (M-3) 20.25 10/0.5” 04/0.5”

22 12/0.5” CAVAKRY GROUND FLYOVER SHAHFAISAL COLONY FLYOVER 285. 30 19 12/0.5” 306. 20 50 11/0.5” LAHROE KARACHI 17 09/0.5”

FLYOVER AT KATCHERY 09/0.5” BRIDGE AT AZAD PATTAN- 15/0.5” 286. 25 17 307. 33 02 CHWOK MULTAN 08/0.5” RAWALKOT ROAD 12/0.5”

30 11/0.5” 12/0.5” 287. SHERPAO BRIDGE LAHROE 12 308. BRIDGE OVER HALAR RIVER AZAD 42 01 22 12/0.5” KASHMIR 04/0.5”

20 PORT QASIM AUTHORITY 12/0.5” BRIDGE OVER NALDAT AT KHUZDAR 288. to 12 309. 24.9 06 11/0.5” BRIDGES KARACHI 10/0.5” KHARAN ROAD 30

12/0.5” EXTENSION OF LASBELLA 12 BRIDGE OVER RAILWAY CROSSING 289. 28 11/0.5” 310. 22 02 BRIDGE KARAC HI TANDO ALLAH YAR 12/0.5” 10/0.5”

290 WANI MANDA BRIDGE AT 24 03 09/0.5” 311. BRIDGE OVER AKRAM WAH CANAL 02 11/0.5” 19 ZIARAT NEAR HYDERABAD

291. FLYOVER AT GT ROAD 19.9 06 09/0.5” PESHAWAR

LAHORE – ISLAMABAD PAKISTAN MOTORWAY (M-2) (TWO BRIDGES AT EACH LOCATION) SECTION – I

S.NO. NAME OF PROJECT SPAN NO. OF CABLE S.NO. NAME OF PROJECT SPAN NO. OF CABLE (M) SPANS USED (M) SPANS USED

312. SHADHRA DISTRIBUTORY 20 2 11/0.5” 329 DEGH NULLAH BRIDGE 25 2x6 10/0.5” BRIDGE

313. JOLA DISTRIBUTORY BRIDGE 25 2 10/0.5” 330 FLOOD WATER WAY BRIDGE 25 2x3 10/0.5”

UPPER CHENAB CANAL BRIDGE 314. 25 2x6 10/0.5” 331. 25 2x5 10/0.5” & CHICKOKI MALIAN FLOOD WATER WAY BRIDGE DISTRIBUTORY BRIDGE

315. QADIRABAD BALOKI LINK 30 2x6 12/0.5” 332. NIKI DEH BRIDGE 25 2x5 10/0.5” CANAL

316. UPPER GUGERA CANAL 30 2x3 12/0.5” 333. SHEIKHUPURA DRAIN 30 2x1 12/0.5” BRIDGE

317. MANAWALI DISTRIBUTORY 25 2 10/0.5” 334. MANGORI DRAIN 25 2x2 10/0.5” CANAL

318. MIAN ALI BRANCH CANAL 16 2x2 10/0.5” 335. WATER DRAN BRIDGE 25 2 10/0.5” BRIDGE

319. MALLARY DISTRIBUTORY 20 2 11/0.5” 336. AJNIANWALA DRAIN BRIDGE 20 2 11/0.5” BRIDGE

320. RAKH BRANCH & LOWE 30 2x4 12/0.5” 337. SALAR DRAIN 16 2x3 10/0.5” CHENAB CANAL BRIDGE

321. JHANG BRANCH CANAL BRIDGE 25 2x3 10/0.5” 338. AHMADPUR KOT NIKKA 20 2x2 11/0.5” BRIDGE

322. SHAHSDIA SANGLA HILL 25 2x3 10/0.5” 339. FLYOVER, QILLA SATTAR 30 2x2 12/0.5” OVERHEAD BRIDGE SHAH MURIDKE RD.

16 10/0.5” WAZIRABAD SANGLA HILL FLYOVER, CHICKOKI LMALIAN 323. & 20 3 11/0.5” 340. 30 2x2 12/0.5” OVERHEAD BRIDGE MURIDKE RD.

324. LAHORE SHEIKHUPURA ROAD 30 2x2 12/0.5” 341. FLYOVER, SHEIKUPURA 30 2x2 12/0.5” HAFIZBAD ROAD

FLOOD WATER WAY BRDIGE FLYOVER, FAROOQABAD 325. 25 2x6 10/0.5” 342. 30 2x2 12/0.5” GUJRANWALA RD.

FLOOD WATER WAY BRDIGE FLYOVER, HAFIZABAD 326. 25 2x6 10/0.5” 343. 30 2x2 12/0.5” CHOWKI SUKHERI

FLYOVER, SUKHEI JALAPUR 344. 30 2x2 12/0.5” 327. BHED NULLAH BRIDGE 25 2 10/0.5” BHATIAN

FLOOD WATER WAY BRDIGE INTERCHANGE SHEKUPURA 16 2x1 10/0.5” 328. 25 2x6 10/0.5” 345. GUJRANWALA 25 2x2 10/0.5” 16 2x1 10/0.5”

SECTION - II SECTION - III NO. OF CABLE SPAN NO. OF CABLE S. NO. NAME OF BRIDGE SPAN (M) S. NO. NAME OF BRIDGE SPANS USED (M) SPANS USED

348 KHADER CANAL BRIDGE 20 2x2 11/0.5" 372 JALAPUR CANAL BRIDGE 20 2 12/0.5”

PIND DADAN KHAN 16 2 10/0.5” LOWER JHELUM CANAL 349 16 23 10/0.5" 373 KHUSHAB OVERHEAD 20 2 11/0.5” BRIDGE (SOUTH BRIDGE) BRIDGE 16 2 10/0.5”

HUJJAN DISTRIBUTORY 350 20 2x1 11/0.5" 374 WATER COURSE BRDIGE 20 2 11/0.5" BRIDGE LOWER JHELUM CANAL 351 20 2x3 11/0.5" 375 WATER COURSE BRDIGE 20 2x3 11/0.5" BRIDGE (NORTH BRIDGE)

10/0.5” 10/0.5” SHAHPUR BRANCH CANAL 352 16 2x3 10/0.5” 376 WATER COURSE BRDIGE 16 2x3 10/0.5” BRIDGE 10/0.5” 10/0.5” SARGODHA BRIDGE 16 2x1 16 2x1 353 MALKWAL OVERHEAD 23 21 12/0.5” 377 BD - 12C-6 23 2x1 12/0.5” BRDIGE 16 2x1 16 2x1 354 BUDHI NULLAH BRIDGE 30 2x3 12/0.5" 378 BD - 12C-7 30 2x3 12/0.5"

355 SEM NULLAH BRIDGE 2x1 10/0.5” 379 BD - 12C-4 25 27 20/0.5”

SEM NULLAH DRAIN 356 30 2x2 12/0.5” 380 NARWAH KAS BRDIGE 30 2x4 12/0.5” BRIDGE 357 NULLAH BRIDGE 30 2x2 12/0.5” 381 NARWAH KAS BRDIGE 30 2x4 10/0.5”

358 SEM NULLAH BRIDGE 30 22 12/0.5” 382 NIKKA ULLAH BRDIGE 25 2x4 10/0.5”

359 MONA DRAIN BRIDGE 30 2x2 12/0.5” 383 DHARAB RIVER BRIDGE 25 2x5 12/0.5”

FLYOVER, THATTI BHELOL FLYOVER, BAGA SIAYAL 360 30 2x2 12/0.5” 384 30 2x2 12/0.5” KOT BELA AHMADABAD RD FLYOVER, SIAL CHOWK FLYOVER, SAIDAN SHAH 361 30 2x2 12/0.5” 385 30 2x2 12/0.5” MINDH RANJHA KALLAR KAHAR FLYOVER, MIDH RANJHA FLYOVER, KALLAR KAHAR - 362 30 2x2 12/0.5” 386 30 2x2 12/0.5” KOT MOMIN CHAKWAL RD FLYOVER, BHARBRAH – FLYOVER, BALKASSAR 363 30 2x2 12/0.5” 387 30 2x2 12/0.5” KOT MOIN RD MUNDEY RD FLYOVER, KOT MOMIN – FLYOVER, BHAGWAL 364 30 22 12/0.5” 388 30 2x2 12/0.5” SALAM RD. BALKASSR RD. FLYOVER, BHLWAL – FLYOVER, BALKASSAR – 365 30 2x2 12/0.5” 389 30 2x2 12/0.5” GUJRAT RD. DULLA RD. FLYOVER, SALAM – BHERA FLYOVER, BHAGWAL DULLA 366 30 2x2 12/0.5” 390 30 2x2 12/0.5” RD RD.

16 2x1 10/0.5” FLYOVER, SALAM – BHERA INTERCHANGE 367 30 2x2 12/0.5” 391 25 2x2 10/0.5” RD LILA PIND DADAN KHAN RD. 16 2x1 10/0.5”

16 2x1 10/0.5” FLYOVER, BHALWAL – INTERCHANGE 368 30 2x2 12/0.5” 392 25 2x2 10/0.5” BHERA RD BALKASSAR CHAKWAL RD. 16 2x1 10/0.5”

FLYOVER, BHERA 369 30 2x2 12/0.5” SHAHPUR RD INTERCHANGE 370 PINDI BHATTIAN – 30 2x1 12/0.5” HAFIZABAD RD. 16 2x1 10/0.5” INTERCHANGE 371 25 2x2 10/0.5” KOT MOMIN – SALAM RD. 16 2x1 10/0.5”

SECTION - IV BRIDGES ON ISLAMABAD-PESHAWAR MOTORWAY PROJECT (M-1)

SPAN NO. OF CABLE SPAN NO. OF CABLE S. NO. NAME OF BRIDGE S. NO. NAME OF BRIDGE (M) SPANS USED (M) SPANS USED

PALCHARAN KAS INTERCHANGE 25 393 30 2x6 12/0.5" 410 8 10/0.5" BRIDGE CHAKRI RAWALPINDI, RD. 16

RAILWAY BRIDGE AT F. 16 11/0.5” 394 WATER COURSE 25 2x2 10/0.5" 411 8 JUNG 20 10/0.5”

BRIDGE AT CHAINAGE 9- 395 WATER COURSE 25 2x2 10/0.5" 412 30 2 12/0.5" 040

BRIDGE AT CHAINAGE 9- 396 WATER COURSE 25 2x2 10/0.5" 413 30 4 12/0.5" 643

FLYOVER AT CHAINAGE 16 397 SID RIVER BRIDGE 30 2x8 12/0.5" 414 8 12/0.5" 10+956 30

NIKKI WALA KAS 12/0.5” 398 30 2x4 12/0.5" 415 BRIDGE AT TARAT 30 2 BRIDGE 10/0.5”

FLYOVER AT CHAINAGE 16 399 DRAIN BRIDGE 30 2x3 12/0.5" 416 8 10/0.5" 15+983 25

BASLAKAS NULLAH FLYOVER AT CHAINAGE 16 12/0.5” 400 30 2x4 12/0.5" 417 8 BRIDGE 17+960 30 10/0.5”

401 PATAN KAS BRIDGE 25 2x4 10/0.5" 418 BRIDGE I AT SUKKA 30 2 12/0.5"

PATAN KAS 402 DISTRIBUTORY 25 2x2 10/0.5" 419 BRIDGE II AT SUKKA 30 2 12/0.5" BRIDGE FYOVER, DULLAH NILA FLYOVER AT CHAINAGE 25 403 30 2x2 12/0.5" 420 8 10/0.5" RD. 24+617 16

FLYOVER, NILLAH 404 30 2x2 12/0.5" 421 BRIDGE AT JABI 30 2 12/0.5" DULLAH KOWAT RD

FLYOVER, KATORIAN 405 30 2x2 12/0.5" 422 BRIDGE AT GADAN 25 2 10/0.5" THALLAIAN RD

INTERCHANGE 16 2x1 10/0.5” 406 CHAKRI RAWALPINDI, 20 2x2 10/0.5” 423 BRIDGE AT DOTAL 20 4 11/0.5” RD. 16 2x1 10/0.5”

INCREMENTALLY LAUNCHED BRIDGES

SPAN NO. OF CABLE RAILWAY OVERHEAD 30 12/0.5” S. NO. NAME OF BRIDGE 424 6 (M) SPANS USED AT BURHAN 16 10/0.5” 2 BRIDGES OVER 12/0.5” JHELUM AT BHERA 30 2x2 INTERCHANGE AT 20 11/0.5” 407 & 425 8 COMPLETED EXCEPT 50 2x15 BURHAN 16 10/0.5” 19/0.5” SOME 19/0.5" CABLES 2 BRIDGES OVER 12/0.5” 426 HARD RIVER BRIDGE 30 26 12/0.5" SOAN AT CHAKRI 40 2x1 408 & COMPLETED EXCEPT 50 2x7 DHAL NULLAH 19/0.5” 427 25 4 10/0.5" SOME 19/0.5" CABLES BRIDGE 2 BRIDGES OVER 12/0.5” 40 2x1 409 PANEAD CHAKRI & 50 2x6 RAWALPINDI RD. 19/0.5” 73

Head Office: Plot 7, Block 7 & 8, Maqbool Co-Operative Housing Society, Shahrah-e-Faisal, Karachi, Pakistan.

Branch Office: Kala Khatai Road, G.T. Road, Shadra Town, Lahore, Pakistan.

Tel: (+92 21) 3432 2090-91. Fax: (+92 21) 3454 3129

Web: www.stronghdpk.com

Email: [email protected]