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 • TECHNICAL DETAILS AND STEP BY STEP PROCEDURE FOR THE FOLLOWING: a. WELL SINKING:UNDERWATER EXCAVATIONS ,SCUBA DIVING,UNDERWATER BLASTING ON SEA BED,QUALITY CONTROL b. ANCHORAGE MEMBERS DETAILS,RIVETING PROCEDURES TRANSPORTATIONQUALITY CONTROL WT SIZE PROBLEMS ETC c. ERECTION PROCEDURE d. CONCRETING AND WELL PLUGING OPRATIONS,TRANSPORTATIONS WITH BOATS e. ERECTION OF WORKING AND MATERIAL PF ON SEA f. 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 6 Rameswaram Island ONE OF THE MOST REVERED & LEGENDARY DHAMS AND SEAT OF ONE OF 12 JYOTHIRLINGAMS THE RAMESWARAM TEMPLE 7 The 2.057 Km Long Pamban Bridge on Gulf of Mannar 8 • GATEWAY TO RAMESHWARAM ISLAND LARGE BARGE PASSING THROUGH GULF OF MANNAR BG TRAIN PASSING AFTER MODIFICATION 11 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 • 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: 10.05 m Outer dia. Of well 6.10m • Inner dia. Of well 5.10m • Total depth of well 7.45m • Depth below bed level 3.00m • Reinforcement bars • anchored in rock bed 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.