Padma Bridge

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Padma Bridge
Padma Bridge

Carries Crosses Locale Maintained by Designer Design Material Total length Width

Motor vehicles, Railway Padma River Louhajong, Munshiganj toShariatpur and Madaripur Bangladesh Bangladesh Bridge Aurhority

AECOM Truss bridge Steel 6,150 m (20,180 ft) 21.10 m (69.2 ft)

Construction expected in 2011 begin Construction expected in 2013 (-2015) end Coordinates 232521N 901835ECoordinates: 232521N 901835E

The Padma Bridge is a multipurpose road-rail bridge across the Padma River to be constructed in Bangladesh. When completed it will be the largest bridge in Bangladesh and the first fixed river crossing for road traffic. It will connect Louhajong, Munshigonj to Shariatpur and Madaripur, linking the southwest of the country, to northern and eastern regions. The Project covers three districts namely, Munshiganj (Mawa Point/North bank), Shariatpur and Madaripur ((Janjira/South bank). The civil work components of the project requiring acquisition and requisition of land are presented in Table 1. The total area of land to be acquired and required for various components is 918 ha. The requisition of land for the construction yard will be for six years on a rental basis. As per the new design, an additional 144.04 ha has been identified for acquisition, bringing the total to 1062.14 ha. This additional land is required because project site lost significant land due to erosion, for transition structures and also due change in railway alignment. The two-level steel truss bridge will carry a four-lane highway on the upper level and a single track railway on a lower level. The project will include 6.15 km long and 21.10 m wide bridge [1], 15.1 km of approach roads, toll plazas and service areas.[2] -1-

Project cost is estimated to be US$3.00 billion. Funding for the project is provided by the Asian Development Bank (ADB) (US$615 m[2]), the World Bank ($1.5 billion[3]), Japan International Cooperation Agency ($415 m), Islamic Development Bank[4] ($140 m). The government also signed another $ 14.84 million agreement with the IDB for the implementation of the water-supply and sanitation project in cyclone-prone coastal areas, and Abu Dhabi Development Group ($30 m).[5] Of the total amount, the government will provide Tk 50 million while the rest will come in the form of project aid. The Bangladesh Bridge Authority invited the pre-qualification tender for the project in April 2010.
[1]

Construction of the bridge is expected to commence by early 2011[5] and be ready for major

completetion in 2013[1] (and complete all sections by late 2015[4]). The proposed Padma Multipurpose Bridge Project will provide direct connectivity between the central and southwestern part of the country through a fixed link on the Padma River at Mawa-Janjira points. The bridge will contribute significantly towards facilitating the social, economic and industrial development of this relatively underdeveloped region with a total population of over 30 million. The area of influence of the direct benefit of the project is about 44,000 sq km or 29% of the total area of Bangladesh. Therefore, the project is viewed as a very important infrastructure towards improving the transportation network and regional economic development of the country. The bridge has provisions for rail, gas, electric line and fibre optic cable for future expansion. The project will be co-financed by the Government of Bangladesh (GOB), the World Bank (WB), the Asian Development Bank (ADB), the Japan International Cooperation Agency (JICA) and the Islamic Development Bank (IDB). Bangladesh Bridge Authority (BBA) is the executing agency (EA) of the Project.

Padma Bridge
Construction phase: 2015 Status: Location: Crosses: Structural Type: project phase Between Mawa, Bangladeshand Janjira, Bangladesh Padma River Truss bridge double deck Railroad (railway) bridge Road bridge

Click on the image to enlarge it.

Function / usage:

Persons involved with this structure

Legend: Phase of works Role Consulting engineer Name Katsufumi Matsuzawa Takeshi Yoshida Part of structure

Firms, offices, etc. involved with this structure

Legend: Phase of works Role Name Design Construction Project Consultants, Inc. Nippon Koei Co. Ltd. -2Part of structure

Technical information
Description Construction materials used truss Dimensions main spans number 150 m 41 steel Value

piers

The Daily Star; Tuesday, September 13, 2011 The construction of Padma Bridge will face a long delay if the World Bank does not accept the government's proposal to start the work soon without involving the firms accused of corruption. The proposal was made when WB Vice-President Isabel M Guerrero met Prime Minister Sheikh Hasina on Sunday. Finance Minister AMA Muhith, who was present at the meeting, said this at a press briefing at his secretariat office yesterday. The WB official came to Dhaka on a day's trip to inform the government about the lending agency's position on corruption allegations concerning the Padma Bridge project. Muhith told journalists, We cannot wait for an indefinite period. We have told them [World Bank] to officially communicate to us the names of the companies accused of corruption. The government will drop those from the short-list and start the construction. At Sunday's meeting, Guerrero said the bank will take its decision after discussing the matter at its headquarters in Washington. The government has short-listed five firms for appointment as consultants including Canadian company SNC-Lavalin Group Inc. The names of those short-listed have been sent to the World Bank for its approval. The Canadian authorities are investigating the SNC-Lavalin Group Inc for corruption following a WB referral. Guerrero told the government that the bank cannot approve the appointment of consulting firms until the Canadian authorities dispose of the allegations against SNC-Lavalin. The minister told her that the probe against the accused firms may take two to three years to be completed, and the government cannot wait that long to begin the construction. The WB official said they have received some other allegations as well. Muhith said, The prime minister and I have emphatically told the World Bank vice-president to inform the government about the companies against whom they have allegations. The government will begin construction of the bridge without those companies. Besides the proposal for appointing consulting firms, tender documents for the construction work and river training have been sent to the WB for approval. But none of those has been approved yet. -3-

The minister said both he and the PM will go to the US separately this month. They will have talks with the WB officials there on the issues regarding Padma Bridge. If the matter is settled by this month and the bank accepts the government proposal, preparatory work for construction of the bridge will start next month. It, however, might take till January to begin the construction, which was earlier expected to get underway by October. Asked about speculations that the WB will not fund the bridge as long as Syed Abul Hossain stays communications minister, Muhith said, I don't know of anything like that. Maybe it all is being spread.

THE FEASIBILITY STUDY OF PADMA BRIDGE Study team : Japan International Cooperation Agency (JICA) Start : May 2003, END : March 2005 Timing of Submission Inception Report June 2003 Progress ReportSeptember 2003 1 Interim Report March 2004 Progress Report 2 Draft Final Report Final Report September 2004 January 2005 March 2005 Main Contents -Scope, methodology and implementation plan of the Study Selection of the bridge location alternatives, Traffic demand projection -Results of Preliminary Engineering Studies - Results of IEE and SIA - Decision of the Bridge Location -Design criteria and design standards -Comparative analysis, preliminary design and construction plan -All Study results comments by the Bangladeshi

- All study results, reflecting Government Findings of Progress report - 1

Four alternative bridge sites were identified as alternative locations in the following areas: Site-1 Site-2 Site-3 Site-4 : : : : Paturia-Goalundo Dohar-Charbhadrasan Mawa-Janjira Chandpur-Bhedarganj

-Four alternative locations were examined from the view points of existing transport of the project area, traffic demand forecast, preliminary river study and technical consideration in highway planning, preliminary bridge planning, environmental & social consideration. -JICA study team considers site-1 and site-3 to be most advantageous for a new fixed crossing and recommends these sites for further study until Interim report.

Findings of the Interim report Basic Policy of the Feasible Study:

Main Function of Padma Bridge Location of Padma Bridge Socio-Economic Impacts of Padma Bridge Associated Road Development Project -4-

Associated Road Development Project Impact of Macro Balance of the Country Private Sector Participation

Study Items completed by Progress Report (1)

Collection & Review of Existing Data, Information and Reports related to the Study Identification of Conceivable Bridge Crossing Sites Traffic Survey & Traffic Demand Forecast Preliminary River Study Preliminary Technical Consideration of Highway & Bridge Planning Preliminary Environment & Social Condition Screening of Alternatives

The Study Items completed by Interim Report Engineering Survey Preliminary River Facility Design Preparatory Preliminary Study for Bridge & Highway IEE SIA & Resettlement Issue Economic Effect & Preliminary Feasibility Findings from Geotechnical Investigation Difference of Subsoil Conditions between 2 Sites N-values of SPT at Mawa-Janjira site are higher than those at Paturia-Goalundo site. Horizontal Ground Reaction As the coefficients of horizontal ground reaction in the bored holes showed relatively smaller values, such characteristics would have to be considered in the preliminary design of foundations. Liquefaction Paturia-Goalundo site has high potential risks of liquefaction when sever earthquake takes place. On the other hand, Mawa - Janjira site has lesser potential risks of the same. Finding (1 ) N -values of SPT at Mawa-Janjira site are higher than those at Paturia-Goalundo. Main reason of this result might come from the subsoil composition at Paturia - Goalund that consists of relatively singular particle size distribution of fine sand. Finding (2) Below maximum scour levels El -40m PWD, N-values of SPT at Mawa-Janjira are higher than those at Paturia-Goalundo. Finding (3) From the pressure - meter tests in situ bored holes, the following relation was obtained: Em=4.52N Where, N:N-value of SPT Em: Coefficient of horizontal ground reaction Ref.: Em+7N.....Design specification of Highway Bridges adopted by JRA. Em=7n -5-

Finding (4)

As a result of liquefaction analysis, there is no potential risk of liquefaction at Mawa-Janjira site. On the other hand , there is some protential risks of liquefaction at Paturia-Goalundo site in some depts either before or after scour.

Preparatory Study for Preliminary Design on Bridge Bridge Length, which was decided by the river study Paturia-Goalundo= 6.5 km Mawa-Janjira =6.2 km Applicable Bridge Types over 100m Span Length Concrete Bridge: PC Continuous Box, Extradosed, Cablestayed Steel Bridge: Steel Continuous Box, Cable-stayed Foundation Types Steel Tubular Driven Piles, Cast-in-situ RC Piles, RC Caissons Cost-Span Relation Minimum cost would be at approx. 200m span length. Favorable Bridge Types and Span Length PC extradosed girder bridge or PC cable-stayed girder bridge would be the most favorable bridge type from the view points of construction cost, maintenance cost, etc. Favorable span lengths will be further examined in a rage of 150m to 250m.

Initial Environmental Examinations (IEE)

Initial Environmental Examination (IEE) was conducted for the two preferred sites to identify the significant environmental impacts A tailor made project specific 6 step template was developed exclusively for this project and applied for two sites For the two sites, most of the impacts are found to be similar There is no significant advantage of one site over other

SIA and Resettlement Issues

SIA was conducted for two alternative sites to ascertain the likely impacts of : 1. Land acquisition 2. Local response to the project 3. Resettlement needs of the potentially affected persons

Survey Results
Estimated amount of land to be acquired is almost same (about 1,250 ha ) in both cases The number of affected households / structure varies due to differences in population density Current estimate suggests:Mawa 70,000 to 80,000 Janjira Paturia 40,000 to 45,000 Goalundo Estimated LA and resettlement cost for M-J site is $39 million, -6-

and G-P is $24 million The Study Team found strong support to the project at both locations

Traffic Study and Economic Analysis (Main Work Items)

1) 2) 3) 4) 5) Traffic Surveys (Traffic counts, OD Survey) Establishment of Future Socioeconomic (Population, GDP, GRDP) Traffic Demand Forecast (Target year 2025) Confirmation of Economic Feasibility Economic Impacts of the Padma Bridge 1) Improvement of Accessibility 2) Regional Economic Development 3) Formation of International Road Network Framework

Summary of Comparisons of Two Sites from traffic and Economic Point of View
Evaluation Criteria Traffic Demand (2025) Economic Feasibility Financial Project Cost (Million US$) (Travel time) Dhaka - Mongla Dhaka - Benapole Improvement of Accessibility (Beneficiary Population) Within 3 hours from Dhaka Within 4 hours from Dhaka Density of Feeder Roads Formation of International Road Network Paturia-Goalundo 19,850 vehicles/day EIRR=9.6% 1,260 4.5 hours 4.6 hours 2,791,000 (9%) 12,738,000 (42%) Mawa-Janjira 41,550 vehicles/day EIRR=16.9% 1,074 3.6 hours 3.6 hours 10,417,000 (35%) 22,247,000 (74%)

Regional Economic Development Growth centers around the bridge sites

No big difference Asian Highway A-1. Short distance to Benapole Land Port and Mongla Sea Port GDP of Southwest region GDP of Southwest region will will increase by 18% increase by 35% (2.3% /year) (1.2% /year) No big difference

Indicative Cost
Paturia - Goalundo US$ 1,260 million Mawa - Janjira US$ 1,074 million

Evaluation of P-G & M-J sites

Evaluation Criteria Economic Feasibility EIRR B/C Ratio NPV (Mil.Taka) Paturia - Goalundo 9.6% 0.71 -9,857 18% up (1.2% per year) Mawa - Janjira 16.9% 1.81 23,140 35% up (2.3% per year)

Increase of GRDP Regional of Southwest Development Region Environmental Result of IEE Impact Social impact Households

No big difference 1,842 -72,635

requiring relocation Community structures affected 18 60

and Resettlement Total population Issues affected (both direct and indirect) Preliminary RAP cost

40,000-45,000

70,000-80,000

23.7 mil. US$

38.79 mil. US$

RIVER TRAINING WORKS (RTW) Types of RTW: Guide Bund works (GBW),abutment protection works (APW) and bank protection works (BPW). GBW: To guide river flow to the bridge opening and to protect bridge abutment and approach road from erosion. APW: To protect bridge abutment from erosion. BPW: To ensure the functions of the GBW and APW by maintaining present flow conditions around the bridge sites.

ALTERNATIVES SCHEMES
For RTW on Left Bank: Two alternative measures (1) GBW facing to Padma river, or (2) APW behind the less erodible riverbank (1km apart considering possible erosion during 100 years in future) For RTW on Right Bank: GBW facing to Padma River were proposed, since no reliable stable bank for abutment could not be found on the right bank according to the erodibility study. Alternative Schemes: In combination with the left and right RTW mentioned above, two alternative schemes with same functions were established each for PG-site and MJ-site. BPW: The BPW were also planned for each site considering respective site conditions.

SELECTION OF OPTIMUM SITE

RTW in combination of GBW(R), APW(L) and BPW are proposed for both PG- and MJ- sites. Construction Cost: According to the preliminary cost estimate, MJsite requires less construction cost than PJ-site. 0ptimum Site: The optimum site will be finally proposed afterward considering economic, social and environmental aspects as well as the engineering aspect.

Steps of Environmental Study Initial Environmental Assessment for Padma River eco-system particularly for four alternative sites Initial Environmental Examination (IEE) for two preferred sites (reporting in Interim Report) Environmental Impact Assessment (EIA) for the selected site Environmental Management Plan (EMP)

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Objectives of IEE To identify the significant environmental impacts Prepare Scope of EIA Prepare a preliminary EMP with cost estimates

Features of the IEE Study Impact area is considered as 10,000 km2 ROW is considered as 60m and Bridge landing site requirement is assumed as 6 km2 Secondary data was collected on related parameters Primary data was collected by questionnaire survey, reconnaissance, and discussion with local people.

Assessment Procedure A tailor project specific 6 step template was developed and applied Environmental parameters are identified with rational Numerical weightage values are decided with justification Project specific mitigation guidelines are prepared Impact analysis template is used An impact rating template is employed (screening) A Leopold graded impact matrix is applied

Impact Assessment 40 parameters used for screening There are 8 positive impacts No impacts for 8 parameters There are 24 negative impacts (befort mitigation) There are 14 negative impacts after mitigation (however, impact will be reduced much)

Impact Comparison For two sites, most of the impacts are similar More erosion/siltation at Paturia site More water bodies loss at Paturia site More fisheries loss at Paturia site More homestead loss at Mawa site More Income loss at Mawa site More split of communities at Mawa site There is no significant advantage of one site over other

Scoping of EIA (as Identified in IEE) Erosion and siltation (including regional hydrology drainage congestion) Agricultural / vegetation loss (including plant cutting) Fisheries (including water bodies) Wildlife Land acquisition (including split of communities) Resettlement (including Income loss) -9and

Navigation Road accident Air, noise and vibration pollution

Preliminary EMP A rough cost estimates show that the EMP requirement will be between 2 and 3 million US$ (the EMP cost for the Jamuna Bridge was about 3 million US$) However the cost requirement variation between the two sites is insignificant

SIA & Resettlement Issues

Objectives of the SIA SIA was conducted for two alternative sites (I) Mawa / janjira and (II) Paturia / Goalundo Planned and carried out to ascertain the likely impacts of -Land acquisition -Local response to the project -Resettlement needs of the potential APs Primary objectives were to -Develop comparative SIA of the two alternatives -Preliminary Cost estimates - Develop social/ resettlement criteria for site selection SIA was not designed for a full scale resettlement study

SIA Methodology Conducted over two months (Nov / Dec 2003) Similar ecological and socioeconomic features Methodology adopted include -Participatory Rapid Appraisal (PRA) -Focus Group Discussion (FGD) -Meetings with local govt. officials/community leaders -Sample survey using structured questionnaire 200 heads of households were interviewed

SIA Survey Results

Impacts of Land Acquisition Estimated amount of LA is same in both sites Mawa / 1272 ha janjira Paturia / 1239 ha Daulatdia impact on households/ population varies - M/J 2,635 hhs (13,204 APs) - P/G 1,842 hhs (8,732 APs) These numbers limited to affected hhs requiring relocation Those affected by loss of land are not Included Jamuna experience - three times higher than those requiring relocation

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SIA Survey Results Loss of residential /commercial structure Mawa /Janjira - 2635 units Paturia / Goalundo - 1842 units Close to 80% of the units are made of straw / bamboo, Cl sheet/tile roof - can easily be dismantled and moved Community structures /facilities will also be affected - (I) M/J - 60, and (ii) P/G - 18

SIA Observations Total population affected (directly and indirectly) may run into: Mawa - 70,000-80,000 Paturia - 40,000-45,000 Impacts surely will be greater than currently understood More accurate assessment will be possible only after the site is selected and preliminary design available

Awareness and Response to the Project Local people are fairly aware of the impacts of LA & Resettlement Impacts Also Informed about donor policies due to the Jamuna and Southwest Road Projects Association and lobby groups have been established at both crossings for selection of their favored sites Strong support to the project - Improved transportation - Business and new income opportunities - Control of riverbank erosion - Opportunities for regional industrial development

Resettlement and Preferred Options Survey included questions with regard to choices and preferred options (i) Mawa / Janjira - 75% of those Interviewed prefer relocation on their own (self -relocation) (ii) Paturia / Goalundo - 96% indicated their preferences for self-relocation Over all, there will be limited demand for resettlement site development Cost estimate - too early for an accurate cost estimate: M-j $39 million; P-G $24 million

Review and analysis of the Findings SIA data should be treated as indicative of the potential impacts The data is generally in line with the pre-feasibility study A more extensive survey to be carried out for the selected site The detailed information would be crucial for preparing the - 11 -

RAP

Criteria for Final Site Selection Preliminary results shows greater impacts In Mawa-Janjira over Paturia site Site selection should be more on technical - engineering grounds-future safety of the bridge infrastructure Major Impacts of the project - Irrespective of sites Selection of Final site Is critical to set the next agenda preparation of RAP Task would be to minimize Impact, develop Improved policy for mitigation of adverse Impacts, management and capacity building for resettlement management Experience of the Jamuna and other donor-funded projects will be used In the planning and Implementation of RAP for Padma

Traffic Demand Forecast of the Padma Bridge Traffic Volumes across Padma River (both ways 2003: From Traffic Survey) Paturia-Goalundo Light Vehicle Bus Truck Total Launch Passenger 572 687 1,217 2,476 15,559 Mawa-Charjanjat 128 227 78 433 9,126 Cross-Padma Total 700 914 1,295 2,909 24,685

Present Traffic Movement Pattern At present, traffic at Mawa is lower than Paturia due to the following reasons: 1) Road condition of NH 8 is now very poor. 2) A narrow approach road to the Mawa ghat. 3) Quality of ferry services at Mawa is lower than Paturia in general. 4) No sufficient parking space for trucks. 5) Two hour river crossing time at Mawa is significantly longer than 35 minutes of Paturia. Future Traffic Movement Pattern Future traffic movement pattern will be drastically changed if the Padma Bridge is constructed at Mawa with following reasons: 1) Improvement of NH 8 (Dhaka - Khulna Road Project by ADB) will be completed by the end of 2004. 2) Direct road link from Dhaka for the largest traffic demands to Khulna and Jcssore. 3) Elimination of two hour crossing time. Quantification of Benefits 1) Vehicle Operating Cost (VOC) Savings 2) Travel Time Cost (TTC) Savings - 12 -

3) 4) 5) 6) 7) 8)

Freight Value Deterioration Savings Ferry Operation Cost Savings Traffic Accident Savings Air Pollution (C02,NOx) Reduction Benefits from Utility Facilities Land Enhancement Benefits

Preliminary Economic Evaluation - Evaluation period : 30 years - Opportunity Cost of Capital : 12 % Tentative results: 1) EIRR: Paturia = 9.6% Mawa = 16.9% Relationship Between GRDP and Travel Time to / from Dhaka [Model] Ln (G)=3.0453-0.5482 Ln (T)+Q.4926 Ln (F) where: (R=0.902) G=Gross Regional Domestic Product/kM2 T=Time to Dhaka from districts in Southwest region (hours) F=Density of feeder roads (km/kM2) Estimated Impact on Economic Growth in Southwest Region (Growth of GRDP) Paturia SW region Mawa

18% up 35% up (1.2%/year) (2.3%/year) 7% up

Bangladesh 4% up

Conclusion
From the result of the engineering studies, the economic feasibility including costs for social and resettlement issues and future effect on GRDP growth in Southwest Region, the best bridge site is concluded at Maws - Janjira . Findings of Progress report - 2 This report mainly deals with -Natural condition survey such as topographic survey, geotechnical investigation, river Morphology & mathematical modeling -Preliminary design of Padma Bridge, approach roads, toll plaza, service area, minor Bridges, underpass, riverbank protection works public utilities etc. -Operation & Maintenance plan of Padma Bridge -Construction plan & procedure of preliminary cost estimate -Environmental study & social impact & resettlement study Design Criteria & standards The preliminary design in the study would be conducted on the basis of Asian Highway (AH) standards and Roads & Highways Department (RHD) standards. RHD standards are similar to AASHTO standards. Standards adopted by Japan Road Association (JRA), BSI and Indian Road Congress (IRC) - 13 -

would be used as supplementary ones. Parameters related to River Engineering Water levels: Design High Water Level( 100 year return period) Standard High Water Level Mean Water Level Standard Low Water Level Water Discharge and velocity: Design Discharge( 100 year return period) Design Water velocity( 100 year return period) Scour Levels: Adjacent to Riverbank ( 100 year return period) 300m from riverbank In middle of river( 100 year return period)

: : : :

DHWL=+7.35m PWD SHWL=+5.81m PWD MWL=+3.02m PWD SLWL=+1.43m PWD

: Qd=134,400m3/sec : Vd=4.6m/sec

: Zs=-37.56m PWD : Zs=-23.63m PWD

Reasons for review on bridge types, span-cost relation of Interim

-Bridge width was changed from 17.2m in the interim report to

21.5m in this report

-In the interim report foundation stability was examined based

on the ship collision force 23.3 MN, which is slightly refined 23.7 MN in this report. -In the interim report current market prices in Japan were used for estimating the indicative cost of steel girder bridge (US$5,000/ton including materials, fabrication, transport, erection). It would have to be re-estimating taking into consideration the possible case of internationally prevailing market prices (US$3,800/ton including materials, fabrication, transport, erection). Girder Depths and Bridge lengths Bridge Type Girder Depth atAprox. Bridge mid span length 5,680m 5,580m 5,480m

PC Box Girder(Span 4.8m 160m) PC Extradosed(Span3.3m 180m) PC Cable Stayed(Span 1.8 200m) Indicative cost by Bridge type without Railway Bridge Type Unit cost/m

Bridge length 5,680m 5,580m - 14 -

Indicative cost 562 million US$ 511 million US$

PC Box Girder(Span US$99,010 160m) PC Extradoses(Span US$91,620 180m)

PC Cable Stayed(Span 200m)

US$109,640

5,480m

601 million US$

Reduced river widths by bridge type % Pier Reduced Number of Piers Reduced width per river in the river river each width width 15.0m 15.0m 16.20m 510m 465m 454m 9.6% 8.8% 8.6%

Bridge Type

PC Box Girder(Span 34 160m) PC Extradoses(Span 31 180m) PC Cable Stayed(Span 28 200m)

Present river width in 2004=approx. 5,300m Total Bridge length Padma main : bridge Left(North) bank : Viaduct Right(South) : bank Viaduct Total tength :

5,400m 60m 120m 5,580m

Specific bridge type and alternatives for preliminary design PC extradosed girder Type Bridge has been selected for the main bridge structure of the Padma Bridge from the view points of less construction cost, aesthetics and river aspect. In addition Bangladesh side requested the study team to include alternative options that has cable stayed girder at the center portion of approximately 800m in length. As a result the following five alternatives will be examined in the preliminary design of the study: Alternative-1(Base case) Alternative-2 : PC extradosed girder bridge without railway provision : PC extradosed girder bridge with cable stayed girder at bridge center portion without railway provision : PC extradosed girder bridge with railway provision : PC extradosed girder bridge with cable stayed girder at bridge center portion with railway provision : PC extradosed girder bridge with minimum investment case

Alternative-3 Alternative-4

Alternative-5

Approach & service Roads - 15 -

-12,163 m long approach roads on the both river banks (213 m at left & 11,950 m at right banks) - 6 m width service road on both sides along the approach road & 2m lower than that of the approach road -No of minor bridges on approach roads-6nos (total length=1000m) -No of culverts (for underpasses for crossing RHD/LGED road) on approach roads-13nos

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