INSIGHT TO FOUNDATION CONSTRUCTION OF EXTRADOSED - 3RD

NARMADA BRIDGE OVER RIVER NARMADA, BHARUCH, GUJARAT

Ekhlaq A Khan, EDRC, Larsen & Tubro Construction, Powai, Mumbai, India,Ph: 022-67059416,
ekhlaq-khan@lntecc.com

ABSTRACT

The new third Bridge over Narmada River at Bharuch which was recently completed is characterized
by some aesthetically appealing elevations of the pylon and large size of the deck. This paper gives an
insight to design and construction technique adopted for foundation construction of Extra-dosed span -
3 rd Narmada Bridge at Bharuch over river Narmada, Gujarat. Site being located in intertidal zone had
its unique geological characteristics and own set of difficulties during construction.

Key words: Sheet pile cofferdam, circular liner cofferdam, intertidal zone, pile foundation, BEF
method

INTRODUCTION

The Indian subcontinent offers diverse subsoil conditions. With current modern and future trend of long
span bridges the substructure design often demands large size foundations. The foundation of theses
bridges are usually deep and large in size. The execution of such foundations in maritime environments
often involves important temporary works, in order to provide a safe workplace, comply with
environmental requirements and achieve high quality standards.

Often Pile foundations are preferred solution now a days, but due to various statutory and environmental
regulations their construction poses a challenge. With better equipment and corresponding quality
control, construction of large diameter pile foundation has emerged as a faster and reliable option.

OVER VIEW OF THE PROJECT

The first two lane bridge on NH-8 (Vadodra – Mumbai) known as Sardar Bridge was constructed in
1977, subsequently an additional two lane bridge was constructed in 1999-2000, 29 m downstream of
the first. In view of rising volume of traffic and as part of upgradation of NH8, National Highways
Authority of India (NHAI) proposed to construct 3rd new 4 Lane Bridge 100 m downstream of 2nd
Narmada Bridge, based on Central Water and Power research Institute (CWPRS) study and
recommendation.

The general layout (fig. 1) of the 3rd Narmada bridge has 8 spans of 144 m and 2 spans of 96 m with
total length of 1344 m, supported by132 nos. of 1.5 m diameter piles of about 50 m depth. The
substructure has leaning “Y” shaped lower pylon of height 30 m together with cast in situ pier
diaphragm. The piles are of M40 and superstructure & pylon of M50 grade of concrete.

© 2017 DFI-India Conference, Chennai, India 29

 Fig. 1 General Layout of the bridge

The foundations P1, P2 and P3 are in deep waters and P4 is at the river edge (fig. 2). The pile cap size
of (4 X 3) nos. of 1.5 m diameter pile is 15.5 m X 13.2 m X 2.25 m. The piles have liner up to design
scour level.

Fig. 2 Location plan of P1 to P4 foundations

Fig. 3 Configuration of Pylon

The superstructure is segmental box girder weighing max. 126 ton of each precast segment with upper
pylon of 18 m height (fig. 3).

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GEOLOGICAL CONDITIONS

The project area is transected by Narmada River. The stratigraphy at the river crossing mainly consists
of four layers of strata (fig. 4).

A surficial deposit of silty fine sand/fine sand with discontinuous layers of clayey silt/silty clay is
encountered to about RL - 4.5 to - 9.8 m having SPT 5 to 11 and firm to hard clayey silt /silty clay is
met about RL -32.1 m to -34.8 m with SPT 35 to 96.This is underlain by fine sand /silty fine sand with
gravel up to RL -49 to 58.5 m having SPT (N> 100) wherein refusal is met. Below this, sandy silt and
hard clayey silt is encountered. The ground water is met at RL 2.8 m.

Fig. 4Pictorial summary of bore logs 

The site is severely affected with daily tidal variation of min. 3 m to occasional 4.5 m. Since the pile
cap was lying in intertidal range casting of pile cap under dry conditions was a challenge, thus an
effective retention system was required.

DESIGN

The basic functional requirement of the Cofferdam and its construction scheme was to prevent river
water from infiltrating into the work area for the construction of the pile caps. The cofferdams had to

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be designed such that it remained stable during installation, dewatering, backfilling and during
construction of pile cap and lower pylon.

MODEL ESTABLISHMENT

Each Pile cap being rectangular in shape, its cofferdam also was kept rectangular with size 20 m×16 m
in plan, consisting of circular liner piles of 1500 mm diameter with thickness 10 mm and double box
sheet pile (JU 422 H SP IV type) sections for the walls. The sheet pile levels maintained for P1 to P3
location were as below.

Table 1. Cofferdam Elevations

Location P1 P2 P3
Top of sheet pile +4.3 m +4.3 m +4.3 m
River bed level -9.8 m -11 m -2.5 m
Toe of sheet pile -21.7 m -21.7 m -15.7 m

The river water elevation was varying from – 0.2 m to occasionally + 4.2 m, and the bottom of pile cap
concrete was - 0.422 m. It was observed that the original bed level as indicated during tender stage were
different than the observed. Accordingly, the water head varied from 6.7 m to 15.2 m (fig. 5).

P1 P2 P3

Fig. 5 Elevation of cofferdam at P1, P2 and P3

WALLAP software was used to analysis the sheet pile wall for load cases generated during construction
process. Sheet pile wall model was subjected to following soil parameters:

Table 2. Soil Parameters at P1, P2 and P3

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The staged analysis that included loading each stage as per construction, was done to evaluate the
generated forces, deformation pattern and strut forces. The soil and water pressures profile applied to
the wall were the actual pressures expected in the system at each stage. The model below (fig. 6)
indicates the typical final loading stage with surcharge of Pile cap after construction.

Fig. 6 Idealized WALLAP model

WALLAP model for each location was analyzed for the above soil parameters with stated elevation of
soil. The wall stiffness was adopted as per the section seen in figs. 7a and 7b.

Fig. 7 (a) Plan of cofferdam at P1 and P3 7 (b)Plan of Cofferdam at P2

DESIGN FEATURE AND DESIGN OPTIMIZATION

The Bending forces in sheet pile wall were reviewed with a structural model in STAAD software using
beam on elastic foundation (BEF) method, wherein the earth pressures were modelled with a series of
independent spring supports and the STAAD model was subjected to stage loading similar to WALLAP

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model for the case. The BEF analytical model provided useful insight into the behaviour of the wall and
made it easy to perform mutliple analysis for optimizing the design and evaluating the sensitivity to in
put parameters.

Each cofferdam had only one horizontal strut-waler bracing layer installed at first stage. Then it was
required to dewater up to min. 2 m below Pile cap bottom in order to carry out construction of pile cap
in dry condition. This condition was mainly a challenge in case of P2, as it attracted huge bending
moment as retention of 15.5 m was to be taken care. It was not feasible to dewater up to that depth and
provide second layer of strut.

Accordingly, it was stratigically planned to back fill the region between the river bed and pile cap
bottom for construction of pile cap to counter the decisive forces and loads, mainly the water head (6.7m
to 11m ) arising out of dewatering inside the cofferdam. Thus, avoiding necessity of another level of
strut and led to saving in material.

In the critical case of P2 cofferdam the bending moment observed in dewatering stage before placement
of second level of strut (without soil fill) was 105 KN.m, it was reduced by 35 % by backfilling with
soil.

Therefore, artificially created earth pressure generated out of controlled backfill inside area of
cofferdam was used to advantage in counter balancing the governing high water head forces.

As there was lesser clearance than expected from the bottom of pile cap at P3 and P1 also, (due to
variation in actual observed ground levels), it was decided to back fill the region up to pile cap bottom
at these locations also. The analysis results of WALLAP model helped to arrive at structural
requirement of the retention system. The strut-waler system (fig. 8) was accordingly designed for the
strut forces arrived.

Fig. 8 STAAD model of typical Strut- Waler beam system

CONSTRUCTION

The pile foundation at P4 was at edge of the shore. At this location it was possible to manage the daily
variation of intertidal waters by building an island with protected banks (fig. 9).

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 


Fig. 9 Island at P4

So, the cofferdam construction was avoided. To cast the pile cap under dry conditions, on reaching the
pile cap bottom, dewatering system (fig. 10 ) was installed and the water table was lowered.

 
Fig. 10 P4-Dewatering system and Pile cap casting

Use of Spud barge (piling platform – 50m X 14m X 2.5m ) for piling, along with sheet pile and liner
cofferdam for pile cap, made it possible to overcome the challenges of construction in intertidal deep
waters. As per schedule P3 foundation (fig.11) was taken up first. Using spud barge mounted with
SR100 Piling rig assisted with tugs (two - 216 HP) and passenger boat (43.5 BHP), the permanent piles
were completed, facing approx. 7 m depth water of during high tides.

Fig. 11 Piling platform at P3

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Basic steps followed in pile construction were as following:
1. Surveying, positioning of spud barge
2. Liner driving with Vibro hammer
3. Pile boring with piling rig
4. Cage lowering
5. Concreting

For P3 foundation it was decided to construct a structural steel cofferdam using available liner material
which were used as permanent casing for the permanent piles.

Based on material availability and structural requirement namely two types of arrangement were used
for cofferdam wall cross-section depending upon depth of retention.
a. 1.5 m diameter, 20 m length 10 mm thickness circular liners were used for P3 and P1 location.
b. J422H (SP-IV), 26 m length, grade 430 MN/m2 sheet pile box sections were used for P2
location.

For Cofferdam construction first typical step was to carry out survey and marking of the wall alignment
and positioning of the guide pile/posts.

Fig. 12 Typical guide frame for cofferdam piling

Once the guide piles were verified for the position and alignment then horizontal guiding frame (fig.
12) was placed, followed by driving of Sheet piles / liner piles by vibratory hammer ( PTC HD 75)
using 75 ton crawler crane mounted on (20.4m X 13.5m X 2.5m )barge. Continuous checking of pile
verticality was done during pile penetration process. If found within tolerances then only further piling
was continued. Likewise by removing and shifting the guide frame each side of wall was completed.

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Fig. 13 (a) Corner section at P2 13 (b) Corner section at P1 and P3

Then using corner sections (fig. 13a and 13b) direction of wall was changed. The starting point of
driving was fixed and closure of the cofferdam was done in a defined sequence. Some piles were
partially driven keeping gates for allowing water flow to maintain equal water head and prevent
development of differential water head due to intertidal water. Before closing the cofferdam, strut-waler
system was fixed in designated position (fig. 14).

Fig. 14 Strut waler placement at P2

Simultaneously, backfilling with sand bags weighing around 15 KN (fig. 15) up to bottom level of pile
cap was done before sealing the cofferdam.


Fig.15 Heavy cap. Sand bags

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Once the gates were closed dewatering was done to create dry conditions, followed by laying of 300
mm PCC course. The piles were chipped down to cutoff level first. Then reinforcement fixing (fig. 16)
and side shuttering of pile cap was done. Concrete was transported on barges (20.4m X 9m X 2.5m)
mounted with 3 nos. of transit mixers from load out jetty on shore to the location. Concreting was
completed with pump and pipes placed on the material barge.

Fig.16 Reinforcement fixing at P3

In case of liner cofferdam the connection (fig 17). It was proposed to initially grout the joint with clay
slurry to prevent ingress of water but it did not prove to be effective, so it was decided to grout the joint
together with jute threads seal. The jute threads helped in absorbing the grout and fast setting and reduce
water leakage. For safety purpose the liners were always protected with covered platforms all the time.

Fig. 17 Typical connection of liner piles

During driving of liner cofferdam a lot of resistance was observed once liner reached a level of -10 m,
as there was a very stiff to hard clay layer having SPT (N value) more than 40, so it was driven in and
out repeatedly with vibratory hammer.

Once the pile cap de-shuttering was done the lower pylon was immediately taken up as it also fell in
intertidal zone (figs. 18 a and 18b), followed by in situ pier table weighing about 12000 KN. The
cofferdam provided safe approach and work area till substructure wok completion.


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Fig. 18 Lower pylon construction (a) P1 (b) P4

Also the cofferdam circular liners were used as support for the pier table (fig. 18b).Once the Pier table
was complete, the cofferdam wall sections were driven out using vibratory hammer in similar fashion
of driving using crane mounted on barge. The opening created allowed water inside the cofferdam and
released the pressures and subsequently strut-waler system was swiftly dismantled.

CONCLUSION

The retention system for the project were designed based on geotechnical and ground water control
requirement. It was evident that overall reliability of the structural performance in such cases is very
sensitive to the soil stiffness parameters. Apart from localized problem of leakage no significant
deflection was observed.

Smart and simple use of local material led to economy in the project and ease in construction.

It is foreseen that the recent expansion is use of sheet piles and circular steel walls in this country in
different ways along with use of local resources will increase appreciation of the potential of this
technique.

ACKNOWLEDGEMENTS

The author is thankful to the management of L &T Construction for granting permission for this paper
to be published. The author extends gratitude to Project site Team and colleagues in extending their
support to the paper in their own way.

REFERENCES

Joseph Y. C. Lo, W. W. Yang, K. F. Wong, C.K. Tsang and S.F. Chau,2010,Deep Excavation for the
Construction of Joint between IMT Tunnel and C&C Tunnel in River for Guangzhou Zhoutouzui
Immersed Tube Tunnel, Proceedings of the 30th Annual Seminar Geotechnical Division, pp.141-148.

Rameez Gahlot, Prof. Roshni John and Roshan Zemse, 2014, Cofferdams- Forces Analysis And Design
Criteria, International Journal of Scientific & Engineering Research, Volume 5, Issue 12,

S S Gue and Y C Tan, 1998,Design and construction consideration of deep excavations, SSP Geo
technics Sdn Bhd.

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