pakistan private limitedto engineers who, rather than blindly following the codes of practice, seek...

Pakistan Private Limited

Prestressed Concrete | Structural Engineering

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.

1

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

Appendix B – Selective List of PT Projects

2

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

3

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

4

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.

5

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

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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.

7

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

8

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.

9

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.

12

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.

13

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.

14

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.

15

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 pre-

stressing 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

16

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.

17

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.

18

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

19

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.

20

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 .

21

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

supplies excluding strands, and stressing

and grouting services for the entire

Metrobus Project.

The elevated bridge sections across the

project were constructed using box-girder

as well as I-girder sections. Prestressing

cable from 10/0.5 to 37/0.5 were used.

Given the large number of bridges with

different span configuration in this

project, both single end and double end

prestressing has been carried out in the

bridge girders.

Stressing was carried out with 420 tons to

800 tons jacks with Type B2 pumps while

grouting was completed using Stronghold

MX-5 grouting machine.

22

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.

23

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.

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24

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-

tensioning related work

and supplies other than

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.

It’s construction began in May 2015 and the project was

completed with metro services being commenced in

January 2017.

25

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.

26

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.

27

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.

28

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

29

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

30

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 .

31

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.

32

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.

33

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.

34

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

disturbed.

Anchorage being sealed

after grouting completed

35

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.

M and N shall be minimum 20mm. Minimum

values of L and R must be observed to avoid

eccentric stress concentration behind the

anchorage.

Table 7-2: Minimum Clearance Requirements –

Sheath and Trumpet.

36

8. SELECTION TABLES – TENDON, TRUMPET, JACK

AND SHEATH

TABLE 8-1:

0.5Strand (12.7mm).

According to BS 5896.

37

TABLE 8-2:

0.6 Strand (15.24mm).

According to BS 5896.

38

TABLE 8-3:

0.5 Strand (12.7mm).

According to ASTM A-416.

39

TABLE 8-4:

0.6 Strand (15.24mm).

According to ASTM A-416.

40

9. TRUMPET & ANCHOR BLOCK- DESIGN DATA

DIMENSIONS

9.1. Standard Cast Trumpet

41

9.2. Fabricated Trumpet

43

9.3. Rib Cast Trumpet

44

10. DEAD ANCHORAGE - DESIGN DATA DIMENSIONS

10.1. Semi-Bonded Dead Anchorage

10.2. X Dead Anchorage

45

11. PRESTRESSING IN BUILDINGS

Post-tensioing in building structures has been

carried out in many countries around the world

since the early years of prestressing in

structural design.

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

cables are provided in flat sheath and then

stressed using mono-strand jack. Cables are

grouted and the anchor block is sealed-off after

stressing operation is completed for corrotion

protection.

Schematic arangement of anchorage and

cable support shown.

Schematic arrangement of cable shown in a

slab.

46

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

47

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

48

12.2. Unbonded System:

49

13. GROUND ANCHOR

Application for ground

anchors are widespread as

means of tying down a great

variety of structures. A

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

once their function is fulfilled. Anchorages may be bonded or

unbonded i.e. cement-grouted or greased. Any decision favoring

grouted tendons must first consider appropriate ways of grouting

by injecting through suitably placed ducting.

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

50

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

the diaphragm, all activated by one high

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

of the girder took less than an hour.

Set-up before lifting – Jacks, deflectometer,

shims and bearing pad under girder visible

Bridge lifted, bearing removed and laitance

being chiseled before placing new pad.

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

51

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.

52

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.

53

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

in the success of the project.

Moulds, lifting jacks and shims used in the 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

bridge.

During lifting operation-Ghazi Ghat

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.

54

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

55

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.


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


No. of spans = 06


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.

56

10. Lifting of bridge over river Sutlej at Bahawalpur for replacing old bearing pads with

new ones.


No. of spans = 12


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


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


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.

57

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.

59

DESIGN NOTES

In the design of prestressed concrete members consideration is normally given to three sets of conditions or limit states namely:

1. Conditions at transfer, when the prestress is applied to the concrete

2. Conditions at working load (serviceability limit state) 3. Conditions at ultimate load (ultimate limit state).

Of these the third usually determines the dimensions of the section: the second establishes the magnitude of the prestressing force: and the first gives the tendon profiles and the details of the end block.

Calculation of losses The prestressing force applied to the end of a tendon at transfer is larger than that which acts at mid-span at transfer 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 member while others are constant throughout the length. The methods of calculation presented in the following are approximate and fairly simple. More complex methods are available, but they usually demand a disproportionate amount of time for their employment and produce only a spurious accuracy, since the assumptions made are of doubtful validity. As a general rule it is better to make simple calculations and to provide some leeway to allow the prestressing force to be varied if necessary to suit the actual job conditions. A few spare tones of stressing capacity on site is more valuable than a file of unduly detailed calculations in the office.

Losses at transfer (i) Loss due to friction

At any point distant x from the jacking end of a post-tensioned tendon the prestressing force is reduced, from Po at the jack to:

Px = Po e - (µα+kx) Px = Prestressing force at distance X from jack Po = Prestressing force at jack e = Base of natural logarithms µ = Coefficient of friction for curved portions of tendons α = Total angular deviation of tendon (in all planes) throughout distance x, in radians k = Wobble coefficient per unit length of tendon (to allow for friction due to inaccuracies in placing) The loss of prestress due to friction is therefore equal to

ΔP1 = Po [1 – e- (µα+kx)] Values of µ and k taken from BSCP 110 (1972), are given in Table I.

TABLE I: Data for tendon friction

Condition

µ

K (per meter)

For normally supported ducts Strong ducts with close supports

33 x 10-4 17 x 10-4

Circular construction: Steel moving on steel bearing attached to concrete Steel moving on smooth concrete Steel moving on steel rollers

0.25 0.45 0.10

Linear construction: Steel Moving on steel Steel moving on concrete Steel moving on lead Lubricated tendons

0.30 0.55 0.25 <0.10*

*Values for lubricated tendons depend to some extent on the tendon geometry.

Reduction of frictional loss by temporary overstressing The tendon force should not exceed 70% of its strength after it is anchored; but a temporary stress of up to 80% can be applied prior to anchoring. This not only reduces the frictional loss; it also provides a useful proof test load on both the concrete and the tendons, and the practice is to be recommended. When the overstress is removed reverse frictions occurs in the tendon, over a length near stressing end or ends (see upper curve in Fig. I). Complete reduction of the overstress is not necessary, since a part of the reduction is obtained by pull-in 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. (ii) Loss due to pull-in of wedges

In order to fully anchor the wedges at the jacking end of a tendon some movement of the tendon itself is needed. For the STRONGHOLD systems, the movements are typically 7mm. The movement produces a reverse fictions effect similar to that obtained by reducing the temporary overstress. It extends over the length w of the tendon given with sufficient accuracy by the expression

W = √ΔI .Es. As

ΔP

Where: ΔI is the pull-in (mm) Es is the elastic modulus of the prestressing steel, As is the cross-sectional area of the prestressing steel (mm2): ΔP is the rate of loss of force (kN/mm). This in turn is given by

60

Po - Px max.

x max.

for straight tendons. For tendons curved at the jacking end

ΔP = Po - Px

x

in which x, is the length to the end of the curved section and Px, is the prestressing force at that point. Once W is known the corresponding loss of prestressing force can be calculated as:

ΔP2 = 2 ΔP.W

EFFECT OF PULL IN

(iii) Losses due to elastic compression of the concrete

When tendons are tensioned successively, the stressing of each tendon causes some loss of prestressing force into those already stressed and anchored. The magnitude of the loss is given by the expression

ΔP3 = n-1

2n fcs As

Es

Ecj

Where; n: is the number of tendons that are tensioned successively fcs: is the stress in concrete adjacent to tendons [KN/mm2] As: is the cross-sectional area of the prestressing steel [mm2] Es: is the elastic modulus of the prestressing steel Ecj: is the elastic modulus of the concrete at the time of

prestressing

Delayed losses

The anchored prestress is reduced over a period of up to

two years by time – dependent movement of the steel and

concrete.

(I) Loss due to relaxation of tensioned steel

Relaxation is analogous to creep: it is a loss of force which

takes place in tensioned steel when the length of the

tendon is kept constant. The magnitude of the loss

depends mainly on the stress in the tendon and on the

service temperature. Low relaxation steels are available, at

a slight cost premium, for normal temperature, BSCP 110

recommends a maximum relation loss of 8% of the

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

ΔP6=70 x10-6x Es x As (humid exposure) In which Es and As are the elastic modulus and the cross-sectional area of the prestressing steel. (III) Loss due to creep The creep of concrete is proportional to the stress applied to it. Its magnitude may be taken as:

36 x 10-6 x 40 x fcs

fci

Where; fcs: is the stress in the concrete adjacent to the steel fci: is the cube strength at transfer Then the loss of prestressing force is:

ΔP6 = 36 x 10-6 x 40 x fcs

fci

. Es . As Where; A is the cross-sectional area of the prestressing steel. When fci exceeds 40 N/mm2 the expression reduces to:

ΔP6= 36 x 10-6 x fci x Es x As

61

END BLOCK REINFORCEMENT

(I) Bursting forces

A simplified version of a design method originally proposed by Guyon is given in BSCP 110. Each anchor is assumed to be symmetrically placed within a small individual end block, and the bursting force is then obtained from Table II in this, YO is half the side of the individual end block Ypo is half the side of the loaded area Fbst is the tensile bursting force Pk is the load in the tendon. This is assumed to equal the

maximum jacking load; for non – bonded tendons the greater of the maximum jacking load or the tendon force at ultimate load should be used.

TABLE II BURSTING FORCES IN END BLOCK

Ypo/Yo 0.3 0.4 0.5 0.6 0.7

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.

(III) Calculation example

Bursting reinforcement For the block shown in Fig. III the relevant data are: Face size of Stronghold CS-13 anchor: 180 mm Square Prestressing force at each anchor: 900 kN Reinforcement yield stress: 410 N/mm2 Hence; Yo = 125; Ypo = 90; Ypo/Yo = 90/125 = 0.72 From Table II: Fbst/Fk = 0.11; Pk = 900 kN; Hence, Fbst = 0.11 x 900 = 99 kN Stress in reinforcement = 0.87x410=357 N/mm2, so that area of reinforcement per anchor = 99000/357=277 mm2 in each direction. Provide 4 no. 10 mm hooked bars (314 mm2) in each direction. [Fig IV].

63

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

01.

TALIBWALA CHENAB 45 18 12/0.5”

04/0.5” 21.

GUDDU FEEDER RD: 367 28 2 12/0.5”

02.

KUNDIANI BRIDGE

45

2

11/0.5”

22.

RURKAN BRIDGE 27 2 09/0.5”

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”

07.

KATCHA KHU MULTAN

33 2 10/0.5”

12/0.5” 27.

JAMRAO CANAL RD: 265

25.9 2 12/0.5”

08.

ZARDDRLU

BALOCHISTAN

32 4 12/0.5” 28.

ROAD RAIL OVERPASS H.B.P

25 3

12/0.5”

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”

64

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

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”

44.

PISHEN LORA (QUETTA) 23 3

10/0.5”

11/0.5”

64.

SULEMAN SHAH RD.

15 5&1

04/0.5”

05/0.5”

45.

NARA CANAL RD: 96

23 4 09/0.5” 65.

NAWABSHAH BRIDGE – DISTT.

RD:

20 17

11/0.5”

10/0.5”

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”

50.

SCHEME 33 SUPER HIGHWAY

22.9 2 12/0.5” 70.

NEW LAL MIRWA 19.8 2 09/0.5”

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”

52.

GARHI YASEEN SINDH 22.5 3

12/0.5”

11/0.5” 72.

CHAKORA NALLAH RD: 2 + 500

19.5 2 12/0.5”

53.

ROHRI CANAL RD: 786

22 3 09/0.5”

73.

FAIZ GANJ RD: 265

19 2 12/0.5”

54.

CIRCULAR RAILWAY

21.6 2 12/0.5” 74.

GHOREWAH RD: 32

19 1 12/0.5”

55.

MUSKIN II 21.5 1 07/0.5” 75.

CHAKORA NALLAH RD: 0 + 300 18.4 2 12/0.5”

56.

NAWABSHAH BRIDGE –

SANGHAR RD

21.5 15 11/0.5” 76.

ALI BAHAR WAHRD: 10

18.4 1

09/0.5”

08/0.5”

57.

LUSHKHUM BALA

21.5 1 07/0.5” 77.

ROHRI CANAL RD: 806 18.3 4 09/0.5”

58.

NUSRAT CANAL RD: 156

21.4 2 12/0.5” 78.

MALIR RIVER - KARACHI

18

&

20

13

12/0.5”

11/0.5”

10/0.5”

07/0.5”

59.

KARO KHAU

21.4 4

12/0.5”

10/0.5”

79.

NARA CANAL RD: 447

18.3

2

09/0.5”

60.

RICE CANAL RD: 40 21.3 5

12/0.5”

10/0.5” 80.

PHULLELI RD: 24 18.3 4 09/0.5”

65

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

81.

SINDH CANAL RD: 22

18 1 09/0.5”

08/0.5” 101.

HARO RIVER BRIDGE

30.4 5 10/0.5”

82.

WARA CANAL RD: 280

18 2 09/0.5” 102.

ARSHAD NALLAH 28 1 12/0.5”

83.

DEFENCE SQUASH COMPLEX

– SINGLE T

17.6 41 05/0.5” 103.

HANA NALLAH

28 4 12/0.5”

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”

88.

MEVA SHAH BRIDGE

14.7

13

07/0.5” 108.

M.N.V. DRAIN RD: 66

24.3 1 11/0.5”

89.

NARA CANAL RD: 99

14.4

2

08/0.5”

109.

M.N.V. DRAIN RD: 900

24.3 1 11/0.5”

90.

BUND MINOR

13 1

09/0.5”

110.

MATLI BY PASS.

24 3 11/0.5”

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.

MNV DRAIN RD: 8.5

23.4 2 12/0.5”

93.

CHENAB RIVER N-5 46 16 12/0.5” 113.

NATIONAL HIGHWAY I/C 23 2 12/0.5”

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”

95.

BULANGAH NALAH

50 1 12/0.5”

115.

BR. AT MINCHINABAD

20.7

2

12/0.5”

96.

AKBARI BRDIGE

37 3 12/0.5”

04/0.5” 116.

BR. AT MINCHINABAD

20 2 08/0.5”

97.

K.W.F. CANAL BRIDGE 33.5 1 12/0.5” 117.

BRIDGE OVER MIRWAH 18.3 2 11/0.5”

10/0.5"

98.

K.W.F. KOTPUR

32 1 12/0.5”

118.

BRIDGE OVER RICE CANAL

15.3

6

10/0.5”

99.

DINGA SEC. 7B N-5

31 3 10/0.5” 119.

CANAL LARKANA BY PASS

BRIDGE AT RAHIM YAR KHAN

15 2 10/0.5”

100.

K.W.F. CANAL HADIL SHAH

30.5 1 12/0.5”

120.

SARIAB LORA

26.6 3 07/0.5”

66

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

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”

123.

MALOT BRDIGE

31 9

12/0.5”

04/0.5”

143.

WARAH CANAL RD: 109

30

1

12/0.5”

124.

CHAKORE NALLAH 19 3 09/0.5” 144.

MNV DRAIN RD: 53 24 2 12/0.5”

125.

SORANGE RAOD

19

7 11/0.5”

10/0.5” 145.

ARTHAR CANAL RD: 53

23 3 12/0.5”

126.

SQUASH CLUB DEFENCE

SINGLE T

18

41

07/0.5”

04/0.5”

146.

WARAH CANAL RD: 109

19 2 12/0.5”

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”

132.

RICE CANAL RD: 299

24 1 12/0.5”

152.

KARIMABAD WIDENING

10 3

06/0.5”

&

04/0.5”

133.

NARA CANAL RD: 76

22 2 09/0.5”

153.

MOCH GOTH BRIDGE 23 4 10/0.5”

09/0.5”

134.

COMSER NALLA 40 1 12/0.5”

04/0.5”

154.

AKRAM WAH CANAL

17.3 2 10/0.5”

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”

138.

MNV DRAIN RD: 47

24 1 11/0.5”

158.

KOTRI INTERCHANGE

28.5 2 12/0.5”

04/0.5”

139.

RICE CANAL RD: 80

26

3

12/0.5”

159.

LASSAN NAWAB N.W.F.P. 24 1 12/0.5”

140.

DADU CANAL RD: 0/4.5. 20 3 12/0.5”

160.

TUR MURGHA BRIDGE 18.3 8 12/0.5”

67

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

161.

INDUS RIVER BRIDGE

(H.B.P) 45 18 12/0.5”

04/0.5” 181.

BRIDGE OVER SAIF-UL-LAH CANAL

36.27

1 12/0.5”

162.

SHAHEED E MILLAT

FLYOVER 14 & 16 80

09/0.5”

to 12/0.5”

182.

2ND OVER HEAD BRIDGE AT

SAHIWAL

39.92

16.81

25

11/0.5” 10/0.5”

163.

SHIKARPUR BRIDGE 31&16 2 12/0.5” 183.

OVER HEAD BRIDGE AT SARGODHA 23.92

13.71

11

04/0.5”

08/0.5”

164.

GAWADAR NALLANT RD.

31

1

12/0.5”

11/0.5”

184.

KUNRI CANAL BRIDGE 18.21 1 12/0.5”

165.

MARIAM ZAI

25 3 11/0.5” 185.

GHOTKI FEEDER RD: 78 26.36 3 12/0.5”

166.

WAZIRABAD OVERHEAD

BRIDGE

19 &21

2

09/0.5”

04/0.5”

186.

GHOTKI FEEDER RD: 110 21.94

3

09/0.5”

167.

RAHMANI BRIDGE

37 3 12/0.5” 187.

WIDENING OF LAT NALLAH BRDIGE 16.43 5 12/0.5”

168.

CHASHMA ACHO ZAI 15 6 11/0.5” 188.

OVERPASS AT FAISLABAD

11.8

to

20

17 12/0.5”

04/0.5”

169.

HONEY DAN BRIDGE

24 10 12/0.5” 189.

KOSHAK BRIDGE 25 1 12/0.5”

170.

KUMBRI RIVER BRIDGE 31 3 11/0.5” 190.

BRIDGE ON KB FEEDER KOTRI 12.72 2 12/0.5”

171.

NARI RIVER BRIDGE

31

3 11/0.5” 191.

BRIDGE OVER RICE CANAL 22.85

30.47

4

10/0.5”

172.

TARKHA BRIDGE

27

4 11/0.5” 192.

PINYARI CANAL BRIDGE RD: 114 22.85 3 12/0.5”

173.

SHAKARDARA ROAD

BRIDGE

20.75

18.75 9 07/0.5” 193.

DADU CANAL RD: 535 18.21 1 10/0.5”

174.

DINA BRIDGE

33.8 2 12/0.5”

194.

DADU CANAL RD: 546

16.68 1 12/0.5”

175.

KHARIAN BRIDGE

19.5 2 09/0.5”

04/0.5” 195.

MIR WAH BRIDGE RD: 71 26.63 1 12/0.5”

176.

RATIAN BRIDGE

12.9

26.9

2

09/0.5”

10/0.5” 196.

BRIDGE AT FP. BUND RD: 198 26.63 1 12/0.5”

177.

BEGGARI CANAL BRIDGE

23.5 4 10/0.5” 197.

JOHI DADU CANAL 22.78 7 12/0.5”

178.

ARJA BRIDGE

30.4 2 08/0.5”

10/0.5” 198.

BRIDGE OVER WATER WAY &

MANJHAND

26 1 11/0.5”

179.

GUL PUR BRDIGE

33.52 1 12/0.5” 199.

NUSRAT CANAL BRIDGE 19 1 12/0.5”

180.

NIHINGE BRIDGE 18.21 12 09/0.5” 200.

BRIDGE OVER THADO NALOO MALIR 22.85 4 11/0.5”

68

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

201.

CHANNI ALAM SHER

OVERHEAD

20 1 11/0.5” 221.

LAHORE GUJRANWALA 19 7 12/0.5”

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”

204.

SUKKUR OVERHEAD BRIIDGE 27.5

27.9 4 12/0.5” 224..

DINA NALLAH BRIDGE

29.85

27.85 5

10/0.5”

10/0.5”

205.

BRIDGE OVER NUSRAT

WAHCAL RD: 187

20.57 2 12/0.5”

04/0.5” 225.

LEI BRIDGE

43 4 12/0.5”

04/0.5”

206.

BRIDGE OVER NUSRAT

WAHCAL RD: 172

19.04 2 07/0.5” 226.

WIDENING OF LEI BRIDGE

16.43 5 07/0.5”

207.

PHULLELI CANAL BRIDGE 16.36 2 08/0.5” 227.

JARI WAH BRDIGE

14.75 1 11/0.5”

08/0.5”

208.

PESHAWAR OVERHEAD

BRIDGE

30 4 12/0.5” 228.

MASHERO BRIDGE 14.75 1 11/0.5”

08/0.5”

209.

LAHORE BYPASS 25 & 38 2 08/0.5”

to 12/0.5” 229.

KAMAL WAH BRIDGE

14.75

1 11/0.5”

08/0.5”

210.

FAIZ BUX WAH BRIDGE 25 1 12/0.5” 230.

SULHANI WAH BRIDGE

13.75 1 09/0.5”

08/0.5”

211.

BRIDGE ROAD CONNECTING

ZONES OF PORT QASIM

AUTHORITY

26.75 18 08/0.5” 231.

SANGI MINOR BRIDGE 9 1

10/0.5”

08/0.5”

212.

REHEBILTATION OF CONT

NO.2KARACHI-HYDERABAD

FROM KMB 1 TO 78

21.84

1

12/0.5”

232.

JANIB WAH BRIDGE 15.75 1 10/0.5”

08/0.5

213.

BHUMBER NALLA BRIDGE 25.4 11 10/0.5” 233.

GARIKO BRIDGE

15.75 1 09/0.5”

08/0.5”

214.

THADO NADI. SEC – 1. 25 5

10/0.5” 234.

KORAI WAH BRIDGE 14.75 1 09/0.5”

215.

LAGLEJI SEC – 1. 23.5 6 12/0.5” 235.

PIRWAH BRIDGE 13.75 1

09/0.5”

08/0.5”

216.

JARAMDO BRIDGE 23.5 5 12/0.5” 236.

LILLY ROAD OVERHEAD BRIDGE

KARACHI.

18.28

19.5 20

07/0.5”

12/0.5”

217.

CHENAB RIVER BRIDGE 46 16 12/0.5” 237.

TARIQABAD OVERHEAD BRIDGE AT

DFAISLABAD

13.4

to

26.6

14

07/0.5”

to

12/0.5”

218.

PHULKA NALLAH BRIDGE 40&35 7 11/0.5” 238.

MANGLA BRIDGE AZAD KASHMIR

31.17

6 18 11/0.5”

219.

DINGA SECTION 7-B

31

3 10/0.5” 239.

EXTENTION OF BRIDGE OVER LYARI

RIVER AT RASHID MINHAS ROAD

19.5 2 10/0.5”

12/0.5”

220. UPPER CHENAB BRIDGE

23.6 4 10/0.5” 240. BRIDGE OVER NALA CANAL

23.36 3 10/0.5”

69

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

241.

BRIDGE NO.2 ON WANI

MANDA ZIARATA SANHAWI

ROAD

19.7 3 08/0.5” 258.

ROHRI BY PASS 20.73 6

05/0.5”

06/0.5”

07/0.5”

11/0.5”

242.

B.S.LINK CANAL PATOKI

18.56

4

10/0.5” 259.

LAHORE ISLAMABAD ROAD 22.35 5 10/0.5”

243.

GUJJAR KHAN BRIDGE

27

19.93

1

2

10/0.5”

08/0.5” 260.

NOWSHEARA HASAN ABDAL

CARRIAGE WAY

16

20 16

09/0.5”

12/0.5”

244.

CHINOT BRIDGES:

WEST CHANNEL BRIDGE

39.4 06 12/0.5” 261.

CONTRACT NO. KOTRI MANJHAND N-

55 7

11/0.5”

10/0.5”

245.

EAST CHANNEL BRIDGE

39.4 06 12/0.5” 262.

D.G. KHAN TO TONSA CONTRACT NO.

10 N-55

30

3 10/0.5”

246.

ROAD RAIL OVERPASS

BRIDGE 39.4 04 12/0.5”

263.

CONTRACT NO. 12, KARAK GAMBILA

SECTION, N-55

30

4 10/0.5”

247.

ROAD RAIL OVERPASS

APPROACH SPANS

19.7 04 09/0.5” 264.

CONTRACT 12-B, N-55

30 7 12/0.5”

10/0.5”

248.

JHELUM RIVER BRIDGE AT

KHUSHAB

47 14 11/0.5”

04/0.5” 265.

SOAN BRIDGE 44 3

12/0.5”

04/0.5”

249.

OVERHEAD BRIDGE AT

RAILWAY LARKANA

15.9 44 10/0.5” 266.

KAHUTA BRIDGE 20 3 09/0.5”

250.

BUHAN OVERPASS 25 17 10/0.5” 267.

BRIDGE OVER RIVER INDUS ON

SUKKUR BY PASS

42.75 5 12/0.5”

4/0.5”

251.

BRIDGE OVER 5-L DISTRICT

19 1 11/0.5” 268.

APPROACH VIA DUCT ON SUKKUR BY

PASS

20 4 11/0.5”

252.

MINOR BRIDGE CHALBAT

NOWSHERA SECTION

16

to

40

22

10/0.5”

11/0.5”

12/0.5”

269.

UNDER PASS ON SUKKUR BY PASS 9.9 5 7/0.5”

4/0.5”

253.

KHURRAM RIVER BRIDGE 30 30 11/0.5” 270.

2 LANE BRIDGE OVER RICE CANAL 19.82 1 9/0.5”

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

RAIN

26 1 07/0.5” 272.

4 LANE BRIDGE OVER DADU CANAL

20 1 9/0.5”

256.

CONT NO. 7016/M-B-R-P 16.75 11 10/0.5” 273.

2 LANE BRIDGE OVER DADU CANAL 19.85 04 09/0.5”

257.

GHOTKI BRIDGE 19.9 5 12/0.5”

274.

4 LANE BRIDGE OVER N.W CANAL 20

05

09/0.5”

70

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

275.

2 LANE BRIDGE OVER N.W

CANAL 19.82 04 09/0.5” 292

BRIDGE ON LARALAI ROAD QILA

SAIFULLAH D.G. KHAN

30 02 10/0.5”

276.

4 LANE BRIDGE OVER OBAL

WAH CANAL

19.82 02 10/0.5”

09/0.5” 293.

SAKHI SARWAR BRIDGE MULTAN 30 02 10/0.5”

277.

2 LANE BRIDGE OVER OBAL

WAH CANAL

20 07 10/0.5”

09/.5

294.

BRIDGE ON RURAL ACCESS ROAD

PANJGUR

20

25

05

11/0.5”

278.

TALIBWALA BRIDGE II 52 18

12/0.5”

04/0.5” 299.

BRIDGES ON CHABLAT NOSHERA

SECTION

25

30 26 12/0.5”

279.

LIAQUATABAD FLY OVER

KARACHI

18

to

30.5

26

12/0.5”

09/0.5”

08/0.5”

300.

BRIDGE LASMO OIL FIELD SEHWAN 40

30 04 12/0.5”

280.

RASHID MINHAS FLY OVER

KARACHI

18

to 35

50X2 12/0.5”

10/0.5” 301.

BRIDGES ON QUETTA SIBBI ROAD

15

to 24

25 12/0.5”

10/0.5”

281.

UNIVERSITY ROAD FLY OVER

KARACHI 26.9 28 12/0.5” 302.

BRIDGES ON KOHAT TUNNEL

PROJECT

30

25

25 12/0.5”

282.

LILY ROAD OVERHEAD BRIDGE

KARACHI

19.5

36 20

07/0.5”

12/0.5” 303.

BRIDGES ON ZERA METER RAWAT

ISLAMABAD HIGHWAY

24

30

to

48

12/0.5”

11/0.5”

283.

BRIDGE OVER RAILWAY

OVERHEAD KHANEWAL

24

40 06

12/0.5”

11/0.5”

10/0.6”

304.

BRIDGE OVER LORA NULLAH AT

SPINNY ROAD QUETTA

30 01 21/0.5”

284.

GARHI SHAHU BRIDGE LAHROE

24

22 16

09/0.5”

07/0.5”

04/0.5”

305.

BRIDGES ON PINDI BHATTIAN

FAISALABAD MOTORWAY (M-3)

47.30

20.25 28

12/0.5”

10/0.5”

285.

CAVAKRY GROUND FLYOVER

LAHROE

30 19 12/0.5” 306.

SHAHFAISAL COLONY FLYOVER

KARACHI

22

20

17

50

12/0.5”

11/0.5”

09/0.5”

286.

FLYOVER AT KATCHERY

CHWOK MULTAN

25 17 09/0.5”

08/0.5” 307.

BRIDGE AT AZAD PATTAN-

RAWALKOT ROAD

33 02 15/0.5”

12/0.5”

287.

SHERPAO BRIDGE LAHROE 30

22 12

11/0.5”

12/0.5” 308.

BRIDGE OVER HALAR RIVER AZAD

KASHMIR 42 01

12/0.5”

04/0.5”

288.

PORT QASIM AUTHORITY

BRIDGES KARACHI

20

to

30

12 12/0.5”

10/0.5” 309.

BRIDGE OVER NALDAT AT KHUZDAR

KHARAN ROAD

24.9 06 11/0.5”

289.

EXTENSION OF LASBELLA

BRIDGE KARAC HI

12

28

12/0.5”

11/0.5”

10/0.5”

310.

BRIDGE OVER RAILWAY CROSSING

TANDO ALLAH YAR

22

02

12/0.5”

290

WANI MANDA BRIDGE AT

ZIARAT

24 03 09/0.5” 311.

BRIDGE OVER AKRAM WAH CANAL

NEAR HYDERABAD

19 02 11/0.5”

291.

FLYOVER AT GT ROAD

PESHAWAR

19.9 06 09/0.5”

71

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

SECTION – I

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

S.NO.

NAME OF PROJECT

SPAN

(M)

NO. OF

SPANS

CABLE

USED

312.

SHADHRA DISTRIBUTORY

BRIDGE

20 2 11/0.5” 329

DEGH NULLAH BRIDGE 25 2x6 10/0.5”

313.

JOLA DISTRIBUTORY BRIDGE

25

2

10/0.5”

330

FLOOD WATER WAY BRIDGE

25

2x3

10/0.5”

314.

UPPER CHENAB CANAL BRIDGE

& CHICKOKI MALIAN

DISTRIBUTORY BRIDGE

25 2x6 10/0.5” 331.

FLOOD WATER WAY BRIDGE 25 2x5 10/0.5”

315.

QADIRABAD BALOKI LINK

CANAL

30 2x6 12/0.5”

332.

NIKI DEH BRIDGE

25 2x5 10/0.5”

316.

UPPER GUGERA CANAL

BRIDGE

30 2x3 12/0.5” 333.

SHEIKHUPURA DRAIN

30 2x1 12/0.5”

317.

MANAWALI DISTRIBUTORY

CANAL

25 2 10/0.5” 334.

MANGORI DRAIN 25 2x2 10/0.5”

318.

MIAN ALI BRANCH CANAL

BRIDGE

16 2x2 10/0.5” 335.

WATER DRAN BRIDGE

25 2 10/0.5”

319.

MALLARY DISTRIBUTORY

BRIDGE

20 2 11/0.5” 336.

AJNIANWALA DRAIN BRIDGE 20 2 11/0.5”

320.

RAKH BRANCH & LOWE

CHENAB CANAL BRIDGE

30 2x4 12/0.5” 337.

SALAR DRAIN

16 2x3 10/0.5”

321.

JHANG BRANCH CANAL BRIDGE 25 2x3 10/0.5” 338.

AHMADPUR KOT NIKKA

BRIDGE

20 2x2 11/0.5”

322.

SHAHSDIA SANGLA HILL

OVERHEAD BRIDGE

25 2x3 10/0.5” 339.

FLYOVER, QILLA SATTAR

SHAH MURIDKE RD.

30 2x2 12/0.5”

323.

WAZIRABAD SANGLA HILL

OVERHEAD BRIDGE

16

& 20

3

10/0.5”

11/0.5”

340.

FLYOVER, CHICKOKI LMALIAN

MURIDKE RD.

30 2x2 12/0.5”

324.

LAHORE SHEIKHUPURA ROAD

30 2x2 12/0.5” 341.

FLYOVER, SHEIKUPURA

HAFIZBAD ROAD

30 2x2 12/0.5”

325.

FLOOD WATER WAY BRDIGE 25 2x6 10/0.5” 342.

FLYOVER, FAROOQABAD

GUJRANWALA RD.

30 2x2 12/0.5”

326.


FLYOVER, HAFIZABAD

CHOWKI SUKHERI

30 2x2 12/0.5”

327.

BHED NULLAH BRIDGE

25

2

10/0.5” 344.

FLYOVER, SUKHEI JALAPUR

BHATIAN

30 2x2 12/0.5”

328.


INTERCHANGE SHEKUPURA

GUJRANWALA

16

25

16

2x1

2x2

2x1

10/0.5”

10/0.5”

10/0.5”

72

SECTION - II SECTION - III

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

CABLE USED

S. NO. NAME OF BRIDGE SPAN

(M) NO. OF SPANS

CABLE USED

348 KHADER CANAL BRIDGE 20 2x2 11/0.5"

372 JALAPUR CANAL BRIDGE 20 2 12/0.5”

349 LOWER JHELUM CANAL BRIDGE (SOUTH BRIDGE)

16 23 10/0.5"

373 PIND DADAN KHAN KHUSHAB OVERHEAD BRIDGE

16 20 16

2 2 2

10/0.5” 11/0.5” 10/0.5”

350 HUJJAN DISTRIBUTORY BRIDGE

20 2x1 11/0.5"

374 WATER COURSE BRDIGE 20 2 11/0.5"

351 LOWER JHELUM CANAL BRIDGE (NORTH BRIDGE)

20 2x3 11/0.5"

375 WATER COURSE BRDIGE 20 2x3 11/0.5"

352 SHAHPUR BRANCH CANAL BRIDGE

16 2x3 10/0.5” 10/0.5” 10/0.5”

376 WATER COURSE BRDIGE 16 2x3 10/0.5” 10/0.5” 10/0.5”

353 SARGODHA BRIDGE MALKWAL OVERHEAD BRDIGE

16 23 16

2x1 21 2x1

12/0.5”

377 BD - 12C-6 16 23 16

2x1 2x1 2x1

12/0.5”

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”

356 SEM NULLAH DRAIN BRIDGE

30 2x2 12/0.5”

380 NARWAH KAS BRDIGE 30 2x4 12/0.5”

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”

360 FLYOVER, THATTI BHELOL KOT BELA

30 2x2 12/0.5”

384 FLYOVER, BAGA SIAYAL AHMADABAD RD

30 2x2 12/0.5”

361 FLYOVER, SIAL CHOWK MINDH RANJHA

30 2x2 12/0.5”

385 FLYOVER, SAIDAN SHAH KALLAR KAHAR

30 2x2 12/0.5”

362 FLYOVER, MIDH RANJHA KOT MOMIN

30 2x2 12/0.5”

386 FLYOVER, KALLAR KAHAR - CHAKWAL RD

30 2x2 12/0.5”

363 FLYOVER, BHARBRAH – KOT MOIN RD

30 2x2 12/0.5”

387 FLYOVER, BALKASSAR MUNDEY RD

30 2x2 12/0.5”

364 FLYOVER, KOT MOMIN – SALAM RD.

30 22 12/0.5”

388 FLYOVER, BHAGWAL BALKASSR RD.

30 2x2 12/0.5”

365 FLYOVER, BHLWAL – GUJRAT RD.

30 2x2 12/0.5”

389 FLYOVER, BALKASSAR – DULLA RD.

30 2x2 12/0.5”

366 FLYOVER, SALAM – BHERA RD

30 2x2 12/0.5”

390 FLYOVER, BHAGWAL DULLA RD.

30 2x2 12/0.5”

367 FLYOVER, SALAM – BHERA RD

30 2x2 12/0.5”

391 INTERCHANGE LILA PIND DADAN KHAN RD.

16 25 16

2x1 2x2 2x1

10/0.5” 10/0.5” 10/0.5”

368 FLYOVER, BHALWAL – BHERA RD

30 2x2 12/0.5”

392 INTERCHANGE BALKASSAR CHAKWAL RD.

16 25 16

2x1 2x2 2x1

10/0.5” 10/0.5” 10/0.5”

369 FLYOVER, BHERA SHAHPUR RD

30 2x2 12/0.5”

370 INTERCHANGE PINDI BHATTIAN – HAFIZABAD RD.

30 2x1 12/0.5”

371 INTERCHANGE KOT MOMIN – SALAM RD.

16 25 16

2x1 2x2 2x1

10/0.5” 10/0.5” 10/0.5”

73

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


(M) NO. OF SPANS

CABLE USED


(M) NO. OF SPANS

CABLE USED

393 PALCHARAN KAS BRIDGE

30 2x6 12/0.5"

410 INTERCHANGE CHAKRI RAWALPINDI, RD.

25 16

8 10/0.5"

394 WATER COURSE 25 2x2 10/0.5"

411 RAILWAY BRIDGE AT F. JUNG

16 20

8 11/0.5” 10/0.5”

395 WATER COURSE 25 2x2 10/0.5"

412 BRIDGE AT CHAINAGE 9-040

30 2 12/0.5"

396 WATER COURSE 25 2x2 10/0.5"

413 BRIDGE AT CHAINAGE 9-643

30 4 12/0.5"

397 SID RIVER BRIDGE 30 2x8 12/0.5"

414 FLYOVER AT CHAINAGE 10+956

16 30

8 12/0.5"

398 NIKKI WALA KAS BRIDGE

30 2x4 12/0.5"

415 BRIDGE AT TARAT 30 2 12/0.5” 10/0.5”

399 DRAIN BRIDGE 30 2x3 12/0.5"


16 25

8 10/0.5"

400 BASLAKAS NULLAH BRIDGE

30 2x4 12/0.5"


16 30

8 12/0.5” 10/0.5”

401 PATAN KAS BRIDGE 25 2x4 10/0.5"

418 BRIDGE I AT SUKKA 30 2 12/0.5"

402 PATAN KAS DISTRIBUTORY BRIDGE

25 2x2 10/0.5"

419 BRIDGE II AT SUKKA 30 2 12/0.5"

403 FYOVER, DULLAH NILA RD.

30 2x2 12/0.5"


25 16

8 10/0.5"

404 FLYOVER, NILLAH DULLAH KOWAT RD

30 2x2 12/0.5"

421 BRIDGE AT JABI 30 2 12/0.5"

405 FLYOVER, KATORIAN THALLAIAN RD

30 2x2 12/0.5"

422 BRIDGE AT GADAN 25 2 10/0.5"

406 INTERCHANGE CHAKRI RAWALPINDI, RD.

16 20 16

2x1 2x2 2x1

10/0.5” 10/0.5” 10/0.5”

423 BRIDGE AT DOTAL 20 4 11/0.5”

INCREMENTALLY LAUNCHED BRIDGES


(M)

NO. OF

SPANS

CABLE

USED

407

2 BRIDGES OVER

JHELUM AT BHERA

COMPLETED EXCEPT

SOME 19/0.5" CABLES

30

50

2x2

2x15

12/0.5”

&

19/0.5”

408

2 BRIDGES OVER

SOAN AT CHAKRI

COMPLETED EXCEPT

SOME 19/0.5" CABLES

40

50

2x1

2x7

12/0.5”

&

19/0.5”

409

2 BRIDGES OVER

PANEAD CHAKRI

RAWALPINDI RD.

40

50

2x1

2x6

12/0.5”

&

19/0.5”

424 RAILWAY OVERHEAD

AT BURHAN

30

16 6

12/0.5”

10/0.5”

425 INTERCHANGE AT

BURHAN

20

16 8

11/0.5”

10/0.5”

426 HARD RIVER BRIDGE 30 26 12/0.5"

427 DHAL NULLAH

BRIDGE 25 4 10/0.5"

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]

http://www.stronghdpk.com/

mailto:[email protected]

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