Chenab Rail Bridge: All you need to know

The Chenab Rail Bridge is an Indian Railways steel and substantial curve span among Bakkal and Kauri in the Reasi locale of Jammu and Kashmir, India. Whenever finished, the scaffold will traverse the Chenab River at a level of 359 meters (1,178 ft) over the waterway, making it the most elevated rail span on the planet. The base help was pronounced finished for the beginning of development of the principal curve in November 2017. Follow tallestclub to know more about such structures.

Presentation and Topography of Chenab Rail

The Northern Railway has started the super task of development of another railroad line between Udhampur close to Jammu and Baramulla on the north-western edge of the Kashmir Valley in the Indian Union Territory of Jammu and Kashmir. The undertaking was pronounced a public venture in 2002. It is coordinated by Northern Railway.

The unprecedented test lies in executing an enormous number of passages (complete 63 km long) and spans (7.5 km) in profoundly rough and sloping territory, with troublesome Himalayan topography. The hardest part is accepted to cross the profound crevasse of the Chenab River close to the Salal Hydro Power Dam by the Chenab Bridge.

Another short, curved span proposed on the new rail line was the 657 m (2,156 ft) long, 189 m (620 ft) high Anji Khad Bridge among Katra and Reasi on a feeder of the Chenab River. This proposition was deserted by the Railways because of the particular geography of the area and a link remained span is proposed which will be the primary link remained extension of the Indian Railways. It is one of the worlds tallest bridge.


After a few consultations, remembering the feel, economy, and accessibility of neighborhood aptitude and development materials, the Chenab Rail Bridge was planned as a huge range single curve steel span with approach viaducts on the two sides . The curve is two-ribbed, made of huge steel supports. Support strings are fixed steel boxes, inside solidified and loaded up with concrete, to support controlling breeze prompted powers on the extension. One more benefit of substantial filling is that inside painting won’t be needed.

Read More: All you need to know about Howrah Bridge

Using consistent development, the quantity of course, especially on the methodology viaduct, has been decreased. This is helpful, as it diminishes support and investigation endeavors, and further develops ride quality. The viaduct wharfs are of cement, while the curves have Indian development norms like Indian Railway Standards (IRS), Indian Roads Congress (IRC) and Indian Standards (IS) were viewed as insufficient for enormous ranges. Chenab Bridge. For instance, Indian Railway Standards (IRS) are mostly for upheld spans just with ranges up to 100 m (in spite of the fact that they have been effectively utilized for higher ranges up to 154 m). The development of the Chenab Rail Bridge is much past this cutoff, and is persistent. Accordingly, to guarantee a protected plan, Indian public guidelines have been enhanced with global norms like British Standards (BS), International Union of Railways (UIC) and Euro. Likewise, various worldwide specialists with flexible and pertinent experience have been roped in to make the venture a triumph.


The Chenab Rail Bridge was initially expected to be finished in December 2009. Nonetheless, in September 2008 the venture was required to be postponed because of worries about the steadiness and wellbeing of the extension.

Work on the extension continued in 2010 with plans to finish it in 2015.

A piece of the Shapoorji Pallonji Group, the third biggest development bunch in India, the plan and development was furnished to Afcons Infrastructure with the assistance of IISc Bangalore. Significant development choices were taken by Konkan Railway Corporation. DRDO assisted in the plan of the scaffold, utilizing unique steel to make it with blasting resistant.

The development plan for the scaffold is an undertaking in itself. Two arches (around 130 m and 100 m high) were based on one or the other side of the stream, and two helper self-moved link cranes (each with a limit of 20 tons) were utilized to pull impermanent help ropes across these arches. Ropes were utilized to help the to some degree completed curve parts. After the curve is finished, the support will be appended, at long last the brace will be developed as an even sliding sort stage.

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