The New Pamban Rail Bridge: India’s First Vertical-Lift Sea Bridge
The Pamban Strait, which separates the Indian mainland from Rameswaram Island in Tamil Nadu, is now home to an engineering marvel: India’s first vertical-lift railway sea bridge.
The 2.07-km long Pamban Rail Bridge spans the Palk Strait in Tamil Nadu, replacing the iconic yet aging 110-year-old Pamban Bridge. The original Pamban Bridge, a cantilever structure (a long piece of metal or wood that extends from a wall to support the end of a bridge) was built in 1914 by British engineers. It served as a crucial connection for over a century, linking the island to the mainland. However, the demands of modern transportation and the harsh marine environment called for a more advanced solution. In response, the Government of India approved the construction of a technologically advanced bridge in 2019.
The new bridge, built at a cost of over Rs 530 crore, is more than just a feat of metal and bolts; it not only preserves the region’s cultural significance but also represents a major leap in design, connectivity, and regional development. It was inaugurated on 6th April 2025 by Prime Minister Shri Narendra Modi, who described it as, “a 21st-century engineering wonder bridge that brings technology and tradition together, connecting Rameswaram, a town that is thousands of years old.”
Union Minister of Indian Railways, Ashwini Vaishnaw, hailed it as "a significant upgrade, designed for speed, safety, and innovation. Coupled with the upgraded Rameswaram Railway Station (currently under construction), it will enhance tourism, trade, and connectivity in this historic island.”
Modern Materials and Machines Used
The new Pamban Bridge has been designed with durability and future-readiness in mind. Its foundation rests on over 330 massive piles, ensuring strength and stability. Stainless steel reinforcements and fully welded joints add resilience, while high-grade protective paints and a special polysiloxane marine-resistant coating shield it from corrosion in the harsh coastal environment. These modern materials and advanced engineering techniques promise a longer lifespan for the structure.
Jindal Steel and Power played a key role in the project by supplying specially rolled 20-meter-long plates and rails—an achievement never before accomplished at this scale. Their innovative solutions eliminated the need for splicing, reduced material waste, enhanced durability, and saved both time and cost. The company's contribution stands as a testament to the power of innovation and commitment in building India's infrastructure.
Future expansion has also been thoughtfully planned. Although the superstructure currently supports a single railway line, the substructure has been built to accommodate two tracks, making the bridge ready for increased rail traffic. The bridge features a 72.5-meter navigational span that can be lifted up to 17 meters, allowing larger vessels to pass through with ease. Standing three meters higher than the existing bridge, the new structure also enhances sea connectivity, offering a smarter and stronger link between the mainland and Rameswaram.
According to a report by SREC, the construction of the Pamban Railway Bridge required around 4,000 tons of cement, 1,36,000 cubic feet of clay, 18,000 cubic feet of crushed metal, 1,63,000 cubic feet of sand, and 80,000 cubic feet of boulders. The stones and crushed metal were transported by rail from a quarry located 260 km away from Pamban, while the sand was sourced from a site approximately 100 km away.
V. G. Sakthikumar, Chairman & Managing Director of Schwing Stetter, expressed his pride in contributing to this groundbreaking project, stating, “The Pamban Bridge stands out for its unique design and efficient execution. We are immensely proud to be a part of this project by supplying our truck mixers and stationary pumps, along with our technology, services and support, tailored to meet the needs of such complex infrastructure projects.”
Jitender Aggarwal, CMD, AGGCON, shared, “We are proud to be rental partners in the new Pamban Bridge project. It is our service to Lord Rama and we are happy that it has been dedicated to the nation by PM Shri Narendra Modi.” AGGCON had provided specialized infrastructure equipment such as Piling Rigs, Stationary Boom Placers, and Vibro Hammers, along with skilled operators and a dedicated expert team for laying the deep foundations of the bridge.
RVNL’s Role: From Designing to Commissioning
RVNL was responsible for overseeing the entire project, from conceptualization to commissioning. Mritunjay Pratap Singh, Director (Operations), Rail Vikas Nigam Limited, informed, “The Ministry of Railways entrusted the construction of this landmark bridge to its Navratna PSU, Rail Vikas Nigam Limited (RVNL), recognizing its proven expertise in bridge and tunnel construction, as well as other key infrastructure works for Indian Railways. The project was marked by significant technical complexity and strategic importance, set against the backdrop of one of the world's most corrosive environments. It was expanded and executed by adopting global best practices, with a particular focus on addressing the limitations of the old bridge, especially issues related to corrosion.”
The project was managed in phases, starting with the initial design and feasibility study. This involved exploring U.S. and global movable bridge case studies to guide the design process. IIT Bombay was brought in to recommend design improvements, which included adding 60 tonnes of steel and updating the bridge’s machinery to enhance its functionality.
RVNL’s role included selecting the bridge type - a vertical lift bridge. The PSU engaged international consultants, including Spanish firm TYPSA, and worked alongside Indian firms STUP and MC2 to ensure that the bridge’s design met global standards. RVNL also called for global tenders, ensuring that the best-suited contractors were selected. It oversaw the design validation process, and collaborated with prestigious institutions like IIT Madras and IIT Bombay to confirm the project’s technical specifications. It coordinated closely with Southern Railway and a five-member safety committee to secure CRS (Commission of Railway Safety) clearance for the project.
RVNL managed the fabrication, construction, and final handover of the completed bridge to Southern Railway after ensuring that all aspects of the project met the required standards, that operational training was conducted for Southern Railway personnel. After the bridge's completion, a five-year maintenance contract was implemented, ensuring that Southern Railway would have the required support before taking over full operations.
Project Engineering and Construction Strategies
The Pamban bridge project involved careful selection of the bridge type. The option was a vertical lift bridge to avoid placing piers in the navigational channel and thereby preventing obstruction to maritime traffic. To address corrosion, a multi-layer corrosion protection system featuring zinc metallizing, EPILUX 45 ZNPH PRIMER, and BR ACRYLIC POLYSILOXANE (based on the standards used for Florida's coastal infrastructure) was used.
During the course of the project, mid-project design changes were implemented (based on reviews from IIT) to improve the structural integrity and lifespan of the bridge. A wind speed sensor system was integrated into the safety mechanism, which automatically halts train operations if the wind speed exceeds 58 km/h. The project employed deep pile foundations, consisting of 99 piers with 333 deep piles, each 38 meters in length. The lift span of the bridge incorporated 15 pile groups to ensure stability.
All welding and painting were carried out 30 km away from the coast to protect the components from direct exposure to the harsh marine environment. Only 2-3% of the components, such as gear systems, brakes, and bearings, were imported; the rest were indigenously produced. To further enhance the structure’s longevity and minimize corrosion risks, composite sleepers and FRP railings were used. The bridge’s electromechanical systems are powered by generators, ensuring uninterrupted operation even during grid power disruptions.
A Technological Leap
The new Pamban Bridge features a state-of-the-art vertical lift span that allows large ships to pass through the channel without obstruction. This lift mechanism is based on the "Scherzer rolling lift trunnion" design, enabling vessels up to 22 meters in height to navigate safely beneath the bridge.
To maintain stability during train operations, the span is securely supported at both ends. The 448-meter lift span was installed through a highly controlled process involving 90 precise incremental movements. Custom-engineered launching girders, guide rollers, hydraulic jacks, and counterweights were deployed to move the span along a carefully designed curved trajectory, ensuring perfect alignment.
The bridge’s lifting mechanism is operated by advanced electro-mechanical systems, seamlessly integrated with the train control systems. This represents a significant technological leap from the older, manually operated bridge, offering greater efficiency, safety, and automation.
During the construction phase, eight hydraulic jacks, each weighing 200 tons, were used to lift the span and adjust the position of the girders. These jacks were mounted on specially designed frames at the end cross girders, while adjustable stools at each pier provided precise support for accurate placement.
Behind the scenes, several smart technologies work continuously to ensure safety and comfort. A three-cup anemometer monitors wind speeds in real time, automatically triggering a red signal to halt train movements if winds exceed 58 kmph. Meanwhile, an Atmospheric Water Generator installed in the sea-facing control room produces clean drinking water from the surrounding humid air, for the staff working on-site.
These innovations not only enhance the functionality and safety of the bridge but also exemplify the integration of engineering and technology at one of India’s most iconic infrastructure projects.
Innovative Launching and Installation Techniques
Selection of Launching Method Site conditions posed major challenges: limited support structures, shallow shore waters, ongoing ship traffic, active fishing operations, and strong sea currents made conventional lift span launching methods unfeasible. To overcome these constraints, engineers adopted a pier-to-pier launching strategy using the ‘Auto Launching Method based on Relationship Principle.’ This technique was developed by Suntech Construction Engineering Consultants and validated by IIT Madras.
Transportation, Assembly, and Final Welding
Once painted and inspected, girder segments were transported to Pamban by trucks. At the site, a temporary platform equipped with two Electric Overhead Traveling (EOT) cranes facilitated the assembly of the lift span. Welding was carried out in dedicated huts, with all joints tested using Phased Array Ultrasonic Testing (PAUT). Corrosion protection was completed through metalizing and painting to ensure long-term structural integrity.
BHEL India, a Central Public Sector Enterprise (CPSE) under the Ministry of Heavy Industries (MHI), along with its Welding Research Institute (WRI) in Trichy, provided advanced welding expertise for the bridge. Their contribution was crucial in ensuring the structural strength and safety of the bridge’s complex components.
The Welding Research Institute developed and established critical Welding Procedure Specifications (WPS) tailored to the specialised steel used in the bridge’s iconic vertical lift span. These procedures were vital to maintaining the integrity and durability of the structure under demanding marine conditions.
WRI also witnessed and approved non-destructive testing procedures, ensuring that the highest quality standards were met. Their role extended to training, qualifying, and certifying highly skilled welders for executing the intricate welding tasks required in this technically challenging project.
Launching of the Lift Span
Following the assembly at Abutment No. 2, the 448.305-meter lift span was launched toward Piers 77 and 78 in 90 carefully controlled sequences. The auto-launching method, supported by counterweights, enabled movement along a 2.65° horizontal curve using launching girders.
The launching system included several specialized elements—steel stools, stainless steel sliding bases, and swing-type traverse bases fitted with guide rollers. Two front launching girders (each 51 meters long) and two rear girders (each 47 meters long) were supported at multiple points. Each girder set had approximately 10 metric tons of counterweights. Tooth plates secured jack pistons, while 200-ton Hilman Rollers ensured smooth movement. The system also featured 360° rotating pivots and push/pull jacks (50T capacity, 1000 mm stroke) which enabled span movement, requiring forces ranging from 13.375 to 18.725 tons, depending on lateral resistance.
Hydraulic Jacking and Final Placement
Eight 200-ton hydraulic jacks were used to lift the span and reposition the girders. These jacks were mounted on frames at the ends of cross girders. During movement, they hung from the structure and were supported by adjustable stools at each pier to ensure accurate alignment and placement.
Lift Span Movement Sequence
Once the span was loaded onto the launching girders, the movement began. Piers were spaced 20 meters apart. For each pier, the span was moved in two steps—first 16 meters (to bring the rear section over the pier), then 4 meters (to position the front over the next pier). The front and rear girders were moved sequentially to the next piers. This step-by-step procedure was repeated over 90 sequences to complete the 448.325-meter launch. Each span movement typically took 2–3 days per pier. Once in its final position, all temporary equipment was removed, and the span was lowered onto its bearings.
Erection of Towers
The lift towers were fabricated in 28 segments, painted, and transported to Pamban via trailers. A temporary jetty was constructed to facilitate the loading of segments onto barges using a 150-ton crane. These were then transported by boats to the bridge site, where a marine crane lifted and installed the segments near the navigational channel.
The towers were connected by a lintel structure forming a machine room measuring 21.30 meters × 6.80 meters × 4.50 meters. This room houses the lifting system and weighs approximately 100 metric tons. To ensure balance and smooth operation, 315 metric ton counterweights were installed at each end of the structure.
Challenges
The construction of the new Pamban Bridge faced several challenges: building over the turbulent Palk Strait meant contending with volatile sea conditions and strong winds, which complicated all overwater work and required careful planning.
Unpredictable weather patterns in the region posed difficulties in maintaining a consistent construction schedule. Moreover, the area's susceptibility to cyclones and earthquakes demanded a robust structural design to ensure the bridge's long-term resilience against these natural forces.
The harsh marine environment, with its high salt content, presented a constant risk of corrosion, necessitating the use of specialized, corrosion-resistant materials and advanced protective coatings designed for a long lifespan.
Adding to these environmental hurdles were the site constraints due to the existing operational bridge, shallow shore drafts, ongoing ship traffic, and local fishing activities, which complicated the use of standard lift span launching methods.
The project also had to deal with logistical issues: transporting the large bridge segments and heavy construction equipment to the remote Pamban Island site was a considerable undertaking. Construction teams had to carefully plan their work around the narrow windows dictated by tidal changes to ensure timely delivery and handling of critical materials.
Assembling large girder segments on a temporary platform using heavy-duty cranes and performing welding inside specialized protective huts required strict quality control, including advanced ultrasonic testing for thorough joint inspection.
The subsequent erection of the large bridge towers, involving the transportation and precise placement of 28 individual segments, along with the delicate installation of the heavy machine room housing the lifting mechanism, required intricate marine operations using specialized barges and cranes.
Technically, implementing the state-of-the-art electro-mechanical vertical lift system, a first for India's railway infrastructure, involved complex engineering to guarantee its smooth and reliable operation, along with the precise balancing of heavy counterweights.
The presence of a sharp 2.65-degree curve in the bridge's alignment was a significant complication, notably slowing down the delicate movement and installation of the large 550-tonne lift span.
Throughout the construction, maintaining uninterrupted traffic flow on both the adjacent operational old bridge and the active shipping channels was a key concern.
Furthermore, the project faced scrutiny regarding adherence to design codes, with the Commissioner of Railway Safety (CRS) initially pointing out issues, including the non-involvement of the Research Design and Standards Organisation (RDSO) in the lift span girder design and the use of non-standard codes, raising critical safety considerations. The CRS also raised concerns about the quality of welding techniques, which had the potential to weaken the bridge's overall structural integrity.
The timeline of the project, which began in February 2020, experienced delays, primarily due to the widespread disruptions caused by the Covid-19 pandemic, alongside other logistical and technical challenges encountered during construction. Obtaining the necessary safety clearance from the Commissioner of Railway Safety required addressing the identified issues and adhering to specific requirements before train operations could commence.
