India’s bridge infrastructure market is poised for significant growth, projected to rise from $ 42.16 billion in FY2024 to $ 68.26 billion by FY2032, registering a compound annual growth rate (CAGR) of 6.21 per cent, according to Markets & Data. This upward trajectory is bolstered by an 11.1 per cent increase in capital infrastructure spending this year, taking the total allocation to Rs 11.11 lakh crore (~$ 133 billion). “Policy reforms and institutional frameworks have emerged as key accelerators in India’s bridge construction landscape, streamlining execution, enhancing resilience and enabling future-ready infrastructure,” observes Shailesh Agarwal, Partner, Risk Consulting (Infrastructure), EY India. The impact of these developments is especially evident in the bridge construction segment, which is on the cusp of transformation. Flagship programmes like Bharatmala and Sagarmala are set to substantially expand India’s bridge network across both hinterland and coastal corridors. As per information provided by the Press Information Bureau (PIB), projects covering a total length of 26,425 km have been awarded under the Bharatmala Pariyojana, with 20,378 km completed as of March 2025. Under Sagarmala, 277 projects have been completed, and Sagarmala 2.0 has now been launched. Yet, serious gaps persist. A total of 21 bridges – 15 completed and six under construction – have collapsed on National Highways in the past three years, the Ministry of Road Transport and Highways (MoRTH) informed the Rajya Sabha on July 31, 2024, as per news reports. This raises a critical question: What is missing in the system? Engineering feats While systemic gaps remain, India is also delivering landmark projects that showcase its engineering excellence and national ambition. The Chenab Rail Bridge in Jammu & Kashmir – the world’s highest railway arch bridge – stands as a symbol of ingenuity and perseverance in challenging terrain (see box for details on companies involved in its construction). The Pamban Railway Bridge – India’s first vertical-lift sea bridge – spans 2.07 km, enhancing connectivity to Rameswaram while preserving its historical legacy. In the West, the Mumbai Trans Harbour Link (MTHL) – India’s longest sea bridge – has redefined urban mobility by reducing travel time between Mumbai and Navi Mumbai to just 20 minutes. These mega-projects are not just infrastructure but testament to India’s rising engineering prowess, global competitiveness and commitment to nation-building. The tech behind the build India’s bridge construction ecosystem is witnessing a paradigm shift, driven by advanced construction methods, digital tools and innovative materials that enhance speed, safety and sustainability. Modular spans, launching gantries and precast segments are now mainstream, enabling faster execution with greater precision and reduced onsite risk. On the digital front, industry leaders are embracing intelligent technologies for smarter planning and streamlined execution. “Planning and constructing bridges has always required strong engineering expertise,” says Harsh Pareek, Senior Director, Regional Sales, Trimble Solutions India. “Now, technologies like Digital Twins, created via 3D modelling and Bridge Information Modelling (BrIM), and drones are transforming how designers and contractors work with greater precision, speed and enhanced structural safety. During the planning stage, 3D modelling and BrIM help engineers visualise the entire structure in a simulated environment, long before the foundation is laid. With these advanced models, engineers can detect potential conflicts, optimise material usage and plan more efficiently, leading to faster execution and fewer surprises onsite.” “During construction, these digital models serve as a Single Source of Truth (SSOT) for all stakeholders and can even guide machine-controlled equipment for ultra-precise execution,” he adds. “Meanwhile, drones fitted with high-resolution cameras and sensors capture real-time data to track progress, detect deviations from design and ensure safety compliance onsite.” This transformation does not stop once the bridge is open to traffic. Connected sensors embedded in structures feed real-time data on stress, load, vibrations and even weather impact into the digital model. This allows authorities to monitor structural health continuously, predict maintenance needs and prevent failures before they occur. “At Trimble, we’re seeing how this connected ecosystem is helping governments and contractors shift from reactive fixes to proactive infrastructure management, especially in complex, large-scale projects,” shares Pareek. “The result: bridges that are not only built faster but also smarter, safer and more resilient.” Material innovation is playing an equally pivotal role in future-proofing India’s bridges. “Heavy traffic, extreme weather and environmental degradation put constant strain on bridges,” he explains. “To keep them safe and long-lasting, new-age materials are transforming how bridges are built and maintained. Fibre-reinforced polymer (FRP) stands out for its lightweight nature and high corrosion resistance. Unlike conventional steel, FRP does not rust, making it ideal for coastal or high-moisture conditions. This translates to longer service life and reduced maintenance.” Pareek further adds that self-healing concrete goes beyond durability – it contains capsules or bacteria that automatically seal cracks as they appear. This prevents water ingress, protecting the reinforcement within. “The internal framework is shielded from rust and deterioration by corrosion-resistant rebars, such as stainless steel or glass fibre-reinforced polymers,” he notes. “In colder or coastal zones, where corrosion is accelerated by salt exposure, these materials prove especially valuable. Together, these advances ensure that bridges remain robust, secure and sustainable for decades to come.” Execution-side innovation is just as critical, particularly in driving efficiency and sustainability. “Technology plays a major role,” says Ayush Khaitan, Executive Director (Projects), Rahee Infratech. “On the software side, we use tools like Primavera and 3D BIM for detailed modelling, scheduling and cost estimation. These help us identify bottlenecks well in advance – even two years ahead. It improves design accuracy and ensures cost-effective, high-quality outputs. On the hardware side, we continuously upgrade our equipment; using hydraulic piling rigs, for instance. Our philosophy is simple: if we save time through better technology, we save cost.” Together, these technology-driven interventions and material innovations are reshaping how India builds, maintains and sustains its bridge infrastructure – making it not just faster, but smarter, greener and built to last. Echoing this tech-driven transformation, Dr Sudhir Hoshing, Chief Mentor, IRB Infrastructure Developers, elaborates on how innovations are improving “the speed, safety and longevity of bridge construction, especially in challenging terrains like the Himalayas and coastal belts”. He points to segmental construction, BIM, IoT-based real-time monitoring and robotics as technologies that “minimise risk, reduce project delays and enhance long-term performance”. He adds, “Modular methods, self-healing concrete and seismic isolation bearings are changing the game for bridges in geologically sensitive or corrosive environments.” These innovations not only accelerate delivery but also “extend service life, enable predictive maintenance and ensure resilience against climate and seismic threats”. Safety and structural integrity As India undertakes increasingly complex bridge construction projects, safety can no longer be treated as a compliance checklist—it must be embedded at every stage of the project lifecycle. From design to execution and long-term operation, the focus is shifting towards a culture of safety, enabled by both technological innovation and structural diligence. “Safety is embedded from design to execution through seismic-proof structures, corrosion-resistant coatings, and real-time health monitoring systems,” says Agarwal. He cites projects like the Zojila Tunnel and its approach bridges, executed under extreme Himalayan conditions, as benchmarks in resilience. “From temperature-controlled concrete pours to advanced tunnel-boring equipment, these projects set a high bar for safety and durability.” He adds that the integration of AI-driven monitoring, climate-responsive design and PPPs will define the future of India’s bridge infrastructure. However, systemic gaps remain, particularly when safety recommendations are diluted at the ground level. “One major concern is the systemic neglect of safety teams,” cautions Sanjay Kumar Sinha, Founder & MD, Chaitanya Projects Consultancy. “In large highway or railway projects, safety consultants are appointed but their recommendations are often sidelined by field teams under pressure to show progress. Safety must be built into the execution DNA, not treated as a checklist.” He insists that empowerment at the field level must go hand in hand with accountability. “Yes, field empowerment is vital but only when paired with strict adherence to execution protocols, oversight from the contractor’s head office, mandatory use of approved tools and methods, ongoing upskilling of teams, and respect for the role of safety experts. That’s the only way to strike the right balance between speed and integrity. Without it, we risk repeating mistakes the industry can no longer afford.” Lt Gen Rajeev Chaudhry, Former Director General, Border Roads Organisation, and Chairman, RAHSTA Expo Committee, echoes the urgency for reform. “Designs must include contingencies, not only for natural forces but potential on-ground deviations. Let’s not shy away from reality – construction remains one of the most corruption-prone sectors. I’ve personally witnessed fatal outcomes due to compromised ethics. Structures like the Aishbagh Bridge in Bhopal, with a 90° turn, should never pass basic design checks.” He advocates reinforcing safety through dynamic AI-enabled traffic monitoring, rigorous structural audits and preventive maintenance protocols. Contractors, too, are stepping up their commitment to safety at scale. “Bridge safety goes far beyond compliance,” says Sanjay Patil, Vice President & Head - Bridges Business Unit, Transportation Infrastructure, L&T Construction. “It spans three equally critical dimensions: structural safety of the bridge itself; safety of temporary works, which is often overlooked; and workman and equipment safety at site. Each of these demands a dedicated strategy if we are to deliver large-scale projects successfully and sustainably.” He highlights recurring technical issues, saying, “Failures in prestressing and concrete quality continue to pose risks. At L&T, we take this extremely seriously. Every construction method undergoes a final safety clearance before execution. Our internal QA-QC systems are reinforced to ensure nothing proceeds without validation.” But perhaps the most telling shift is how deeply some organisations are embedding safety into leadership culture. “Our safety department reports directly to the Deputy Managing Director,” shares Patil. “That tells you how seriously we take it. Every incident, minor or major, is documented, reviewed and discussed at the highest level, sometimes even by me personally. We run VR-based safety simulations, mandatory induction and testing for all workers, and deploy only pre-certified machinery. Given the high attrition in the workforce – where one skilled workman may be replaced by several others during a project cycle –continuous training is non-negotiable.” Sustainability in focus As India accelerates its infrastructure buildout, sustainability has become a non-negotiable imperative, especially for long-span, resource-intensive bridge projects. Forward-thinking companies and experts are advocating for a greener construction ecosystem through smarter materials, efficient design and ecologically responsible planning. On the industry front, companies are proactively incorporating next-generation practices to reduce their carbon footprint. “Reducing emissions in bridge construction is critical, and we're actively working towards it,” says Khaitan. “At Rahee, we’re incorporating environment-friendly materials like low-carbon concrete – a blend of cement, fly ash and slag – as well as fibre-reinforced polymers, which are lightweight and durable, and geopolymer concrete, a sustainable alternative to Portland cement. Though not yet mandated by the Railways, we’re proactively submitting proposals to get approvals for these materials.” “Another significant way to reduce carbon emissions is through efficient structural design,” he continues. “The Government is now encouraging a shift from standard bridges to arch and cable-stayed bridges. These forms reduce the volume of material required without compromising strength, allowing us to cut down on cement, steel and other resources. Additionally, we’re increasingly using precast components, especially in metro projects. Precast construction reduces onsite waste by at least 20 per cent, directly lowering material use and embedded carbon footprint.” From a systems and materials standpoint, Dr Ratnakar R Mahajan, Regional Technical Head - India, Southeast Asia and Pacific (ISEAP), Maccaferri, underscores the need to embed sustainability at every phase. “Sustainability must be integrated into every stage, from design and material selection to execution and maintenance. At Maccaferri, we’re committed to minimising environmental impact while maximising long-term value and structural resilience.” For instance, in complex rail infrastructure projects like the Udhampur-Srinagar-Baramulla Rail Link (USBRL), over 300,000 cu m of tunnel muck were reused as structural fill, drastically reducing disposal needs and emissions from hauling. “We prioritise local and recycled materials to reduce dependency on external sourcing and promote circular economy practices,” he continues. “For drainage, we use geo-composites instead of conventional granular systems, preserving natural resources while improving water management with a lower ecological footprint. Prefabricated and modular solutions like our Terramesh® and Green Terramesh® systems reduce energy consumption, machinery usage and construction time. The vegetated fascia also supports biodiversity by integrating native flora, minimising surface erosion and cutting down on long-term maintenance.” Collectively, these sustainable design and construction practices can reduce carbon emissions by up to 80 per cent and overall project costs by up to 30 per cent, without compromising safety, durability or performance. Further reinforcing Maccaferri’s commitment to transparency and accountability, many of their products are certified with Environmental Product Declarations (EPDs). “An EPD is an independently verified, registered document that communicates clear, comparable information about a product’s lifecycle environmental impact,” explains Dr Mahajan. “By offering EPD-certified solutions, we ensure our products meet not just technical standards but align with global green infrastructure rating systems.” Lt Gen Chaudhry affirms the need for long-term thinking. “Green materials and low-carbon construction practices must become the norm,” he says. “Recycled steel, carbon fibre-reinforced concrete (CFRC), low-emission concrete and precast or prefab components not only cut carbon but extend asset life while reducing lifecycle costs.” He also draws attention to sustainability practices in remote and ecologically sensitive zones, which are often overlooked. “Even if not fully detailed in this conversation, techniques such as the use of admixtures, high-performance concrete and sustainable logistics planning are central to high-altitude bridge construction. In areas like the Andaman & Nicobar Islands, we’ve focused on reducing vehicle trips, optimising material loads and mitigating environmental impacts. Green construction is no longer a choice – it’s a necessity, especially when projects intersect with biodiversity hotspots such as coral reef zones in Nicobar or floodplains in the Himalayas. Future efforts must embed environmental clearances, carbon footprint analysis and low-carbon materials from Day 1.” Challenges on the ground India’s bridge engineering landscape extends far beyond blueprints – it is shaped by unpredictable terrain, climatic extremes and logistical complexity. From the fragile geology of the Himalayas to the volatile riverbeds of Assam and the ecologically sensitive coastal belts, each region poses its own set of tests. Projects in the Himalayan region are among the most complex. “These are young, mountainous regions in active seismic zones that are fractured and unstable, making them highly prone to landslides,” shares Khaitan. Recalling a flash flood during the Rishikesh-Karnaprayag railway project in 2021, he notes, “We had just two hours to evacuate all manpower and materials.” Dr Hoshing, too, outlines the multidimensional hurdles of building in extreme terrains. “Bridge construction in regions like the Himalayas or coastal belts presents significant execution and logistical challenges due to environmental, geological, and logistical factors,” he notes. In the Himalayas, he highlights challenges such as geological instability, sub-zero temperatures and logistical isolation, all of which demand highly specialised designs and adaptive planning. In coastal zones, tidal forces, corrosion, marine logistics and ecological sensitivities emerge as major constraints. His analysis underscores a key reality: “These challenges demand meticulous planning, innovative engineering and robust supply chains to ensure successful bridge construction in such demanding environments.” Adding a critical perspective, Lt. Gen Chaudhry says, “Stabilising the abutments is key. In high-altitude areas like Ladakh, where construction happens at 15,000 to 19,000 ft, rarefied air, freezing temperatures and frequent landslides increase risks. Even concreting is difficult; cement doesn’t set well and may crack.” He cites the Saser Brangsa Bridge (15,300 ft) over the Shyok River as a landmark achievement. “Over 3,300 mt of materials were transported from Pathankot and Chandigarh to Ladakh, over 1,200 km on roads that open only in March. Despite this, the bridge was completed in just 174 days, a world record.” “Constructing bridges in geologically sensitive regions like the Himalayas and coastal belts poses a unique set of challenges,” agrees Dr Mahajan. “The USBRL project saw structures reaching up to 55.65 m using reinforced soil walls, for the first time in the history of Indian Railways. Harsh weather, limited site access and environmental sensitivities demand not only innovation but resilient systems such as Terramesh®, Green Terramesh®, ParaLink® geogrids and MacDrain® drainage geocomposites.” In coastal zones, the nature of challenges shifts. “Corrosion, tidal surges and ecological sensitivity must all be accounted for,” says Lt Gen Chaudhry. At Galathea Bay in Great Nicobar, planners had to consider nesting leatherback turtles, coral reef zones and local tribal concerns, underscoring the importance of early stakeholder engagement. In Eastern India, rivers introduce dynamic construction variables. “You can’t apply urban strategies to river systems like the Brahmaputra,” observes Patil. “Foundations submerged one year may be on dry land the next. We rebuild the entire execution strategy every season.” He sums up L&T’s approach: “Be adaptive, plan for failure, and customise your strategy for every project. No two rivers – or bridges – behave the same way.” Towards self-reliance India’s bridge construction sector is undergoing a remarkable transformation – from relying on imported equipment and foreign designs to building a robust, self-sustained ecosystem of homegrown capabilities, skills and technologies. “PPPs are proving to be powerful force multipliers,” says Agarwal. “By leveraging private capital, advanced engineering capabilities and risk-sharing models, PPPs have significantly improved project delivery, particularly in sectors like highways and urban mobility.” A combination of forward-looking policies and institutional reforms is accelerating this evolution. The Bridge Safety Monitoring Policy (2024) mandates sensor-based health monitoring for over 3,000 bridges by 2025, using AI-led analytics co-developed by IIT Madras and Centre for Development of Advanced Computing (C-DAC). Materials such as stainless steel rebars, GFRP and fly ash are now compulsory in seismic and coastal zones. Simultaneously, the Indian Bridge Management System (IBMS) and Central Road & Infrastructure Fund (CRIF) are enabling data-backed governance for repair prioritisation and funding. To streamline execution, precast and modular construction has been made mandatory for bridges over 30 m, cutting construction timelines by 30-40 per cent. Programmes such as Bharatmala Phase II, Setu Bharatam and Gati Shakti are pushing multimodal logistics integration, eliminating highway-rail crossings and fast-tracking strategic rail bridges like Chenab and Anji Khad. However, skill development remains a key challenge. “Israel requested 1 lakh skilled Indian workers. Many had certifications, yet most were sent back due to inadequate hands-on skills,” shares Sinha. “We also see widespread use of non-standard equipment, especially in piling. If even one pile in a thousand is compromised, the structural integrity of the bridge is at risk.” Khaitan believes Make in India must now go beyond policy rhetoric. “We need to scale up domestic manufacturing of high-end construction machinery. If made locally and priced affordably, it can slash costs and boost execution speed.” He also emphasises expanding India’s export potential, particularly to Africa and South Asia, and adopting global best practices via PPP models. For his part, Dr Mahajan believes the next leap lies in mainstreaming sustainable innovation. “Geosynthetic systems, such as reinforced soil walls and drainage geo-composites, not only reduce environmental impact but speed up construction and improve adaptability in difficult terrains.” He adds that steel fibre reinforced concrete (SFRC) is also gaining traction for its durability and reduced maintenance needs, especially for high-traffic and long-span bridges. However, he emphasises the need for policy-level support. “India must codify standards for geosynthetics. With the right push, through updated codes, faster approvals and fiscal incentives, we can scale climate-resilient, future-ready infrastructure.” Agarwal echoes the need for systemic reform: “Discrepancies exist across agencies like the Railways and NHAI. Establishing a single coordinating authority, similar to integrated theatre commands, could improve collaboration and accountability.” The road ahead India’s bridge sector stands at a crossroads – driven by bold ambitions, empowered by technology, yet in urgent need of greater accountability and systemic integrity. “India’s next-generation bridge projects are becoming benchmarks, not just for scale but for how technology, safety and sustainability are integrated into complex infrastructure delivery,” affirms Agarwal. He highlights how projects like the Chenab Rail Bridge, Anji Khad and the MTHL have adopted innovations such as orthotropic steel decks, precast segments and digital construction monitoring. “Near real-time visibility and a single source of truth across the project organisation has now become the norm. This enables precise decision-making, accelerates execution and helps avoid delays and cost escalations.” Yet, in the pursuit of rapid development, the sector must not overlook the cost of compromised delivery. Lt Gen Chaudhry, offers a stern warning: “We must also reckon with the failures – bridges that collapse before inauguration or fail due to corner-cutting and lax oversight. These aren’t just statistics; they represent broken public trust and lost lives.” He calls for a renewed professional ethic: “Let us commit to building a bridge ecosystem that is Smart, Safe, Sustainable and Scrupulously Honest – not just for today’s metrics but for tomorrow’s legacy.” Sinha echoes this sentiment, focusing on operational discipline. “Empowering field teams is vital, but empowerment must come with well-defined protocols and boundaries,” he cautions. “Without checks and balances, freedom can lead to shortcuts or unsafe practices.” He advocates for strict adherence to approved execution methods, standardised equipment and enforced safety protocols, supported by regular oversight from head offices. Despite persistent ground-level challenges like poor connectivity and skill shortages, Patil remains resolute, saying, “We do face hurdles at remote sites. But there’s no going back. Technology isn’t just an enabler; it’s the only path forward. For safety, speed and scale.” That path also requires rebuilding institutional capability. “The Government must rebuild internal technical expertise within departments,” says Dharmananda Sarangi, Former Director General (Road Development), MoRTH. “The proposed dedicated bridge cell within NHAI is a step in the right direction and must be fast-tracked.” He also raises a critical point on procurement inefficiencies: “The L1 bidding culture – where contracts are awarded to the lowest technically eligible bidder, sometimes 30-40 per cent below cost – poses a serious threat to quality.” He urges procurement reform that places technical capability and quality benchmarks above mere pricing. Sarangi further questions the adequacy of current defect liability periods (DLPs). “Even if a bridge fails 15 or 20 years later, it could still reflect flaws in design or execution,” he reasons. “Accountability must extend beyond the DLP. Only when designers and builders face meaningful deterrents will a shift towards quality-first construction truly occur.” Vinay Gupta, Director General, IIBE (Indian Institution of Bridge Engineers), and Managing Director, Tandon Consultants, reinforces this call for reform with two sharp priorities. “To truly raise the bar,” he avers, “our focus must be twofold: enforce the standards we already have and codify new materials and techniques without delay. We have the knowledge. Now, we need the discipline to execute and the urgency to adapt. That’s the only way to deliver world-class bridge infrastructure in India.” His statement underscores the sector’s urgent need for regulatory discipline and innovation-readiness, complementing broader expert demands for stronger enforcement, codification and accountability. As India embarks on its next wave of bridge infrastructure, the message is clear: We must not only build fast but build well. Success will lie in combining ambition with accountability and technology with integrity. The bridges we construct today must do more than connect cities and coasts – they must stand as enduring symbols of engineering excellence and public trust. - KAVITA PARAB Codes exist – but practice is where we fail “India doesn’t suffer from a lack of technical codes as much. We’ve done well to adapt and even contribute to global bridge design standards” says Vinay Gupta, Director General, IIBE (Indian Institution of Bridge Engineers), and Managing Director, Tandon Consultants. “The problem lies in how we implement them. Too often, we mimic international practices without translating them effectively on the ground.” He adds, “As someone who has helped draft several IRC codes – including IRC:SP-71 for precast pretensioned girders and IRC:SP-65 for segmental construction – I can say confidently that the design intent is sound. The issue is in dovetailing design with execution. Failures often stem from a disconnect between what’s on paper and what happens onsite. There is complacency creeping in, especially with techniques like precast segmental construction. Twenty-five years ago, it was treated as a specialised activity, with every detail scrutinised. Today, it’s become routine, and with that comes overconfidence. We’re seeing rising failures in a method we thought we had mastered.” Gupta makes another interesting point. “There’s a tendency to blame only the contractors for site issues but design consultants also need to take accountability,” he points out. “For instance, in precast segmental bridges, intermediate-stage safety requirements are often missing or vague in the design documentation. Contractors may not even be aware of these unless it’s explicitly laid out. Our codes must evolve to mandate clarity in staging and construction sequences, not just final structural requirements. And all stakeholders – designers, engineers, contractors – must be part of the accountability chain.” Chenab Railway Bridge, Jammu & Kashmir Unique features: Part of the Udhampur-Srinagar-Baramulla Rail Link (USBRL) Project, connecting the Kashmir valley to the rest of the country The world’s highest single-arch railway bridge, standing 359 m above the river; 35 m taller than the Eiffel Tower Design life of 120 years Designed to withstand maximum wind speeds of up to 266 km/h (74 m/s) Designed to resist earthquake forces from the highest intensity Zone V in India Designed for blast load in consultation with the Defence Research and Development Organisation (DRDO), marking a first in India Even if one critical member of the arch is removed, the bridge will still be able to carry traffic at restricted speed Even after the removal of one pier, the bridge will not collapse under self-weight. World’s largest-capacity crossbar cable crane used for the erection of piers, trestles and arch segments Incremental launching of the deck structure on combined circular and transition curves was done for the first time on the Indian Railways A phased array ultrasonic testing machine was used for weld testing for the first time on the Indian Railways A lab accredited by the National Accreditation Board for Testing and Calibration (NABL) was established at the project site for the first time on the Indian Railways Key features: Arch span: 467 m Length of the bridge: 1.315 km Excavations: 10,04,328.45 cu m HSFG bolts: 10.9 grade, 306,312 installed Fabrication and erection of structural steel: 31,121.49 mt Entities involved in construction: VSL India & Afcons Infrastructure: Responsible for the design and construction of the bridge. Afcons collaborated with Ultra Construction & Engineering Company from South Korea Adani Cement: Supplied 65,000 mt of cement. The cement supplied was OPC 43 grade, known for its strength, durability and performance in extreme conditions Indian Institute of Science (IISc), Bengaluru: Handled the foundation protection design Indian Institute of Technology (IIT), Delhi, & ITASCA, USA: Conducted the slope stability analysis IIT Delhi and IIT Roorkee: Handled the seismic analysis Defence Research and Development Organisation (DRDO): Contributed to making the bridge blast-proof Leonhardt Andra, Germany: Designed the main arch of the bridge WSP Group, Finland: Designed the viaduct and foundations SAIL: Supplied 16,000 tonne steel (6,690 tonne of TMT products, 1,793 tonne of structural steel and 7,511 tonne of steel plates, hot strip mill products and chequered plates) Mageba: Provided specialised spherical stopper bearings DYWIDAG: Provided engineering support and fabricated and supplied ground anchors as well as temporary stay cables for the erection of the bridge’s arch SEIK, Italy: Supplied the cross-bar cranes Scott Wilson Kirkpatrick & Co. Ltd, UK (now AECOM), Flint & Neill Partnership, UK (now COWI): Proof consultant VCE Consult ZT-GmbH: Designed the pylons of the bridge Jochum Andreas Seiltransporte: Installed the cables for the pylon AkzoNobel: Awarded the painting services contract for the bridge. Quotes: “Policy reforms are accelerating India’s bridge construction landscape.” - Shailesh Agarwal, Partner, Risk Consulting (Infrastructure), EY India “Digital twins and BrIM are redefining bridge planning and execution.” - Harsh Pareek, Senior Director, Regional Sales, Trimble Solutions India “Saving time through better technology directly translates to cost savings.” - Ayush Khaitan, Executive Director (Projects), Rahee Infratech “Tech is transforming bridges, making them faster, safer and longer-lasting.” - Dr Sudhir Hoshing, Chief Mentor, IRB Infrastructure Developers “Safety must be execution DNA, not a post-script.” - Sanjay Kumar Sinha, Founder & MD, Chaitanya Projects Consultancy “Bridges need contingencies, for nature and human lapses.” - Lt Gen Rajeev Chaudhry, Former Director General, Border Roads Organisation, and Chairman, RAHSTA Expo Committee “Every method undergoes safety clearance before execution.” - Sanjay Patil, VP & Head - Bridges Business Unit, Transportation Infrastructure, L&T Construction “Sustainability must be embedded at every stage of construction.” - Dr. Ratnakar R Mahajan, Regional Technical Head - India Southeast Asia and Pacific (ISEAP), Meccaferri “L1 bidding often trades quality for cost – we need procurement reform.” - Dharmananda Sarangi, Former DG (Road Development) & Special Secretary to MORTH “Failures often stem from a disconnect between what's on paper and what happens on-site.” - Vinay Gupta, Director General, IIBE (Indian Institution of Bridge Engineers), and MD, Tandon Consultants