Over the years, India’s bridge sector has experienced significant developments, moving from conventional bridge construction techniques to favouring cutting-edge engineering and technology advancements. In the past, bridges such as the first Pamban Bridge, constructed in 1914, were essential for fostering trade and linking isolated areas. It connected the town of Rameswaram on Pamban Island with Mandapam on the mainland in Tamil Nadu. However, over the years, the growing need for efficient transportation, rapid urbanisation and economic expansion made it necessary to replace and upgrade conventional bridges, as well as build new ones.
Moving away from the trend of bridges being just transport conduits, modern bridge construction involves innovative construction techniques, new technologies and sustainable design principles. These aspects have also been given priority in government programmes such as the National Infrastructure Pipeline and the Bharatmala Pariyojana, in order to enhance connectivity and logistics across the country and ensure that projects are modern and future-ready. To this end, the New Pamban Bridge, being India’s first ever vertical lift railway sea bridge, is a prime example of the strides made in the infrastructure landscape, with it now superseding the old Pamban Bridge.
Tracing the colonial roots
It was during the British Raj that the idea to first link India with Sri Lanka was envisaged. The old Pamban Bridge was deemed necessary to efficiently transport labourers and goods throughout the empire. It further coincided with the development of domestic railway networks in Sri Lanka and British India.
The challenge of constructing the first Pamban Bridge, which allowed meter gauge trains to reach Dhanushkodi, was completed by the South Indian Railway Company in 1914. This marked the beginning of multimodal connectivity between Chennai and Colombo, Sri Lanka. With this, the only gap that remained was the pending final rail connection between Dhanushkodi and Thalaimannar in Sri Lanka.
For this, following a feasibility assessment, a plan to construct a rail bridge to Thalaimannar was presented to the British Parliament. However, it was turned down due to financial concerns. Then came the First World War, which ultimately led to a complete halt on construction. Consequently, the transportation of people and goods was continued using a combination of railways and waterways. A key route, the Indo-Ceylon Boat Mail service, which started in the nineteenth century, grew to represent the strong logistical, cultural and commercial link between Sri Lanka and India. It became a way for passengers to traverse the route, by taking a train from Madras to Dhanushkodi, a steamer across the Palk Strait to Thalaimannar and then another train to Colombo.
Old Pamban Bridge drove regional trade
Despite the recent problems, the old Pamban Bridge was ahead of its time for a sea bridge in India. It was a cantilever structure, with horizontal beams projecting from piers and supporting a central span of about 2.06 km (6,775 ft) across the Palk Strait. This was the longest sea bridge in India until 2010. The bridge featured 144 spans and a double-leaf bascule (lifting) section in the middle. The Scherzer rolling lift span in the bridge could be manually raised to let ships pass through the Palk Strait, enabling both rail and maritime movement. However, manual operations were slow and labour-intensive. Moreover, the bridge had 1.5 metre of clearance above the sea, requiring frequent lifting for even small boats to pass through.
For a long time, the bridge played a crucial role in connecting Rameswaram to the mainland, serving as the only surface transport link. This was until a parallel road bridge was built in 1988. Over its lifetime, the bridge structure endured major cyclones, including one in 1964 that destroyed the nearby town of Dhanushkodi, while also causing a tragic train accident. Consequently, the bridge was repaired and strengthened multiple times, including a major upgrade in 2009 to support heavier freight trains. However, due to corrosion and maintenance challenges, rail traffic on the old Pamban Bridge was permanently suspended in December 2022.
New Pamban Bridge addresses old problems
Constructed by Rail Vikas Nigam Limited at a cost of around Rs 5.5 billion, India’s first vertical-lift railway sea bridge, the new Pamban Bridge, was inaugurated on April 6, 2025. It spans approximately 2.08 km across the Palk Strait, connecting Rameswaram island to the mainland. The bridge features 99 spans, including a 72.5 metre long central navigational span that can be vertically lifted up to 17 metres to allow larger ships to pass from underneath, significantly improving maritime navigation in the region.
With such features, this bridge addresses a variety of major and minor operational issues that the older bridge started to face as ships, boats and other vessels progressed technologically. With the old bridge not being able to meet the required demands, it had to be replaced. The new Pamban Bridge has a 3 metre higher clearance than its predecessor, allowing smaller vessels to pass easily without having to lift the span repeatedly. Due to site constraints such as limited support structures, low shore draught, heavy ship traffic, fishing activities and strong sea currents, conventional lift span launching methods were deemed unfeasible for the bridge. Consequently, the lift span girder was launched pier-to-pier using the “Auto Launching Method based on Relationship Principle”, designed by Suntech Construction Engineering Consultants and verified by IIT Madras. This vertical lift mechanism is automated and can be remotely operated, as compared to the manually operated lift in the old bridge, showcasing the advanced electromechanical engineering employed in the new one. It can also be raised 17-22 metres in just over five minutes, allowing larger ships to pass with minimal disruption to train services.
The new bridge, constructed with stainless steel reinforcement, fully welded joints and a special polysiloxane coating, helps resist corrosion in the harsh marine environment where it is located, ensuring longevity, whereas the older bridge required repeated painting to prevent corrosion. After painting and inspection, the segments of the new bridge were transported by truck to Pamban, where a temporary platform equipped with two electric overhead travelling cranes facilitated girder assembly. Welding was performed in specialised huts, with joints inspected via phased array ultrasonic testing, while corrosion protection was ensured through metallising and painting.
In the old bridge, only a single rail track was supported, which imposed low speed limits (10 km per hour on the lift span) and was unable to accommodate modern, heavier and faster trains, limiting capacity and slowing commute. The new bridge has been designed to be able to safely support trains running at higher speeds of up to 80 km per hour (50 km per hour on the lift span), with capacity for heavier loads and increased rail traffic, allowing faster and more frequent movement of trains. The substructure is also built to accommodate two railway tracks. However, as of now, only one line is operational.
Standing shoulder to shoulder with global standards
The new Pamban Bridge marks a significant upgrade in connectivity and infrastructure, boosting regional economic growth and ensuring safer, faster and more reliable rail and maritime transport. Despite facing formidable challenges from the region’s turbulent environment, including strong winds, unpredictable weather and seismic vulnerability, the project was successfully completed by deploying innovative solutions and advanced technology. Logistical difficulties such as transporting heavy materials to the remote site within narrow tidal windows were overcome with careful planning. The construction process involved over 1,400 tonnes of fabrication, installation of lift spans and 99 girders, and track and electrification work at sea. More importantly, all of this was accomplished without a single injury. These engineering achievements have earned comparisons to other iconic bridges such as the Golden Gate Bridge in San Francisco, Tower Bridge in London and Oresund Bridge in Denmark-Sweden.
