ABSTRACT
The Howrah Bridge tender attracted the wide attention of contractors due to the technical challenges and the dearth of big jobs post-World War. The freedom to submit an alternative design was another attraction.
The bid documents of December 1934 specified the span, roadway RL approach grades, carriageway and footpath widths. Various loads with magnitudes, secondary effects, allowable stresses and material specifications were specified. Special points included the use of high tensile steel and transfer of compression load, 50% by contact and the rest through rivets.
There were two bids from Britain and one each from Germany and India. The three European bids were based on the official design and that from India had one based on the official design and six on alternative designs. The lowest bid, which was German, was rejected with war clouds over Europe. The Indian bid contained modifications not acceptable to the authorities. The acceptable bid was that of the Cleveland Bridge of Britain.
There was very strong pressure in India to involve Indian firms for construction and Tata Steel for the supply of steel of proven quality. A compromise was reached with Cleveland as the main contractor and Indian fabricators being subcontractors. Tata supplied almost 90% of the steel. This reduced the risk of transporting steelwork across U-boat-infested high seas and allowed the assembly of joints ahead of erection.
