维迭萨伽尔大桥

维迭萨伽尔大桥（বিদ্যসাগর সেতু Biddoshagor Shetu）也被称为胡格利二号桥（দ্বিতীয় হুগলী সেতু Ditio Hugli Shetu），是位于印度西孟加拉邦的一座斜拉桥，跨越胡格利河，连接加尔各答与豪拉。
大桥全长823米，是印度最长的斜拉桥。它是第二座跨越胡格利河的大桥，而第一座是位于该桥以北12公里的豪拉大桥（又名拉宾德拉大桥），建成于1943年。维迭萨伽尔大桥以教育改革家潘迪特·伊斯瓦尔·钱德拉·维迭萨伽尔的名字命名，投资38.8亿印度卢比建成。
大桥于1979年7月3日动工兴建，1992年10月10日正式交付胡格利河大桥管理局。 该项目在胡格利河大桥管理局的统一控制下，由公共和私人企业共同完成。 大桥现在的车流量约为30,000辆/日，大大低于其85,000辆/日的最大设计流量。
There are three other bridges on the Hooghly River connecting Kolkata with Howrah district: Vivekananda Setu built in 1932, (road-cum-rail bridge) the first to be commissioned, and which had become old and needed repairs; Howrah Bridge, a cantilever bridge commissioned in 1943, now renamed as Rabindra Setu (since 1965 in honour of the Noble Laurette Rabindranath Tagore); and Nivedita Setu (named after Sister Nivedita), also known as the Second Vivekananda Setu, which is downstream of the old Vivekananda Setu and was commissioned on 4 June 2007.
Architectural features and construction.
Vidyasagar Setu is a cable-stayed bridge, with 121 cables in a fan arrangement, built using steel pylons high. With a total length of , Vidyasagar Setu is the longest cable–stayed bridge in India and one of the longest in Asia. The deck is made of composite steel-reinforced concrete with two carriageways. The total width of the bridge is , with 3 lanes in each direction and a -wide footpath on each side. The deck over the main span is long. The two side spans are supported by parallel wire cables and are long. Vidyasagar Setu is a toll bridge with free bicycle lanes. It has capacity to handle more than 85,000 vehicles in a day. The bridge was designed by Schlaich Bergermann & Partner, and checked by Freeman Fox & Partners and Bharat Bhari Udyog Nigam Limited. Construction was carried out by the consortium of Braithwaite, Burn and Jessop (BBJ). The Hooghly River Bridge Commission (HRBC) was responsible for the commissioning operations of the bridge.
The design of the bridge differs slightly from other bridges, which are of live load composite construction. The difference is in the dead load design concept adopted for this bridge and concreting of the side spans done with support provided by the intermediate trestle. The deck is designed with a grid structure of girders. One set of girders are at the end and another set in the middle, which are braced by girders spaced on an average at centre to centre.
A deck crane was used for the construction of the main span of the bridge. A specially designed crane of 45 tonne capacity was used to erect the pylons of the bridge. The structural steel used in the bridge weighs about 13,200 tonnes. The pylons, which are in height, are designed as free standing portals. They are provided with two cross portal members, one at the bottom and another at the top, below the pylon head. The deck is connected to the end piers by bolts embedded in the chambers of the piers. Pylons made of 4×4m (13x13ft) steel boxes of riveted construction were raised on the two side spans of the bridge; one set is on the Calcutta side and the other is on the Howrah side. The six pylons on the Calcutta side of the bridge were installed using 75 MT and 50 MT cranes, while on the Howrah end, a single 50 MT crane was used. Anchorage of the pylon with the base of piers was effected through Dywidag rods, duly anchored in the piers. Cables were erected from the four pylon heads with the help of 32 MT hoist frames. The hoist frames were mounted on top of each pylon. Sheave blocks, winches and snatch blocks were used to facilitate the lifting, and cables inside the pylons were stressed with jacks. Pressure grouting was performed to fill the voids between the wire and the high-density polyethylene (HDPE) tubes. A two tonne tower crane, fixed inside the pylons, lifted the cables into position. 
The bridge has been subject to prototype wind tunnel tests at the Indian Institute of Science in Bangalore. Bearings are used in vertical and horizontal directions, with grouted collars in four segments at the two end piers and horizontal bearings at the two middle piers to achieve stability against lateral movement. Maurer Söhne expansion joints were provided to allow for horizontal expansion at the free ends. Fixed end slab seal type expansion joints were used for horizontal expansion of the joints. Other essential components provided in the bridge structure are the handrails, lightning arresters, crash barriers, gas service support structures, telephone and electric lines, lifts in the pylons, and a maintenance gantry.
Post-construction.
Over the years, several accidents have occurred on the bridge resulting in traffic congestion, and sometimes closure of the bridge for a few hours. To relieve the heavy traffic congestion at the entry to the bridge, the Hooghly River Bridge Commissioners (HRBC) plan to build two one-way-exit and entry–ramps. These are planned with a semi-circular layout in the form of side wings, which will facilitate easy flow of traffic, before the toll plaza, on roads leading to the Howrah railway station. There are also plans to improve the lighting on the bridge by installing LED lamps and search lights covering the four pylons, the bridge spans, cables and under-deck. An electronic toll collection system is scheduled to be introduced by 2014, to help improve the flow of traffic across the bridge.
The traffic projections for the bridge at the planning stage have not been achieved. A traffic survey carried out for a week during June 2012 recorded traffic of 29,000 vehicles over the bridge in comparison to a projected 85,000. A survey conducted during the same period in June 2012 indicated a figure of 31,865 vehicles, though it is reported by the concerned traffic and transportation engineer that the rate of increase in traffic has been one percent per year on the basis of traffic surveys carried out from the time of commissioning of the bridge. The reason for the fall in traffic during 2012 is attributed to the peak monsoon effect during the survey period.