CONSTRUCTION OF

BOGIBEEL BRIDGE OVER

BRAMHAPUTRA RIVER
Prepared by: SUSHRUTH CHINIVAR J
(1RR15CV092)
Guided by: DR H VIJAY KUMAR
INTRODUCTION
 Bogibeel bridge is a combined road and rail bridge over the Brahmaputra river in
the north eastern Indian state of Assam
 As it is situated in an earthquake-prone area it is India's first bridge to have fully
welded steel-concrete support beams that can withstand earthquakes of magnitudes
up to 7 on the Richter Scale.
 It is Asia’s 2nd longest rail-cum-road bridge and has a serviceable period of around
120 years.
 The bridge is meant to connect Dibrugarh in the south to Lakhimpur in the north.
HISTORY
The Bogibeel bridge traces its origins to the Assam Accord of 1985 and was one of
several major infrastructural projects to be set up in Assam in accordance with the pact.
 It was sanctioned by the Government of India in 1997-98
The Northeast Frontier Railway contracted Gammon India to construct the sub-
structure of the bridge
 while a consortium of Hindustan Construction Company, won the bid to build the
superstructure.
The bridge witnessed huge time and cost overruns over time.
The cost, initially estimated at ₹1,767 crore (US$250 million), escalated to ₹4,996
crore (US$700 million) by 2014. On 25 December 2018.
 the Indian Prime Minister Narendra Modi inaugurated the Bogibeel bridge.
GEOLOGY
The area Dibrugarh-Moranhat lies in the
Brahmaputra valley of upper northeast Assam.
The Brahmaputra valley, an alluvial plain, is
bounded on all sides, except from the west side, by
hills. It is stretched almost east and the west towards
the lower portions; but at its upper end, it is inclined
towards northeast.
The Brahmaputra flows through the middle of this
plain and receives in its course the drainage of the
Himalayas on the north and the Assam range on the
south.
TECHNICAL
ASPECTS
 Carries : Motor vehicles (two road lanes), Railway (two
rail tracks)
 Design: Truss bridge
 Material : Steel, Concrete
 Total length :4.94 kilometres (3.07 mi)
 Longest span: 125 m (410 ft)
 No. of spans :39
 Bogibeel Main Bridge(With Double Line)-
 Span- 2 X 32.7m + 39 X 125m (4.94 km)
 Sub Structure- Double – D well foundation
 Super Structure- Composite welded steel truss Girder
 Guide Bunds- North 2792m long And South 2043m
long- To constrict river width of 10.3km to 4.94km
 Raising And Strengthening of North And South Dykes
for 9km on upstream and 7km Downstream Rail Link
on South/North Bank – 74km
 H- Road links- 29.455 km on north And south bank
including 4.9km on main bridge.
COMPOSITE TRUSS
BRIDGE
 Composite truss bridges are one of the most efficient and
aesthetically attractive design solutions in bridge engineering.
 Structural steel and concrete materials are combined in the most
efficient way to highlight the art of structural engineering in bridge
design.
 Composite action in trusses may be explored in a number of different
ways, producing a variety of design solutions. The most adopted and
efficient solution consists in a under slung truss, where the deck slab
acts in composite action with the compression chord.
 The concept only holds at positive bending moment sections; at
internal supports of continuous girder bridges, the deck slab is under
tension and no composite action can be considered at ULS.However,
double composite action in composite truss bridges may also be
adopted at negative bending moment regions.
WELL FOUNDATION
 Well Foundations are a type of deep foundations which are
generally provided below the water level for bridges.
 These are constructed by sinking Cassions from the surface of
either land or water to some desired depth.
 Well foundations provide a solid and massive foundation for
heavy loads and are useful in situations where the loads have
to be transferred to a soil stratum deep below.
TYPES OF WELL FOUNDATION
There are three types of caissons, they are
1. Open caissons.
2. Pneumatic caissons.
3. Box caissons.
SHAPES OF WELL
FOUNDATION
There are different shapes of well foundations in cross sectional view. Following
are the different shapes.
1. Circular well
2. Double – D well
3. Double Octagonal well
4. Twin Circular well
5. Rectangular well
Double-D wells:
 These wells are usually employed on the piers and abutments of the bridges
that are excessively long to be accommodated on a circular well of 9m
diameter.
 These wells can be sunk easily.
 But considerable bending moments are introduced in the steining because of
difference in pressure between outside and inside of the well.
 Additionally the square corners at the partition well provide maximum
resistance to sinking.
CASE STUDY
 The mega two-tier Bogibeel bridge is the fourth constructed under the
National Rail Vikas Yojana and also the fourth built on the river
Brahmaputra in India.
 The bridge is meant to connect Dibrugarh in the south to Lakhimpur in
the north; the rail link will join Chaulkhowa station and
SisibargaonSiripani located on the river’s opposite banks.
 The construction is completed in 2018. The bridge will fulfil a long-
felt need of the people of Upper Assam and Arunachal Pradesh.
 The hitch is the Majuli Island, located downstream of the proposed
bridge.
INVESTIGATION
 Field soil investigation and testing of soil samples were carried
out
 It comprises of both field and laboratory test as per relevant IS
codes of practice. The field investigation consists of one
vertical bore holes up to depth of 10.5 m below the existing
ground .
 surface level with standard penetration test on Kutuha Beel
area in connection with Bogibeel bridge project.
 Disturbed and undisturbed soil samples were collected from
the boreholes
 Test results of the soil used in sub-grade, settlement record &
water table are collected from Railway Officials.
SITE OBSERVATION
 Highest water level recorded by railways is 101.6m
where existing ground level is 93.5m and formation
level is 107.3m i.e., about half of the bank will be
submerged in service.
 A minor bridge of 3x12.2m at Ch. 16350 in beel
area is under construction.
 The rain water of the surrounding area is
accumulated in the beel and stagnated throughout
the year.
 During visit, it was observed that about 8.5m high
bank has been constructed and was submerged in
pond water.
 CONSIDERATIONS OF BRIDGE
 Introduction to welded truss joints
 Use of welded Connections for the main Joints of the Truss
 Slip resistant high strength friction grip bolted connections (HSFG)
 Composite construction in trusses
 Incremental launching of truss girders
 Application of performance concepts for seismic design
SUMMARY
Its is a type of truss bridge its superstructure is made with composite
welded steel truss girder .
 sub structure is type of Double D well foundation.
The bridge is connecting Dibrugarh in the south to Lakhimpur in the
north.
the rail link will join Chaulkhowa station and SisibargaonSiripani located
on the river’s opposite banks.
The bridge will fulfil a long-felt need of the people of Upper Assam and
Arunachal Pradesh.
 ABSTRACT
 India's second-longest rail-road bridge will cut travel time, remove
communication bottlenecks to a number of districts in
neighbouring Arunachal Pradesh.
 NATIONAL SECURITY: The Bogibeel Bridge will help defence forces
and their equipment move quickly, a fighter jet can land on it in
case of emergency
 Train trips from Tinsukia in Assam to Naharlagun in Arunachal
Pradesh just got a whole lot quicker. By ten hours, to be precise.
 The rail travel distance between Dibrugarh and Itanagar, the capital
of Arunachal Pradesh, would be reduced by 705 km.
 Dibrugarh-Itanagar road trip is now 150 km shorter.
REFERENCES
• "Bogibeel Rail-Cum-Road Bridge Project Targeted for Completion by March 2018".
Government of India. Press Information Bureau. 25 July 2014. Retrieved 25 July
2014.
• Construction of well foundation- A mini project by Ravikoti Shankar Ganesh Kumar
Mahatma Gandhi Institute of Technology
• Government of india ministry of railways Consultancy Report On Construction Of
Embankment On Kutuha Beel Area Of DibrugarhMoranhat Rail Approach Of
Bogibeel Bridge Project.
• Goswami, D C (2001): ‘Geomorphology of Majuli’ in K C Kalita (ed), Majul, pp 22-
35.
THANK YOU