NORTHEAST FRONTIER RAILWAY

(Construction Organization)
Office of the
General Manager/Con
N. F. Railway, Maligaon

NO. W/29/Con/Saraighat Bridge/2025 Dated: 24.01.2025

To.
ED/Bridge/RDSO
Lucknow-226011

Sub: - Submission of DBR of second Saraighat Rail cum Road Bridge over River Brahmaputra in
connection with Agthori -Kamakhya double line project.
Ref:- Rly Bd's Letter No 2014/CE-II/BR/Bridge Policy dated 12.02.2020
Rly Bd's Letter No 2014/CE-III/BR/Bridge Policy dated 09.03.2017

With reference to the above subject, Design Basis Report of second Saraighat Rail cum Road
Bridge over River Brahmaputra has been prepared (as per BS-122) and approval of CBE/NFR has been
obtained.
As per Railway Board Letter No. 2021/21/CE-ILIBR/TAGBr.47 (E3352673) dated l6.12.2024
and 2014/CE-I/BR/Bridge Policy dated 12.02.2020, the DBR is now submitted at your end for needful
approvaland recommendation, if any. As per Rly Bd letter dated 09.03.2017, in case of special type of
span, approval of RDSO need to be obtained. In instant case the spans arrangements are non-standard
due to proposed bridge is in the vicinity of existing bridge as well as Rail Cum Raad usage.
RDSO is requested toexamine and kindly approve the DBR at the earliest so that the
bridge works can be executed early.

DA: -Copy of approved DBR by CBE office NFR.

(R¥jesh Mandloi)
Chief Engheer/Con/KYQ-P
N.FKailway, Maligaon
Copy to:
1, CAO/Con-2/NFR- for kind information please.

Chief Engheer/Con/KYQ-P
N. F. Railway, Maligaon
 NORTHEAST FRONTIER RAILWNAY
HBY (14), HItia, d-781011
Headquarter (Works), Maligaon, Guwahati 781011

Cell 9957550202
S.P. DESHMUKH
Email : [email protected]
Fax 0361-2672777
CHIEF BRIDGE ENGINEER

No. 178/W/DRG/BR/DBR Dated: 24/01/2025

Chief Engineer/Con/KYQ-P
NF. Railway, Maligaon

Sub: Submission of DBR of second Rail cum Road Bridge over River Brahmaputra in
Connection with Agthori-Kamakhya double line project.

Ref: CE/Con/KYQ-P Letter No. W/29/Con/Saraighat Bridge/2025, dated 13.01.2025

The DBR of the second Rail cum Road Bridge over River Brahmaputra submitted vide
reference above with compliances to this office observations have been approved and one copy of the
DBR is forwarded to your end for further needful action.

DA: Copy of DBR

(SP. Deshpakh)
Chief Bridge Engineer
N.F. Railway, Maligaon

Copy to: CAO/CON-II for kind information please.

INDIAN
NORTH EAST FRONTIER RAILWAY

DETAIL DESIGN OF 2ND RAIL CUM ROAD BRIDGE OVER RIVER

BRAHMPUTRA ADJACENT TO EXISTING SARAIGHAT BRIDGE.

Legend
AGTHORI-KYQ DL Line

Design Basis Report (R4)

December 2024

Submitted By

RITES
THE INFRASTRUCTURE PEOPLE

Corporate Office: Shikhar, 1, Sector-29, Gurugram-122 001

Tel: (0124)-2571666 E-mail: [email protected]
Website: www.rites.com.
 NDI
NORTH EAST FRONTIER RAILWAY

DETAIL DESIGN OF 2ND RAIL CUM ROAD BRIDGE OVER

RIVER BRAHMPUTRAADJACENT TO EXISTING SARAIGHAT

DESIGN BASIS REPORT (R4)

DECEMBER 2024

SUBMITTED BY

TRITES
THE INFRASTRUCTURE PEOPLE

Corporate Office: Shikhar, 1, Sector-29, Gurugram-122 001

Tel: (0124)-2571666 E-mail: [email protected]
Website: www.rites.com.

Date Rev. Modification/ Prepared By Checked By Approved By

No. Purpose of
issue Name Signature NameSignature Name Signature
12.12.2024 R3
Modified as per
CBE observations SK SM K.V.

05.08.2024 R3 Modified as per SK sd/ SM sd/ K.V. sd/

NER observations

10.07.2024 R2 Revised design SK sd/ SM sd/ K.V. sd/

discharge and
HFL
03.05.2024 R1 Modified as per SK sd/ SM sd/ K.V. sd/
NFR observations

04.04.2024 RO Prepared as per SK sd/ SM K.V. sd/

RDSO Format

Projet
KYO
n,Guwana111(Assam)
Cons
Jine
'AYENJONlD
2 Ch.

bycelgo 13.12.24
 TABLE OF ÇONTENT

1 Introduction: 1

2.1 1
Project Brief:
2.2 5
Scope of Design Basis Report (DBR):
2.3 Location of Bridge: 5

2.3.2 7
Land availability consideration:
2.3.3 Speed potential consideration: 7

2.3.4 Scour Consideration: 7

2.3.5 8
Distance between existing and proposed bridge
2.4 Span Configuration &Materials for construction: 8

2.4.1 Span Configuration 8

2.4.2 Choice of materials: 9

2.5 River Training Works 15

2.6 Choice of substructure & foundation: 15

2.7 Salient features of bridge: 15
2.8 Design Software 17

2.9 Annexure-l: Design Criteria: 18-63

2.10 Annexure-ll: Check List for approval of DBR of
Important Bridge: 64-65

AxEC Ui
k Project

Ovaanau-11(Assam)
Che'
a,
Railwa,
N.F.
1. Introduction:
Indian Railways is intending to construct a second rail cum road bridge 80 m upstream and paralel
to existing rail cum road bridge on the river Brahnmaputra to connect Agthori and Kamakhya station
as part of New Bongaigaon-Kamakhya double line project.
Tnis Design note specifies the criteria for the design of the proposed Rail cum Road bTioge at
Saraighat over River Brahmaputra based IRS code. IRC codes & quidelines. This repot asu
explains various clauses mentioned herein, if theywere not taken from Indian National Cooes of
Indian Railways Specifications (|RS) and Indian Roads Congress Specifications (IRC).

This bridge is proposed to as Composite Deck Railcum Road bridge with steel truss. lt IS a general
design philosophy that adesign would folow only one National or one International Code provisions
completely and does not mix up different codal provisions in the design. In case of any inadequacy
on specific aspects, the codal provisions need to be upgraded. There are certain aspects/ new
provisions (not covered in the national code) have been added from international codes after careful
considerations.

Besides the design provisions, this note also covers the durability and maintenance aspects of the
bridge. This Design basis note is intended to fully satisfy the safety requirements of Indian Railways
for design of the proposed bridge.

The design of all components within the scope of the work shall be based on the stipulations
mentioned in this note that follow the tender specifications.

2.1 Project Brief:

The new Rail cum Road Saraighat bridge on River Brahmaputra is proposed to have main span
arrangement of 1 x 30.99 m+ 10 x 120.0 m+ 1 x 30.99 m(effective) with viaduct for the road part
to connect it with the existing road from the old Saraighat bridge/NH Bridge. The rail portion of the
bridge will have two 25 t-2008 loading tracks and the road portion will have 3 lane carriageway width
(10.5 m width) and footpath (1.5 m width) on one side alongwith hand railing. The road deck over
the bridge willbe given a croOSS slope of 2.5% trom the center of bridge towards end for drainage

The traditional design for sucha long bridge for Indian Railways is normally done using
conventional
steel truSses with road deck supported at intermediate height. This conventional design is almost 70
years old. Different bridges have been constructed for Indian Railways during this period only with
minor changes.

SElaRCJe/mt
Jjct
1

t iAssam

N.F.Ra
 Now, new materials of higher strengths are available and many technological improvements in the
fields of steel bridge design, fabrication &erection have also come into practice worldwide. Many of
these technologies have not been implemented in India, in a large measure, because of emphasis
on using available indigenous technology and avoiding import of new technology that involves
foreign exchange.
The proposed bridge will have same length as existing rail cum road bridge at Saraighat. The
construction of this long bridge involving large magnitude of work, with the opening of economy,
presents a great challenge and opportunity to adopt/implement new technologies/methods
developed/tested elsewhere in the world.

RITES have identified the following new technologies and stated their assessment as given below:
The identified new technologies were:

Introduction of welded truss joints

Use of slip resistant high strength friction grip bolted connections (HSFG)
Composite construction in trusses
iv) Incremental launching of truss girders

Each of the above technologies may not individually contribute directly to a reduction in cost but lead
to an economical construction of a bridge, which is easier to maintain and has better aesthetics. But
a combination of these technologies is expected to result in a more economical design leading to a
substantial reduction in the cost of the bridge besides early completion of the project.

Many of the technologies stated above are not entirely new but have independently been used for
bridges and other works in India. These technologies are widely used abroad over a long period.
HSFG bolts and welded bridge truss joints have been in use abroad for over 50 years.

Hence it had been indicated to Railways that considerable economy could be achieved by adopting
composite steel truss bridge with welded joints and slip resistant high strength bolted connections
for such situation.

Composite steel truss offers the following advantages.

a) The trusses can be spaced only to take care of rail traffic requirements.
b) The concrete deck can be placed on top of the girder andcan take part in structural action.
c) Depth of truss can be reduced to meet deflection criteria because of composite action of steel
truss and reinforced concrete RC road deck.

SSE |9Rl4M< (3//24

Axewle
ChietEngineer/Const./KYQ-Project
13.12,24
yarera-tt(344)
Guwahali-11(Assam)
ufnta,
,
Mallgaon,
yetr
Railway,
N.F.
Based on the design similarities to the existing Bogibeel Rail Cum Road bridge and the insights
gained thus far, RITES, the primary design consultant (for Bogibeel Bridge), has proposed a ral
Cum road bridge featuring a composite deck. The superstructure is envisioned as a through-type
welded trUss with a composite deck at the top chord. Rail transportation will be facilitated at the
bottom floor level through stringers within the truss, while the road will be supported ar tne ouA
level.

Proposed Bridge site is located at 80 m upstream of old Saraighat rail-cum-road bridge and S
approx. 67.75 m above Mean Sea Level (MSL). Folowing environmental parameters are
predominating in the area:
RL= 63706 m (As gen Bt Sunusy)
"Maximum Temperature 40.3 C (As per IRC6-2017 annexure F)

" Minimum Temperature 3.0 C (As per IRC 6-2017 annexure F)

" Rainfall season
May-September
" Average rainfall 1429 mm.
" Seismic zone Zone V
" HFL 54.60 m(as per Railway datum which is 4.69 mbelow GTS
datum), 50 926m (As pen Jcunt Sun
49.881 m (as per NHAI road bridge)
" LWL Axeall
43.281 m (as per old Saraighat GAD)
44.806 m(as per page-10 of old Saraighat data)
40.2 m(as per NHAlroad bridge)
" Humidity 81% (Max.) (As per IRC 112-2020, Table A7.1)
Basic Data

The basic design parameters are as given below:

Type of Bridge Two-level Rail cum Road Bridge over River
Brahmaputra.
Approximate length 1.296 km from abutrment to abutment
Alignment Main bridge on Straight (from abutment to abutment) &
at level
No. of spans 10 Nos. intermediate spans, 2 nos. end span
Span dimensions 120.0 m & 30.99 m effective
122.95 m centre to centre of pier for span P2-P3,
P3-P4, P4-P5, P5-P6, P7-P8, P8-P9 &P9-P10

As
Axwle (:
1gineer/Con:
lsa )
MYswiER 1, Maligaon
 122.28 m centre to centre of pier for span P1-P2, &
P10-P11
33.197 m centre of pier to face of dirt wall for span
A1-P1,&P11-A2

Function To carry dual BG tracks at the lower deck and 3-lane

road deck at the deck top
Design Life 100years
Foundation Double D shaped Well foundation

Piers &pier cap Twin Circular RCC pier with a Rectangular shaped
RCC pier cap
Size of the pier cap It should cover the piers and provide space for
inspections of bearings.
Details of Railway Deck Clear width of 10.3 m between truSses

Gangways of 1000-mm width at rail level on either

side
Sleepers Steel H beam sleepers
Rail Loadings As per IRS Bridge Rules-25t Loading.
Train Design Speed 160 Kmph for passenger trains &125 Kmph for goods
train as per 25 t loading standard
Road Deck width 14.25 m (10.5 m cariageway, one side footpath of
1.5 m, 0.6 m for utilities, 2 crash barrier of

0.45 m and 2 railing of 0.375 m)

Details of Roadway 3-lane traffic with one side footpath and utilities on the
other side

Roadway Loadings As per IRC Standards (including Special Vehicle (SV)

loading / Non-SV loading with congestion factor).
Additional load " Wind Loading as per IRS Bridge Rules
Seismic Loading as per IRS Seismic code 2020
Bearings Spherical bearings
Materials Concrete and Steel

Density Concrete - 25 kN/m?, Steel - 78.5 kN/m, Wearing

Coat (CC) - 24 KN/m°, AC (Resurfacing) -22 KN/m
Accessories Expansion joints, bearings, trolley refuge, drainage
and access holes in main chord as per requirements.

Axele Teofrp (f:)6T4I-VfiI

Chiet Eng1ne er.Const./KYQ-Project
Guwahati-11(Assam)
N.F. Railway, Maligaon,
 Barge Impact Load 1827.6t

Details of utilities/services considered: -

1500 mm wide footpath is proposed on one side and 600 wide for utilities on other side at roãd
deck level.

- No access is provided from road level to rail level, but access to top chord members of the truss
from pier cap level is to be provided

- Cables for traffic signals shall be carried along the track at stringer level.

- No signa/ sign board is proposed inside the bridge.

-Provision has been made for the trolley refuge (2500mm x3000mm) at rail level on either side of
the truss at every L1-L2 chord location.
-Provisions for lighting arrangement shall be kept for the bridge. In addition to lighting arrangement,
provisions for necessary secured plug points where from the wire could be taken for track
maintenance purposes (such as welding of the girders and utilizing power for hand tools as well as
troley mounted electric compressors) shallalso be kept. The plug points could be provided at every
100 meters along with the track, thus for every 50 meter one plug points would be available. At the
entrance of the bridge on either side sodium vapour lamp of 150 watts each should be provided as
a permanent measure without infringing the signal lights

2.2 Scope of Design Basis Report (DBR):

This document has been prepared for obtaining approval of RDSO or Railway Board as the case
may be, in terms of Railway Board's letters No.2013/CE-IIWBR/RDSO/Misc. dated 04.06.2014,
2014/CEIW BR/Bridge Policy dated 9/10.03.2017,11.11.2019 &12.02.2020 for the following:
2.2.1 Design Basis include choice of Span, Configuration, Choice of Materials regarding
Superstructures, Substructures and Foundations, Method of Construction etc.
2.2.2 This includes Choice of Location of Bridge, computation for Waterway and Floods etc.
2.3 Location of Bridge:

2.3.1 Proposed bridge is located on river Brahmaputra between Kamakthya and Agthori station as
part of New Bongaigaon and Kamakhya double line project. Proposed bridge is located at 80
mupstream of Old Saraighat rail-cum-road bridge and 120 mupstream of existing NH Road
bridge. Alignment plan of existing line and doubling/proposed line are shown in Figs. 1&2.

Aenle f r (fi:
ot Engineer/(C
am)
ilway. Maliga
 BOHGAGAON
Jt8
KM246.

NOQ RNY-GLPT
END DOUBLING PROJECT
(RNO
JN
RANGIYA
DY. 51
41/ 360.76/0.00
KA
iY

APDJ DIV

MAJGAO (MZO) KA- 8.55

ABHAYAPURI IAYUi KM 17.,46 246. 39
GUP
FROM
G

OJOGIGHOP A(JPZ) KM -33.30 banANGSARI CNGS KM -386 34

161.55 END K 392 12
UOE NARANARAYA SETU (KM . /O 8/3 AGTHÞN AGTI KM. 394 4
LMG DIV
UMAT IGHY) MM-10 54/4C8.28
KM GOALPARA TOWN (GLPT, KM 51.5d VAKHYAN KYQi KM 17588/401.80
(GUP)
GAURIPUR
A RANGIYAJN(RN

172.3 KENDUKONA (KDKN KM 3.76

BAIHATA 8Z) KM 376. 17
NBQ-GLPT-kYQ BcHANGSARI (CNGSI KN 3* 34
DOUSLUING PROJECT -RNY DIV END KM 392.1

MENDIPATHA 5,89cGOKM.
CrLOF SARAGHAK
BRIDGE KM- 00.00
AGTHORI AGT) KM- 394.34
GUWAMAT GHY)
KM 10.54/408.28

IAZAN A
(AZ
ZARA
A
LEGEND:
DOUBLING LINE IN PROGRESS
EXISTING LINE
AGT-KYQ LINE

Figure 1: Doubling Project of Agthori-Komakhya Including 2nd Saraighat Bridge.

qChief
t iEngineer/Const./KYQ-Project
f4 (f:)/6THTSN-y
TAIETI-tt(3r4)
11(Assam)
HIfee, Guwahati-
I, Maligaon,
y tRailway,
r
N.F.

n3 tevf
AGTHORI-KYQ DL Line Legend

Google Earth

Figure 2: Google Imagery Depicting Existing and Proposed Alignments.

2.3.2 Land availability consideration:

The proposed bridge alignment is passing through within the railway boundary. Sufficient land is
available on the south bank approach of the proposed bridge but on north bank approach, land is to
be acquired however eforts are being done to fix the alignment as close as to existing alignment so
that land acquisition cost could be minimise.

2.3.3 Speed potential consideration:

Main bridge shall be designed for 160 Kmph for passenger trains &125 Kmph for good train as per
25 t loading standard, however for other bridges shall be designed for 110 Kmph due to proposed
alignment matching with exiting rail cum road bridge at Agthori side with S type curve.
2.3.4 Scour considerations

As per available data of existing Saraighat rail cum road bridge and NH Bridge &NEHARI hydraulic
model study report, the following parameters considered for design:
Maximum desigrdischarge (Q) 72,350 cumecs
Linear waterway, required 2.67"1.811"sqrt (72,350) =1299.17 m
Actual river width ayailable at site 1294.55 m

uect
fr
Axel ChietEngir
(344R)
ÄSSAn)

Rallway, !
Available waterway 1045.4m (after deduction of obstruction of pier and well)
Maximum design discharge for foundation= 1.172,350 -79,585 curnecs
design
The available waterway is slightly less than Lacey's waterway width.
Discharge per unit width (cumecm) 79585/1045.4 = 76.128 curmecm
Silt factor 1.05
Normal scour depth(D) 1.338 (76.128^2/1.05N\1/3) = 23.65 m
Design Scour depth(2D) 2°23.65 = 47.30 m

2.3.5 Distance between the existing and proposed bridge

Distance between the existing and proposed bridge is about 80 m(as per NEHARI hydraulic model
study report) and al the guidelines provided as per RDSO letter No. CBS/DWF dated 15.07.2019
has been followed.

2.4 Span Configuration &Material for construction:

2.4.1 Span Configuration

2.4.1.1 General

The design of the various components of the bridge shallgenerally be carried out in accordance with
the technical specifications, relevant IRS/IRCAS codes. However, for clarity the design philosophy
and concept along with the parameters to be used in design have been narrated in the subsequent
paragraphs.

2.4.1.2 Bridge structural system

Superstructure

Main bridge span configuration has been considered identical with the existing Saraighat bridge, at
the upstream of which the proposed bridge is located.
The members and their connection shall be welded construction.

The trolley refuges shall be provided at each 122.95 m span and will be placed between L1-L2
chords on each side of truss.

The width of the carriageway is kept as 10.50 m for 3 lane traffic. There shall be footpaths on one
side along with handrails and utilities on the other side. The width of the footpath shal be 1.5 m with
hand railing. It is proposed to keep the height of railing at least equal to existing road bridge to keep
check on suicidal attempts.

13/2/
Project
/KYO
Const
allgaon,Guwahati-11(Assam)
Enginecr
Chiet
 Substructure

The substructure shall be of RCC construction. The piers shall be RCC circular/ wall type/ frame type
structure. Piers shall rest on the well cap. Abutments will be retaining wall type.
Seismic Reaction Blocks in transverse and longitudinal direction will be provided on pier cap and
abutment cap.
Foundation

All foundations will be Double-D type RCC well foundations for the
Rail-Cum-Road bridge.
Bearing
The bearings for the bridge shall be spherical type and capable of being inspected at regular intervals
and being replaced during the lifetime of the structure without modification to the adjacent structure.
Jacking points shall be located adjacent to all bearings to facilitate the replacement operation and
shall be marked clearly for easy identification. The superstructure and substructure shall be checked
for all possible loading conditions. The bearings shall be in accordance with IRC & BS codes and
from reputed manufacturers approved by Ministry of Road Transport and Highways
(MORTH)/RDSO.
To allow the bridge movement along longitudinal direction due to temperature rise and fall or due to
the sagging effect, the superstructure shall have fixed bearing and transversely guided bearing at
one end. The other end will have longitudinal guided bearing and free bearing. The seismic restraint
blocks shall be provided at the longitudinal &transverse direction to restrain the dislodgement effect
during seismic action. The transverse horizontal force shall be carried by the fixed bearings and
longitudinal guided bearing at the two ends of each superstructure. The longitudinal forces shall be
carried by the fixed bearing and transversely guided bearing at one end of each simply supported
span.

2.4.2 Choice of materials:

2.4.2.1 Structural steel

The structural steel shallconforn to IS 2062-2011. The allowable stresses in the individualgirders
are guided by the consideration of fatigue due to reversal of stresses.

Steel conforming to IS: 2062 -2011 shallbe used for steel plates and sections.IS:1611
2014 shall be used for steel tube sections.

8mm thick stainless steel chequered plate willbe used for pathway &gangway. Standard
rolled channel sections will be used for the beams supporting the walkway.

sstbddms
C

alway,
 Standard rolled sections in mild steel (angles, channel, beams or tubes) will be used tor
the top/ bottom chord bracings.
However, the usage of Grade and Quality of steel may vary during the execution of the
work depending upon the design requirement.
Sleepers: Steel Hbeam sleepers as per RDSO approved plans B-1636/9, B-1636/4/R
and B-1636/11with the latest alterations will be provided.
GIpipe railing with MS angle posts will be used for handrailing along the gangway.
Hbeam sleeper shall be fixed with Thead bolts and SEJ shall be provided at each
pier/abutment location.
2.4.2.2 Concrete
The grade of concrete shall be M40 for well foundation including Fender wall and M45 or above shal
be for substructure, Pedestal, seismic restrainer and road deck.
2.4.2.3 Reinforcement steel
The reinforcement steel shall be HYSD/ TMT Bars (Fe500D) conforming to IS 1786-2008.
2.4.2.4 Method of construction

It is always essential that constructability aspects are carefully examined at the stage of planning
and design of bridges. For long spans bridge or selected span design, as in present cases, the
construction aspects need to be carefully examined and necessary provisions are to be kept in the
makeup of the spans, so that no unforeseen problems crop-up during construction.
Considering the total lengths of bridge, span adopted and size of the superstructure, it can be
concluded that completion of superstructure will have to be essentially split into following steps:
Fabrication methodology, QAP& WPSS should be prepared before fabrication.
Fabrication of girder should only be started after the approval of fabrication drawing
considering the launching scheme.
Fabrication of Truss components in workshop shall be done, all the components then shall
'be assembled and joined in in the position in assembly yard to make complete truss.
After assembly of the complete truss, other components of the truss such as cross girders,
stringers and bracings shall be connected to make complete truss.
After checking camber in assembiy yard, truss may be erected on the piers on temporary
bearings.
After positioning the truss on the final bearings concreting of deck will be done.
After the concerting is over, and on achieving final composite truss. Rest of the items wil be
erected such as:

a. Gangways (optional stringers, sleepers and tracks)/Pathway at rail deck.

10

ChietEngineer/Const.K)
Project
Aaenlc Bailway,Maligaon,Guwahati-11(Assam)
 b. Trolley refuges
C. Crash barriers/Handrails, footpaths etc.
d. Expansion joints
e. Wearing coat
f. Deck drainage system
Ihe construction sequence and method should be considered in the design of individual members.
2.4.2.4.1 Steelwork fabrication

Allsteel plates with thickness 12 mm and above shall be tested as per IS 4225-2004 for lamination.
Allsteel plates subjected to tension perpendicular to the surface shallbe tested for lamination. Plates
will be cut with a high degree of accuracy and edges prepared for further work.

For the purpose of fabrication, the entire truss is split into various components. Critical components
are the welded joint. The thickness of the qusset at joint is determined by the maximum thickness
of the flanges of the members meeting the joint.

Individual joint/members shall be fabricated in covered sheds under controlled environment. Full
assembly of the truss and span will be done at suitable location and camber check shall be
performed before launching of truss.

Full assembly of the truss and span willbe done at suitable location and camber check shal be
performed before launching of truss.
Welding quality and the geometric precision of all the members are the two key points for controlling
quality of the truss. Automated welding process will be used for the main structure's seam and fillet
welds. Other elements can be welded with manual welding equipment. Before final welding, various
criteria regarding the welding process shall be assured so that the mechanical behaviour of the
welded joint equals that of the parent steel.

To assure welding quality, all the welds willbe inspected with ultrasonic or radiographic equipment
24 hours after welding. Strict quality control measures will be exercised at all stages of fabrication
and assembly.
Sequence in brief is as follows:
Prepare joints/member.
Join members to joints and prepare truss segments of appropriate lengths.
Assemble truss segments to form the full span.

SsIDRc/</hts Axcwlc
t Engi
2.4.2.4.2 Erection of Steelwork

Erection procedures adopted for bridge girders are governed by the type and span length, material
feeding arangements possible at site, approach and site constraints and other considerations.
The following are the commonly used erection methods discussed herein for the selection of the
most suited method.

Cantilever construction of trusses

Erection using floating cranes or pontoons
Incremental launching /Push launching
Steel launching truss
(a) Cantilever Construction

By this method, first span of the bridge is assembled on staging / falsework. After that, the second
span is erected, panel by panel, by cantilevering out from the first span, using the first span as a
counterweight. Temporarily spans are made continuous for this purpose. On the top chord, a crane
is fixed to handle the panels. Crane is moved forward after adding the panel. When the cantilever
reaches about 85% to 90% of the span, temporary brackets are fixed to piers to receive and support
the cantilever tip. Length of these brackets could be 10% to 15% of the span length. These steps
are repeated till all spans are completed.

Advantage:
Small weights are to be handled

Disadvantages:
Time consuming due to bracket installations
Permanent holes are to be made in the pier and pier caps for erection of temporary brackets.
All joints are to be done at site.

Some members would require strengthening during construction.

Not suited for welded type of connections since field welding is generally not recommended.
(b) Erection using Floating Cranes or Pontoons

Afull span is fabricated and assembled in the yard. Then the assembled span is transported to a
floating pontoon through jetties. Pontoon carries it to the destinalion for erection. The span is lited
and erected over the piers using large capacity-floating cranes.
Advantages:

The whole span is assembled in yard thus ensuring good quality.

/KYQ-Pro,cct
Eng1neerConst.
Chief 11(Assam)
Guwahati-
Maligaon,
N.F. Railway,
 Welding is done in controlled conditions and can be checked thoroughly for quality betore
erection.
Low erection time

" No members require strengthening during construction.

Disadvantages:
Bigger weights are to be handled.
Special equipments such as pontoons, floating cranes are required.
Appropriate river hydraulics required.
(c) Incremental Launching / Push Launching
The spans are assembled in segments and tied together using temporary members near abutments
along the bridge alignment. Then the assembly of spans is pushed forward by jacks in steps.
Depending on the design requirements, a temporary launching nose can be added to reduce the
erection stresses in the members. Subsequently, additional segments are added to the back of
assembly as the launching progresses. At piers, special guides and bearings are placed to facilitate
the push launching. The entire operation is repeated until the other abutment is reached. The force
required for pushing keeps increasing and therefore the abutment and the piers are to be checked
for these forces. At the end of the launching operation, the temporary members connecting the spans
are removed and the spans are placed on the permanent bearings.
Advantages:
Assembly and pushing of launching truss to be controlled at one location during the entire
operation
Lower erection time

Disadvantages:
Bigger weights are to be handled
Temporary bearings and heavy jacks are required
Some truss members willrequire strengthening during construction
Truss members are subjected to fluctuation of stresses during the erection
Deck slab construction to wait until erection of all the spans is over, leading to increased
project duration.
(d) Steel Launching Truss

This erection method uses a specially fabricated launching truss. Launching truss spans the length
between piers and has tront nosing for auto launching. The launching truss is placed over the first
span of the bridge on temporary supports. The fabricated span truss is rolled over the aunching
truss from the yard using rails and trolleys. When the span truss is over the launching truss, specially

t/KYQ-Proie
Cur am-t
nfrta,
Ax¬wl Chiet
qince :on, Guwahati-11(n

y.
Ha
designed frame, erected over the piers, picks up the span truss using lifting tackles on the frames.
Now, the launching truss is relieved of the span truss load. Launching Truss is then moved over to
next span. Span truss hung on the frames is launched into span over bearings. Frames are removed
and fixed on the other piers. Deck slab is cast over the erected span. New span truss is rolled over
the erected span and the launching truss. These the steps are repeated to complete the second
span erection and to move forward the launching truss over to the next span.

This is repeated till all spans are erected.

Advantages:
Number of spans will justify the initial investment on launching truss.
Whole system is safe for all operations.
Finishing work on the erected span can be done as an activity parallel to fabrication of span
trusses.

No members require strengthening during construction.

The whole span is assembled in the fabrication yard ensuring good quality.
Welding is done in controlled conditions and can be checked for quality before erection.
Low erection time
Independent of river hydraulics

Disadvantages:
Bigger weights are to be handled.
Special equipment is required.
Large deflection at cantilever tip of the launching truss
Review of Erection Methods

All the four erection methods discussed above are used in construction of bridges. However, the
above discussion reveals that not all of these methods are adoptable for this project for various
reasons.

Cantilever construction is very common for concrete constructions, but it is not suitable for welded
steel truss. In this method, most of the connections are to be done at site but welding calls for
controlled environment.

Erection using floating pontoons is not advisable in this project due to the reason that the depth of
water in Brahmaputra River varies considerably. During off peak seasons, the depth of water will not
be sufficient to mobilize pontoons or barges.

14

oject
AYC
EngineerConsi 11(Assam)
Chiet Guwahati-
Maligaon,
Railway,
NF.
Push launching is suitable present case due to the total length of bridge is around 1.296 Km only.
However, the abutment and piers are prone to very high horizontal force using this method.
The use of steel launching truss is suitable for steel truss bridoes. The main drawback of this method
is that a very large cantilever must be handled during the erection process. However, this drawback
may be overcome by modifying the erection method to reduce the cantilever deflection and stresses.
2.5 River Training Works:
River Training and protection works shall be planned based on technical and site-specific
requirements. Study of Hydrological and Model study reports will be reviewed for the consideration
of Bridge protection work, if required, over the existing Protection work.
2.6 Choice of substructure & foundation:

The substructure shall be of RCC construction. The piers shal be RCC circular/ wall type/ frame type
structure. Piers shall rest on the well cap. Abutments wil be retaining wall type. Seismic Reaction
Blocks in transverse and longitudinal direction will be provided on pier cap and abutment cap.

All foundations will be Double-D type RCC well foundations.

2.7 Salient features of bridge:

As detailed above the following design parameters shall be adopted during detailed calculation.
SN Parameters of Proposed Bridge Proposed features
1 Bridge Location 80 m &120 m upstream of existing road cum
rail bridge (Saraighat Bridge) and existing NH
Road bridge on river Brahmaputra between
AGT- KYQ section.

2 Latitude, Longitude and Levels 26°1028.82"N Lat. &91°4023.68E Long

3 Name of River Brahmaputra
4 Seismic Zone Zone-V as per IRS Seismic code

5 Wind Zone

6 Basic Wind Velocity Basic Wind Velocity 50 m/sec

7 Gauge Broad Gauge (BG) 1676 mm

)ranT
SSEIDR/miç igineer.Ccust./KYQ-f
Axelle f n(
Maigaon,
Guwahat
sam)
Yn
C+
 Loading Standard IRS 25 t - 2008: IRC:6 - 2017 (70R & Class A
Loading with congestion factor / SPV Loading
without congestion factor)
Catchment Area 4,58,200 Sq. Km

Hydrometeorological Sub-Zone (Flood 2a & 2b

Estimation Report)
10 Design Discharge 72.350 Cumecs

11 Velocity of Flow 6.25 m/sec

12 HFL 50.7 (as per CWC), 50.926 (as per SOl)

13 Minimum Vertical Clearance required (As per 1.8 m (as per cl. 4.8.1 of IRS Bridge Sub
IRSBridge Sub- structures and Foundation structures and Foundation Code)

Code) However, minimum 10.0 m above NHFL is

provided as per IWAIGuidelines

14 Vertical Clearance provided 11.491 m

15 Minimum Free Board required (As per IRS 1.0 m

Bridge Sub- structures and Foundation Code)

12.737m
16 Free Board provided

17 Silt Factor 1.05

Maximum Scour Depth For Piers: 47.30 m (2D) below HFL

18
For Abutments: 29.56 (1.25D) below HFL

19 Spanning Arrangement 1x 30.99 m + 10 x 120.0 m + 1 x 30.99 m

(effective)

Type of Foundations & Founding Level Double-D well

20

21 Types and details of Sub-structures RCC circular/ walltype/ frame type piers and
RCC walltype Abutments

22 Superstructure Parallel chord open web through type simply

Main & Shore Spans

supported welded type steel girder supporting
Rails on steel H-beam sleepers at rail level and
supporting RCC deck for roadway.

16

sSE IDES|fnu Axéle

Chiet Engineer/Const./KYO-Project
yater tte, ufertt, yct-tt(Y)
23 Type of Bearings Fixed spherical bearing, transversely guided
spherical bearing. longitudinally guided
spherical bearing and free type spherical
bearing.
24 Exposure Condition Severe

Details of Existing Rail Cum Road Bridge

25 Year of construction of Bridge 1962

26 Span Arrangement 1x31.68 m + 1x 122.29m + 8x 122.95 m+1x

122.29m+1 x 31.68 m = 1291.54 m

27 Type of Foundations & Founding Level Double-D welland Founding levels are

() ()6.70 m RL at Pier
(i) 27.432 m RL at Abutment

28 Type and Details of Sub-struCture RCC circular type piers and RCC wall type
Abutments

29 Type and Details of Superstructure Double Decker Double Warren Type open web
steel girder
30 Discharge 63712 cumecs (as per existing bridge data)
31 Maximum Observed Scour 31.699 m from HFL (as per existing bridge
data)
32 Distance and location of proposed bridge from 80 mupstream
existing bridge with (US/DS)
33 Completion period of existing bridge 4 years

2.8 Design Software:

STAAD pro, MIDAS Civil, Sofistik etc. can be used for analysis/design provided, the same is
validated with manualcomputation or standard software in multiple scenarios. If Proof Consultant is
engaged, any independent software/ manual computation should be used by Proof Consultant.

oject
KY
.G-{(3HR)
a Guwahati-11(Assam)
ear.

NE Rav
Note:

In case of difference between any clause number of any code, its contents, load types and load
combinations as mentioned in this DBR and the same as mentioned in the respective codes,
contents and provisions of codes shall prevail.
2.9 Annexure-l: Design Criteria:

The design of the Superstructure, substructure and foundation of the bridge shall be carried out
conforming/according to the following codal provisions (with up-to-date correction slip)
(a) IRS Bridge Rules-2008 (Reprint - 2014) up to CS 52.
(b) IRS Concrete Bridge Code-2003 (Reprint - 2014 - including Addendum &Corrigendum slip
no.11)
(c) IRS Bridge Substructure and Foundation Code-2013 (including Addendum &Corrigendum
slip no.11)
(d) RDSO Seismic Code for Earthquake Resistance design of Railway bridges-2020 (including
Addendum &Corrigendum slip no.01).
(e) IRS Steel Bridge Code 1962 (reprint - 2017) up to CS 24
() IRS: Welded Bridge Code for steel bridges carrying Rail, Rail cum Road, and pedestrian
traffic (Revised 2001)upto CS- 02
(g) Indian Railway Standard Specification for Fabrication and Erection of steel girder bridges and
locomotive turn tables (IRS B1-2001) upto CS - 11
(h) RDSO Report No: BS 111 (R) (Rev 7)- Guidelines for use of High Strength Friction Grip
(HSFG) bolting assemblies on bridges on Indian Railways
The design criteria shall be revised if prior to start of designing work the provisions are changed
either due to issue of new/revised code or issue to further Addendum/Correction slip. Apart from the
above, the designer shallverify the Codal provisions mentioned herein with the detailed description/
procedure given in the referred code before taking up design work. In case of discrepancies,
information shall also be given to Railway stating discrepancies and correct provisions.

SE|DA/ui
Chiet Engineer/ConstKYO-Project

n,Giwahat1-11(Assam)

a, Mali
18
NE Raitlv
 Sub
SN. Combinations of Loads & Bridge Structure &
Codal Provisions
Forces Rules Foundation
Code
1 Density of materials (Ref. IS :875 PartI).
Dead Load (DL) 2.2 5.2
For Details refer CI. No.2.9.1.1
2 Super Imposed Dead Load For Details refer CI. No. 2.9.1.2

(SIDL)
3 25 t -2008 loading shall be considered.
Live Load (LL) 2.3 5.3
For Details refer CI. No. 2.9.1.3
13.7 tUm having a uniform distribution of
Live Load Surcharge (LLS) 5.8 3.0 m at foundation Level
For Details refer CI. No. 2.9.1.4
5 CDA =0.15 +8/(6+L) subjected to
Dynamic Augment (l) 2.4 5.4 maximum of 1.0
For Details refer CI. No. 2.9.1.5
6 Forces due to Curvature and Not Applicable in this case.
2.5
Eccentricity of Track (CF)
7. Live load on Walkway/Footpath2.3.2 For Details refer Cl. No. 2.9.1.7
(LLW)
Coefficient of thermal expansion: Steel &
concrete= 11.7*10^-6 per 1°C as per
Temperature Effect 2.6 5.5
clause 2.6.2 of IRS bridge rule.
For Details refer CI. No. 2.9.1.8
9 Braking and Tractive force as per
Longitudinal Force (LF) 2.8 5.5 appendix XXIV of Bridge Rule.
For Details refer CI. No. 2.9.1.9
10 Derailment Loads 2.14 Not Applicable in this case.
11 Ref: IS 875 (part- 3):2015.
Wind Loads 2.11 5.11
For Details refer Ci. No. 2.9.1.11
12 Ref: IRS Seismic Code 2020.
Seismic Loads
For Details refer CI. No. 2.9.1.12
13 Shall be considered for abutment.
Earth Pressure 5.7
For Details refer Cl. No. 2.9.1.13
14 Earth Pressure due to 5.8.2 to Shall be considered for abutment.

Surcharge 5.8.4 For Details refer CI. No. 2.9.1.14

15
Earth Pressure increase due to
Dynamic effect willbe calculated as per
clause 22.1 of IRS seismic code 2020.
Seismic effect
For Details refer CI. No. 2.9.1.15

SSE/DRG/clmeç KYO-Pr
AENle Chief
Engineer
Curst
Guwd't:
)

Maligaon,
Railway,
N.F.
16 Shall be in direction parallel to pie and
Water Current (WC) 59 normal to pier
For Detats refer CI. No 2 9116
17 Hydrodynamic force (HY) Ret IRS Seismic Code 2020 CI no 10
For Detais reter Cl No 291 17
18 Buoyancy forces is calculated as per Ci
No. 5.10 of IRS Bridge Substructure &
Buoyancy Effect (B) 5 10
Foundation code
For Detais reter Cl No. 29.1.18
19 PORS Load 2.15 Not Appicable in this case
20 Ship Impact Load 2.16 5.11(A) For Details refer CI No. 2.9.1.20

2.9.1 Loads

The design shall be for various combinations of loads e.g., self-weight, superimposed dead load
(SIDL), live loads and accompanying forces as per IRS Bridge Rules and correction slips as listed
below.

2.9.1.1Dead Loads
Dead loads shall be calculated as per clause 2.2 of IRS Bridge Rules 2014. The density of material
shall be as listed below in accordance with IS 875 Part I

Material Density
Plain Concrete 2.4T/m
Reinforced Cement 2.5T/m
Concrete
Structural Steel 7.85T/m
Rail 60 kg/m
H Beam Steel Sleepers 93.8 kg/nos.
Sleeper Density 1750 Nos per km (For load calculation purpose only)
Sand filling 19 kN/m
Wearing Coat 2.2T/m

If there is a requirement for using data from the code which is in MKS units, the same will be used
by applying a conversion factor 1kg= 9.81 N.
In calculation the weight of superstructure, the weight of chequered plates for walkway, structural
members for walkway and weight of trolley refugee will be considered under DL.

Project
KYO
Const
Eng1nee 11(Assam)
Chie' Guwahat1-
Magaon,
Raiway,
NF
 2.9.1.2 Superimposed Dead Load (SIDL)

SIDL for non-ballasted double track main bridge (For rail Cross section Track see Fig. 3)
a) Rail weight: -0.60 (KN/m) 2 2 = 2.4 KN/m

b) Guard Rail weight: =0.52 (KN/m) 2 2 - 2.08 KN/m

c) Sleeper: = 1750 (Nos/Km) 93.8 (Kg/nos.y100000 "2 *1.2 -3.94 KN/m

d) Services: = 10 KN/m

e) OHE load 13 Kg/m per track = 0.26 KN/m

Total SIDL for main bridge = 18.68 KN/m

STRNGEP

Fiqure 3: Rail Cross Section of Track Loads for Single Track Lood

2.9.1.3 Live Load

(a) Railway Loading:

The bridges are designed for 25T Loading of 2008, double line BG track. The maximum axle load is
25 tonnes as per appendix XXIl(sheet 1 of 4 to 4 of 4) of IRS bridge rules- 2014. Equivalent Uniformly
Distributed Loads (EUDL)shall be as given in appendix XXIIl and XXIII (a) of IRS Bridge Rules.
Train load of 91.53 kN/m (9.33Um) on both sides of locomotive shall also be considered as per clause
2.3 (a) of bridge rules 2014. The Co-efficient of Dynamic Augmentation (CDA) will be adopted as
specified in IRS Bridge Rules.
Live load of maintenance personnel on the gangway is not considered along with train live load.
However, the same will be considered for the design of gangway structures, namely the top plate
and the support channels.

Along with the vertical load the longitudinal forces due to braking and the traction will be considered
in the design. As per Clause 2.9.1 of IRS Bridge Rules, the lateral load due to racking force need
not be taken into account when calculating stresses in the chords or flanges of main members.

Sselatms SEl DR4lc/eç

Axewl
Hence a lateral load of 600kg/m is considered for the design of bracings, stringers and cross beams
only.

For effective spans more than 20m, lateral loads due to wind and racking forces shall be considered
as 900kg/m as per clause 2.9.2 of IRS Bridge rules.
The live load on gangway including dynamic effect shallbe 490 kg/m² as per clause 2.3.2 of bridge
rule.

The following Live load cases are considered for the design of superstructure, Substructure and
Foundation.
Load case 1: Only Single Track with one span loaded.
Load case 2: Only Single track with both spans loaded.
Load case 3: Both tracks oaded with one span loaded.
Load case 4: Both tracks both spans loaded.

(b) Highway Loading:

Roadway live loads for non-fatigue analyses are considered as per IRC:6 2017. The following load
cases are considered for the analysis.
a) 3 lanes of Class A
b) One lane of 70R placed at the minimum transverse clear spacing of 1.2 malong with one lane of
Class A

c) One lane of 70R placed symmetrically with respect to the centre of bridge
d) One lane of Class 70R placed at extreme eccentric position (transversely)
e) One train of SPV Loading (385 t) placed at eccentricity of 0.3m from centre of deck
Supplementary superimposed dead load for resurfacing of carriage way shallalso be considered
for design.
f) Congestion factor to be considered as per Cl. no 204.4 of IRC-6: 2017
The impact forces willbe considered as per IRC-6:2017.While combining highway loading with train
loading, no impact on highway loading will be considered as per Cl.2.3.3.1(a) of IRS Bridge Rules.
The railingshall be designed for horizontal and vertical loads of 150 kg/m as per clause 206.5 of IRC
6-2017. Crash barrier shall be rigid concrete type. They shall be designed to withstand the impact of
300 KN vehicle at 60 kmph at 20 degrees of angle of impact.
Below the footpath a nominal load of 100-kg/m on each side is considered for carrying services.
Load of 450 mm diameter oil pipeline on either side beyond crash barrier shall also be considered.

esERR /c(es 22 AxEwlc

Project
Engineer/Const./KYO
13.12.24 Chief
Guwahal1-11(Assam)
Maliga0n,
Railway,
NF
(c) Live Load Combinations

In the design of bridge members as per clause 2.3.3 of IRS Bridge Rules full train load with inpact
will be combined with highway loading without impact.

" For checking deflection, full trainload with impact and full highway load without inpact will be
considered.

The individual floor system will be checked for the condition of full train loads with impact or full
highway loading with impact.
For calculating seismic effects only 50% of trainload without impact and 25% of highway loading
without impact will be considered.

Fatigue - Maximum and minimum of Train load (single track / double tracks) with impact and
80% of highway load without impact, to determine design stress range.

2.9.1.4 Live Load Surcharge

As per clause 5.8 of IRS bridge Substructure and Foundation Code, Earth Pressure due to
surcharge is calculated is given below.
As per Table- 3 of IRS bridge substructure and Foundation code,

S= Surcharge for 25 t loading: 13.7 tUm, having a width of uniform distribution 3.0m
2.9.1.5 Dynamic Augmentation
The augmentation in load due to dynamic effects is considered by multiplying the live load by a
Coefficient of Dynamic Augment (CDA) as per clause 2.4 of IRS Bridge Rules and 5.4 of IRS
Substructure and Foundation code. For two tracks the calculated CDA shall be multiplied by a factor
of 0.72 and shall be subjected to a maximum of a 0.72 as per 2.4.1.1(b) and (e) of IRS Bridge Rules
2.9.1.6 Forces due to curvature and Eccentricity of Track

Nil.

2.9.1.7 Live load on Walkway/Footpath:

For rail cum road bridge, live load on footpath for design of main girders shall be taken as 195 Kg/m?
as per clause of 2.3.2.3 of IRS bridge rules. For design of foot path, live load intensity including
dynamic effect shall be taken as 415 kg/m². as per 2.3.2.1 of lIRS bridge rules except that, where
crowd loading is likely, this may be increased to 490 kg/m².

Engineer Const/KYQ-Pro,
Chief Guwahati-11(Assam)
Railway,
Maligaon,
NE.
2.9.1.8 Temperature effect
Temperature loading is calculated as per cause 2.6 of IRS bridge rules. Critical temperature and
differential temperature effects shall be determined and applied.

Coefficient of thermal expansion: Steel &concrete = 11.7*10o per 1°C as per clause 2.6.2 of IRS
bridge rule.

A temperature variation of +3°C to +40.3°C will be considered as per isotherms of shade air
temperature given Appendix Ffor allstructures. For truss steel structure extreme range of effective
bridge temperature and expansion calculation is considered as per table 15 &clause 215.2 of IRC
6-2017.

Atemperature difference within superstructure shall be considered from as per clause of 215.3 of
IRC6-2017 of allstructures. (Refer Tables 15a,15b &15c and Figs. 15a,15b &15c).
Other secondary efects due to creep and shrinkage of concrete are also to be considered.
2.9.1.9 Longitudinal Force
The longitudinal loads shall be considered as per clause 2.8 of IRS Bridge Rules.
a) Tractive force of the driving wheels of locomotives
b) Braking force

c) Resistance to movement of the bearings

d) Forces due to continuation of LWR/CWR Over the bridge.

(ab) Tractive and braking forces: The longitudinal forces due to the above forces shall be as per
appendix >XXIV of IRS Bridge Rule. Longitudinal forces due to tractive effort of wheels of locomotive,
braking forces resulting from action of brakes and resistance to the movement of the bearing due to
temperature forces shall be considered in the design as per clause 2.8 of Bridge Rules. Five different
combinations of the coupled locomotives and wagons as prepared for the 25 t loading as per
Appendix XXIV of IRS bridge rules with corresponding tractive efortbraking force per loco shal be
considered and the calculated longitudirnal force shall not be increased due to dynamic effects.
(c) Resistance to movement of the bearings due change in temperature or deformation of bridge
girder shall be accounted as per clause 2.7 of IRS Bridge Rules 2014.
For a simply supported span with fixed and free bearings (other than elastomeric type) on stiff
supports, horizontal forces at the bearing level in longitudinal direction shall be greater of the
following:

24
Axealc fr (f1:)/hHT91-4fiI
Chiet Engineer!Const./KYQ-Project
TaIA-z2(3F44)
IfiA, Guwahati-11(Assam)
yatm iH A, Mal1gaon,
NF. Railway,
 Fixed bearing Free bearing
i) F-p(Rg+Ra)) u(R+Ra)
or

FN2 + p°(Ro+Ra)
Where,

Fh Applied horizontal force

Rg Reaction al the free end due to Dead Load

Ro Reaction at the free end due to Live Load

Co- efficient of friction at the movable bearing.

(d) Forces due to continuation of LWRICWR over the bridge

For the Main Bridge, welded rails are provided from pier to pier with rail-free fastenings, and with
SEJ on each pier. The rail shall be box-anchored on four sleepers at the fixed end of the girder and
the girder is supported on rollers on one side and rockers on other. (Refer para 4.5.7.1 (i) and
corresponding Figure 4.5.7.1 (ii) of LWR manual. The LWR forces are to be considered as per the
provisions in IR codes and manuals. As per this arrangement, there will not be any forces due to
LWR as per clause 2.8.2.4.3 (g) of IRS Bridge rules. The braking and tractive forces only to be
considered and distributed to Fix and Free bearings. Hence LWR forces are not applicable.

2.9.1.10 Derailment load

Derailment loads is not applicable for main bridge due to non-ballasted deck as per clause on 2.14
of IRS Bridge rules.
2.9.1.11 Wind Load

Wind load for superstructure &substructure design for loaded &unloaded condition shall be as per
clause 2.11 of Bridge rules with reference to clause 6 of IS 875 (part 3): 2015. Design wind speed
shallbe derived as given below.

Design wind speed = V,=Voki "ka" ka* ka4

Where,

ky = Probability factor (risk coefficient- IS 875, 6.3.1) = 1.08

25

Chief Engineer/Const./KYQ-Proje:
Tacia-RR(3H4)
Guwahati-11(Assanm)
HIfa,
A,
yatar Maligaon,
Raibway,
N.F.
k = Terrain, height and structure size factor (1S 875, 6.3.2)

For Steel truss (height, z = 30 m) = 1.12(Category-2)

For Pier (height, z= 17 m)= 1.07 (Category-2)
k3 = Topography factor = 1

ky= Importance factor for cyclonic region = 1

Vb = Basic wind speed= 50 m/sec

Design wind pressure, P, = 0.6 *V?

Structure shall be considered unloaded when wind pressure at deck level exceeds 150 kg/m´as per
clause 2.11.2 of IRS bridge rules.

For wind pressure calculation, Exposed area of superstructure shall be calculated as per clause no
2.11.3 of IRS Bridge rules.

Wind forces on substructure shall be calculated as per clause no 209.4 of IRC 6-2017.
2.9.1.11 Seismic Forces

Seismic forces shall be calculated as per IRS Seismic Code for Earthquake Design of Railway
Bridges: 2020. As per Seismic Zoning map Fig. 1a &Annex - E of IRS Seismic Code 2020, the
project lies in seismic zone V.

Seismic resistance design and calculation methodology of bridge shall be carried out based on
IRS seismic code 2020, "Seismic code for Earthquake Resistant Design of Railway Bridge". This
code also covers load combination and ductile detailing aspects.

General Principle
Seismic analysis of bridges shall be conducted according to the guidelines givern in IRS seismic
code 2020. Wherever IRS seismic code is not clear then IRC: SP 114 -2018 may be folowed. The
seismic actions are calculated as per clause 9 of IRS seismic code 2020. Out of four method, two
methods, viz., elastic seismic co-efficient method and spectrum response method are discussed
here.
Generally, elastic seismic co-efficient method is adequate for the design of bridges. In this
method the first fundamental mode of vibration is obtain and corresponding acceleration is
read from the acceleration/response spectrum given IRS seismic code 2020.

Estimation of seismic forces using the spectrum response, defined hereafter.

26
HAfrr(f:) hHTO|-yfiI
Project
Ayeulc Q
Taa-R(3T44)
Eng1neer'Const..h
Hfia, Guwahat1-11(Assam)
Chief
13-12.24 H4,
yatiRailway,Maligaon,
NE.
Fundamental mode of vibration (Natural Period Calculation)
Where the vibration unit of sub-structure can be idealized as a single cantilever pier carrying
the superstructure mass, resting on well, pile or open foundation, the fundamental period shall
be calculated from the equation given in clause 8.1 of IRS seismic code 2020.

T= 2n
Where,

Horizontal displacement at the top of pier due to horizontal force (= mg)

m= Lumped mass at the top of pier.
In general, pier shall be considered fixed at the foundation level. However, in case of soft soil
or deep foundations, soil flexibility may be considered in the calculation of natural period as per
Clause 6.4 of IS: 1893 (Part 1). Moment of Inertia may be considered for calculation of time
period. In case of RCC bridge piers, 75% of gross moment of Inertia may be considered as
cracked moment of inertia, in absence of detailed calculation. For other types of bridges, where
idealization by a single cantilever pier model is not possible, the natural periods of vibration
may be calculated by free vibration analysis of an appropriate mathematical model of bridge
superstructure, bearing, sub-structure, foundation and soil.
Response Spectrum Definition
The spectrum given in IRS seismic code 2020 represent the spectral acceleration as a function
of time period taking into the account of ground motion intensity. Figure 1 given in lRS seismic
code 2020 (reproduced here as Fig. 4) shows the variation of spectral acceleration coefficient
(S/g) with time period of the structure for 5% damping, Response spectrum used for seismic
calculation shall be as per IRS seismic code 2020. In Response spectrum method an
appropriate mathematical model consisting of lumped mass system using 2D beam elements
are formulated in standard software. The mathematical model suitably represent the dynamic
characteristics of superstructure, bearings, sub-structure, foundation and soil/ rock springs. The
natural frequency, mode shapes and forces are determined using the standard software.
The design acceleration response spectrum represents the expected ground motion (Design
Basis Earthquake) divided by the factor R/I.

As
i f r( :)5PHSI-YfoAI
ChiefEngineer/Const./KYO-Project
(344)
27 Assam)
Maligaon, Guwaha.
NF. Railway,
 (Sa/g)3.0
Type (Rock, or Hard Soi)
Coefficient
2.5 Type # (Medium Soil)
Type (Sot Soif)

2.0
Accelaration
1.5

1.0
Spectral

0.5

0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0

Period(s)
Figure 4 Response spectra for rock and soil sites for 5 percent damping
Design horizontal seismic coefficient shall be calculated as per clause 9.4.1 of IRS Seismic
Code 2020. DBE shall be considered for the earthquake force calculations.
An= V2* VR Sa/g

where,
Z= 0.36 for zone V
As per the data obtained, the minimum distance of Saraighat Bridge over River Brahmaputra
at Guwahatifrom the active fault line is approximately 41.61km. Hence the Near Source Eftect
need not to be considered. Please refer Annexure A for the details of information about the
fault line.

Importance factor = 1.5 (Main Bridge) as per Table 2 of IRS

seismic code 2020

R= Response reduction factor as per Table -3 of IRS seismic code

2020 for various mentioned below:

Sr. No. Structural, Component or Connection R

1. superstructure 2

2. RCC Pier (framed construction) with ductile detailing 4

3. RCC Pier (cantilever type) with ductile detailing 3

4. RCC Abutment 2.5
5. Foundation 2
6. Expansion joints &seismic stoppers 1

7. Bearings 2

28

shhee Axewlc
Cons KYO
Project
Chief Enginee
Guwahati-11(Assam)
Maligaon,
NE Railway,
 S/g= Spectral Acceleration as given in IRS seisrnic code 2020 for
5% damping
Seismic Force (F) as per clause 9.2 of IRS Seismic Code 2020.

F= AnW

No live load shall be considered for calculation of seismic weight in longitudinal direction whereas
for transverse &vertical direction 50% of the live load shall be considered (without impact factor) as
per clause 7.1 of IRS Seismic Code 2020. Load combinations shall be as per clause 7.2 of IRS
seismic code 2020.

Vertical Seismic Coefficient

Vertical components of seismic forces shallbe calculated as per clause 7.4.1 of IRS seismic code
2020. The vertical seismic coefficient shall be taken as two third of the horizontal seismic coefficient
as per cl. no 7.4.2 of IRS seismic code 2020.
Seismic Combinations:
As per IRS seismic code, the followingseismic combinations shallbe considered:
a) +EL, +0.3ELy + 0.3EL,
b) +0.3EL, t ELy + 0.3EL,
c) +0.3ELyt 0.3ELy + EL
Where,
EL, =force resultant due to ful design seismic force along x direction,
ELy =force resultant due to full design seismic force along ydirection,
EL, = force resultant due to ful design seismic force along z direction,
For calculation of displacement of any element of bridge or bridge as a whole due to seismic,
response reduction factor of 1.0 shall be taken. The seismic force due to live load shall not be
considered when acting in the direction of traffic but shall be considered in the direction
perpendicular to traffic. The live load on Railway bridges, to be considered as seismic mass, for
calculations of earthquake loads in both horizontal and vertical direction, shall be taken as 50
percent of design live load (without impact). In Load combination also, only 50% of the Live load
shall be combined with earthquake load along with Dead Loads. The seismic forces due to design
basis earthquake (DBE) should not be combined with design wind forces. The scour to be
considered for design shall be based on mean design flood. In the absence of detailed data, the
sCour to be considered for design shall be 0.9 times the maximum design scour depth.
2.9.1.13 Earth Pressure

Earth pressure behind any retaining structure shall be calculated in general on the basis of clause
5.7 of IRS Bridge Sutbstructure &Foundation Code.

hYroje
Chet in
Waliat1 11(k
Majdu
Raiiway,
N.F.
The engineering properties of backfill materials are as per clause 7.5 of IRS Bridge Substructure &
Foundation Code. Dry and saturated condition of the soil will be considered for design. All earth
retaining structures, like Abutments, return walls, Wing Walls shall be designed for active earth
pressure.

While calculating the earth pressure both dry density and saturated density of earth shall be
considered, and worst effect shall be taken for design. In the case of provision of weep holes, the
water pressure will not be considered as the water willbe released through weep holes. Graded filter
will be provided behind the wall as per the provision of IRS substructure code and IRC: 78.

As per clause 5.7 of IRS Bridge Substructure and Foundation Code the active earth pressure is
calculated as given below.
Active Earth Pressure (Pa): = 0.5 "ka' w h^2

The general condition encountered is ilustrated in Fig. 5.

V3
R

Figure 5: General condition encountered for active eorth pressure.

=
angle of internal friction of back fillsoil shall be as per design requirement. Generally, it should
be 35 degrees as per Table 1 clause 5.7.1.8 of IRS Substructure code (Backfill material shall
be granular as per clause 7.5.1 of IRS Bridge Substructure and Foundation code &GE: R
50).
V3 for concrete structures

a = 0° as the face of the wall is vertical

0= Angle which earth surface makes with the horizontal behind the earth retaining structure.

W= unit weight of soil

30

/KYQ-Project
AxeNlc Chief Engineer
Const

13.12.24
Guwahati-11(Assam)
Railway, Maigaon,
N.F.
 Coefficient of static active earth pressure as per clause no 5.7.1 of IRS Substructure code
Cos (0-u)
K, -
Cosul
S1n +ö)Sinh-)

Ko = Co-efficient of Passive Earth Pressure as per clause no 5.7.1.6 of IRS Substructure code
Cos'( +4)
K,= Snt +o)Sin( +)
Cos uCos(a

Ko = Earth Pressure at rest =1 - sin

2.9.1.14 Earth Pressure due to Surcharge

Earth pressure due to surcharge on account of live load and dead loads shall be considered as per
IRS sub-structure code lause 5.8.

S= Surcharge for 25 t loading (13.7 Um) having a width of uniform distribution 3.0 m at
formation level

V= Surcharge for Dead Load:

The horizontal active earth pressure P due to surcharge, dead and live loads per unit length on
abutment will be worked out for the following two cases.

Case-1: When depth of the section 'h' is less than equal to (L-B)
Case-2: When depth of the section 'h' is more than (L-B)
Where,

L=Length of the retaining structure

B- Width of uniform distribution of surcharge load at formation level.
h= Depth of the section belowformation level
Case-1: hs(- B) (Refer Fig. 6)
The active earth pressure diagrams are as under:
Force due to active earth pressure on abde,
P1 -(S+ Vy(B+h)*hKa acting at h/2 fromsection under consideration.
Force due to active earth pressure on bcd,

KYQ Proje 4)
orst
AxeNlc iginee
Chet Guwahati-11(ssam)
Mal1gaon,
Railway,
N.F.
P2 =((S + V/(2B'(B+h) *h? K, acting at 2h/3 from section under consideration

FORMATION K6NORNAL
TO BACH
LEVEL FACE
OFSTRUCTURE
saNORIw
TOBACK
FACE
OFSTRUCTURE

ACTVE EARTH PRESSURE POINT OF APPLICATION AND

DIAGRAM DIRECTION OF ACTIVE EARTH PRESSURE

Figure 6: Active eorth pressure diagrams for Case-1: h < (l- B).

Case-2: h> (L- B) (Refer Fig. 7)

P1 = Force due to active earth pressure on "abdefg"
P2= Force due to active earth pressure on "bcd"

P1-(S+ VL) "h *K, acting at h/2 from section under consideration.
Force due to active earth pressure on bcd,

P2 =(S + V) (L-B)?/(2BL))° K, acting at [h-(L-B)/3] from section under consideration.

S and Vare assumed to act at a height of h/2 from base of the section under consideration.
Surcharge due to live load and dead load may be assumed to extend up to the front face of the
ballast wall.

Axgl
Chief Engineer/Const KYO.Project
t , AIfTia, yaze-R(3R0)
FRailway, Maigaon, Guwahat1 11(Assam)

32
 BACK
FACEOF
NORMAL STRUCTURE
TO
6
BACK
TO
P ACEGF
NORMAL STRUCTURC
S

ACTIVE EARTH PRESSURE POINT OF APPLICATION AND

DIAGRAM DIRECTION OF ACTIVE EARTH PRESSURE

Fiqure 7: Active eorth pressure diograms for Cose-2: h >(L- B),

Earth pressure due to Surcharge on Return walls

The earth pressure due to surcharge on return walls of Box type abutments may be asSumed to be
dispersed below the formation level at a slope of one horizontal to one vertical.
The pressure due to live load and dead load surcharge shallbe calculated by the formula:

P, = [(S + V)'hxkaV(B + 2D)

This pressure will be assumed to be acting at a distance of ht/2 above the section considered as
shown in Fig. 8.

-FORMATION LEVEL

45

SECTION C-C

Figure 8: Distribution of pressure on return wol.

Earth Pressure due to Surcharge on Wing walls/ Retaining walls.

The wing walls are subject to the sloping surcharge due to the fill. In such cases, h should be
measured from the point at the extreme rear of the wallat the base to point on the surcharge line

33 A
Cons/KYG
SSE/IRAJcln, ng:nee
Ssam)
AxENlc Chiet t
jdon
Cuwana.
Ra1lway,M.
N.F.
vertically above the former as shown in Fig. 9 and horizontal earth pressure P2 may be worked as
follows.

P, = 1/2Wh(h + 2h, )x Ka
Where.
ha 1/3 Cotd tana x h
Angle of earth surcharge with the horizontal
Angle of internal friction of the backfill soil
W Weight of backfill per cubic meter
Portions of a wing wallwhich fall within the 45° distribution of surcharge as illustrated in Fig. 9 shall
be designed to carry an additional earth pressure due to surcharge in accordance with the formula
given above.
Where semi empirical methods are used to determine the earth pressure, the effect due to surcharge
shal be computed by the formula given above, considering values of K, as per clause 5.8.5 of IRS
code bridge substructure &foundation.

-FORMATION LEVEL

SECTION

Figure 9: Distribution of pressure on wing/retoining woll.

2.9.1.15 Earth Pressure increase due to Seismic Effect:

Dynamic earth pressure to earth fill behind structure shall be calculated as per Clause 5.12 of IRS:
sub-structure and foundation code.
The dynamic active earth pressure due to earth fill as per clause no 22 of IRS seismic code 2020
will be calculated by
Pa =%"C.'W'h?
where,
Pa = Active earth pressure per unit length of wall;
W= Unit weight of soil;
h= height of wall;

34

Chief Engineer/Const KYQ-Project

N.F. Railway, Maligao Guwanati-11(Assam)

 (1ta,)Cos'($-a-A)
CosA CosaCos(a +5+A)|1 Sin(o+5) Stn(-1-A
Josta+6+à)costa
Cp = Co-efficient of active Earth Pressure in seismic case, maximum of
the two being the value for design,
=
angle of internal friction of back fill soil;

angle of friction between wall and earth fill;

angle which the earth surface makes with horizontal behind the earth
retaining structure;
a = angle which the back surface of earth retaining structure makes with
vertical;
A tan-1
1ta,

OLh = horizontal seismic coefficient; and

Ly = vertical seismic coefficient
From the total pressure computed as above subtract the static active pressure obtained by putting
an = ay = 0 in the expression given above remainder is the dynamic increment. The point of
application of the dynamic increment shall be assumed to be at mid-height of the wall.
Similarly, the dynamic passive earth pressure due to earth fill as per clause no 22 of IRS seismic
code 2020 will be calculated by
Pp =%"C,"W'h?
where,
Pp = Passive earth pressure per unit length of wall;
W= Unit weight of soil;
h= height of wall;
(1ta,)Cos'(o+a-)
Sin(o+Ö)Stnto+1-A)
CosA. Cos²aCos(a +5+A)l1+ VCos(6-a+a) Cos(a-)|

Cp= Co-efficient of Passive Earth Pressure in seismic case, maximum of

the two being the value for design,
2.9.1.16 Water current forces:

For bridges subjected to horizontal force due to flowing water, the forces are computed on the basis
of Clause 5.9 of IRS bridge substructure foundation code. Intensity of water pressure is computed
based on formula in Cl: 5.9.2.1.

ChietEngineer/Const./nYQ-Project
TAIG-3(344)
SIE IOR(Jcl4 Guwahati-11(Assam)
ffa,
,
Maligaon,
yaf Railway,
N.F.
On piers parallel to the direction of water current the water pressure shallbe calculated by the
formula
P KAV?

Where.

P= Total pressure in kg due to water current.

A= Area in square metres of elevation of the part exposed to water current.
K= A constant having values for different shapes of piers (refer table 4 of IRS
concrete bridge code)
In the direction parallel to pier, Kshall be:

79, for square ended piers.

35, for circular piers or piers with semicircular end.

37, for piers with different triangular cut and ease waters, the angle included

between the faces being 60 degrees.

47, for piers with different triangular cut and ease waters, the angle included
between the faces being 90 degrees.

24, piers with cut-and ease- waters of equilateral arcs ofcircle at 60 degrees.
=
26, piers with arcs of the cut and ease waters intersecting at 90 degrees.
V= The maximum mean velocity of current in metre per second (6.235 m/s as
per NEHARI hydraulic model study report).
In the direction normal to the pier, 20% of the intensity of pressure calculated in a direction parallel
to pier shallbe considered. Point of application of load shall be taken as 1/3rd of distance between
the upper &lower wetted limits of the surface under consideration.

2.9.1.17 Hydrodynamic Forces:

Hydrodynamic force on substructure shall be calculated as per clause no 10 of IRS Seismic code
2020.

Hydrodynamic force on submerged portion of pier and foundation up to mean scour level shall be
assumed to act in a horizontal direction corresponding to that of earthquake motion. The total
horizontal force is given by the following formula:
36

Axêwlc Chief Engineer Corst KYO

Project
Guwahati-11(Assam)
NF. Railway, Maliyaon,
 F=CoAnW.
Where,
An= Design horizontal seismic coefficient;
W= Weight of the water in the enveloping cylinder;
Pwta'H,

unit weight of water;

H= height of submerged portion of pier,
a= radius of enveloping cylinder; and
Ce= Coefficient for hydrodynamic pressure distribution value as per Table 4 of
IRS Seismic code 2020

Values of Ce

H/a Value of C.

1.000 0.39

2.000 0.58

3.000 0.68

4.000 0.73

2.9.1.18 Buoyancy Effect

The Brahmaputra River is perennial. In the case of foundations of bridges where water perennially
present, buoyancy effect shall be considered as per Clause 5.10.1 of IRS Bridge Substructures &
Foundation Code for LWL and for HFL.

Full buoyancy shall be considered up to HFL or LWL, depending upon the most critical combination,
irrespective of soil type.
Stability against overturning: The effect of buoyancy up to HFL, shall be considered in the design
to check the stability of bridge foundations against any possible combination of forces.
Calculations of foundation pressure: In case of foundations of bridges where water perennially
present, buoyancy effect shall be considered above for LWL and also for HFL.
For design of submerged concrete structure, the reduction in buoyancy through pore pressure may
be limited to 15% of full buoyancy.

ChietEngineer/Const./KYQ-Project
3744)
Teteret-8?(
Guwahati-11(Assam)
Hfia,
tMaligaon,
,
yatar
Railway,
N.F.
2.9.1.19 PQRS Load

Notapplicable in this case.

2.9.1.20 Accidental (Ship Impact) Loading:
Vessel Impact Loading:
The foundation system shall be designed for Barge Impact forces as per IRC 6-2017. Pier P2 to P10
foundations shall be designed for impact of Class Vll vessel. As per annexure Eof IRC 6-2017, DWT
for class Vlis 8000 MT. The force is to be calculated based on the total displacement tonnage.
As per clause no 220.1, Note (b) below Table 21 of IRC 6-2017, Barge displacement tonnage is
taken as 15% of DWT. Total displacement tonnage is taken as 1.15°8000-9200T
Barge Impact Load:
Class of waterway VII
Vessel Displacement tonnage (DWT) 8000 T

Displacement tonnage for Empty/Unladen barge (We) 1200 T

15% of DWT (as per Note (b) below Table 21, IRC 6
2017)
Displacement tonnage for loadedfully laden barge
(W) 9200 T
(DWT+15% DWT)
Barge Tow Speed
Su (For Unladen Barge) (upstream and downstream
direction) 3.10 m/sec
SL (For laden Barge) (downstream direction) 4.20 m/sec
SL (For laden Barge) (upstream
direction) 3.10 m/sec
Calculation of Impact forces due to barge:
Displacement tonnage Unladen barge 1200 T
Laden barge 8000 T
Unladen barge (u/s &ds
Barge tow speed direction) 3.1 m/sec
Laden barge (d/s direction) 4.2 m/sec
Laden barge (ws direction) 3.1 m/sec
For Laden Barge:
Barge collision energy

38

AxENlc sfrr(f:)rHTHTA-YfiH
Chief Engineer/Cons1. <YQ-Projest
Guwahati-11(Assam)
N.F. Railway, Maligaon,
 KE 500 XCH XWX V2
8.52E+07 N-m
Barge damage depth(aa) 3100 x ([1 + 1.3 x 10 x KEJO5 - 1),
7672.7 mm
Barge Collision impact force 6.0 x 106 + 1600 x (as)
18276379 N
1827.6 T
Impact force on barge bow depth H as UDL (PH) 2610.91 T/m
For Unladen Barge:
Barge collision energy
KE 500 X CH X WX V2
6.05E+06 N-m
Barge damage depth(as) 3100 x ( [1 + 1.3 x 10-7) xKEjOS. 1),
1044.1 mm
Barge Colision impact force 6.0 x 106 + 1600 x (as)
7670574 N
767.1 T
Impact force on barge bow depth H as UDL
(Pe/H) 1095.80 T/m
2.9.1.21 Jack Down forces on Well

The wells are to be sunk by "Jack Down' method. The forces required to be put on top of well at
various stages are calculated considering the frictional resistance during the sinking.
Sinking Efiort =(Weight of the wel at the design depth -buoyancy) /Surface area of the well
Friction resisting sinking effort from soil = Friction coefficient Force due to Earth Pressure

Jack down force =Buoyant weight of the wel at given depth -Frictional force generated from soil
on outer side of the well steining.
2.9.1.22 Load Combinations and Permissible stresses

2.9.1.2.1 Load combination for design shall be as given below as per IRS Concrete bridge code:
Cornbination-1 - DL + SIDL+LL with dynamic augment + (Tractive or Braking and temperature
forces) + Forces due to curvature & eccentricity + earth pressure + water
current forces and buoyancy.

Combination-2a-- Combination - 1 + Wind - Railway Live Load - Longitudinal Forces (temperature,

Tractive &Braking)

Project
TAree-tt(3TH4)
Engheer/Const.KYO-
Guwahati-11(Assam)
ei,
Chief
I ,Maligaon,
AEleyattRailway,
N.F.
Combination-2b Combination -1 + Wind

Combination-2c - Combination - 1 + Wind (relieving effect)

Combination-2d - Combination -1+Erection Live Load +Wind -Railway Live Load -Longitudinal
Forces- (temperature, Tractive &Braking)

Combination-2e Combination - 1 + Seismic forces - Railway Live Load - Longitudinal Forces

(temperature, Tractive &Braking)
Combination-2f- Combination -1+Seismic Forces
Combination-2g- Combination -1 +Seismic force (with lower tactors or permanent Load)
Combination-2h - Combination -1 +Erection Live Load +Seismic Forces - Railway Live Load -
Longitudinal Forces -(Temperature, Tractive &Braking)
Combination-3a - Combination - 1 + temperature effects i.e. force due to restraint at bearings +
Differential temperature effect.
Combination-3b - DL + SIDL + Erection case with appropriate erection live loads which can operate
on any pat + Earth Pressure + Water Current & Buoyancy + temperature
effects i.e. forces due to restraint at bearings +differential temperature effect.
Combination-4 DL + SIDL + Earth Pressure + Water Current & Buoyancy + Temperature/
frictional restraint

Combination-5 DL + SIDL + Earth Pressure +Railway Live load+ Water Current & Buoyancy +
accidental Impact load
In addition to wind and centrifugal force, Racking forces shall be considered for design of stringer
and cross girders as per clause 2.9.1 of IRS Bridge rules 2014.

While considering derailment loads tractive / braking shall not be applied.

The appropriate load factors for SLS & ULS condition will be given as per IRS Concrete bridge code
2014.

Load factors for design of RCC structures are as per Table 12 IRS concrete Bridge code 2014 and
for steel bridges shall be as per IRS Steel Bridge code. However, the load factors for seismic load
case shallbe as per IRS seismic design code 2020.
ULS: ultimate limit state of collapse, SLS: serviceability limit state

a) SIDL shall include weight of rail, sleeper, guard rail and utility services etc. However, laying of
the track is not in the scope of the project.

40

sEIIA{/cG Axtallc
Cor st 1 oject
Chiet Eg1ne
Guwahati-11(Assam)
N.F. Raiway, Mal1gaon,
b) Wind and earthquake loads shall not be assumed to be acting simultaneously.
c) Live load includes dynamic effect, longitudinal forces, braking forces and forces on parapets.
2.9.1.2.23 Load combinations for substructure & foundation

The load combinations are adopted as per clause 5.13 of IRS Bridge substructure and foundation
as defined in the para above.

41
Cne' EngieerConst/KYQ-Project
Guwahati-11(Assam)
Maligaon,
Railway,
NF.
2.9.1.2.24 Service Limit States (SLS) Combinations
LOAD FACTORS FOR 1 2 3 5
SLS LIMIT STATE h e f h b
Dead Load 1.0 1.0 1.0 1.0 NA 1.0 1.0 NA NA 1.0 1.0 1.0 1.0
Superimposed Dead 1.2 1.2 1.2 1.2| NA 1.2 1.2 NA NA 1.2 1.2 1.2 1.0
Load
Live Load 1.1 1.0 1.0 NA 0.5 NA NA 1.0 0.75
Erection Live Load 1.0

Temperature
(i) Restraint against NA NA NA 1.0 1.0
movement
(i) Frictional restraint NA NA NA 1.0
(ii) Differential Effect NA NA NA 0.8 0.8
Earth Pressure 1.0 1.0 1.0 1.0 NA 1.0 1.0 NA NA 1.0 1.0 1.0 1.0
LL on Footpath 1.0 1.0 1.0 NA 0.5 NA NA 1.0 1.0 0.75
Derailment Load NA NA NA
Water Current 1.0 1.0 1.0 1.0 NA 1.0 1.0 NA NA 1.0 1.0 1.0 1.0
Hydrodynamic 1.0 1.0 1.0 1.0 NA 1.0 1.0 NA NA 1.0 1.0 1.0
Wind

()During erection NA NA NA
(iüi) with DL + SIDL only 1.0 NA NA NA
(ii)with DL + SIDL + LL 1.0 1.0 NA NA NA
Prestress 1.0 1.0 1.0 1.0 NA 1.0 1.0 NA NA 1.0 1.0 1.0
Seismic
()During erection NA NA NA
(iü) with DL + SIDL only NA 1.0 NA NA
(üi)with DL+ SIDL + LL NA 1.0| NA NA
Accidental Impact load 1.0

The SLS load factor for Creep &Shrinkage shall be 1.0.

In IRS load combinations, barge impact force is not considered. Effect of barge impact need not be
considered in SLS case as per clause no 220.10 and table B.1& B.3 of IRC 6-2017.

Axele
Chiet Engineer/Const./KYQ- Project
N.F. Railway, Malig aon, Guwahati-11(Assam)
 2.9.1.2.24 Ultimate Limit States (ULS) Combinations

Load Factors for 1 2 3 5

ULS Limit State C f h b

Dead Load 1.25 1.25 1.25 1.25 1.25 1.25 1.25 0.90 1.00 1.25 1.25 1.25 1.0
Superimposed Dead 2.00 2.00 2.00 2.00 2.00 1.50 1.50 0.80 1.2 2.00 2.00 2.00 1.0
Load
Live Load 1.75 1.40 1.40 0.5 1.40 0.75
Erection Live Load 1.30 1.00 1.30

Temperature
(i) Restraint against 1.50 1.50
movemnent
(ii) Frictional restraint 1.50

(ii) Differential Effect 1.15 1.15

Earth Pressure 1.70 1.70 1.70 1.70 1.70 1.70 1.70 1.70 1.30 1.70 1.70 1.70 1.0
LL on Footpath 1.50 1.25 1.25 1.25 1.25 0.75
Derailment Load
Water Current 1.40 1.40| 1.40 1.40 1.00 1.40 1.40 1.20 1.00 1.40 1.40 1.40 1.0
Hydrodynamic 1.40 1.40| 1.40 1.40 1.00 1.40 1.40 1.20 1.00 1.40 1.40 1.40
Wind
()During erection 1.25
(ii) with DL + SIDL 1.60
only
(iii)with DL + SIDL + 1.25 1.00
LL
Prestress 1.40 1.40 1.40 1.40 1.40 1.40 1.40 1.40 1.00 1.40 1.40 1.40
Seismic
)During erection 0.80
(ii) with DL + SIDL 1.50 1.50
only
(i)with DL+ SIDL + 1.20
LL
Accidental Impact 1.0
load

AxeNic )rATST-yfAt
ChiefEngineer/Const./KYQ-Project
TaIgia-(344)
i f( : Guwahati-11(Assam)
H HIfa,
AA, ;aon,
43
yatr
Railway,Ma'
N.F.
2.9.1.2.25 Load Combination Table for Steel Bridges
As per the IRS Steel Bridge code the design of super structure shall be carried out by working stress
method, all load combinations as done as per the clause 3.0 of Steel Bridge Code.
Load Combinations
In- Service Wind Seismic Fatigue Accid Erectiorn
ental
Comfort Long. Trans
Criteria
Loads V VI VI VII IX XI X
Permanent Loads
Self Weight of truss 1 1 1 1 1 1 1 1 1
Concrete Deck Slab 1 1 1 1 1 1 1 1

-Superimposed Dead 1 1 1 1 1 1 1 1 1 1
Load (SIDL)
Shrinkage and creep 1 1 1 1 1 1 1

Variable Loads
Road Traffic 1 1 1 0.20 0.20
Road Traffic Impact
Road Braking Forces 1 1 1 1 0.20 0.20
and Tractive Forces
-RailTraffic
(withwithout 1 1 1 0.50 0.50 1

centrifugal force)
- Rail Traffic CDA
1 1 1 1 0.50 0.50 1
(Impact)
Rail Braking Forces
1 1 1 0.50 0.50
and Tractive Forces
- Wind Load
1 1 1
(adverse/relieving)
- Temperature Effects
(change and 1 1 1 1 1
differences)
-Bearing Friction 1 1 1 1 1 1

-Temporary 1
Construction Load
-Seismic Forces 1 1 0.5
Other Variable Loads
Accidental Loads
- Loads on parapets,
1
crash barriers
Factor for increase in permissible stresses
Steel solid web As per 1.16 1.16 NA As per
1 1.16 1.16 1.25 1.25
members (RS) Eurocode appendix G
Steel truss members As per
1.16| 1.16 1.33 1.33 N/A 1.33 1.33
appendix G
1.40 1.40
(RS)
Deck slab (IRS) 1.15| 1.15 1.33 NIA 1.33 1.5 1.5 1.5 1.33 1.5

ssks 44
Axewlc
Chiet tg1neer Const kVC rcect
1B.12.24
MVewlisH NF. Railway, Maigacon, Guwavat1-11(Assam)
2.9.2 Geotechnical Design of Foundation:
2.9.2.1 Foundation shall be designed in accordance with clause 6.0 of bridge Substructure and
foundation code adequately against any expected failures as listed below.

Satety against lailure

Sately against settlement
Allowable bearing pressure

2.9.2.2 The foundation to be checked for minimum &maximum pressure effect up to HFL &LWL
due to buoyancy.

2.9.2.3 For determination of allowable bearing capacity clause 6.3, 6.4, 6.5, and 6.6 of IRS
substructure and Foundation code shall be referred.

2.9.2.4 Safety against overturning and sliding: The following factors of safety shall be ensured for
stability under combination of loads as per cl 6.8.1 of IRS substructure and Foundation code.
a. Against Overturning: For combination (1), the value is 2.0 and for combination (l) or (ll), the
value is 1.5.

b. Against Sliding: For combination (1), the value is 1.50 and for combination (W) or (),
the value is 1.25.

2.9.3 Material

2.9.3.1 Concrete

The grade of concrete shall be as per IRS Concrete Bridge Code 2014 Clause No.5.4.4. The
minimum grades of concrete shall be adopted as given below. Properties of material shall be as per
IRS CBC.

M40 for Well Foundation

M45 for Pier, Piercap, Abutment cap, Return wall.

M45 for Pedestal, Seismic Arrestor, Road Deck

M20 for PCC mud mat / leveling course

The minimum content of cementitious material in concrete shallbe as given in cl 5.4.5 Table 4(C) of
IRS Concrete Bridge Code limited to the maximum of 500kg/m?.

Orect

Chiet En 44)
1Assam)
Maligaon, Guwah
N.F. Railway,
2.9.3.2 Reinforcement (Un-tensioned steel, HYSD)
Reintorcement bars of grade Fe 500D conforming to IS. 1786-2008 and as specified in clause 4.5 of
IRS concrete bridge code having minimum elongation of 14.5%.
Young's Modulus: E, = 200,000 MPa
Yield Stress: f , = 500 MPa

2.9.3.3 Structural Steel

The grade of structural steel for superstructure shall be conformingto IS: 2062-2011 and to be read
with IRS- B1-2001.

The grade of structural steel for cutting edge in well foundation shal be E250 Grade BR conforming
to IS: 2062-2011 to be read with IRS- B1-2001.

2.9.3.4 Effective sectional area of Compression members:

Efective cross-sectional area of a member in compression shall be calculated as per c.5.2.1.1 of

IRS Steel Bridge code and clause G7.2.2.3 (ii) of IRC: 24-2010 or clause 511.3.2.3 (ii) IRC 24 -
2001 (which deals with working stress method of design) for which the effective widths of plates for
welded members for all grades of steel shall be computed based on following formulae.
For b/t not above 30, be= b

where b= width measured between the weld connecting to other part of the section.
be= Effective width of plate

t -Thickness of the part.

For b/t above 30, be-(40t(bt-18)y (b/t-14) With maximum value of b/t =80.
2.9.3.5 Welding:

Flange and web of a built-up section, subjected to flexural moments along with axial forces
i.e., for chords & web members (verticals) shall be connected with each other by Full
penetration butt weld (Complete Joint Penetration) as per clauses 5.2 &5.4 of IRS Welded
Bridge Code and relevant Euro codes.

However, flange and web of built-up section diagonal members, may be connected with each other
by fillet welds.

Flange to web connection of dynamically loaded components like stringers and cross girders
shall be butt welded T- joint as per clause5.1 &Fig. 7of IRS Welded Bridge Code.

Axewle
Chief Ençine"Const AYC Project
a,naiEI-t?, sTHA)
yatr Guwahati-11(Assam)
NF. Railway, Mal1gaon,
 Automatic submerged arc welding (SAW) shall be employed for all flange to web joints and
wherever practicable. Where SAW welding is not possitble, FCAW should be done. All filed
welding should be FCAW.
All welding shall be done in conformity with IRS: B1, IS: 9595, AWS D 1.5 unless noted
otherwise.
SAW welding consumables should confirm to IRS M-39: 2020 and FCAW welding
consumatbles should confirm to IRS M-46: 2020.
Allwelding procedure should be as per IS 7307 &Welder should be qualified as per IS 7310
2019

2.9.3.6 Shear studs

Shear studs shallbe provided as per RDSO Guidelines for Composite Construction Including Stud
Shear Connectors BS-115 (R-1).
2.9.3.7 Connection bolt including HSFG:
Connection bolts shallbe provided as per IRS Steel Bridge Code &HSFG bolts shall be provided
as per RDSO guidelines for use of High Strength Friction Grip (HSFG) bolting assemblies on
bridges on Indian Raitways BS-111(R-7).
2.9.3.8 Surface preparation & Painting
Presently corrosion protection is being provided by periodic painting of surface exposed to
atmospheric action. This is a recurring phenomenon and also involves maintenance supervision.
The quality of paint chosen shall be as per standard specification laid down by Indian Railways or
as per ISO 12944. This detailed specification for painting shall be provided in the Detailed Design
phase of this project.
2.9.4 Construction Tolerances for concrete structures & steel structures

The construction tolerances for concrete structures shall be as per Clause 6.5 of IRS Concrete
Bridge Code and manufacturing tolerances for steel structures as per clause 13, 23 &31 of IRS
specification for fabrication and erection of steel girder bridges and locomotive Turn- Tables (IRS
B1-2001) &EN 1090-2: 2018+A1:2024.

2.9.5 Design of Superstructure

Proposed Superstructure is nonstandard RDSO span and shall be designed specially. Necessary
approvals etc. asS per tender provisions shall be taken.

Ss/pale|ne
A%eule Engineer/CorntKYr
roject
-ucel-R(344)
11(Assam)
Chief Guwahati-
?1,
Railway,Ma
N.F.
2.9.6 Method of Analysis &Design of Superstructure:
The analysis will consist of modeling the superstructure, application of the loads and forces and
compilation of the design forces for each elerment of the truss. Each normal span is 121.0 m long
and is designed as a steel truss with concrete deck as a part of composite top chord. The truss is
standard Warren type. Adual track railway is carried in between the two planes of trusses at the
level of the bottom chord while the roadway is carried on an RCC deck at the top.
The analysis to be carried out willbe based on the arrangement for load transfer to the main trusses
and also on the proposed construction scheme.
2.9.6.1 Load Transfer

The railway loading is carried on top of rails at the level of the bottom chord. These rails rest on
sleepers that are supported on longitudinal stringer beams. The stringer in-turn transfers the loads
onto the cross girders that are connected to the bottom chord of the truss at nodal points.
The load of the entire roadway portion is transferred to the top chords by the concrete deck slab,all
along its lengths.
Wind and seismic forces act in the transverse direction. These forces are transferred to the bottom
chord and to the bearings as a space frame complete with side trusses, top deck, bottom chord
bracings and end portals.

2.9.6.2 Construction Scheme

The steel truss will be first erected or launched over the spans. The concrete deck will be cast next.
The formwork required shall be supported from the steel truss and the entire load of concrete deck
willbe carried by the steel truss alone. Once the concrete atains adequate strength and behaves
as a composite truss, the other imposed dead loads consisting of road and railway fixtures will be
erected. The construction sequence and method should be considered in the design of individual
members.

2.9.6.3 Modeling of The Superstructure

Salient features of the Beam Model:

Linear elastic three-dimensional structural beam models will be adopted as found appropriate
for loadingcases and their combinations.
The modeling of the superstructure shallbe carried out by any standard software.
The first beam model is to be created for the temporary conditions where the steel truss alone
is loaded; this henceforth shall be referred to as the steel model.

SEIORlne Axelle Chiet Entineer.Cot.st. KYO-Project

13.1L.24 N.F. Railway, Maliyaon, Guwahati-11(Assam)

 The second beam model is to be created for the permanent condition where the cofmposite
action takes place and henceforth shall be referred to as the composte model Tho
composite section properties shal be calculated using proper values of Es and Ec. For Ec
creep effect is considered for long term structural action and Ec will be reduced to Ed3 This
reduction factor (3) is referred as 'n'.
Hence modular ratio will be: E/Ec or (Es/Ec/3) depending on the load case

Alimodels shall consist of beam elements.

All loads applied shall be static loads.

Joints

In the plane of the truss all joints are modelled as moment transferring.
The jointing of the stringers to the crossbeams is moment resistant.
The jointing of the crossbeams to the top &bottom chord is moment transferring.
Material Property:
E steel (Es) =2.11 x 105 N/mm?

E Concrete (Ec) -32500 MPa

Modular ration(m) = Es /(Ec)'n

Loads and Application
Since the analysis has to be done considering the construction stages, the various stages of analysis
are identified as:

Loading Cases Effective Section

Permanent Load
a) Self-weight of truss Steel
b) Dead load of RC deck Steel

C) SIDL due to WC parapets etc., on Highway Composite (n=3)

d) SIDL due to rail track, stringers, sleepers etc., Composite (n=3)
e) Effect of creep &shrinkage of concrete deck on Composite (n=3)
Composite truss
Live loads

) Train live load Composite (n=1)

Highway vehicle load Composite (n=1)

ffn(f:).G8-f
ietEngneerConst./KYQ-Project
Guwahati-11(Assam)
Axete
Maigaon,
Railway,
N
 h) Pedestrian load Composite (n=1)
Transient load
i) Wind load on composite truss Composite (n=1)
Seismic loading Composite (n=1)
Erection
k) Wind load on steel truss alone Steel
D) Seismic load on steel truss Steel
m) Erection stage loading on steel truss Steel
n) Erection stage loading on composite truss Composite (n=1)

Additional Analyses
FEM analysis of Beam/plate models
FEM analysis of nodes

2.9.6.4 Design Approach

2.9.6.4.1 Global Design of The Composite Steel Truss

The design of composite steel truss with concrete deck shall be considered in the three following
ways:

1. In the longitudinal direction, the steel truss with the equivalent top chord shall be considered
[Steel top chord + equivalent area in steel corresponding to participating concrete deck].
2. In the transverse direction, there will be cross girders and intermediate crOSs girders transversely
spanning between the trusses. The deck slab will be supported on these transverse cross girders
spanning along the longitudinal direction of the bridge.
3. The interaction between the concrete deck and the top chord of the steel truss with shear
connectors shall be separately designed. This includes check for interface stress under
composite action.
The design is based on a working stress approach for steel truss and limit state approach for
deck slab, and it will be done as per specifications laid out in IRS Steel Bridge Code and IRC:112
2020 & IRC:22-2015 for road deck. The relevant loadings as mentioned above will be taken from
these specifications and the analysis carried out as mentioned earlier. The design forces for
various
elements are evaluated from the results of the analysis.

The design shall be further checked for serviceability limits such as:
a) Deformation, fatigue, interface slip for the composite section etc. (This includes vertical
deflection,
lateral deflection, rotation and twist).
b) The members and connections shall satisfy the checks for fatigue loading.

qAtueÄ:),45ATN-Yf
Axelle Chiet ngir ber/Const iKYQ-Project
yat HHTTa ;1-r(3T44)
N.F. Railway, Ma.o, Guwahali-11(Assam)
2.9.6.4.2 Design Aspects

The above details are presented under the following sub-headings:

1) Design of elements of the truSS namely top chord, bottom chord, and verticals etc. including
stringers, cross beams and bracings.

2) The check against deformation inclusive ot natural frequency for railway bridges.
3) The check for fatigue consisting of steel truss and the joints.
4) Design of the road deck for composite action of the bridge etc.
2.9.6.5 Salient Features of Design
The design of all truss members is carried out based on IRS codes.
Design considers the fatigue.
The design of the concrete deck for local bending is carried out in accordance with IRC 112
2020.

Allconnections are designed to transfer the fullstrength of members connected.

2.9.6.5.1Design of Top Chord
The design of the top chord is carried out for the composite section. The section forces are in two
parts - one part is when the truss acts as a steel section and the second when the truss acts as a
composite.
(A) Dead Load (DL) - Steel Section Alone

o top1
Steel box

G bot 1

(B) SIDL+ Live Loads - Composite Action

o deck 2

G top2
Concrete deck
o bot 2

Design Stresses = (A) + (B)

a top = G top1 + a top2

a deck = a deck 2
G top = g top1 + g top2
s bot g bot 1 + o bot 2

51 1:) -yft
agne Cons./KYQ-Project
Guwahati-11(Assam)
Magaon,
Railway,
Nr.
2.9.6.5.2 Design of Bottom Chords

The bottom chords will be designed for axial tensile load, bending and shear. Additional checks
willbe done for fatigue criteria.

2.9.6.5.3 Design of Diagonals

The diagonals are either primarily compression or tension members based on their location and
are designed accordingly. For members subjected to net tensile stresses, fatigue checks will be
carried out.

2.9.6.5.4 Design of Stringers and Cross Beams

Local design is carried out for the cross beams and stringers.
Both are designed as beams considering the fatigue criteria.
2.9.6.5.5 General Configuration of Members
The members are all built-up sections with plates and welded together. Closed box sections are

proposed for the chord members and for the diagonals. The members will be painted on all surfaces.
2.9.6.5.6 Deflection and Deformation Criteria

The present IRS code for steel bridges specity only a limit on vertical deflection as span/600.
Deflection specified here includes deflection due to its self-weight, the superimposed dead loads and
live loads including its dynamic component.
The IRS code for concrete bridge has no specitic recommendations for deflection. Clause 10.4
generaly specifies that the deflection should be such that the appearance and function of
superstructure are normally unafected. This may be due to very small strains in concrete at the
permissible stress.

As per IRC-22:2015 code for steel composite bridges for road loading, deflection of composite
girder under live load and impact shallnot exceed 1/800 of span of the girder and span/600
under deflection due to its self-weight, the superimposed dead loads and live loads including its
impact component.
From the above, deflection criteria need to be considered in design for the composite construction
after careful examination of relevant international codes.

52
Axenle
kYQ Project
Chiet Eng'neer!ConstT-RR(3/44)
11(Assam)
13.12.24 Mäyaun auwalial1-
N.F. Railway,
2.9.6.6 Fatigue assessment of steel structures

For calculation of fatigue strength of members, Appendix G (Re-revised) of IRS Steel Bridge code
has to be followed.

For computation of the factor Afor damaging effect, train type to be considered as per Table 14.6.2
of Appendix-G (Re-revised), IRS Steel Bridge Code.
For computation of the factor A2,annual traffic volume shall be considered as 50 GMT as per clause
3.6.5 of IRS Steel Bridge Code.
For computation of the factor A, design life of the structure shall be considered as 100 yrs.
Factor taking care of multiple tracks, A shall be calculated as per c.14.6.6 of Appendix-G (Re
revised), IRS Steel Bridge Code.
Member wise consideration of Detail Category shall be as follows:

Main Chords, Diagonals, 90

verticals, Cross Girders, and stringers

(If they are provided with bolted
intermediate stiffeners):
Main Chords, Diagonals, verticals, 100

Cross Girders and stringers

(Where there are no stiffeners
and attachments):
Cross Girder and stringer for shear: 80/100 as applicable

Main chords, verticals, diagonals, Cross Girders, and stringers at other locations not defined above,
detail category shall be as per appendix G of IRS steel bridge code:
2.9.7 Method of Analysis &Design of Substructure and Foundation
Piers are proposed having a circular shape and hollow inside for main bridge.

The analysis and design of piers shallbe as per general practice. Pier caps are designed as either
cantilever or corbel type depending upon their span to depth ratio. Abutment shall be a cantilever '¯
type structure fixed at the top of open raft foundation or pile cap or well cap. Abutment cap shall be
analyzed as either cantilever or corbel as per the case.
Allloading shall be considered from IRS Bridge rules.
Substructure shallbe designed for the limit state combinations and checked for the permissible
stress limits for the SLS Combinations in accordance with IRS CBC.

/KYQ-Project
SEI9 R
AxENle Dway,Maligaon,
Guwahati-11(Assam)
Const
Eng1neer
ne
Well foundation shall be analyzed for the worst of the load combinations as specified in IRS
substructure and foundation code. Permissible base pressures and factors of safety for stability will
be as specified in clause 6.3, 6.4, 6.7 and 6.8 of IRS substructure and foundation code. Deep
foundation shall be designed as per clause 6.9 or IRS Bridge sutbstructure and foundation code.
Stability of well foundation shal be checked as per Appendix V(clause no 6.9.3) of IRS Substructure
and foundation code and includingbarge impact effect. The sizing of foundation shall be made a
such that it satisties both criteria i.e. Elastic theory as well as Ultimate Resistance method Structural
design of well shall be in line with the provisions of IRS Concrete bridge code/lRC 78-2014 Code as
may be applicable. Safe bearing capacity of the founding strata shall be assessment as per given
criteria and the setlement of the soil at the founding level. While calculating the settlement, the
settlement due to setf-weight of well, sand filing, weight of well cap and sub structure shall be
calculated approximately and suitably to be compensated in the height of pedestals before launching
of superstructure. So, for the settlement criteria only the load from super structure shall be
considered.

In the design of wells, a tilt of 1in 100 and shift of D/40 or 150mm minimum shall be considered
initially to account for the possibility of the tits, shifts of the well during sinking however as far
possible the well shall be sunk without tilt and shift. In case of excess tilt shift of well during
construction, the same shall be reviewed individually for the assessing the safety of the same well
and the rectification proposed if any.

Cutting edge details shall be as per the details shown in appendix 3 of IRC 78-2014/ RDSO
manual on guidelines on well foundation for bridges over Indian railways (Technical Instruction No
2). The well curbs will be checked for the loads from the top transmitted to bottom plug. It shall be
reinforced with minimum reiforcement of 72 kg/cum. If well steining is designed as a reinforced
Concrete element, it shall be considered as a column section subjected to combined axial load and
bending. However, the amount of vertical reinforcement provided in the steining shall not be less
than 0.2 percent Well steining. Well cap bottom shall be kept at 0.3m above LWL as per clause no
1.11 of IRS Pile & Well foundation Manual.
Foundation shall be designed for the ULS and SLS Combinations in accordance with IRS CBC.
Minimum sizes/thickness of members and minimum reinforcement requirement shal be as per IRS
codes satisfying ductile design and detailing criteria for Substructure.
2.9.8 Side pathway:
Side pathways on both sides of truss at railand one side of truss at road level shall be provided as
per railway board letter No 2017/53/CE-l/BR/Side pathway dated 27.11.2017 and RDSO letter no
CBS/DPG1 dated 24.04.2019.

54

AxEN1e /KY Project

Chief Enginee Cor
Mal.gaon, wahat1- 11(Assam)
N.F. Railway,
2.9.9 Rail Structure Interaction:

Rail Structure Interaction (RSI) studies shall be carried out as per clause 2.8.1.2 of Bridge Rules
and RDSO BS 114(Rev. 2)-2016. Rail Structure Interaction, RSIstudies also includes the effect of
Tractive Efort/ Braking Forces.
2.9.10 Durability and Ductility measures for Concrete Structures

Structures shall be designed for the Severe exposure condition and design for 100 years.
Clear cover shall be maintained as per Clause no 15.9.2 of IRS Concrete bridge code 2014 based
on expOsure condition mentioned above.

Type Severe Environment (mm)

Pier cap, Abutment cap, Pedestal, Seismic stoppers 50
Pier, Abutments 75

Well, pile and footing, RCC Box face in contact with earth 75

Crack width shall be maintained as per table 10 of IRS concrete bridge code 2014.

Crack width shall be calculated for combination 1 only as per Ci 11.3.2 of IRS CBC
For foundations 0.2 mm.

For Pier, pier cap- 0.2 mm.

Durability issues shall be followed as per clause 5.4, 10.4.3, 15.2.2, 16.2.2 and Appendix -A of RS
concrete Bridge code 2014.
Design life for the bridges shallbe based on exposure condition as per clause 15.1.3 of IRS Concrete
Bridge Code 2014. For the present case, it is 100 years.
Durability, inspectability and Maintainability
The structural design and composition of construction Material shall ensure sufficient durability,
considering the structural details of which they form part as well as effects of the environment to
which they may be exposed.

Bridge components such as bearings, expansion joints and items of equipment shall be designed
such that they are easy to replace. Provision shall be made to ensure easy access and an adequate
level of safety during inspection and maintenance operations.
All parts of the structure shall either be accessible for inspection or completely closed. For inspection
and maintenance of Superstructure, climbing arrangerment shall be provided from top of

.hietEngineer/Const/KYQ-Project

Railway,Mal1gaon,Guwahati-11(Assam)
pier/abutment cap to top chord of superstructure for inspection of joints/rnermbers. Bridge Inspection
unit also shall be provided for regular maintenancellnspection of bridge.
The design shall be made so that the required inspection and maintenance of the structure is kept
to a minimum and that the effect of maintenance on the operation of the bridge is minirnized.
Gangways are provided for full length at rail track level for inspection of track etc., Inspection platforn
will be provided at the piers for inspection of bearings. Suitable access will be provided to the top of
pier caps at selected locations.

In general, for steel structures, the provisions of IRS B1 and Welded bridge code shall be folowed
for the material and workmanship to ensure the durability of the structures.
The provision of bridge inspection unit has been suggested for the inspection of truss members and
its corresponding load shall be catered in the detail design.
2.9.11 List of Design Codes and Standards
The IRS Codes shall be followed in principle. Although the main clauses have been mentioned in
the DBR, the other relevant clauses available in the IRS codes shall also be followed, whenever
applicable. If provisions are not available in IRS, the order of preference shall be as follows, unless
specified otherwise:

For railway loading related issues:

Euro Codes
UIC Codes
AREMA Codes
Any other code which covers railway loading.
For other Design/ detailing related issues:
IRC
IS
EURO
AASHTO

Any interrnational code with approval of NF Railway.

Indian Railway Standard Codes:

1. IRS Bridge Rules-2008 (Reprint - 2014) up to CS51.
IRS Concrete Bridge Code-2003 (Reprint - 2014 - including Addendum &Corrigendum slip
no.09)

56
Axul Engineer!Const KQ Project
ChieL
Guwahat1-11(Assam)
13.12.24 Railway, Maligao
N.F.
 IRS Bridge Substructure and Foundation Code-2013 (incuding Addendurn &Corrigendurn
slip no. 10)
RDSO Seismic Code for Earthquake Resistance design of Railway bridges-2020 (including
Addendum &Corrigendum slip no.01).
V. IRS Steel Bridge Code 1962 up to CS 22
VI. IRS: Welded Bridge Code for steel bridges carrying Rail, Railcurn Road and pedestrian traffic
(Revised 2001)
VI. Indian Railway Standard Specification for Fabrication and Erection of steel girder tbridges and
locomotive turn tables (IRS B1-2001)
VIII. RDSO Report No: BS 111 (Rev 6)- Guidelines for use of High Strength Friction Grip (HSFG)
bolting assemblies on bridges on Indian Railways
IX. RDSO Report No: BS 114 (Rev 2)- Guidelines for carrying out rail-structure interaction
studies on Indian railways.
X. IRS Manual on the design and construction of Welland Pile foundations -1985 (including
Addendum &Corrigendum slip no.03)
XI. Indian Railway Bridge manual ((RBM)
XI. Indian Railway Works manual (|RWM)
XIII. Indian Railways Permanent Way Manual-2004
XIV. ROSO guidelines for Earthwork and blanketing (GE-1 and GE-14) for Railway projects and
ROSO circular no:RS/G/108/Heavy Axle Load dated 19.10.2015 &26.10.2016
Indian Road Congress (IRC) Codes:

IRC 78(Part 1)-2024: Standard Specifications and code of practice for Road Bridges-Section
Vl(Foundations and Substructure)
IRC-5-2015 (Eighth Revision): Standard Specifications and Code of Practice for Road
Bridges -Section-- General features of design.
IRC:6-2017, Standard Specifications and Code of Practices of Road Bridges, Section-ll,
Loads and Stresses include amendments.
IV. IRC-22-2015 (Third Revision): Standard Specifications and Code of Practice for Road
Bridges-Section-VI-Composite Construction (Limit states design)
V. IRC-24-2010 (Third Revision): Standard Specifications and Code of Practice for Road
Bridges - Section-V- Steel Road Bridges (Limit state Method)
VI. IRC:112-2020 (First Revision), Standard Specifications and Code of Practices for Concrete
Road Bridges
VII. IRC: SP-114-2018, Guidelines for Seismic Design of Road Bridges
VIII. IRC: SP:69-2011,Guidelines and Specifications for Expansion Joints

ChietEng1neer/Const./KYQ-Project

AxElc 11(Assam)
Guwahati-
Maligaon,
Railway,
NE.
 IX. IRC: SP:105-2015, Explanatory Handbook to IRC: 112-2011 Code of Practice for Concrete
Road Bridges
X. IRC.78(Part 2)-2020, Code of Practice for Limit state design of Foundations
XI. IRC:83-2014(Part-IV), Standard Specifications and Code of Practices of Road Bridges,
Section-IX, Spherical &Cylindrical Bearings
XII. IRC 83-2018(Part-Il), Standard Specifications and Code of Practices of Road Bridges,
Section-1X, POT, POT-CUM-PTFE,PIN and Metalic Guide Bearings
XI. MORTH Specifications for road and Bridge Works (Fith Revision)-2013
Indian Standards Codes &Specifications (1S)
1. IS 800: 2007 Code of Practice for General Construction in Steel (Third
Revision)
2. IS: 2062 -2011 Hot rolled Medium and high tensile structural steel
specification
3 IS:8500-1991 Structural steel - Micro alloyed (Medium and high strength
qualities) - Specification (First Revision)
4. IS: 1024 - 1999 Use of Welding in Bridges and Structures Subject to Dynamic
Loading - Code of Practice - Second Revision
5. IS: 1261 - 1959 Seam Welding in Mild Steel (Reaffirmed 1998)
6 IS: 1367 (All 20 parts) Technical Supply Conditions for Threaded steel fasteners
7. IS: 9595: 1996 Metal Arc Welding of Carbon and Carbon Manganese Steels -
Recommendations (First Revision)
8. IS: 3502: 2009 Steel Chequered Plates - Specifications (Third Revision)
9. IS: 7205- 1974 Safety Code for Erection of Structural Steel Work (Reaffirmed
2006)
10. IS: 7215- 1974 Tolerances for Fabrication of Steel Structures (Reaffimed 1995)
11. IS: 814 - 2004 Covered Electrodes for Manual Metal Arc Welding (Sixth
Revision)
12. IS: 1323- 1982 Oxy-acetylene Welding for Structural Work in Mild Steel (Second
Revision)

58
Chiet Englneer/Const KYO Project
NF. Raiway, Maligaon,
Guwahat1-11(Assam)
13. IS: 1786 - 2008 High Strength Deformed Steel Bars &Wires for Concrete

Reinforcement (Fourth Revision)

14 IS. 432 (Part I) - 1982 Mild Steel, Medium Tensile Steel Bars and Hard Drawn Steel
Wire for Concrete Reinforcement: PartIMild Steel and Medium
Tensile Steel Bars (Third Revision)
15. Is:432 (Part Il)- 1982 Mild Steel, Medium Tensile Steel Bars and Hard Drawn Steel
Wire for Concrete Reinforcement: Part ll Hard Drawn Steel Wire
(Third Revision)
16. IS: 875 (Part 3) - 2015 Code of Practice for Design Loads (Other than Earthquakes) for
Buildings and Structures - Wind Loads (Third Revision)
17. IS: 1893 (Part 1) Criteria for Earthquake Resistant Design of Structures; Part 1 -
2016 General Provisions and Buildings (Sixth Revision)
18. IS 1893 (Part 3):2014 Criteria for Earthquake Resistant Design of Structures: Bridges
(Reaffirmed 2019) and Retaining Walls
19. IS 3955-1967 Code of Practice for Design and Construction of Well
Foundations

20. IS6403-1981(R 2002) Code of Practice for Determination of Bearing Capacity of

Shallow Foundations

21. IS8009-2:1980 (R - Code of Practice for Calculation of Settlement of Foundations -

2000) Part 2: Deep Foundations Subjected to Symmetrical Static
Vertical Loading
22. IS8009-1:1976 Code of Practice for Calculation of Settlements Of Foundations
(R2003) Part 1: Shallow Foundations Subjected to Symmetrical Static
Vertical Loads

23. IS: 1161 - 1998 Steel Tubes for Structural Purposes - Specifications (Fourth
Revision)
24. SP 6() -1964 Structural Steel Section - Handbook
25. IS: 8629 (Parts lto Ill) - Protection of Iron and Steel structures from Atmospheric
- 1977 Corrosion (Reaffirmed 2021)
26. IS SP :34-1987 Handbook on concrete reinforcement &detailing

,ect
ChiefEngineer/Conest./KYO
Guwahat1-11(Assa

SSEID2/clms AxEN Maligaon,

Railway,
N.F.
 27. IS 13920-2016 Ductile detailing of reinforced concrete structures subjected to
seismic forces - code of practice

28. IS: 3757 - 1985 High Strength Bolts

29. IS: 456-2004 Plain and reinforced concrete - code of practice

30. IS: 269 Specs for Ordinary and Low Head Portland cement
31. IS: 875 Code of Practice for Design Loads Part 1, 2 3, 4& 5 (Other than
Earthquake)
32. IS: 6623 - 2004 High Strength Structural Nuts(Second revision)
Other International Codes:

Euro codes -

EN 1990:2002 (Eurocode - Basis of Structural Design) - (For safety, comfort,

deformation including twist and deflection)
EN 1991-2:2003 (Eurocode 1 - Action on Structures, Part 2-Traffic Loads on Bridges)
- (Natural frequency range and Loading for fatigue estimation)
EN 1992-1-1:2004 (Eurocode 2 - Design of Concrete Structures, Part 1-1 - General
Rules and Rules for Buildings)
IV. EN 1993-1-1: 2002 (Eurocode 3-Design of Steel Structures, Part 1-1 -General Rules)
- (Classification of cross sections)
V. EN 1993-1-8:2002 (Eurocode 3- Design of Steel Structures, Part 1-8 Design of Joints)
-(Classification of HSFG Bolts)
VI. EN 1993-1-9:2002 (Eurocode 3-Design of Steel Structures, Part 1-9- Fatigue Strength
of Steel Structures)
VI. EN 1993-2:2004 (Eurocode 3- Design of Steel Structures, Part 2- Steel Bridges) -
(Requirements for fatigue assessment, Road and Rail Bridges)
VIll. EN 1994-2:2003 (Eurocode 4 - Design of Composite Steeland Concrete Structures,Part
2-Rules for Bridges) - (Width of effective flange, shear connectors)
IX. BS-4395 (|) - HSFG Bolts for Structural Engineering
X. BS-4604 (0, II) - HSFG Bolts for Structural Steel Works
XI. AREMA Code - Manual for Railway Engineering
XI1. UIC:776-1R Loads to Consider ln Railway Bridge Design
XII. UIC:776-3R Deformation of Bridges
XIV. UIC: 772 Then International Union Railway Publication
XV. UIC: 774- 3R Rail Structure Interaction

60
ChietEngineer'Cor KYO Froject
Axem!
uwanat1-11(Assam)
Jn
NF. Railway, Malig
13.12.2Y
 Annexure- A
Near Source Effect
As per the IRS Seismic Code 2020, Clause No.9.4.6, for bridges which are within 10 km from a
known active fault, Near Source effect needs to be taken.

Active Fault line data in the vicinity of Saraighat Bridge over River Brahmaputra at Guwahati is
obtained from the "Bhukosh-Geological Survey of India' website is shown in Fig. 10and tabulated
below.

Bhukosh - Geological Survey of India

Figure 10: Active Fault line doto obtained from Bhukosh-Geologicol Survey of India website.

Location Co- ordinates

Active Fault Line 1) 2) 91.39° E 25.90°N
3) 4) 91.37°E 25.88°N
5) 6) 91.37° E 25.84°N
7) 8) 91.91° E 25.71°N
9) 10) 91.84° E 25.65°N
11) 12) 91.79° E 25.61°N
Saraighat Bridge over River 2) 91.67° E 26.17°N
Brahmaputra at Guwahati

As per the data obtained, and also seismotectonic Atlas of India shown in Fig. 11, the minimum
distance of Saraighat Bridge over River Brahmaputra at Guwahati from the active faut line is
approximately 35 to 37 kn. Hence the Near Source Efect need not to be considered.

61 Ch1efEnginec.
Const./KYO-Project
yangi-tt(3TH
Guwahati-11(Ass.

sSElere|elns AxElc
HfTa,
Maligaon,
A,
RI
yafen
Railway,
N.F.
 SEISMOTECTONIC ATLAS OF INDIA AND TS ENVIRONS SEISAT-14
LEGEND
TRCTONC FAMEWon

onewaS

SEISMICITY
bataran

Bcale 11000,000

ru

Figure 11: Distonce of studyarea from Foult line.

Projec
Chhet Engineer/Const.
11(Assa
Maligaon, Guwaial
62 N.F. Railway,
TTA
13.12.24
 Annexure-B

GOVT. OF INDIA

iNi
Phoae aJ61-267625, 2676929, 2570099
Ministry of Ports, Shipping &Waterways

Email INAND WATERW )sAf HORIIY OF INDIA

Webite w aSi Pandu Port Complex, Pandu, Guwahat1-781 O12, Assam

No WAVGHYI3(9)/Road/Rail/2023-24/'" Date 2 April 2024

To
Deputy Chief Engineer
Ofice of the Dy. Chef Engg/ConN
NF Raitway. Maligaon. PIN -781011
(Kind attn Sh RK Singh, Asst Executive Engg /Con, NF Raitiway. Maligaon)
Sub Request to arrange the Data requred for Design Calculation for Construction of 2nd
Saraighat Rait-cum-Road Bridge over rver Brahmaputra - reg
Ref NF Railway tr No WI216/CON/Saraighav2024 dtd 30 3 2024
Sir

With reference to your letter dtd. 30 3.2024 cited on the above mentioned subject
regarding doubling work from Agthori to Kamakhya railway station including construction of
2nd Saraighat Rail-cum-Road Bridge over iver Brahmaputra
2 As requested, the following information is furnished for perusal
SI No. Particulars /Querkes Status /Replies
Weight of vessel (Bulk It depends on the size of vessel However. Class Vll
carner) (Displacement) Watenway shall be used for plying self-propelled vessel of
carying capacty upto 2000 tonnes Dead VWeight Tonnage
and above (approx. size 86 moverall length, 14 mmoulded
breadth and 2.5 m loaded draft with higher d1mensions) or
one tug and four barges combination of 8000 tonnes Dead
Weight Tonnage and above (approx. size 210 m overal
length, 28 m moulded breadth and 2 5 m loaded draft or
with higher dimensions)
Speed of the vessel On an average of 12 Knot / hr (Different types of vessel has
different speed)
Navigational HFL HFL may be obta1ned from CWC. However, required
Navigatonal vertical clearance is 10 m from HFL and 100
mHorizotal clearance between the piers for Class VIl
Waterways (NW-2)
This is for your kind information and record please.
Yours fathfuly

Director(/)
Email- dirquwiwai@nic in
Phone- 0361-2676925

Head Offee :- I.W.ALL, A-13, Sector-1, NOIDA - 201 301 (U.P.)

"E-mas!:wano dn e Phone No0120-2543972, 2543973, 2544004, 2921664, 2544036. 252297 1.

KTAT|-qfriH
Chief
Engineer
.aliKYQ-Project
Guwahati-11(Assam)
63 Axelle
Mayaon,

Railway,

N.F.
 Annexure-l|

Check list for approval of DBR of Important Bridge

S.N. Items Description Availability Remarks

(YINNA)
Whether association of RDSO is required as per Railway
Board letter No. 2014/CE-lWBR/Bridge Policy dt
10.03.2017?
2 Whether Railway Board approval is required as per
Railway Board letter No. 2014/CE-IVBR/Bridge Policy
dt 10.03.2017?
3 Whether DBR has been examined and approved by To be done
CBE?
4
Whether expert opiniion from outside railway is required? (TAG)
5
Whether clearance from Inland Waterways Authority of Y

India/concerned Authority for navigational requirement

both vertical and horizontal clearances for proposed
bridge is taken, wherever required?
6
Whether GAD of proposed bridge and completion plan Y

are submitted with DBR?

7 Whether checklist for preparation of GAD for Railway Y

Bridges (Revision-1) issued by RDSO has been

followed while preparing GAD?
8 Whether computation of waterway design discharge and Y

scour depth submitted?

Scour considerations especially, in case of Y

doubling/multiple line taken into account.

10 Whether RAT/RAW is situated at upstream of bridge. N.A

Discharge duetto RAT/RAW in upstream has also been

taken into acount?.
11 Whether waterway'assessed as per Raiway Board's
Policy letter No. 2014/CE-IVBR/Bridge Policy dated
21.04.2015?

12 Whether most economical option has been considered Y

after comparisons of two or more types of span? Proper

64

Axele H A f (f:) T O - f a I
Chiet Engineer/Const/KYQ-Project
SSCIDAklf Guwahati-11(Assam)
N.F. Railway,Maligaon,
 and adequate justification for selection of span to be
mentioned.
13 Whether Board's guidelines followed for selecting the Y

type of super-structure as per Railway Board letter No.

2005/CEV BR-IW8 dated 28.05.2009? Ifnot, whether
Board's approval. has been taken for any deviations?
14 Whether RDSO standard drawing is followed? If not, N Permission CAO
whether approval from PCE/CAOC) for using (C)-Il has been
nonstandard drawing, has been taken with proper sought
justification as per Railway Board letter No.2013/CE
IIWBR/RDSO/Misc. dated 11.08.2014.

15 Whether river-training and protection works are required?

16 Whether open foundation has been adopted? If not, N Due to anticipation
whether approval of CBE/SAG officer has been of deep scour, open
obtained foundation is not
adopted
17 Whether side pathway is provided as per RDSO letter No.
CBS/DPG1 dated 24.04.2019?

AxEulciMy
13
12.24
.

ChiefEngineer/Const.KYQ-Project
-22(344)
HIfÍa, 11(Assam)
,Maligaon,Guwahati-
yafr
Railway,
N.F.

65
 Design Basis Report (R4)
FOR

DETAIL DESIGN OF 2ND RAIL CUM ROAD BRIDGE OVER RIVER BRAHMPUTRA
ADJACENT TO EXISTINGSARAIGHAT BRIDGE.

Submitted By

RITES
THE INFRASTRUCTURE PEOPLE

Corporate Office: Shikhar, 1, Sector-29, Gurugram-122 001

Tel: (0124)-2571666 E-mail: [email protected]
Website: www.rites.com.

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