A project report on CONSTRUCTION CHALLENGES for BRIDGES in HILLY AREAS in which Case Study done on (Mega Railway Bridge over River Chenab)

1. CONSTRUCTION CHALLENGES FOR BRIDGES
IN HILLY AREAS
A PROJECT REPORT SUBMITTED TO
JSS ACADEMY OF TECHNICAL EDUCATION
Noida
(Dr. A.P.J. Abdul Kalam Technical University, Lucknow, Uttar Pradesh)
In partial fulfillment for the award of Degree of
Bachelor of Technology
In
Civil Engineering
Submitted by
Shashank
18091XXXXX
Under the Guidance of
Vaishnavi Bansal
Assistant Professor
Department of Civil Engineering

2. ABSTRACT
Hilly region pose unique problem for bridge construction. In a restricted hilly area itself climatic
condition, Geographical features and hydrological parameters affect considerably. Keeping in
view the bridge site and various constraints, type of bridges and method of construction are to be
selected carefully for safe, economical and successful completion of bridges construction.
Construction of ‘Udhampur-Katra-Quazigund-Baramulla’ new rail link is the biggest project
undertaken by the Indian Railways in the mountainous terrain since independence. This project
is, perhaps, the most difficult new railway line project undertaken on Indian subcontinent. The
terrain passes through young Himalayas, which are full of geological surprises and numerous
problems.
The main objective of the present study is to perform site suitability analysis for construction
challenges for bridges in hilly areas. Projects in mountainous regions are associated with special
features such as deep cuttings, high embankments, tall piers and long span bridges across deep
gorges and fast flowing flash flood rivers with big boulders and unusually long tunnels etc.

3. CONTENTS
Certificate
Acknowledgement
Abstract
Contents
List of Figures
Chapter 1:INTRODUCTION
1.1 General
1.2 History
1.3 Constriction Challenge of Bridges in hilly areas
Chapter 2: CASE STUDY
2.1 General
2.2 Scope of Work
2.3 Mega Railway Bridge over River Chenab
Chapter 3: METHODOLOGY
3.1 PLANNING FOR BRIDGES
3.1.1 Seismic design considerations
3.1.2 Geological Investigations
3.1.3 Design of Foundation
3.1.4 Construction of Piers
3.1.5 Design of Hollow RCC Pier

4. 3.1.6 Design and Detailing of Abutments
3.1.7 Cantilever construction of Dudhar, Tawi, Ringhal and Sardar bridges
3.2 THE CHENAB BRIDGE
3.3 "SCOUR IN BOULDERY BED"
3.4 DESIGN OF BRIDGES ON LANDSLIDE AREAS
3.4.1 ADOPTED SOLUTION
CHAPTER 5 : CONCLUSION
REFERENCES

5. LIST OF FIGURES
Figure 1: Image of rail route in J & K
Figure 2: Architectural Marvel of rail route on Chenab River in J & K
Figure 3: Construction of Piers
Figure 4: Design Hollow RCC Pier
Figure 5: Typical arch erection by derrick crane
Figure 6: Erection of last span and key segment by cable crane
Figure 7: View of Idemli Viaduct
Figure 8: View of a CFT pile
Figure 9: View of pile system
Figure 10: Representation of the thrusts applied by the movable soils to the pile

6. CHAPTER - 1
INTRODUCTION
1.1 GENERAL
A Bridge is a structure build to span a valley, road, river, body of water or any other physical
obstacle. Designs of Bridges will vary depending upon the function of the bridge and nature of
the area where the bridge is to be constructed. The first bridges were made by nature itself-as
simple as log fallen across a stream or stones in the river. The first bridges made by humans were
probably spans of wooden logs or planks and eventually stones, using a simple support and
crossbeam arrangement.
A common form of lashing sticks, logs, and deciduous branches together involved the use of
long reeds or other harvested fibers woven together to form a connective rope capable of binding
and holding together the materials used in early bridges.
Hilly region pose unique problem for bridge construction. In a restricted hilly area itself climatic
conditions, geological features and hydrological parameters vary considerably.
Keeping In view the bridge site and various constraints, type of bridge and method of
construction are to be selected carefully for safe, economical and successful completion of bridge
construction.

7. 1.2 History
Kashmir has long been separated from India by a lack of suitable transport routes. The state is
largely mountainous where accessibility has been a challenge all along. The area also sparks
many political debates, as Kashmiri's are not sure what they want and outside forces interfere
with progress. Currently, the only way to reach the area is by a hairpin-road journey. The only
road link between Jammu and Kashmir is through a 350 km long national highway 1-A, passing
through Shivalik and Pir Panjal mountain ranges of the Himalayas. The vehicles movement on
this road is badly affected during rains and snow. The Indian railways has put forward an
opportunity for the people to travel between Jammu and Kashmir by planning to construct the
345 km railway route from Jammu to Baramulla, also known as Jammu-Udhampur-Srinagar-
Baramulla Rail Link project (JUSBRL).
The 345 km extension of the Indian Railway network will allow a 900 km journey direct from
Delhi to Srinagar, the capital of Jammu and Kashmir. Constructing the railway route to this
isolated region had involved significant engineering challenges. The project involves 228 km of
access roads, 911 bridges. The 1,315 m long and 359 m high Chenab Rail Bridge is also under
construction on the route which has become a marvel to the world. The route also involves 129
km length of tunnels which includes the major Pir Panjal tunnel which is 11.215 km long and
after completion. It will allow trains to run at a speed of 100km/h.
Fig.1 Image of rail route in J & K

8. 1.3 CONSTRUCTION CHALLENGES OF BRIDGES IN HILLY AREA
Hilly region pose unique problem for bridge construction. In a restricted hilly area itself climatic
conditions, geological features, and hydrological parameter vary considerably. Keeping in view
the bridge site and various constraints, type of bridge and method of construction are to be selected
carefully for safe, economical and successful completion of bridge construction.
Various challenges that come across while construction bridge in hilly area are -
• Construction of bridge across deep gorges,
• Construction of bridge on rivers with boulder beds,
• Construction of bridges in extreme temperature zones,
• Construction of bridges on sharp turn on highways,
• Landslide or Debris flows,
• Problems in Seismic prone areas,
• Geological Condition at site.
Deep gorges, river with boundary beds, extremely low temperature condition, high winds,
landslide etc. in hilly regions require special attention to complete the activities of bridge
planning and construction in a systematic way.

9. CHAPTER-2
Case Study
(Refer ref. 3)
1.1 GENERAL
In this project, a case study of “UDHAMPUR- BARAMULLA RAIL LINK PROJECT” has
been undertaken to study the problems faced during construction and the solutions for those
problems.
Construction of “Udhampur-Katra-Quazigund-Baramulla” new rail link is the biggest project
undertaken by the Indian Railways in the mountainous terrain since independence.
Challenges in the construction of a Railway line through the hilly terrain start right from the
conception stag itself. There are various constraints such as allowable maximum speed, high
gradients, sharp curves, stations to be kept for optimum utilization, safety and minimum
maintenance need in future in addition to the basic need for providing the link with the rest of the
network. Projects in mountainous regions are associated with special features such as deep
cuttings, high embankments, tall piers and long span bridges across deep gorges and fast flowing
flash flood rivers with big boulders and unusually long tunnels etc. These challenges are enhanced
in view of the terrain in young Himalayas, where geology is poor and changes occur frequently.
Fig.2 Architectural Marvel of rail route on Chenab River in J & K

10. 2.2 Scope of Work :
The length from Udhampur to Baramulla is 292 km and has been divided into three sections,
details of which are as under.
Item Udhampur -
Katra
Katra-
Qazigund
Qazigund -
Baramulla
Route length(km) 25 129* 119
Bridges 38 62 811
Tunnels Length(km) 10.90 103.00 0
Max height of bridge
(m)
85 359 22
Longest tunnel(km) 3.15 10.96 -
stations 3 10+1 15
For execution purpose, project has been divided into 3 sub-sections .
• Udhamur-Katra,
• Katra-Quazigund and
• Quazigund-Srinagar-Baramulla section of the project.
(Katra-Qazigund route is the most difficult stretch of this project. The alignment of this stretch
which is 129 Km long, passes through Patni and Pir Panjal ranges)

11. ❖ Udhampur- Kaa (25 km)
Udhampur-Katra section is 25 km long and involves about 11 km of tunneling, 9 important/ major
bridges, 29 minor bridges and 10 ROB/RUBs in addition to about 38.86 lac cum of earthwork.
The tallest bridge in this section is 85m high (Br. No. 20) and the longest tunnel is 3.15 km long.
All the tunneling as well as bridge works have been completed.
❖ Katra-Qazigund (148 km)
This section is the toughest section, full of tunnels and bridges, that has been constructed on the
Indian Railways. The terrain in this region is full of poor geology and faults. Tunneling and
bridging is a challenge greater than that was met on Jammu-Udhampur or Udhampur-Katra
section.
The stretch between river Chenab and Banihal is passing through a virgin territory and requires
construction of about 262 km of access roads. At Qazigund end of this stretch, the longest tunnel
on Indian Railways is being constructed ( T-80, PirPanjal Tunnel).
❖ Qazigund-Baramulla (119 km)
This section falls in the Kashmir Valley, which is a natural bowl, surrounded by the mountain
ranges. Though there is no tunnel, heavy bridging is required across rivers, canals and roads.

12. 2.3 Mega Railway Bridge over River Chenab
To have a railway line connecting Udhampur to the Kashmir valley, the Chenab river need to be
crossed. A mega bridge over river Chenab (1.315 km long) has been planned near Salal village.
This bridge will have a steel main arch to cross the Chenab gorge and a viaduct with steel girders
on concrete piers. The rail height from the river bed will be 359 mts. which will make it the tallest
railway bridge in the world. The main arch will have a span of 465 mts. across river Chenab which
gives another distinction to this bridge being the longest single span railway arch bridge in the
world.
The 1315 mts. long bridge will have 17 spans including the main arch span. The construction of
this bridge would involve structural steel work of about 25000 MT and reinforcement steel of
about 4000 MT. The construction will involve about 43000 cum of concrete and about 6 lac cum
of excavation in rocks.
A very elaborate and comprehensive design procedure has been followed for this bridge as there
is no Indian Code/Manual available for designing such mega structures. Since the bridge is over a
very deep gorge, wind will have very significant effect on the stability of bridge and therefore, the
modern wind tunnel tests were performed in Denmark for finalizing the design. Further, since the
area is prone to terrorist attacks, the blast load has been taken into consideration for the design, for
the first time on Indian Railway.
A comprehensive scheme of instrumentation for monitoring the health of the bridge has been
conceptualized and information will be fully online so as to take necessary action in case of any
emergency/contingency to safeguard the passengers/trains.

13. CHAPTER – 3
METHDOLOGY
3.1 PLANNING FOR BRIDGES
(Refer ref. 4)
A careful selection of alignment is being done to ensure shortest possible height and length of
bridges, keeping in view the ruling gradient of 1 in 100 . The choice of alignment is most important
for planning or bridges in hills. Detailed geological investigation were carried out. Geological
features consisting of variable strata of sand rock, soft and hard shale, boulder-studded soil, etc.
have also influenced bridge lengths and span arrangements. The long spans were necessitated
as a result of fixing pier location the middle of the gorges/streams so as to avoid constructing
piers on sloping banks . This aspect itself called for cantilever method of bridge construction in
some bridges. This method has the added advantage of elimination of costly centering and false
work and reduced requirement of shuttering and fast pace of construction.
The design of the bridges in question has been fairly complex and it was an elaborate work. The
long spans and tall piers associated with highly seismic characteristics of the area have made the
designs cumbersome and tricky. The bridges have been designed for Modified Broad Gauge
(MBG) loading - 1987 as per Indian Railways Bridge Rules. The design complexities were further
compounded by the stringent requirement of maintaining 5% residual compression in
superstructure at all stages of construction, which was finally relaxed to ' no tension' condition.
3.1.1 Seismic design considerations
The bridge sites lie in the Seismic zone IV & V as per the current Seismic zoning Map of India
contained in IS :1893-19&4. The data show that seismic events having Richlter' s magnitude
greater than five occur at frequent intervals in this area. The design of bridges with pier height up
to 30 m has been done by using seismic coefficient method as given in IS 1893- 1984. The values
given by this method have stood the test of recent earthquake (year 2005) of 7.6 on Richter scale

14. having epicenter near Muzzafarabad. For the tall piers, site-specific spectrum has been adopted.
The work has been entrusted to earthquake engineering department of IIT Roorkee.
The following additional seismic related measures have been adopted to reduce the impact of
earthquake:
a) Bridges have been mainly provided with POT-PTFE bearings and elastomeric pads
attached to the vertical surface of the concrete projections on top of the pier caps for
seismic restraint devices.
b) Rigid structures absorb more seismic energy requiring a design for larger seismic forces
than a comparatively flexible structure. Some innovative shapes of abutments have been
adopted to make them substantially flexible in order to achieve desired results. Abutments
were conceptualized as consisting of a RCC tank with 3 walls and a base and separate pier.
The presence of a large tank with soil along with a base shear key gives effective resistance
to longitudinal sliding. Size of the pier has been kept to a minimum by providing large
amount of reinforcement in order to keep them more flexible. Additionally the piers have
been lllpered in order to further reduce the s1iffness, thereby reducing the seismic forces
experienced by the bridge.
c) The structures have been blended with the incorporation of Ductile Detailing. Special
confining reinforcement in the form of closely spaced stirrups/ties is expected to impart
reserve strength to the joints and connections where formation of plastic hinges ore
anticipated.
d) STAAD III software has been used for dynamic analysis for the idealized structure
consisting of springs and member end release after a few simplifications. The longitudinal
and transverse behavior has been analyzed separately so as to reduce the amount of
computations and margins of errors.

15. 3.1.2 Geological Investigations
Trial bore holes using NX size heavy-duty diamond rotary core drills were carried out at each
foundation location up to a depth of about 1.5 times the width of foundation below the founding
level. The soil samples collected were tested for bulk density, specific gravity, uni-axial
compressive strength of rock and chemical analysis. 'The standard penetration test were carried
out at every 30 cm depth. The founding strata consisted mostly of alternate bands of shale,
sandstones, & boulder studded soil matrices. Hence, in most of the cases, open raft foundlings
were adopted.
The terrain at site is hilly. The slopes of both the approaches are gentle to steep. The material
constituting the steep bank slope comprises unconsolidated sediment. Bed rock is nowhere
exposed and lies buried under thick cover of alluvial deposits comprising pebbles, cobbles and
boulders set in sandy matrix with occasional thin pockets of silky matrix. The nallah bed is
covered with boulders, gravels and sand.
3.1.3 Design of Foundation
Open foundations have been designed in the usual manner. Some of them have become
abnormally large due to the added problem of uplift of foundations owing to large seismic
moments. Minimum 75% contact area at the base has been ensured as per the provisions of
IRS Codes for rocky strata.
The well foundations have been designed by and large as per provisions of IRC:78. The
thickness of staining has been restricted to 1.25 (D/8 + H/100 ) subject to a minimum of 1.2m,
wherein D = external diameter of well and H = height from bed level lo foundation level. Stability
analysis for the well has also been done.

16. 3.1.4 Construction of Piers
To avoid construction joints piers are being cast using slip form construction. Slip form
construction essentially consist of hanging shutters supported by yoke legs which in turn are
supported on the radial beams. This whole assembly continuously move upwards with help
of the jacks taking reaction from the jack rods sleeved in pier wall and resting on the bottom
of pier. For tapering the radius is reduced by turn buckles and sliding shutters . After completion
of the piers , the pier caps in M-40 grade of concrete were cast.
3.1.5 Design of Hollow RCC Pier
The hollow RCC piers with continuously decreasing diameter and taper at uniform rate have
been constructed. These are additionally checked for a temperature gradient of 200 C between
the inside and outside faces of the pier shafts. Ventilation hooks covered with GI wire mesh
are being provided at regular intervals to reduce the temperature gradients.
Fig.3 Construction of Piers Fig.4 Design Hollow RCC Pier

17. 3.1.6 Design and Detailing of Abutments
A unique design of abutment has been adopted. These innovative abutments are provided with a
small size pier to take the vertical load and a reinforced cement concrete wall tank filled with earth
for counter acting the horizontal forces, both supported by a common raft foundation with a
provision of shear key at the base. This tank filled with earth adds to the weight and helps in
overcoming the problem of sliding and the slender pier which is quite flexible reduces the seismic
forces. Both the abutments rest on well foundation and the pitching level of cutting edge is at a
depth of 12 to 25m from original ground level. Through soil investigation it has been observed
that strata at the locations of both the abutment is gravel boulder matrix (sand, silt and clay).
Total depth of abutments including well foundations l4-25 m. Strata is conglomerate unto
100 m from the ground level. Well foundation has been provided to reduce the area of
cutting and to transfer the load , at greater depth so that pressure line starting from bottom of
foundation should remain at much below the slope which is very sleep. Well foundations of
abutment have been designed for end bearing only without considering any wall friction . The
bottom plug of this well foundation has been designed as RCC raft. The well is double -D type
rectangular in shape with over all dimensions 8.5m X 10.5m and 16m deep.
3.1.7 Cantilever construction of Dudhar, Tawi, Ringhal and Sardan bridges
As per the canti1ever construction sequence, first of all piers head units about 10.5m long
are cast over the pier cap and after attaining of sufficient strength the pier head segment is
pre-stressed longitudinally. Then, the cantilever construction equipment is erected over pier
head unit and construction of cantilever squats starts. After casting of cantilever segment is
complete , end span on either side is caston staging and after concrete attains sufficient
strength the end spansprestressed continuity cables are stressed. Then the vertical holding
down pre stress cables are cut off and packing plates removed so as to transfer the loads to the
permanent bearings. Thereafter, center segment for closure pour in the centuries cast on
shuttering supported from the two cantilever lips and after concrete gain strength the central
span prestressed continuity cables are stressed.

18. 3.2 THE CHENAB BRIDGE
( Largest single simply supported span & tallest pier on Indian Railways )
The Chenab Bridge is a steel railway arch bridge with a total length of 1315 metres. It is formed
by an approach bridge, which is 530 metres long, and an arch bridge, which is 785 metres long. A
467 metres long steel arch (one of the longest in the world) supports the steel deck. The deck,
which is 13,5 meters wide and has two tracks running on it, is located about 320 metres above the
surface of the river flowing in the valley.
The bridge will consist of about 25000 tonnes of steel structures, the main portion of which will
be used for the arch bridge section. First, a cable crane will be built over the valley for constructing
the steel structures. When the long steel columns are ready, the steel deck will be pushed on top
of the columns. After this, a derrick crane, which is capable of lifting about 100 tonnes, will be
placed on top of the deck. The derrick will crane the arch segments from deck level to the erection
front of the arch.
Both the arch and the deck cantilever freely by up to 48 metres. When the next arch pier location
is reached, temporary cables will be installed to support the arch, and the new arch pier will be
constructed on the free end. The superstructure can then be supported by the arch pier and so forth
until the last arch pier is reached. The very last span of the arch and the elements of the key segment
will again be delivered by the cable crane; closure of the superstructure is done by means of derrick
erection.
The deck of the bridge will be welded in the workshop upside down in about 8 meters long
sections, because the welding points in the final structure are mainly located under the bridge.
When the job is completed, the sections are turned around and delivered to the next stage of the
process.

19. Br. No. 2O is situated across Jhajjar Khad at 20 Km from Udhampur on Udhampur - Katra
section. This bridge consists of 2 spans of triangulated truss girders of span 153.4 m each. It
consist of one Central pier and two abutments at ends. Central pier is 90 m high and is resting
on open raft foundation. Both the abutments are resting well foundation. The bridge is
approx.125 m deep gorge crossing a local khad named JhajjarKhad, which is approx. 125 m
deep gorge.
Fig. 5 Typical arch erection by derrick crane.
Fig. 6 Erection of last span and key segment by cable crane.

20. 3.3 "SCOUR IN BOULDERY BED"-
This is another problem, that is faced in construction of bridges, which pass on rivers, attempt
has been made here to discuss solution of this problem. It is observed that Lacey's equation
used in India ( IRC:5, IRC:78) for computation of scour is not applicable in bouldery rivers. In
fact, Lacey's equation (1930) was derived for finding approximate dimensions in stable channel
under regime condition for incoherent fine alluvial channels only. Use of Lacey/ Inglis type
equation for finding scour depth { dsm= 1.34( Db2 /f) 1/3 } should not be used for estimating
localized scour e.g. construction scour and local scour around piers and abutments. General
scour in a river, however, can be approximated by Lacey's regime channel approach subject to
the condition that the bed and bank of the channel is made of fine incoherent alluvial soil which
can be as easily eroded as deposited. Where the banks are strong or made of cohesive materials
or rock or the stream flowing in gorges will bills on either side.
Total scour in bridge piers and abutments should be estimated separately as general scour,
construction scour and local scour and summed up. Morphological behavior of river near the
bridge governs the general scour. Elimination of general scour has been explained very nicely
by Melville and Coleman (2000) in their book " Bridge Scour". Apart from regime theory like
that of Lacey( 1930) and Blench ( 1969), they have introduced critical shear, critical mean
velocity approaches etc. to find maximum scoured flow depth. Scour in bends, scour often stream
confluence, scour due to general degradation etc. have been quantified for estimating the total
maximum scour depth (at the proposed bridge site) which will occur even without the presence
of bridge.
Laursen equation (1959) given below is popularly used for finding construction scour-
Y2 / Y1 = (Q2 / Q1 ) 6/7 (W1 / W2)K1
Where Y1 and Y2 are the average depths of flow in the approach and contracted sections
respectively, W1 and W2 are the bottoms widths of the approach and contract section
respectively,Q1 is the discharge in the main approach channel transporting sediments and Q2 is
the total discharge passing through the bridge and K1 is a constant varying from 0.59 – 0.69
depending on nature of sediment transport.

21. 3.4 DESIGN OF BRIDGES ON LANDSLIDE AREAS
(Refer ref.2)
The number of bridges designed and built on landslide regions is quite small since routes are
normally designed to eliminate destructive effects of landslides. Soil layers that are prone to
landslide consist of medium to highly plastic clay. The main idea of designing such a laterally
rigid foundation is to resist full thrust resulting from a possible landslide. The diaphragm walls
are designed to sustain the lateral thrust of the sliding soil mass approximately equal to three times
the theoretical passive earth force.
Inclinometer readings taken at various positions near the bridge indicates stabilization of the
mobilized soil after completion of the diaphragm wall construction. The initial yearly movement
of 15-20 mm reduced to 1-7 mm after construction of the diaphragm walls.
3.4.1 ADOPTED SOLUTION
There are two alternatives for foundation design of bridges located on landslides. First
solution as adopted by Nossan et. al, is to design a laterally rigid system capable of resisting
full lateral thrust applied by moving soil. According to authors, this solution requires well
documentation of site and geotechnical features. Moreover, soil movement rates should be
known for a long period of time.
Second solution implies minimal interference of the foundations with movable soil.. Instead of
diaphragm walls, piles with circular cross-section are preferable in this solution since circular
cross-sections exhibit Omni-directional properties, being independent of the direction of the
landslide, at least in a cross-sectional basis without considering pile group effect. In case of
diaphragm walls, the direction of the landslide should be known exactly in order to place
short dimension of the wall perpendicular to landslide so as to reduce total lateral thrust applied
by the moving soil and to increase lateral rigidity of the foundation system. In Idemli bridges,
second alternative is adopted due to uncertainties in character and extent of the landslide
expected at the bridge.

22. At Idemli Viaducts, a composite superstructure consisting of four steel I girders and cast in
situ R/C slab with a maximum span length of 75 meters is selected. The span length is limited
by girder height since profile of the bridge is low. The girder height should be kept
optimum/minimum so as to provide a free flow path for the mobilized soil. Accumulation of
soil at the bridge level may lead to sweeping of the superstructure toward sea. The uphill soil
as well as soil at the bridge site consists of moveable soil, whereas difference in movement
rates and restraints provided by bridge etc. may result in accumulation of soil debris. The cost
of constructing a barrier to inhibit movement of uphill soils is prohibitively high, implying
many rows of piles with large diameter.
In foundation system CFT (Concrete Filled Steel Tubes) piles with a diameter of 165 cm are
selected. The outer steel shell is 20 mm thick and it is made up of S355 JR steel. At the inner
periphery of the pile, eight steel T profiles are used as longitudinal reinforcement. The concrete
inside of the steel tube is steel fiber reinforced concrete with steel fiber density of 30 kg/m3.
The steel fiber is utilized so as to increase ductility of the concrete. The depth of pile ranges
from 20 meters to 30 meters. The piles are embedded in base rock about 8 to 10 meters. There
are 16 piles in a pier foundation.
The views of the bridge, pile and pile system are presented in Fig 7, Fig 98 and Fig9,
respectively. The pile system is capable of resisting thrusts applied by mobilized soil within
its elastic range. The expected thrust at a pile system is presented in Fig 10.
Fig.7 View of Idemli Viaduct

23. Fig.8 View of a CFT pile Fig.9 View of pile system
Fig.10 Representation of the thrusts applied by the movable soils to the pile

24. CHAPTER – 5
CONCLUSION
Bridge engineering is based on concepts that are introduced. When designing a bridge it needs to
be established what functions it needs to fulfil. The four main functions – structural safety,
serviceability, economy and ecology, and aesthetics – are introduced and their interrelationships
are explained.
• All bridges held generally the same amount of weight. The arch bridges held a little more
than the other bridges. They were in the 1400-1500 gram range. The other bridges were in
the 1000-1200 gram range.
• The bridges would not stand up on their own, so a support at each end had to be constructed.
Balancing the weights on the bridges required patience. Clamps were used to hold the
bridges during gluing.
The bridges supported different amounts of weights because each type has different construction.
The arch bridges supported the most weight because of the great natural strength of the arch. The
pier bridges supported the least weight because the supporting piers broke during construction.

25. REFEREANCES
➢ Rail link project, A case study on Jammu-Udhampur-Srinagar-Baramulla P.Tejal, J.Udit
and Z.Payal* CED, SCET, Surat, India
➢ Design of Idemli Bridges in landslide areas, By C. Ozkaya, G. Cetin & F. Tulumtas
➢ https://www.academia.edu/8358784/JAMMU_UDHAMPUR_SRINAGAR_BARAMUL
LA_RAILWAY_LINK_USBRL_
➢ DESIGN FEATURES of JAMMU – UDHAMPUR – SRINAGAR – BARAMULLA
RAIL LINK PROJECT By V.K.Duggal Dy CE/Con./N.Ry , D.K.Pamdey Sr
➢ www.construction-challanges-for-bridge-in.html