The Bogibeel bridge is a combined road and rail bridge over the Brahmaputra River in the northeastern Indian state of Assam between Dhemaji district and Dibrugarh district, which was started in the year 2002 and took a total of 200 months to complete. It was inaugurated on 25 December 2018.
Bogibeel river bridge is the longest rail-cum-road bridge in India, measuring 4.94 kilometers over the Brahmaputra river. As it is situated in an earthquake-prone area it is India’s first bridge to have fully welded steel-concrete support beams that can withstand earthquakes of magnitudes up to 7 on the Richter Scale. It is Asia’s 2nd longest rail-cum-road bridge and has a serviceable period of around 120 years.
The design of the Bogibeel bridge has 41 spans of 125 m and a superstructure of composite welded steel truss and reinforced concrete. It is designed to carry a double line 1,676 mm broad gauge railway on the lower deck and a 2-lane road on the upper deck. It is the longest combined rail and road bridge in India and has been built strong enough to support the movement of tanks and even fighter jet landings. Due to the heavy load and operating conditions the bridge is mounted on spherical bearings.
DIAMANT MM1018 FL Gap Compensation:
After extensive discussions between North East Frontier Railway officials, Bridge Designers, Engineers from the bridge fabrication contractors – Hindustan Construction Co. and DIAMANT Triumph, India – DIAMANT MM1018 Gap Compensation product fluid grade was selected for use. DIAMANT MM1018 product line is a specialty high strength metal grouting system for steel-steel and steel-concrete connections with very fine fillers allowing for gap compensation down to 0.1mm. The material is a 2-component polymeric-system allowing designers and application engineers ease of use to meet their field requirements. To ensure future replacements of bearing without having to touch the gap compensation activity a machined wedge plate is placed above the bearing top plate and below the girder bottom. DIAMANT MM1018 was injected into the gap, estimating a max. 2mm opening between the wedge plate and the girder bottom.
1.Significant cost and time savings in compensation of gaps without expensive and time consuming machining.
2.100% force and from fit connection between the wedge plate and the girder bottom. This ensured uniform load transfer and longer trouble-free service life of the bearings.
3.Long service life due to excellent fatigue life of MM1018 and long proven life of MM1018 in exposure to elements.
More on this engineering marble can be found under the youtube link: Bogibeel Road-cum-Rail Bridge – how was it built?