It is built in the region as the river enters into the deltaic reach before discharging into the sea 60 kilometres (37 mi) downstream of the bridge.

At the location of the bridge the Godavari River flows with a width of about 3 kilometres (1.9 mi), split in two channels with an island formation in between.

[1] The bridge is located in a cyclonic area where the wind speed touch 200 kilometres (120 mi) per hour.

Comparatively the Kovur channel is shallow with a water depth of about 8–10 metres (26–33 ft) and riverbed is made up of clay deposits.

But, as the usage of concrete as construction material had become popular since its introduction in the 1930s, the issue of type of superstructure was re–examined by the Indian Railways.

It was decided to examine the possibility of evolving a prestressed concrete bridge with a 97.55 metres (320.0 ft) span.

On the basis of these proposals, the authorities at Indian Railways prepared the Terms of Reference prescribing the design criteria.

Following this, the three qualified firms, the Research Design and Standards Organization and the Railway Board were taken into consideration to indicate their views and comments on the Terms of Reference.

The proposals received from the three firms were examined by Proof Consultants who recommended that the design offered by Hindustan Construction Company be accepted.

Following this recommendation, the proposal of Hindustan Construction Company was accepted considering its technical feasibility and financial viability.

[1] The bridge, built by the Hindustan Construction Company, for the Indian Railways, was designed by Bureau BBR, Switzerland, and checked by Leonardt Andrä and Partners, Germany.

These wires run parallel to each other and are encased in a high tensile polythene pipe, which is cement grouted.

[1] The box girder, which functions as the deck of the bridge and carries the live load, comprises end diaphragm (1,000 millimetres (39 in) thick), which has inspection windows.

[1] After the bridge was constructed, the railway authorities carried out settlement studies of all 28 piers in view of the foundation conditions on which they were founded.

To remedy the situation, the consultant advised HCC, to maintain a uniform gradient of 200 millimetres (7.9 in) between the piers 26, 27 and 28.

This was done by careful planning of stopping train operations (by taking two breaks of short intervals) over the bridge during the period of rectification supported by eight 400 tonnes capacity hydraulic jacks with lock nut and shim plates’ arrangement.