VTrans Integral Abutment Committee

Appendix I

Report
on
Integral Abutment Bridge Design

by

VTrans, Integral Abutment Committee

VTranstructures Section
Montpelier, Vermont

I-2 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

Printed 2000 by VTrans Structures Section.

VTrans Integral Abutment Committee
Structures Sub-Committee.
George Colgrove, Structures
Martha Evans-Mongeon, PE, Structures
Mike Lozier, Structures
Wayne Symonds, PE, Structures
Contributions from:
Chad Allen, Materials and Research
Michael Canavan, FHWA
Phil Plumb, PE, Construction
Jason Spilak, Contracts
Mike Tuttle, PE, Hydraulics
FIRST RELEASE April 20, 2001

Structures 3/30/04 I-3

 Table of Contents
INTEGRAL ABUTMENT BRIDGES ......................................................................... 1

1 DEFINING INTEGRAL ABUTMENT BRIDGES .................................................... 2

2 DESIGN CRITERIA .............................................................................................. 2

2.1 Structural/Geometrical .................................................................................... 2
2.2 Hydraulic ......................................................................................................... 3
2.3 Geotechnical ................................................................................................... 4

3 GENERAL DESIGN PROCEDURE ...................................................................... 5

3.1 Superstructure ................................................................................................ 6
3.1.1 Bridge End and Anchorage General Details ............................................. 6
3.1.2 Steel Superstructure Specific Details ....................................................... 7
3.1.3 Prestress Superstructure Specific Details ................................................ 8
3.1.4 Analysis and Design for Frame Action (Negative Moment) at Ends of Deck
8
3.2 Substructure ................................................................................................... 8
3.2.1 Design Abutment Movement .................................................................... 8
3.2.1.1 Thermal .............................................................................................. 8
3.2.1.2 Shrinkage and Creep ......................................................................... 9
3.2.1.3 Total Allowable Movement .................................................................. 9
3.2.2 Piles .......................................................................................................... 9
3.2.2.1 Grade of Steel .................................................................................... 9
3.2.2.2 Pile Selection ..................................................................................... 9
3.2.2.3 Pile Orientation ................................................................................. 10
3.2.2.4 Axial Load Analysis ........................................................................... 10
3.2.2.5 COM624P Analysis .......................................................................... 10
3.2.2.6 Interaction Equation Analysis ........................................................... 11
3.2.3 Pile Cap .................................................................................................. 11
3.2.4 Wingwall Design ..................................................................................... 13
3.3 Project Notes and Special Provisions ........................................................... 13
3.4 Load Rating .................................................................................................. 14

4 Summary ............................................................................................................. 14

I-4 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

Integral Abutment Bridges

Integral abutment (or jointless) bridges have a demonstrated his-

tory of initial cost savings due to economical use of materials and
life cycle cost savings through reduced maintenance. Integral
abutment bridges are being used to eliminate expansion joints at
A review of the
the abutments and in the bridge decks. This reduces both initial
construction costs and continual maintenance costs. Because of National Bridge
this, designers are using integral abutment bridges more often Inventory System
throughout the United States. Designers in Tennessee have de- (NBIS) in 1992
signed highway bridges up to several hundred feet with no joints, showed that 80% of
with the longest concrete bridge being 927-ft (282 m) and the long- NBIS bridges were
est steel bridge being 416-ft (127 m). A review of the National less than 180' (55
Bridge Inventory System (NBIS) in 1992 showed that 80% of NBIS m). The review also
bridges were less than 180' (55 m). The review also showed that showed that 90% of
90% of these bridges were under 400-ft (122 m). In Vermont, these these bridges were
percentages are even higher. One can see the advantage jointless
under 400' (122 m).
bridge construction has for Vermont and the United States.

The Structures Section of VTrans has begun designing integral

abutment bridges with the goal of decreasing the costs of replacing
Vermonts bridges, while increasing the durability and longevity of
these structures. To gain a greater understanding of jointless con- Trying to decrease
struction, the Structures Section along with the Geotechnical the costs of replac-
Section began a dialog that resulted in this report. This report is a ing Bridges across
culmination of information gathered from every aspect of bridge Vermont, while
analysis and design. It brings the thoughts from those involved in increasing durabil-
the Geotechnical, Construction, Hydraulics and Structural fields
ity and longevity of
together to create a general reference of integral abutment design.
VTrans intends this report to be a guide, and as such, use it with these bridges, the
full Engineering judgement. In cooperation with Contract Adminis- Structures Section
tration, the Structures Subcommittee modified the pile specifica- of VTrans has
tions to include the unique needs integral abutment bridges require. turned to integral
abutment bridges
Updates from further research will supplement this report. VTrans for a solution.
has entered into a four-year contract with Wiss, Janney, Elstner
Associates, Inc. to study integral abutment bridges. The contract
will be executed in three phases. In the first phase, a literature
search will be conducted and WJE Associates, Inc will submit a
subsequential report of the findings to VTrans. The next two
phases will be the designing and installation of monitoring equip-
ment on two integral abutment bridges being built in 2002 or 2003.
The consultant will then monitor and collect data for three years.
The final step will be presenting VTrans with a final report. At this
point, VTrans will combine the information contained in this report
with the new information from the consultants report, in developing

an integral abutment design manual.

Structures 3/30/04 I-5

 1 DEFINING INTEGRAL ABUTMENT BRIDGES
The primary purpose
of monolithic construc-
tion is to eliminate the
need for deck move-
ment joints and bear-
ings at abutments.
Integral abutment 2 DESIGN CRITERIA
construction shall be
considered as a first
option for all slab and
slab on stringer
bridges.
2.1 Structural/Geometrical
I-6
Integral abutment bridges are single span or multiple span continuous deck
type structures with each abutment monolithically connected to the superstruc-
ture and supported by a single row of flexible piles. The primary purpose of
monolithic construction is to eliminate the need for deck movement joints and
bearings at abutments.
Integral abutment bridges differ from traditional rigid frame bridges in the
manner in which movement is accommodated. Rigid frame bridges resist the
effects of temperature change, creep and shrinkage with full height abutment
walls, which are fixed or pinned at the footing level. The effects produced by
longitudinal forces in integral abutment bridges are accommodated by design-
ing the abutments to move with less induced stress, thus permitting the use of
lighter and smaller abutments.
Integral abutment construction shall be considered as a first option for all slab
and slab on stringer bridges. The following criteria are meant to provide the
designer guidance in designing integral abutment bridges. Use of the criteria
may vary dependent on the requirements of a specific project and/or based on
the experience of the designer with these types of structures.
Preferably, skew angles shall be limited to 20 degrees.
Curved bridges with straight beams are allowed. Curved
bridges with curved girders are not allowed.
The difference in profile grade elevation at the abutments
shall not exceed 5% of the bridge length, measured at the
centerline of bearing.
Abutments and piers shall be parallel with each other. Piers
should be in-line with the thalweg (main flow path) of the
stream. All beams shall be parallel with each other.
Limit abutment height to a maximum of 13' (4 m) from
finished grade to reduce the passive earth pressure acting
against each abutment. It is preferable to keep abutment
heights equal on each side of the bridge.
The total maximum bridge lengths, measured centerline
of bearing to centerline of bearing, are as follows:
Steel bridges: 330' (100 m)
Concrete bridges: 590' (180 m)
Preferably, abutments shall have a U-wingwall configura-
tion. Flared wingwalls may be considered at the discretion
of the designer. When very short wingwalls are needed, in-
line wingwalls may also be considered.
VTrans Structures Section Integral Abutment Bridge Design Manual
 Vermont Agency of Transportation

The maximum length of a monolithic cantilevered wingwall from centerline of

bearing to end of wall shall be 10' (3 m). The portion of the wall beyond 10' (3 m)
shall be designed as a freestanding retaining wall. An expansion joint shall be
detailed between the retaining wall and the monolithic wingwall to allow for up to
2" (50 mm) of movement.
The minimum pile embedment length required for design shall be 16' (5 m). Do
not use integral abutments where the depth to ledge or refusal layer is less than
16' (5 m) or where projected scour depth reduces the embedment length to less
than 16' (5 m). It is important to obtain, with some degree of certainty, the ledge
profile along the single row of integral abutment piles. If necessary to determine
feasibility, and if practical, borings shall be requested prior to Conceptual Plans
at the project scoping stage. In lieu of a borings request, other information sources
available to determine existing foundation conditions include reviewing record
plans for the existing bridge and conducting a site investigation.
Based on requirements from the Hydraulic and/or Geotechnical Engineer, a cof-
ferdam may be used to aid in laying stone fill in the channel.
2.2 Hydraulic
The designer shall refer to the Hydraulic Report and Figure 1 for more informa-
tion regarding the following:

Structures 3/30/04 I-7

 The bottom of the pile cap (or abutment stem) shall be below the bottom of stone
fill.
Piles should be designed as freestanding above the deeper elevation of 6' (2 m)
below channel bottom or the projected contraction scour depth.
The abutment setback distance is constrained by channel stability, potential for
lateral migration, channel alignment, and susceptibility to scour. The severity of
these constraints may govern structure choice at these locations. Use of integral
abutment bridges is not recommended on bends in the stream. Other site con-
straints that may restrict the abutment setback distance include buildings, inter-
sections, or existing retaining walls within close proximity to the existing chan-
nel.
Maintain a minimum of 1' (300 mm) of freeboard at design Q. Since integral
abutment bridges are typically longer than those designed on spread footings,
the depth of the beams may increase. Where clearance is a problem, the use of
integral abutments may not be appropriate.
2.3 Geotechnical
The designer shall refer to the Geotechnical Report and Figure 2 for more infor-
mation regarding the following:

I-8 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

To ensure proper pile placement in difficult or hard

driving conditions, pre-excavating to a depth of 8' (2.5
m) below the bottom of pile cap elevation is recom-
mended.
Integral abutments located in soil conditions where
large settlements are anticipated should be evaluated
on a project by project basis.
3 GENERAL DESIGN PROCEDURE
The following is intended to provide the designer guidance in performing . . .the use of the proce-
an integral abutment design. Again, the use of the procedure outlined dure outlined will be
below will be dependent upon the designers experience with these types dependent upon the
of structures. A suggested design reference is Tennessee Department of designers experience
Transportations Integral Abutments for Steel Bridges. This document with these types of struc-
was published through the American Iron and Steel Institute in 1996 and tures..

Structures 3/30/04 I-9

 includes a useful integral abutment design example. Other references are avail-
able through members of the VTrans Integral Abutment Committee.

Conventional deck 3.1 Superstructure

and girder designs
similar to those per- Conventional deck and girder designs similar to those performed for curtain
wall and backwall bridges with bearings remain appropriate for designing steel
formed for curtain
superstructures for integral abutment bridges. Conventional slab and prestressed
wall and backwall member designs remain appropriate for designing concrete superstructures for
bridges with bearings integral abutment bridges.
remain appropriate
for designing steel
superstructures for
integral abutment
3.1.1 Bridge End and Anchorage General Details
bridges.
Use Figure 3 in selecting a bridge end detail for integral
abutment bridges. Please note that the Bridge End Detail
Types A through I can be found in the VTrans Struc-
tures Manual. The bridge end detail should contain the
following, as illustrated in Figure 4.
Use a 1' x 1' (300 mm x 300 mm) approach slab bracket.
Use a 1' x 1' (300 mm x 300 mm) fillet in the deck.
Locate the transverse deck joint according to design.

I-10 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

Construction joint between the pile cap and the curtain wall:
The designer may either slope the top surface of the pile cap with the cross
slope of the final grade, make it level or step it.
Place a shear key just behind the girders so that it will be continuous along
the entire abutment.
Detail a score mark on front face along the construction joint.
Detail a minimum of 4" (100 mm) from theoretical seat elevation (bottom of
girder flange) to the joint elevation.

3.1.2 Steel Superstructure Specific Details

Anchorage/Bearing assembly. See Figure 5.:
In lieu of design, the anchor bolts may be 2" diameter (51 mm) GR 50 (345)
swedged and threaded with the threaded length not included in the shear
plane.
Anchor bolt to be embedded a minimum of 18" (450 mm).
Place a leveling/sole plate below the flange. It shall be the full width of bottom
flange with the length and thickness determined by design.
Double nut on bottom.

Structures 3/30/04 I-11

 Bolt at centerline of pile/bearing.
Place stiffener as close to the centerline of bearing as practical.
Provide holes in girder for reinforcing steel according to design.

3.1.3 Prestress Superstructure Specific Details

[To be developed.]

3.1.4 Analysis and Design for Frame Action (Negative Moment) at Ends of Deck
The pile cap should be analyzed with the following criteria:

The pile cap shall resist the shear from the passive earth pressure.
The pile cap shall resist the combined moment from passive earth pressure, live
load and superimposed dead load rotation.
Additional steel in the deck at each end may need to be designed to resist the above.

3.2 Substructure

3.2.1 Design Abutment Movement

3.2.1.1 Thermal
Thermal movement is caused when the structure expands and contracts due to fluctuations in the ambient
temperature. Because the deck is monolithically connected to the abutments, the abutments move with this
expansion and contraction. Concrete bridges tend not to expand or contract to the same magnitude as steel
bridges. This is due to the heat sink nature of the mass of concrete that comprises the superstructure. The
following may be used for calculating thermal movement:

Steel
Thermal range is 150 F (83 C.)
With the coefficient of thermal expansion being 0.0000065/F (0.0000117/
C), use 0.936"/100' (78 mm/100 m) of bridge length.
For the maximum bridge length of 330' (100 m), this equates to 3.1" / 2 abut-
ments or 1.55" (40 mm) total movement throughout the thermal extremes at
each abutment.
Concrete
Thermal range is 90 F (32 C.)
With the coefficient of thermal expansion being 0.0000060/F (0.0000168/
C), use 0.648"/100' (54 mm/100 m) of bridge length.
For the maximum bridge length of 590' (180 m), this equates to 3.82" / 2
abutments or 1.91" (49 mm) total movement throughout the thermal extremes
at each abutment.

I-12 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

3.2.1.2 Shrinkage and Creep

Without expansion joints, the abutment will be required to
accommodate the movement due to creep and shrinkage. This
is of primary concern with concrete girder or concrete beam
bridges. The designer may refer to section 3.3 of the PCI
Design Handbook, editions 3 and 4 for more information on
how to calculate this movement.

3.2.1.3 Total Allowable Movement

Total abutment movement shall be limited to 2" (50 mm).

3.2.2 Piles

3.2.2.1 Grade of Steel

Steel piles shall be grade 36 (250) or grade 50 (345) steel.
(AASHTO M270, VTrans 2001 Spec 730.01)

3.2.2.2 Pile Selection

It is preferable that piles used for integral abutment bridges be It is preferable that piles
compact. Compact sections are capable of developing a fully used for integral abutment
plastic stress distribution. The designer may use Table 1 for bridges be compact
the initial pile selection. Based on the specific nature of the
project, the content of the table may not be appropriate for
final design. The designer is required to complete a full
AASHTO 10.48 (Standard Specification) or AASHTO LRFD
6.10 check for their specific project at final design.

Compact and non-compact pile sections may be used for skews

up to 20. For skews over 20 use compact pile sections only.

The Geotechnical Report shall include a statement indicating

the ability for the soil to provide lateral support for the pile.
The designer will need to know if the soil conditions will al-
low the pile to be fully braced against buckling. In the case
where the pile extends through layers of soft soil, the designer
shall assume that the pile acts like an unbraced column. See
Figure 7 for the unbraced length defined. The corresponding
AASHTO design requirements shall be followed.

Structures 3/30/04 I-13

3.2.2.3 Pile Orientation
If the piles are being designed with the strong axis resisting superstructure movement, then
orient the web to be parallel to the direction of movement. Otherwise, for weak axis bend-
ing, orient the web to be perpendicular to the direction of superstructure movement.

3.2.2.4 Axial Load Analysis

As a means in determining a preliminary pile size, the designer may choose to perform an
unfactored axial load analysis using the requirements of AASHTO 4.5.7.3. The foundation
report prepared by the Geotechnical Engineer will usually recommend a pile size. This is a
good starting point for the analysis.

3.2.2.5 COM624P Analysis

The COM624P pile design software is available to the designer. This software is used to
analyze pile-soil interaction in determining the moment developed throughout the pile due to
the thermal movement demand of the structure. Typically, the Geotechnical Engineer will
have developed a COM624P input file as part of the foundation analysis. Once the file is set

I-14 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

up, the designer can use the file to make minor modifications, as necessary, including modifying
pile geometry and orientation (strong/weak axis) and modifying the soil profile to analyze the scour
condition. The important elements of the design that are drawn from this output are the following:

LATERAL LOAD AT PILE HEAD: This is the lateral load required to gener-
ate the design thermal movement demand, or deflection, due to tempera-
ture loading.
PILE DEFLECTION AND MOMENT: The deflection and moment throughout
the pile due to temperature loading can be output both in graphical (Fig-
ure 6 and 7) and tabular (Figure 8) formats. Included in the tabular out-
put are the maximum negative moment at the pile head (X = 0 in.) and the
maximum positive moment within the pile unbraced length. The location
of the maximum positive moment is dependent upon the soil conditions
and will vary from project to project.
UNBRACED LENGTH: The length along the pile, between inflection points,
or points of moment reversal (see Figures 7 and 8). This is the length
used to calculate buckling stresses in the pile.
DEPTH TO FIXITY: The effective pile length, or the depth to zero deflection
in the pile. (See Figures 4 and 6). The effective pile length shall be be-
tween the bottom of the pile cap to the depth of fixity.

3.2.2.6 Interaction Equation Analysis

For both the non-scour and scour conditions, the unbraced pile length indicated in the COM624P
output, if required according to Table 2, shall be analyzed as a beam-column subjected to combined
axial load and bending using the requirements of AASHTO 10.54.2. The applicable Group load-
ings from AASHTO Table 3.22.1A shall be used in the analysis. Typically, the final hydraulics
report will indicate both the calculated depth of contraction scour and the elevation above which
the piles shall be designed to be freestanding.

The threshold for using the beam/column specifications of AASHTO 10.54.2 is 0.15FyA (AASHTO
10.48). If the factored axial load on the pile exceeds the values in Table 2 the designer is required
to design the pile as a beam/column.

Piles meeting the requirements of the applicable column or beam/column analysis are considered to
be acceptable for use on the project.

3.2.3 Pile Cap

In designing the pile cap, the largest force that will have an effect on the design is the passive earth
pressure of the backfill material placed behind the abutment. There will also be a moment induced
by the live load and superimposed dead load rotations. The pile cap should be designed to resist the
shear from the passive earth pressure, and the combined moment from passive earth pressure and

Structures 3/30/04 I-15

 live load and superimposed dead load rotation. The horizontal steel should be designed to resist the
passive earth pressure, assuming the cap to act as a continuous beam between the girders.

I-16 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

3.2.4 Wingwall Design

For monolithic wingwalls, design the horizontal steel at the in-
tersection of the wingwall and the abutment to resist the canti-
lever forces induced by earth pressures acting behind the
wingwall. Design wingwalls of the U-wall configuration for
active earth pressure. If using in-line wingwalls, the earth pres-
sure is passive due to the expansion force in the girders. With

Structures 3/30/04 I-17

 flared wingwalls, forces comprised of passive pressure acting in
a direction perpendicular to the abutment centerline and an active
component acting in a direction perpendicular to the centerline
of the roadway are present. Do not put piles or a footing under
wingwalls that are attached to the abutment. Wingwalls longer
then 10' (3000 mm) should be designed to be freestanding and
should be isolated from the movement of the bridge

3.3 Project Notes and Special Provisions

Project notes and special provisions shall be written and included
in a given project to explain unusual construction requirements.
Both project notes and special provisions have been developed
for several integral abutment bridge projects. The designer is
encouraged to use these as examples. The intention is to move
away from including excessive notes and special provisions by
creating new items with corresponding specifications that relate
to the construction of integral abutment bridges. These items have
been created and assigned numbers. The specification for pile
preparation is found in section 503 and the corresponding item
number is 503.20. The specification for the steel piling for inte-
gral abutments is included in section 505 and the corresponding
item number is 505.26.

3.4 Load Rating

Integral abutment bridges shall, preferably, be load rated as simple
span bridges with any beneficial aspects of continuity being ig-
nored. This is a conservative approach that will save time devel-
oping a load rating, while ensuring compatibility with the pro-
posed Virtis bridge inventory and load rating software. If any
other assumptions are made when load rating these structures they
shall be carefully documented on the plans for future load rating
purposes.

4 Summary
Jointless bridges have proven to be significant sources of cost
savings in bridge programs across the nation. The implementa-
tion of a bridge program that supports and encourages the use of
jointless bridges as the primary design option will inevitably save
thousands of dollars and allow for better uses of the programs
economic resources. Savings experienced in both initial construc-
tion and reduced maintenance costs will translate into additional
bridges being built, resulting in an improved integrated transpor-
tation system responsible for the transport of goods and services
in a safe, efficient, cost effective, and environmentally sensitive
manner.

A primary Committee objective has been to keep the Agencys

vision and mission statements in the forefront when developing
effective design guidelines for future projects. However, it is rec-
ognized that the success of future projects is highly dependent

I-18 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

upon a careful analysis and monitoring of these types of struc-

tures. Therefore, the Integral Abutment Committee has supported
the RAC funded Performance Monitoring of Jointless Bridges
research project. This research project consists of three phases.
Phase I is a literature search, while Phase II consists of the devel-
opment of an instrumentation plan based on Phase I conclusions
and recommendations. Phase III consists of the actual monitor-
ing of the instrumentation (installed by the Consultant) as ap-
proved by the Committee. The Committee hopes to provide in-
strumentation for two bridges as part of this research project, and
anticipates construction of these two projects to take place either
during the 2002 or 2003 construction seasons.

Structures 3/30/04 I-19

 Townbr13.out

PILE LOADING CONDITION

LATERAL LOAD AT PILE HEAD = .266E+02 KIP. /$7(5$//2$'

SLOPE AT PILE HEAD = .000E+00 IN/IN 5(48,5('72
0$;,0801(*$7,9(
AXIAL LOAD AT PILE HEAD = .225E+03 KIP *(1(5$7('(6,*1
020(17$77232) 029(0(17
3,/(%277202)67(0)25 '()/(&7,21
'(6,*1'()/(&7,21'8(72
7(3(5$785((/21*$7,21
7(03(5$785((/21*$7,21
X DEFLECTION MOMENT TOTAL SHEAR SOIL FLEXURAL
STRESS RESIST RIGIDITY
IN IN IN-KIP LBS/IN**2 KIP LBS/IN KIP-IN**2
***** ********** ********** ********** ********** ********** **********
.00 .610E+00 -.137E+04 .550E+05 .266E+02 .000E+00 .539E+07
6.00 .606E+00 -.121E+04 .498E+05 .268E+02 .329E+02 .539E+07
12.00 .593E+00 -.105E+04 .445E+05 .262E+02 .720E+02 .539E+07
18.00 .573E+00 -.888E+03 .393E+05 .256E+02 .110E+03 .539E+07
24.00 .548E+00 -.731E+03 .341E+05 .249E+02 .146E+03 .539E+07
30.00 .517E+00 -.577E+03 $3352;,0$7('(37+72
.291E+05 .239E+02 .176E+03 .539E+07
36.00
42.00
.483E+00 -.429E+03
.446E+00 -.288E+03
),;,7< 
.243E+05
.197E+05

P .228E+02
.214E+02
.206E+03
.244E+03
.539E+07
.539E+07
48.00 .407E+00 -.155E+03 .154E+05 .199E+02 .265E+03 .539E+07
54.00 .367E+00 -.317E+02 .113E+05 .182E+02 .297E+03 .539E+07
60.00 .326E+00 .812E+02 .130E+05 .163E+02 .324E+03 .539E+07
66.00 .287E+00 .182E+03 .163E+05 .143E+02 .351E+03 .539E+07
72.00 .248E+00 .270E+03 .191E+05 .121E+02 .373E+03 .539E+07
78.00 .211E+00 .345E+03 .216E+05 .984E+01 .390E+03 .539E+07
84.00 .177E+00 .404E+03 .235E+05 .746E+01 .401E+03 .539E+07
90.00 .145E+00 .449E+03 .250E+05 .504E+01 .404E+03 .539E+07

0$;,080326,7,9(
96.00 .116E+00 .479E+03 .259E+05 .264E+01 .399E+03 .539E+07

020(17:,7+,1
102.00 .907E-01 .493E+03 .264E+05 .288E+00 .384E+03 .539E+07

3,/(81%5$&('
108.00 .684E-01 .493E+03 .264E+05 -.194E+01 .360E+03 .539E+07
114.00 .494E-01 .479E+03 .259E+05 -.400E+01 .327E+03 .539E+07
120.00 .336E-01 .453E+03 /(1*7+
.251E+05 -.574E+01 .251E+03 .539E+07
126.00 .208E-01 .417E+03 .239E+05 -.711E+01 .207E+03 .539E+07
132.00 .108E-01 .372E+03 .225E+05 -.819E+01 .153E+03 .539E+07
138.00 .331E-02 .322E+03 .208E+05 -.881E+01 .539E+02 .539E+07
144.00 -.206E-02 .270E+03 .191E+05 -.886E+01 -.350E+02 .539E+07
150.00 -.562E-02 .218E+03 .174E+05 -.846E+01 -.999E+02 .539E+07
156.00 -.774E-02 .169E+03
81%5$&('/(1*7+
.158E+05 -.773E+01 -.143E+03 .539E+07

 
162.00 -.872E-02 .126E+03 .144E+05 -.680E+01 -.168E+03 .539E+07
P -.177E+03
7+,6,67+(
168.00 -.886E-02 .881E+02 .132E+05 -.576E+01 .539E+07
174.00 -.842E-02 .567E+02 .122E+05 -.470E+01 -.175E+03 .539E+07
180.00 -.760E-02 .314E+02 /(1*7+%(7:((1
.113E+05 -.369E+01 -.163E+03 .539E+07
186.00 -.656E-02 .120E+02 =(52020(176
.107E+05 -.276E+01 -.146E+03 .539E+07
192.00 -.545E-02 -.217E+01 .104E+05 -.194E+01 -.125E+03 .539E+07
198.00 -.435E-02 -.118E+02 .107E+05 -.126E+01 -.103E+03 .539E+07
204.00 -.333E-02 -.177E+02 .109E+05 -.702E+00 -.817E+02 .539E+07
210.00 -.243E-02 -.207E+02 .110E+05 -.272E+00 -.614E+02 .539E+07
216.00 -.167E-02 -.214E+02 .110E+05 .423E-01 -.434E+02 .539E+07
222.00 -.105E-02 -.205E+02 .110E+05 .257E+00 -.281E+02 .539E+07
228.00 -.564E-03 -.185E+02 .109E+05 .387E+00 -.155E+02 .539E+07
234.00 -.204E-03 -.160E+02 .108E+05 .451E+00 -.578E+01 .539E+07
240.00 .487E-04 -.133E+02 .107E+05 .465E+00 .127E+01 .539E+07
246.00 .213E-03 -.105E+02 .107E+05 .444E+00 .572E+01 .539E+07
252.00 .307E-03 -.800E+01 .106E+05 .401E+00 .848E+01 .539E+07
258.00 .348E-03 -.575E+01 .105E+05 .346E+00 .987E+01 .539E+07

9(5<60$//
264.00 .351E-03 -.385E+01 .104E+05 .286E+00 .102E+02 .539E+07
270.00 .328E-03 -.231E+01 .104E+05 .226E+00 .977E+01 .539E+07
276.00 '()/(&7,21
.289E-03 -.112E+01 .103E+05 .170E+00 .884E+01 .539E+07
282.00 ,1',&$7,1*
.243E-03 -.250E+00 .103E+05 .121E+00 .761E+01 .539E+07
288.00
294.00
.195E-03
.149E-03
),;,7<
.350E+00
.723E+00
.103E+05
.103E+05
.794E-01
.459E-01
.625E+01
.491E+01
.539E+07
.539E+07
Page 14

Figure 8 Typical printout of COM624P output.

I-20 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

References
GENERAL INFORMATION
ASCE/Civil Engineering, November 1985
Jointless Bridge Decks

NCHRP Synthesis of Highway Practice, Bridge Deck Joints, September 1989

Chapter 3, Integral Construction

TRB-TRR 1275, Bridge Research, 1990

Integral Bridges

AISI/Steel Bridges Forum, Summer/Fall, 1993

Why Integral Bridges?

TRB-TRR 1393, Structures, 1993

Integral Bridges: Attributes and Limitations

Xanthakos, Petros P., Bridge Substructure and Foundation Design, Prentice Hall, 1995
7.16 Integral Abutments

AISI, Highway Structures Design Handbook, October 1996

Integral Abutments for Steel Bridges

DTI Management Best Practice, HTML Page from Internet, Feb. 1999
Design & Construction of Integral Bridges to the USA 10-21 Aug. 1997

Steel Works, High Performance Steel Bridge Concepts, HTML Page from Internet, Feb 1999
High Performance Steel Bridge Concepts, IV Integral Connections

Performance
TRB-TRR 903, 1983
Skewed Bridges with Integral Abutments

TRB-TRR 903, 1983

Behavior of Abutment Piles in an Integral Abutment in Response to Bridge Movements

ASCE/Journal of Geotechnical and Geoenvironmental Engineering, Vol. 124, No. 5, May 1988
Centrifuge Modeling of Spread-Base Integral Bridge Abutments

ASCE/Journal of Performance of Constructed Facilities, Vol. 2, No. 2, May 1988

Performance of Jointless Bridges

TRB-TRR 1371, Bridge, Culvert and Tunnel Research, 1992

Performance Evaluation of Integral Abutment Bridges

TRB-TRR 1371, Bridge, Culvert and Tunnel Research, 1992

Testing an Integral Steel Frame Bridge

TRB-TRR 1415, Field Performance of Structures and Non Destructive Evaluation of Subsurface Infrastructure, 1993
Skew Effects on Backfill Pressures at Frame Abutments

Structures 3/30/04 I-21

TRB-TRR 1460, Structures, 1994
Parametric Study of Single-Span Jointless Steel Bridges

Design ISSUES
FHWA/RD-86/102, Seismic Design of Highway Bridge Foundations, June 1986
Vol. II, Design Procedures and Guidelines, 8.3 Integral Abutments

ASCE/Journal of Structural Engineering, Vol. 114, No. 6, June 1988

Design Model for Piles in Jointless Bridges

TRB-TRR 1223, Bridge Design and Performance and Composite Materials, 1989
Rational Design Approach for Integral Abutment Bridge Piles

ASCE/Journal of Structural Engineering, Vol. 115, No. 11, Nov 1989

Abutment Pile Design for Jointless Bridges

ASCE/Journal of Structural Engineering, Vol. 117, No. 7, July 1991

Validation of Design Recommendations for Integral Abutment Piles

Structure, May 2001

Design of Integral Abutments for Jointless Bridges

ANALYSIS
ASCE/Journal of Structural Engineering, Vol. 112, No. 10, October 1986
Nonlinear Analysis of Integral Abutment Bridges

TRB-TRR 1319, Bridge and Hydrology Research, 1991

Analysis Investigation of Slab Bridges with Integral Wall Abutments

TRB-TRR 1476, Steel, Concrete and Wood Bridges, 1995

Analysis of In-Service Jointless Bridges
Creep Analysis of Hybrid Integral Bridges

TRB-Conference Proceedings 7, 4th International Bridge Engineering Conference Vol. 2, Aug 1995
Application of Precast, Prestressed Concrete Piles in Integral Abutment Bridges

Journal of Geotechnical and Geoenvironmental Engineering, May 2001

Nonlinear Analysis of Integral Bridges: Finite Element Model

APPROACH SLABS
TRB-TRR 1113, Bridge Maintenance, Corrosion, Joint Seals, and Polymer Morter Materials, 1987
Bridge Approach Pavements, Integral Bridges and Cycle-Control Joints
FORCES
TRB-TRR 664, Bridge Engineering, 1978
Environmental Stresses in Flexibly Supported Bridges
STATE MANUAL REFERENCES
Illinois Department of Transportation, March 1995
Section 3 Design, 3.6.12 Integral Abutments

Maine Bridge Manual, February 1997

I-22 VTrans Structures Section Integral Abutment Bridge Design Manual

 Vermont Agency of Transportation

Use of Integral Abutment Policy

New York State Thruway Authority, May 1997

Section 4 Substructures, 4.6 Integral Abutments

MassHighway Bridge Manual, March 14, 1999

3.9 Integral Abutment Bridges

New Hampshire Bridge Manual, March, 1998

Integral Abutment Bridges

Semi-Integral Bridges
TRB-TRR 1460, Structures, 1994
Semi-Integral Bridges: Movements and Forces

Illinois Department of Transportation, March 1995

Section 3 Design, 3.6.13 Semi-Integral Jointless Abutments

TRB-TRR 1594, 1997

Emergence of Semi-Integral Bridges

New York State Thruway Authority, May 1997

Section 4 Substructures, 4.7 Jointless Bridges
Section 4 Substructures, 4.8 Jointless Bridges with Curtain Wall Abutments

Structures 3/30/04 I-23