A Report On Integral Abutment Bridge

Dissertation Project 1 Mid-Review
M.Tech. Sem. III (Structural Engineering)
A study on
Integral Abutment Bridge.
Report Prepared By
Sanket D Panchal
(IU1651180009)
Department of Civil Engineering

Indus Institute of Technology & Engineering
INDUS UNIVERSITY
Ahmedabad 382115
October 2017
INTEGRAL ABUTMENT BRIDGE Page 1

Comprehensive Report on Mid-review of DP 1
Submitted in partial fulfillment of the requirements
For the degree of
Master of Structural Engineering
By:
Sanket D Panchal
(IU1651180009)
Internal Guide:
Prof. Tejas Rathi
Department of Civil Engineering

Indus Institute of Technology & Engineering
INDUS UNIVERSITY
Ahmedabad 382115
October 2017

CERTIFICATE
This is to certify that the Comprehensive Report on the Seminar, carried out on A Study of Integrak
Abutment Bridge., submitted by Sanket Panchal (IU1651180009), towards the partial fulfillment of
the requirements for the degree of Master of Technology in Structural Engineering of Indus
University, Ahmedabad, is the record of work carried out by him under my supervision and guidance
during July 2017 to October, 2017. In my opinion, the submitted work has reached a level required
for being accepted for mid-review.
Prof. Tejas Rathi Prof. Tejendra Tank

Faculty Guide, Head of Department
(Designation) (Civil Engineering)
Department of Civil Engineering, IITE,
IITE, INDUS UNIVERSITY,
INDUS UNIVERSITY, AHMEDABAD

AHMEDABAD

INDEX
Sr. No Topic Page No
1 Introduction 6
1.1. General 7
1.2. Bearing type bridges 7

1.3. Shortcomings of bearing bridges 8
1.4. Introduction to integral bridges 11

1.5. Advantages of integral bridges 12
1.6. Need of study 12

1.7. Objective of study 13
1.8. Scope of work 13
2 Integral Bridge Concept 14

2.1. Definition and Concept 15
2.2. Planning Consideration 15

2.3. Design Difference 18
2.4. Seismic Design Consideration 19

2.5. Code Provision 19
2.6. Limitation Of Concept 19
3 Literature Review 21
3.1. Research Paper 1 22


Chapter 1
INTRODUCTION
1.1. GENERAL
1.2. BEARING TYPE BRIDGES
1.3. SHORTCOMINGS OF BEARING BRIDGES
1.4. INTRODUCTION TO INTEGRAL BRIDGES
1.5. ADVANTAGES OF INTEGRAL BRIDGES
1.6. NEED OF STUDY
1.7. OBJECTIVE OF STUDY
1.8. SCOPE OF WORK

1.1. GENERAL.
th
For many centuries bridges were built without expansion joint and bearing. But in 20 century
as the engineering and analysis became more sophisticated there has been the inclusion of joints
and bearings in the design of bridges. In the current practice of bridge construction there has
been the inclusion of the joints, to decrease the span of the bridge, and bearing, to transfer the
load of superstructure to the substructure. We refer this sort of bridges as Bearing Bridges.
Here the fore-mentioned inclusion has drawbacks from both aesthetical and functional point of
view. The distress caused by these elements viz. joints and bearings, is the major cause of
concern noticed in the bridges constructed over last fifty years.
Despite of having the above mentioned drawbacks/weak-links bearing bridges are popular in India
due to ease in their design and construction. On the other hand, Integral Bridges are the bridges
without any joint and bearings. This eliminates the causes of distress that were observed in bearing
type bridges. This results in the improvement of the bridges both aesthetically and functionally.
The further introduction on both type of bridges is briefed in this chapter. Also this chapter will
deal with the need of study, scope of the study as well as the objective for which the study is
carried out.
1.2. BEARING TYPE BRIDGE

As specified earlier the expansion joints and bearing are considered to be the weak links of bearing
bridges. However, they are provided with certain purpose.
Expansion joint are provided to serve the purpose of accommodation of the thermal and
volume change movements without allowing leakage of water through it.
However, the failure of expansion joints results in the water leakage to bearings and
structure. This damages both, structure and bearings.
Also, once the bearings are damaged are difficult to replace or repair. Repair and
replacement of bearings involves costs and time.

The typical bearing bridge and its components are shown in the figure below.
Fig 1.2.1 Bearing Bridge and its components

Thus elimination of both these components proves beneficial as they represent weak links
of bridges and also renders fragility.
Despite of having this issues, their ease in design and construction has been the reason of
their popularity. Answer to this issues is the introduction of INTEGRAL BRIDGES.
1.3. SHORTCOMINGS OF BEARING BRIDGE

Need for joint less bridge arises because of certain shortcomings of bearing bridges.
These shortcomings are listed below:
o Bearings and expansion joints proves expensive matter to install, maintain, repair and replace.
o Installation of bearings and joints is an increased activity and hence its time consuming too.
o The run-off water leakage through expansion joints causes corrosion problems at the girder
ends, bearings and further to substructure system.
o The failure of joints reduces the riding quality. Elastomeric bearing can split or rupture due to
unanticipated movements, or can ratchet out of position.
o Malfunctioning of bearings may lead to unanticipated structural failure.

Life cycle of bearing is less compared to the life cycle of bridges, hence there are
recurrent costs to maintain bearings.
During earthquakes or any other accidental load, there is possibility of dislodgement of the
span.
Short comings of bearing bridges can be shown below in terms of the pictures of failures
occurred in bearing bridges during any accidental load
Fig 1.3.1 Failure of metallic bearing Surajbari Bridge (old) Kutch
Fig 1.3.2 Transverse movement of deck in surajbari bridge (New) in Kutch

Fig 1.3.1 Expansion joint damaged due to excessive movement of Surajbari Bridge (new) in
Kutch
Fig 1.3.4 Padshahi Bagh (J.K.) damaged pier cap, bearing, and superstructure
Fig 1.3.5 Displacement of Elastomeric Bearing in Darfield (NZ) during Earthquake

1.4. INTRODUCTION OF BEARING BRIDGE
Integral bridges are defined as
The bridges without expansion joints and bearings
The bridges with integral abutments
Integral abutment is the abutment that is constructed and joined with the deck without
any expansion joint.
Integral bridge construction includes the monolithic construction between the deck and
the substructures.
They are generally designed in a way that all the supports equally negotiates the thermal
and braking loads.
Fig 1.4.1 Integral Abutment Bridge Components

1.5. ADVANTAGES OF INTEGRAL BRIDGES / WHY GO FOR
INTEGRAL BRIDGES?
Advantages of integral bridge over conventional bridges are as follows:

As the joints and bearings installation has been eliminated, the time is thus reduced and
hence speed in construction is achieved.
The maintenance cost of bearings and joints contributed to the more maintenance cost in
bearing bridges compared to integral bridges.
Construction of joint less bridges improves the riding quality and reduces vehicular impact loads.
Elimination weak links (bearings and joints) prevents the dislodgement of span due to
accidental load.
Due to elimination of expansion joint the future widening is simplified in integral
bridges.
Other benefits are:

Simple beam seats.
Added redundancy and capacity for catastrophic events.
Improve Load distribution.
Enhance protection for weathering steel girders.
1.6. NEED OF STUDY
In India, limited data is available to study the comparison between integral and bearing
bridge systems, hence it restricts the probability of adopting a particular system in certain
condition.
The suitability of Integral Bridges in Indian condition from functional and economical
point of view is required to be assessed.
This forms the need to carry out the comparative study between bearing and integral
bridge systems.

1.7. OBJECTIVE OF STUDY
Studying the behavior of Integral Bridges and Bearing Bridges under temperature.
Understanding the effect of braking and temperature forces on abutment and earth pressure
calculation on it.
Analysis of integral and bearing bridges with different parameters.
1.8. SCOPE OF STUDY

Literature review
Understanding earth pressure calculation for different type of load cases.
Modelling of bearing & integral bridges for 3, 4 & 5 nos. of span using STAAD pro.
Bridge parameters for study

Two lane Carriageway.
3, 4 & 5 nos. span
Skew angle 0 to 60 at 10 degree intervals.
Comparative study parameters Forces,

displacement and moments, Behavioral
difference with the number of span, Live load,
Thermal Stress,
Soil Parameters
3
Density of soil 18 KN/m
Angle of internal friction - 20

2
Safe bearing capacity 300 KN/m (rocky strata).

Chapter 2
INTEGRAL BRIDGE CONCEPT
2.1. DEFINATION AND CONCEPT
2.2. PLANNING CONSIDREATION
2.3. DESIGN DIFFERENCE
2.4. SIESMIC DESIGN CONSIDRATION
2.5. CODE PROVISION
2.6. LIMITATION OF CONCEPT

2.1. DEFINATION AND CONCEPT
Integral bridge is generally defined as the bridge with integral abutments. Sometimes, the
definition is given as, the bridge with no joints for movement and no bearings.
Integral bridges are based on the concept that the stresses due to temperature effect and
movements are transferred to the substructure by the rigid connection between substructure
and superstructure.
The flexibility of the substructure in transfer of loads is considered to be the point of
concentration in the integral bridge concept.
2.2. PLANNING CONSIDREATION

The aspects to be considered while planning are as follows:
Length of the Structure
Climatic Condition
Seismic Zone
Type of Superstructure
Type of Abutments
Type of Foundations And Sub-Soil Conditions
Geometry of the Structure
Complexity in Analysis and Design
These points are explained in brief below:
2.2.1 LENGTH OF STRUCTURE

The length of the structure depends upon the climatic condition, range of temperature
variation both seasonal and daily, material of the structure, geometry of the structure, sub soil
conditions and pier height.
Due to in appropriate experimental study the length of the structure is limited up to 150m
till further research work is carried out.
2.2.2 CLIMATE CONDITION

The integral bridges are sensitive to daily and seasonal temperature and moisture change.
Lesser the variation lesser are the induced stresses in the bridges.
Thus integral concept is more suitable in the regions with lesser variation in temperatures.
According to the IRC 6:2000 the southern and eastern regions of our country are suitable
for such concept.
2.2.3. SEISMIC ZONE:

The added degrees of redundancy in the structure helps in minimizing the risk of failure of
the structure.
Hence integral bridge concept in suitable in the high seismic zone (zone IV & V).
2.2.4. TYPE OF SUPERSTRUCTURES:

Type of superstructure also have significant influence on the design of integral bridges.
The following are the superstructures that are usually adopted:
Cast in situ RC slab/voided deck slab.
Precast RC girders with composite deck slab.
Steel girders with concrete composite deck.
Pre-cast pre-stressed girders with in situ composite deck.
2.2.5. TYPE OF ABUTMENT:

Following are the types of abutment used in the concept of integral bridges.
(a) Frame Abutment
(b) Frame Abutment
(c) Bank Pad Abutment
(d) Bank Pad Abutment
(e) End Screen Abutment
(f) End Screen Abutment

Fig 2.2.1 Types of integral abutment
2.2.6. TYPE OF FOUNDATION AND SUB-SOIL CONDITION:

Sub soil condition is an importance consideration while choosing the type of foundation and
for ascertaining the feasibility of integral structures.
The primary criterion is the need to support the piers and abutments on relatively flexible
foundation.
It is desirable to have flexible foundation to accommodate for the structural movement under
thermal loading to dissipate thermal stresses.
In case the hard strata is met, then the site is not suitable for integral bridges.
Also at the sites where soil is liable to liquefaction, slip failure, boiling, the adoption of
integral bridge in not suitable.

2.2.7. GEOMETRY OF THE STRUCTURE:
Basically for integral bridges, simple geometry has been considered easy approach for
designing.
Structures, where there are abrupt changes in the mass, stiffness or geometry along the span
should be avoided.
Also, it is preferable that the span are symmetrically placed and the adjacent pier stiffness
doesnt differ substantially.
Tall piers and high abutments are suitable for integral bridges (frame section).
Height of abutments on either side must be same or else it will cause unbalanced lateral loads
resulting in side sway.
2.3. DESIGN DIFFERENCE
The basic and main difference in design of bearing and integral type bridge is the treatment
of thermal movements.
For and integral bridge, the flexibility of pier and relative stiffness of deck, abutments and
piers, also the movement of abutment while evaluating forces is important to undertake.
The integral bridges are designed with their stiffness and flexibility distributed throughout
the soil/structure system without any hard/soft spots.
This is unlike to the design of bearing bridges where fixed piers are considered for taking
care of all the lateral loads in specified direction.
The abutments and piers are considered flexible for negotiating thermal movements, on the
other hand, they are considered stiff to accommodate for the lateral forces, soil pressures and
braking forces.
2.4. SEISMIC DESIGN CONSIDERATIONS:

Seismic behavior of integral bridges are discussed below:

2.4.1. INTEGRAL BRIDGE FOR HIGHER SEISMIC ZONES:
Integral bridges perform better during an earthquake due to the fixity and restraints at the
connections with piers and abutments.
The ability of integral piers and abutments to accommodate large superstructure movements
during earthquake results in improved seismic performance as compared to the bearing
bridges.
When the integral abutment moves under seismic loads the passive earth pressure is
generated which dissipates significant amount of energy.
Abutment should be designed to resist passive earth pressure being mobilized by the backfill
on one side, which should be greater than maximum estimated longitudinal earthquake force
transferred to the abutment.
2.4.2. INTEGRAL BRIDGES FOR LOW SEISMIC ZONES:
The seismic displacements are dependent on the period of the structure and spectral
acceleration.
The seismic displacements are much higher in regions of high seismicity as compared to the
displacement demands for service loads and thermal movements.
Bridges with long span, tall or slender piers, massive superstructure and foundation
flexibility have longer periods and thus large displacements.
Thus long period bridges with integral abutments lead to large seismic displacements while
short period bridges with integral abutments lead to smaller seismic displacements. Hence it
is recommended to use integral bridges in low seismic regions.
2.5. CODE PROVISIONS:
For integral bridge design, the British Note BA42/96 gives the following clauses:
2.5.1. LONGITUDINAL MOVEMENT:

The longitudinal movement of integral abutment should be limited to +20mm (nominal, 120 year
return period) from the position of time of restraint during construction.
2.5.2. THERMAL EFFECT:

The bridge spans and abutments are joined during construction at a temperature within +10 C of
the mean between extreme minimum and maximum shade air temperatures.

2.5.3. EARTH PRESSURE FOR ABUTMENTS:
The height of the abutments means that the magnitude of passive pressure acting on the
back of the wall.
The design of abutment should ensure that the structure is strong enough to resist lateral
pressures that could build up behind the wall, and yet flexible to accommodate movement.
2.5.4. EARTH PRESSURE DISTRIBUTION:

A uniform value of K* over the top half of the retained height of the wall, with lateral earth
pressure then remaining constant with depth as K* drops towards K0.
If the lateral earth pressure falls to K0 then below that depth pressure are according to the in
situ value of K0.
Fig. Pressure distribution for frame abutment.
Chapter 3

LITERATURE REVIEW
3.1. STUDY OF MECHANICALLY STABILIZED EARTH

STRUCTURE SUPPORTING INTEGRAL BRIDGE ABUTMENT
3.2. SOIL STRUCTURE INTERACTION ANALYSIS FOR INTEGRAL

ABUTMENT BRIDGE SYSTEM
3.3. SEISMIC ANALYSIS OF INTEGRAL ABUTMENT BRIDGES

CONSIDERING SOIL-STRUCTURE INTERACTION
3.4. ANALYSIS OF INTEGRAL BRIDGE BY FINITE ELMENT

METHOD
3.5. COMPARATIVE STUDY OF BEHAVIOR OF INTEGRAL AND
BEARING TYPE BRIDGE UNDER TEMPERATURE LOADING
3.6. BEHVIOR OF INTEGRAL ABUTMENT BRIDGE
3.7. COMPARATIVE STUDY OF BEARING AND INTEGRAL TYPE
BRIDGES AS PER INDIAN STARNDARDS
3.8. BEHAVIOR OF INTEGRAL ABUTMENT BRIDGE BY
DIFFERENT END CONDITIONS
3.9. A COMPARATIVE STUDY OF CONVENTIONAL RC GIRDER
BRIDGE AND INTEGRAL BRIDGE
3.10. BEHAVIOR OF INTEGRAL ABUTMENT BRIDGE WITH
SPRING ANALYSIS

3.1. STUDY OF MECHANICALLY STABILIZED EARTH
STRUCTURE SUPPORTING INTEGRAL BRIDGE
ABUTMENT
Title Study of Mechanically Stabilized Earth Structure Supporting

Integral Bridge Abutment
Journal Name ASCE
Year of DEC 2016
Publishing
Sr. No. Details

A Objective of study This paper will present the effects of the
loading from an integral bridge abutment on a
Mechanically Stabilized Earth (MSE) retaining
wall structure.
The results of the two models will be
compared to an empirical design methodology
as developed based upon American
Association of State Highway and
Transportation Officials (AASHTO) design
guidelines
B Need of study To understand the effects of thermal
deformation phenomenon (contraction and
expansion) of the bridge deck on an MSE wall
structure and more particularly the induced
tensile force in soil reinforcements and lateral
displacement at the front face of the wall as a
result of the bridge movement.
C Parameters considered The analysed section of MSE wall is
approximately 6.5m tall, with 7.0m (50mm x
4mm) long discrete, high adherence metallic
reinforcing strips, supporting a 92m wide x
18.48m long single span bridge.
D Type of analysis/design
adopted
E If analysis, then A geotechnical numerical finite difference
Modelling method program, FLAC v5.0 2D, were utilized to
model a standard abutment (true bridge
abutment on bearings) and an integral bridge
abutment
F Carried out in which A geotechnical numerical finite difference
software (for analysis) program, FLAC v5.0 2D, were utilized to

model a standard abutment (true bridge
abutment on bearings) and an integral bridge
abutment
G Conclusions Advances in bridge structures supported by
MSE walls has made the use of numerical
modelling as a tool for design verification of
internal stability of MSE walls against
standard AASHTO design methods very
beneficial, since the affects to the retaining
walls due to the global behaviour of integral
abutments are more complex than traditional
abutments.
Variations to the internal elements of MSE
walls with different bridge structures shown in
this report have increased the need for design
coordination between the structural and
geotechnical elements.

3.2. SOIL STRUCTURE INTERACTION ANALYSIS FOR
INTEGRAL ABUTMENT BRIDGE SYSTEM
Title SOIL STRUCTURE INTERACTION ANALYSIS FOR

INTEGRAL ABUTMENT BRIDGE SYSTEM
Journal Name Indian Geotechnical Conference
Year of 2014
Publishing
Sr. No. Details

A Objective of study The main objective of this study to observe
the trends in bending moment, deflection in
longitudinal girders and in piles subjected to
the given dynamic loading.
The parametric study including different soil
types, different type of connections between
pile and abutment, effect of water table,
different earthquake loading is carried out and
the results are compared for both the
conditions including SSI and without SSI.
B Need of study One of the two major problems observed with
IABs is the development of lateral earth
pressures against the abutments.
The other is the void development under
approach slab.
C Parameters considered Effective span 36
Width 10.36
Deck slab thickness 0.226
Pile length 15 (HP- 10 x 125)
Abutment (d x t) 5 x 1.2
Girder AASHTO guidelines
To capture the real time scenario of soil the
heterogeneity soil is considered including the
four horizontal stratified zones including
medium dense (SAND 1), dense (SAND 2),
medium stiff(CLAY 1) and stiff (CLAY 2).
SAND 1, 2.4 m
SAND 2, 2.4 m
CLAY 1, 4.8 m
CLAY 2, 4.8 m with 5m of overburden.
Details of parametric study
Various cases considers for analysis:
o Case 1

SAND1,SAND2,CLAY1,CLAY2
o Case 2
SAND2,SAND1,CLAY1,CLAY2
o Case 3
CLAY1,SAND1,SAND2,CLAY2
o Case 4
CLAY2,SAND1,SAND2,CLAY1
D Type of analysis/design Dynamic analysis is carried out.
adopted
E If analysis, then Finite element modeling.
Modelling method
F Carried out in which In this research paper 3-Dimensional model of
software (for analysis) a prestressed concrete bridge is developed
using finite element software MIDAS CIVIL
(V13) for both fixed and spring support.
G Conclusions Displacements:
o In fixed base analysis for both pile and girder
shows fewer displacements in all directions.
o In SSI analysis CASE 4 which includes shows
considerably more displacements in X-
direction for both pile and girder that other
cases and Y and Z direction displacements is
found to be almost same.
o CASE 3 proves to be a good combination for
least displacement.
Rotation:
o Girder rotations against the dynamic loading
are found to be negligibly small with
comparison of the pile head rotation.
o It concludes that the IAB system with fixed
connection between pile and abutment creates
negligibly small rotational moment in the
superstructure.
o Rotations observed to be more in all the cases
which includes the soil structure interaction
effect than compared to the fixed base analysis
of the IAB system.
Soil behavior:
With the hysteresis obtained from the analysis
which includes the soil structure interaction
effect the shear stresses developed in all
analysis cases are within the permissible range
and among all cases of analysis CASE 3 shows
the less shear stress.

3.3. SEISMIC ANALYSIS OF INTEGRAL ABUTMENT BRIDGES
Title SEISMIC ANALYSIS OF INTEGRAL ABUTMENT BRIDGES

Journal Name ASCE
Year of 2013
Publishing
Sr. No. Details

A Objective of study This paper is focused on seismic analysis of
integral abutment bridge considering soil
structure interaction.
B Need of study Due to various limitations and poor
performance of bearing type bridges it is now
necessary to get rid out of typical expansion
joints and bearings from bridges and now its a
time to introduce something which can
overcome this limitations and problems of
typical bearing type bridges integral bridges
are becoming popular nowadays .
C Parameters considered Length of bridge = 45.5 m
No of traffic lanes = 2
Width of bridge = 32.19 m
Skew angle = 15 degree
This bridge comprises rcc deck which is
supported on steel girder.
The abutments are 3 m high and 0.9 m thick.
The bridge was subjected to moving HS-20
design truck at a speed of 33.5 m/s.
D Type of analysis/design Finite element analysis was carried out
adopted
E If analysis, then The bridge deck was modelled using shell
Modelling method elements.
The supporting beams were modelled using
beam elements.
The composite section between the bridge
deck and the supporting girders was modelled
using nonlinear link elements
F Carried out in which A three-dimensional finite element model of
software (for analysis) the bridge superstructure and substructure was
modelled using the finite element software
SAP2000.

G Future scope of work The results developed by our model compare
very favourably with the data found in the
referenced paper which indicates that our
numerical model is accurate.

3.4. ANALYSIS OF INTEGRAL BRIDGE BY FINITE ELMENT
METHOD
Title Analysis of Integral Bridges by Finite Element Method

Journal Name ELSEVIER (The 2nd International Conference on
Rehabilitation and Maintenance in Civil Engineering)
Year of
Publishing
Sr. No. Details

A Objective of study In this study, a finite element analysis has been
performed to gain insight into the interactions
between integral abutments, approach fills,
foundation piles and foundation soils. The
finite element analyses indicate appreciable
rotations occur in integral abutments, resulting
in the shear and moment reductions in the piles
B Need of study To understand the influence of finite element
analysis on the design of integral abutment
bridge.
C Parameters considered A 300-ft long integral abutment bridge was
selected for the parametric analyses.
It was assumed that the bridge consists of
W44x285 steel girders spaced 8 feet apart,
with a 10-inch thick concrete deck, resting on
10-ft high 3.0-ft thick abutments, which are
supported by HP10x42 steel piles, spaced 6
feet apart.
D Type of analysis/design Finite element analysis.
adopted
E If analysis, then ANYSYS software is used for modelling of
Modelling method bridge.
F Carried out in which ANYSYS software is used for modelling of
software (for analysis) bridge.
G Conclusion This research project investigated the complex
interactions that take place between the
structural components of the integral bridge
and the soil through analytical studies. A
literature review was conducted to gain insight
into the integral bridge/soil interactions, and to
synthesize the information available about the
cyclic loading damage to piles of integral
bridges. Finite element analysis indicate that

the presence of the approach fill significantly
reduces the stresses in piles supporting integral
bridges. Pile stresses are slightly higher for the
contraction mode than for the expansion mode.

3.5. COMPARATIVE STUDY OF BEHAVIOR OF INTEGRAL
AND BEARING TYPE BRIDGE UNDER TEMPERATURE
LOADING
Title Comparative Study of Behaviour of Integral and Bearing Type

Bridge under Temperature Loading
Journal Name International Journal for Scientific Research & Development
Year of March 2015
Publishing
Sr. No. Details Description

A Objective of study In this paper, results of comparative study of
behaviour of integral and bearing type bridge
under temperature loading is shown.
B Need of study As temperature changes daily and seasonally,
the spans of integral bridge increase and
decrease, pushing the abutment against the
approach fill and pulling it away. As a result
the bridge superstructure, abutment, approach
fill, foundation piles and foundation soil are
subjected to cyclic loading, and hence
understanding their interactions is important
for effective design and satisfactory
performance of integral bridges
C Parameters considered Span length = 25 m

No of lanes = 2
Spring Analysis
As the paper is centred towards the behavior of
integral bridges under temperature, the forces
considered are only the temperature forces
Temperature forces are calculated as per IRC:
6-2014. Calculation of temperature forces
D Type of analysis/design Linear static analysis has been carried out for
adopted both the type of bridges under different loads.
E If analysis, then STAAD Pro software is used for analysis.
Modelling method
F Carried out in which STAAD Pro software is used for analysis.
software (for analysis)
G CONCLUSIONS In bearing bridges, temperature induced
moments are not found to be significant as the

provision of expansion joints absorb all the
stresses. Hence, compared to integral bridges
bearing bridges will not have any moment in
the superstructure due to temperature.
In case of One Span Integral bridge there is a
hogging moment throughout the span because
of the expansion of the superstructure.
Similarly, there will be sagging moment
throughout the span in case of contraction.
In case of Integral Bridges near the junction of
deck slab and abutment stresses are observed,
while in case of bearing bridges these stresses
are found to be zero, this is because of the
provision of expansion joints.
Results also states that as the number of span
increases the rate of increase in moment and
displacement due to temperature reduces.

3.6. BEHVIOR OF INTEGRAL ABUTMENT BRIDGE
Title Behaviour of Integral Abutment Bridge

Journal Name International journal of scientific progress and Research
Year of February 2014
Publishing
Sr. No. Details

A Objective of study a comparative study is carried out on a typical
IAB and a simply supported bridge (SSB) of
same geometry and loading conditions, and
compares these bridges with spring and
without spring analysis at both ends.
B Need of study To understand and see Bending Moment and
shear force at various locations and to see their
patterns in integral bridge and bearing bridge.
C Parameters considered The bridge under consideration is an RCC Fly
Over (T-beam) bridge of 151.5 m total length
between two abutments excluding the length
of approach stabs on either side.
bridge is divided into seven equal spans; each
span is 21.5 m effective length
10.55 m wide in cross section(Two Lane
Bridge with footpath).
The bridge deck is 300 mm thick for inner
panels.
Traffic load as per IRC Class AA single train
or two trains of Class A (IRC-6-2000).
Portion of deck provide as a footpath is over
hang for a clear length of 1.45 m on either side
from the face of external girder rib.
Thickness of overhang portion of the deck is
300 mm at the face of external support which
gradually reduces to 200 mm at free end.
A parapet wall or anti crash barrier is provided
at the free end of the footpath of 200 mm
thickness and 900 mm height while at the end
of the overhang other side a median verge
(divider) of 300 mm thickness and 240 mm
depth is provided.
D Type of analysis/design Bridges were analysed for this work by using
adopted Midas Civil Software

E If analysis, then bridges were modelled for this work by using
Modelling method Midas Civil Software
F Carried out in which Midas Civil Software
G Future scope of work Now a day's Integral abutment bridge is
becoming more popular due to its benefits like
maintenance cost initial cost its life smooth
riding etc, but much more research yet to be
required regarding its length width and its
moment and much more scope to design curve
integral abutment bridges.
Conclusions Near the junction of deck slab and abutment
IAB has lesser stresses than SSB, because of
rigid connection between abutment and deck
slab, there is transfer of stresses, but in case of
IAB WSA (Integral Abutment Bridge With
Spring Analysis) the stresses is more as
compare to SSB and less as compare to IAB
because at ends abutments a spring force is
develop.
Bending moment is more in SSB as compare
to IAB and bending moment is less in IAB
WSA as compare to both.
Overall we can say that moment and shear
stress developed in various components of
IAB is higher than SSB, so it can be
concluded that moments, stresses and forces
developed in IAB is higher than the equivalent
SSB because of monolithic connection
between various components of the bridge,
but if we provide spring analysis at both ends
of the end abutment then the shear force,
bending moment and forces will reduce as
compare to IAB.

3.7. COMPARATIVE STUDY OF BEARING AND INTEGRAL
TYPE BRIDGES AS PER INDIAN STARNDARDS
Title Comparative Study of Bearing and Integral Type Bridges as

Per Indian Standards
Journal Name International Journal of Science Technology & Engineering
Year of May 2015
Publishing
Sr. No. Details

A Objective of study In this paper, the design moments for the
different components of superstructure are
compared for both types of bridges.
B Need of study To understand behaviour and moment for both
integral and bearing type bridge and to see the
difference in area of reinforcement in deck
slab, moment in girder, sagging moment in
deck slab, hogging moment for one span two
span and three span and for both integral
bridge and bearing type bridge.
C Parameters considered One span two span and three span integral
bridges are modelled.
Span length 25 m
No of lanes 2
Loads considered and calculated in
accordance with the IRC: 6-2014 for analysis
purpose

adopted
E If analysis, then Grillage analogy is used for modelling one

Modelling method span two span and three span bridges
F Carried out in which STAAD PRO software is used for modelling
software (for analysis) of one span two span and three span integral
bridge.
G Conclusions it can be concluded that as the number of span
increases the rate of reduction in sagging
moments also reduces in integral bridges
compared to bearing bridges.
In case of internal diaphragm, it can be said
that, for this case the sagging moment is found
to be almost similar in one span, two span and

three span integral bridges. However, hogging
moment is found to be decreasing compared to
bearing bridge diaphragm, with the increase in
number of span.

3.8. BEHAVIOR OF INTEGRAL ABUTMENT BRIDGE BY
DIFFERENT END CONDITIONS
Title Behaviour of Integral Abutment Bridge by Different End

Conditions
Journal Name International Journal of Current Engineering and Technology
Year of 2014
Publishing
Sr. No. Details

A Objective of study The paper motive is to study the trends in
bending moment, shear force and deflection in
central and end girders and deck slab due to
dead load, live load with combination of
thermal loads.
B Need of study As temperature change daily and seasonally,
the lengths of integral bridges increase and
decrease, pushing the abutment against the
approach fill and pulling it away.
As a result the bridge superstructure, the
abutment, the approach fill, the foundation
piles and the foundation soil are all subjected
to cyclic loading, and understanding their
interactions is important for effective design
and satisfactory performance of integral
bridges.
Over (T-beam) bridge of 151.5 m total length
of approach stabs on either side.
bridge is divided into seven equal spans; each
span is 21.5 m effective length
10.55 m wide in cross section(Two Lane
Bridge with footpath).
The bridge deck is 300 mm thick for inner
panels.
Traffic load as per IRC Class AA single train
or two trains of Class A (IRC-6-2000).
Portion of deck provide as a footpath is over
hang for a clear length of 1.45 m on either side
from the face of external girder rib.

Thickness of overhang portion of the deck is
300 mm at the face of external support which
gradually reduces to 200 mm at free end.
at the free end of the footpath of 200 mm
thickness and 900 mm height while at the end
of the overhang other side a median verge
(divider) of 300 mm thickness and 240 mm
depth is provided.
D Type of analysis/design The present work was done to observe the
adopted behaviour of Integral Abutment Bridge while
taking with and without spring analysis on the
abutment wall and compare these two with the
simply supported bridge, by using MIDAS
CIVIL software.
E If analysis, then Bridges were modelled for this work by using
Modelling method Midas Civil Software
F Carried out in which Midas Civil Software
G Future scope of work There is much scope for further work in the
area of IAB, Some of which are as below.
o Nonlinear material models of concrete
need to be implemented to study the
long term effects of cyclic loading
during the lifespan of the IAB. This
will help in understanding cracking of
concrete deck, girders and piles.
o IAB could be analysed for longer and
number of traffic lanes, considering
skew ness of the substructure, it can be
analysed for bridges with horizontal
curves because many times it is not
possible to have straight bridges
especially in urban areas.
Conclusions Near the junction of deck slab and abutment

IAB has lesser stresses than SSB, because of
rigid connection between abutment and deck
slab, there is transfer of stresses, but in case of
IAB WSA (Integral Abutment Bridge With
Spring Analysis) the stresses is more as
develop.

WSA as compare to both. Overall we can say
that moment and shear stress developed in
various components of IAB is higher than
SSB, so it can be concluded that moments,
stresses and forces developed in IAB is higher
than the equivalent SSB because of monolithic
connection between various components of
the bridge, but if we provide spring analysis at
both ends of the end abutment then the shear
force, bending moment and forces will reduce
as compare to IAB.

3.9. A COMPARATIVE STUDY OF CONVENTIONAL RC
GIRDER BRIDGE AND INTEGRAL BRIDGE
Title A Comparative study of Conventional RC Girder Bridge and

Integral Bridge
Journal Name International Journal of Civil Engineering and Applications
Year of 2016
Publishing
Sr. No. Details

A Objective of study A comparative study is carried out on a typical
integral bridge and a conventional simply
supported RC girder bridge of same geometry
and loading conditions. The main objective of
the study is to understand the structural
behaviour in terms of bending moment, shear
force and displacement of integral bridge and
conventional simply supported bridge.
B Need of study The major advantages of integral bridges are
absence of sliding bearings and expansion
joints in the deck, economic construction and
simple construction procedure, better seismic
performance, high strength and pleasing
aesthetics. Some limitations on the geometry
of these bridges are being imposed like; limits
on total length of bridge, horizontal alignment,
vertical grade and skew angle.
So for above mentioned advantages and
limitations over bearing bridge IAB is studied
C Parameters considered The total length of bridge is 60m measured
between two dirt walls.
Bridge is divided into 3 spans, each span is
20m.
The bridge deck is 250mm thick.
Carriage way width is 7.5m
Total width of the bridge is 12m in cross
section (two lanes with footpath).
Intermediate Cross girders are 0.6m in width,
1.7m in depth and 5m c/c and end cross girders
are 0.6m in width and 1.7m in depth.
Portion of deck provided as footpath is
overhang for a clear length of 2m on either

side from the face of external girder rib.
at the free end of the footpath of 250mm thick
and 900mm height at the end of overhang.
adopted
E If analysis, then Grillage analysis was used to model the bridge
Modelling method deck.
F Carried out in which The bridges were modelled and analysed in
software (for analysis) STAAD Pro.
G Conclusion The maximum bending moment for the outer
girder in integral bridge is less as compared to
the conventional bridge. The reduction in
bending moment is almost 60% in integral
bridge and hence it is economical.
The shear force in both the bridge is
approximately same and no much deviation of
results was observed.
The maximum deflection in integral bridges
was very less as compared to the conventional
bridge. The reduction is quite evident and is
almost 70% less.

3.10. BEHAVIOR OF INTEGRAL ABUTMENT BRIDGE WITH
SPRING ANALYSIS
Title BEHAVIOR OF INTEGRAL ABUTMENT BRIDGE WITH

SPRING
ANALYSIS
Journal Name International Journal of Mechanical And Production
Engineering
Year of Aug 2014
Publishing
Sr. No. Details

A Objective of study To get a better understanding of the behavior
of IAB in different situation, a comparative
study is carried out on a typical IAB and a
simply supported bridge (SSB) of same
geometry and loading conditions, and
compares these bridges with spring and
without spring analysis at both ends.
B Need of study To understand behaviour of Integral abutment
bridge compare to simply supported bridge
and to understand the effect of spring analysis.
Over(T-beam) bridge of 150 m total length
of approach slabs on either side.
No of span = 7
Span length = 21.5 m
Width of bridge = 10.55 m
Thickness of bridge deck = 300 mm
Traffic load considers as per IRC Class AA
single train or two trains of Class A (IRC 6-
2000)
D Type of analysis/design Three bridges are designed and analysed by
adopted spring analysis.
E If analysis, then Grillage analogy is used for modelling.
Modelling method
F Carried out in which Bridges were analysed for this work by using
software (for analysis) Midas Civil Software.
G Conclusions Near the junction of deck slab and abutment
IAB has lesser stresses than SSB.
In case of Integral Abutment Bridge With

Spring Analysis the stresses is more as
develop.
WSA as compare to both.
Overall we can say that moment and shear
stress developed in various components of
IAB is higher than SSB, so it can be concluded
that moments, stresses and forces developed in
IAB is higher than the equivalent SSB because
of monolithic connection between various
components of the bridge, but if we provide
spring analysis at both ends of the end
abutment then the shear force, bending
moment and forces will reduce as compare to
IAB

A Report On Integral Abutment Bridge

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A Report On Integral Abutment Bridge

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Dissertation Project 1 Mid-Review

M.Tech. Sem. III (Structural Engineering)

Department of Civil Engineering

INTEGRAL ABUTMENT BRIDGE Page 1

Master of Structural Engineering

Department of Civil Engineering

INTEGRAL ABUTMENT BRIDGE Page 2

Prof. Tejas Rathi Prof. Tejendra Tank

(Designation) (Civil Engineering)

Department of Civil Engineering, IITE,

IITE, INDUS UNIVERSITY,

INDUS UNIVERSITY, AHMEDABAD

INTEGRAL ABUTMENT BRIDGE Page 3

1.2. Bearing type bridges 7

1.4. Introduction to integral bridges 11

1.6. Need of study 12

1.8. Scope of work 13

2 Integral Bridge Concept 14

2.2. Planning Consideration 15

2.4. Seismic Design Consideration 19

2.6. Limitation Of Concept 19

INTEGRAL ABUTMENT BRIDGE Page 4

INTEGRAL ABUTMENT BRIDGE Page 5

INTEGRAL ABUTMENT BRIDGE Page 6

1.2. BEARING TYPE BRIDGE

INTEGRAL ABUTMENT BRIDGE Page 7

Fig 1.2.1 Bearing Bridge and its components

1.3. SHORTCOMINGS OF BEARING BRIDGE

o Malfunctioning of bearings may lead to unanticipated structural failure.

INTEGRAL ABUTMENT BRIDGE Page 8

Fig 1.3.1 Failure of metallic bearing Surajbari Bridge (old) Kutch

Fig 1.3.2 Transverse movement of deck in surajbari bridge (New) in Kutch

INTEGRAL ABUTMENT BRIDGE Page 9

Fig 1.3.5 Displacement of Elastomeric Bearing in Darfield (NZ) during Earthquake

INTEGRAL ABUTMENT BRIDGE Page 10

Integral bridges are defined as

The bridges without expansion joints and bearings

The bridges with integral abutments

Fig 1.4.1 Integral Abutment Bridge Components

INTEGRAL ABUTMENT BRIDGE Page 11

Advantages of integral bridge over conventional bridges are as follows:

Other benefits are:

Added redundancy and capacity for catastrophic events.

Improve Load distribution.

Enhance protection for weathering steel girders.

1.6. NEED OF STUDY

INTEGRAL ABUTMENT BRIDGE Page 12

1.8. SCOPE OF STUDY

Understanding earth pressure calculation for different type of load cases.

Bridge parameters for study

3, 4 & 5 nos. span

Skew angle 0 to 60 at 10 degree intervals.

Comparative study parameters Forces,

Angle of internal friction - 20

INTEGRAL ABUTMENT BRIDGE Page 13

INTEGRAL BRIDGE CONCEPT

2.1. DEFINATION AND CONCEPT

2.2. PLANNING CONSIDREATION

2.3. DESIGN DIFFERENCE

2.4. SIESMIC DESIGN CONSIDRATION

2.5. CODE PROVISION

2.6. LIMITATION OF CONCEPT

INTEGRAL ABUTMENT BRIDGE Page 14