DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 1
SECTION 3

HIGHWAY STRUCTURES:
APPROVAL PROCEDURES
AND GENERAL DESIGN
GENERAL DESIGN

PART 12
BA 42/96 AMENDMENT NO. 1
THE DESIGN OF INTEGRAL BRIDGES
SUMMARY
This Advice Note provides guidance on the design of
continuous bridges with integral abutments.
INSTRUCTIONS FOR USE
This is an amendment to be incorporated in the Manual.
1.

Remove existing contents sheet for Volume 1 and

insert new contents sheet for Volume 1 dated
May 2003.

2.

Insert BA 42/96 Amendment No. 1 in Volume 1,

Section 3, Part 12.

3.

Please archive this sheet as appropriate.

Note: A quarterly index with a full set of Volume

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May 2003

DESIGN MANUAL FOR ROADS AND BRIDGES

BA 42/96
Amendment No. 1

THE HIGHWAYS AGENCY

SCOTTISH EXECUTIVE DEVELOPMENT DEPARTMENT
WELSH ASSEMBLY GOVERNMENT
LLYWODRAETH CYNULLIAD CYMRU
THE DEPARTMENT FOR REGIONAL DEVELOPMENT
NORTHERN IRELAND

The Design of Integral

Bridges

Summary:

This Advice Note provides guidance on the design of continuous bridges with
integral abutments.

Volume 1 Section 3
Part 12 BA 42/96

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Volume 1 Section 3
Part 12 BA 42/96

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REGISTRATION OF AMENDMENTS

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incorporation of
amendments

Amend
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May 2003

DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 1
SECTION 3

HIGHWAY STRUCTURES:
APPROVAL PROCEDURES
AND GENERAL DESIGN
GENERAL DESIGN

PART 12
BA 42/96 AMENDMENT NO. 1
THE DESIGN OF INTEGRAL BRIDGES
Contents
Chapter

May 2003

1.

Introduction

2.

General

3.

Earth Pressure

4.

References

5.

Enquiries

Volume 1 Section 3
Part 12 BA 42/96

Chapter 1
Introduction

1. INTRODUCTION
1.1 Expansion joints in bridge decks are prone to
leak and allow the ingress of de-icing salts into the
bridge deck and substructure, thereby resulting in
severe durability problems. To overcome these
problems, bridge decks up to 60 metres in length and
with skews not exceeding 30 are generally required to
be continuous over intermediate supports and integral
with their abutments. (See BD 57, DMRB 1.3.7). This
Advice Note covers the design of integral highway
bridges without expansion joints.
1.2 Integral bridges are designed without any
expansion joints between spans or between spans and
abutments. Resistance to longitudinal thermal
movements and braking loads is provided by the
stiffness of the soil abutting the end supports and, in
some cases by the stiffness of the intermediate supports.

ii)

The part of a bridge structure that abuts the

roadway pavement and formation at the end of a
bridge.
iii)

1.4 The Advice Note describes the movements and

loads which may be used in the design of integral
bridges, and provides requirements for some design
details. It supplements the requirements of BD 30
(DMRB 2.1), in respect of integral bridges.
1.5 For bridges with full height frame abutments of
overall length up to 15m and cover greater than 200mm,
designers may use BD 31 (DMRB 2.2.12).

iv)

i)

v)

May 2003

End Screen Abutment

Wall structure cast monolithic with and
supported off the end of bridge deck providing
retaining wall for adjoining ground, but not
acting as a support for vertical loads.

vi)

Frame Abutment
End support for bridge constructed integrally
with the deck and acting as a retaining wall for
adjoining pavement and ground below.

vii)

Granular Backfill
Selected granular material placed adjacent to the
abutment wall and forming the subgrade for the
adjoining pavement construction.

viii) Integral Abutment

Bridge abutment which is connected to the bridge
deck without any movement joint for expansion
or contraction of the deck.

Asphaltic Plug Joint

An in situ joint in the pavement, complying with
BD 33 (DMRB 2.3.6), comprising a band of
specially formulated flexible material which may
also form the surfacing.

Embedded Abutment
End support for bridge comprising a diaphragm
wall (including contiguous, or secant or sheet
pile walls) with toe embedded in ground below
lower ground surface.

Definitions
1.6 The following are definitions of terms used in the
Advice Note.

Bank Pad Abutment

Bank seat end support for bridge constructed
integrally with deck, acting as a shallow
foundation for end span and as a shallow
retaining wall for adjoining pavements and
embankment.

Scope
1.3 This Advice Note is applicable to bridges of
steel, concrete and composite construction, including
precast and prestressed concrete, with thermally
induced cyclic movements of each abutment not
exceeding 20mm and skews not exceeding 30.

Abutment

ix)

Integral Bridge
A bridge with integral abutments.

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Chapter 1
Introduction

x)

Volume 1 Section 3
Part 12 BA 42/96

Pavement/Abutment interface
The interface between the pavement construction
and the back face of the abutment.

xi)

Range
Change (of temperature, strain) between extreme
minimum and extreme maximum.

xii)

Stationary Point
The point on a bridge in plan which does not
move when the bridge experiences expansion or
contraction during changes in bridge temperature.

xiii) Sub-surface Drainage

A system for draining water from within the
surfacing.
xiv) Surface
The carriageway or footway surface.
xv)

Surfacing
Carriageway or footway wearing course and base
course materials.

Implementation
1.7 This Advice Note should be used forthwith for all
schemes currently being prepared provided that, in the
opinion of the Overseeing Organisation, this would not
result in significant additional expense or delay
progress. Design Organisations should confirm its
application to particular Schemes with the Overseeing
Organisation.

1/2

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Volume 1 Section 3
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Chapter 2
General

2. GENERAL
2.1 Integral bridges should support all the relevant
dead loading and live loading including all longitudinal,
and in the case of structures which are curved in plan,
centrifugal loading, in accordance with BD 37 (DMRB
1.3.14). They should also accommodate the effects of
thermal expansion or contraction without excessive
deformation of the approach pavements.
Types of Integral Construction
2.2 This Advice Note has been drafted for the types
of integral abutment illustrated in Figure 2.1 and
described below:
i)

ii)

iii)

iv)

The Frame Abutment which supports the vertical

loads from the bridge and acts as a retaining wall
for embankment earth pressures. It is connected
structurally to the deck for the transfer of
bending moments, shear forces and axial loads
and supported on foundations. It may be assumed
that the abutment will rock bodily on its
foundation for the purposes of calculating
thermal movements and earth pressure. If the
back edge at the top of the abutment is behind the
back of the foundation, the design of the
pavement/abutment interface should provide for
vertical movement of the abutment edge during
contraction of the deck.
The Embedded Abutment, such as a diaphragm
wall, which extends to a depth below the retained
fill and is restrained against rocking by the length
of embedment.
The Bank Pad Abutment, which acts as an end
support for the bridge, moves horizontally during
thermal expansion and contraction of the deck.
The bank pad must have adequate weight, and the
end span have adequate flexibility, to avoid uplift
from live loads or from differential settlement.
The End Screen Abutment acts only as a
retaining wall for embankment earth pressures
and transfer of longitudinal loads. The vertical
loads on the deck are supported by separate
supports. These supports are located within 2m
of the end screen in order to limit the vertical
movement of the end screen when the end span
deflects. The end supports may be isolated
structurally from horizontal movements of the

May 2003

end screen, or they may be connected to the deck,

in which case they must be able to resist, or
avoid, the earth pressures arising from their
movement relative to the embankment.
Longitudinal Movement
2.3 Bridges should be designed to accommodate the
effects of thermal expansion and other longitudinal
forces, with thrusts from structural restraints, earth
pressures and friction. They should also be designed for
the effects of thermal contraction, with axial tension
from structural constraint and sliding.
2.4 Multispan integral bridges should not have any
expansion joints between spans. Wherever possible,
bridge decks should be designed to accommodate the
effects of continuity and axial thrust or tension. Various
methods for achieving continuity between spans are
outlined in BA 57 (DMRB 1.3.8).
2.5 The longitudinal movement of integral abutments
should be limited to 20mm (nominal, 120-year return
period) from the position at time of restraint during
construction.
2.6 The effects of temperature difference, shrinkage,
and creep should be considered in accordance with
BS 5400: Part 4 (3), as implemented by BD 24
(DMRB 1.3.1), and BD 37, (DMRB 1.3.14).
Load and Material Factors
2.7 Integral bridges should be designed with the load
factors specified in BD 37 (DMRB 1.3.14).
2.8 Passive earth pressure forces on abutments
should be calculated in accordance with Section 3 and
treated as a permanent load effect (Combination 1) with
load factors fL of:
1.5 @ ULS

1.0 @ SLS

2.9 Earth pressure coefficients on abutments should

be multiplied by a material partial safety factor, m, as
follows:
i)

disadvantageous forces from backfill m = 1.0

ii)

advantageous forces from backfill when resisting

secondary load effects (e.g. braking), m = 0.5.

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Chapter 2
General

Volume 1 Section 3
Part 12 BA 42/96

Thermal Effects

Piers

2.10 The characteristic thermal strain (expansion or

contraction) throughout the UK can be taken as

2.15 Intermediate supports of integral bridges can be

designed to move horizontally with the superstructure
or with a bearing which allows lateral movement
beneath the deck. In the former case the pier has to be
sufficiently flexible to accommodate the thermal
movement to which it would be subjected. Designers
should be aware of the inherent maintenance problems
associated with the use of bridge bearings and make
provision for their maintenance and future replacement.
For further information see Design for Durability,
BA 57 (DMRB 1.3.8).

steel
(Groups 1 & 2) 0.0006
steel with concrete deck (Group 3) 0.0005
concrete
(Group 4) 0.0004
For the definition of the above-mentioned groups, see
Figure 9 of BD 37 (DMRB 1.3.14). However, the 1.3
factor on the design range of movement at the ultimate
limit state given in Clause 5.4.8.1 of BD 37, should not
be applied to the characteristic thermal strains given
above.
2.11 The above characteristic strains are based on the
following assumptions:
i)

The bridge spans and abutments are joined

during construction at a temperature within
10C of the mean between extreme minimum
and extreme maximum shade air temperatures as
specified in BD 37 (DMRB 1.3.14).

ii)

For concrete and composite decks, concrete

with a coefficient of thermal expansion of
0.000012/C has been assumed.

More detailed estimates of thermal strain may be

appropriate, based on data in BD 37 (DMRB 1.3.14), if
the design specification does not limit the temperature
at the time of joining as above, if other materials are
used, or if special circumstances apply.
2.12 Lightweight aggregate concrete, and other
materials, can have coefficients of thermal expansion
markedly lower than 0.000012/C and will therefore
expand and contract proportionately less than the
strains in paragraph 2.10. Where justified, a lower
coefficient of thermal expansion may be used in such
instances.
2.13 Special attention should be given to prevent early
thermal and shrinkage cracking resulting from restraint
to the longitudinal movement of deck slabs, by integral
abutments.

Pre-tensioned Concrete Decks

2.16 In precast pre-tensioned concrete construction, it
is often not possible to comply with Class 1
serviceability requirements of BD 24 (DMRB 1.3.1) in
hogging regions. At integral abutments and over
continuous supports, it is acceptable to design
prestressed pre-tensioned beams as reinforced concrete
providing due allowance is made for compressive
stresses due to prestess.
Bearings
2.17 Where integral bridges are adopted, which
include bearings in their design, proper provision
should be made in the design for inspection, any
necessary testing or monitoring and future replacement.
These provisions should be included in technical
approval submissions for the initial design of the
structure. Replacement of bearings should be safely
accomplished without the need to resort to any traffic
restrictions on the road carried by the bridge, or the
need for structural modifications. Details of the
bearings should be such as to only require minimal
jacking to remove the load from the bearings, to allow
safe replacement. They should also include provision
for jacking points and sufficient access space around
the bearings to permit inspection, and replacement.
Detailed method statements for bearing replacement
must be included in the Maintenance Manual for the
structure, forming part of the as-built records.

2.14 Bridges which are curved, or not symmetric,

experience thermal movements relative to a stationary
point. The position of the stationary point can be
determined from a stiffness analysis employing
horizontal stiffnesses at supports and abutments. (See
Reference 6).

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May 2003

Volume 1 Section 3
Part 12 BA 42/96

Chapter 2
General

Figure 2.1 Types of Integral Abutments

(a) & (b) Frame abutments

(c) Embedded abutment
(d) Bank pad abutment
(e) & (f) End screen abutments

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Volume 1 Section 3
Part 12 BA 42/96

Chapter 3
Earth Pressure

3. EARTH PRESSURE
General
3.1 Based on experimental and analytical data the
following design recommendations are made for the
magnitude of lateral earth pressures to be adopted in the
design of integral bridge abutments in the U.K.
Soil Strength and Wall Friction
3.2 An increase of stiffness of granular soil occurs
due to densification of the fill under the thermal cyclic
movements induced by deck expansion. Even if the fill
is placed in loose condition, it will be densified during
the lifetime of the structure (12). Therefore representative
cpeak and peak for the fill material, compacted at the
optimum moisture content to a dry density of 95% of
the maximum dry density determined in accordance
with BS 1377: Part 4(5) using the vibrating hammer
method, should be used throughout the design.
3.3 In a conventional retaining wall, following
BS 8002(4), design tan would then be calculated using
a mobilization factor M = 1.2, on representative
tanpeak and applied to calculate active and at rest
earth pressure coefficients. However, the passive earth
pressure mobilised by a granular backfill on an
abutment of an integral bridge moving towards the
backfill would act in an unfavourable manner. For this
reason, the approach of Eurocode 7(8) Clause 2.4.2 is
adopted in which the factor of M = 1/1.2, i.e. a value of
< 1, is applied to representative tanpeak to determine
design tan for passive earth pressure calculations. The
factor M is applied to the representative value of
tanpeak to allow for variation in the backfill properties
and to ensure that an upper bound value for passive
earth pressure can be determined. Where the source of
the backfill material is known and the upper bound
values of peak have been established, the designer may
justify an increase in the value of M up to unity. When
this is done, site testing must be carried out on the
backfill material to verify its properties remain within
the design upper bound values of peak.
Wall friction should be taken as = design /2.

Earth Pressure Distribution for Different Structural

form
3.4 During displacement towards the backfill,
integral abutments with back faces inclined forwards, as
in Figure 2.1 (b), mobilise much lower passive earth
pressures than vertical walls during displacements;
whereas abutments inclined backwards mobilise higher
pressures (7). Kp also increases very rapidly at higher
angles of friction .
An underestimate of could very seriously
underestimate earth pressure loading during thermal
expansion. An overestimate of could very seriously
overestimate the abutments resistance to longitudinal
braking forces. With these caveats and provided that the
detrimental effect of using a better quality fill is
avoided by site control, there is no need for a further
onerous material factor, m. The appropriate m to be
applied to passive earth pressure coefficient is given in
2.9. Values of Kp, based on peak and , should be
selected from Eurocode 7 (8) or similar tables based on a
curved failure surface.
3.5 A summary of the proposed design earth pressure
distributions with depth for the different structural
forms is now given. Design of structural elements for
serviceability and ultimate limit states should use the
appropriate fL as given in Clause 2.8.
(a) Shallow height bank pad and end screen
abutments
3.5.1 The typical height of a bank pad or end screen
abutment is up to 3 metres and, therefore, the total force
generated by passive excitations is usually readily
accommodated within the design. Account should be
taken of the mode of movement, ie. translation, rotation
or a combination of the two, Darley et al (9), (13). The
shear strains in the backfill will be high. The following
equation to calculate the relationship between K*, the
retained height (H) and thermal displacement of the top
of the abutment (d), should be used (14):
K* = K0 + (d / 0.025 H)0.4 Kp
where K0 is the at rest earth pressure coefficient and
the passive earth pressure coefficient Kp is based on
= /2 and taken from Eurocode 7(8).

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Chapter 3
Earth Pressure

(b)

Full height frame abutment

3.5.2 The height of the abutment means that the

magnitude of passive pressures acting on the back of
the wall is likely to be significant (10). Careful design of
the abutment is therefore important to ensure the
structure is strong enough to resist lateral pressures that
could build up behind the wall, and yet flexible enough
to accommodate movement.
3.5.3 For a portal frame structure the earth pressures
on the retained side can be represented by a distribution
analogous to that employed for calculating compaction
stresses in backfill (11). However for integral bridges the
use of wall friction will lead to higher earth pressures at
the top of the wall which will extend to a greater depth
than compaction effects. The suggested distribution
(see Figure 3.1) comprises:

Volume 1 Section 3
Part 12 BA 42/96

where K0 is the at rest earth pressure coefficient and

the passive earth pressure coefficient Kp is based on
= /2 and taken from Eurocode 7(8). Monitoring of
this form of structure has been reported by Barker
et al (15).
(c)

Full height embedded wall abutment

3.5.6 Embedded walls are installed in undisturbed

ground and are more likely to be used in clayey
conditions. If the clay is over consolidated, less
movement will be required to mobilise full passive
pressures: however this is compensated for by initial
concrete shrinkage of the deck which will help to
relieve the high in-situ soil stresses.
3.5.7 For an embedded wall, the earth pressure
distribution (11) may be represented (see Figure 3.2) by:

a uniform value of K* over the top half of the

retained height of the wall, with

a uniform value of K* over the top two-thirds of

the retained height of the wall, with

lateral earth pressure then remaining constant

with depth as K* drops towards K0

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 pressures are according to the insitu
value K0.

if the lateral earth pressure falls to K0 then below

that depth pressures are according to the insitu
value K0.

The following equation which is based on wall friction

of /2 has been used to calculate the relationship
between K*, the retained height (H) and thermal
displacement of the top of the abutment, (d):
K* = (d/0.05H)0.4 Kp
3.5.4 Although it is recognised that this formula is
derived from static tests and on its own will lead to an
underestimate of stresses in a cyclic situation,
allowance for this has been made by adopting suitable
soil strength parameters as given in 3.2. However, K*
should not be taken as less than the at rest earth
pressure, Ko = 0.6.
3.5.5 For a portal framed structure hinged at the base
of its legs, the earth pressure distribution given in 3.5.3
should be applied with the following equation (12) to
calculate the relationship between K*, the retained
height (H) and thermal displacement of the top of the
abutment (d):
K* = K0 + (d / 0.03 H)0.6 Kp

3/2

K* should be determined from the equation in 3.5.3.

3.6 Live load surcharge on backfill should be
ignored when calculating the passive earth pressure
mobilised by thermal expansion of the deck. Earth
pressures under live load surcharge in the short term
should be checked at at rest earth pressure conditions
with K0 = (1- sin), where is the effective angle of
shearing resistance from 3.2.
3.7 Active earth pressures on abutments during
thermal contraction of the deck are very small as
compared to passive pressures and may be ignored.
Backfill
3.8 Backfill material to integral abutments should be
free draining selected granular fill with properties and
grading complying with Classes 6N or 6P of Table 6/1
of Specification for Highway Works. Backfill material
shall be compacted in accordance with Clause 612 of
the Specification for Highway Works (2) to limit the
settlement of backfill due to the effects of thermal
movements of the structure.

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Volume 1 Section 3
Part 12 BA 42/96

3.9 The backfill to integral abutments should be a

designed material with specified properties validated
during construction. The specification involves a
compromise between stiffness and flexibility. In general
granular materials comprising compacted rounded
particles of uniform grading can have a peak angle of
internal friction, , as low as 35, and may
accommodate thermal expansion without high earth
pressures. However, they are somewhat vulnerable to
settlement. Fill of compacted well graded hard angular
particles can have a peak angle of internal friction as
high as 55 with very high resistance to thermal
expansion and are less vulnerable to settlement.
Granular backfill to integral bridges exceeding 40m
length should have a peak angle of internal friction j
not greater than 45, when tested in accordance with the
Specification for Highway Works.
3.10 The zone of granular backfill should extend up
from the bottom of the abutment wall to at least a plane
inclined at an angle of 45 to the wall.
Pavement
3.11 Road pavements should be constructed in
accordance with the Specification for Highway Works
right up to the back faces of integral abutments. The
surfacing can be laid as a continuous layer over the
approach roads and over the deck waterproofing.
3.12 Asphaltic plug joints complying with BD 33
(DMRB 2.3.6) may be used in the surfacing at the
interface between the back edges of integral abutments
and adjoining flexible pavements.
Drainage
3.13 Gullies should be located in roadside channels on
the uphill side at integral abutments to catch surface
water that might flow across the pavement/abutment
interface.

Chapter 3
Earth Pressure

suitable permeable backing behind integral bridge

abutments and should be properly compacted. However,
the strength of porous no fines concrete cast insitu and
precast concrete hollow blocks should be checked to
ensure they will provide adequate resistance to the
design passive pressures before being used behind
integral bridge abutments. The permeable backing
should be drained with a pipe of at least 150mm
diameter which has a fall exceeding 2% and can be
cleaned readily.
Foundations
3.16 Integral abutments can be founded on spread
footings or on piles.
3.17 Piles should be designed to accommodate lateral
movement and/or rocking of the abutment while
supporting axial loads, and to support forces from
movements of the piles and/or movements of the
ground. Raking piles should not be used for foundations
that move horizontally.
3.18 Bearing pressures under foundations which slide
while supporting vertical loads, such as bank pads,
should be not greater than 50% of the presumed bearing
capacity of the ground for a non-sliding foundation
subject to the same loading, in order to avoid settlement
during sliding.
Wing walls
3.19 Wing walls attached to abutments should be kept
as small as possible to minimise the amount of structure
and earth that have to move with the abutment during
thermal expansion of the deck. Where large wing walls
are used in conjunction with long integral bridges,
abutments should be allowed to rock or slide
independently from the wing walls.

3.14 Flexible pavements should have a sub-surface

drain below the surfacing along the pavement/abutment
interface. The sub-surface drainage system should have
a fall of at least 2% and shall be easily cleaned.
3.15 Integral abutments should have a permeable
backing as specified for earth retaining structures in
Clause 513 of the Specification for Highway Works (2).
Clause 513 is a general specification for permeable
backing and permits the use of three materials. Granular
material complying with the requirements of Clause
505 for Type A and Type C material will always be

May 2003

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Chapter 3
Earth Pressure

Volume 1 Section 3
Part 12 BA 42/96

Figure 3.1 Earth Pressure Distribution for Frame Abutment

Figure 3.2 Earth Pressure Distribution for Full height Embedded Wall Abutments

3/4

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Volume 1 Section 3
Part 12 BA 42/96

Chapter 4
References

4. REFERENCES
1.
Design Manual for Roads and Bridges
(DMRB): TSO
BD 24 Use of BS 5400: Part 4: 1990. (DMRB 1.3.1)
BD 28 Early Thermal Cracking of Concrete.
(DMRB 1.3)
BD 30 Backfilled Retaining Walls and Bridge
Abutments. (DMRB 2.1)
BD 31 Buried Concrete Box Type Structures.
(DMRB 2.2.12)
BD 33 Expansion Joints for Use in Highway Bridge
Decks. (DMRB 2.3.6)
BD 37 Loads for Highway Bridges. (DMRB 1.3.14)
BD 57 Design for Durability. (DMRB 1.3.7)
BA 26 Expansion joints for use in highway bridge
decks. (DMRB 2.3.7)
BA 57 Design for Durability. (DMBR 1.3.8)
2.
Manual of Contract Documents for Highway
Works (MCHW): TSO
Specification for Highway Works. (MCHW)
3.
British Standard BS 5400: Part 4: 1990. Code of
Practice for the Design of Bridges. BSI

9.
Darley P, D R Carder and G H Alderman (1996).
Seasonal thermal effects on the shallow abutment of an
integral bridge in Glasgow. TRL Project Report 178.
Crowthorne: Transport Research Laboratory.
10. Darley P and G H Alderman (1995).
Measurement of thermal cycle movements on two
portal frame bridges on the M1. TRL Project Report
165. Crowthorne: Transport Research Laboratory.
11. Springman S M, A R M Norrish and C W W Ng
(1996). Cyclic loading of sand behind integral bridge
abutments. TRL Project Report 146. Crowthorne:
Transport Research Laboratory.
12. England G L, Tsang N C M and Bush D I.
Integral Bridges A fundamental approach to the timetemperature loading problem. Thomas Telford, 2000.
13. Darley P, Carder D R and Barker K J. Seasonal
thermal effects over three years on the shallow
abutment of an integral bridge in Glasgow. Transport
Research Laboratory Report 344, 1998.
14. Goh C T. The behaviour of backfill to shallow
abutments of integral bridges. PhD Thesis University of
Birmingham, 2001.
15. Barker K J and Carder D R. Performance of an
integral bridge over M1-A1 Link Road at Bramham
Crossroads. Transport Research Laboratory Report 521,
2001.

4.
British Standard BS 8002: 1994. Code of Practice
for Earth Retaining Structures. BSI
5.
British Standard BS 1377: Part 4: 1990. British
Standard Methods of Test for Soils for Civil
Engineering Purposes; Compaction related tests. BSI
6.
Hambly E C (1991). Bridge Deck Behavior;
2nd ed., E&FN Spon.
7.
Kerisel J and Absi E (1990). Active and Passive
Earth Pressure Tables, Balkema, Rotterdam.
8.
Draft for development DD ENV 1997-1: 1995.
Eurocode 7: Geotechnical design, Part 1.General rules
(together with United Kingdom National Application
Document).

May 2003

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Chapter 5
Enquiries

Volume 1 Section 3
Part 12 BA 42/96

5. ENQUIRIES
All technical enquiries or comments on this Advice Note should be sent in writing as appropriate to:

Divisional Director
Room 913
Sunley Tower
Piccadilly Plaza
Manchester
M1 4BE

Andrew Jones
Divisional Director

Chief Road Engineer

Scottish Executive Development Department
Victoria Quay
Edinburgh
EH6 6QQ

J HOWISON
Chief Road Engineer

Chief Highway Engineer

Transport Directorate
Welsh Assembly Government
Llywodraeth Cynulliad Cymru
Crown Buildings
Cardiff
CF10 3NQ

J R REES
Chief Highway Engineer
Transport Directorate

Assistant Director of Engineering

Department for Regional Development
Roads Service
Clarence Court
10-18 Adelaide Street
Belfast BT2 8GB

D OHAGAN
Assistant Director of Engineering

May 2003

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