BA 42/96

THE HIGHWAYS AGENCY

THE SCOTTISH OFFICE DEVELOPMENT DEPARTMENT
THE WELSH OFFICE
Y SWYDDFA GYMREIG
THE DEPARTMENT OF THE ENVIRONMENT FOR
NORTHERN IRELAND

The Design of Integral

Bridges

Summary:

This Advice Note provides guidance on the design of continuous bridges

with integral abutments.

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DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 1

SECTION 3

HIGHWAY STRUCTURES:
APPROVAL PROCEDURES
AND GENERAL DESIGN
GENERAL DESIGN

PART 12
BA 42/96
THE DESIGN OF INTEGRAL BRIDGES
Contents
Chapter

1.

Introduction

2.

General

3.

Earth Pressure

4.

References

5.

Enquiries

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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. In principle all bridges are
to be continuous over intermediate supports and
bridges with overall lengths not exceeding 60 metres
and skews not exceeding 30 are to be integral with
their abutments. (See BD 57, DMRB 1.3). 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) Abutment
The part of a bridge structure that abuts the roadway
pavement and formation at the end of a bridge.
iii) 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.
iv) Embedded Abutment
End support for bridge comprising of a diaphragm
wall (including contiguous, or secant or sheet pile
walls) with toe embedded in ground below lower
ground surface.

Scope

v) End Screen Abutment

1.3 This Advice Note is applicable to bridges of

steel, concrete and composite construction, including
precast and prestressed concrete.

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.

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 2.2), in respect of integral bridges.

vi) Frame Abutment

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

1.5 For bridges with full height frame abutments of

overall length up to 15m and cover greater than
200mm, designers may use BD31 (DMRB 2.2).

vii) Granular Backfill

Definitions

Selected granular material placed adjacent to the

abutment wall and forming the subgrade for the
adjoining pavement construction.

1.6 The following are definitions of terms used in

the Advice Note.
i) Asphaltic Plug Joint
An in situ joint in the pavement, complying with
BD33, (DMRB 3.4), comprising a band of specially
formulated flexible material which may also form the
surfacing.

viii) Integral Abutment

Bridge abutment which is connected to the bridge deck
without any movement joint for expansion or
contraction of the deck.
ix) Integral Bridge
A bridge with integral abutments.

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Chapter 1
Introduction

Volume 1 Section 3
Part 12 BA 42/96

x) 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.

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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
BD37, (DMRB 1.3). They should also accommodate
the effects of thermal expansion or contraction without
excessive deformation of the approach pavements.

isolated structurally from horizontal movements of the

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.

Types of Integral Construction

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.

2.2 This Advice Note has been drafted for the types
of integral abutment illustrated in Figure 2.1 and
described below:
i)
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.
ii)
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.

Longitudinal Movement

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).
Load and Material Factors

iii) 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.
iv)
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

2.7 Integral bridges should be designed with the

load factors specified in BD 37, (DMRB 1.3).
2.8 Earth pressure forces on abutments should be
subject to load factors fL of
1.5 @ ULS

1.0 @ SLS (BD37, Clause 5.8.1.2)

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Chapter 2
General

Volume 1 Section 3
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2.9 Earth pressure coefficients on abutments should

be calculated in accordance with BS 8002(4) using
material factors m on earth pressure coefficients of:
disadvantageous forces from backfill m = 1.0
advantageous forces from backfill when resisting
secondary load effects (e.g. braking) m = 0.5
Thermal Effects
2.10 The characteristic thermal strain (expansion or
contraction) throughout the UK can be taken as

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 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).
Piers

steel
steel with concrete deck
concrete

(Groups 1 & 2) 0.0006

(Group 3)
0.0005
(Group4)
0.00042

For the definition of the above mentioned groups, see

Figure 9 of BD 37, (DMRB 1.3). However, the 1.3
factor on the design range of movement at the ultimate
limit state given in Clause 5.4.8.1 of BD37, should not
be applied to the characteristic thermal strains given
above.
2.11 The above characteristic strains are based on
the following assumptions:-

2.14 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, BA57, (DMRB 1.3.8).

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
BD37, (DMRB 1.3).
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 BD37, (DMRB 1.3), 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

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Volume 1 Section 3
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(a)

(d)

Chapter 2
General

(a) & (b) Frame abutments.

(c)

(d)

(e) & (f) End screen abutments.

Bank pad abutment.

(b)

(e)

Embedded abutment.

(c)

(f)

HGS 960413.DS4

Figure 2.1 Types of Integral Abutments

Figure 2.1 Types of Integral Abutments

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Volume 1 Section 3
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Chapter 3
Earth Pressure

3. EARTH PRESSURE
General

Kp

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.

inclination of abutment back face

vertical

20 forwards 20 backwards

Soil Strength and Wall Friction

30

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, 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.

35

12

40

20

45

15

37

3.3 In a conventional retaining wall, following BS

8002(4), design tanwould then be calculated using a
mobilization factor M = 1.2, on representative
tan peakand 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 is 1/1.2, ie. a value
of < 1, is applied to representative tanpeak to
determine design tan ' for passive earth pressure
calculations. Wall friction should be taken as
= design /2.
Earths 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 high angles of friction as follows:

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.
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 about 3m and, therefore, the total force
generated by passive excitations is usually readily
accommodated within the design. For this reason and
because soil shear strains will be high, it is appropriate
to assume that full passive pressures will act. Account
should also be taken of the mode of movement, ie.
rotation, translation, or a combination of the two.(9)

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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:

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 to Ko and
below this depth pressures are according to
the insitu value Ko

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, nor less than Kp/3.
(c) Full height embedded wall abutment
3.5.5 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 insitu soil stresses.

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Volume 1 Section 3
Part 12 BA 42/96
3.5.6 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 two thirds

of the retained height of the wall, with
lateral earth pressure then remaining constant
with depth as K* drops to Ko
below this depth pressures are according to
the insitu value Ko

K* may be calculated in accordance with 3.5.3 and

3.5.4
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
Ko = (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 grading and
compaction complying with Classes 6N or 6P of Table
6/1 of Specification for Highway Works.
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 '
not greater than 45, when tested in accordance with
the Specification for Highway Works.

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Volume 1 Section 3
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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.

Chapter 3
Earth Pressure

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.

Pavement
Wing walls
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 water proofing.
3.12 Asphaltic plug joints complying with BD33
(DMRB 2.3.6 ) may be used in the surfacing at the
interface between the back edges of integral abutments
and adjoining flexible pavements.

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.

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.
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
Specification for Highway Works. 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,

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Chapter 3
Earth Pressure

Volume 1 Section 3
Part 12 BA 42/96

K*
Earth pressure
based on K*
(see 3.5.3
and 3.5.4)

H/2

Earth pressure
based on Ko

Ko

Earth Pressure Coefficient

Earth Pressure Distribution

(without surcharge)

Figure 3.1 Earth Pressure Distrubution for Frame Abutment

Figure 3.1 Earth Pressure Distribution for Frame Abutment

K*

Earth pressure
based on K*
(See 3.5.3
and 3.5.4)

2H/3

Earth pressure
based on Ko

Ko

Earth Pressure Coefficient

Earth Pressure Distribution

(without surcharge)

Figure 3.2 Earth Pressure Distribution for Full Height Embedded Wall Abutments
HGS 960413A.DS4

Figure 3.2 Earth Pressure Distribution for Full height Embedded Wall Abutments

3/4

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Volume 1 Section 3
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Chapter 4
References

4. REFERENCES
1.

Design Manual for Roads and Bridges (DMRB): HMSO

BD24 Use of BS 5400: Part 4: 1990. (DMRB 1.3.1)
BD30 Backfilled Retaining Walls and Bridge Abutments. (DMRB 1.4)
BD31 Buried Concrete Box Type Structures. (DMRB 2.2)
BD33 Expansion Joints for Use in Highway Bridge Decks. (DMRB 2.3.6)
BD37 Loads for Highway Bridges. (DMRB 1.3)
BD57 Design for Durability. (DMRBl.3.7)
BA26 Expansion joints for use in highway bridge decks. (DMRB 2.3.7)
BA57 Design for Durability.(DMBR 1.3.8)

2.

Manual of Contract Documents for Highway Works (MCHW): HMSO

Specification for Highway Works. (MCHW)

3.

British Standard BS 5400: Part 4: 1990. Code of Practice for the Design of Bridges. BSI.

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 Behaviour; 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: Geo technical design, Part 1.General rules
(together with United Kingdom National Application Document).

9.

Darley P, D R Carder and G H Alderman (1996). Seasonal thermal effects on the 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 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 integral bridge

abutments. TRL Project Report 146. Crowthorne: Transport Research Laboratory.

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Volume 1 Section 3
Part 12 BA 42/96

Chapter 5
Enquiries

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

Head of Bridges Engineering Division

The Highways Agency
St Christopher House
Southwark Street
London SE1 0TE

A J PICKETT
Head of Bridges Engineering Division

The Deputy Chief Engineer

The Scottish Office Development Department
National Roads Directorate
Victoria Quay
Edinburgh EH6 6QQ

N B MACKENZIE
Deputy Chief Engineer

The Director of Highways

Welsh Office
Y Swyddfa Gymreig
Crown Buildings
Cathays Park
Cardiff CF1 3NQ

K THOMAS
Director of Highways

Assistant Technical Director

Department of the Environment for
Northern Ireland
Roads Service
Clarence Court
10-18 Adelaide Street
Belfast BT2 8GB

D OHAGAN
Assistant Technical Director

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