INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

CHAPTER 1
INTRODUCTION
1.1 General

Integral bridges (IB) are defined as a structure where the superstructure (mainly
bridge beams and deck) is directly connected to the substructure (abutment and pier). During
thermal expansion or contraction, the superstructure and substructure move together into and
away from the backfill. There are no bearings or expansion joints.
The bridges are nothing but any structure which is constructed or used for the traveling or
transportation over river, valley, uneven surface or any obstacle. A bridge should be designed
such that it is safe, aesthetically pleasing, and economically beneficial. There are numerous
bridges divided based on their different criteria like -construction method, the material used
for construction, visual appearance, working concept, the connection of substructure and
superstructure, span length and many more. Mainly the bridges are divided into six types as
mention as Cantilever Bridges, Suspension Bridges, Cable-Stayed Bridge, Arch Bridge,
Beam Bridge, Truss bridge. But with growing development the requirement of newly
developed bridge construction technique and method increases to get maximum benefits from
minimum cost and efforts with this to reduce the other impact of structure on surrounding
environmental as well as social life. Integral Abutment Bridge is one of those innovative
types of the bridge and a large number of countries in the world are accepted integralbridge
over the conventional bridge because it’s various benefits over Convention Bridge. Starting
in the early 1960s, the use of joint less bridge for new bridge construction attracted lots of
people’s interest. The main basic concept of Integral Abutment Bridge is the bridge which
totally eliminates the various types of joints from the deck which is provided in a
conventional method and the bearings are also eliminated in the fully integral bridge but kept
in a semi integral type of bridges with the modification in bearing providing technique. Due
to eliminating bearings and joints from the structure the corrosion damage and detritions
andloss in strength of the structure is minimized which results in maximizing the lifespan of
structure and minimizing the and the maintained cost of the structure. Due to its monolithic
connection between deck and abutment, this bridge became very useful in an earthquake-
prone area.

Dept. of civil Engg, AIT Bengaluru Page 1

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

Fig 1: Curved Integral Bridge.

Fig 2: Integral Bridge with Framed Abutments.

Fig 3: Flexible Support Abutments.

Dept. of civil Engg, AIT Bengaluru Page 2

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

CHAPTER 2

LITERATURE REVIEW
1) B. Kong et.al 2016-In this paper they explain about thewater leaking problems,
maintenance issues of expansionjoints, temperature loadings, backfill–abutment
interactions,and soil–pile interactions, is validated by comparing thebridge response with the
field measurements. It needs tobalance all these parameters in designs so that the
thermaldeformation of slabs is appropriately accommodated withoutcompromising the
integrity of the superstructure andsubstructure.

2) Dunja Peric et.al 2015- In this paper explain the effect ofthermally induced soil-structure
interaction in an integralbridge. In research, it was found that the type of abutmentmotion is
significantly affected by the compaction level of thesoil adjacent to the abutment and the
magnitude of thetemperature increase. As much as the temperature increasesand the sand will
be looser, it is because integral bridges actas a single structural unit that the type of abutment
motion isdirectly relevant for the maximum bending moments in piles.

3) Jin-Hee Ahn et.al 2011- In this paper tells us that theIntegral abutment bridges can reduce
the amount and cost ofconstruction and maintenance work since they do not haveexpansion
joints and shoes in order to increase stability anddurability of the bridges system. In order to
transfer memberforces between abutment and H-pile, the abutment–pileconnection in the
integral abutment bridge should have rigidbehavior. Three types of new abutment–pile
connectionsare proposed in this study. They feature transversereinforcing bars perforated in
H-pile, stud connectors andperfobond rib connectors on the flange of H-pile.

4) Robert E. Abendroth et.al. 2007- This paper gives theidea about problems if we used
prestress member in IntegralAbutment Bridge. Prestressed concrete piles in integralabutment
bridges have still in limitation because of concernsover pile flexibility and the potential for
concrete crackingand deterioration of the prestressing strands due to long-termexposure to
moisture.

Dept. of civil Engg, AIT Bengaluru Page 3

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

CHAPTER 3

CONSTRUCTION OF INTEGRAL ABUTMENT

BRIDGE
The integral abutment bridge is not so complicated structurelike other bridge structure.We
can understand the normal procedure of castingand construction of integral abutment bridge
step by step. Inthe following figure, the steps or we can say the procedure ofcasting and
construction of parts of the structure at perorder is shown. Firstly collected the all necessary
data ofsubsoil, ground condition, various types of loads which aregoing to act on structure,
the available resources, a budget ofproject and time for construction all are studied well
andmake a suitable construction plan for a project. As we talkabout the steps or procedure of
parts of structureconstruction then the sequence is:

1) The pile should be cast, and then some required duration is given to set the pile.
2) Then we will construct the abutment, some duration isprovided for the abutment to
create monolithic connectionand become rigid.
3) Then the girder is seated on the abutment temporarily.After that, the connection
between deck and abutment isfixed and the final connection is done to abutment
girderjoint.
4) After the deck and abutment, a joint is done the soilbackfill is started.in this process
special care should betaken. The filling should be done in such manner both end ofthe
bridge the soil filling level should be same or maximum1m difference is allowed in a
level of soil filling.
5) Once the connection fixing and soil filling are done then allother superstructure
activities like approach slab pavementrailing crash barrier and all other required
structuralcomponents are constructed.

Fig 3.1: Construction phases for Integral Abutment Bridge

Dept. of civil Engg, AIT Bengaluru Page 4

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

3.1CONSTRUCTION STAGE ANALYSIS FOR INTEGRAL BRIDGES

General analysis is performed under the assumption that allloads are simultaneously
applied to complete structure. Thisassumption is not valid in the real construction
sequencesbecause most bridges are constructed by segment and deadloads act sequentially
and hence we required constructionstage analysis to get correct results.
 Consider before and after composite properties ofthe deck.
 Changes in boundary conditions can be done. (i.e.simply supported to the integral
condition.)
 Allows us to consider deck pouring sequence forbetter optimization of sections.
 Interlocked stresses in members.
 Each construction stage is identified with activatedor deactivated element boundary
and load groups.
 Each stage retains a unique element group, aboundary group, and a load group,
farming anInterim Independent Structure.

Fig 3.2: Construction Stage 1, 2 and 3 (respectively).

Construction Stage 1-Only abutment and pile.

Construction Stage 2-Abutment pile and steel structure.
Construction Stage 3-All bridge members.

Dept. of civil Engg, AIT Bengaluru Page 5

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

3.2 Type of integral abutment bridges:

There are four basic ways that a bridge can be made integral,depending on the abutment
detail. The four forms ofabutment can be referred to as:

1. Frame abutments (fully integral bridges):

Integral bridge with frame abutments acts like the portal frame where moments, shear force
and axial loads transferdirectly to the supporting structure from a deck of the bridge.
The frame abutments retain the backfill behind it likeretaining walls.

2. Bank pad abutments:

Integral bridge with bank pad abutments is another type in which stiff portal frame type
arrangement can beconstructed. In this type, the end supports are fully integrated with the
deck beams but these supports are not fixed in the ground. They are allowed to slide and
rotate.
 The subtype of bank pad abutment are;
 Bank pad abutment on a piled foundation.
 Bank pad abutment on a sleeved piled foundation.
 Flexible support abutment in front of RC earth retaining wall piled.
 Bank pad abutment in reinforced earth.

3. Flexible support abutments:

In Flexible support abutments, Post holes are created around the piles up to the depth of piles.
The posthole should provide enough space for the pile to move horizontally during thermal
expansion or contraction. This will eliminate the soil and foundation interaction.

4. Semi-integral end screen abutments:

In this case, also end screen wall and deck beams are integral with each other but end screen
wall does not give support to the deck beams. Structure with Bearings which can
accommodate horizontal displacement is provided as support to the deck beams. Since the
support is separate the soil- substructure interaction is negligible in this case.

Dept. of civil Engg, AIT Bengaluru Page 6

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

CHAPTER 4

DESIGN GUIDELINES

Some of the useful guidelines for the construction of Integral Abutment Bridge are given
below:

1) Abutment: In Integral abutment bridges the ends of the superstructure girders are fixed to
the integral abutments. When integral bridges are supported either by a flexible capped pile
pier or freestanding pier with movable bearings, all longitudinal forces are taken by abutment
backfill, pavements, and to a slight extent by the flexible abutment piles. Resistance to
thermal movements is shared among all the substructure units and must be considered in the
design of integral abutments. The most desirable type of abutment is the stub type, in which
the abutment is supported by single row of piles. The piles are driven vertically without any
batter. This arrangement of piles permits the abutment to move in a longitudinal direction
under temperature effects.

2) Piles: The analysis of a pile under lateral loads in the integral abutment should consider
soil-structure interaction. Because the deflected shape of the loaded pile is dependent upon
the soil response and, in turn, the soil response is a function of pile deflection, the system
response cannot be determined by the traditional rule of static equilibrium. Further soil
response is a nonlinear function of pile deflection. Determination of the practical point of
fixity of the buried pile is rather complex in structural engineering. A rational design method
is developed for integral abutment piles considering the inelastic redistributions of the
thermally induced moments. This method is based upon the ability of steel piles to develop
plastic hinges and undergo inelastic rotation without local buckling failure. The laterally
loaded pile may be modeled as an equivalent beam column without transverse load between
the member’s ends and with a base fixed at a specific soil depth. The soil depth, called the
equivalent embedded length, is the depth from the soil surface to the fixed base of the
equivalent cantilever either a fixed head or a pinned head for the beam column approximates
the actual rotational restrains at the pile head.

Dept. of civil Engg, AIT Bengaluru Page 7

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

3) Approach Slab: Due to the difficulties in obtaining proper embankment and backfill
compaction around abutments, approach slabs are recommended. Approach slabs offer many
benefits other than acting as a bridge between the abutment and the more densely compacted
embankments. Approach slabs provide a transition from the approach to the bridge if
embankment settlement occurs. Such transition provides a smooth ride, thereby reducing
impact loads to the bridge. They also provide greater load distribution at bridge ends which
aid in reducing damage to the abutments, especially from overweight vehicles. Finally,
properly drained approach slabs help control roadway drainage, thus preventing erosion of
the abutment backfill or freeze and thaw damage resulting from saturated backfill. Approach
slabs are poured separately from the superstructure slab, but joined together.

4) Wing wall: In-line wing walls cantilevered from the abutment are preferred. When the
alignment and velocity of streams make in –line walls subject to possible scour, or when right
of way to other traffic poses a problem the flared walls cantilevered from the abutment or U-
type wing walls can be adopted.

5) Backfill: It is important to provide and effective maintainable drainage system below the
surfacing and at the bottom of the backfill. Porous granular backfill is widely used. The
advantages of granular backfill are easy compaction in narrow space and drainage of water
from the abutment. Because uniformly graded material does not compact well and provides
less interlocking of particles, acting more like marbles, well-graded material is desirable.
Backfilling of the abutment is not allowed until the abutments have cured to attain sufficient
strength.

3.1Characteristics of integral bridges:

The integral abutment bridge concept is based on thetheory that due to the flexibility of the
piling, thermalstresses are transferred to the substructure by way of a rigidconnection
between the superstructure and substructure.An Integral bridge features a fully continuous
momentconnection between the superstructure and substructure atthe abutments eliminating
the need for joints or bearings toaccommodate rotations and cyclical thermally-
induceddisplacements at the ends of the deck, the Semi-integralbridge form has no deck
joints but incorporates bearings atthe supports. This form may be adopted when
groundconditions are not suitable for a fully integral bridge in bothcases, horizontal forces in
the superstructure aretransmitted to the abutment fill by a diaphragm that iscontinuous with

Dept. of civil Engg, AIT Bengaluru Page 8

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

the superstructure. The term Joint-lessBridge describes a bridge with a continuous deck over
theintermediate piers but which has movement joints andbearings at the abutments. In multi-
span integral bridges,the deck is made continuous between abutments and thereare no joints
in the deck at intermediate piers.

3.2 Advantages of Integral Bridges

Integral bridges are adopted due to the following features:
1) Simple Design
2) Joint less construction
3) Resistance to pressure
4) Rapid construction
5) Ease in constructing embankments
6) No cofferdams
7) Vertical piles (no battered piles)
8) Simple forms
9) Few construction joints
10) Reduced removal of existing elements
11) Simplified widening and replacement
12) Lower construction costs and future maintenance costs
13) Improved ride quality
14) Design efficiency
15) Improved load distribution

3.3 Limitations of Integral Bridges

Like any other type of design, the attributes of integral bridges are accompanied by some
limitations.

1) Design of Continuous Spans.

Although the characteristics of integral bridges provide many design simplifications, their
unified structural system does require the design of continuous spans for multiple span
bridges. However, with the help of computer programs and design aids, the extra effort of
designing continuous spans can be minimized (Shreedhar, 2012). With the development of
State standard designs for a wide range of three and four span continuous bridges, even this
extra effort can be further minimized.

Dept. of civil Engg, AIT Bengaluru Page 9

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

2) Approach Slabs.
Integral bridges should be provided with approach slabs to prevent vehicular traffic from
consolidating backfill adjacent to abutments, to eliminate live load surcharging of backfill,
and to minimize the adverse effect of consolidating backfill and approach embankments on
movement of vehicular traffic. For bridges with closed decks (curbs, barriers, etc.), approach
slabs should be provided with curbs to confine and carry deck drainage across backfill to the
approaches and prevent erosion, or saturation and freezing of the backfill.
Because of the continual cyclic movement of integral bridges, approach slabs must be
anchored to the bridges; otherwise, continual bridge movement and joint infiltration will shift
slabs toward flexible approach pavement, away from abutments and off the approach slab
seats.

3) Joints off the Bridge.

Cycle control joints, joints which facilitate longitudinal cycling of bridges and approach
slabs, should be provided between approach slabs and approach pavement. For the shortest
bridges, the usual pavement expansion joint should be sufficient. For longer bridges,
however, specially designed cycle control joints should be devised and provided.

4) Pile Loading.
One primary concern expressed about the construction of integral bridges with pile supported
flexible abutments is the uncertainty about abutment pile flexural stresses. However, for
typical two and three span bridges, the amount of thermal movement is less than an inch.
Consequently, these stresses generally can be ignored. For longer bridges, actual bridge
performance has shown that high pile flexural stresses do not adversely affect bridge
performance.

5) Buoyancy and Uplift.

Care must be exercised when using integral bridges for stream crossings because most deck
type integral bridges are buoyant. Consequently, for those bridges with superstructures which
can become submerged, air vents must be provided through the top of beam webs, and
anchorage to piers should be considered.
For multiple span bridges with short end-spans, deck slab concrete for the end-spans must be
placed first to prevent end-span uplift during deck slab placement. Once constructed,
however, integral bridges are more resistant to end-span uplift than their continuous end-

Dept. of civil Engg, AIT Bengaluru Page 10

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

jointed bridge counterparts since the substantial weight of integral abutments provides the
necessary uplift restraint, even for end-to-center span length ratios down to 0.5 and below.

6) Embankments.
Since integral bridges receive significant support from embankments, such bridges should be
built only in conjunction with stable, well consolidated embankments. Consequently, integral
bridge embankments must be constructed first to ensure that embankments and sub
foundation soils are consolidated and stabilized before the flexible pier and abutment piles
are driven.

7) Other Considerations.
Integral bridges should be restricted to sites where not less than 10 or preferably more than 15
feet of overburden is present (to ensure pile flexibility and effective pile end-bearing), to sites
where appreciable settlement is remote (these bridges cannot easily be adjusted to
compensate for large settlements), to sites where skews of 30 degrees or less are appropriate,
and to uncrowned sites where embankments and extra spans can be added to avoid the use of
wall-type abutments.

Dept. of civil Engg, AIT Bengaluru Page 11

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

CHAPTER 5

CONCLUSIONS
The integral bridge concept is nothing but an excellent option for the replacement of
conventional bridge method. The integral bridge is the best method when the maintenance
cost of the bridge is high and the frequent maintenance is required and damage to the
structure due to leakage and corrosion. The integral bridge gives lots of advantages over other
methods of bridge construction like the seismic response of the integral bridge is very good
and suitable for earthquake-prone areas and helps to improve load distribution and durability
of the structure. The construction speed is also increased in case of the integral bridge due to
its simple structural system. The integral bridge can be used to the strengthening of existing
conventional bridges and better option to replace or videoing conventional bridge. The all
around the world majority of the country are accepted the integral bridge and India is also
moving forward in integral bridge system. The construction stage method for analysis of
structure is used then it will give us exact results which we cannot achieve in the
conventional analysis method. The Midas civil is a best and suitable tool (software) to do an
analysis of the bridge structure as per construction stage method.

Dept. of civil Engg, AIT Bengaluru Page 12

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

CHAPTER 6

FUTURE SCOPE
As per I studied and understand the concept the integral bridge There is some scope for
further work in the area of the integral bridge, some are as below.

1) The maximum span limit for the integral bridge is not exactly clear so study in that field is
also required.

2) The important problem in the integral bridge is cyclic loading of temperature to avoid its
large effect the suitable solution should find out.

3) Nonlinear material models of concrete need to be implemented to study the long-term

effects of cyclic loading during the lifespan of the integral bridge. This will help in
understanding cracking of concrete deck, girders, and piles.

4) The integral bridge could be analyzed for a longer span with more number of traffic lanes
and considering skew of the substructure.

5) The integral bridge can be analyzed for bridges with horizontal curves because many times
it is not possible to have straight bridges, especially in urban areas.

Dept. of civil Engg, AIT Bengaluru Page 13

INTEGRAL BRIDGES AS AN INNOVATIVE CONCEPT

CHAPTER 7
REFERENCE

[1] B. Kong, C.S. Cai, and Y. Zhang “Parametric study of an integral abutment bridge
supported by prestressed precast concrete piles” Dept. of Civil and Environmental
Engineering, Louisiana State University, Baton Rouge, LA 70803, United States 2 May 2016.

[2] Conner D. Huffaker “Behavior and Analysis of an Integral Abutment” Bridge Utah State
University Logan, Utah,2013.

[3] Dunja Peric, Marta Miletic, Bhavik R. Shah, Asad Esmaeily and Hongyu Wang
“Thermally induced soil structure interaction in the existing integral bridge “Department of
Civil Engineering, Kansas State University, Manhattan, United States, 21 October 2015.

[4] Hideaki Nishida, Hirokazu Miyata, “Design and Construction Guideline of Integral
Abutment Bridges for Japanese Highways” 2012.

[5] Jin-HeeAhna, Ji-Hyun Yoona, Jong-HakKimb, and Sang-HyoKima, “Evaluation on the

behavior of abutment–pile connection in integral abutment” bridge School of Civil and
Environmental Engineering, Yonsei University,Republic of Kore

[6] Sajmi Mamshad “Dynamic Behavior of Integral Bridgesusing Sap 2000- A Comparative
Study” Department ofCivil Engineering KMEA Engineering College,Ernakulam, Kerala,
India, 4 November 2014.

[7] Shaikh Tausif and L.G Kalurkar “Behavior of IntegralAbutment Bridge by Different End
Conditions” Dept. ofStructural, Engineering, J.N.E.C, Aurangabad, India, Aug2014

[8] Yaohua Deng, Brent M. Phares, Lowell Greimann, Gus L.Shryack and Jerad J. Hoffman
“Behavior of curved andskewed bridges with integral abutments" Iowa StateUniversity,
Institute for Transportation, United States,22 March 2015.

Dept. of civil Engg, AIT Bengaluru Page 14