Integral Abutment Bridges Report

INTEGRAL ABUTMENT BRIDGES
A SEMINAR REPORT
Submitted by
ASWIN V PANIKER
In partial fulfillment for the award of the degree
of
BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING
Muthoot Institute of Technology and Science

(Affiliated to APJ Abdul Kalam Technological University)
Varikoli, Puthencruz,
Ernakulam – 682 308
SEPTEMBER 2019
MUTHOOT INSTITUTE OF TECHNOLOGY AND SCIENCE,
VARIKOLI, ERNAKULAM
DEPARTMENT OF CIVIL ENGINEERING
CERTIFICATE
This is to certify that the seminar report on “INTEGRAL ABUTMENT BRIDGES” is a

bonafide record of the work done by ASWIN V PANIKER (MUT16CE012) in partial
fulfillment for the award of Bachelor of Technology Degree in Civil Engineering under APJ
Abdul Kalam Technological University during the academic year 2019 – 2020 under our
guidance at MUTHOOT INSTITUTE OF TECHNOLOGY AND SCIENCE, VARIKOLI.
Eldose cheriyan Mary Lissy P N

Assistant Professor Head of the Department
Dept. of Civil Engineering Dept. of Civil Engineering
MITS, Varikoli MITS, Varikoli
Integral Abutment Bridges Seminar Report 2019
ACKNOWLEDGEMENT
I thank our Principal and the Management of MITS for giving us all the facilities to achieve
the motives of the seminar.
I would also like to express my sincere gratitude to Ms. Mary Lissy P N, Associate Professor
and Head of the Civil Engineering Department for her valuable support and guidance.
I would also like to express my sincere gratitude to my guide Mr. Eldose cheriyan, Assistant
Professor, Civil Engineering Department for his timely advice, meticulous scrutiny, scholarly
advice and scientific approach that helped to a very great extent throughout the seminar.
I like to express my sincere gratitude to Ms. Nishida A, Assistant Professor, Civil

Engineering Department, Seminar coordinator, for her advice and support.
I would like to express my special gratitude and thanks to all teaching staff of the Department
for giving us timely attention and support.
Above all, I thank the Lord Almighty for his blessings which helped me throughout the
endeavor.
Aswin V Paniker
Dept. Of Civil Engineering i MITS, Varikoli

ABSTRACT
With change in technology, new innovative methods are adopted over traditional methods for
bridge construction as per the requirement of the field and the structure. Integral Abutment
Bridges are new type of bridges which doesn’t have expansion joints between the abutments
and the superstructure. Their decks and girders are integrated into the abutments. Joints are
major problems in conventional bridges as water is collected in space between expansion
joints which will create corrosion and additional detrition force in the bridge. So construction
cost, maintainance cost etc of conventional bridge increases. So integral bridges are more
economical in terms of maintenance, construction and longevity as these joints are absent .It
can be constructed rapidly and it provides smooth uninterrupted deck so it is aesthetically
pleasing and it is also safer for riding. It is best for earthquake zone /tsunami zone. Integral
Abutment Bridge has more flexibility as compare to the conventional bridge hence it improve the
seismic resistance. Integral Abutment Bridges are constructed on capped pile piers or drilled
shaft, hence it need not require cofferdams. This form of bridge construction has been used
for steel, concrete and pre stressed concrete bridge. They also provide greater load distribution
at ends of bridge which aid in reducing damage to the abutments, especially from overweight
vehicles.
Dept. Of Civil Engineering ii MITS, Varikoli

TABLE OF CONTENTS
Topic Page No:
ACKNOWLEDGEMENT i
ABSTRACT ii
LIST OF FIGURES v
LIST OF TABLES vi
1. INTRODUCTION 1
2. HISTORICAL BACKGROUND 2
3. MODERN INTEGRAL BRIDGES 2
4. THERMAL EFFECTS ON INTEGRAL BRIDGES 3
4.1 THERMAL EFFECTS ON INTEGRAL BRIDGE PILES 3
4.2 THERMAL EFFECTS IN INTEGRAL BRIDGE ABUTMENTS 4
5. TYPES OF INTEGRAL BRIDGES
5.1 FULL INTEGRAL BRIDGES 5
5.2 SEMI INTEGRAL BRIDGES 5
5.1 INTEGRAL BRIDGE WITH FRAME ABUTMENTS 6
5.2 INTEGRAL BRIDGE WITH FLEXIBLE SUPPORT ABUTMENTS 6
5.3 INTEGRAL BRIDGE WITH BANK PAD ABUTMENTS 7
5.4 INTEGRAL BRIDGE END SCREEN ABUTMENTS 7
6. CONDITIONS FOR INTEGRAL BRIDGE CONSTRUCTION AND 8
RECOMMENDATIONS.
6.1 LENGTH OF THE BRIDGE 8
6.2 SUPERSTRUCTURE TYPE. 8
Dept. Of Civil Engineering iii MITS, Varikoli

6.3 GEOMETRY OF THE BRIDGE 8
6.4 ABUTMENTS AND WING-WALLS 9
6.5 MULTIPLE-SPAN INTEGRAL BRIDGES 9
6.6 FOUNDATION SOIL CONDITIONS 9
7. INTEGRAL-ABUTMENT BRIDGE INNOVATION AND QUALITY CONTROL -
AUSTRALIAN CASE STUDY 10
7.1 BACKGROUND 10
7.2 CONSTRCUTION OF HALLETTS WAY BRIDGE 10
7.3 CONCLUSION 15
8. GEOTECHNICAL ISSUES WITH INTEGRAL ABUTMENT BRIDGES 15
9. CHALLENGES INVOLVED WITH IABS 16
10. ADVANTAGES OF INTEGRAL BRIDGES 16
11. LIMITATIONS OF INTEGRAL BRIDGES 17
12. ILLUSTRATIVE EXAMPLES IN INDIA 17
13. CONCLUSION 20
Dept. Of Civil Engineering iv MITS, Varikoli

LIST OF FIGURES
Figure Title Page
1.1 Order of construction 2
3.1 Single-span integral bridge with a slab-on-steel-girder deck 3
4.1.1 Integral Bridge with Framed Abutments 5
4.2.1 Flexible Support Abutments. 6
4.3.1 Integral Bridge with Bank Pad Abutments 7
4.4.1 Integral Bridge with End Screen Abutments 7
9.1.1 Dankuni-Palsit Flyover in Durgapur 17
9.2.2 Kalkaji Flyover 18
Dept. Of Civil Engineering v MITS, Varikoli

1. INTRODUCTION
Bridges are traditionally built with expansion joints at the ends to allow for longitudinal
displacements of the superstructure due to temperature variations. Thus, most conventional
bridges possess expansion joints and bearings, which are expensive in their materials and
installation. Furthermore, expansion joints may allow water, salt, and deicing chemicals to
penetrate them and cause extensive deterioration to the bearings, substructure, and
superstructure components. Consequently, for many years, they have caused considerable
maintenance problems for transportation agencies. Elimination of expansion joints in bridges
may reduce the construction costs, overcome many of the maintenance problems, and increase
the stability and durability of the bridges. These economic and functional advantages are
generally recognized by bridge engineers leading to the concept of integral construction or
integral bridge. The lack of expansion joints in integral bridges results in reduced repair and
maintenance costs throughout the service life of the bridge. In addition, when used as part of
highways or railways, integral bridges enhance the comfort of travelers due to lack of expansion
joints and provide better lateral rigidity to breaking loads minimizing the likelihood of rail
buckling in continuous railway construction due to the smaller lateral displacement of the
bridge. In integral abutment bridges, the abutment and superstructure are cast integrally to avoid
the high costs associated with installation, maintenance, and rehabilitation of expansion joints.
Integral abutments, which provide primary support to the superstructure, are constructed as a
rigid connection of the deck to a pile supported substructure. The substructure must absorb the
induced movements of the superstructure; hence, it has to be flexible enough to accommodate
the movements.
To behave as desired during use, bridges with integral abutments are dependent on proper
detailing and construction. The construction sequence is important (see Figure below) because
undesired stresses can be introduced if an unsuitable sequence is applied. Before the
superstructure and the abutment are joined together as a unit it is important to place as much of
the weight of the bridge as possible to avoid transferring rotation of the bridge end to the piles.
Even after finishing construction of the bridge structure, to avoid unnecessary bending of the
piles, it is important not to fill the embankment material against the bridge abutment-walls in
an un-symmetrical sequence.
Dept. Of Civil Engineering 1 MITS, Varikoli

Fig 1.1 The sketches show the order in which a bridge with integral abutments should be built.
First the piles are driven and the lower part of the abutment is cast. Then the beams are placed
and the concrete slab is cast, beginning in mid-span. When the formwork is removed, the
embankments can be filled and compacted at approximately the same rate at both abutments.
2. HISTORICAL BACKGROUND
The use of integral bridges began thousands of years ago in the shape of masonry arches, and
today there are many of similar arches survived for more than hundred years (Hambly, 1997).
The construction of reinforced concrete arch bridges in North America began in the early
decades of the 20th century. Bridge engineers began eliminating the deck joints at piers and
abutments after the moment distribution method was first developed in the early 1930s, which
allowed engineers to analyze statically indeterminate structures such as rigid frame bridges. By
the mid-20th century, concrete rigid frame bridges became a standard type of construction for
many departments of transportation (Burke, 1993). Ohio and Oregon were the first states to use
integral bridges in the 1930s, and Illinois and Iowa followed in the 1940s.
3. MODERN INTEGRAL BRIDGES

Modern integral bridges are single- or multiple-span bridges with a continuous deck and a
flexible movement system composed primarily of abutments supported on a single row of piles.
A typical slabon- girder, integral bridge is shown in Figure 3.1. The details of a typical integral
bridge are shown in Figure 3.2. In these types of bridges, the road surfaces are continuous from
one approach embankment to the other, and the abutments (and occasionally the piers) are cast
integrally with the girders and the deck slab. A flexible abutment with a single row of piles is
essential to allow for the longitudinal bridge movements due to temperature variations,
shrinkage, and creep. The most common type of piles used at the abutments of integral bridges

is steel H-piles. Cycle control joints are provided at the ends of the approach slabs to
accommodate the longitudinal movements of the bridge.
Fig 3.1 Single-span integral bridge with a slab-on-steel-girder deck .
Source: Reference no 3.
Fig 3.2 Details of a typical single-span integral bridge.
Source: Reference no 3.
4. THERMAL EFFECTS ON INTEGRAL BRIDGES
Daily and seasonal temperature changes result in the imposition of cyclic horizontal
displacements on the continuous bridge deck of integral bridges, and thus on the abutments,
backfill soil, steel H-piles at the abutments, and cycle control joints at the ends of the approach
slabs. The magnitude of these temperature-induced cyclic displacements is a function of the
temperature difference and the length of the bridge. Thermal-induced cyclic displacements are
especially important for the performance of the steel H-piles at the abutments and the abutments

themselves. In the following subsections, the effect of cyclic thermal displacements on the steel
H-piles and abutments are discussed.
4.1 Thermal effects on integral bridge piles
Daily and seasonal temperature changes result in the imposition of cyclic horizontal
displacements on the continuous deck of integral bridges, and thus on the steel H-piles at the
abutments. As the length of integral bridges grows, the temperature-induced displacements in
the steel H-piles may become larger as well. Consequently, the piles may experience
deformations beyond their elastic limit. The ability of steel H-piles to accommodate such large
displacements is an important factor that affects the maximum length of an integral bridge. The
displacement capacity of steel members, including steel H-piles at the abutments of integral
bridges, is affected by their buckling instability. Instability in steel structural members includes
local buckling of the plates forming the cross section of the member, as well as lateral-torsional
and global buckling of the steel member. Local buckling instability in steel H-piles may occur
in either the flange, the web, or both, depending on the width-to-thickness ratios of the flange
and web plates. Lateral torsional buckling, which occurs when steel members are subjected to
bending about their strong axis, is critical for steel sections with relatively narrow flanges and
is not much concern for steel H-piles that have wider flanges. Furthermore, as the steel H-piles
in integral bridges are laterally supported by the surrounding soil, the lateral- torsional or global
buckling instability need not be considered. Thus, the local buckling is the only instability type
that will be considered when determining the displacement capacity of steel H-piles. The width-
to-thickness ratios of the flanges and the web for steel H-piles must be limited to prevent local
buckling.
4.2 Thermal effects in integral bridge abutments
The earth pressure that is exerted on the abutment by backfill soil depends on the extent of
movement of the abutment. An integral bridge will experience elongation and contraction due
to temperature variations during its service life. Thus, the earth pressure at the abutments should
be considered in correlation with temperature variation. A very small displacement of the bridge
away from the backfill soil can cause the development of active earth pressure conditions
(Barker et al., 1991). Therefore, when the bridge contracts due to a decrease in temperature,

active earth pressure will develop behind the abutment. At rest, earth pressure behind the
abutment is assumed when there is no thermal movement. When the bridge elongates due to an
increase in temperature, the intensity of the earth pressure behind the abutment depends on the
magnitude of the bridge displacement toward the backfill soil. Thus, the actual earth pressure
coefficient, K, may change between at rest, Ko, and passive, KP, earth pressure coefficients,
depending on the amount of displacement.
5.TYPES OF INTEGRAL BRIDGES
They are mainly classified into two types :
 Full integral bridges

 Semi integral bridges
5.1 Full Integral Bridges
In full integral bridge/ integral abutment bridge the superstructure and abutments are cast
monolithically by concrete or steel. This is the most efficient design in most situations and
every effort should be made to achieve full integral construction as shown in figure below.
Fig 5.1.1 Single span Integral Abutment Bridge or Full Integral Bridge.
Source: https://theconstructor.org/structures/integral-bridges-types-advantages-
limitations/1217/

5.2 Semi integral bridges
Semi-integral bridges are having continuous superstructure supported by abutments, which are
structurally separated as shown in figure, the key advantage of these bridges is superstructure
behavior is independent of the foundation type. A small gap is provided between the integral
back wall and the substructure to allow it to move freely in the longitudinal direction. The
concept of semi-integral bridges is being adapted at places where rigid abutments are necessary.
The role of semi-integral bridges becomes important when there is a need of long span integral
bridges.
Fig 5.2.1 Semi Integral - Abutment Bridge.
limitations/1217/
5.3 Other classifications

5.3.1 Integral Bridge with Frame Abutments
Integral bridge with frame abutments acts like portal frame where moments, shear force and
axial loads transfer directly to the supporting structure from deck of bridge. The frame
abutments retains the backfill behind it like retaining walls. Spread footing or embedded wall
footing is preferred as foundation for the frame abutments. When there is thermal expansion or
contraction, the beams of deck will react and produce horizontal displacement. To prevent the
displacement on foundation, the abutments must be built with some flexibility. The reinforced
concrete abutment is stiff in nature which is not suitable in this case. Use of steel sheet piles is

the best alternative for this type of abutments. Soil pressure behind the abutments should also
considered in the design.
Fig 5.3.1 Integral Bridge with Framed Abutments
limitations/1217/
5.3.2 Integral Bridge with 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. The hole is
made of precast concrete rings for larger piles, UPVC or polythene piping for smaller piles. A
duct is provided from the end screen wall to inspect the durability of pile inside the post hole.
The piles should also be checked against buckling. The holes around piles should not be filled
with anything and also the holes should not have contact with end screen wall then only the
movement of pile inside the hole is possible. If the soil in front of the abutment if of vertical
facing then reinforcement should be provided for the earth.

5.3.2 Flexible Support Abutments.
limitations/1217/
5.3.3 Integral Bridge with Bank Pad Abutments
Integral bridge with bank pad abutments is another type in which stiff portal frame type
arrangement can be constructed. In this type, the end supports are fully integral with the deck
beams but these supports are not fixed in the ground. They are allowed to slide and rotate.
These supports can slide during thermal expansions or contraction and they also can rotate due
to bending moment from the deck beams. This sliding and rotation may affect the bearing
capacity of soil, to avoid this bearing pressure of soil at serviceability limit state are kept lower
than the normal static values. The bank pad abutment forms an end screen wall behind which
backfill is filled. The width of end screen wall is equal to width of pavement above it. The soil
and end screen wall interaction is considered only when the bank pad abutments are built on
pile foundations.

Fig5.3.1 Integral Bridge with Bank Pad Abutments

limitations/1217/
5.4 Integral Bridge with 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.
Fig 4.4.1.Integral Bridge with End Screen Abutments

limitations/1217/

6.CONDITIONS FOR INTEGRAL BRIDGE CONSTRUCTION AND

RECOMMENDATIONS.
6.1 Length of the bridge
It is intended that currently, when the overall length of a bridge is less than 150 m, an integral
bridge design will be considered. For structure lengths greater than 150 m, the consent of the
governing bridge authority (the owner) should be obtained. In considering the movement
requirements, due consideration should be given to the place and types of joint, joint seal,
backfill and approach slab details, and construction temperatures. The limitation placed on the
total length of the structure is mainly a function of local soil properties, seasonal temperature
variations, resistance of abutments to longitudinal movements, and the type of superstructure
being considered.
6.2 Superstructure type.
The types of structures used with integral bridges include:
 Steel girders with concrete deck.

 Prestressed concrete girders with concrete deck.
 Prestressed concrete box girders with concrete deck.
Posttensioned construction is not suitable for integral design, as the abutments supported on a
single row of piles may not be able to accommodate the lateral forces exerted during the
posttensioning process.
6.3 Geometry of the bridge
The geometry of the structure should be considered when deciding the feasibility of integral
bridge design. Owing to the nonuniform distribution of loads and difficulties in establishing the
movement and its direction, structures with skew greater than 35 degrees or where an angle
subtended by a 30-m arc along the length of the structure is greater than 5 degrees are not

considered suitable for integral designs. Skews greater than 20 degrees but not exceeding 35
degrees may be considered if a rigorous analysis is carried out to account for the skew effects.
In carrying the analysis for skew, the effects such as torsion, unequal load distribution, lateral
translation, pile deflection in both the longitudinal and transverse directions, and increase in the
length of the abutment exposed to soil pressure shall be considered.
6.4 Abutments and wing-walls
It is recommended that abutment height and wing-wall length shall be limited to 4 m and 7 m,
respectively. The abutment should be kept as short as possible to reduce the soil pressure;
however, the minimum penetration required for frost protection should be provided. The frost
penetration requirement can be reduced to minimize abutment height by providing insulation
at the bottom of the abutment. It is recommended to have abutments of equal height at the bridge
ends. A difference in abutment heights causes unbalanced lateral load resulting in side-sway,
which should be considered in the design by balancing the earth pressure, which is consistent
with the direction of side-sway, at the abutments. This procedure requires an iterative process
which may result in a pressure ranging from active to at rest on the taller abutment and at rest
to passive on the shorter abutment. Wing-walls parallel to the roadway, carried by the structure,
shall be used, and their size should be minimized to allow the substructure to move with
minimum resistance.
6.5 Multiple-span integral bridges
The spans and the articulation at the supports of multispan structures should be selected such
that equal movement would occur at each end of the structure. The deck diaphragms may either
be integral with the piers, made fixed in the lateral direction, or move laterally, as appropriate.
The piers should be flexible and supported on flexible foundations if made integral with the
deck diaphragms.
6.6 Foundatıon soil conditions
Subsoil condition is an important consideration in the feasibility of the integral arrangement of

a structure. The primary criterion is the need to support abutments on relatively flexible piles.
Therefore, where load-bearing strata is near the surface, or where the use of short piles (i.e.,

less than 5 m in length) or caissons is planned, the site is not considered suitable for integral
bridges. Where piles are driven in dense and stiff soils, preaugured holes filled with loose sand
shall be provided to reduce resistance to lateral movement. Where soil is susceptible to
liquefaction, slip failure, sloughing, or boiling, the use of integral arrangement should be
avoided.
7. INTEGRAL-ABUTMENT BRIDGE INNOVATION AND QUALITY CONTROL -

AUSTRALIAN CASE STUDY.
7.1 BACKGROUND
Halletts Way southern extension project, one of the largest project in Moorabool Shire Council,
locating at south-western of Melbourne Victoria, Australia, was commenced in 2016. This
project involves the construction of a 1.36km road extension and bridge as part of the
establishment of the western link road for Bacchus Marsh, catering for the rapidly growing
community. The bridge has two spans, 27.5m and 32.5m with 14.2m wide.
7.2 CONSTRCUTION OF HALLETTS WAY BRIDGE
7.2.1 Geotechnical Investigation
Halletts Way Bridge is founded across Werribee River at Bacchus Marsh, Victoria. Within the
Werribee River Alluvium (Flood plain) area, it contains approximate 6m silt/clay/gravel, then
changes to clayey sand/sandy clay down to 15m depth, with boulder presented, and water
appearance at 1.5m below ground level.
7.2.2 Construction Sequence
The piling works were first driven to their foundation level and trimmed off at the pile cap level;
then pile cap, abutment and central pier were established to the level of the underside of the
abutment and central pier crosshead. Rock beaching on the face of each abutment slope and
central pier protection batter were placed prior to beams installation. The bridge superstructure
was then constructed above construction joints level. Falsework around the bridge beams were
erected to complete concrete bridge desk sections, and casting the south, central pier, north
diaphragms in sequence.to form continuous superstructure. The final construction stage

involved the approach slabs, wing walls, approach embankments, pavement completion along
with bridge barriers and railings.
7.2.3 Piling Foundation
Northern bridge site contain soils with boulder or prone to liquefaction. According to previous
literature, this requires the use of open-ended pipe piles, which tend to be much stiffer than steel
H-piles. These piles with pile joints at approximately 9m below so no bending moment will be
transferred along the abutment stem. Abutment piles need to have sufficient vertical capacity,
but low stiffness to minimize the flexural effects of thermal and other movement of the bridges.
The detailing to achieve flexural continuity at the abutment/superstructure junction simply
relies on the top section of piles, pile caps, then abutment and diaphragm; so these locations
can also result in reinforcement congestion and create more challenge in construction and
quality control during steel fixing. Further challenge is the site condition did not allow for pre-
drilling, and therefore polypropylene pile cannot be installed. Prefabricated steel casings with
900mm diameter were used instead to achieve the design driven depth, and auger to clean out
inside the casing for 400x400mm reinforced concrete piles driven inside the casings. Pile load
testing performed to verify geotechnical strength and shaft integrity of production piles on site.
Over 10% of the total number of foundation piles tested with Pile Driving Analyser (PDA), and
over 6% of the total number of foundation piles subjected to CAPWAP analysis. Piles ultimate
base pressure 1000-1600 kPa and integrity have been confirmed.
7.2.4 Approach Embankment Fill
Settlement of the approach fill “causing a bump at the end of the bridge”, is a common problem
for both jointed and integral abutments. However, the problem is further complicated for
integral bridges because of the cyclic loading on the backfill. Often a void develops between
the backfill and the abutment as the abutments move back and forth [2]. Table I. below indicates
the required properties for approach fill, with a standard compaction of 98% of the backfill
material to eliminate settlement of the approach fill. Two innovations have been adopted to the
interface between abutments and fill material in Fig. 4.Firstly the 40mm expanded polystyrene
behind the abutment back wall. This mechanism was designed to reduce the passive earth

pressure on the abutment and to help avoid the formation of a void behind the abutment to the
expansion and contraction of the superstructure.
7.2.5 Retaining wall/wing wall
The retained soil adjacent to bridge abutment is not directly affected by seasonal temperature
variations. Therefore, it can and should remain spatially and temporally fixed to prevent
pavement settlement on the approach embankment or void formation under apporach slabs.
With integral bridges, the necessary fixity must be developed from within the retained soil itself
as the abutmernts move seasonaly and no longer provide this function. Because soil with a
vertical slope is not inherently self stable, this suggests that geosynthetics could be useful.
Reinforced Earth method is adopted in thie proejct. It is a composite material formed by the
association of a frictional soil and reinforcing strips. The Reinforced Earth concept is an
economical means of improving the mechanical properties of a basic material, earth, by
reinforcing with another, steel. Stresses produced within the soil mass are resisted by the strips.
The stresses are transferred to the strips by friction.
7.2.6 Approach slabs
Although approach slabs are not required to be used with integral bridges in European, most
countries indicated that approach slabs were desirable and the length ranged from 3-8m. This
is to reduce impact forces on the bridges. A buried approach slab is used in this project, at
750mm below the finished surface and covered by flexible pavement formation. This is to make
settlement of the approach slab more easily repairable and may eliminate this concern. There is
a contradict suggestion that better addressed using an approach slab at pavement level with a
control joint at the end of the approach slab, rather than by a buries approach slab. This mainly
due to lack of full understanding of abutment/fill interaction model, and also different bridge
length. For short bridge there is no need for an expansion joint at his location because the
movements are very small. However, in Colorado, USA, researcher reported consistent problem
with the approach fill when there are no expansion joints at the end of the approach slabs; this
is because when bridge is in larger scale and movement needs to be accommodated, a control
joint can be used between the end of the approach slab and the adjoining pavement.

7.2.7 Bridge deck
Commonly, when the abutment is made integral with the superstructure, there is a possibility
that during construction the superstructure will be subject to thermal movements when the
freshly placed concrete of the abutment diaphragm is not full set. In Indiana USA, reporter
addressed cracking occurred in the desk when the contractor poured the bent and the deck in
one pour; and in New York USA, survey showed unequal deflection of stage-constructed
integral bridges. The Project has cast the deck sections #1 in December 2016, and under curing
for one month; prior to casting diaphragm. This is to timed such that the initial set of the
abutment diaphragm concrete occurs when the superstructure is at a relatively constant
temperature. A new product Primecure 90 was used after the concrete pour on bridge deck. It
is a blend of bitumen and hydrocarbon resins emulsified in water. The impervious film formed
by Primecure 90 prevents excessive water evaporation. It also acts as a primer coat for future
asphalt and bitumen overlays.
7.3 Conclusion
Integral bridges present some advantages to Australian highway bridges design and
construction, although not as great benefits accrued in USA or the UK due to their colder
weather condition. These adorable results including initial and live-period capital cost saving,
less maintenance and associated impact to traffic and society. The quality control and
innovations of Halletts Way bridge construction practice are discussed in this paper. In
Australia, and other countries, integral bridges are typically designed almost empirically, using
conservative methods and building on field experience. While this strategy provides safe and
reliable structures, it does not forward the knowledge base on how and why integral bridges
actually work. From this, there is a great opportunity for further researchers on the topic of
monitoring and studying the interaction between abutment and backfill soil to understand the
behavior for cyclic thermal effects under Australian conditions. Another topic in Australian is
the study on refurbishment of existing simply supported bridges into integral bridges, for their
advantages described in this paper.

8. GEOTECHNICAL ISSUES WITH INTEGRAL ABUTMENT BRIDGES
There are two commonly encountered problems inherent in the design of integral abutment
bridges that are not structural in nature but rather, geotechnical (9, 2000). The cyclic loading of
the bridge superstructure due to daily changes in temperature causes the abutments to rotate
about the base and translate into the soil, thus developing considerable lateral earth pressure on
the abutments. The magnitude of these soil pressures can approach or reach the passive state in
the summer when bridge expansion is highest. Passive earth pressures are large in magnitude
and may exceed the normally consolidated at-rest state for which an abutment should normally
be designed by at least an order of magnitude. Failure to design the abutment for the larger
pressures that develop during bridge thermal expansion can cause structural damage to the
abutment. Adversely, the cost to properly design the abutment subjected to these higher forces
will increase. The failure in the bridges is generally happened due to the ratcheting which build-
up of lateral earth pressure as the soil becomes effectively wedged behind the abutment. Many
researchers proposed a solution to this issue like use of compressible illusion and geofoam etc.
Using this geofoam configuration would help with both the settlement behind the abutment and
the tendency toward ratcheting behaviour. A number of limitations and guidelines have been
presented in order to avoid passive pressure, high pile stresses.
9. CHALLENGES INVOLVED WITH INTEGRAL ABUTMENT BRIDGES
There are a number of limitations in the design of Integral Abutment Bridges owing to two
main problems. Although the IAB concept has confirmed to be economical and technically
successful in terms of eliminating expansion joint problems, it is not free from problems.
Bridges are susceptible due to a complex soil-structure interaction mechanism involving
relative movement between the bridge abutments and the backfill, and the piles and adjacent
soil. 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 slabs.

10. ADVANTAGES OF INTEGRAL BRIDGES
• When compared to conventional bridges, construction costs and maintenance costs are
much lower.
• Construction of integral bridges is simple and rapid.
• If integral bridge is constructing in place of existing old bridge, the foundation of old
bridge can be used as foundation for integral bridge. Hence cost of project reduces.
• The vehicle riding quality on integral bridge is more comfortable and smooth since there
are no expansion joints.
• Added redundancy and capacity for catastrophic events.
• Improve Load distribution.
11. LIMITATIONS OF INTEGRAL BRIDGES
• Integral bridges are not suitable in zones where there is chance of expansion/contraction
of more than 51mm during temperature variations.
• They are not preferred when subsoil or embankments are of poor strength.
• Geometry of the bridge and material used for the construction play key role in case of
integral bridges. They are responsible for the displacement affects in the bridge.
• There is a chance of formation of plastic hinges in piles due to high stresses of expansion
and contractions results in reduction of axial load capacity of piles. The foundation
should be designed considering this point.
12. ILLUSTRATIVEEXAMPLES IN INDIA
12.1 Dankuni-Palsit Flyover
It is situated at the durgapur Expressway. The span arrangement for the overpass is15m +
2x22.0 m + 15m, continuous over the support. The deck is RC solid slab type integral with the

twin piers. The bridge is a joint less bridge without any expansion joint over intermediate piers
without any bearings.
Fig 9.1.1 Dankuni-Palsit Flyover in Durgapur.

Source: https://www.scribd.com/doc/60148742/Integral-Bridges
12.2 Kalkaji Flyover
A 150m integral flyover has been provided at the vital T-junction on Ring Road near Kalkaji
Temple. The typical five span continuous deck (25m + 30m + 40m + 30m + 25m), has a voided
slab reinforced concrete deck with a depth of 1.70m, which was hunched and increased to 2.20m
at the piers supporting the 40.0m obligatory main span.
Fig 9.2.2 Kalkaji Flyover
Source: https://www.scribd.com/doc/60148742/Integral-Bridges

13. CONCLUSION
Integral Abutment Bridge is a joint less bridge in which the deck is continuous and monolithic
with abutment walls. Their principal advantages are derived from the absence of expansion
joints and sliding bearings in the deck, making them the most cost effective system in terms of
construction, maintenance, and longevity. The main purpose of constructing an Integral
Abutment Bridge is to prevent the corrosion of structure due to water seepage through joints.
The simple and rapid construction provides smooth, uninterrupted deck that is aesthetically
pleasing and safer for riding. The ground around the piles moves along with the movement of
the abutment. The relative movement between the pile and ground is therefore reduced,
resulting in relatively low shear forces at the top of the pile. Integral abutment bridges perform
well with fewer maintenance problems than conventional bridges. Without joints in the bridge
deck, the usual damage to the girders and piers caused by water and contaminants from the
roadway are avoided. There is no significant effect of stresses to the abutment due to vertical
load. This form of bridge construction has been used for steel, concrete and pre stressed concrete
bridge. It 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.

14. REFERENCES
1. M. Arockiasamy, P.E.1; Narongrit Butrieng; and M. Sivakumar3 State-of-the-Art of

Integral Abutment Bridges: Design and Practice 2014.i JOURNAL OF BRIDGE
ENGINEERING © ASCE / SEPTEMBER/OCTOBER 2014
1. Amit Bamnali1, P.J. Salunke INTEGRAL ABUTMENT BRIDGE- A Review and
Comparison of the Integral Bridge and Conventional Bridge 2018. International
Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume:
05 Issue: 12 | Dec 2018
2. Babitha Elizabeth Philip IAB: An Exploratory Study on Integral Abutment Bridges
2017. IJSRD - International Journal for Scientific Research & Development| Vol. 5,
Issue 08, 2017 .
3. Dicleli M. Integral bridges 2016. Innovative Bridge Design Handbook Copyright ©
2016 Elsevier Inc
4. William Z Li INTEGRAL-ABUTMENT BRIDGE INNOVATION AND QUALITY
CONTROL - AUSTRALIAN CASE STUDY 2017 International Journal of Bridge
Engineering (IJBE), Vol. 5, No. 3, (2017).
5. Alok Bhowmick, 2003, Design and construction of integral bridges- An innovative
concept, The Indian Concrete Journal, 77(7), pp 22 – 35.

Integral Abutment Bridges Report

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Integral Abutment Bridges Report

Uploaded by

Copyright:

Available Formats

INTEGRAL ABUTMENT BRIDGES

In partial fulfillment for the award of the degree

Muthoot Institute of Technology and Science

This is to certify that the seminar report on “INTEGRAL ABUTMENT BRIDGES” is a

Eldose cheriyan Mary Lissy P N

I like to express my sincere gratitude to Ms. Nishida A, Assistant Professor, Civil

Dept. Of Civil Engineering i MITS, Varikoli

Dept. Of Civil Engineering ii MITS, Varikoli

Topic Page No:

3. MODERN INTEGRAL BRIDGES 2

4. THERMAL EFFECTS ON INTEGRAL BRIDGES 3

4.1 THERMAL EFFECTS ON INTEGRAL BRIDGE PILES 3

4.2 THERMAL EFFECTS IN INTEGRAL BRIDGE ABUTMENTS 4

5. TYPES OF INTEGRAL BRIDGES

5.1 FULL INTEGRAL BRIDGES 5

5.2 SEMI INTEGRAL BRIDGES 5

5.1 INTEGRAL BRIDGE WITH FRAME ABUTMENTS 6

5.2 INTEGRAL BRIDGE WITH FLEXIBLE SUPPORT ABUTMENTS 6

5.3 INTEGRAL BRIDGE WITH BANK PAD ABUTMENTS 7

5.4 INTEGRAL BRIDGE END SCREEN ABUTMENTS 7

6. CONDITIONS FOR INTEGRAL BRIDGE CONSTRUCTION AND 8

6.1 LENGTH OF THE BRIDGE 8

6.2 SUPERSTRUCTURE TYPE. 8

Dept. Of Civil Engineering iii MITS, Varikoli

6.3 GEOMETRY OF THE BRIDGE 8

6.4 ABUTMENTS AND WING-WALLS 9

6.5 MULTIPLE-SPAN INTEGRAL BRIDGES 9

6.6 FOUNDATION SOIL CONDITIONS 9

7. INTEGRAL-ABUTMENT BRIDGE INNOVATION AND QUALITY CONTROL -

AUSTRALIAN CASE STUDY 10

7.2 CONSTRCUTION OF HALLETTS WAY BRIDGE 10

8. GEOTECHNICAL ISSUES WITH INTEGRAL ABUTMENT BRIDGES 15

9. CHALLENGES INVOLVED WITH IABS 16

10. ADVANTAGES OF INTEGRAL BRIDGES 16

11. LIMITATIONS OF INTEGRAL BRIDGES 17

12. ILLUSTRATIVE EXAMPLES IN INDIA 17

Dept. Of Civil Engineering iv MITS, Varikoli

Figure Title Page

1.1 Order of construction 2

3.1 Single-span integral bridge with a slab-on-steel-girder deck 3

4.1.1 Integral Bridge with Framed Abutments 5

4.2.1 Flexible Support Abutments. 6

4.3.1 Integral Bridge with Bank Pad Abutments 7

4.4.1 Integral Bridge with End Screen Abutments 7

9.1.1 Dankuni-Palsit Flyover in Durgapur 17

9.2.2 Kalkaji Flyover 18

Dept. Of Civil Engineering v MITS, Varikoli

Dept. Of Civil Engineering 1 MITS, Varikoli

3. MODERN INTEGRAL BRIDGES

Dept. Of Civil Engineering 2 MITS, Varikoli

Fig 3.1 Single-span integral bridge with a slab-on-steel-girder deck .

Fig 3.2 Details of a typical single-span integral bridge.

4. THERMAL EFFECTS ON INTEGRAL BRIDGES

Dept. Of Civil Engineering 3 MITS, Varikoli

4.1 Thermal effects on integral bridge piles

4.2 Thermal effects in integral bridge abutments

Dept. Of Civil Engineering 4 MITS, Varikoli

5.TYPES OF INTEGRAL BRIDGES

They are mainly classified into two types :

 Full integral bridges

5.1 Full Integral Bridges

Dept. Of Civil Engineering 5 MITS, Varikoli

5.2 Semi integral bridges