Numerical Methods in Geotechnical Engineering – Schweiger (ed.

)
© 2006 Taylor & Francis Group, London, ISBN 0-415-40822-9

Two and three-dimensional modeling of abutment-backfill

system on soft ground

S. Dashdorj, S. Miura & S. Yokohama

Graduate School of Eng, Hokkaido University, Sapporo, Hokkaido, Japan

K. Masumura
Masumura Survey – Design Inc, Abashiri, Hokkaido, Japan

ABSTRACT: In order to reduce a weight of embankment constructed on soft ground air foamed lightweight
material has been developed in Japan. The material was applied for bridge abutment backfill and abutment-
backfill system behavior is investigated in this research. Reduction of displacement and lateral backfill pressure
by placing of elastic plates in FCB backfill is examined by FE analysis. Results from FE analysis revealed that
placing of elastic plates in a backfill is effective to reduce the lateral backfill pressure.

1 INTRODUCTION B

Application method for embankments of air foamed 0.29

1.0
point point
lightweight material is called Foamed Cement Banking
(FCB) as stated in Foamed Cement Banking Method EPS
FCB
6.5

(2000). The material is denoted here as FCB. FCB is

6.9

made by mixing cement and water and by adding foam- point point

ing agent that makes material light in its weight. A Side view *Dimension:all in meter
bridge abutment backfilled with FCB constructed on -Measured points of settlement
-Measured points of pressure and displacement
soft ground in Japan is investigated in detail. Plain view
The mechanical behavior and application method of
L1
FCB have been investigated by Mishima & Masumura L2

(2000), Dashdorj et al. (2003) and Nagao et al. (1994). B

However, research on improvement of the application

method has not been conducted.
A technique of placing of elastic plates in FCB as
one of countermeasures for reduction of lateral pres-
sure and displacement has been developed by Japan
Highway Public Cooperation. The technique is exam-
ined by 2 and 3D FE analysis in this research.
2 FIELD INVESTIGATION
Bridge backfilled with FCB investigated in this research
is constructed in Japan. Abutment No2 is investigated
as shown in Figure 1. The abutment is 11.05 m in height
and 11.0 m in width was supported by piles on soft
ground. The subsoil profile under the abutment-backfill
system is consisted of cohesive and sandy layers. In
order to investigate deformation behavior of abutment-
backfill system settlement at FCB surface and
Figure 1. Abutment-backfill system.
horizontal displacement of FCB backfill, and lateral
backfill pressure are measured over 600 days after
construction of FCB backfill. Measured points of set-
tlement and displacement are shown in Figure 1.
Figure 2a, b show the measured results of settle-
ment accumulated on the surface of FCB backfill.
Figure 2 a shows that FCB backfill at A2-1 and A2-2
points have been settled slightly over elapsed time.
However, settlement of FCB at A2-4 and A2-5 points
occurred remarkably with the increase of time as it is
illustrated in Figure 2b. Figures 2a, b give an image that
as the elapsed time increases FCB backfill is tilting
backward at the top of abutment but pushing at the

759
 0 bottom of abutment. In the case if the settlement on
FCB surface continuously increases the traffic hazard
Settlement (mm)

20
40 Abutment
A2-1
A2-2 might be occurred. To prevent from such damage the
improvement method is essential to apply.
60
80 A2-1
Lightweight material A2-2
100 3 NUMERICAL ANALYSIS
0 100 200 300 400 500 600
(a) Elapsed time (day)
3.1 Modeling of abutment-backfill system
0 A2-4
FCB-backfill system with its underground soil layers
modeled and analyzed by FEM. Mohr-Coulomb
Settlement (mm)

20 A2-5

40 Abutment A2-4 A2-5 elasto-plastic model was applied for embankment and
60
also for subsoil layers laid beneath abutment-backfill
system. Concrete for abutment and piles were assumed
80 Lightweight material
as linear elastic material in this analysis. Asphalt for
100 pavement laid on FCB and embankment is modeled
0 100 200 300 400 500 600
(b) Elapsed time (day) as linear elastic material.
A mesh for 2D analysis is generated for the analysis
Figures 2a, b. Settlement of FCB backfill over elapsed time. even though the deformation of the ground in the direc-
tion perpendicular to the bridge axis is completely
neglected which is not true in actual case.

Embankment
FCB
Sub-base of
1.0

pavement EPS

Abutment
7.35

Embankment
56.20

Axis of
symmetry
of Highway

Subsoil layers

pile 2.1

245
3.1

.2
11.05
3.1

Axis of
symmetry
of Highway
0 6
24. 48.
6.15

Section view of piles supporting abutment

Dimension:all in meter

Figure 3. Three-dimensional mesh generation.

760
 Considering the existence of piles and 3D behavior
of abutment-backfill system, 3D FE analysis was per-
formed. It was assumed for 3D mesh generation that
the alignment of the highway is symmetrical, for
simplicity and speedy analysis; a half of the highway
was analyzed. A complete view of model simulated by
3D analysis is shown in Figure 3. Boundary condition
is fixed as the same as that fixed for 2D mesh. The
bottom boundary of the ground layer was fixed as
rigid horizontally and vertically. 12590 elements and
14495 nodes were used for 3D mesh, where 8-node
hexahedron isoparametric elements were employed.
3.2 Mechanical parameters
Model parameters adopted for concrete abutment,
FCB backfill, asphalt pavement and soil layers were
specified as shown in Table 1. Parameters for concrete
abutment and embankment are taken the same as those
were used for typical road and bridges.
Parameters for asphalt for pavement are fixed as the
same as that fixed for typical asphalt layer for highway
constructed in Japan. For ground layers, internal fric-
tion angle,
was determined as specified in the Speci-
fications of highway bridges (2002) and elastic
modulus of FCB is set as 8.42  105 N/m2 which is an
ordinary rigidity of FCB at 28 days curing condition
as specified in Lightweight banking method (2000).
Cohesion, c for FCB was determined as half of
compressive strength of FCB and Poisson’s ratio,  is
taken 0.2 as accepted for case after construction.
In the model, joint element is fixed between EPS
and FCB in order to consider an occurrence of sliding
between the EPS and FCB backfill.
4 RESULTS AND DISCUSSIONS
4.1 Comparison of 2D and 3D FE
analysis results
A series of FE analysis were conducted by inputting
measured settlements at the surface of FCB backfill as
indicated B point as shown in Figure 2. Figure 4 shows
a relationship between lateral backfill pressure at bot-
tom of abutment, H1 and settlement on FCB backfill
surface at B point. In this figure measured data at field
were compared with data simulated by 2D and 3D FE
analysis. From this figure, it can be understood that 3D
analysis results were compared well with measured
data at the field. However, lateral backfill pressure was
overestimated by 2D analysis.
Relationship between horizontal displacement of
FCB backfill at bottom of abutment and settlement on
FCB backfill surface at B point is given in Figure 5.
This figure shows that analysis results simulated in 3D
condition are in good agreement with measured data
at field. However, analysis results simulated in 2D con-
dition didn’t show a good agreement with measured
data at field.
From those figures, it can be said that 3D analysis
can simulate abutment-backfill system behavior well
compare to 2D analysis. This fact indicates that the dif-
ference of analysis dimension influences the predicted
backfill pressure and deformation of bridge abutment-
backfill system. Analysis on lateral displacement of a
pile-supported abutment constructed in a soft subsoil
profile was performed by Wakai et al. (1997). Their
research also approved that abutment with pile foun-
dation is simulated well in 3D simulation than the
simulation in 2D condition.

Table 1. Mechanical parameters.

Elastic modulus Unit weight Poisson’s ratio Cohesion Internal friction angle
E (kN/m2)  (kN/m2)  c (kN/m2)
(°)

Concrete 2.45  107 24.0 0.167 – –

EPS 1.96  103 0.12 0.075 – –
Asphalt pavement 5.89  105 20 0.35 – –
Upper subbase 1  105 20 0.35 – –
Lower subbase 5  104 20 0.35 – –
FCB 8.42  105 6.4 0.2 6.72  102 0
Joint element 1.00 – – – –
Embankment 1.96  104 19.0 0.35 0 30
Cohesive soil (1) 2.84  103 13.0 0.35 18 0
Sandy soil (1) 4.63  103 18.0 0.35 0 25
Cohesive soil (2) 4.36  103 16.0 0.35 36 0
Cohesive soil (3) 1.74  103 18.0 0.35 21 0
Sandy soil (2) 1.32  103 18.0 0.35 0 26.9
Sandy soil (3) 3.43  103 18.0 0.35 0 29.3
Cohesive soil (4) 3.43  103 16.0 0.35 54 0
Sandy oil (4) 8.33  103 18.0 0.35 0 31.4
Cohesive soil (5) 9.80  103 18.0 0.35 69 0

761
 active S P2 P3
R
P1
30 P4
Lateral backfill pressure at bottom

4.5 2.5 5.0 2.5 3.2

of abutment (at H1), (kN/m2)

A B
25

20 Abutment

Lightweight material (FCB)

EPS
15 Unit of length: in meter

at bottom point of abutment H1: S1 R1

10 Measured at field
Analyzed by 2D FEM
Analyzed by 3D FEM
5 Figure 6. Location of inserting plates.

0
0.00 0.02 0.04 0.06 0.08 Table 2. Notation of plates.
passive
Settlement of FCB (at B), (m)
Single plate
Figure 4. Relationship between lateral backfill pressure case Double plates case Triple plates case
and settlement.
P1: (P1) P1-2: (P1) and (P2) P1-2-3: (P1),
(P2) and (P3)
0.00
Horizontal displacement of FCB

P2: (P2) P1-3: (P1) and (P3) P1-2-4: (P1),

(P2) and (P4)
0.01
P3: (P3) P1-4: (P2) and (P4) P1-3-4: (P1),
(at D1), (m)

0.02 (P3) and (P4)

0.03
0.04
0.05
0.06
0.02
Settlement of FCB (at B), (m)
Figure 5. Relationship between horizontal displacement
and settlement.
4.2 Placing of elastic plate in FCB backfill
and its effect
It is observed at some construction field in Japan that
the large deformation such as tilt of FCB backfill has
been occurred as stated in Lightweight soil method
(2005). Such tilting of FCB backfill may be generated
due to consolidation of soft ground. Difference of unit
weight between FCB material and ordinary embank-
ment causes forming of the discontinuous surface at the
border of FCB and ordinary embankment. Such dis-
continuous surface might disturb the stability of FCB
backfill and be one of the reasons of traffic hazard.
As a technique for reducing of lateral backfill pres-
sure on abutment and settlement on FCB surface, a
method of placing of thin elastic plate in FCB backfill
is specified in the Specifications of design and con-
struction for FCB method (2005). Fixing of elastic
plate in FCB backfill and its effect on placement loca-
tion of elastic plates to reduce lateral backfill pressure
is evaluated by FE analysis in this research. Locations
P4: (P4) P2-3: (P2) and (P3) P2-3-4: (P2),
(P3) and (P4)
at bottom of abutment, H1:
P2-4: (P2) and (P4)
Measured at field
Analyzed by 2D FEM
P3-4: (P3) and (P4)
Analyzed by 3D FEM
*P: stands for plate.
0.04 0.06 0.08
selected for the placement of elastic plates are shown
in Figure 6. Notation of plates is shown in Table 2.
Combination of single, double and triple plate
cases are examined through FE analysis to predict an
efficient location for placing of elastic plates in FCB
backfill in order to reduce lateral backfill pressure. In
present analysis thickness of elastic plate is fixed as
100 mm. For parameters of elastic plate, unit weight,
 and Poisson’s ratio,  are assumed to be the same as
for EPS, which is the interface element between con-
crete abutment and FCB backfill. Young’s modulus, E
for plate is accepted to be as the same as that was
assumed for joint element fixed between EPS and
FCB backfill.
4.3 Lateral backfill pressure of FCB backfill
In order to investigate an effect of inserting plates in
different locations in FCB backfill, lateral backfill
pressure at bottom of abutment at H1 and horizontal
displacement of FCB backfill at D1, the bottom of
FCB (see Figure 2) were examined based on FE analy-
sis. Figure 7a–c show a relationship between lateral
backfill pressure at bottom of abutment at H1 and set-
tlement on FCB backfill surface at B predicted by 3D

762
 passive analysis for double and triple plate cases are shown in
8 Figure 7b, c.
Lateral backfill pressure at bottom

7 From Figure 7a–c, it was found out that for any

of abutment (at H1) (kN/m2)

6 plate combination cases with P1 plate, the lateral

5 backfill pressure at bottom of abutment (at H1) had
4 decreased remarkably than other plate combination
cases. However, reduction in lateral backfill pressure
3
is remarkable for inserting of single plate P1. From
2 measured at field
analyzed without plate Figure 7a–c, it can be concluded that inserting of
1 P1 elastic plate located closer to the abutment wall is most
P2
0 P3 effective for reduction of the lateral backfill pressure
1
P4 on abutment and the horizontal displacement of FCB
0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 backfill.
active
Settlement of FCB backfill (at B) (m)
(a)
passive
8 5 CONCLUSION
Lateral backfill pressure at bottom
of abutment (at H1) (kN/m2)

6 The following conclusions were derived based on 2D

and 3D FE analysis:
4 1. Numerical analysis result showed that abutment
backfill system behavior could be predicted by
2 Mohr-Coulomb model well in 3D condition than
measured at field 2D condition. 3 dimensional conditions couldn’t be
analyzed without plate
0 (P1-2) (P2-3) neglected in evaluation of abutment-backfill defor-
(P1-3) (P2-4) mation behavior for a bridge abutment with pile
(P1-4) (P3-4)
2 foundation backfilled with lightweight material.
0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 2. 3D FE analysis results approved that by placing of
active
Settlement of FCB backfill (at B) (m) elastic plates in FCB backfill, the lateral backfill
(b) pressure on abutment and lateral displacement in
passive
8 ground have been decreased. A placement of elas-
Lateral backfill pressure at bottom

tic plate in FCB backfill is recommended as a

of abutment (at H1) (kN/m2)

countermeasure for reducing of FCB backfill pres-

6
sure on abutment.
3. FE analysis results approved that placing of single
4 plate in FCB backfill is more effective than placing
double or triple plates to reduce the lateral backfill
2
measured at field pressure. However if elastic plate is fixed closer to
analyzed without plate
(P1-2-3) the abutment wall, the reduction in backfill pres-
(P1-2-4) sure would be revealed more significantly.
0 (P1-3-4)
(P2-3-4)

(c) 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08

active
Settlement of FCB backfill (at B) (m) ACKNOWLEDGEMENT

Figure 7a–c. Lateral pressure and settlement relation: (a) The authors would like to express their gratitude to
single plate case, (b) double plate case (c) triple plate case. Dr. Mishima, N. Mr. Fujioka, K. Prof. of engineering,
Kitamura, Y and Kato, Y from Expressway Research
Institute, Japan Highway Public Cooperation for their
analysis. In those figures, cases inserted elastic plates continuous support for the research.
in FCB were compared with normal case of backfill
without placement of plate.
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