Patel Vedant Lalitkumar PDF

"INTEGRAL BRIDGE AND BRIDGE ON BEARINGS -
COMPARISON & BEHAVIOR INVESTIGATION"
By
Vedant Lalitkumar“Patel
(Enrollment”No: 170280720022)
Guided By
Prof. C.D. Patel
Assistant Professor Applied Mechanics Department
L.D. College of Engineering, Ahmedabad
A Thesis submitted to
Gujarat Technological University
in Partial Fulfilment of the Requirements for
The Degree of Master of Engineering in Structural Engineering
May - 2018
APPLIED MECHANICS DEPARTMENT

L.D. COLLEGE OF ENGINEERING
AHMEDABAD-380015
GUJARAT, INDIA
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THESIS APPROVAL CERTIFICATE
This is to certify that research work embodied in this thesis entitled INTEGRAL BRIDGE
AND BRIDGE ON BEARINGS - COMPARISON & BEHAVIOR INVESTIGATION
was carried out by PATEL VEDANT LALITKUMAR (Enrollment No: 170280720022)
at L.D. COLLEGE OF ENGINEERING (028) is approved for the degree of Master of
Engineering with specialization in Structural Engineering by Gujarat Technological
University.
Date:
Place: Ahmedabad
Examiner’s Sign and Name:
( ) ( )
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ACKNOWLEDGEMENT
Completion of this dissertation was possible with the support of several people. I
would like to express my sincere gratitude to all of them.
First of all, I am enormously grateful to my research mentor Mr. Apurva Parikh

Director of Multimedia Consultants Pvt. Ltd. for his kind attitude, invaluable guidance,
keen interest, immense help, inspiration and encouragement which helped me carrying out
my present work. Also thank to Mr. Dhrumil Parikh to help in develop understanding
towards bridge design.
I would like to thank my guide Prof. C. D. Patel for his valuable support,
motivation and all the help that I needed to carry out the present work.
I am thankful to Mr. Jay J Patel (Structural Designer), for his generous help to me
by providing set of documents and improve my understanding towards behavior of bridge
and support to learn Midas civil which facilitated my dissertation work.
I would like to thank Dr. G. P. Vadodaria, Principal, L. D. College of Engineering,

Ahmedabad for providing all kind of necessary facilities during this study.
I would like to express my special thanks to Mr. A. R. Gandhi, Prof. and Head of
Applied Mechanics Department. I found his always ready to motivate and appreciate our
work throughout my study.
I would like to express my special thanks to Mr. Dhruv Patel and Mr Jay K Patel
for providing work station and help to make my work easier.
I extend my sincere thanks to all my friends and colleagues and the staff of Applied
Mechanics Department for their timely help and encouragement for this work.
I would like to thank my Parents and other Family members and all those who are
involved directly or indirectly in completion of the Dissertation work.
It was just not possible to carry out such a work without blessings and immense
love from Almighty. I sincerely thank God for his mercy and support for not letting me
down at any point of time.
Vedant L. Patel
(170280720022)
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INDEX
CERTIFICATE ii
COMPLIANCE CERTIFICATE iii
PAPER PUBLICATION CERTIFICATE iv
THESIS APPROVAL CERTIFICATE v
DECLARATION OF ORIGINALITY vi
ACKNOWLEDGEMENT viii
LIST OF FIGURES xii
LIST OF TABLES xviii
ABSTRACT xix
1. Introduction .................................................................................................................. 20
1.1 Bearing Type Bridges ................................................................................................ 20
1.2 Shortcomings of Bearing Bridges .............................................................................. 21
1.3 Integral bridge ............................................................................................................ 23
1.4 History of Integral Bridges ........................................................................................ 25
1.5 Current practice in Integral Bridges ........................................................................... 26
1.6 Advantages of Integral Bridges................................................................................. 26
1.7 Planning Consideration .............................................................................................. 27
2. Literature Review ......................................................................................................... 31
2.1 Summary of Research Papers Referred ..................................................................... 31
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2.2 Codal Provision .......................................................................................................... 37
2.3 Research Gap ....................................................................................................... 38
2.4 Need of Study....................................................................................................... 38
2.5 Objective of Study ............................................................................................... 38
2.6 Scope of Study ..................................................................................................... 39
3. Software Validation ..................................................................................................... 40
3.1 Validation Problem .............................................................................................. 40
3.2 Result Comparison ..................................................................................................... 45
4. Model Provisions ......................................................................................................... 46
4.1 Geometric parameters ................................................................................................ 46
4.2 Post tensioning of Girder: .......................................................................................... 47
4.3 Loadings ..................................................................................................................... 49
4.3.1 Earthquake Load ................................................................................................. 49
4.3.2 Live Load ............................................................................................................ 50
4.3.3 Super imposed dead load .................................................................................... 51
4.3.4 Temperature Loading ......................................................................................... 51
4.3.5 Braking Load....................................................................................................... 51
4.3.6 Connection .......................................................................................................... 52
4.3.7 Construction stage analysis ................................................................................. 52
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5. Results and Summary of Findings ............................................................................... 59
5.1 Results ........................................................................................................................ 59
5.2 Conclusion ................................................................................................................. 83
6. References .................................................................................................................... 87
Annexure A Design Preview
Annexure B Published Paper
Annexure C Review Card
Annexure D Compliance Report
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List of Figure
Figure 1-1 Failure of metallic bearing Surajbari Bridge (old) Kutch ................................. 21
Figure 1-2 Transverse movement of deck in Surajbari Bridge (New) in Kutch ................. 22
Figure 1-3 Expansion joint damaged due to excessive movement of Surajbari Bridge
(new) in Kutch 22
Figure 1-4 Padshahi Bagh (J.K.) damaged pier cap, bearing, and superstructure due to
terrorist attack ...................................................................................................................... 23
Figure 1-5 Displacement of Elastomeric Bearing in Darfield (NZ) during Earthquake ..... 23
Figure 1-6 Conventional bridge .......................................................................................... 24
Figure 1-7 Semi integral bridge .......................................................................................... 24
Figure 1-8 Integral bridge ................................................................................................... 24
Figure 3-1 Wire frame view of model ................................................................................ 41
Figure 3-2 Render view of model ....................................................................................... 41
Figure 3-3 Loading on bridge as given in problem ............................................................. 42
Figure 3-4 Live load (class AA tracked vehicle) ................................................................ 42
Figure 3-5 Dead load bending moment.............................................................................. 43
Figure 3-6 Dead load shear force ........................................................................................ 43
Figure 3-7 Live load bending moment ................................................................................ 44
Figure 3-8 Live load shear force ......................................................................................... 44
Figure 3-9 Cross beam live load bending moment ............................................................. 45
xii
Figure 4-1Tendon property .................................................................................................. 48
Figure 4-2 Prestress tendons in girder.................................................................................. 48
Figure 4-3 Post tensioning cable profile in girder................................................................ 48
Figure 4-4 Design spectrum data for earthquake loading .................................................... 49
Figure 4-5 Response spectrum function.............................................................................. 50
Figure 4-6 Live load on girder as per IRC-6. ....................................................................... 50
Figure 4-7 Braking Load due to live load ............................................................................ 51
Figure 4-8 Construction stage-1 ........................................................................................... 52
Figure 4-9 Construction stage -2 .......................................................................................... 53
Figure 4-10 Construction stage -4 ........................................................................................ 53
Figure 4-11 Typical Precast RCC/PSC Girder made integral with single row of Steel H-Pile
.............................................................................................................................................. 58
Figure 5-1Comparison of dead load bending moment at mid span in girder for integral and
bearing bridge for 25m span ................................................................................................ 59
Figure 5-2Comparision of live load bending moment at mid span and support in girder for
70R Vehicle.......................................................................................................................... 59
Figure 5-3Comparision of live load bending moment at mid span and support in girder for
70R Vehicle for 25m span length ........................................................................................ 60
Figure 5-4Comparison of bending moment in girder for positive temperature gradient ..... 60
Figure 5-5 Comparison of bending moment in girder under reverse temperature gradient 61
Figure 5-6Comparison of bending moment in girder under braking load ........................... 61
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Figure 5-7Comparison of bending moment in girder under longitudinal earthquake in zone
IV and zone V ...................................................................................................................... 62
Figure 5-8Comparison of bending moment in girder under lateral earthquake in zone IV

and zone V ........................................................................................................................... 62
Figure 5-9 Comparison of bending moment in pier under reverse temperature gradient .... 63
Figure 5-10 Comparison of bending moment in pier under positive temperature gradient . 63
Figure 5-11 Comparison of bending moment in pier under braking load ........................... 64
Figure 5-12 Comparison of bending moment in pier under longitudinal earthquake for zone
IV and zone V ...................................................................................................................... 64
Figure 5-13 Comparison of bending moment in pier under lateral earthquake for zone IV
and zone V ........................................................................................................................... 65
Figure 5-14 Comparison of bending moment in pile under longitudinal earthquake for zone
IV and zone V ...................................................................................................................... 65
Figure 5-15 Comparison of bending moment in pile under lateral earthquake for zone IV
and zone V ........................................................................................................................... 66
Figure 5-16 Comparison of girder deflection under live load for 25m span length ............ 66
Figure 5-17Comparison of dead load bending moment at mid span of girder for integral
and bearing bridge for 35m span length............................................................................... 67
Figure 5-18Comparison of live load bending moment at girder mid span and support for
70R Vehicle for 35mspan length ......................................................................................... 67
Figure 5-19Comparison of live load bending moment at girder mid span and support for
class A Vehicle for 35m span length ................................................................................... 68
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Figure 5-20 Comparison of girder maximum moment under positive temperature difference
for 35m span length.............................................................................................................. 68
Figure 5-21 Comparison of girder maximum moment under reverse temperature difference
for 35m span length.............................................................................................................. 69
Figure 5-22 Comparison of girder maximum moment under braking load due to live load
for 35m span length.............................................................................................................. 69
Figure 5-23 Comparison of girder maximum moment under longitudinal earthquake zone
VI and zone V for 35m span length ..................................................................................... 70
Figure 5-24 Comparison of girder maximum moment under lateral earthquake zone VI and
zone V for 35m span length ................................................................................................. 70
Figure 5-25 Comparison of pier maximum moment under reverse temperature gradient for
35m span length ................................................................................................................... 71
Figure 5-26 Comparison of pier maximum moment under positive temperature gradient for
35m span length ................................................................................................................... 71
Figure 5-27 Comparison of pier maximum moment under braking load due to live load for
35m span length ................................................................................................................... 72
Figure 5-28 Comparison of pier maximum moment under longitudinal earthquake for 35m
span length ........................................................................................................................... 72
Figure 5-29 Comparison of pier maximum moment under lateral earthquake for 35m span
length .................................................................................................................................... 73
Figure 5-30 Comparison of pile maximum moment under longitudinal earthquake for 35m
span length ........................................................................................................................... 73
Figure 5-31 Comparison of pile maximum moment under lateral earthquake for 35m span
length .................................................................................................................................... 74
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Figure 5-32 Deflection of girder under live load for different vehicle type for 35m span
length .................................................................................................................................... 74
Figure 5-33 Comparison of girder mid span moment under live load of 70R in integral and
bearing bridge for 25m and 35m span length ...................................................................... 75
Figure 5-34 Comparison of girder moment at support under live load of 70R in integral and
bearing bridge for 25m and 35m span length ...................................................................... 75
Figure 5-35 Comparison of pier moment in integral bridge under longitudinal earthquake
zone VI for 25m and 35m span length ................................................................................. 76
Figure 5-36 Comparison of pier moment in integral bridge under longitudinal earthquake
zone V for 25m and 35m span length .................................................................................. 76
Figure 5-37 Comparison of pier moment in integral bridge under lateral earthquake zone
VI for 25m and 35m span length ......................................................................................... 77
Figure 5-38 Comparison of pier moment in integral bridge under lateral earthquake zone V
for 25m and 35m span length ............................................................................................... 77
Figure 5-39 Comparison of girder moment in integral bridge under positive temperature
difference for 25m and 35m span length ............................................................................. 78
Figure 5-40 Comparison of girder moment in integral bridge under reverse temperature
difference for 25m and 35m span length ............................................................................. 78
Figure 5-41 Comparison of girder moment in integral bridge under longitudinal earthquake
zone VI for 25m and 35m span length ................................................................................. 79
Figure 5-42 Comparison of girder moment in integral bridge under longitudinal earthquake
zone V for 25m and 35m span length .................................................................................. 79
Figure 5-43 Comparison of girder moment in integral bridge under lateral earthquake zone
VI for 25m and 35m span length ......................................................................................... 80
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Figure 5-44 Comparison of girder moment in integral bridge under lateral earthquake zone
V for 25m and 35m span length ........................................................................................... 80
Figure 5-45 Total Cost(Rs. in Lakh) comparison of integral bridge and bearing bridge for
35m span length ................................................................................................................... 81
Figure 5-46 Percentage variation in total cost(Rs. in Lakh) of integral bridge and bearing
bridge ................................................................................................................................... 81
Figure 5-47 Total Cost(Rs. in Lakh) comparison of integral bridge and bearing bridge for
25m span length ................................................................................................................... 82
Figure 5-48 Total Cost(Rs. in Lakh) comparison of integral bridge for 25m span length and
35m span length ................................................................................................................... 82
Figure 7-1 Design check of PSC girder for flexure strength .............................................. 89
Figure 7-2 Design check of PSC girder for shear and torsion ............................................ 90
Figure 7-3 Long term Prestress loss check in PSC girder.................................................... 90
Figure 7-4 Design of Pier in Midas civil.............................................................................. 91
Figure 7-5 Design of Pile in Midas civil .............................................................................. 92
Figure 7-6 Design of Diaphragm section in Midas civil ...................................................... 93
Figure 7-7 Design of Pier-cap in Midas civil ....................................................................... 94
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List of Table
Table 1-1 Longest Integral Bridges in the World ............................................................... 26
Table 4-1 Construction stage details for activation of elements .......................................... 54
Table 4-2 Construction stage details for activation and deactivation of support condition . 54
Table 4-3 Construction stage details for activation of load ................................................. 54
Table 5-1 Total cost (Rs. in Lakh) of Integral bridge and Bearing bridge for 25m span
length .................................................................................................................................... 85
Table 5-2 Total cost (Rs. in Lakh) of Integral bridge and Bearing bridge for 35m span
length .................................................................................................................................... 85
xviii
Abstract
Integral Bridges are joint less bridges in which the deck is continuous and monolithic with
abutment walls and superstructure and substructure connection is monolithic. Bearing type
bridge observed unseating of deck during earthquake, replacement of bearing and
expansion joint resulting in high maintenance cost. Due to continuity in the bridge integral
bridges are less expensive, possess aesthetically pleasing appearance, increase riding
quality & low maintenance cost. To overcome the problem of bearing bridge Integral
bridge has been proposed. Literature review related to integral bridge and bearing bridge
has been done and presented. To understand the behaviour in different loading condition,
comparative study carried out for Integral bridges and bridge with bearing. For present
study two lane bridge with span length of 25m and 35m considered. Post tensioned I girder
at 2.5 m centre to centre is considered. For parametric study 2 span, 4 span, 6 span and 8
span bridge for both type of bridge is considered. Analysis of this models has been done
using Midas Civil as a computational tool. Integral bridges are economical as compare to
bearing bridge and maintenance is also very less. During earthquake event pier in integral
bridge experience half force compare to bearing bridge. After study of all model
comparative results has been provided in present study.
xix
1.Introduction
For many centuries bridges were built without expansion joint and bearing. But in
20th century as the engineering and analysis became more sophisticated there has been the
inclusion of joints and bearings in the design of bridges. An increasingly analytical
approach to bridge design in recent years has resulted in the construction of new highway
bridges that use complicated expansion joints and sliding bearings to accommodate design
thermal effects and horizontal displacements. In the current practice of bridge construction
there has been the inclusion of the joints, to decrease the span of the bridge and bearing to
transfer the load of superstructure to the substructure. We refer this sort of bridges as
“Bearing Bridges or Jointed Bridge”. Here the fore-mentioned inclusion has drawbacks
from both aesthetical and functional point of view. The distress caused by these elements
viz. joints and bearings, is the major cause of concern noticed in the bridges constructed
over last fifty years.
Despite of having the above mentioned drawbacks bearing bridges are popular in
India due to ease in their design and construction. On the other hand, “Integral Bridges” are
the bridges without any joint and bearings. This eliminates the causes of distress that were
observed in bearing type bridges. This results in the improvement of the bridges both
aesthetically and functionally.
The further introduction on both type of bridges is briefed in this chapter. Also this
chapter will deal with the need of study, scope of the study as well as the objective for
which the study will be carried out.
1.1 Bearing Type Bridges
In this type of bridge bearings and expansion joints are provided . The expansion
joints and bearing are considered to be the weakest links of bearing bridges. However, they
are provided to accommodate design thermal effects and horizontal displacements.
Expansion joint are provided to serve the purpose of accommodation of the thermal and
volume change movements without allowing leakage of water through it. Unfortunately,
these jointed bridges are exhibiting deterioration of beam end, pedestal and piers. This
Introduction
deterioration is predominately caused by flow through the bridge joints, of deck drainage
waters contaminated with the deicing chemical. This damages both, structural member and
bearings. Therefore bearing needs replacement periodically which is result in high
maintenance costs. Once the bearings are damaged are difficult to replace or repair and we
have to provide space for the placing of jack which is required to uplift the deck for
replacement of bearing. This repair and replacement of bearings involves costs and time.
Nationwide, rehabilitation costs for damaged bridge joints and substructures run into
millions of dollars annually. To overcome this, integral bridges are alternative to a cost-
effective alternative and are becoming increasingly popular.
1.2 Shortcomings of Bearing Bridges
 Need for jointless bridge arises because of certain shortcomings of bearing bridges
mention below.
Figure 1-1 Failure of metallic bearing Surajbari Bridge (old) Kutch
 Bearings and expansion joints prove expensive matter to install, maintain, repair
and replace. Installation of bearings and joints is time consuming.
 The run-off water leakage through expansion joints causes corrosion problems at
the girder ends, bearings and further to substructure system.
 The failure of joints reduces the riding quality.
 Elastomeric bearing can split or rupture due to unanticipated movements, or can
move from its original position.
Vedant L. Patel/M.E. Dissertation/L.D.C.E./2017-2019 21

Introduction
 Malfunctioning of bearings may lead to unanticipated structural failure.

 Life cycle of bearing is less compared to the life cycle of bridges; hence there are
recurrent costs to maintain bearings.
 During earthquakes or any other accidental load, there is possibility of
dislodgement of the span.
 Short comings of bearing bridges can be shown below in terms of the pictures of
failures occurred in bearing bridges during any accidental load.
Figure 1-2 Transverse movement of deck in Surajbari Bridge (New) in Kutch
Figure 1-3 Expansion joint damaged due to excessive movement of Surajbari Bridge (new) in Kutch

Introduction
Figure 1-4 Padshahi Bagh (J.K.) damaged pier cap, bearing, and superstructure due to terrorist attack
Figure 1-5 Displacement of Elastomeric Bearing in Darfield (NZ) during Earthquake
1.3 Integral bridge
An Integral Bridge (IB) is a structure where there are no bearings over the
abutments and no expansion joints in the superstructure. lB’s are characterized by
monolithic connection between the superstructure and the substructure (piers and
abutments), unlike the traditional bridge construction, where the superstructure is supported
on bearings and transfers all the forces to substructure and foundation through bearings.
Provision of expansion joints and bearings in traditional bridges allows movement and
rotation of the bridge deck, without transferring any force to abutment or pier and
foundation due to thermal, creep, shrinkage induced movements. In case of lB’s, the deck
Introduction
carries the movement of deck to the abutment as well as to the backfill soil behind the
abutment; The approach slab between the bridge end and the pavements accommodate the
necessary movements.Apart from the fully integral solutions without expansion joints or
bearings, it is also possible to have structural solution, where only the expansion joints at
Abutments are omitted, but the bearings are provided. The back-wall portion of the
substructure is directly connected with the superstructure in such case and the
superstructure, back-wall and approach slab moves together ‘towards’ and ‘away’ from the
backfill during the thermal expansion and contraction. Such solutions, known as ‘Semi
lntegral Bridges’(SlB’s), are often appropriate particularly for the rehabilitation of bridges.
Figure 1-6 Conventional bridge
Figure 1-7 Semi integral bridge
Figure 1-8 Integral bridge

Introduction
1.4 History of Integral Bridges
Integral abutment bridges have been built throughout the United States since the
1930s and become more common, especially for bridges with short and continuous spans.
An integral abutment bridge is designed without the use of expansion joints in the bridge
deck. This requires the bridge and abutment to be designed so that the developed loads
during expansion and contraction will be resisted. This joint-less bridge allow for lower
installation and maintenance costs by avoiding costly bearings and the inevitable
maintenance they require. This design philosophy has evolved since its introduction in the
United States and has improved through the individual experience of various states in
constructing these integral bridges. Current integral construction originated in 1930; when
Professor Hardy Cross presented a method for analysis of integral type structures following
a publication on distributing fixed end moments for continuous frames. Based on Cross’s
methods, bridge design began moving toward continuous construction. The Ohio Highway
Department, now Ohio Department of Transportation (DOT), was one of the first
department to embrace the use of continuous construction. Ohio DOT have over 70 years
of experience in continuous construction. In conjunction with their practice of continuous
construction, the Ohio DOT was the first state to routinely eliminate deck joints at
abutments. This configuration implemented the use of flexible piles as abutment supports
instead of movable deck joints and was designated as an integral abutment. Eighty seven
percent (26 of 30) of responding transportation departments in USA indicated that they
were using continuous construction for short and moderate length bridges. Gradual design
changes in the Ohio DOT and other state agencies allowed for longer integral abutment
bridges based upon the positive maintenance performance. The Tennessee DOT currently
is regarded as the leader in continuous integral abutment bridge construction, building a
continuous bridge in 1980 with a length of 2,700 feet center to center of the abutment
bearings. Continuous integral abutment bridges with concrete substructure members
ranging from 500 to 800 feet long have also been constructed in Kansas, California,
Colorado, and Tennessee. The main goal of an integral abutment bridge is to eliminate the
expansion joints and bearings completely. Eliminating bearings decreases installation costs
and the long-term maintenance costs that have been found to be associated with
conventional bridges.

Introduction
Table 1-1 Longest Integral Bridges in the World
Sr.No Bridge Location Bridge Type of Superstructure

Length(m)
1 Isola Della 400.8 Precast U Girder

scala,Verona,Vento,Italy
2 Tennessee , USA 358.4 Prestressed concrete bulb T
Girder
3 Colorado, USA 339.2 Precast Girder
4 Oregon, USA 335.5 Precast Girder
5 Colorado, USA 318.4 Steel Girder
6 Indiana, USA 302 Composite prestressed bulb

tee girder
7 Virginia, USA 235.5 Precast Girder composite
with situ deck
1.5 Current practice in Integral Bridges
An Integral Bridge is a structure where there are no bearing over the abutment and
expansion joint in the superstructure. Integral Bridge are characterized by monolithic
connection between the superstructure and substructure.
Currently in United kingdom, the bridges with span length less than 60m and skew
not exceeding 30 degree are generally required to be continuous over intermediate piers
and integral at abutment. The thermally induced cyclic movement at each abutment is
restricted to + 20 mm in case of Integral bridges as per the British Advisory Notes.
In Japan, the first integral bridge was built in 1996.Generally the integral bridge
length in japan is restricted to 30 m.
1.6 Advantages of Integral Bridges
 Added redundancy with improved seismic performance

 Improved structural reliability and redundancy
 Improved ride quality and noise reduction

Introduction
 Improved durability due to absence of expansion joints, which is the source of

moisture ingress
 Potential for reduced initial cost
 Reduced maintenance requirement
 Reduced traffic disruption
 Lower whole-of-life cost and improved bridge appearance
 Simplified widening & Replacement detail
 Useful concept for strengthening of existing bridges
1.7 Planning Consideration
 Length of the Structure

 Climatic Condition
 Seismic Zone
 Type of Superstructure
 Type of Foundations And Sub-Soil Conditions
 Geometry of the Structure
 Complexity in Analysis and Design
1.7.1 Length of the Structure
The length of the structure depends upon the climatic condition, range of
temperature variation – both seasonal and daily, material of the structure, geometry of the
structure, sub soil conditions and pier height.
1.7.2 Climatic condition
The integral bridges are sensitive to daily and seasonal temperature and humidity.
Lesser the variation lesser are the induced stresses in the bridges. Thus integral concept is
more suitable in the regions with lesser variation in temperatures.
1.7.3 Seismic zone
The multiple degrees of redundancy in the structure helps in minimizing the risk of
failure of the structure. Hence integral bridge concept in suitable in the high seismic zone.
Introduction
1.7.4 Type of Superstructures
Type of superstructure also has significant influence on the design of integral

bridges. The following are the superstructures that are usually adopted:
 Cast in situ RC solid slab/voided deck slab

 Precast Prestressed RCC girders with in situ composite deck slab
 Steel girders with in situ concrete composite deck
1.7.5 Type of Foundations and Sub-Soil Conditions
Sub-soil condition is an important consideration while choosing the type of

foundation and for ascertaining the feasibility of integral structures. The primary criterion
is the need to support the piers and abutments on relatively flexible foundation. It is
desirable to have ‘flexible’ abutment and foundations, which allow movement of the
structure under thermal loadings without much restraint. For footings founded on soft or
compressible soil, mechanical stabilization of the soil may be required to avoid large total
and differential settlements.
Single row of Steel ‘H’ piles are commonly considered as the best foundation
practice in integral bridges, in many countries, including USA, UK, Ireland. Single row of
pile allows the abutment stem to translate into and out of the soil as it provides maximum
ductility and fiexibility in cyclic bending. Piles may be oriented with bending to occur
about the strong or weak axis (relative stiffness between abutment and piles is so large that
piles attract little moment regardless of orientation. For large movements, pile can be
installed in permanent steel casings. The steel casing in such cases shall be designed to
have the same design life as that of the bridge and an appropriate sacrificial corrosion
thickness should be allowed for in the pile section.
Alternative to steel H-piles, single row of reinforced concrete piles / pre-stressed

spun piles or steel pipe piles tilled with concrete are also used for integral bridges in
Europe. The use of Reinforced Concrete (RC) piles in IBs has not been widespread due to
concerns over pile flexibility and the potential for concrete cracking. More than one row of
Introduction
piles in foundation can be used in IBs provided the piles can absorb the thermally induced
high bending stresses, which may be caused due to increased stiffness of the foundation
system in such cases.
Sleeves around the piles are used by UK, Sweden to prevent soil from restraining
the free bending of the piles during superstructure translation. The pile theoretically
distributes any longitudinal translation along a greater length of freestanding pile. Result in
reducing the moment induced in the pile.
Spread footing, by their very nature, restrain the rotation of the abutment stem and
therefore attracts larger forces in the base, in case of IBs. However depending upon the
length and geometry of the IB, spread footings can also be used.
1.7.6 Geometry of the Structure
A complex geometry creates problems in the design of integral bridges. Irregular

structures, sharply skewed structures and structures with sharp curvatures (that is, where
there are abrupt or unusual changes in the mass, stiffness or geometry along the span)
should be avoided.
For an integral structure, it is preferable that the spans are symmetrically placed and
the adjacent pier stiffness does not differ substantially (say by more than 25 percent).
Though curvature and skew can be accommodated, it would be desirable to avoid large
skew (say, more than 30°) and high degree of curvature (Say R<100 m).
Bridges with tall piers are ideally suitable for integral bridges. The frame action greatly
helps to reduce the lateral loads being transferred to the foundation. Preferably abutment
heights on either side shall be the same. Difference in abutment height will cause
unbalanced lateral loads resulting in side sway, which should be considered in the design
by balancing the earth pressure which is consistent with the direction of sway, at the
abutments. This procedure is a complex, iterative process and should be avoided.
1.7.7 Complexity in Analysis and Design
Integral Bridges, for all their simplicity in construction, are complicated structural
systems. To analyze a given structure, the designer has not to design for primary loads

Introduction
(dead, live, wind, etc.) only but must also accurately account for secondary loads (creep.
shrinkage, settlement, temperature effects, etc.). To additionally complicate the analysis,
the response of a structure to a given set of external forces is very dependent on the soil-
structure interaction, geometry, configuration, materials and construction details of the
individual system.

2. Literature Review
The studies have been done for the analysis and design of integral bridge. The literature
reviewed for the study is as follows.
2.1 Summary of Research Papers Referred
[1] Mairéad Ní Choine, Alan J. O’Connor & Jamie E. Padgett."Comparison between the
Seismic Performance of Integral and Jointed Concrete Bridges",Journal of Earthquak
Engineering,ASCE, 19:1,2015,172-191.
Mairéad Ní Choine[1] et al develop fragility curves for two bridge one is integral
and second is bearing bridge to draw comparisons between two design options. For both
the integral and jointed bridge a group of 3-span pre-stressed concrete bridges were
modeled. He chooses two different bridge lengths and three different column height. Three-
dimensional model of the bridges were developed and analyzed using the Open SEES finite
element platform. A same approach was used to model integral bridge with the exception
that for the integral case, the abutment springs are connected directly to the deck and the
column bents are connected directly to the deck with help of rigid links. For this study, a
probabilistic fragility analysis was conducted for each bridge to account for uncertainties
inherent in the structural modeling and ground motion realizations.
It was concluded that the integral bridges were stiffer than the jointed bridges. For
this comparison, it was assumed that bridge is located in Los Angeles, California. The PGA
corresponding to a 2% probability of exceedance in 50 years is found to be 0.97 g. It can be
seen that the jointed bridge is significantly more vulnerable due to seismic damage than the
integral bridge. Moderate damage is 60% greater than the probability of the integral bridge
exceeding moderate damage. For slight damage, it shows that the columns and abutments
in the active direction dominate the system fragility of the integral bridge. For the jointed
bridge, Fragility at the slight damage state the elastomeric bearings completely dominate.
The columns dominate the integral system fragility with the elastomeric bearings
dominating the jointed bridge fragility. Integral bridge type performs consistently better
over the range of bridge lengths and columns heights considered.
Literature Review
[2] Justin Vander Werff,; and Sri Sritharan,."Girder Load Distribution for Seismic Design
of Integral Bridges",Journal of Bridge Engineering,ASCE,2015
Justin Vander Werff [2] et al studies four test models of large scale bridge and
compares the results with grillage model. One test unit modeled a bridge with a four-girder
pre-stressed concrete super structure using precast bulb-tee girders. This test unit is referred
as the precast bulbtee model. The next two test units were based on bridges with four steel
girder. These units were referred as the steel pier cap models. A five-girder pre stressed
concrete super structure including an inverted-tee bent cap test unit investigated by
CALTRANS. This unit is referred to as the inverted-tee bent cap model. Current seismic
design practice allows little or no lateral seismic load to be distributed beyond the girders
immediately adjacent to the column in integral bridge girder-to-cap beam connections. The,
Increased girder depth, unnecessarily high seismic mass, and increased construction cost
due to current practice which leads to excessive girder-to-cap connection reinforcement.
Current practice and recommendations limit the transfer of column seismic over-
strength moment expected during horizontal seismic action in longitudinal direction to the
girders in the superstructure immediately adjacent to the column. It is observed that load
distributions from large-scale test the girders that are not adjacent to the column also resist
a significant amount of the column moment. Overestimation of the seismic load to the
girders adjacent to the column by as much as 60%.
[3] Murat Dicleli and Suhail M. Albhaisi,"Analytical formulation of maximum length

limits of integral bridges on cohesive soils",Can. J. Civ. Eng. 32, 2005, 726–738
Murat Dicleli [3]et al present an analytical approach which was used for predicting
the length limits for integral bridges built on cohesive soils which was based on the low
cycle fatigue performance of the steel H-piles and flexural strength of the abutments under
cyclic thermal loading. For, H-pile considering their local buckling instability large
inelastic deformations is calculated. To determine the maximum cyclic deformations
damage model was used that such piles can sustain. Then nonlinear static pushover
analyses of integral bridges subjected to cyclic thermal variations were performed. To

Literature Review
determine the maximum length limits of integral bridges built on cohesive soils equations
were derived by using the analyses results.
Height of the abutment, Stiffness of the deck, orientation of the piles and properties
as well as stiffness of the cohesive soils affects the maximum length of integral bridges.
This study considered only symmetrical integral bridges with no skew. He preferred
orientation of the pile for bending about the weak axis. He also recommends Concrete
bridges are more suited for integral bridge construction as they are less sensitive to
temperature variations. It is found that the maximum length limits for concrete integral
bridges range from 130 to 290 m and that for steel integral bridges ranges from 95 to 210
m.
[4] Brent M. Phares,; Adam S. Faris; Lowell Greimann,; and Dean Bierwagen."Integral
Bridge Abutment to Approach Slab Connection", Journal of Bridge Engineering,ASCE,
Vol. 18, No. 2, February 1, 2013.
Brent M. Phares [4] et al study the performance of two approach slabs one is cast-
in-place slab and second is a precast panel slab integrally connected to two parallel bridges.
The bump at the end of the bridge can be eliminated by integral connection. Behavior and
performance is studied by the structure monitoring system.
Author did not observe any distress and relative movement at connection of
approach slab and bridge. The integral approach slab which is connected to bridge did not
cause any damage to the bridges. In precast and cast-in-place slabs there is no significant
differences measured.
[5] Shehab Mourad and Sami W. Tabsh."Deck Slab Stresses In Integral Abutment Bridges.
"Journal of Bridge Engineering, ASCE, Vol.4,2 May1999,125-130.
Shehab Mourad [5] et al study the deck slab stresses in case of integral bridge and
compare with stresses associated with jointed bridge. The finite-element method was used
for analyze two bridge different type structures with different numbers of beams, beam
spacing, and supporting piles. Transverse and longitudinal slab stresses in the deck slab
were measured in positive and negative bending moment regions near and away from the

Literature Review
integral abutment. The slab stresses were compared between integral bridge and
conventional bridges. The integral abutment bridges distribute the loads in the deck slab
more uniformly than conventional bridge.
In the transverse direction of the slab 25 – 50% reduction in maximum stress were
observed in the integral bridges than conventional bridges. The reduction of 10-30% in the
maximum positive moment in the slab observed. The transverse stresses were less in case
of integral bridge than simply supported bridge due to truck locations that maximize
negative bending moment in the deck slab. For the two bridges observed in this study, the
20 – 70% of reduction in the maximum negative moment in the slab. 1 – 15% of reduction
in the maximum longitudinal stress at the top.
[6] Scott A. Civjan; Christine Bonczar; Sergio F. Breña; Jason DeJong; and Daniel
Crovo"Integral Abutment Bridge Behavior: Parametric Analysis of a Massachusetts
Bridge" Journal of Bridge Engineering,ASCE, Vol 1,No 1,January 1 2007,pg 64-70.
Scott A. Civjan [6] et al did parametric study. A three-span bridge in Orange-

Wendell, Mass. was used for a parametric study to investigate the effect of variables
encountered in IAB design. The instrumentation of bridge was done to measure behavior of
bridge under different loading and temperature variation. Four year data were collected.
Bridge expansion was affected by backfill conditions, whereas contraction is influenced by
pile restraint conditions. With denser backfill pile moments are minimized and lower pile
restraint were provided. In bridge contraction, decrease in abutment rotation, and decrease
in pile moment due to lower pile restraint. During bridge expansion, denser backfill
properties result in greater abutment rotation, decreased pile moment, and greater soil
pressure behind the abutments.
[7] Alan G. Bloodworth; Ming Xu; James R. Banks; and Chris R. I. Clayton."Predicting
the Earth Pressure on Integral Bridge Abutments", Journal of Bridge Engineering,ASCE,
Vol. 17, No. 2, March 1, 2012.
Alan G. Bloodworth[7] et al ,Samples of stiff clay and sand were tested in the
triaxial apparatus under stress paths that are typical behind an integral abutment. Distinct
behaviour was observed for the two soils, with stiff clay showing relatively little build up
Literature Review
of lateral stress with cycles, whereas sand stresses continued to increase, exceeding at-rest
pressure and approaching full passive pressures.
[8] Jonathan Kunin and Sreenivas Alampalli."integral abutment bridges: current practice
in united states and canada",journal of performance of constructed facilities,asce, 14, 2000,
104-111.
Jonathan Kunin [8] et al A comparative study was done across North America, for
design and construction of both substructure and superstructure of integral bridge. Integral
abutment bridges become more popular for bridge owner as economical alternatives to
bridges with bearing and expansion joints. New York started building integral bridges since
the late 1970s. In all, 39 states and Canadian provinces responded, from them 8 who said
they had no experience with integral bridges. Design practices and assumptions for limits
of thermal movement, soil pressure, pile design vary among responding agencies. These
decisions were based on their past experience. Integral bridge performance included minor
cracking, drainage at abutments, and settlement of approach slabs. The only state Arizona
with a negative opinion, having built 50 bridges. The longest precast-concrete-girder bridge
of 358.4 m length built in Tennessee. The longest steel-girder and cast-in-place concrete
bridges were both built in Colorado, measuring 318.4 m and 290.4 m respectively.
Most of states practices skew of integral bridges to less than 30 degree, but two
agencies set no skew limits. About half the designers report no distress related to thermal
movement. Kansas observed shrinkage issue for pre-stressed bridges and advises engineers
to account for this in future construction. Six agencies were use combination of active and
passive soil pressures. Two agencies did not consider any soil pressure within the certain
abutment size limits, and three did not consider earth pressure at all in their design. About
75% indicate that they distribute loads uniformly to the piles.
[9] WooSeok Kim, Jeffrey A. Laman," Integral abutment bridge response under thermal
loading", Engineering Structures,Elsevier,vol 32,6 january 2010,pg.1495-1508.
WooSeok Kim [9] et al gives integral abutment bridge response prediction models
were given from the parametric study. In study they considered five parameters Bridge
length, Thermal, Backfill height, Expansion coefficient, Backfill stiffness and Pile soil
Literature Review
stiffness. Five parameters were evaluated at three distinct magnitudes to cover the normal
range of bridge construction. The parametric study revealed that significantly influence the
IAB response was influence by the thermal expansion coefficient, bridge length and pile
soil stiffness. Backfill height and backfill stiffness had not significant influence. The girder
axial force, pile lateral force, girder moment, pile moment significantly influenced by
magnitude of thermal expansion coefficient.
[10] Alan a. Soltani and anant r. Kukreti,"performance evaluation of integral abutment

bridges",transportation research record 1371,USA,december 1990.
Alan a. Soltani [10] et al did a survey of the highway department of 50 states to

determine a maximum safe length and design detail for zero skew concrete and steel
bridges with integral abutments. In the survey author include maximum length of integral
abutment bridges which were constructed, advantages and disadvantages of those bridges.
The bridge acts as a rigid frame. Some of them were integral type bridge can only be
applied to short bridges and Skew over 20° cannot be accommodated. Cracks in slab, end
diaphragm or wing walls were observed. Main advantage of use of integral bridge cost
effective. They observed that integral abutments require less piling. Some states using
integral abutments to eliminate the problem encountered with use of expansion joints. The
length for steel bridge was 200 to 300 feet, for concrete bridge 300 to 400 feet and for pre-
stressed concrete 300 to 450 feet. It observed that very difficult to achieve a 95 %
compaction requirement of backfill. Cranes can’t get closer to the abutments result in field
placement of precast beams could be a problem because the backfill is placed after the
beams are placed. North Dakota was experience effect of passive soil pressure that acts
behind the abutments due to the bridge expansion. Majority of states were using integral
bridge. The study shows that design practices followed by most state DOTs are too
conservative, and much longer bridges could be constructed.
[11]Scott A. Civjan."Observed integral abutment bridge substructure

responses",Engineering Structures,Elsevier,July 2013
Scott A. Civjan[11] et al did survey of Two integral abutment bridges in Vermont,

USA were instrumented and monitor response in the seasonal thermal load. Substructure

Literature Review
response recorded for 30 months. One bridge was straight while the other had a 15 degree
skew. One bridge is Middlesex Bridge which was straight bridge with a 43m span and
10.2m width. Second bridge was East Montpelier Bridge which has 15 degree skew with
span length of 37 meter and width of 14.2 meter. Author observed that during the hottest
day the pile deformation remained relatively unchanged in the first year while the abutment
rotation varied to accommodate short-term bridge expansion and contraction. However, for
both hot and cold days the ambient temperature at the time of readings was not an accurate
predictor of superstructure expansion and contraction due to the time lag for the bridge
materials to respond to ambient thermal conditions. Abutment and pile deformation plots
highlight maximum displacements at the top of piles that are often only 1/3 to 1/2 of the
values at the top of the abutment. Maximum pile moments correspond to concentrated
curvature at the pile–abutment interface which did not correspond to peak temperatures.
Design for full passive pressure appears to be overly conservative for these single span
structures. In case of straight integral bridge is very consistent while in case of 15 degree
skew bridge experience highly variable backfill pressure.
2.2 Codal Provision
2.2.1 IRC:SP:115-2018 : Guidelines For Design Of Integral Bridge
Section 1 introduce about integral bridge; advantages and disadvantages and current
practices in various country of the world of the same.
Section 2 to 4 is about scope of code; definitions and planning consideration for the
construction of integral bridge.
Section 5 gives criteria about construction consideration. Durability and

workmanship requirement shall be as given in IRC: 112. Backfill material specification is
given in cl. 5.1.2. Clause 5.2 is talking about sequences of construction. As per this section,
Girder if they are precast they shall be placed on support that allow rotation and deflection
of girder due to self-weight. A 20 mm thick natural rubber sheet is generally provided to
accommodate rotation of girder. The deck and the portion of abutment above bearing seat
elevation shall be cast integrally with girder.

Literature Review
Section 6 is talking about loads and load combination. It says the effect of
temperature difference, shrinkage and creep should be considered as per IRC: 112 and
IRC: 6.Load combination shall be considered as per IRC: 6.
Section 7 gives criteria for method of analysis , As per this section for reinforced or
prestressed concrete structure guidelines of IRC:112 shall be followed. It also gives in
which circumstances soil structure interaction analysis shall be done.
Section 8 contains criteria for design and detailing of Girder design, Abutment
design, Foundation design, and Bridge approach system.
Section 9 is about inspection and maintenance of integral bridge.
2.3 Research Gap
In India very little research done in the area of integral construction. Majority of
research were done for bridge with Steel H-piles .No codal provision from IRC about detail
design of integral bridge. No data available for comparison of Integral Bridge with Bearing
type bridge.
2.4 Need of Study
In India, limited data is available to study the comparison between integral and
bearing bridge systems, hence it restricts the probability of adopting a particular system in
certain condition. The suitability of Integral Bridges in Indian condition from functional
and economical point of view is required to be assessed. For a developing country like
India the maintenance cost of structure should be minimum. This forms the need to carry
out the comparative study between bearing and integral bridge systems.
2.5 Objective of Study
As maintenance of bearing type bridge is higher due to periodic replacement of

bearings and expansion joints. To reduce maintenance cost of bridge integral bridge is
proposed. To propose integral bridge it is necessary to study the behaviour and comparison

Literature Review
of Integral Bridges and Bearing Bridges under temperature variation, different seismic
zone, time dependent loading and various loadings as per IRC:6.
2.6 Scope of Study
• Modelling of Two lane Bearing type bridge & Integral type bridge.
• Use of Midas Civil 2019 as computational tool .
• Various span length - 25m ,35m.
• Various numbers of span - 2 , 4 , 6 , 8 span.
• Earthquake Zone - Zone IV , Zone V.
• Construction stage analysis of bridge
• Cost comparison.
• Result and conclusion.

3.Software Validation
3.1 Validation Problem
Book: Krishna Raju N. Design Of Bridges; 4th Edn ; Oxford And IBH Publishing ,New
Delhi.
Design RCC Tee beam girder bridge to suit the following data.In book problem is solved
by courbon method.
 Clear width of roadway=7.5m

 Span lenght=16m
 Live load IRC class AA tracked vehicle
 Average thickness of wearing coat=80 mm
 Three main girders are provided at 2.5 m centre to centre
 Thickness of deck slab=200 mm
 Width of main girder= 300 mm
 Kerbs 600 mm wide by 300 mm deep are provided
 Cross girder are provided at every 4m intervals.
 Breadth of cross girder = 300 mm
 Depth of main girder = 1600 mm
 Depth of cross girder = 1600 mm
 Concrete grade=M25
 Steel:Fe-415 grade HYSD bars
 Compute the design moments and shear force.
Software validation
Figure 3-1 Wire frame view of model
Figure 3-2 Render view of model

Software validation
Figure 3-3 Loading on bridge as given in problem
Figure 3-4 Live load (class AA tracked vehicle)

Software validation
Figure 3-5 Dead load bending moment
Figure 3-6 Dead load shear force

Software validation
Figure 3-7 Live load bending moment
Figure 3-8 Live load shear force

Software validation
Figure 3-9 Cross beam live load bending moment
3.2 Result Comparison
Software
Book
Sr No Description % Deviation
Result
Result
1 D.L Bending Moment* 1218 1226 +0.65
2 D.L Shear Force* 292 300 +2.72
3 L.L Bending Moment 1513 1489 -1.58
4 L.L Shear Force 402 443 +10.19
5 C/B* D.L Bending Moment 266 280 +5.26
6 C/B D.L Shear Force 30 28.45 -5.16
7 C/B L.L Bending Moment 293 252 -13.99
8 C/B L.L Shear Force 198 197.72 -0.14
* Unit of Bending moment -kNm ; Unit of Shear Force - kN ; C/B -Cross Bea

4.Model Provisions
In the present research, to study the behavior of Integral Bridge in comparison of

bearing bridge modelling of integral and bearing bridge has done in Midas civil as a
computational tool. For that bridge with two, four, six and eight span in two different
earthquake zone IV and Zone V is considered. Girder length variation of 25m and 35m is
considered. To present the modelling in the report screenshot of the four span with 25 m
girder length is considered.
4.1 Geometric parameters
Geometric Parameters of the bridge are as mentioned below:
Geometric parameters
Thickness of slab 220 mm
Width of bridge 8m
Carriageway width 7.5 m
No of Longitudinal Girder 3
C/C Spacing of Girder 2.5m
Diameter of Pier 1.5m
Height of Pier 5m
Diaphragm section 1.98*2.25 m
Pier cap thickness 1.5m
Diameter of Pile 1m
No of Pile 4
Thickness of Pilecap 1.5 m
Depth of Pile 30 m
Size of Pile cap 4.3*4.3 m
IRC Vehicle 70R and ClassA
Concrete grade of Girder and M45
Slab
Concrete grade of remaining M40
Modal provisions
member
Grade of Reinforcement Fe500
Thickness of Wearing coat 65 mm
4.2 Post tensioning of Girder:
The girders are provided with 5 cables of 16 T 13 type high tensile strength which
conforming the Code of practice for Uncoated stress relieved strands : IS 14268 -
1995.Diameter of duct is 85mm.Cables are stressed after the 28 days of the casting of
girder.Prestress force of 223 Ton is applied from both the side. Anchorage slip of 6mm at
both the side is allowed.
Table 2 Details of cable for post tensioning
Nominal steel area of the cable 1579.2 mm2

Sheating diameter Nominal duct 85 mm
Modulus of elasticity E For strands conforming to IS 14268-
1.95*10E5 N/mm2
1995
Minimum breaking Force 18.37 ton / strand
293.92*0.8=235.14
Permissible force in cable before sheathing of anchorage
ton
Applied jack end force 223 ton

Modal provisions
Figure 4-1Tendon property
Figure 4-2 Prestress tendons in girder
Figure 4-3 Post tensioning cable profile in girder

Modal provisions
4.3 Loadings
4.3.1 Earthquake Load
To apply dynamic loading response spectrum analysis has been carried out.For
dynamic loading response reduction factor(R) is different for integral bridge and bearing
bridge. Response reduction factor is depend on ductility of structure.But here to investigate
and compare the behavior under dynamic load we should apply same amount of load.
Because of this reason same response reduction factor is applied in integral bridge as well
as bearing bridge.
Figure 4-4 Design spectrum data for earthquake loading

Modal provisions
Figure 4-5 Response spectrum function
4.3.2 Live Load
To study purpose bridge kept as two lane bridge with clear carriageway of 7.5m.
For two lane bridge live load is applied as per IRC:6. As per code for two lane bridge one
70R vehicle or two class A vehicle at appropriate distance as per codal provision is applied.
Figure 4-6 Live load on girder as per IRC-6.

Modal provisions
4.3.3 Super imposed dead load
Super imposed dead load includes load of crash barrier and surfacing. SIDL load
are applied as shown below
Crash barrier load :- 1.5 ton/m.
Surfacing :- 0.7 ton/m.
4.3.4 Temperature Loading
Temperature load is applied as per IRC:6. Positive temperature difference and

Reverse temperature difference is applied as per codal provision. Temperature difference of
35 degree Celsius is considered.
4.3.5 Braking Load
Braking load is applied as per IRC-6 provision. Load is applied at the height 1.2m
above the final road level.
Figure 4-7 Braking Load due to live load

Modal provisions
4.3.6 Connection
Rigid link is used to connect pier and pier cap. To connect girder with pier cap
elastic link of 10E7 kN/m is used.
4.3.7 Construction stage analysis
Construction stage analysis has been done for integral and bearing bridge. Construction
stage analysis is essential for integral bridge. Construction method leads to analysis
method.In construction first girders are casted in casting yard and then it is placed on the
bridge with the help of crane. initially girders are on their temporary support and it is
under simply support. After that slab and common diaphragm is casted to connect girder
with diaphragm to integrate the girders.In this case girders is transformed from their
temporary support to fixed support with appropriate stiffness.
 Construction stage -1
In this case substructure is casted which include pile, pilecap, pier, piercap. Support
condition for pile is fixed support. Pile is modelled up to the fixity length.
Figure 4-8 Construction stage-1

Modal provisions
In this case girders are casted and placed on the pier cap with temporary support.
Figure 4-9 Construction stage -2
In this case slab and diaphragm is activated and girder temporary support are
deactivated and transformed to permanent support.
Figure 4-10 Construction stage -4
This case is long term case with 10000 days to calculate long term prestress loss.

Modal provisions
Table 4-3 Construction stage details for activation of elements
CS1 CS2 CS3 CS4

Group Name
A T A T A T A T
Span1 Girder O O O O
Span2 Girder O O O O
Span 3 Girder O O O O
Span 4 Girder O O O O
Diaphragm O O O
Substructure O O O O O
Cross beam O O O
Table 4-4 Construction stage details for activation and deactivation of support condition
CS1 CS2 CS3 CS4

Group Name
A T A T A T A T
Temporary support O O X
Rigid & Elastic Link O O O
Substructure support O O O O O
Table 4-5 Construction stage details for activation of load
CS1 CS2 CS3 CS4

Group Name
A T A T A T A T
DL O O O O O
Surfacing O O O
SIDL O O O
Pre-Stress 1 O O O O

Modal provisions
*Where CS mean construction stage ; A means activate in that particular stage ; T means
total activation at the end of that particular stage.
Codal Provision:
Construction consideration
Geometry of the structure:
A complex geometry creates problems in the design of integral bridges. Irregular

structures, sharply skewed structures and structures with sharp curvatures (that is, where
there are abrupt or unusual changes in the mass, stiffness or geometry along the span)
should be avoided.
For an integral structure, it is preferable that the spans are symmetrically placed and
the adjacent pier stiffness does not differ substantially (say by more than 25 percent).
Though curvature and skew can be accommodated, it would be desirable to avoid large
skew (say. more than 30°) and high degree of curvature (Say R<100 m).
Bridges with tall piers are ideally suitable for integral bridges. The frame action
greatly helps to reduce the lateral loads being transferred to the foundation. Preferably
abutment height5 on either side shall be the same. A difference in abutment height will
cause unbalanced lateral loads resulting in side sway, which should be considered in the
design by balancing the earth pressure which is consistent with the direction of sway, at the
abutments. This procedure is a complex, iterative process and should be avoided.
Sequence of Construction and its Influence in Design:
 The abutments and the wing walls shall be constructed met to seating level
elevation.

Modal provisions
 In case precast / prefabricated girders are used, they shall be placed on a support
that allows rotation and deflection of girders due to self-weight of the deck. A 20
mm thick natural rubber sheet is generally provided to accommodate rotation of
girders.
 The deck and the portion of the abutment above bearing seat elevation shall be cast
integrally with the girders.
 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 fully set. This can be a serious concern with steel beam bridges that are more
responsive to rapid changes in ambient temperatures. As such, casting of the
closing pour of the abutment should be timed such that the initial set of the
abutment diaphragm concrete occurs when the superstructure is at a relatively
constant temperature. As bridge temperatures are dissimilar to ambient air
temperatures, casting after midnight or in the very early hours of the morning is
preferred.
 In the case of steel girder bridges, their thermal movements are modified after
casting the concrete deck slab. Therefore the best results can be achieved by casting
the closing abutment joint after the deck slab has been cast, and preferably whilst
the deck slab is cooled with water spraying or flooding, which is also beneficial for
curing.
 The construction of deck and abutment to the seating level shall be in sequence so
that the structure becomes integral, with no residual stress. This may require careful
consideration of concrete-pouring sequence and sometimes even the use of a
retarder. The ends of the deck and the abutments shall be placed last unless setting
of concrete can be retarded sufficiently to allow the placement from one end to the
other in a single pour.
 The stability and the integrity of the structure shall be maintained at all stages of
construction.
 Backfill shall not be placed behind the abutment until the concrete deck has attained
75% of its specified strength. Backfill shall be placed simultaneously behind both
abutments, keeping the height of backfill appropriately same. At no time the

Modal provisions
difference in height of backfill shall be greater than 500 mm. The sequence of
placement of backfill shall be taken into account in design.
Component Design Considerations:
Girder Design
 Precast Girders (bare and composite) may be designed conservatively assuming no

fixity at abutments for DL, LL and SDL assuming conventional approach.
 The connection between deck and abutment can be considered to be fixed or pinned
somewhere between fixed and pinned, depending upon the sequence and stage of
construction.
 The beneficial effects of axial compression induced in the girders due to earth
pressure should not be included in the design of the girders.
 The design details used to achieve a rigid connection between the superstructure
and the substructure vary for different types of superstructures. In addition, specific
considerations may be required to reflect other design aspects, such as lateral
movements, vibrations, sub surface soil conditions, backfill requirements ...etc.
These aspects may have a considerable effect on the performance, integrity, and
durability of the integral abutment design. Typical details generally adopted are
shown in Fig.4-11.
 In case precast girders / steel girders are used, natural / elastomeric rubber pads,
supported on 150 mm high concrete pedestal may be used to support the girder
initially. This will allow for rotation of girder end to take place before attaining
fixity with abutment. The rubber pad can be eventually embedded into concrete, as
shown in Fig. 4-11.
 The longitudinal forces induced in the superstructure due to movements are directly
related to the lateral resistance of the integral abutment. In designing the
substructure, attention should be paid to details that provide flexibility and reduce
unwanted restraints. Where piles are bored into stiff soils, predrilled oversized holes
filled with loose sand should be provided to reduce resistance to lateral movements
and reduce pile stresses.

Modal provisions
Figure 4-11 Typical Precast RCC/PSC Girder made integral with single row of Steel H-Pile

5.Results and Summary of
Findings
5.1 Results Structural responses for all the bridge model are computed by Midas civil
software. Structural responses include base shear, moment , displacement results in
graphical form are as follow
Dead Load Bending Moment at Mid Span

Bending Moment (ton.m)
300
250 280 290 280 290 280 290 280 290
200
150
100
Integral Bridge
50
0 Bearing Bridge
2 Span 4 Span 6 Span 8 Span
Integral Bridge 280 280 280 280
Bearing Bridge 290 290 290 290
No of Span (Each of 25m)
Figure 5-1Comparison of dead load bending moment at mid span in girder for integral and bearing
bridge for 25m span
Live Load Bending Moment for 70R

350
300
250 297 297 297 297
200
150 199 204 204 204
176 179 178 177
100
50 0 0 0 0
0
Integral Bridge Mid Span 199 204 204 204
Braering Bridge Mid span 297 297 297 297
Integral Bridge at support 176 179 178 177
Braering Bridge at support 0 0 0 0
Figure 5-2Comparision of live load bending moment at mid span and support in girder for 70R Vehicle
Summary of finding
Live Load Bending Moment for Class A

250
200
202199 202.5
197 203196 201196
150
157 158 162 161
100
50
0 0 0 0
0
Bearing Bridge Mid span 202 202.5 203 201
Bearing Bridge at support 0 0 0 0
Figure 5-3Comparision of live load bending moment at mid span and support in girder for 70R
Vehicle for 25m span length
Positive Temperature Gradient in Girder

180
160
140
120
100
80
60
40
20
0
Bearing Bridge 0.22 0.22 0.22 0.22
Figure 5-4Comparison of bending moment in girder for positive temperature gradient

Summary of finding
Reverse Temperature Gradient in Girder

60
50
40
30
20
10
0
Integral Bridge 44 45.02 46.82 48.96
Bearing Bridge 0.65 0.65 0.65 0.65
Figure 5-5 Comparison of bending moment in girder under reverse temperature gradient
BM in Girder due to Braking Load

50
45
40
35
30
25
20
15
10
5
0
Integral Bridge 29 32 33 34.47
Bearing Bridge 44.87 44.87 44.87 44.87
Figure 5-6Comparison of bending moment in girder under braking load

Summary of finding
BM in Girder due to Longitudinal Earthquake

Bending Moment (ton.m) 250
200
150
100
50
0
2 span 4 span 6 span 8 span
Integral Bridge zone IV 127.92 141 147 155.9
Bearing Bridge Zone IV 27.93 27.93 27.93 27.93
Integral Bridge Zone V 191 211 219 233.99
Bearing Bridge Zone V 41.9 41.9 41.9 41.9
Figure 5-7Comparison of bending moment in girder under longitudinal earthquake in zone IV and
zone V
BM in Girder due to Lateral Earthquake

160
140
120
100
80
60
40
20
0
Integral Bridge zone IV 69.13 93 87.92 82.42
Integral Bridge Zone V 103.7 139 131.4 123.62
Figure 5-8Comparison of bending moment in girder under lateral earthquake in zone IV and zone V

Summary of finding
BM in Pier due to Reverse Temperature Gradient

90
80
70
60
50
40
30
20
10
0
Integral Bridge 27 48 67.8 85.6
Figure 5-9 Comparison of bending moment in pier under reverse temperature gradient
BM in Pier due to Positive Temeprature Gradient
180
160
140
120
100
80
60
40
20
0
Integral Bridge 61 96 130 158.05
Figure 5-10 Comparison of bending moment in pier under positive temperature gradient

Summary of finding
BM in Pier due to Braking Load

140
120
100
80
60
40
20
0
Figure 5-11 Comparison of bending moment in pier under braking load
BM in Pier due to Longitudinal Eq

1200
1000
800
600
400
200
0
Integral Bridge zone IV 352 381 396 405
Bearing Bridge Zone IV 675 675 675 675
Integral Bridge Zone V 528 572 595 607
Bearing Bridge Zone V 1013 1013 1013 1013
Figure 5-12 Comparison of bending moment in pier under longitudinal earthquake for zone IV and
zone V

Summary of finding
BM in Pier due to Lateral Eq

1400
1200
1000
800
600
400
200
0
Figure 5-13 Comparison of bending moment in pier under lateral earthquake for zone IV and zone V
BM in Pile due to Longitudinal Eq

300
250
200
150
100
50
0
Integral Bridge zone IV 166 180 186.85 190.24
Integral Bridge Zone V 250 271 280 285.35
Figure 5-14 Comparison of bending moment in pile under longitudinal earthquake for zone IV and
zone V

Summary of finding
BM in Pile due to Lateral Eq

300
250
200
150
100
50
0
Integral Bridge zone IV 137.06 153.69 160.97 155.66
Integral Bridge Zone V 205 230 241.59 233.5
Figure 5-15 Comparison of bending moment in pile under lateral earthquake for zone IV and zone V
Deflection of Girder Under Live Load

8 7.16
7
6 5.24 5.31
Deflection(mm)
5
3.83
4
3
2
1
0
70R Class A
Integral Bridge 5.24 3.83
Bearing Bridge 7.16 5.31
Vehicle Type
Figure 5-16 Comparison of girder deflection under live load for 25m span length

Summary of finding
Dead Load Bending Moment at Mid Span

600
500
522 522 522 522 522 522 522 522

400
300
200 Integral Bridge

Bearing Bridge
100
0
Figure 5-17Comparison of dead load bending moment at mid span of girder for integral and bearing
bridge for 35m span length
Live Load Bending Moment for 70R

600
500
526 526 526 526
400
300
294 321 294 321 294 321 294 321
200
100
0 0 0 0
0
Braering Bridge Mid span 526 526 526 526
Braering Bridge at support 0 0 0 0
Figure 5-18Comparison of live load bending moment at girder mid span and support for 70R Vehicle
for 35mspan length

Summary of finding
Live Load Bending Moment for Class A

350
300 327323 327323 327323 327323
250
200 238 238 238 238
150
100
50
0 0 0 0
0
Bearing Bridge Mid span 327 327 327 327
Bearing Bridge at support 0 0 0 0
Figure 5-19Comparison of live load bending moment at girder mid span and support for class A
Vehicle for 35m span length
Positive Temperature Gradient in Girder

90
80
70
60
50
40
30
20
10
0
Bearing Bridge 0.05 0.22 0.22 0.22
Figure 5-20 Comparison of girder maximum moment under positive temperature difference for 35m
span length

Summary of finding
Reverse Temperature Gradient in Girder

80
70
60
50
40
30
20
10
0
Bearing Bridge 0.19 0.19 0.19 0.19
Figure 5-21 Comparison of girder maximum moment under reverse temperature difference for 35m
span length
BM in Girder due to Braking Load

45
40
35
30
25
20
15
10
5
0
Figure 5-22 Comparison of girder maximum moment under braking load due to live load for 35m span
length

Summary of finding
BM in Girder due to Longitudinal Earthquake

300
250
200
150
100
50
0
Figure 5-23 Comparison of girder maximum moment under longitudinal earthquake zone VI and zone
V for 35m span length
BM in Girder due to Lateral Earthquake

180
160
140
120
100
80
60
40
20
0
Figure 5-24 Comparison of girder maximum moment under lateral earthquake zone VI and zone V for
35m span length

Summary of finding
BM in Pier due to Reverse Temperature Gradient

80
70
60
50
40
30
20
10
0
Figure 5-25 Comparison of pier maximum moment under reverse temperature gradient for 35m span
length
BM in Pier due to Positive Temeprature Gradient
90
80
70
60
50
40
30
20
10
0
Bearing Bridge 0.5 0.5 0.5 0.5
Figure 5-26 Comparison of pier maximum moment under positive temperature gradient for 35m span
length

Summary of finding
BM in Pier due to Braking Load

180
160
140
120
100
80
60
40
20
0
Figure 5-27 Comparison of pier maximum moment under braking load due to live load for 35m span
length
BM in Pier due to Longitudinal Eq

1400
1200
1000
800
600
400
200
0
Figure 5-28 Comparison of pier maximum moment under longitudinal earthquake for 35m span length

Summary of finding
BM in Pier due to Lateral Eq

1600
1400
1200
1000
800
600
400
200
0
Figure 5-29 Comparison of pier maximum moment under lateral earthquake for 35m span length
BM in Pile due to Longitudinal Eq

400
350
300
250
200
150
100
50
0
Figure 5-30 Comparison of pile maximum moment under longitudinal earthquake for 35m span length

Summary of finding
BM in Pile due to Lateral Eq

300
250
200
150
100
50
0
Figure 5-31 Comparison of pile maximum moment under lateral earthquake for 35m span length
Diflection of Girder Under Live Load

20
18
16
14
Deflection(mm)
12
10
8
6
4
2
0
70R Class A
Integral Bridge 10.45 8.66
Bearing Bridge 18.4 13.77
Vehicle Type
Figure 5-32 Deflection of girder under live load for different vehicle type for 35m span length

Summary of finding
Girder Live Load Moment Mid Span

600
500
400
300
200
100
0
25 m 35 m
Integral bridge 204 294
Bearing bridge 297 526
Span length
Figure 5-33 Comparison of girder mid span moment under live load of 70R in integral and bearing
bridge for 25m and 35m span length
Girder Live Load Moment at Support

350
300
250
200
150
100
50
0
25 m 35 m
Integral bridge 179 321
Bearing bridge 0 0
Span length
Figure 5-34 Comparison of girder moment at support under live load of 70R in integral and bearing
bridge for 25m and 35m span length

Summary of finding
Longitudinal Eq in Pier Zone 4

600
500
400
300
200
100
0
25 m span length 352 381 396 405
35 m span length 427 460 480 491
No of Span
Figure 5-35 Comparison of pier moment in integral bridge under longitudinal earthquake zone VI for
25m and 35m span length
Longitudinal Eq in Pier Zone 5

800
700
600
500
400
300
200
100
0
25 m span length 528 572 595 607
35 m span length 640 691 721 737
No of Span
Figure 5-36 Comparison of pier moment in integral bridge under longitudinal earthquake zone V for

Summary of finding
Lateral Eq in Pier Zone 4

1000
900
800
700
600
500
400
300
200
100
0
25 m span length 716 815 860 854
35 m span length 849 948 949 902
No of Span
Figure 5-37 Comparison of pier moment in integral bridge under lateral earthquake zone VI for 25m
and 35m span length
Lateral Eq in Pier Zone 5

1600
1400
1200
1000
800
600
400
200
0
25 m span length 1074 1222 1291 1281
35 m span length 1274 1422 1424 1353
No of Span
Figure 5-38 Comparison of pier moment in integral bridge under lateral earthquake zone V for 25m
and 35m span length

Summary of finding
Girder Moment due to Positive Temp Gradient

90
80
70
60
50
40
30
20
10
0
25 m span length 25 39 51 80
35 m span length 72 74 78 81
No of Span
Figure 5-39 Comparison of girder moment in integral bridge under positive temperature difference for
Girder Moment due to Reverse Temp Gradient

90
80
70
60
50
40
30
20
10
0
25 m span length 17 27 38 85
35 m span length 27 39.5 53.4 68.9
No of Span
Figure 5-40 Comparison of girder moment in integral bridge under reverse temperature difference for

Summary of finding
Girder Moment due to Longitudinal Eq Zone 4

200
180
160
140
120
100
80
60
40
20
0
25 m span length 127 141 147 155
35 m span length 145 163 170 174
No of Span
Figure 5-41 Comparison of girder moment in integral bridge under longitudinal earthquake zone VI
for 25m and 35m span length
Girder Moment due to Longitudinal Eq Zone 5

300
250
200
150
100
50
0
25 m span length 191 211 219 233
35 m span length 218 245 256 261
No of Span
Figure 5-42 Comparison of girder moment in integral bridge under longitudinal earthquake zone V for

Summary of finding
Girder Moment due to Lateral Eq Zone 4

120
100
80
60
40
20
0
25 m span length 69 93 87 82
35 m span length 101 95 80 78
No of Span
Figure 5-43 Comparison of girder moment in integral bridge under lateral earthquake zone VI for 25m
and 35m span length
Girder Moment due to Lateral Eq Zone 5

180
160
140
120
100
80
60
40
20
0
25 m span length 103 139 131 123
35 m span length 152 143 153 158
No of Span
Figure 5-44 Comparison of girder moment in integral bridge under lateral earthquake zone V for 25m
and 35m span length

Summary of finding
Total Cost Comparison for 35m Span Length

700.00
600.00
Total Cost(Rs. in Lakh)
500.00
400.00
300.00
200.00
100.00
0.00
Integral Bridge 160.07 285.02 409.98 534.39
Bearing Bridge 173.66 311.72 449.79 587.31
No of span(Each of 35m)
Figure 5-45 Total Cost(Rs. in Lakh) comparison of integral bridge and bearing bridge for 35m span
length
Percentage Variation of total cost of Integral Bridge

for 35m Span
10
700.00
600.00 9.7
500.00
400.00
9.3
300.00
8.5
200.00
100.00
0.00
Integral Bridge 160.07 285.02 409.98 534.39
Bearing Bridge 173.66 311.72 449.79 587.31
Figure 5-46 Percentage variation in total cost(Rs. in Lakh) of integral bridge and bearing bridge

Summary of finding
Total Cost Comparison for 25m Span Length

Total Cost(Rs. in Lakh) 600.00
500.00
400.00
300.00
200.00
100.00
0.00
Integral Bridge 144.41 253.72 363.02 438.77
Bearing Bridge 155.35 275.11 394.87 481.07
Figure 5-47 Total Cost(Rs. in Lakh) comparison of integral bridge and bearing bridge for 25m span
length
Total Cost Comparision of Integral Bridge

600
500
400
300
200
100
0
25m span length 144.41 253.72 363.02 438.77
35m span length 160.07 285.02 409.98 534.39
No of span for Integral bridge
Figure 5-48 Total Cost(Rs. in Lakh) comparison of integral bridge for 25m span length and 35m span
length

Summary of finding
5.2 Conclusion
Behaviour under dead load
 Negative bending moment is occurred at supports in integral bridge due to super

imposed dead load and live load only; there is no negative bending moment due to
dead load. This is because of construction sequence of girder. First girders are
placed on their temporary support at that time girder accommodate full deflection
due to self-weight.
Behaviour under live load
 In bearing bridge no support moment is produced due to simply supported structure.

Only sagging moment is generated in the girder. While in case of integral bridge
hogging moment is produced at support in girder. At the same 44% reduction of
sagging moment observed in girder due to 70R vehicle and 27% due to class A
vehicle.
 Deflection of girder is 26.81 % lesser in integral bridge than bearing bridge. It is
beneficial to improve fatigue life of girder.
Behaviour under braking load
 Reduction in girder moment is observed under braking load. Girder bending

moment is reduced about 35% to 24% in integral bridge compare to bearing bridge.
Pier moment reduced about 68% under braking load in integral bridge.
Behaviour under temperature load
 Integral bridge is temperature sensitive because of retrained. About 98% increase in

girder bending moment in integral bridge compare to bearing bridge. Pier observed
70% higher bending moment in integral bridge.

Summary of finding
Behaviour under earthquake load
 Girder is participating in the earthquake event in case of integral bridge. While in

bearing bridge girder are subjected very little earthquake load.
 Pile moment observe 18% to 28% larger in integral bridge in compare with bearing
bridge in longitudinal earthquake and 5% to 16% increase in lateral direction
earthquake load.
 Reduction in pier moment is observed. About 40% to 46% reduction in pier
moment in integral bridge in longitudinal direction earthquake. Although it increase
10% in lateral direction earthquake.
 With increase of span length from 25m to 35m in longitudinal earthquake girder
moment increase 12 to 14% ; Pier moment increase 20% ; Pile moments increase
18 %. While in case of lateral earthquake girder moment increase 16% to 39% ;pier
moment increase 10 to 21% ; Pile moment increase 15%.
Costing
After analysis we know integral bridge attract higher forces expect earthquake
force. On the other hand Bearing bridge are allows movement in temperature variation and
experience higher earthquake load. All over for design of bridges section in both cases
(Integral and Bearing) design forces are nearly same. After load combination variation of
forces is about 10-15%.
Therefore, Size of concrete section can be kept same in both cases and percentage
of steel is nearly same amount. In amount of concrete and steel there is no major change
between integral bridge and bearing bridge due to same section size. There is no significant
difference in cost due to quantity of concrete and steel. But the major change in costing is
due to cost of bearing and expansion joints as in Integral Bridge bearing and expansion
joints are eliminated. Price of bearing is very high.
In present research, only superstructure and substructure cost is inclusive. Cost of

approach on both sides is not considered. Integral bridges are proved cost effective. Initial

Summary of finding
cost of integral bridge is 8-10% lesser than bearing bridge. Maintenance cost of bearing
bridge is much higher because bearing needs replacement at least twice or thrice in total
design life depends on surrounding environment condition. Cost of Integral bridge and
Bearing bridge is mention in below table.
Table 5-1 Total cost (Rs. in Lakh) of Integral bridge and Bearing bridge for 25m span length
No. of span(Each of Integral Bearing Difference Difference in

25m) Bridge Bridge %
2 Span 144.41 155.34 10.93 7.57
4 Span 253.71 275.10 21.39 8.43
6 Span 363.02 394.86 31.84 8.77
8 Span 438.77 481.07 42.30 9.64
Table 5-2 Total cost (Rs. in Lakh) of Integral bridge and Bearing bridge for 35m span length
No. of span(Each of Integral Bearing Difference Difference in

35m) Bridge Bridge %
2 Span 160.06 173.65 13.59 8.49
4 Span 285.02 311.72 26.70 9.36
6 Span 409.98 449.79 39.81 9.71
8 Span 534.38 587.30 52.92 9.90
Recommendation
 Initial construction cost and maintenance cost of Integral Bridge is less compare to
bearing bridge.
 Integral bridges perform better under seismic induced forces due to the fixity and
restraints at the abutment. The multiple degree of redundancy in the structure helps
to minimize the risk of failure of the structure. Therefore in high seismic zone,
integral bridges are preferred.
 Bridge which is curved in plan shall be integral bridge to overcome the uplift
pressure in bearing.

Summary of finding
 Integral bridge shall be constructed up to length of 300m. After that expansion joint
can be provided.
 Integral bridge may be more convenient with box girder and voided slab type deck.
 To Retrofitting of existing multi-span bridges from simple to continuous span. This
type of integral conversion practice started with Wisconsin and Massachusetts in
the 1960.As per Texas DOT ; Remove concrete as necessary from slab and add
negative moment steel at the level of existing top. Deck steel is sufficient to resist
transverse cracking. Generally reconstruct with regular concrete to original grade.
Future Scope
 Study can be done with different deck system like Voided slab, Box girder.
 Study can be done with inclusion of settlement of support.
 Instead of straight alignment curved bridge and skew bridge alignment shall be
considered.
 Study can be done with soil structure interaction instead of fixity in pile.

6.References
[1] Mairéad Ní Choine, Alan J. O’Connor & Jamie E. Padgett."Comparison

between the Seismic Performance of Integral and Jointed Concrete Bridges",Journal
of Earthquak Engineering,ASCE, 19:1,2015,172-191.
[2] Justin Vander Werff, P.E., M.ASCE; and Sri Sritharan, M.ASCE."Girder Load
Distribution for Seismic Design of Integral Bridges",Journal of Bridge
Engineering,ASCE,2015
[3] Murat Dicleli and Suhail M. Albhaisi,"Analytical formulation of maximum
length limits of integral bridges on cohesive soils",Can. J. Civ. Eng. 32, 2005, 726–
738.
[4] Brent M. Phares, Ph.D., P.E., M.ASCE; Adam S. Faris; Lowell Greimann,
Ph.D., P.E., F.ASCE; and Dean Bierwagen."Integral Bridge Abutment to Approach
Slab Connection", Journal of Bridge Engineering,ASCE, Vol. 18, No. 2, February
1, 2013
[5]Shehab Mourad and Sami W. Tabsh."Deck Slab Stresses In Integral Abutment
Bridges."Journal of Bridge Engineering,ASCE, Vol.4,2 May1999,125-130.
[6] Scott A. Civjan, Ph.D., P.E.; Christine Bonczar; Sergio F. Breña; Jason DeJong;
and Daniel Crovo5 "Integral Abutment Bridge Behavior: Parametric Analysis of a
Massachusetts Bridge" Journal of Bridge Engineering,ASCE, Vol 1,No 1,January 1
2007,64-70.
[7] Alan G. Bloodworth; Ming Xu; James R. Banks; and Chris R. I.
Clayton."Predicting the Earth Pressure on Integral Bridge Abutments", Journal of
Bridge Engineering,ASCE, Vol. 17, No. 2, March 1, 2012.
[8] Jonathan Kunin and Sreenivas Alampalli."integral abutment bridges: current
practice in united states and canada",journal of performance of constructed
facilities,asce, 14:104-111, 2000.
[9] WooSeok Kim, Jeffrey A. Laman," Integral abutment bridge response under
thermal loading", Engineering Structures,Elsevier,vol 32,6 january 2010,pg.1495-
1508.
References
[10] Alan a. Soltani and anant r. Kukreti,"performance evaluation of integral

abutment bridges",transportation research record 1371,USA,december 1990.
[11]Scott A. Civjan."Observed integral abutment bridge substructure
responses",Engineering Structures,Elsevier,July 2013
[12] Guidelines For Design Of Integral Bridge, IRC:SP:115-2018. The Indian
Roads Congress, New Delhi.
[13] Code of Practice for Concrete Road Bridges, IRC: 112:2011. The Indian Roads
Congress, New Delhi.
[13] Standard Specification and Code of Practice for Road Bridge, Section – II,
Loads and Stresses, IRC: 6-2010.The Indian Roads Congress, New Delhi.
[14] Standard Specifications and Code of Practice For Road Bridges, IRC : 78-
2014. The Indian Roads Congress, New Delhi.

Annexure A- Design preview
In the present study, Concrete design of integral bridge and bearing bridge are
designed for 2span to 8 span with each of 25m span length and 35m span length in seismic
zone IV & V. Prestress post-tensioned girder and other reinforced sections are designed in
Midas civil 2019 as per IRC-112:2011. Preview of design is as follow.
Figure A-1 Design check of PSC girder for flexure strength

Figure A-2 Design check of PSC girder for shear and torsion
Figure A-3 Long term Prestress loss check in PSC girder

Figure A-4 Design of Pier in Midas civil

Figure A-5 Design of Pile in Midas civil

Figure A-6 Design of Diaphragm section in Midas civil

Figure A-7 Design of Pier-cap in Midas civil

Annexure B
Published Paper





Annexure C
Review Card






Annexure D- Design preview
Compliance Report
1. Compliance report based on comments given in Internal Review
1. As compliance to the comment added more parameter for software validation.
2. Compliance report based on comments given in Dissertation Phase-1.
1. Bridge design problem from professional consultant has been taken.

2. General arrangement drawing has been prepared in AutoCAD.
3. In Precast Posttensioned girder negative bending moment is resisted by the normal
untensioned reinforcement. Current field practice consultants also use normal
reinforcement for negative moment. We can use Post tensioning for negative
bending moment in Box girder and voided slab deck type.
3. Compliance report based on comments given in Mid Semester Review
1. Cost comparison of Integral Bridge and Jointed Bridge has been done.
AA

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"INTEGRAL BRIDGE AND BRIDGE ON BEARINGS -

COMPARISON & BEHAVIOR INVESTIGATION"

APPLIED MECHANICS DEPARTMENT

Examiner’s Sign and Name:

First of all, I am enormously grateful to my research mentor Mr. Apurva Parikh

I would like to thank Dr. G. P. Vadodaria, Principal, L. D. College of Engineering,

COMPLIANCE CERTIFICATE iii

PAPER PUBLICATION CERTIFICATE iv

THESIS APPROVAL CERTIFICATE v

LIST OF FIGURES xii

LIST OF TABLES xviii

1.1 Bearing Type Bridges ................................................................................................ 20

1.2 Shortcomings of Bearing Bridges .............................................................................. 21

1.3 Integral bridge ............................................................................................................ 23

1.4 History of Integral Bridges ........................................................................................ 25

1.5 Current practice in Integral Bridges ........................................................................... 26

1.6 Advantages of Integral Bridges................................................................................. 26

1.7 Planning Consideration .............................................................................................. 27

2. Literature Review ......................................................................................................... 31

2.1 Summary of Research Papers Referred ..................................................................... 31

2.3 Research Gap ....................................................................................................... 38

2.4 Need of Study....................................................................................................... 38

2.5 Objective of Study ............................................................................................... 38

2.6 Scope of Study ..................................................................................................... 39

3. Software Validation ..................................................................................................... 40

3.1 Validation Problem .............................................................................................. 40

3.2 Result Comparison ..................................................................................................... 45

4. Model Provisions ......................................................................................................... 46

4.1 Geometric parameters ................................................................................................ 46

4.2 Post tensioning of Girder: .......................................................................................... 47

4.3 Loadings ..................................................................................................................... 49

4.3.1 Earthquake Load ................................................................................................. 49

4.3.2 Live Load ............................................................................................................ 50

4.3.3 Super imposed dead load .................................................................................... 51

4.3.4 Temperature Loading ......................................................................................... 51

4.3.5 Braking Load....................................................................................................... 51

4.3.6 Connection .......................................................................................................... 52

4.3.7 Construction stage analysis ................................................................................. 52

5.1 Results ........................................................................................................................ 59

5.2 Conclusion ................................................................................................................. 83

Annexure A Design Preview

Annexure B Published Paper

Annexure C Review Card

Annexure D Compliance Report

Figure 1-6 Conventional bridge .......................................................................................... 24

Figure 1-7 Semi integral bridge .......................................................................................... 24

Figure 1-8 Integral bridge ................................................................................................... 24

Figure 3-1 Wire frame view of model ................................................................................ 41

Figure 3-2 Render view of model ....................................................................................... 41

Figure 3-3 Loading on bridge as given in problem ............................................................. 42

Figure 3-4 Live load (class AA tracked vehicle) ................................................................ 42

Figure 3-5 Dead load bending moment.............................................................................. 43

Figure 3-6 Dead load shear force ........................................................................................ 43

Figure 3-7 Live load bending moment ................................................................................ 44

Figure 3-8 Live load shear force ......................................................................................... 44

Figure 3-9 Cross beam live load bending moment ............................................................. 45

Figure 4-2 Prestress tendons in girder.................................................................................. 48

Figure 4-3 Post tensioning cable profile in girder................................................................ 48