Increased of the capacity integral bridge with reinforced concrete beams for single

span
N. Retno Setiati

Citation: AIP Conference Proceedings 1903, 020004 (2017); doi: 10.1063/1.5011484

View online: https://doi.org/10.1063/1.5011484
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Published by the American Institute of Physics

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 Increased of the Capacity Integral Bridge with Reinforced Concrete
Beams for Single Span

N. Retno Setiati

Institute of Road Engineering, and Development Agency, The Ministry of Public Works and Public Housing,
Indonesia.

Corresponding author: retno.setiati@pusjatan.pu.go.id

Abstract. Sinapeul Bridge that was built in 2012 in Sumedang is a bridge type using a full integral system. The
prototype of integral bridge with reinforced concrete girder and single span 20 meters until this year had decreased
capacity. The bridge was conducted monitoring of strain that occurs in the abutment in 2014. Monitoring results show
that based on the data recorded, the maximum strain occurs at the abutment on the location of the integration of the girder
of 10.59 x 10-6 tensile stress of 0.25 MPa (smaller than 150 x 10-6) with 3 MPa tensile stress as limit the occurrence of
cracks in concrete. Sinapeul bridge abutment with integral system is still in the intact condition. Deflection of the bridge
at the time of load test is 1.31 mm. But this time the bridge has decreased exceeded permission deflection (deflection
occurred by 40 mm). Besides that, the slab also suffered destruction. One cause of the destruction of the bridge slab is
the load factor. It is necessary for required effort to increase the capacity of the integral bridge with retrofitting.
Retrofitting method also aims to restore the capacity of the bridge structure due to deterioration. Retrofitting can be done
by shortening of the span or using Fibre Reinforced Polymer (FRC). Based on the results obtained by analysis of that
method of retrofitting with Fibre Reinforced Polymer (FRC) is more simple and effective. Retrofitting with FRP can
increase the capacity of the shear and bending moment becomes 41% of the existing bridge. Retrofitting with FRP
method does not change the integral system on the bridge Sinapeul become conventional bridges.

INTRODUCTION
Integral bridge is a bridge made with a monolithic structure system, in which the upper and sub structures of the
bridge are made as a whole. In integral bridges there is no expansion joint and bearing (Arsoy, 1999). The advantage
of integral bridges is that they can reduce maintenance costs over the life of the bridge. Another thing is this bridge
can improve the comfort of the road users in there is no expansion joint on the approach road (oprit). The integral
bridge is different from the conventional bridge. On the conventional bridges, there is frequent damage around the
expansion joint and bearing. Improvements to the damage of the expansion joint and bearing caused the high cost of
maintenance of the bridge.
The integral bridge system is widely used in some countries such as England, USA, Japan, Korea, India, and
some other countries. This bridge system is greatly influenced by the difference in temperature and movement in the
horizontal direction or the longitudinal direction of the bridge.
In conventional bridges, horizontal direction movements of strain or displacement are accommodated by
placement. The modeling of the conventional bridge placement system in structural analysis is modeled as the
placement of the joints and rollers. While on an integral bridge, the structure system is modeled as a portal with the
placement of flops (BA 42/96). Horizontal direction movement for this integral bridge is accommodated by the
foundation. So in planning, the foundation that is designed must be flexible or easy to move (Braja, 1990).
Institute of Road Engineering (IRE) in 2012 made a full-scale experimental prototype integral bridge using
reinforced concrete girder with a span length of 20 meters (Setiati, NR, 2012).
The design of bridge load refers to RSNI T-02-2005. As for the design of concrete structure refers to RSNI T-12-
2004. The integral bridge scheme can see in Fig. 1.

Proceedings of the 3rd International Conference on Construction and Building Engineering (ICONBUILD) 2017
AIP Conf. Proc. 1903, 020004-1–020004-9; https://doi.org/10.1063/1.5011484
Published by AIP Publishing. 978-0-7354-1591-1/$30.00

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 FIGURE 1.Integral bridge scheme (Setiati, NR, 2012)

Fig. 1 shows the prototype design of an integral bridge made with a span length of 20 meters. The upper
structure of the building uses a reinforced concrete girder of 29 MPa (K-350). The relationship between beams and
abutment is made monolith (Setiati, NR, 2012). The prototype of this bridge was built to replace the old bridge. The
bridge construction is done in Sumedang, West Java and located in the provincial road. Monitoring conducted in
2014 and 2017. From the monitoring results, the condition of integral bridges at this time has decreased capacity.
The causing factors of decline in integral bridge capacity can be caused by several things such as overload.
Improvement and reinforcement of structures needs to be done so that the bridge will continue to function until the
service live.
Some research on fiber structure reinforcement system has been done. Among the research conducted by
Senobaan E (2016). In his research he stated that the increase in bridge shear capacity increased by 53.34% after
reinforced using FRP type GFRP SEH51A.Nguyen et al. (2003) in his study stated that the addition of carbon fiber
reinforced polymer plate (CRFP) showed an increase in ultimit capacity of the beam up to 132% with a form of
failure that depends on the length of CRFP plates. Lorenzis et al. (2000) in his research used the Near Surface
Mounted Fiber Reinforced Polymer (NSM FitP) rod as a reinforcement of bending capacity and reinforced concrete
beam slabs. The reinforced beam at the bending section shows a capacity increase of 25.7% to 44.3% when
compared to the control beam.Arjanto (2002) in his research stated that the improvement with FRP does not
significantly affect the dynamic properties of structural components, such as damping and natural frequency so that
when applied later it will not change the dynamic properties of the structure as a whole.
This study aims to determine the magnitude of the decline in the capacity of the integral bridge and determine
the method of retrofitting done for the bridge. With the expected strengthening of integral bridge capacity increases
can become larger than existing bridges.

METHODOLOGY
Based on the survey results in the field, the prototype integral bridge that has been operating for 5 years
experienced a shear crack at the end of the girder adjacent to the abutment. Deflection occurs in the middle of the

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span, but no cracks occur in the middle of the span. The occurrence of cracked shear and deflection can result in
decreased capacity of the bridge. To anticipate the occurrence of the decrease in capacity, the reinforcement is done
on the integral bridge that is by using FRP.
To know the amount of deflection measured on the integral bridge can be used deflektometer, while the bridge
frequency can be known by using vibration tool. The structural calculation analysis is done by using SAP (Structure
Analysis Programe). In the analysis, the calculation of the initial conditions of the integral bridge before it is
operated.The results of the initial analysis were then compared with the analysis of the bridge structure for the
current conditions. The value of bridge capacity reduction is used as a reference to determine the amount of
reinforcement to be performed. The bridge retrofitting method is carried out using FRP (Fiber Reinforced Polymer).
Stages performed in this method are:

x Conduct an integral bridge structure review of the results of planning, implementation and calculation,
verified by field inspection and some non-destructive testing. This is done to determine the existing loading
and material characteristics used;
x Conducting structural analysis by determining the type and size of capacity shortages that need to be
strengthened, by comparing the initial capacity with the required capacity now;
x Determine appropriate methods and materials of reinforcement taking into account the construction,
disruption during execution, durability, beauty and cost factors.

FRP material used is Aramid FRP. FRP planning standards refer to ACI 440.2R-08 (Guide for Design and
Construction of Externally Bonded FRP Systems for Strengthening Concrete Structures). Method of reinforcement
of bridge using FRP is as follows:

x Surface preparation. The surface of the concrete to be reinforced, shall be a solid and solid surface, no
porous or other weak parts, and shall be clean of dust and other impurities. It aims to make good bond so
that the material of reinforcement with old concrete becomes united ;
x Comparison of mixture. To produce the quality of the bonding material used in the reinforcement as
recommended by the manufacturer, the mixed ratio of the material must be followed appropriately ;
x Pot life, is the time required from stirring until the material is installed. When the time has exceeded the life
pot, the mixed material should not be used. After implementation, quality control is also required, with the
aim of looking at the attachment between the epoxy adhesive used to embed the FRP with concrete.
Performed with Tapping test - Pull-Off Test - ICRI Technical Guideline 03739.

RESULT AND DISCUSSION

The prototype integral bridge of reinforced concrete girder type with a span length of 20 meters was built in
2012. The technical data of the integral bridge is as follows:

Name of bridge : Sinapeul B

Type of bridge : Integral with concrete girder
Number os span : 1 Span
Total length : 21 meters
Configuration of spans : 20 meters
Road width : 6.6 meters
Sidewalk : 2 x 0.5 meters
Number of lines : 1 lane / 2 lajur
Type of track : River
Type of abutment : Wall
Type of foundation : Bore

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The cross-sectional shape of the integral bridge is shown in Fig. 2

FIGURE. 2. Cross section of integral bridge

Before the bridge is operated, a load test is conducted to determine the performance of the bridge. Based on the
load test (Setiati, N.R, 2014) obtained that:

x As a result of the symmetric configuration loading, the maximum deflection occurring in the middle of the
span is 1.31 mm with the load of 4 trucks. As a result of the asymmetric configuration loading, the
maximum deflection occurring in the middle of the span is 0.66 mm with 3 truckloads, the value is still
small when compared to the value of deflection requirements (L / 800) of 25 mm;
x From the dynamic strain measurements on the reinforcing steel, the Dynamic Load Allowance (DLA)
factor of 1.25 is smaller when compared to the dynamic load factor of the bridge loading of 1.4 ;
x Maximum horizontal movement of the bridge of 2.5 mm and the difference in comparison between the
movement between the abutment 1 direction Sumedang with light concrete and abutment 2 direction
Subang with ordinary rotation ground plot maximum of 4.83E-04 rad ;
x Based on the measurement data of the bridge load test, the configuration with the symmetrical load resulted
in greater strain and deflection than asymmetric configuration. The value of strain and deflection due to
truck load is smaller than that required in BMS or AASHTO so that the bridge structure still behaves elastic
where the condition of the structure returns as before (no residual structure response) ;
x Maximum rotation occurs at the top of the abutment, meaning that the movement of the bridge structure is
partially accommodated by the foundation structure that blends with the abutment. There is no significant
difference for displacement in the horizontal direction (the longitudinal direction of the bridge) between
light concrete embankment bridges with common landfill.

In 2017 monitoring is conducted to determine the capacity of integral bridges that have been built in 2012.
Monitoring results show that the frequency value of service life is 9.42 Hz and there is a decrease of 45 mm girder.
With a deflection reduction of 45mm it is necessary to strengthen the integral bridge to increase capacity so that the
bridge can function properly.The reinforcing material specifications of FRP used in strengthening integral bridges
are as follows:

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 x Tensile strength of AK-40 is 40 tf / m
x Quantity of fiber 280 g / m2
x Thickness of 0.193 mm
x Tensile strength 2100 N / mm2 (for design)
x Elastic Modulus 120000 N / mm2
x Maximum strain: 1.8%.

The reinforcing material used is aramid fiber having high elastic strength and modulus. Aramid fibers are used to
improve performance against earthquake effects, improvement of column structure, and increase shear strength and
deformation of the beam. The advantages of Aramid fibers are tensile strength and high elastic modulus, corrosion-
resistant, easy to handle and use. Retrofitting is done on the structure of the bridge girder to minimize the deflection
and anticipate the occurrence of shear fracture. Based on the results of the analysis that has been done previously
obtained the force in the integral bridge as follows. For initial conditions, the integral bridge structure is modeled as
a portal as shown in Fig. 3.

FIGURE 3. Modeling integral bridges in SAP program

Through the structural program, obtained the maximum forces generated vertical reaction 609.92 kN, horizontal
reactions 254.16kN, 1890.85 kNm moment of life and field moment 1904.71 kNm (Setiati, N.R, 2009). Based on
the bridge deflection measurement results obtained the maximum dynamic deflection of 0.49 mm and static
deflection of 0.39 mm. The deflection is still smaller than the permit deflection (L / 480 a 41.67 mm) (Setiati, N. R,
2013). In 2017, visual testing of integral bridges is performed. The bridge visualization results show that the slab
appears to be melt (measured manually in the middle of the 45 mm upstream and 50 mm downstream) span. The
deflection exceeds the deflection capacity of the permit. To increase the capacity of integral bridges reinforcement
needs to be done.

Strengthening of Integral Bridge

The integral bridge built in 2012 in Sumedang in West Java has a hair crack at the end of the girder. The fracture
pattern occurring in the trunks is shown in Fig. 4.

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 crack

FIGURE 4. Shear crack pattern

In addition to the crack that occurs at the end of the girder, the visual survey results show that there is a deflection in
the middle of the span as shown in Fig. 5.

45 mm

FIGURE 5. Deflection in the middle of the span

Based on measurement results in the deflection field that occurs in the middle span is greater than the permitted
deflection. To anticipate this, efforts should be made to increase the capacity of integral bridges. There are several
retrofitting methods performed such as shortening the bridge span, dimensioning cross-sectional dimensions,
prestressing externals, installing steel plates on greased railings, or retrofitting with FRP. In this study, a retrofitting
system was developed using FRP. This is because the retrofitting method does not change the integral system of the
bridge.
Some of the published FRP planning standards, one of which commonly used in Indonesia, refer to ACI 440.2R-
08 (Guide for Design and Construction of Externally Bonded FRP Systems for Strengthening Concrete Structures).

Limit restrictions
Existing structure must be able to bear the combination of loading as follows:
For general structure:

020004-6
 (I Rn)existing ≥ (1.1 SDL + 0.75 SLL)new (1)

Fire resistance:
This requirement is to see in general the need for an additional fire-proof.

(Rn)existing ≥ (SDL + SLL)new (2)

Environmental FRP Reduction Factor:

In the long term, the environment can cause the power of FRP to decrease. For bending strength in the middle of
the form the equations are as follows:

Strain the plan:

fc'
H fd 0,41 d 0,9H fu (3)
n.E f .t f
NSM :
H fu C E H fu (4)

Reduction factor for FRP \f = 0,85

For condition serviceability:

f s ,s d 0,80 f y (5)

f c ,s d 0,45 fc ' (6)

Based on the design results for the existing integral bridges the scaling scheme is obtained in the middle of the
span as shown in Fig. 6.

FIGURE 6. Cross section of the girder

The magnitude of the bending capacity of the cross section based on Fig. 6 is Mn = 1904.71 kNm. From the
amount of deflection that occurs (taken the most extreme price = 45 mm), obtained the magnitude of the moment
that occurs due to load M field = 2075.20 kNm, meaning that the work load exceeds the capacity of the existing
bridge. When the girder is amplified with FRP the moment of capacity increases by 2666.59 kNm. This capacity
value is greater than the moment that works due to the load. Increased bridge capacity of integral 40% larger than
existing bridge after reinforced FRP. Installation of FRP on concrete girder is shown in Fig. 7.

020004-7
 FRP

FIGURE 7. Girder with FRP reinforcement

Based on Fig.7 installation of FRP fibers is done on the underside of the girder. FRP in this case serves as an
external reinforcement. While the shear fracture that occurs at the end of the girder is not a structural crack.
However, it can be caused by a less than perfect concrete work. When compared with the results of research that has
been done, retrofitting using FRP fiber aramid type capacity increase is smaller than when using the type of GFRP
(ie 53.34%).

CONCLUSION
Strengthening integral bridges using FRP does not change the integral system into conventional bridges because
the structured model is maintained as a portal. The deflection that occurs in the middle span becomes smaller with
increasing stiffness fields that are contributed by FRP fibers. Increased bridge integral capacity increased 40% of
existing bridges after reinforced with FRP.

REFERENCES
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10. Laporan Perencanaan Teknik Tipikal Konstruksi Lantai Menerus pada Sistem Jembatan Balok di Atas Dua
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