Why do we want to build integral bridges?

What are the

characteristics of integral bridges?
 
The integral (integral (quote from The Concise Oxford Dictionary ):
“Of, or necessary to the completeness of a whole”) construction
method encompasses a direct, monolithic connection of individual
components of a bridge: Superstructure, piers/sub-constructions
and abutments.
 
One major incentive to build integral bridges is the ambition to
create slender and transparent bridge structures through judicious
design. If piers and abutments do not require bridge bearings, the
sub-constructions can be simplified and designed for a more filigree
appearance, since it is no longer necessary to provide storage and
floor space for the jacks. And it allows for a more slender design of
piers, because their accessibility does not have to be guaranteed.
Aside from more flexibility in the planning process, leaving out
bearings and joints has other advantages, in particular with regard
to building maintenance:
 
• sturdy and sustainable construction, due to the elimination of
technology susceptible to failure.
• Low maintenance, easy building inspection.
• Lower construction cost, due to savings on bearings and
employment of simpler building components (e.g. walls vs. hollow
piers).
 
There is a differentiation between the integral and the semi-integral
construction method.
Integral construction method: Design of the load bearing structure
as a whole; direct, “integral” connection between superstructure and
sub-constructions, and abutments respectively.
Semi-integral construction method: The bridge components are
structurally separated; abutments are for instance separated by
bearings and joints.

Characteristics of construction
Integral piers and pier walls
Integral bridges feature a force-fit, monolithic connection of the sub-
constructions, abutments and piers to the superstructure. Together
they form rigid frames without bearings and joints, which would
separate the components from each other. Modern materials, such
as high-strength concrete can be used to build filigree pier walls. On
account of eliminating the bearings it is not necessary to provide
access to them for the purpose of inspection, maintenance, and
replacement. Not having to provide accessibility and floor space for
the jacks significantly simplifies the construction of piers. The pier
(walls) can thus be pre-fabricated and then mounted. In addition to
this, the maintenance and up-keeping effort is much lower.
Therefore costs can be reduced.
 
Integral abutments
Integral abutments can be constructed in a simpler design, which
makes them less prone to damages. Leaving the joints out also
leads to a significant reduction of maintenance efforts. Because
there are no more joints to be crossed, this construction reduces
noise. It has thus proved to be of benefit also in urban areas.


© Gert Elsner
Integral bridge Auerbachstraße in Stuttgart, Germany


© Gert Elsner
Integral bridge Auerbachstraße in Stuttgart, Germany


© Gert Elsner
Integral bridge Auerbachstraße in Stuttgart, Germany
 Previous
 Next

Designing integral bridges

Integral bridges feature some special characteristics, which require
particular attention during their design.
The structural behaviour of an integral bridge is characterised by its
structural properties, which change over time (e.g. adaptation of
stiffness and form due to creep and shrinkage) in combination with
its interaction with external conditions, such as the subsoil.
Depending on the nature of the bridge, specific conditions and
parameters must be calculated by simulations.
 
Interaction of load bearing structure – subsoil
The behaviour of the bridge as an overall system is largely
dependent on its stiffness distribution. In most cases this also
includes the impact of the subsoil stiffness on foundation elements.
Elastic end-restraints in the subsoil must therefore be simulated.
And their impact on the system must be taken into account for the
entire cutting force evaluation and the dimensioning of components.
 
Construction states
Construction states that influence the temporal course of stress
conditions (e.g. creep and shrinkage) must be analysed in
calculations and combined with the scheduled impacts. This also
includes construction states resulting from manufacturing in
sections (e.g. bay-wise manufacturing of the superstructure).
Frequently, interim construction states must also be considered,
such as changeable bearing conditions and planned geometrical
changes in shape or position (e.g. moving or pulling the
superstructure).
 
Material impacts
The impact of changeable concrete characteristics must be
considered in the cutting force evaluation and the dimensioning of
components. On the one hand, temporarily changing characteristics
(creep and shrinkage of concrete) impact the construction. On the
other hand, changes due to independent reactions must also be
taken into account, such as the cracking of concrete (transition to
Phase II) and the associated loss of stiffness that generally results
in the redistribution of cutting forces.
 
Force flow
An essential feature of integral bridges is a clear, direct transfer of
forces, particularly of horizontal loads, such as braking forces on
railway bridges. Horizontal loads generally induce stiffness-
dependent reactions in the sub-constructions.
This also applies to direct impacts, such as brake forces. By means
of inclined slabs, or arch shafts these can directly be transferred
into the subsoil, effectively without deformation. However, indirect
impacts are also design relevant, such as constraints under
conditions of restrained deformation due to temperature effects for
example, or shortening as a consequence of creep and shrinkage.
 
The design and analysis of integral bridges is often a more
challenging task for the structural engineer; and it generally entails
higher planning efforts.
 
Thorough planning in terms of the structural analysis, as well as the
structural implementation, and the preparation of construction
details is therefore vital for a successful and on-time completion of
an integral bridge.
Integral Bridges – Types, Advantages and
Limitations
What is an Integral bridge?
Integral bridges are constructed without any joints between spans or between
span and abutments. The superstructure along with abutments acts as single
structural element.

Types of Integral Bridges

Integrals bridges are classified into four types based on abutments types as
follows:

1. Integral Bridge with Frame Abutments

2. Integral Bridge with Flexible Support Abutments

3. Integral Bridge with Bank Pad Abutments

4. Integral Bridge with Semi Integral End screen Abutments

Fig 1: Curved Integral Bridge

1. Integral Bridge with Frame Abutments

Integral bridge with frame abutments acts like portal frame where moments,
shear force and axial loads transfer directly to the supporting structure from
deck of bridge. The frame abutments retains the backfill behind it like
retaining walls.

Spread footing or embedded wall footing is preferred as foundation for the

frame abutments. When there is thermal expansion or contraction, the beams
of deck will react and produce horizontal displacement. To prevent the
displacement on foundation, the abutments must be built with some
flexibility. Even if there are intermediate supports portal type configuration
does not changes.

Fig 2: Integral Bridge with Framed Abutments

The reinforced concrete abutment is stiff in nature which is not suitable in this
case. Use of steel sheet piles is the best alternative for this type of abutments.
Soil pressure behind the abutments should also considered in the design.

2. Integral Bridge with Flexible Support

Abutments
In Flexible support abutments, Post holes are created around the piles up to
the depth of piles. The posthole should provide enough space for the pile to
move horizontally during thermal expansion or contraction. This will
eliminate the soil and foundation interaction.
The hole is made of precast concrete rings for larger piles, UPVC or polythene
piping for smaller piles. A duct is provided from the end screen wall to inspect
the durability of pile inside the post hole. The piles should also be checked
against buckling.

Fig 3: Flexible Support Abutments

The holes around piles should not be filled with anything and also the holes
should not have contact with end screen wall then only the movement of pile
inside the hole is possible. If the soil in front of the abutment if of vertical
facing then reinforcement should be provided for the earth.

3. Integral Bridge with Bank Pad Abutments

Integral bridge with bank pad abutments is another type in which stiff portal
frame type arrangement can be constructed. In this type, the end supports are
fully integral with the deck beams but these supports are not fixed in the
ground. They are allowed to slide and rotate.

These supports can slide during thermal expansions or contraction and they
also can rotate due to bending moment from the deck beams. This sliding and
rotation may affect the bearing capacity of soil, to avoid this bearing pressure
of soil at serviceability limit state are kept lower than the normal static values.
 Fig 4: Integral Bridge with Bank Pad Abutments

The bank pad abutment forms an end screen wall behind which backfill is
filled. The width of end screen wall is equal to width of pavement above it. The
soil and end screen wall interaction is considered only when the bank pad
abutments are built on pile foundations.

4. Integral Bridge with Semi-integral End

screen Abutments
In this case also end screen wall and deck beams are integral with each other
but end screen wall does not give support to the deck beams. Structure with
Bearings which can accommodate horizontal displacement is provided as
support to the deck beams. Since the support is separate the soil- substructure
interaction is negligible in this case.
 Fig 5: Integral Bridge with End Screen Abutments

Advantages of Integral Bridges

The advantages of integral bridges over normal bridges are as follows:

 When compared to conventional bridges, construction costs and

maintenance costs are much lower.

 Construction of integral bridges is simple and rapid.

 Lesser tolerance restriction due to elimination of bearings and

expansion joints.

 If integral bridge is constructing in place of existing old bridge, the

foundation of old bridge can be used as foundation for integral bridge.
Hence cost of project reduces.

 Elimination of water leakage on critical structural elements can be done

using drainage layer provided behind the integral abutments.

 The vehicle riding quality on integral bridge is more comfortable and

smooth since there are no expansion joints.
 Fig 6: Intermediate Supports of Integral Bridge

Limitations of Integral Bridges

Following are some limitations to be considered while designing integral
bridges.

 Integral bridges are not suitable in zones where there is chance of

expansion/contraction of more than 51mm during temperature
variations.

 They are not preferred when subsoil or embankments are of poor

strength.

 Geometry of the bridge and material used for the construction play key
role in case of integral bridges. They are responsible for the
displacement affects in the bridge.

 There is a chance of formation of plastic hinges in piles due to high

stresses of expansion and contractions results in reduction of axial load
capacity of piles. The foundation should be designed considering this
point.
  Integral abutments are suitable for the bridges up to the length of 40 m
for steel girder bridges and length up to 50 m for concrete girder
bridges.

Selected Projects