MIDAS UK Expert Engineer Webinar Series

Case study of Integral Bridge

structure
-Forder Valley Viaduct Bridge

Mahesh Sankaran,
Senior Bridge Engineer
AECOM UK
CONTENTS
1. Who We Are
2. Integral Bridges – An Overview
3. Forder Valley Viaduct Bridge - Case Study
i. Case Study Brief
ii.Shrinkage and Creep
iii.MIDAS Civil construction stage analysis
iv.Thermal action and its application in MIDAS Civil
v.Earth pressure application in MIDAS Civil
vi.Global Static Analysis and Results discussion at
Construction stage and Post-construction stage
4. Conclusion
Section 1 -
Who We Are

AECOM
American multinational engineering firm provides design, consulting,
construction and management services to a wide range of clients.

Presenter
Please search for “Mahesh Sankaran” in LinkedIn to get my professional
introduction

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1.1 AECOM Credentials

FAST FACTS  Approximately $20.2 billion of revenue during fiscal year 2018
 Ranked #1 in Transportation and General Building in
Engineering News – Record’s 2018 “Top 500 Design Firms”
 Named one of Fortune magazine’s “World’s Most Admired
Companies” for the fifth consecutive year

CORE VALUES  Safeguard, Collaborate, Inspire, Anticipate, Deliver and

Dream

COMMITMENT  Safety, Corporate Responsibility and Sustainability

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1.2 AECOM Projects

Source: AECOM Intranet

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1.3 AECOM Bridge Projects

ICONIC PROJECTS

THE PEACE BRIDGE RION-ANTIRION BRIDGE TAIWAN HIGH SPEED

NORTHERN IRELAND GREECE RAIL, TAIWAN

PONT-Y-WERIN KAP SHUI MUN BRIDGE IZMIT BAY BRIDGE

FOOTBRIDGE CARDIFF HONGKONG TURKEY

Source: AECOM Intranet

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Section 2 –
Integral bridges – An overview

2.1 What is an integral bridge?

2.2 Why integral construction?
2.3 Integral bridge types of construction
2.4 Earth Pressure distribution

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2.1 What is an Integral bridge?

 An integral bridge contains no expansion joints to accommodate enlargement due to temperature

variations
 Spans monolithically from abutment to abutment
 Movement due to thermal expansion and contraction or braking loads is accommodated by the
abutments and piers(if present).

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Structural arrangement of integral bridge and traditional bridge

Structural arrangement of integral and jointed deck bridge

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2.2 Why integral construction?

 Continuous structures have proved to be more durable than simply supported decks, primarily
because deck joints have allowed salty water to leak through to piers and abutments

 Serious inspection construction and maintenance problems associated with in-span

discontinuities. Therefore not provided unless agreed by Overseeing Organisation.

 BD 57/01 recommends the bridge structures to be designed as continuous over intermediate

supports

 BD57/01 also recommends bridges with lengths not exceeding 60m and skews not exceeding
30 degrees shall be designed as integral bridges, with abutments connected directly to the
bridge deck without movement joints for expansion or contraction of the deck.

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De-icing salts and its effects

Source: Google Images

Overpass collapse in Montreal, Canada

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2.3 Types of Integral bridge construction

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Types of Integral bridge construction

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2.4 Earth Pressure distribution and live load surcharge models

Topics
A. Strain ratcheting (K* and Soil springs)

B. Earth pressure distribution for a conventional abutment wall

C. Earth pressure distribution for integral abutment walls

 Option 1 - Full height frame abutment wall

 Option 2 – Flexible support abutments (End screen wall)

D. Earth pressure distribution for wing walls

E. Live load surcharge model for abutment walls

F. Live load surcharge comparison between BS5400 and PD6694

G. Live load surcharge model for wing walls

Eurocode 7 doesn’t explicitly mention about earth pressure distribution and live load surcharge model for
integral structures and hence reference is made to PD 6694:1-2011.

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 A) Enhanced Earth Pressures

Strain Ratcheting – Soil Structure Interaction at abutments

 Integral bridges are subjected to many thermal cycles, repeated backward and forward

movement of the abutment due to thermal expansion and contraction.

 Generates pressure when the bridge is expanding which are significantly higher than those

that would occur with a single thermal cycle, for e.g. simply supported decks.

 After many cycles, this pressure tends to a maximum value with a pressure coefficient of K*.

 K* is dependent on the total movement of the end of the deck from its maximum contraction

position to its maximum expansion position.

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A1) Soil Springs

 An alternative to applying the earth pressure loads is to

assign appropriate spring supports to the abutment
and/or piles to represent the soil properties.

 A number of studies have looked into ways to calculate

equivalent spring stiffness based on soil parameters.

 A method for calculation of the spring stiffness for

abutments and piles published by Barry Lehane (1999,
2000, 2006) has gained significant popularity due to
satisfactory performance in the prediction of the soil-
structure interaction.

 The procedure considers the nonlinear behaviour of soils

and accounts for long term ratcheting effects.

 In MIDAS Civil this method has been adopted for

automated definition of soil springs for abutments and
piles.

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B) Earth pressure distribution for a conventional abutment wall

Active Earth Pressure and Live load Surcharge diagram for deck jointed abutment wall

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C) Option 1- Earth pressure distribution for integral frame abutment wall

Reference:- Figure 5:- PD 6694-1:2011

Earth Pressure distributions for abutments which accommodate thermal expansion by rotation/or flexure

EP coefficient → Cl9.4.3 PD6694-1:2011

EP application

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C) Option 2 - Earth Pressure distribution for flexible support abutment

Earth Pressure distribution for End Screen abutment wall

Flexible support abutments

EP coefficient → Cl9.4.4 PD6694-1:2011

EP application

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D) Earth pressure distribution for integral bridge wing walls

Wing wall

Ka X K*
Abutment wall Ka X K*

Wing wall

Earth Pressure distribution for integral bridge wing walls

EP coefficient → Wing walls which provide lateral restraint to backfill that is subject to strain ratcheting are
themselves subjected to enhanced earth pressures.

→ These enhanced earth pressures need to be taken in to the design.

→ Pressure coefficient of Ka multiplied by K*, but not less than Ko.

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E) Live load surcharge model for abutments

PD 6694-1:2011

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E) Application of Live load surcharge model

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F) Comparison of surcharge between PD6694 and BS 5400

BS 5400-2:2006 → Cl.5.8.2.1says “In absence of more exact calculations the nominal load due to live load surcharge for
suitable material properly consolidated may be assumed to be:
a) for HA loading: 10kN/m2
b) for HB Loading:
45 units: 20kN/m2
30 units: 12kN/m2

PD6694 BS 5400

Line load (kN) UDL (kN/m2) UDL (kN/m2)

LM1/HA 109 6.6 10

LM3/HB 45 units 109 9.9 20

Comparison of live load surcharge model for abutments between PD6694 and BS 5400

→ assuming Kd as 0.33, R as 1 and Lf as 1

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G) Surcharge model for wing walls

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G) Surcharge model for wing walls

PD 6694:1:2011, Figure 3 Lateral and Vertical dispersion of finite line

loads for calculating horizontal surcharge pressure

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Section 3 – Forder Valley Viaduct Bridge
A Case Study

i) Case Study Brief

• Forder Valley viaduct bridge
• Project location
• Viaduct options
a)Choice of structure type and backfill materials
b)Choice of abutment for integral construction
• Structure details
• 3D visuals

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Forder Valley Viaduct bridge

 Design and Build Contract – AECOM detailed design consultants

Client - Balfour Beatty

 Forder Valley Link Road (FVLR) is a proposed one-kilometre road linking William Prance Road in

Derriford to the junction of Forder Valley Road and Novorossiysk Road.

 The new link will reduce delays between the A38 and Derriford by providing an additional route from

the east of the city to the north, avoiding the often heavily congested A38 at the Manadon junction and

the A386 Tavistock Road.

 It will also improve accessibility for vehicles, buses, cyclists and pedestrians to key destinations

such as Derriford Hospital, the University of St. Mark and St. John and the Plymouth Science Park.

 It is estimated that the total project will cost about £38.0m out of which the viaduct is to be

constructed at a cost of £8.0m.

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Project location – Forder valley road, Plymouth

Source: Google Maps

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VIADUCT OPTIONS

a) Choice of structure type and backfill materials

b) Choice of abutment for integral construction

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a) Choice of structure type and backfill material
Integral structure or semi integral → Integral – Large thermal movements(30mm on each end), design
complexities, not a traditional structure but durable.
→ Semi-Integral – Less design complexities at abutments, but maintenance
liability (replace bearings and risk of corrosion through deicing salts).
4 Span or 5 Span Analysis carried out for 4 and 5 spans. 4 spans found to be beneficial.

Backfill material → 6N/6P Backfill – traditional backfill material – High density, large earth
pressures on the abutment wall.
→ Lightweight Backfill – Low density material hence less earth pressure on
the abutment wall. Not very common in practice, need to obtain approval
from overseeing organisation for its usage.
→ Geofoam/Expanded Polystyrene blocks (EPS)– minimum or no pressure
on abutment walls, very expensive, no maintenance liability, durable and
environment friendly. Need to obtain approval from overseeing organisation.
Pile foundation or pad foundation → Pile foundation – Flexible system, accommodate thermal movements
and huge horizontal loads, but time consuming, expensive, h&s risks
Pad foundation – Rigid system, generate huge forces on substructure and
foundation, need wider base to accommodate large horizontal forces.
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EPS/Geofoam backfill to abutments

→Geofoam and Lightweight backfill material were not used in Forder valley viaduct

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b) Choice of abutment wall
Detailed analysis Option 1 →Full height abutment wall (Frame abutment) with 6N Backfill
a) 4 rows X 9 nos. of 1200 dia. Pile for both abutments
b) Pier 3 anticipated to be piled
c) Pier 1&2 pad foundation

Detailed analysis Option 2 →Sleeved column for abutments (Flexible system)

a) No earth pressures on abutment columns as they are sleeved with
manhole rings
b) 3 rows X 9 nos. of 900 dia. Pile for both abutments
c) All piers to be founded on pad foundation

Design was finalised with Option 2 as it was structurally sound and cost effective solution.

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Isometric View of detailed options

Option 1 – Full height abutment frame model

Option 2 –Flexible support structure with end screen abutment walls

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MIDAS Analysis for flexible/stiff structural system – An example

35.0m

5.0m

Reaction output for a stiff structural system EI/L3

35.0m

11.0m

Reaction output for a flexible structural system usually in the form of piles

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MIDAS Analysis for flexible/stiff structural system – An example

Bending moment output for a stiff structural system

EI/L3

Bending moment output for a flexible structural system

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Structure details - finalised Option 2

Integral bridge structure → 4 span (each 35.0m)

→ Total length 140.0m
→ 25.0m wide deck
→ 3 lanes + Cycleway + Shared footway/cycleway
→ 7 numbers W16 prestressed concrete beams
→ 7 numbers abutment circular columns
→ Twin square columns for intermediate supports
→ Piled foundation for abutment columns
→ Pad foundation for abutment piers

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Bridge plan view

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Bridge elevation view

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Bridge Cross section view

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Abutment elevation view

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Abutment longitudinal section & Plan view

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Pier section

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3D Visuals

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3D Visuals

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3D Visuals

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3 (ii) Shrinkage and Creep

• A brief introduction
• Shrinkage and Creep definition in MIDAS Civil
• Compressive strength definition in MIDAS Civil
• Time dependent material link

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Shrinkage & Creep– A brief

 Shrinkage and Creep are time –dependent properties of concrete

 Creep and Shrinkage of the concrete depend on the ambient humidity, the dimensions of the
element and the composition of concrete.
 Creep is also influenced by the maturity of the concrete when the load is first applied and
depends on the duration and magnitude of the loading.
 These effects are generally considered in to account for the verification of serviceability limit
states
 The effects of shrinkage and creep should be considered at ultimate limit states only where
their effects are significant, for example in the verification of ultimate limit states of stability
where second order effects are of importance.
 In building structures, temperature and shrinkage effects may be omitted in global analysis
provided joints are incorporated at every 30.0m to accommodate resulting deformations.

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Creep Coefficient and Shrinkage Strain for construction stage analysis
Creep Coefficient →Cl. 3.1.4 BS EN 1992-1-1 explains about Creep Coefficient
and Shrinkage strain
a) Annex B gives basic equations to determine creep coefficient at to days

Shrinkage Strain → Cl 3.1.4 (6) BS EN 1992-1-1

→ The total shrinkage strain is composed of two components,
autogenous and drying shrinkage strain.
a) Drying shrinkage strain develops slowly – function of the
migration of water through hardened concrete
b) Autogenous shrinkage strain develops during hardening of the
concreteThe total shrinkage strain is:

• Refer equation 3.11 to calculate auto

genous shrinkage strain
• Refer Annex B for equations to calcul
ate drying shrinkage strain

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MIDAS slide to show Time Dependent material C&S

Creep Coefficient
Shrinkage Strain

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Compressive strength at t days for construction stage analysis
Compressive strength →Cl. 3.1.2 (6) BS EN 1992-1-1 gives the basic equation to calculate
the compressive strength at t days

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MIDAS slide to show Compressive strength C&S

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MIDAS slide to show Time Dependent Material Link

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3 (iii) Construction Stage analysis

A glimpse of construction stages of Forder Valley Viaduct

 Construct foundation and substructure
 Erect span 1 beams to span 4 beams progressively
 Concrete deck pour except at pier regions and abutment ends
(simply supported condition)
 Deck pour stitch in concrete to make the structure fully integral
 Install surfacing
 Service condition – Open to traffic

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Construction stage analysis

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 3 (iv)Thermal action and its application
in MIDAS Civil

• Representation of actions
• Uniform temperature component
• Vertical temperature components with non-linear effects

• Thermal contraction will lead to minimum earth pressures. It is not

necessary to worry about a gap forming behind the abutment; the daily
thermal movements will ensure that this does not occur.

• Thermal expansion of the deck leads to the maximum earth pressures,

which will be a critical design condition for the abutment wall

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Representation of actions
 Daily and seasonal changes in shade air temperature, solar radiation etc. will result in
variations of the temperature distribution within individual elements of the structure.
 The magnitude of thermal effects will be dependent on local climatic conditions, together with
the orientation of structure, finishes and overall mass.
 The temperature distribution within an individual structural element may be split in to the
following four essential components, Figure 4.1 BS EN 1995-1-5-Thermal actions

 The strains and therefore any resulting stresses are dependent on the geometry and boundary
conditions of the element being considered and on the physical properties of the material used.

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Uniform temperature component-Cl.6.1.3 BS EN 1991-1-5:2003
 Minimum and Maximum air shade temperatures (Tmin and Tmax) for the site shall be derived
from isotherms – Figure NA.1&NA.2 NA to BS EN 1991-1-5:2003
 The air shade temperatures shall be adjusted for height above sea level. Refer A.1 (1) Note 2
BS EN 1991-1-5:2003
 The minimum and maximum uniform bridge temperature components Temin.and Temax shall
be determined using the type of bridge deck

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Uniform temperature component-Cl.6.1.3 BS EN 1991-1-5:2003
 NA 2.4 BS EN 1991-1-5:2003 says the values of Temin. and Temax. Shall be adjusted
for deck surfacing.

 The adjusted Temin. And Temax shall be considered as the final uniform temperature
components that shall be applied in to the model.

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MIDAS slide to show application of Uniform temperature
 Step 1

 Step 2

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MIDAS slide to show application of Uniform temperature
 Step 3  Step 4

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Vertical temperature components with non-linear effects
 The vertical temperature component with linear effect (Approach 1) is not suitable for Forder
Valley deck, as W beams are used. Not a standard rectangular section. The composite
section is non linear. Hence non-linear effect (Approach 2) is used.

 The effect of the vertical temperature differences shall be considered by including a non-
linear temperature difference component as per Figure 6.2c BS EN 1991-1-5:2003

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MIDAS slide to show application of non linear temperature

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3 (v) Earth Pressure distribution and its
application in MIDAS Civil

• Earth Pressure design to abutment walls

• Earth pressure application in MIDAS Civil to Frame abutments
• Earth pressure application in MIDAS Civil to Flexible abutments

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Earth Pressure design to abutment walls

Case 1:-Max.Thermal expansion + Case 2:-Max.Thermal contraction +

max. bridge loads min. bridge loads
Creep is relieving effect in this load case and h Creep +differential temperature
ence it may be omitted should be included

QUICK FACTS:
• Traffic surcharge loads need not be
applied in conjunction wit K* pressure
• Traffic surcharge loads shall be applied
to one abutment in conjunction with
active pressure when the structure is
designed for longitudinal loads such as
Case 3:-Max.Thermal expansion +
braking.
min. bridge loads
Creep +differential temperature
should be included

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MIDAS slide to show application of EP FRAME ABUTMENTS

0 kN/m2

387 kN/m2

111 kN/m2

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3 (vi) Global static analysis and results
discussion at construction stage and
Post construction stage

 Construction stage results discussion

 Post construction stage results discussion

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Construction stage results discussion

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 Section 4 - Conclusion
Utilisation of MIDAS Civil in Forder Valley Viaduct
• Flexible support abutments Vs Frame abutment walls

• Complex structure
• Many number of elements to model
• Different section properties – beam only & composite
• Lot of parameters to define (creep, shrinkage)
MIDAS Civil • Different load inputs – includes earth pressures, thermal actions
etc.
• Various construction stages
• Number of boundary conditions, beam end release, rigid links,
elastic links, spring supports, activation and deactivation
• Different moving load combinations
• Number of results to be extracted from the model and verified
• Sophisticated load combination

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Question and Answers

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Further questions – Please email to

Global technical support platform:

http://globalsupport.midasuser.com/helpdesk/

UK email:
[email protected]

Thank you