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ANALYSIS OF INTEGRAL ABUTMENT OF NON-SKEW BRIDGE

SUBJECTED UNDER LATERAL LOADING USING FINITE ELEMENT


SOFTWARE

By
RABIATUL ADAWIYAH BINTI SAHDAN

This report is submitted as a


partial requirement for the degree of
Bachelor of Engineering (Hons) Civil

DECLARATION BY THE CANDIDATE

I, RABIATUL ADAWIYAH BINTI SAHDAN, 2013889584 confirm that the work in this
report is my own work and the appropriate credit has been given where reference have been
made to the work of other researchers.

(---------------------------------------)
Student Name: RABIATUL ADAWIYAH BINTI SAHDAN
Student ID: 2013889584
Date: 25th November 2015

ACKNOWLEDGEMENT

Bismillahirrahmanirrahim, first of all, I am grateful to Almighty Allah S.W.T., who


give me all the strength and patience to complete my final year project. I am grateful because
there have been whom have guided and assisted me to succeed in this project. This final year
project is made possible through the help and support from everyone, especially supervisor,
lecturers, parents, family, friends, and in essence, all sentient beings.
First and foremost, I would like to express my sincere gratitude to my supervisor, Ir.
Muhd Salmizi bin Jaafar for his excellent guidance, his most support and encouragement to
me in order to complete this project
I would also like to thank to my group members that always willing to help and give
their great suggestion to my final year project, give some guidance to run the software and to
provide valuable advices. Without them, my research project would have not been possibly
done.
Finally, I sincerely thank to my parents and family, who provide the advice and
encourage me with their best wishes in order to complete my project. The product of this
final year project would not be possible without all of them

ABSTRACT

The Abutment Bridge consist of a thin slab on with two beam at both ends of the
bridge and piles as the structure that support the whole bridge. This bridge are
constructed without expansion joint, thats the reason this bridge are called Integral
Abutment Bridge. The advantage of using integral bridge are it can eliminate the
problem of leakage, also reduce the cost of maintenance and it can increase the life span
of bridge due to less corrosion. The objective of this study is to carry out an analysis of
the design of integral abutment of non-skew bridge due to lateral loading and to identify
the problem that will occur on the integral abutment non-skew bridge. In this study, the
project approach are using finite element software namely STAAD.Pro. Software
STAAD.Pro is one of the most widely used structural analysis and design software. It
supports several steel, concrete and timber design codes. This software was used to
design the Internal Abutment Bridge with the given load and material. The parameter
were assign to the model structure in order to achieve the result of the analysis.

TABLE OF CONTENTS

ACKNOWLEDGEMENT

ii

ABSTRACT

iii

TABLE OF CONTENT

iv

LIST OF FIGURES

vi

LIST OF TABLE

ix

CHAPTER 1: INTRODUCTION
1.1 Background of Study

1.2 Problem Statement

1.3 Objective

1.4 Scope of Work

1.5 Significant of Study

CHAPTER 2: LITERATURE REVIEW


2.1 Introduction

2.2 Integral Abutment Bridge

2.2.1 Characteristic Of Integral Abutment Bridge

2.3 Jointless Bridge

2.4 Type Of Integral Abutment Bridge

11

2.4.1 Fully Integral Abutment Bridges

11

2.4.2 Semi-Integral Abutment Bridge

12

2.5 Eurocode

12

2.6 Feasibility Of An Integral Abutment

13

2.7 Design Loading

16

2.8 Previous Case Study

17

CHAPTER 3: METHODOLOGY

3.1 Introduction

19

3.2 Staad.Pro Modeller

21

3.2.1 Advantages of STAAD.Pro

22

3.3 Finite Element Analysis

22

3.4 Details Data Input

23

3.5 Create New Model

25

3.5.1 Starting The Program

25

3.5.2 Create Structure

27

3.5.3 Define Structure Property

30

3.5.4 Assigning Supports

31

3.5.5 Assigning Load to The Structure

33

3.5.6 Performing Data Analysis

40

CHAPTER 4: RESULT AND ANALYSIS


4.1 Introduction

43

4.2 Result Of Analysis

43

4.2.1 Bending Moment

44

4.2.2 Shear Force

48

4.2.3 Stress of The Beam

52

4.3 Verification Of Staad Pro Software

55

4.4 Discussion

56

CHAPTER 5: CONCLUSION AND RECOMMENDATION


5.1 Conclusion

57

5.2 Recommendation

58

REFERENCES

59

LIST OF FIGURES

Descriptions

Page

Figure1.1

Simplified geometry of an integral abutment bridge

Figure 2.1

Basic Structure of the Integral Abutment Bridge

Figure 2.2

Integral Abutment Details

Figure 2.3

Comparison of Bridge Structural Characteristic

Figure 2.4

Example of Expansion Joint

10

Figure 2.5

Example of Fully Integral Abutment Bridge

11

Figure 2.6

Example of semi integral abutment bridge

12

Figure 3.1

Flow chart of methodology

20

Figure 3.2

The graphical user interface window of STAAD.Pro

25

Figure 3.3

New dialog box

26

Figure 3.4

The add beam option is selected

27

Figure 3.5

The geometry coordinate

28

Figure 3.6

Snape Node/Beam Column

28

Figure 3.7

Set Up the Coordinate

29

Figure 3.8

Beam are connected at every nodes

29

Figure 3.9

Model Structure of Integral Abutment Bridge

30

Figure 3.10

The Properties for Whole Structure Box

30

Figure 3.11

The dialog box of property

31

Figure 3.12

Assigning Properties to the Model

31

Figure 3.13

Assigning Support to the Structure

32

Figure 3.14

Fixed Support Is Chosen

32

Figure 3.15

Load & Definition Dialog Box

34

Figure 3.16

Add New: Load Cases Window

34

Figure 3.17

Adding selfweight load

35

Figure 3.18

Adding Dead load

35

Figure 3.19

Nodal Load Dialog Box for Load Case 2

36

Figure 3.20

Adding Live Load

36

Figure 3.21

Nodal Load Dialog Box for Load case 3

37

Figure 3.22

Combination Load Case 4 and 5

37

Figure 3.23

All Load Cases Added

38

Figure 3.24

Assigning Load Case 1

38

Figure 3.25

Assigning Load Case 2

39

Figure 3.26

Assigning Load Case 3, Combination Load Case 4 And 5

39

Figure 3.27

Analyse is click to run the data

40

Figure 3.28

Analysis and Design Window

40

Figure 3.29

Analysis of Member Forces

41

Figure 3.30

Analysis of Support Reaction

42

Figure 4.1

Summary of Maximum Bending Moment of beam 1 and 2

46

Figure 4.2

Summary of Maximum Bending Moment of beam 3 and 4

46

Figure 4.3

Summary of Maximum Bending Moment of beam 5

47

Figure 4.4

Summary of Maximum Shear Force of beam 1 and 2

50

Figure 4.5

Summary of Maximum Shear Force of beam 3 and 4

50

Figure 4.6

Summary of Maximum Shear Force of beam 5

51

Figure 4.7

Summary of Maximum Compressive and Tensile Stress of Whole


Beam

54

LIST OF TABLES

Descriptions

Page

Table 2.1

Comparison of Bridge Structural Characteristic

Table 2.2

Summary of Selected Criteria Used By European

13

Table 2.3

Previous Research

17

Table 4.1

The Maximum Bending Moment of Each Load Cases

44

Table 4.2

The Maximum Shear Force of Each Load Cases

48

Table 4.3

The Maximum Stress of Each Load Cases

52

Table 4.4

Value of bending moment and shear force of manual calculation


and software STAAD Pro

55

CHAPTER 1
INTRODUCTION

1.1 BACKGROUND OF STUDY

Bridge is a larger static structure that is built to carry roads and railroads over a rivers
or canyons to allow people and vehicles to across from one side to the other. The type of
bridge chosen must suit to the condition, environment and suitability of the situation. What
bridge will carry, what bridge will cross and the geological nature of earth beneath them,
these are the factor that need to be considered to construct the bridge. For a bridge to be
effective, it should dependably securely perform its capacity. In addition, the function of
bridge is not only to span some physical obstacle, but to distribute loads equally through a
whole structure by using tension and compression system. Expansion joints and bearings
have been used to construct the conventional bridge, to sustain the seasonal thermal
expansion and contraction of the bridge. As for conventional bridge, its required expansion
joints and bearing. Thus, the cost will be higher in terms of installation cost and material
because for the suspension joints the drainage water contaminated with chemicals leakage
can cause the deterioration of bridge, while for bearing, due to lack of lubricants it may grind
to a halt.

Integral Abutment Bridge also called Joint-less bridge dominate a unique number of
design details that make them valuable in many applications. There are many type of Integral
abutment bridges, it can be single-span or multi-span. Integral abutment bridges are
constructed having no expansion joints and bearing within the superstructure of the bridge, it
is constructed integrally with the abutments. These bridges contribute many advantage for the
construction industry, such as it will reduced the used of moveable joints and also reduced the
expensive maintenance or replacement cost for the construction of bridge. Furthermore, the
overall design of the integral abutment bridge is much simpler than other non-integral bridge.
It is also provide additional redundancy to the structure thereby improve its structural
performance.
Figure1.1 Simplified geometry of an integral abutment bridge. (Arsoy. S, et al, 1999)
As an engineer we need to be confident that the bridge will endure a maximum
loading condition and think about the worst case scenario that might happen to the bridge.
One of the worst case scenario that can happen is the failure of the bridge due to excessive
load on the bridge. To evade it from happened, we need to consider the subjected live load

and dead load on the bridge. For example, maximum live loads on bridges caused by the
heavy live loads apply on bridges during construction or load from the moving vehicle on the
bridge. Dead load is a consistent load in a structure that is because of the selfweight of the
individuals, the upheld structure, and permanent attachment. For example the dead load of the
bridge are all the loads from superstructure such as the deck, railings and bracing. Live load
is a temporary structure or weight of everything superimposed such as heavy load vehicle and
machinery. The purpose of our study is to estimate and calculate whether the integral
abutment bridge can withstand the live load and dead load that are subjected on the bridge.
1.2 PROBLEM STATEMENT

Integral Abutment Bridge is well known as very economical structure and the
advantages of the integral abutment bridge, these bridge have been used for a decade. One of
the most important aspects of design, which can affect structure life and maintenance costs, is
the reduction or elimination of roadway expansion joints and associated expansion
bearings. Joints and bearings are expensive to buy, install, maintain and repair and more
costly to replace. The most frequently encountered corrosion problem involves leaking
expansion joints and seals that permit salt-laden run-off water from the roadway surface to
attack the girder ends, bearings and supporting reinforced concrete substructures.
Nowadays, the problem that we always face on these bridge structure is the accident or
crack that usually happen on the bridge due to the excessive lateral loading that
subjected to the bridge, this situation may occur because of the support of bridge is not
functioning well and also the bridge cannot cater the load anymore.

1.3 OBJECTIVE

The general objective of this study as follow:


1. To carry out analysis of the design of integral abutment of non-skew bridge due to
lateral loading.
2. To determine the suitable load parameter to design Integral Abutment Bridge.

1.4 SCOPE OF WORK

The scope of work this study is to analysis the integral abutment of non-skew bridge
due to lateral loading by using finite element software. The finite element software that been
used through this study is STAAD PRO. Software STAAD PRO is widely used by structural
engineer to analyse and design any type of structure. By using STAAD PRO, the bridge has
been design and the load is added on the bridge to calculate and analyse the strength of
bridge.
It is to determine how many load that the integral abutment bridge can withstand.

1.5 SIGNIFICANT OF STUDY

By carry out this study, we can determine the strength of integral abutment bridge, it
is to enhance the structure of the integral abutment bridge for future development.
Furthermore, the safety of bridges user can be guaranteed because safety is a very important
factor that need to be considered in any transportation system.

CHAPTER 2
LITERATURE REVIEW
2.1 INTRODUCTION

Article, published journal papers, research report were collected through the resources
of several journals that have been read. For primary source in getting the purpose of this
study the articles, papers and research reports has been used. The secondary source of this
report is the designation from finite element analysis of integral abutment of non-skew
bridge.
2.2 INTEGRAL ABUTMENT BRIDGE
Integral Abutment Bridge are design without any used of suspension joints and
bearing in the bridge deck. The bridge are design to sustain the thermal and braking load with
their stiffness and flexibilities that extend throughout structure. They can be divided into two
type, which are single span or multiple span bridges. Their superstructure and substructure
are integrally cast. The most important thing that we need to consider in designing bridge are

cost, so the way to reduce the cost are by reduced the usage of expansion joints and bearing
in bridge construction. When construct integral bridge, its cut down procedure of
construction, better seismic performance and has aesthetic value. The main advantage of this
structure are cost less, it is because the cost required to construct and maintain are less than
the cost to construct and maintain conventional bridge.

Figure 2.1: Basic Structure of the Integral Abutment Bridge (Barker, R., et al.,1991)

Figure 2.2: Integral Abutment Details (Barker, R., et al.,1991)

2.2.1 Characteristic of integral abutment bridge


Integral abutment offer additional efficiencies in design the overall structure. These
are the important characteristic of integral abutment bridge(Mistry 2005)
i.

Simple design - it is for purpose of design and analysis that only consider a
continuous frame with a single and more of horizontal and vertical members. Where
single row of piled are attached to the superstructure that support the abutment and
piers of bridge.

ii.

Jointless construction - integral abutment are chosen because the bridge not required
expansion joint in the construction of bridge and it contribute many advantage.

iii.

Pressure resistant The jointless construction of integral bridges distributes


longitudinal pavement pressure higher than the approach pavement cross-section over
a total superstructure area.

iv.

Fast construction the construction required only one row of vertical piles and the
back wall can be cast concurrently, so the few parts are needed. The expansion joints
and bearings are not required, the delays and cost related to expansion joints and
bearing can be eliminate.

v.

Ease in constructing embankments require only the use of hand operated


compaction equipment.

vi.

Vertical piles construct only a single row of vertical piles at abutment.

vii.

In simple form they usually require only simple rectangular shape of pier and
abutment pile caps.

viii.

Removal of existing elements can be reduced without removal of existing


structure, the integral abutment can be construct around the existing foundation.

ix.

Simple beam seats in integral abutment bridge construction the preparation of load
surface for beam seat can be eliminated or simplified

x.

Greater end span ratio ranges the weight of integral abutment bridges can act as a
counter weight, so the bridge are more resistant to uplift. Without providing for
expensive hold down to expansion bearings, a smaller end span ratio can be used.

Table 2.1: Comparison of Bridge Structural Characteristic

Figure 2.3: Comparison of Bridge Structural Characteristic (Hideaki, N, et al, 2006)

2.3 JOINTLESS BRIDGE

Expansion joints and bearings are subjected to cater the continual wear and massive
impact from repeated live load and also to withstand the movement from expansion and
contraction that caused by the changes of temperature or shrinkage and creep or the
movement impact for long term such as the pressure and settlement of soil. Unfortunately, the
problem that involve in expansion joints is corrosion, it is because of the leaking of expansion
joint and seal that let water from road surface into expansion affect the girder, bearings and
substructure of reinforced concrete supporting. This is why the expansion joint are very
costly, because it is involve the maintenance of leaking joints.
The term "movement joint" has been widely adopted in preference to "expansion
joint" as it more appropriately encompasses the fact that building movement results in both
compression and expansion of the material installed. For example, when a structure heats up,
the building materials from which it is built expand. This causes the "expansion joint" to
close down, thereby compressing the expansion joint system installed in the gap. Conversely,

when the temperature drops, the materials cool causing the joint gap to open. This requires
the expansion joint material to expand and follow the joint movement

Figure 2.4: Example of Expansion Joint

Bearing also very expensive to install and the maintenance are very costly. Over time,
due to loss of lubrication or buildup of corrosion the steel bearings tip over and seize up.
Elastomeric bearings can rupture and split because of unanticipated movement or ratchet out
of position (Mistry,2005)
The thermal movement induced in bridge superstructures by temperature changes,
creep and shrinkage when deck joint are not provided, so it must be accommodated by other
means. Generally, for movement at the end of the bridge, provision are made by one or two
method, which is integral and semi-integral abutments. It is built along with a joint in the
pavement or at the end of reinforced concrete slab.
Jointless bridge can be classified into four group (Arsoy, Barker et al, 1999):
i.

Abutments bridges

ii.

Flexible arch bridge

iii.

Integral bridges

iv.

Slip joint bridge

2.4 TYPE OF INTEGRAL ABUTMENT BRIDGE

Integral Abutment Bridge are the structures that are form from superstructure and
substructure, where this structure are move together to assist the required translation and
rotation. These are the type of integral abutment bridge(White, 2007):

2.4.1 Fully Integral Abutment Bridges


Fully Integral Abutment Bridges (FIAB) is defined as a structure where the
superstructure (bridge beams and deck) is directly connected to the substructure (abutments).
During thermal expansion and contraction, the superstructure and substructure move together
into and away from the backfill. There are no bearings or expansion joints

Figure 2.5: Example of Fully Integral Abutment Bridge (Hambly.E, 1992)

2.4.2 Semi-Integral Abutment Bridge


A Semi-Integral Abutment Bridge (SIAB) is defined as a structure where only the
backwall portion of the substructure is directly connected with the superstructure. The beams
rest on bearings which rest on a stationary abutment stem. The superstructure, backwall, and
approach slab move together into and away from the backfill during thermal expansion and
contraction. There are no expansion joints.

Figure 2.6: Example of semi integral abutment bridge (Hambly. E, 1992)

2.5 EUROCODE

In Europe, the integral abutments are relatively new concept, so the code are keep
changing to keep the new information. Their experience with integral abutment bridge are
less but it was gained positively and his claimed, that the old the bridge codes are being cut
out and replaced it with the Eurocode in 2011 (White 2007). The European survey have been
conducted on 2007 at a certain country in Europe based on a few criteria which are stated in
the table below (Table 2.4). A unified Eurocode of bridge design may be adopted as soon as

2008. In our country, British Standard have been widely used in designing the building, but it
slowly changing to the Eurocode.
Table 2.2: Summary of Selected Criteria Used By European, 2007

2.6 FEASIBILITY OF AN INTEGRAL ABUTMENT

Integral abutment bridge are very well known on the economic and functional
advantage due to the elimination of expansion joint and bearings, that are generally recognize
by the bridge engineer. It is very necessary to determine the feasibility of the integral
abutment bridge at early planning stage because not every site are suitable for this type of
bridge (Hambly,1992).

The feasibility of an integral abutment arrangement is influence by following factors:


i.

Length of structure
For design as an integral abutment bridge the length of structure should be considered.
For the present, the length for overall structure should not more than 150 m. An
adequate measure must be taken to account for movement and its effect, if the length
of integral abutment design is between 100m to 150m. Movement requirement should
be considered due to types of joints, joint seal, bearings, backfill and approach slab
details and construction temperature. Expansion joint should be construct at the end of
approach slab if the length of the integral abutment bridge is less than 100m. The
limitation placed on the total length of the structure is mainly function of local soil
properties, seasonal temperature variations, resistance of abutment foundation to
longitudinal movement and the type of superstructure are being considered.

ii.

Type of structure
Type of superstructure that are used with integral abutment included:
a. Steel girder with concrete deck
b. CPCI girders with concrete deck
c. Pre-stressed box girders with concrete deck

iii.

Geometry of structure
In deciding the feasibility of integral abutment design, geometry of the structure
should be considered. The skew effect must be taken to account if the skews is greater
than 20 but less than 35 to carry out precise analysis. To carry out the analysis for
skew, there are several effect that need to be considered such as torsion, unequal load
distribution, lateral translation, pile deflection in both longitudinal and transverse
direction and the length of the abutment that are exposed to soil pressure.

iv.

Abutment height and wing walls

For the height of abutment and the length of wingwall, it is recommended that it is
limited to 6m to 7m respectively. To reduce the soil pressure, the abutment must be
kept as short as possible. It is recommended that the abutment should be in equal
height. If the height of abutment is different, it can caused the unbalance lateral load
that resulting in sideways and it should be considered in the design. In order to
determine a sideways value such as the corresponding earth pressure on the short leg
plus the base shear of the frame would balance the earth pressure on the high leg, the
design process requires an iterative process. The wingwalls should be parallel to the
roadway and the size should be minimize to allow the substructure to be moved with
minimum resistance.
v.

Multi-span structure
The span and the articulation at the support of multi-span structure should be selected
so that the equal movement would occur at the end of the structure. The deck
diaphragms may either be made fixed in the lateral direction, integral with the piers or
move laterally. If deck diaphragm made with integral, the piers should be flexible and
supported on the flexible foundation.

vi.

Sub-soil condition
Sub-soil condition need to be considered because it is very important in the integral
abutment design. The prime criteria is the need to support the abutments on relatively
flexible piles. It is not considered suitable for integral abutment bridge when the load
bearing strata near the surface or the used of short pile which is less than 5m in length.
For dense and stiff soil, to reduced resistance to lateral movement the pre-augered
holes filled with loose should be provided. The use of integral abutment arrangement
should be avoided, when the soil is susceptible to slip failure, sloughing or boiling.

2.7 DESIGN LOADING

Integral bridges are subjected to the dead and live load (primary), applying load of the
structural members should be varied depending on the construction steps such as the timing
of integrated superstructure to substructure. Moreover, it is very important to consider
secondary load that affect the bridge. There are several secondary load that need to be
measured to design the integral abutment bridge such as (Burke Jr,1993):
i.

Shrinkage and creep


Effect of shrinkage is on the positive moment of single spans and on the continuity
connection at the continuous span of abutment. As for creep effect, it is larger than
shrinkage effect of continuous single span bridge (Chen,1997).This effect can be
calculated by using the (Freyermuth ,1969)method.

ii.

Temperature gradient
temperature gradient generate secondary bending moments through the depth of the
bridge beam due to the fact that the centroid of temperature distribution curve are not
coincide with the centroid of the cross-section of the beam of bridge(Emerson ,1977).

iii.

Differential settlement
Differential settlement give effect to the secondary bending moment (Barker, Duncan
et al,1991) and simple procedures to estimate differential settlements are provided by
(AASHTO,1996)
Design should be consider the section force in case of load combination that includes

earth pressure. For several case scenario, there are two parameter that need to be considered.
That are, application of the total earth pressure and half of the pressure. Lateral pressure
should be take into account in load combination due to overburden load and it should be
considered that lateral pressure is applied to the structure for three scenarios, such that one
side, both sides and not at all.

2.8 PREVIOUS CASE STUDY


Table 2.3: Previous Research
Name of

Years Titles

Findings

researcher
Robert E.

2007

Evaluate the performanceThe application of pre-

Abendroth

An Integral

Remarks

Abutment Bridge of selected PC piles andstressed and precast piles


with Precast

establish the displacementconcrete for the integral

Concrete Piles.

versus

temperatureabutment bridge

behavior of the abutments

Sami

1999

Arsoy

The behavior of Determine the interaction Use finite element method to


integral abutment between integral abutment estimate approach slab
bridges

approach fills, foundation performance


piles, and foundation soils

Paul J. Barr 2013

Behavior and

Provide conclusions and

survey was conducted and a

analysis of an

recommendations useful parametric study was

integral abutment in the future application of performed using a series of


bridge

integral abutment bridges finite element models

Rodolfo F. 2004

Integral

To obtain a snapshot aboutsurvey about the number of

Maruri

Abutments and

the

usage

of

integralintegral abutments designed,

Jointless Bridges abutments and Jointlessbuilt and in service, the


bridges from the states,criteria used for design and
their design criteria

construction, and problems

and other issues

experienced

with

abutment bridges

CHAPTER 3
METHODOLOGY

integral

3.1 INTRODUCTION

The purpose of designing the bridge is to analyse the load that are subjected on the
bridge. The load that involve in designing this bridge are selfweight load, dead load, super
imposed load and combination load (selfweight load, dead load and super imposed load). The
finite element software used to analyse the bridge is STAAD.PRO. The structural analysis
should be used as the model to stimulate statically indeterminate structure and the bridge
structure are modelled as 2D frame model where the bridge is straight.
In this chapter, there are a few step that need to follow in order to obtain the result.
The first step are identifying the problem. The second step is collecting the data and
preparing the data. Third, the step is to generate the simulation model which mean to model
the integral abutment bridge and assign the loading on the bridge model in the software and
last but not least is to execute data analysis by run the software. In order to get the better
understanding for the whole process, the methodology of the study is presented in the form of
flow chart below:

Start

Identify the problem

Data collection

Insert data

Develop model using


STAAD.PRO

Model verification

Analyse the model

Obtain result

Discussion

Draw conclusion

Complete

Figure 3.1: Flow chart of methodology


3.2 STAAD.Pro Modeller

This study used the model with be tested and analysed by using STAAD. This software
have function to analyse the structural and design program primarily in building industry
such as bridges, highway structures, dam, culverts, retaining walls, commercial buildings,
industrial structures and so on. The program thus has the following facilities to enable this
task.
i.

Graphical model generation utilities, using mathematical command to create model.


For example, line is used to represent the member of beam and column. Quadrilateral
and triangular shape will present slabs, walls, and panel entity. These utilities allow
user to assign properties, assign materials like steel, specify supports, concrete, orient
cross sections as desired, timber, aluminium, generate loads, apply loads explicitly,

ii.

and design parameters etc.


Analysis engines that perform linear elastic and finite element analysis, delta analysis,

iii.

dynamic response and frequency extraction, etc.


Design engines for code inspection and optimization of aluminium, steel and timber
members. Reinforcement calculation for concrete beams, slabs, columns and shear

iv.

walls. Design of moment and shear connections for steel members.


Result viewing, result verification and report generation tools for examining shear
force and bending moment diagrams, displacement diagrams, solid stress contours

v.

and beam, plate, etc.


Peripheral tools for actions like export and import of data from and to other generally
accepted formats, associates with other popular software for such as prestressed and
reinforced concrete slab design, steel connection design, footing design, etc.

3.2.1 Advantages of STAAD.Pro

i.

The only structural engineering software system that offers finite element analysis
and design plus stand-alone or integrated design modules all in one low cost, easy-to-

ii.

use package.
Finite element analysis and design solutions that can tackle most structural analysis

iii.

problems.
Includes sophisticated design modules that can be run as integrated with the finite
element model or in stand-alone design mode for structural elements such as retaining

iv.

walls or isolated shear walls.


Not just a single application. RAM Element V8i is part of a comprehensive portfolio
of structural engineering modelling, analysis, design and drafting software from

v.
vi.

Bentley.
Easy to learn, easy to use
Large dedicated development and support team insures you receive timely upgrades
and unmatched technical support.
Model quickly and accurately
User customizable features enable to design quickly, per office standards

vii.
viii.

3.3 FINITE ELEMENT ANALYSIS

Finite element analysis (FEA) is a computerized method for predicting how a product
reacts to real-world forces, vibration, heat, fluid flow, and other physical effects. Finite
element analysis shows whether a product will break, wear out, or work the way it was
designed. It is called analysis, but in the product development process, it is used to predict
what is going to happen when the product is used.
3.4 DETAILS DATA INPUT
1. Dimension of Model Structure
The dimension of the Integral Abutment Bridge for the model structure as shown below:

length of span : 34.5 m

2. Loading
i.
Load case 1 = selfweight factor = -1kN
ii.
Load case 2 = superimposed load (dead load) = -6.67 kN
iii.
Load case 3 = HA load (live load)
HA loading-The loading governed by the Road Vehicles (Authorised Weight)
Regulations 1998, referred to as the AW Vehicles and cover vehicles up to 44
tonne gross vehicle weight. Loads from these AW vehicles has been enhanced to
cover impact load (caused when wheels 'bounce' i.e. when striking potholes or
uneven expansion joints), overloading and lateral bunching (more than one
vehicle occupying the width of a lane).

= refer to BS5400: Part 2, cl 6.10.1 (Nominal load for type HA)


= 8 kN/m x 34.5m + 250 kN = 526 kN
iv.

combination load case ( BS 5400: Part 2)


a) ULS : Ultimate limit state
b) SLS : Serviceability limit state

3.5 CREATE NEW MODEL

3.5.1 Starting the Program


Open the STAAD.Pro software shortcut from the desktop and the window show the
graphical user interface of STAAD.Pro as shown in figure 3.2. Create a new project by click
at New Project and tick at the STAAD beava (Bridge Codes) box in the licence
configuration dialog box. Then, the new dialog box appear as shown in figure 3.3, there are 4
types of structure available in this software to design a model, which are space, plane, floor
and truss. For this study, space type have been chosen. Space structure is a three-dimensional
framed structure with load applied in any place and it is the most general. Check at the
space box and create the new file name in the file name box. For the length units meter
has been chosen and for the force unit in the Kilo Newton. Then, click the next button.

Figure 3.2: The graphical user interface window of STAAD.Pro

Figure 3.3: New dialog box

In figure 3.4, there are 6 option which are Add Beam, Add Solid, Open Structure
Wizard, Open STAAD Editor and Edit Job Information. Add Beam has been chosen to
generate this model. By hovering the cursor at the option, the description of each option
appear at the description box. As for add beam option the description is about creating new
joints and beams using the construction grid, drawing tools and spreadsheets. After that, click
finish.

Figure 3.4: The add beam option is selected

3.5.2 Create Structure

After done with the first step, which is starting the model next step is creating
structure by using geometry coordinate shown in figure 3.5. The small box at the bottom left
shows the direction of the global axes that represent by the symbol X, Y and Z. At the right,
shows the Snap Node/Beam column. Uncheck the Default Grid (Linear) which left the
window for modelling purpose empty and click close button as shown in figure 3.6.

Figure 3.5: The geometry coordinate

Figure 3.6: Snape Node/Beam Column

In figure 3.7 shows the coordinate is set up according to the dimension of the model
by fill in the coordinate in the table of node coordinates that indicate for the beam. Beam
connected at every node by clicking at the Add Beams button on the menu header. As
shown in figure 3.8.

Figure 3.7: Set Up the Coordinate

Figure 3.8: Beam are connected at every nodes

Figure 3.9: Model Structure of Integral Abutment Bridge

3.5.3 Define Structure Property

In this step, the property of beam are assigned. The General icon is clicked at left.
After that, the properties for whole structure box appeared and click at the define box
shown in figure 3.9. Then, click at the property icon and the rectangular property are
chosen. Concrete has been chosen for the material and the dimension of the structure for
YD is 0.75 and for ZD is 13 has been filled in the dimension box as shown in figure 3.10 and
then click add button. The dimension is then appeared on the column of properties-whole
structure box and click assign button to assign the properties to the model as shown in figure
3.11

Figure 3.10: The Properties for Whole Structure Box

Figure 3.11: The dialog box of property

Figure 3.12: Assigning Properties to the Model

3.5.4 Assigning Supports


Next step to design the model, is assigning the support to the model. It can be done by
click at general button, the button for support is then appeared and click at the support
button it is shown in figure 3.12. After that, create the support by click at create button. The

create support dialog box will appeared and fixed support is chosen as the bridge is fixed
supported in reality. Next, click add button as in figure 3.13 and assign support to the
structure shown in figure 3.12.

Figure 3.13: Assigning Support to the Structure

Figure 3.14: Fixed Support Is Chosen

3.5.5 Assigning Load to the Structure


For this study, to generate model structure, the load that apply on the structure is load
cases and combination load cases. These load are referred from the Structure Design Manual
for Highway and Railways (BS 5400 part 2). There are 3 load cases and 2 load combination
load cases are involved in this analysis, which is:
i.
ii.
iii.
iv.

Load cases 1 Selfweight


Load cases 2 (SIDL) super imposed load Dead load
Load cases 3 Live load (HA)
Combination load cases 4 (ULS) (Selfweight + Dead load + Live load)

v.

Combination load cases 5 (SLS)- (Selfweight + Dead load + Live load)

The first step to assign load on the structure is click at the general icon and after that
click at the load icon, then load & definition dialog box appeared as shown in figure
3.14. Click the new button, a new window appeared which is Add New: Load Cases
window as shown in figure 3.15 and select primary at the left of the box for primary load.
For load case 1, select the None for loading type and as for title change to LOAD
CASE 1 SELFWEIGHT and click Add button. Next, click LOAD CASE 1
SELFWEIGHT at load & definition dialog box and click add, window of Add New:
Load Cases is appeared. Select selfweight and check at Y direction and the factor is -1
as shown in figure 3.16 and click the add button.

Figure 3.15: Load & Definition Dialog Box

Figure 3.16: Add New: Load Cases Window

Figure 3.17: Adding selfweight load

For load case 2, select the Dead Load for loading type and as for title change to
LOAD CASE 2 SIDL and click Add button. Next, click LOAD CASE 2 SIDL at load
& definition dialog box and click add, window of Add New: Load Cases are appeared.
Select Nodal Load and load -6.67 kN are filled, in the Fy box as shown in figure 3.17
and figure 3.18, then click the add button.

Figure 3.18: Adding Dead load

Figure 3.19: Nodal Load Dialog Box for Load Case 2

For load case 3, select the Live Load for loading type and as for title change to
LOAD CASE 3 HA and click Add button. Next, click LOAD CASE 3 HA at load &
definition dialog box and click add, window of Add New: Load Cases are appeared.
Select Nodal Load and load 526 kN are filled, in the Fx box as shown in figure 3.19 and
figure 3.20, then click the add button.

Figure 3.20: Adding Live Load

Figure 3.21: Nodal Load Dialog Box for Load case 3


For combination load case 4 and 5, the step are similar to the previous load but
different at adding the load. At Add New: Load Cases window, select combination then
Edit: Combination window are appeared. For combination load cases 4, change the name to
COMBINATION LOAD CASE 4 ULS and click >> button to combined the load as
shown in figure 3.21. Insert the factor of each load cases based on (BS 5400: Part2) for dead,
super imposed and live load. The step are repeated for combination load case 5 as shown in
figure 3.21, and then click add button.

Figure 3.22: Combination Load Case 4 and 5

Figure 3.23: All Load Cases Added


After all load are added, next step is assigning the load to the structure depends on
each load cases by click Assign button to the node. For load cases 1, the load are assign to
the whole structure. For load cases 2, the load are assign to node 1, 2,3,4,5 and 6. For load
cases 3, combination load cases 4 and 5, the load are assign to node 3. It is shown in figure
3.23, 3.24 and 3.25.

Figure 3.24: Assigning Load Case 1

Figure 3.25: Assigning Load Case 2

Figure 3.26: Assigning Load Case 3, Combination Load Case 4 And 5

3.5.6 Performing Data Analysis


After all the data are generated, data is obtain from the interpret data that made from
analysis. Analysis is performed by clicking at the analyse button from menu bar, then click
Run Analysis as shown in figure 3.26.

Figure 3.27: Analyse is click to run the data

Figure 3.28: Analysis and Design Window

Figure 3.29: Analysis of Member Forces

Figure 3.30: Analysis of Support Reaction

CHAPTER 4
RESULT AND ANALYSIS

4.1 INTRODUCTION
This chapter of study, describes the result obtain from the analysis of model structure
of integral abutment bridge by using finite element analysis software which is STAAD.Pro.
The structural behaviour of the model structure are presented as a result obtained in this
analysis. In this chapter, it only focus on the strength of the structure after the loading acting
on the structure.

4.2 RESULT OF ANALYSIS


An analysis was run for the bridge model structure where load are assign to the
structure. The load that are considered on the structure are selfweight, dead load which is
superimposed load, live load which is highway bridge loading load (HA) and combination of
load which is combination of selfweight, dead load and live load. The result are presented in
terms of stresses, shear force and bending moment of the model structure.

4.2.1 Bending Moment


From the analysis run on the model structure produced and it was found that, bending
moment diagram was obtained and there is no bending moment at X-axis and Y-axis. From
the table 4.1, on the Z-axis the highest maximum moment is 4691.83 kN.m, occur at node 4
of beam number 4 which is under combination load case 4 and for the lowest moment occur
under the load case 2 that is 0 kN.m. Below are the table of bending moment for each load
case on axis Z:
Table 4.1: The Maximum Bending Moment of Each Load Cases
Type of load case
Load case 1

Max moment:
2569.224 kNm

Load case 2

Max moment:
0 kNm

Bending Moment

Load case 3

Max moment:
1077.27 kN.m

Combination load
case 4

Max moment:
4691.83 kN.m

Combination load
case 5

Max moment:
4000.11kN.m

Figure 4.1: Summary of Maximum Bending Moment of beam 1 and 2

Figure 4.2: Summary of Maximum Bending Moment of beam 3 and 4

Figure 4.3: Summary of Maximum Bending Moment of beam 5

4.2.2 Shear Force


From the analysis performed, shear force diagram was obtained. From the result
acquired, there is no shear force on Z-axis. From the table 4.2, on the Y-axis the maximum
shear force is 2237.61 kN, occur at node 4 at beam number 3 which is under combination
load case 4. Below are the table of shear force for each load cases on Y-axis:
Table 4.2: The Maximum Shear Force of Each Load Cases
Type of load case
Load case 1

Max shear force:


1493.22 kN

Load case 2

Max shear force:


0 kN

Shear Force

Load case 3

Max shear force:


264.37 kN

Combination load case


4

Max shear force:


2237.61 kN

Combination load case


5

Max shear force:


1933.44 kN

Figure 4.4: Summary of Maximum Shear Force of beam 1 and 2

Figure 4.5: Summary of Maximum Shear Force of beam 3 and 4

Figure 4.6: Summary of Maximum Shear Force of beam 5

4.2.3 Stress of the beam


Table 4.3 show the maximum stress of each load cases. Stress is a force that acts on
the body of structure. There are two type of stress which are present from the analysis, which
are compressive strength (red colour) and tensile strength (blue colour). From the result
obtained, the maximum compressive stress is 4.081 N/mm2 occur at beam number 4, which is
under load combination 4 and for maximum tensile stress is 3.719 N/mm 2 at beam number 3,
which is under load combination 4 as shown in table 4.3.
Table 4.3: The Maximum Stress of Each Load Cases
Type of load case
Load case 1
Max compressive
stress:
2.261 N/mm2
Max tensile stress:
2.048 N/mm2
Load case 2
Max compressive
stress:
0.001 N/mm2
Max tensile stress:
0.001 N/mm2

Shear Force

Load case 3
Max compressive
stress:
0.874 N/mm2
Max tensile stress:
0.894 N/mm2

Combination load case


4
Max compressive
stress:
4.081 N/mm2
Max tensile stress:
3.719 N/mm2

Combination load case


5
Max compressive
stress:
3.481 N/mm2
Max tensile stress:
3.171 N/mm2

Figure 4.7: Summary of Maximum Compressive and Tensile Stress of Whole Beam

4.3 VERIFICATION OF STAAD Pro SOFTWARE

Verification of STAAD Pro SOFTWARE is the process of evaluating software to


determine whether the analysis meet the specified requirements for that phase. The process of
evaluating software during or at the end of the development process to it is to ensure that the
product is being built according to the requirements and design specifications.
In this study, the verification can be verified by comparing manual calculation with
the software of structural analysis. The verification are done by comparing the value of
bending moment and value of shear force of load case 3 at beam 2 and at node 3. From table
4.4 shown that the value from the manual calculation and the software, it can be verified
because of the difference percentage of value bending moment and shear force is less than
10%.

Table 4.4: Value of bending moment and shear force of manual calculation and software
STAAD Pro
Manual Calculation

Software STAAD Pro

Bending Moment (kNm)

641.43

641.298

Shear Force (kN)

98.61

98.318

4.4 DISCUSSION

There are several parameters that must be taken into consideration in designing and
constructing a structure in order to ensure that the structure is good in strength. This study
show the result of the integral abutment bridge in form of bending moment, shear force and
stress and loading that react on the abutment bridge. The result shows, the maximum value of
bending moment, shear force and stress occur under the load combination 4, it is because
load combination no 4 is for ULS (ultimate limit state). Limit state is the deals with the
strength and stability of the structure under the maximum design load it is expected to carry.
To help ensure that a bridge can hold the amount of weight that it was designed to
withstand without breaking under heavy traffic, it undergoes something called a stress test.
Stress is defined as internal force per unit area. There are two types of stress which are
present in all types of bridges which are compressive stress and tensile stress. From the result
obtain from the analysis the maximum compressive stress of whole structure is 4.081N/mm 2,
this value are lesser than the allowable compressive stress which is 26.67 N/mm 2. As for the
tensile stress, the maximum value for the whole structure is the 3.719N/mm 2 and for the
allowable tensile stress is 3.2 N/mm2 which is for class 2 for unfactored. For the value of
maximum tensile stress for the analysis that are unfactored is 2.6 N/mm 2. So, the unfactored
value for max tensile stress is lesser than the allowable stress.

CHAPTER 5

CONCLUSION AND RECOMMENDATION

5.1 CONCLUSION
The main objective of this study is to analysis the integral abutment bridge subject
under lateral loading by using finite element software. Based on the study, it is shown that the
load that have been applied can be supported by the bridge. The important attributes to be
considered in designing the abutment bridge using STAAD Pro software is based on the
material, geometry, support and loading.
As the study conducted by using STAAD Pro, it is shown that the load that have been
applied can be supported by the bridge. The important parameter to be considered in
designing the abutment bridge using STAAD Pro software is based on the material properties,
geometric properties, support properties and loading properties. In the designing the bridge
using STAAD Pro software, concrete is used as the material to analyse the bridge.
After the analysis are done for the whole structure, a conclusion are presented based
on the result of selfweight, superimposed load, lateral live loading and overall load case
combination analysis that has been done. The result of analysis is signified in terms of
structural behaviour of beam which included the bending moment, shear force and stress
effect on the beam. Thus, the second objective are achieved that are to determine the suitable
load parameter to design Integral Abutment Bridge.

5.2 RECOMMENDATION
For satisfactory bridge performance, the structure must be detailed and constructed
properly.

a. piles must be constructed and oriented as designed


b. Intermediate piers should be designed to accommodate lateral displacement or the
connection must be detailed to minimize lateral force transfer.
To further studies on this final year project, secondary loading such as loads due to creep,
shrinkage and thermal gradient should be applied on the model. This loading might give the
significant value due to the load applied to the model imitate likely the load from the vehicle.
Moreover, the design of bridge should be more detail and complete, because it can increase
the precision of the modelling result.
From this study and result, it have been found that further studies need to accomplish in
order to produce the new technology, that can increase the strength level of the structure
beside it can decrease the constructing cost especially in bridge construction.

REFERENCES

AASHTO, L. (1996). Standard specifications for highway bridges, American Association


of State Highway and Transportation Officials Washington, DC.

Arsoy, S., et al. (1999). The behavior of integral abutment bridges, Virginia
Transportation Research Council Charlottesville, VA.

Barker, R., et al. (1991). "Manuals for the design of bridge foundations." NCHRP Report
343.

Burke Jr, M. (1993). "The design of integral concrete bridges." Concrete International
15(6).

Chen, Y. (1997). "Important considerations, guidelines, and practical details of integral


bridges." Journal of Engineering Technology 14(1): 16-19.

Design Manual for Highway and Bridges. BD 37/01 Volume 1, Section 3,Part14:Load for
highways Bridges.

Hideaki, N, et al. (2006). Design and Construction Guideline of Integral Abutment


Bridges for Japanese Highways.

Emerson, M. (1977). Temperature differences in bridges: basis of design requirements.

Freyermuth, C. L. (1969). Design of continuous highway bridges with precast, prestressed


concrete girders.

Hambly, E. (1992). Integral bridge abutment details in practice and in theory. Bridge
Design For Durability. Expansion Joints And Continuity. Papers Presented At Two OneDay Seminars At Trl In February/March 1992 (PA2138/92).

Mistry, V. C. (2005). Integral abutment and jointless bridges. Integral abutment and
jointless bridges (IAJB 2005).

White, H. (2007). Integral abutment bridges: Comparison of current practice between


European countries and the United States of America, Transportation Research and
Development Bureau, New York State Department of Transportation.

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