IRJET- Study on Causes of Cracks and its Remedial Measures in Reinforced Concrete Bridge Piers and Abutment of Major Bridge

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072
© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 3729
STUDY ON CAUSES OF CRACKS AND ITS REMEDIAL MEASURES IN
REINFORCED CONCRETE BRIDGE PIERS AND ABUTMENT OF MAJOR
BRIDGE
M. Naga Sirisha1, P. Nagi Reddy2
1PG student, Newton’s institute of Science&Technology, Macherla, Andhrapradesh
2Assistant professor, Newton’s institute of Science&Technology, Macherla, Andhrapradesh
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Abstract - The Useful life of a buried concrete, containment
structure for low level nuclear strength may be controlled
by the loss of its load-bearing capacity or an increase in
permeability. The Latter factor is controlled by the general
degradation of the concrete and by the presence of discrete
cracks reducing from extremely applied loads or from
restraint to normal volume changes. To be able to predict
the effects of cracks on permeability, it is necessary to
understand the causes and mechanisms of discrete crack
formation in reinforced concrete structures. The Objective of
this report is to provide an overview of the design and
behavior of reinforced concrete members and to discuss the
factors affecting the formation of cracks in hardened
concrete. The Underlying philosophy of modern reinforced
concrete design is presented, and it is shown that it allows
for the formation of cracks of controlled widths under
service loads. Models for predicting the width of flexural
cracks are reviewed. Factors Affecting drying shrinkage
cracks and approximate methods for considering them are
discussed. An Example is provided to illustrate how to
determine whether drying shrinkage cracks will develop
under specific conditions. This is followed by a discussion of
techniques to predict the number and widths of drying
shrinkage cracks. The abutment and piers of a bridge shows
different crack patterns when it’s subjected to gravity loads
and as well as moving loads, for that cracks in abutments
and piers will be treats by using injectioning of Epoxy resins,
retrofitting techniques etc
Key Words: Discrete crack formation, service loads,
flexural cracks, Epoxy resins, retrofitting techniques
1. INTRODUCTION
Bridge abutment is a complicated substructure which
requires a great deal of maintenance throughout its
service life. Due to the considerable associated costs,
reducing the maintenance required for bridge abutment is
highly demanding and a topic of worldwide interest. The
extensive maintenance required has been attributed
partly to inadequacy of design procedures in terms of
predicting the forces imposed on bridges during their
surface life. Depending on the level of loads, this could lead
to different degrees of failure, as characterized by limit
state. The ultimate limit state occurs when the structure of
abutment turns unstable. Example situations where this
type of limit applies include overall instability, sliding,
overturning and capacity failure.4 Serviceability limit
state, on the other hand, occurs when an abutment fails
due to factors such as deterioration or deformation. The
main situations involve vibration, cracking and lateral
movement. Bridge abutments can be subjected to several
kinds of failure and the failure can occur in a member of a
structure or in the soil
2. LITERATURE REVIEW
Mohammed (2011) studied reinforced concrete members
under impact loading and how carbon fiber reinforced
polymers could be used to rehabilitate aging structures.
The finite element code LS-DYNA was utilized to study the
response behavior of vehicle collisions with bridge piers
and reinforced concrete beams subjected to impact loads.
The Chevy C2500 pickup truck and Ford F800 single-unit
truck were used to impact a single hammerhead type pier
in the simulations. The impact simulations were validated

by comparing the analytical results with rigid wall impact
experiment data published by the NCAC to validate the
C1500 vehicle model.
Adhikary et al. (2012) studied the behavior of reinforced
concrete beams subject to various rates of concentrated
loading through experimentation and finite element
modeling. Reinforced concrete beams with varying
transverse reinforcement layouts were constructed and
subjected to low, medium, and high rates of loading. The
finite element code LS-DYNA was used to simulate the
experimental test. The Karagonzian and Case concrete
model was used to represent the solid concrete elements.
The piecewise linear plasticity model was used to
represent the steel reinforcing bar elements. The
simulation results were validated by comparing the load
versus mid-span deflection and crack profile on the side
surface of the beam
3. CASE STUDY
Inspection of bridge deck and approaches Problems
attributed to the bridge deck and road approaches are
often the most obvious to the inspecting engineer because
they are easily identifiable and apparent. The extensive
cracking occurs on both approach sections of road, and
encompassing all four lanes and extending 30–40 m on the
western approach and 25–30 m on the eastern approach
(see Fig.). Individual cracks range from 3–15 mm wide and
in some cases 50–60 mm deep (see Fig.). This type of
cracking is attributed to a localized problem with the
makeup of the road grade and sub-grade. The abutments
movement is obvious upon inspection. The western
approach section of road leading onto the bridge decking.
It is observed that western side of the section joint is
elevated significantly from the eastern side which is
supported by the bridge abutment.
Cracking and pavement damage on western approach
This indicates two things; first, the surrounding soils have
pushed up against the abutment, and second, that the
abutment reduced level has fallen. Aside from the obvious
problem of the bridge deformation, this causes problems
in itself as the road is no longer a smooth riding surface for
traffic (see Fig. 5). As a result of this the traffic almost falls
onto the decking platforms which will further increase the
resulting load particularly dynamic loads created by
impact. The abutment movement has a collateral effect on
the various elements of the system. The expansion gap has
also completely closed. Typically, this gap is sufficient to
allow for the average change in length due to temperature
and typical loading. As the gap no longer exists, further
movement cannot be allowed for and damage to the
structure occurs, most obviously shown in the bridge
abutments. During the inspection it was confirmed that all
such expansion gaps had closed to a similar extent,
indicating that the movement that has occurred is
substantial and has occurred for a significant time period.
Fig.: Cracks observed
4. ABUTMENTS FAILURE
Rotational movement of abutment
— Scouring.
— Backfill material saturated with water.
— Backfill erosion on the side of abutment.
— Inadequate design.
— Consolidation settlement.
— Thermal movement
— Change in Characteristics of soil.
— Slope failure.
— Time consolidation of original soil.
— Seepage on backfill.
— Excessive lateral pressures.

— Swelling pressure from expansive soil
Fig: Rotational movement of abutment
Sliding movement of abutment (Lateral movement)
Fig: Abutment
Fig: Differential Settlement
Fig: Differential Settlement Under an
AbutmentDrilling and plugging
Fig.: Column Piers

5. REMEDIAL PLANNING
Feasible options
The remedial treatment of a bridge structure must first be
analyzed by the investigation of the problems at hand.
Through the case study of the bridge, these problems have
been identified and potential solutions are generated.
Combining the broad base of knowledge, the system for
the remedial works of bridge abutment movement has
been created.
Fig.: Problems, causes and remedial options for bridge
abutment movement.
Fig.: CONFINEMENT OF COLUMNS BY CONCRETE
JACKETING
Decision analysis
Numeric scoring models such as Weighted Constraint
Matrix have been developed to allow multiple constraints
to be used for concept feasibility studies. These models
can combine economic evaluation output with technical
and subjective constraint to create a decision making
environment that is more holistic (and realistic) in nature.
A Weighted Constraint Model is defined by a set of
variables, their associated domains of values and a set of
binary constraints governing the assignment.
6. CONCLUSION
This paper analyzes the design and behavior of bridge
abutments and bridge decks when subjected to lateral
movement. Theoretical analysis states that the bridge
abutment itself should be adequate to withstand the
lateral pressures imposed, however, investigation into
bridge. Abutment movement has the potential to cause
substantial damage to the bridge structure, resulting in
high costs of repair and maintenance. The research
undertaken has led to the conclusion that abutment
movement is a problem of largely unknown quantity and
despite investigation, movements may still occur
unanticipated. However, these movements can be
addressed and rectified through the use of specific actions.
M. Rashidi et al. The results of the case study highlighted
that the problems identified in surrounding soils, road
approaches, bridge abutment, and expansion and bearing
joints are interconnected. As the soil profile expands,
excess loads are placed on the bridge abutment and road
approaches. This in turn causes the movement of the
abutment into the bridge deck which creates the structural
problems seen in the expansion and bearing joints and
also the structural cracking of the concrete in the wingwall
of the abutment. These problems, while not immediately
critical, will continue to worsen if left untreated as the
abutment continues to move, thereby placing increasing
amounts of load on the structure.
REFERENCES
[1]. Syed MohdMehndi, Prof. Meraj Ahmad Khan & Prof.
Sabih Ahmad. Causes and evaluation of cracks in concrete
structures. Volume 2, Issue 5 (Sep-Oct 2014), PP. 29-33.
[2]. GrishmaThagunna. Building cracks – causes and
remedies. 3rd World Conference on Applied Sciences,
Engineering & Technology at Basha Research Centre.
[3]. Joseph M plecnik, john M.1986, Behavior of epoxy
repaired beams under fire. ASCE, structure division
Vol.112, No.4.
[4]. Kazem Reza Kashyzadeh, NedaAghiliKesheh. Study
type of Cracks in construction and its controlling. Volume
2, Issue 8, August 2012, PP 528-531.

[5]. Chand, S. (October 2008). Cracks in buildings and their
remedial measures.Indian concrete Journal.
[6]. Chen Luyi, etc. research on the unevenness of the
interfacial transition zone of concrete [J]. 2007, 29
(9):111- 114.

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IRJET- Study on Causes of Cracks and its Remedial Measures in Reinforced Concrete Bridge Piers and Abutment of Major Bridge