Implementation of Geosynthetic Reinforced Soil – Integrated Bridge System (GRS-IBS) Technology in Alabama
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Implementation of Geosynthetic Reinforced Soil – Integrated Bridge System (GRS-IBS) Technology in Alabama

Filetype[PDF-4.40 MB]


English
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  • Creators:
  • Corporate Creators:
    Auburn University. Highway Research Center
  • Corporate Contributors:
    Alabama. Department of Transportation
  • Subject/TRT Terms:
  • Publication/ Report Number:
    930-944
  • Resource Type:
    Tech Report
  • Geographical Coverage:
  • Edition:
    Final Research Report
  • Corporate Publisher:
    Auburn University. Highway Research Center
  • Abstract:
    Geosynthetic Reinforced Soil-Integrated Bridge Systems (GRS-IBS) use closely spaced layers of geosynthetic reinforcement and compacted granular backfill to directly support a bridge deck and blend the abutment and roadway approach for a smooth transition. These systems are designed for areas where a single span is sufficient to bridge over a gap in the roadway. Alabama has recently completed its first GRS-IBS in Marshall County, which is located within the Sand Mountain region of the Appalachian Plateau. The robust mechanical properties of the native material provided a good location to construct the first GRS-IBS in Alabama. Two 12-ft tall by 33-ft wide GRS abutments were constructed to support the load of seven, 1.75-ft thick by 4-ft wide by 52-ft long, prestressed concrete box beams, pavement and traffic load. Construction of the GRS abutments was completed in three phases: excavation of the native sandstone, forming and placement of the concrete foundation, and segmental retaining wall (SRW) masonry unit and reinforced backfill placement. The bridge beams and integrated approach were placed after the GRS structure was completed. The integrated approach consisted of four layers of geosynthetic wrapped around No. 89 stone and a final layer of geosynthetic wrapped around dense grade base and covered with asphalt pavement. Earth pressure and pore-water pressure vibrating-wire sensors were installed within the abutments, and reflective prisms were placed on the corners of the abutments to monitor lateral and vertical displacement. Earth pressures reached 1800 psf after the concrete beams were placed, and pore-water-pressure has remained near zero- signifying no significant buildup of pore water pressure due to flooding or rainfall within the abutment. Periodic surveys showed that settlement (z) and lateral movement (x,y) of the bridge were minimal. Information pertaining to typical building practices and construction specifications were gathered from multiple state Departments of Transportation. This information was compiled into a draft Special Provision for the Alabama Department of Transportation.
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