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CIV 420

ELECTIVE II: EARTHQUAKE ENGINEERING

GROUP NO 5
SEISMIC DESIGN OF BRIDGES

Pamantasan ng Lungsod ng Maynila


College of Engineering and Technology
Department of Civil Engineering

CIV 420

EARTHQUAKE ENGINEERING

WRITTEN REPORT

SEISMIC DESIGN OF BRIDGES

Submitted by:

GROUP 5
ABERIN, Mark Andrew E.
FAJARDO, Annika Phoebe H.
MAGTALAS, Micah L.
NEPOMUCENO, Juvy Anne T.
UNGRIA, Louies Amelia E.
ZAMORA, Ralph Gianne U.

Submitted to:

ENGR. RANDY SALAZAR


January 18, 2016

SEISMIC DESIGN OF BRIDGES


BRIDGE
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CIV 420
ELECTIVE II: EARTHQUAKE ENGINEERING

GROUP NO 5
SEISMIC DESIGN OF BRIDGES

A structure carrying a pathway or roadway over a depression or obstacle.

A structure spanning and providing passage over a gap or barrier, such as a river or roadway.

A structure that spans horizontally between supports, whose function is to carry vertical loads.

EARTHQUAKE DAMAGE TO A BRIDGE

Primary Cause of Bridge Damage


o Effects of Site Conditions
Distance from the Epicenter
Magnitude
Depth
Local Geologic Conditions
Architecture
o Correlation of Damage in Construction Era
o Effects of Changes in Condition

Severe Damage to Bridges


o Unseating of the superstructure at in-span hinges or simple supports due to inadequate seat
o
o

lengths or restraint.
Column brittle failure due to deficiencies in shear capacity and inadequate ductility.
Unique failures in complex structures.

Damage to a bridge can have severe consequences for a local economy, because bridges provide vital links
in the transportation system of a region. In general, the likelihood of damage increases if the ground motion is
particularly intense, the soils are soft, the bridge was constructed before modern codes were implemented, or the
bridge configuration is irregular. Even a well-designed bridge can suffer damage if nonstructural modifications
and structural deterioration have increased the vulnerability of the bridges.
Depending on the ground motion, site conditions, overall configuration, and specific details of the bridge,
the damage induced in a particular bridge cat take many forms. Damage of the superstructure is rarely the
primary cause of collapse.

SEISMIC DESIGN PHILOSOPHIES


Design Evolution

1971 San Fernando Earthquake

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CIV 420
ELECTIVE II: EARTHQUAKE ENGINEERING

GROUP NO 5
SEISMIC DESIGN OF BRIDGES

-Before the 1971 San Fernando Earthquake, seismic design of highway bridges are based on lateral force
requirements for buildings.
-Lateral loads = 2 to 6% of dead loads.

California Department of Transportation (Caltrans)


-1973: Developed seismic design criteria (SDC)
-Developed based on the study conducted after the 1971 San Fernando Earthquake

American Association of State Highway and Transportation Officials (AASHTO)


-Modified the work of Caltrans
-Adopted Interim Specifications

Applied Technology Council (ATC)


-1981: Developed ATC-6 (Seismic Design Guidelines for Highway Bridges)
-1983: AASHTO adopted ATC-6
-1991: AASHTO incorporated it to the Standard Specifications for Highway Bridges

1989 Loma Prieta Earthquake


-After the 1989 Loma Prieta Earthquake, bridges were designed using a single-level force-based design approach
based on a no-collapse design philosophy.
-Seismic loads were determined by soil conditions and acceleration response spectra (ARS).

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Now
Caltrans published the Guide
Specs for Seismic Design of Steel
Bridge. And in 2004, they
published the performance and
displacement-based Seismic
Design Criteria v. 1.3 w/c focuses
mainly on concrete bridges.

The Federal Highway


Administration (FHWA) updated
its seismic design and retrofit
manual for highway bridges

NCHRP 12-49 team developed a


new set of LRFD guidelines for the
seismic design of highway bridges,
compatible with AASHTO-LFRD
bridge design specs.

2001 &
2004
19961997

1995
Since
1989
Caltrans design manual have been updated continuously to
reflect recent research findings and devt in the field of
seismic bridge design. Caltrans has been shifting toward a
displacement-based design approach emphasizing element
and system capacity design.

No-Collapsed-Based Design

Applied Technology
Council (ATC)
published the
improved Seismic
Design Criteria (SDC)
recommendations for
California bridges; US
bridges and highway
structures.

Two Approaches:

Force-Based Approach
-Adjustment factor for ductility and risk assessment (Caltrans) or Response modification factor (AASHTO
& ATC) is applied to elastic member forces from the response spectra

Displacement-Based Approach
-Displacements are a major consideration in design

Performance-Based Design
In performance-based design, bridge engineers faced 3 essential challenges:
1. Ensure that earthquake risks posed by new construction are acceptable.
2. Identify and correct unacceptable seismic safety conditions in existing structures.
3. Develop and implement the rapid, effective and economic response mechanism for the recovering structural
integrity after damaging earthquakes.

These performance-based criteria included guidelines for:


-

development of site-specific ground motion estimates


ductile design details to prevent brittle failure modes
rational procedures for concrete joint shear design

Two-Level Design Approach:


1. Ensure the performance of a bridge in small-magnitude earthquake events that may occur several times
during the life of the bridge.
2. Achieve the performance of a bridge under severe earthquakes that have only small probability of
occurring during the useful life of the bridge.

SEISMIC CONCEPTUAL DESIGN


1

Bridge type, component and member dimensions, and esthetics shall be investigated.

Type of Bridge According to Structure

Arch bridges These bridges uses arch as a main structural component (arch is always located below
the bridge, never above it). They are made with one or more hinges, depending of what kind of load
and stress forces they must endure.

Beam bridges Very basic type of bridges that are supported by several beams of various shapes and
sizes. They can be inclined or V shaped.

Truss bridges Very popular bridge designs that uses diagonal mesh of posts above the bridge.

Cantilever bridges Similar in appearance to arch bridges, but they support their load not trough
vertical bracing but trough diagonal bracing. They often use truss formation both below and above the
bridge.

Tied arch bridges Similar to arch bridges, but they transfer weight of the bridge and traffic load to
the top chord that is connected to the bottom cords in bridge foundation. They are often called
bowstring arches or bowstring bridges.

Suspension bridges Bridges that use ropes or cables from the vertical suspender to hold the weight
of bridge deck and traffic.

Cable-stayed bridges Bridge that uses deck cables that are directly connected to one or more vertical
columns.

2
3
4
5
6

Bridges should ideally be as straight as possible.


Superstructures should be continuous with as few joints as possible.
Support skew angles should be as small as possible.
Adjacent frames or piers should be proportioned.
Structural configurations that cannot accommodate the recommendations must be capable of
accommodating the associated large relative displacement without compromising structural integrity.

Various techniques may be used to achieve balanced geometry to create a uniform and more predictable
structure such as:

Adjust foundation rotational and translation stiffness.

Adjust effective column lengths.

Modify end fixities.

Reduce/redistribute superstructure mass.

Vary the column cross-section and longitudinal reinforcement ratios.

Add or relocate columns/piers.

Modify the hinge/expansion joint layout.

Seismic protective devices, that is, energy dissipation and isolation devices may be provided at
appropriate locations.

For concrete bridges, structural components shall be proportioned to direct inelastic damage into the
columns, pier walls, and abutments.

Initial sizing of columns should be based on slenderness ratios, bent cap depth, compressive dead-to-live
load ratio, and service loads.

SEISMIC PERFORMANCE CRITERIA


ATC/MCEER Guidelines
Design Objectives:

Columns as primary energy dissipation mechanism


Abutments as an additional energy dissipation mechanism
Isolation bearings as main energy dissipation mechanism
Structural components between deck and columns/abutments as energy dissipation mechanism.
Replaceable/renewable sacrificial plastic hinge elements as energy dissipation mechanism

Permissible Earthquake Resisting Systems

Permissible Earthquake Resisting Elements

Caltrans
Permissible earthquake resisting elements that require owners approval

Earthquake resisting
elements that are not
recommended for new
bridges

Methods of minimizing damage


to abutment foundation

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