General and Seismic Provisions

General And Seismic Provisions
I. DESIGN DATA

A. BRIDGE SITE TOPOGRAPHIC MAP

Drawn to scale of 1:500 to 1:1000 depending on the width of the river

The topo-map should be extended at least 200m upstream and
downstream
from the centerline of the proposed bridge

Location plan showing the existing public and private structures/ utilities
that
maybe affected by the project.

Cross-section at the approaches at 20m interval

B. PROFILE ALONG THE CENTERLINE OF THE PROPOSED BRIDGE

Showing the elevations of ordinary water level (OWL) and
maximum flood level (MFL)

C. RIVER CROSS-SECTIONS

@ 50m interval 100 to 200 meters upstream and downstream from the
proposed bridge indicating the experienced high and ordinary water
elevations.

D. HYDRAULIS / HYDROLOGIC ANALYSIS

Topographic map showing the watershed area and the point of
interest
Calculation of required waterway opening
Scour Analysis
Calculation of Design Flood Level
E. BORING DATA WITH SPT and GEOTECHNICAL REPORT

Minimum of two deep borings shall be made at each abutment and
preferably
an additional boring at each pier for multi-span bridges.

Boreholes shall have minimum depth of 20 meters below the riverbed
in
ordinary soil or at least 3.0m in bedrock.

Standard Penetration Test at maximum interval of 1.50 m and at every
change
in soil stratum.

Analysis for liquefaction potential.
The subsurface exploration should define the following, where applicable:

Soil Strata
- Depth, thickness and variability
- Identification and classification
- Relevant engineering properties (i.e., shear strength, unit weight,
compressibility, stiffness, permeability, expansion or collapse potential)

Rock Strata
- Depth of rock
- Identification and classification
- Quality (i.e., soundness, hardness, jointing, resistance to weathering if
exposed, and solutioning )
- Compressive strength (e.g.,uniaxial compression, point load index)
- Expansion potential

Ground water elevation

Ground surface topography
II. DESIGN CRITERIA & STANDARDS

A. DESIGN SPECIFICATIONS

AASHTO Standard Specifications for Highway Bridges, 16
th
Edition, 1996

Department Order No. 75, Series of 1992,
Re: DPWH Advisory for Seismic Design of Bridges.

DPWH Design Guidelines, Criteria and Standards, Volumes 1 & 2
(currently being updated)

DPWH Standard Specifications, Vol. II, Highways, Bridges & Airports,
1995 ed.
B. LOADING SPECIFICATIONS

(1) DEAD LOAD

Selfweight plus allowance for future superimposed dead loads such
as wearing surface and weight of public utilities.

(2) LIVE LOAD

Six Classes of Highway Loadings :

(Standard Designations)

M 13.5 equivalent to H 15-44
M 18 equivalent to H 20-44
M 22.5 equivalent to H 25
MS 13.5 equivalent to HS 15-44
MS 18 equivalent to HS 20-44
MS 22.5 equivalent to HS 25

M 13.5 27 kN (3 tons) 108 kN (12 tons) 15 tons GVW

M 18 36 kN (4 tons) 144 kN (16 tons) 20 tons GVW

M 22.5 45 kN (5 tons) 180 kN (20 tons) 25 tons GVW
MS 13.5 27 kN 108 kN 108 kN 27 tons GVW

MS 18 36 kN 144 kN 144 kN 36 tons GVW

MS 22.5 45 kN 180 kN 180 kN 45 tons GVW
S
T
A
N
D
A
R
D

T
R
U
C
K

L
O
A
D
I
N
G
S

4.27 m
4.27 m 4.27 to 9.14 m
Clearance and
Load Lane Width
3.04m (10)
0.60 m
(2)
0.60 m
(2)
1.84 m
(6)
0.10 W
0.10 W 0.40 W 0.40 W
0.40 W 0.40 W
14 (4.27m) Variable
6

(
1
.
8
4

m
)

W = the combined weight of the first two axles

V = variable length 4.27 ~ 9.15 m. Spacing to be
used is that which produces max. stresses.
4.80 1.37 1.37 1.37 4.11 4.11 meters
Permit Design Live Load *
* P Loads (permit design live loads) are special vehicular loads that shall be applied
at the factored level in the Load Factor Design and at service level for fatigue consideration
in steel structures.
116 107 107 107 107 107 107 kN
13 tons 12 tons 85 tons GVW
Concentrated Load = 80 kN for Moment
= 116 kN for Shear
Uniform Load = 9.40 kN per meter of load lane
= 87 kN for Shear
L
A
N
E

L
O
A
D
I
N
G

M 13.5 and MS 13.5 Loading
M 18 and MS 18 Loading
= 145 kN for Shear
M 22.5 and MS 22.5 Loading
A heavy vehicle such as truck, trailer or van
operated on any road or bridge violates the
law if it:

1. Exceeds the permissible single axle load of
13,500 kg. or 13.5 metric tons.
2. Exceeds the maximum allowed gross vehicle
weight as stipulated in Republic Act 8794 (Anti-
Overloading Law) and its regulations published
in 2001.
MAXIMUM ALLOWABLE GROSS VEHICLE WEIGHT (GVW) PER R.A. 8794
TRUCKS / TRAILER DESCRIPTION
MAX. ALLOWABLE
GROSS WEIGHT
TRUCK WITH 2
AXLE (6 WHEELS)
16,880
TRUCK WITH
TANDEM REAR
AXLE 3 AXLES (10
WHEELS)
27,250
TRUCK WITH
TANDEM REAR
AXLE 4 AXLES (14
WHEELS)

29,700
CODE 1-1
Based on the maximum allowable axle load of 13,500Kgs.
CODE 1-2

CODE 1-3

MAX. ALLOWABLE
GROSS WEIGHT
TRUCK SEMI-
TRAILER WITH 3
AXLE (10 WHEELS)
30,380
TRUCK SEMI-
TRAILER 4 AXLE
(14 WHEELS)
30,380
TRUCK SEMI-
TRAILER 4 AXLE
(14 WHEELS)

30,380
CODE 11-1
CODE 11-2
CODE 12-1
CODE 11-11
CODE 12-2
CODE 11-3
MAX. ALLOWABLE
GROSS WEIGHT
TRUCK SEMI-TRAILER
WITH 5 AXLE (18
WHEELS)
37,800
TRUCK TRAILER WITH 2
AXLE AT MOTOR
VEHICLE AND 3 AXLE AT
TRAILER (18 WHEELS)
30,378
TRUCK TRAILER WITH 2
AXLE AT MOTOR
VEHICLE AND 2 AXLE AT
TRAILER (14 WHEELS)

30,380
MAX. ALLOWABLE
GROSS WEIGHT
TRUCK TRAILER
WITH 2 AXLE AT
MOTOR VEHICLE
AND 3 AXLE AT
TRAILER (18
WHEELS)

36,900
TRUCK TRAILER
WITH 3 AXLE AT
MOTOR VEHICLE
AND 3 AXLE AT
TRAILER (22
WHEELS)
41,000
TRUCK TRAILER
WITH 3 AXLE AT
MOTOR VEHICLE
AND 2 AXLE AT
TRAILER (18
WHEELS
37,800
CODE 11-12
CODE 12-3
CODE 12-11
MAX. ALLOWABLE
GROSS WEIGHT
TRUCK TRAILER
WITH 3 AXLE AT
MOTOR VEHICLE
AND 3 AXLE AT
TRAILER (22
WHEELS)

36,900
CODE 12-12

(3) IMPACT

Impact , I = 15.24 / ( L + 38)

where : I = impact fraction (maximum of 30%)
L = span length in meters

(4) SIDEWALK LOADING

For spans up to 7.92 m .4070 Pa

For spans 7.92 to 30.5 m...2870 Pa

For spans > 30.5 m ..p = [ 1435 + 43800 / L ] [ (1.67 - W) / 15.2
] Pa

L = span length, m W = sidewalk width, m

(5) WIND LOAD

Superstructure Design

For trusses and arches : 3.59 kPa

For girders and beams : 2.39 kPa

Based on 160 km per hour wind velocity.

Substructure Design

Force transmitted to the substructure by the superstructure plus the forces applied
directly
to the substructure by wind load :

WL
SUBSTRUCTURE
= 1.92 kPa ( 40 psf )

(6) THERMAL FORCE

Provisions shall be made for stresses or movements resulting from variation in temp.
Under local condition the range of temperature rise and fall could be taken as : + 12.5
o
C

20
Elevation of Passage
Deck Type
Through Type
21
Alignment
Curved Type
Straight Type
22
Structural Type
Girder Type
Rigid Frame Type
Arch Type
23
Structural Type
Cable Stay
Suspension Type
24
2. BRIDGE ENGINEERING
TERMINOLOGY
25
Bridge Composition
Superstructure
26
Superstructure
27
Superstructure
28
Superstructure
29
Substructure
30
Substructure
31
Span Arrangement
Simply Supported Single Span Bridge
Multi-Span Simply Supported Bridge
Three Span Continuous Bridge
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS

BRIDGE PLANNING &
DESIGN

GENERAL PROVISIONS
1. Navigable river
At least 3.75 meters from the design
flood level (DFL)

2. Hydraulic
At least 1.50 meters for streams
carrying debris
At least 1.00 meters for others

3. Highway/Underpass/Tunnel
At least 4.88 meters

Vertical
Clearances
A. Bridge Alignment

1. Normal bridge A transverse structure
perpendicular to the bank of the river
or creek.
2. Skew bridge A transverse structure
having an angle of less than 90
0
from
the bank of the river creek.
3. Curved bridge When the structure or
portion of the structure is within and
following the horizontal curve
alignment of the road.

GEOMETRICS
No. of Lanes Min. Roadway
Width
Min. No. of Girders

1 Lane
2 Lanes
2 Lanes
More than 2
lanes

4.00 meters
6.70 meters
7.30 meters
variable

3 girders
4 girder (rural)
4 girders
(urban)
Not less than 6
girders
B. Span of Bridges

Odd number of spans shall be preferably used
to avoid a pier at the center of river or creek.
NUMBER OF GIRDERS IN RELATION TO NUMBER OF
LANES
C. Determination of Length of Bridge
1. Sketch the proposed slopes of the
grouted riprap following the slope of the
banks as close as possible (1:1 for cut, 1-
1/2:1 for fill).

2. Determine the top of roadway elevation
based on the maximum flood water
level, freeboard and depth of girders.

3. The intersections of the slopes of grouted
riprap and the top of the roadway
elevation represent the length of bridge
required.
D. Types/Classification of Superstructure
According to Materials Used

1. Timber Bridge

2. Concrete Bridge
a. Reinforced Concrete
b. Prestressed Concrete

3. Steel Bridge
a. Steel Plate Girder
b. Steel I-Beam
c. Steel Truss
d. Steel Box Girder
According to Usage
1. Temporary a bridge designed for a short
life span
2. Permanent a bridge with a designed life
span of at least fifty (50) years before it is
completely replaced

According to System of Design
1. Simple Spans
2. Continuous Spans
3. Cantilever Span
4. Suspension Bridge
5. Cabled Stayed
E. Recommended Limits of Span of Different
Superstructure in the Philippines
1. Timber Trestle Bridge For span not more
than 6.00 meters
2. Concrete Bridge
a) Reinforced Concrete Precast Slab or
Reinforced Flat Slab Span from 6.00m
to 12.00m.
b) Reinforced Concrete Deck Girder
(RCDG) span from 8.00m to 24.00m.
c) Reinforced Concrete Box Girder span
from 22.00m to 30.00m.

d) Reinforced Concrete Hollow Slab Bridge
span from 10.0m to 20.0m.

e) Prestressed Concrete Bridge
- Channel Beams span from 11.00m
to 14.0m.
- Tee Beams span from 15.00m to
18.00m.
- I-Beams span from 15.00m to
45.00m.
- Box Girders span over 30.00m.
3. Steel Bridges

a) Steel I-Beam span from 15.00 to 30.00m.
b) Steel Plate Girder span from 20.00m to
50.00m.
c) Steel Box Girder span from 30.0m to 100m.
d) Bailey Bridge span from 9.00m. to 30.00m.
e) Steel Truss span from 40.00m to130.00m.

4. Suspension Bridge span from 70.00m and over.

5. Cable Stayed Bridge For span from 70.00m and
over.

SUBSTRUCTURE
A. Factors in Selecting the Type of
Substructure
1. Abutment

a) Height of fill at the approaches.
b) Kinds of superstructure to be used.
c) Scouring character of river bank.
d) Soil encountered at the abutment
foundation.

2. Pier

a) Velocity of current and nature of drift.
b) Kinds of superstructure to be used.
c) Soil encountered at the pier
foundation.
d) Direction of flow of the river with
respect to the longitudinal axis of the
bridge.
e) Profile along the centerline of the
bridge.

B. Substructure
Elements
1. Abutment

Two Basic Categories:

a. Open End Abutments
- Diaphragm or integral
type
- Seat type
- Spill through type
b. Closed Type Abutments
- Cantilever type
- Restrained type.
- Rigid frame type
- Cellular or vaulted type
- Gravity or semi-gravity type
- Reinforced earth type

Types of Abutment Commonly Used:
- Abutments on pile bent
- Abutments on two columns
- Cantilever type
2. Piers

Types of Piers Commonly Used
- Piers with solid shaft
- Piers with two columns
- Piers with single column
- Piers on pile bent
C. Foundation
Factors in Selecting the Type of
Foundation
a. The height of the substructure
b. Characteristics of the foundation soil
at bridge site.
Requirements for the Use of the Different
Types of Piles

Piling shall be considered when footings
cannot be founded on rock or other solid
foundation material.
Penetration for any pile shall be not less
than 3.00m in hard cohesive or dense
granular material nor less than 6.00m in
soft cohesive or loose granular material.

Type of Piles

1. Timber Pile used for temporary construction,
revetments, fender and similar work.
2. Reinforced Concrete Piles used as foundation
piles (Precast or Cast-in-Place) for bridges.
3. Steel Piles used where hard driving is
expected.
4. Composite Steel/Concrete Piles used if the
portion of the pile is exposed to corrosive
environment and hard driving is expected
5. Prestressed Concrete Piles used as foundation
piles for bridges where larger bearing capacity
and longer piles are required.

STEEL TRUSS BRIDGE
TOP CHORD
BOTTOM CHORD
END POST
DIAGONAL MEMBER
VERTICAL MEMBER
PORTAL STRUT
PORTAL BRACING
STEEL TRUSS BRIDGE
STEEL EXPANSION
JOINT
ROCKER BEARING
NORMAL BRIDGE ALIGNMENT
REINFORCED CONCRETE GIRDER
MAIN GIRDER
INTERIOR DIAPHRAGM
COPING
COLUMN

PRESTRESSED CONCRETE GIRDER BRIDGE
PROVIDED W/SHEAR BLOCKS
EXPANSION DAM
CABLE RESTRAINER
SOLID SHAFT
FOOTI NG
COPI NG
PIER ELEMENTS
PEDESTAL
SHEAR
BLOCK
ARCH BRIDGE
MOVABLE BEARING
DIAPHRAGM WALL
BOD SEMINAR PRESENTATION

SEISMIC DESIGN OF BRIDGES

COURSE OUTLINE :

1. HISTORICAL BACKGROUND

2. DESIGN PHILOSOPHY

3. GOVERNING REGULATION

4. AASHTO 1996 SEISMIC DESIGN PROVISIONS

5. ANALYSIS PROCEDURE

6. BRIDGE RETROFITTING

YEAR

SEISMIC DESIGN
CRITERIA /
SPECIFICATION

PROVISIONS

1969

AASHO
10
TH
EDITION
EQ = CD
where:
EQ = Lateral force applied @ c.g. of structure
C = 0.02, 0.04 or 0.06 based on the type of
foundation
D = Dead Load

1971

BPH Memorandum
EQ = 10%(DL + 0.50LL)
where :
DL = Dead Load
LL = Live Load reaction at pier or abutment

1983
DPWH Design
Guidelines and Criteria
included JPHolings
Reports as the
recommended guide
Recommended the use of the Reports as the
reference for seismic design provided that the
resulting forces are greater than the force produced
by:
10%(DL + 0.50LL)

HISTORICAL BACKGROUND

YEAR
SEISMIC DESIGN
CRITERIA /
SPECIFICATION

PROVISIONS

1987

NSCP VOL. II, 1
ST

EDITION (BASED ON
AASHTO 13
TH

EDITION, 1983)
(a) Equivalent Static Force Method
EQ = CFW
C = Response Coefficient (not less than 0.10) for
various depths of alluvium to rocklike material)
F = Framing factor, (1.0 for single column, 0.80 for
structures with continuous frames)
(b) EQ = 0.10(DL +0.50LL)
(c) For complex structures, Response Dynamic
Approach is recommended.

1992
DPWH Department
Order No. 75 Series
of 1992.DPWH
Advisory for Seismic
Design of Bridges

Amended all existing guidelines on seismic design.
Prescribed the 1991 AASHTO 1991 or latest edition
as the reference specification
Recommended new design concepts for seismic
resistant design of bridges.
SEISMIC DESIGN PHILOSOPHY

It is not economically practical to proportion bridge members so that they will remain
undamaged after a severe earthquake, but a failure that leads to collapse of the
structure must not be allowed to occur. For this reason it is essential to design bridge
structures with sufficient ductility to dissipate the energy of earthquake motions without
reducing the strength of the bridge to the point of collapse.

The basic philosophy in seismic design of bridges is to design a bridge to resist small
to moderate earthquakes in the elastic range without significant damage. In the event of
a large earthquake, bridges and their components may suffer damage but should not
cause collapse of all or any part of the bridge. Where possible, the damages that does
occur should be readily detectable and accessible for inspection and repair.

The bridge should be designed so as to be usable by emergency traffic after simple and
very rapid repairs and should be capable of permanent repair to an acceptable level for
both vehicular and seismic loading.

Essential bridges are required to function during and immediately after an earthquake
and must meet additional requirements. These are bridges designated as essential on
the basis of criteria such as social/survival and security / defense.
Definition for importance of a bridge structure is subjective influenced by factors
such as: ADT, available detour, use for emergency vehicles, replacement cost, and
the nature and importance of the route being crossed by the bridge.

DESIGN APPROACH

The analytic approach in seismic design of bridges includes the determination of
the member forces from an elastic design response spectrum coefficient.
The design forces for each bridge component are then obtained by dividing the
elastic forces by a Response Modification Factor (R). Well confined, ductile
columns are designed for lower-than-expected forces obtained from the analysis.
Columns joints are designed and detailed to deform in a plastic manner when the
seismic forces exceeds the lower design forces. This approach is completely
different than the procedures used in the earlier AASHTO Standard Specifications.

Design displacements are considered as important because of many loss-of-span
type failures in the past earthquakes attributed in part to relative displacement
effects. Thus minimum support lengths at abutments, piers and hinge seats are
specified to prevent this type of failure.
Anchors and connections are important elements in maintaining the overall integrity
of a bridge structure. Therefore reasonably conservative design forces are specified
use in their design. An additional requirement to prevent significant relative
displacement is to provide horizontal linkages between adjacent sections of the
superstructures using cables or an equivalent mechanism. Deck continuity can also
be utilized to provide for continuity.

Current design and analysis of bridges to resist earthquakes now include:

+ Force level defined as seismic design spectra

+ Abutment stiffness effects are considered

+ The effects of ductility are considered

+ Modal dynamic elastic analysis is used as a routine design tool

+ Introduction of continuity to mobilize the maximum number of bridge components

+ Consideration of soil-structure interaction effects.
DEPARTMENT ORDER NO. 75, Series of 1992
SUBJECT : DPWH Advisory for Seismic Design of Bridges
July 17, 1992
The threat of earthquakes occurring in the Philippines can no longer be
discounted. Past and recent events have shown devastating effects of
earthquakes not only on buildings but also on highways and bridges. In
addition to the loss of lives, the recent Cabanatuan and Baguio
earthquakes caused the closure of many highways and the collapse of
many bridges which are designed based on older AASHTO Standard
Specifications resulting in millions of pesos in repair and/or replacements.

Considering that highways and bridges are the main arteries in bringing
relief to victims of earthquakes and other calamities, they should be
serviceable at all times especially during emergencies.
GOVERNING REGULATION
In modern seismic design of bridges, the basic design philosophy is for the
bridge to resist small to moderate earthquakes in the elastic range without
significant damage. In case of large earthquakes, a bridge may suffer damage
but this should not cause collapse of all or any of its parts and such damage
should readily be detectable and accessible for inspection and repair.

Therefore, to mitigate, if not prevent damage/s to bridges due to earthquakes,
and for the guidance of engineering professionals and DPWH engineers
particularly those undertaking the design of bridges, the DPWH is issuing this
ADVISORY :

1. As a minimum requirement, the design of bridges shall conform with
the current AASHTO Standard Specifications for Highway Bridges, 14th
Edition, and the Guide Specifications for Seismic Design (1989 or latest
edition) or the 1991 AASHTO Standard Specifications adopting the Guide
Specifications for Seismic Design (AASHTO Interim Specifications - Bridges)

DEPT ORDER NO.75 cont..
DEPT ORDER NO.75 cont..
2. Design Concept to be adopted shall be as follows :

a) Continuous bridges with monolithic multi-column bents have high
degree of redundancy and are the preferred type of bridge structure
to resist seismic shaking. Deck discontinuities such as expansion joints
and hinges should be kept to an absolute minimum . Suspended spans,
brackets, rollers, etc are not recommended.
b) Where multi-span simple span bridges are justified, decks should be
continuous.
c) Restrainers (horizontal linkage between adjacent span) are required at
all joints in accordance with the AASHTO Guide Specifications for
Seismic Design and generous seat widths at piers and abutments
should be provided to prevent loss-of-span failures.
DEPT ORDER NO. 75 cont...
d) Transverse reinforcements in the zones of yielding is essential to the
successful performance of reinforced concrete columns during
earthquqkes. Transverse reinforcement serves to confine the main
longitudinal reinforcement and the concrete within the core of the
column, thus preventing buckling of the main reinforcements.
e) Plastic hinging should be forced to occur in ductile column regions of
the pier rather than in the foundation unit. A scheme to protect the
abutment piles from failure is often accomplished by designing the
backwall to shear-off when subjected to the design seismic lateral
force that would otherwise fail the abutment piles.
f) The stiffness of the bridge as a whole should be considered in the analysis.
In irregular structures, it is particularly important to include the soil-
structure interaction.

This Advisory amends the existing DPWH Guidelines on the Seismic
Design of Bridges and shall take effect immediately.
(Sgd) JOSE P. DE JESUS
Secretary
MONOLITHIC
ABUTMENT
CONTINUITY
MINIMUM
JOINTS
GENEROUS
SEAT WIDTH
RESTRAINERS
PLASTIC
HINGES
FIG. 2A ILLUSTRATING THE PROVISIONSOF DPWH D.O. No. 75
MULTI-COLUMN BENT IS PREFERRED OVER SINGLE COLUMN PIERS
THE STIFFNESS OF THE WHOLE BRIDGE SHOULD BE COSIDERED IN THE ANALYSIS
TRANVERSE REINFORCEMENT AT REGIONS OF YIELDING (PLASTIC HINGES)
Highly vulnerable bridge features :
SIMPLY SUPPORTED SPANS
INADEQUATE
ANCHORAGE
INADEQUATE SEAT WIDTH
Deck continuity
Deck continuity
Assessment of Seismic Deficiencies
& Retrofitting Techniques
I. Continuity & Restrainers

Deficiencies with respect to continuity often result in total
loss of support and falling of a span

Bridges having deficiencies include:

Simply-supported spans on sliding bearings with
inadequate seat width

Continuous spans with sliding supports within the span

Pinned or fixed bearings with very low lateral or
longitudinal load capacity

Sliding supports that have to be guided in the sliding
direction. Guides may be unable to resist transverse
load or structure can jump out of guides that are too
small
Restrainers
Solution
Seat type piers (R.C. Superstructures)
The main purpose of restrainers is to prevent spans from
falling off their supports during the maximum credible EQ.
Restrainer at Pier With
Positive Tie to Pier
Restrainer Cable
Restrainer Cable
Restrainer at Pier Without
Positive Tie to Pier
TYPICAL RESTRAINER DETAILS
Restrainer
Cable
Vertical Motion Restrainer
Cable Restrainers
Solution
A
A
SHEAR
BLOCKS
END DIAPHRAGMS
SHEAR
BLOCK
Additional Slab
Reinforcement
Induced Crack
END
DIAPHRAGMS
SHEAR
BLOCKS
2. @ Expansion Ends
1. Continuous Deck Slab
SECTION AA SECTION AA
TYPICAL SHEAR BLOCK (restrainer) DETAILS
Solution:
PROVISION OF CONCRETE SHEAR BLOCKS
(restrains both longitudinal and transverse
movement of the superstructure)
Steel Longitudinal Shear Keys
Transverse shear keys
II. Bearings

Usually a loss-of-support failure results in the
collapse of the span and is considered to be
unacceptable while less drastic failures may be
considered as possibly acceptable

The most common modern bearing is the
elastomeric bearing pad consisting of steel plates
in layers alternating with rubber or another
elastomer
Assessment of Seismic Deficiencies &
Retrofitting Techniques
Luzon 1990 Damage
Toppling of bearings
Bearing embedment in concrete
This will prevent shear failure and toppling of the bearings.

In addition, if spans become displaced from the bearings, the
concrete cap will prevent collapse.
Solution
New concrete cap
Kobe 1995
Damage
Loss of support failure
Supplemental
support
Solution
Seat widening
III. Columns and Piers

Key considerations for column & piers:

For bridges designed to most codes,
columns will almost always be expected to
yield during strong seismic shaking.
Sudden loss of flexural or shear strength
that result in structural collapse must be
avoided. In the case of existing bridges,
such conditions must be corrected.

All possible modes of column failure must
be assessed in terms of their effects on the
global stability of the structure.
Common column & pier deficiencies:

Inadequate development of vertical steel due to inadequate
lap splice between vertical bars and dowels.

Splicing of column bars and dowels at column sections
where the development of plastic moments are required,
thus limiting the length of hinging.

Insufficient amount of transverse reinforcement resulting in
poor confinement of the concrete core and insufficient shear
strength to permit the development of flexural hinging in
the column.

Poor detailing of confinement reinforcement, including large
spacing of transverse & longitudinal bars, inadequate end
anchorage of transverse reinforcement, and lack of
sufficient supplementary core ties in larger rectangular
column sections.

Insufficient flexural strength and ductility.
Damage
Damage
Column failure - lack of ductility
San Fernando
Earthquake 1971
Steel Jackets for Columns & Piers

An effective solution to column failure problems is pre-fabricated
steel jackets to provide passive confinement

Characteristics of column jacketing are:
Prefabricated steel jacket is usually circular or elliptical in shape
and annular space is grouted. A short gap at the end(s) is
provided to avoid crushing failure.
Decreases tendency for buckling of the column longitudinal bars.
Improves column ductility.
Increases shear resistance of column
Full height or partial height jackets may be utilized as
appropriate.

Caution: Improperly detailed jacketing scheme may force flexural or
shear failure into foundations or cap beam creating
unfavourable failure mode.
Solution
Steel Jackets
Solution
Concrete Jackets
Solution
Column Steel Jacket
6 max. PER AASHTO
WHERE ALTERNATE BARS
ARE TIED
Cover may be reduced by 1/2 for end
of supplementary cross ties
Supplementary Ties engage
hoops. Tie securely to
longitudinal reinforcement.
180
o
hoops may be more
convenient than 135
o
bends
permitted by the Code.
TRANSVERSE REINF. FOR CONFINEMENT @ PLASTIC HINGES
REQUIREMENTS FOR TRANSVERSE
REINFORCEMENT FOR CONFINEMENT :

1. END COLUMN REGIONS
- Maximum Column Dimension or
- 1/6 of Clear Height
- but not less than 18 (457 mm)

2. MAXIMUM SPACING
- 1/4 of Minimum Column Dimension
- max. spacing = 4 (102 mm)

3. Lapping of spiral reinforcement is not
allowed in confinement regions.

4. Continue transverse reinforcement into the
adjoining member : 1/2 max. dimension but not less
than 15 (381 mm)
12 f
3
5
0

m
m

(
m
a
x
)

350 mm
(max)
Column Tie Details
Column Spiral Detail
Requirements for Spiral
Lapping
- minimum of 60f @
center half
- welded @ end regions
Typical Welded Splice
3
5
0

m
m

(
m
a
x
)

3
5
0

m
m

(
m
a
x
)

. . . . . . . . . . . . .
. . . . . . . . . . . .
Column Section
D
d
H
Extended column
spirals into
footing, min.=D/2
Column End Region
H/6, D, or 18
Column End Region
H/6, D, or 18
Extended column spirals
into coping, min. = D/2
d
d
TYPICAL PIER DETAILS
16mm f @
300 o.c.
Extended Pile Reinf.
w/ hoops or ties
VI. Foundations

Seismic retrofitting of foundations is one of the most difficult
and costly aspects of retrofitting works and often involves a
disruption of service

Deficiencies in foundations include:

Undersize footings or inadequate number of piles
Insufficient flexural and shear strength of footings or pile
caps
Lack of top steel in footings or pile caps
Inadequate anchorage of piles into caps
Insufficient horizontal shear capacity of column-footing
due to insufficient vertical reinforcement at interface
Inadequate anchorage of vertical column bars in footings
Excessive movements due to liquefaction.
Modes of failure for spread footings
Damage
Modes of failure for pile footings Damage
Footing Retrofit
Solution
Foundation Deficiencies & Retrofits

III. DESIGN PROCEDURE

1. Preliminary layout of the proposed bridge.

(General Plan and Elevation)

- Review hydraulic/hydrologic analyses to determine the
required waterway opening and bridge elevation.

- Survey data (topographic map of bridge site, profiles, river
cross sections, water elevations)

- Bridge geometric requirements such as vertical/ horizontal
alignments, roadway width, sidewalk/ shoulder width, median
width and vertical clearance.

- Preliminary selection of the types of superstructures,
substructures and foundations.

OWL
MFL
TOTAL BRIDGE LENGTH
Based on Required Waterway Width, Minimum Vertical Clearance, etc
MINIMUM CLEARANCE :
1.0 m (no debris)
1.5 m
or as required for navigation TOP OF ROADWAY
ELEVATION
BOTTOM OF
GIRDER EL..
SLOPE
SLOPE
(PROFILE ALONG THE CENTERLINE OF BRIDGE)

Fig. 4 PRELIMINARY LAYOUT OF A PROPOSED
BRIDGE
2. Establish the design criteria and
specifications

(General Notes)

- Design Specifications / Standards

- Design Live Load

- Design Stresses

- Seismic design criteria :

Ground acceleration coefficient., A
Importance classification, IC
Seismic Performance Category, SPC

- Materials specifications

- Construction specifications

Agas-Agas Bridge Project
Contract Package V
Philippine-Japan Friendship Highway Rehabilitation Project
(Visayas Section, Phase II)
3. Final selection of the type of structures.

Superstructures & substructures :

- Span Lengths

- Height of Substructures

- Size Limitations

Foundations :

- depth of scour

- depth of hard strata

- liquefaction potential of foundation materials

- magnitude of loads from superstructure

4. Design of Superstructures

- Deck slab (interior & exterior slab)
Slab thickness
Steel reinforcement (main rebars, distribution rebars )

- Design of main girders & cross beams
(RCDG, Prestressed I-girder, Steel or Concrete Box
Girder, Composite Plate Girder, etc.)

- Design of steel trusses
Main members (top & bottom chords, vert. & diag.)
Floor system (stringers & floor beams)

- Miscellaneous designs
Bearings, railings, expansion dams, lighting etc.

- Detailing
5. Design of Substructures

- Check for depth of scour.

- Check for liquefaction potential.

- Create a stick model of the bridge for structural
analyses (see Fig.5)

- Analyze for various combination of loads
(see AASHTO Table 3.22.1A for load combinations)
(see Fig. 6 & 7, Seismic Design Flow Charts)

- Design pier coping and columns.

- Design pier footings and foundations.

- Detailing

General and Seismic Provisions

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