Seismic Response of Multiple Span Steel Bridges in Central and Southeastern United States. II: Retrofitted

Part I of this two-part paper evaluated the seismic response of typical multispan simply supported (MSSS) and multispan continuous steel girder bridges in the central and southeastern United States. The results showed that the bridges were vulnerable to damage resulting from impact between decks, and large ductility demands on nonductile columns. Furthermore, fixed and expansion bearings were likely to fail during strong ground motion. In this paper, several retrofit measures to improve the seismic performance of typical multispan simply supported and multispan continuous steel girder bridges are evaluated, including the use of elastomeric bearings, lead-rubber bearings, and restrainer cables. It is determined that lead-rubber bearings are the most effective retrofit measure for reducing the seismic vulnerability of typical bridges. While isolation provided by elastomeric bearings limits the forces into the columns, the added flexibility results in pounding between decks in the MSSS steel girder bridges. Restrainer cables, which are becoming a common retrofit measure, are effective in reducing the hinge opening in MSSS bridges with steel bearings. However, when used with elastomeric bearings, the restrainer cables negate the isolation effect of the bearings.     

Seismic Fragility of Continuous Steel Highway Bridges in New York State

This paper presents the results of an analytical seismic fragility analysis of a typical steel highway bridge in New York State. The structural type and topological layout of this multispan I-girder bridge have been identified to be most typical of continuous bridges in New York State. The structural details of the bridge are designed as per New York State bridge design guidelines. Uncertainties associated with the estimation of material strength, bridge mass, friction coefficient of expansion bearings, and expansion-joint gap size are considered. To account for the uncertainties related to the bridge structural properties and earthquake characteristics, ten statistical bridge samples are established using the Latin Hypercube sampling and restricted pairing approach, and 100 ground motions are simulated numerically. The uncertainties of capacity and demand are estimated simultaneously by using the ratios of demands to capacities at different limit states to construct seismic fragility curves as a function of peak ground acceleration and fragility surfaces as a function of moment magnitude and epicentral distance for individual components using nonlinear and multivariate regressions. It has been observed that nonlinear and multivariate regressions show better fit to bridge response data than linear regression conventionally used. To account for seismic risk from multiple failure modes, second-order reliability yields narrower bounds than the commonly used first-order reliability method. The fragility curves and surfaces obtained from this analysis demonstrate that bridges in New York State have reasonably low likelihood of collapse during expected earthquakes.     

Seismic Response of Multiple Span Steel Bridges in Central and Southeastern United States. I: As Built

The seismic response of typical multispan simply supported (MSSS) and multispan continuous steel girder bridges in the central and southeastern United States is evaluated. Nonlinear time history analyses are conducted using synthetic ground motion for three cities for 475 and 2,475-year return period earthquakes (10 and 2% probability of exceedance in 50 years). The results indicate that the seismic response for the 475-year return period earthquake would lead to an essentially linear response in typical bridges. However, the seismic response for a 2,475-year return period earthquake resulted in significant demands on nonductile columns, fixed and expansion bearings, and abutments. In particular, pounding between decks in the MSSS bridge would result in significant damage to steel bearings and would lead to the toppling of rocker bearings, which may result in unseating of the bridge deck.     

Efficient Longitudinal Seismic Fragility Assessment of a Multispan Continuous Steel Bridge on Liquefiable Soils

The increased failure potential of aging U.S. highway bridges and their susceptibility to damage during extreme events necessitates the development of efficient reliability assessment tools to prioritize maintenance and rehabilitation interventions. Reliability communication tools become even more important when considering complex phenomena such as soil liquefaction under seismic hazards. Currently, two approaches are widely used for bridge reliability estimation under soil failure conditions via fragility curves: liquefaction multipliers and full-scale two- or three-dimensional bridge-soil-foundation models. This paper offers a computationally economical yet adequate approach that links nonlinear finite-element models of a three-dimensional bridge system with a two-dimensional soil domain and a one-dimensional set of p-y springs into a coupled bridge-soil-foundation (CBSF) system. A multispan continuous steel girder bridge typical of the central and eastern United States along with heterogeneous liquefiable soil profiles is used within a statistical sampling scheme to illustrate the effects of soil failure and uncertainty propagation on the fragility of CBSF system components. In general, the fragility of rocker bearings, piles, embankment soil, and the probability of unseating increases with liquefaction, while that of commonly monitored components, such as columns, depends on the type of soil overlying the liquefiable sands. This component response dependence on soil failure supports the use of reliability assessment frameworks that are efficient for regional applications by relying on simplified but accepted geotechnical methods to capture complex soil liquefaction effects.     

Implications of Design Assumptions on Capacity Estimates and Demand Predictions of Multispan Curved Bridges

The paper presents a detailed seismic performance assessment of a complex bridge designed as a reference application of modern codes for the Federal Highway Administration. The assessment utilizes state-of-the-art assessment tools and response metrics. The impact of design assumptions on the capacity estimates and demand predictions of the multispan curved bridge is investigated. The level of attention to detail is significantly higher than can be achieved in a mass parametric study of a population of bridges. The objective of in-depth assessment is achieved through investigation of the bridge using two models. The first represents the bridge as designed (including features assumed in the design process) while the second represents the bridge as built (actual expected characteristics). Three-dimensional detailed dynamic response simulations of the investigated bridge, including soil-structure interaction, are undertaken. The behavior of the as-designed bridge is investigated using two different analytical platforms for elastic and inelastic analysis, for the purposes of verification. A third idealization is adopted to investigate the as-built bridge’s behavior by realistically modeling bridge bearings, structural gaps, and materials. A comprehensive list of local and global, action and deformation performance indicators, including bearing slippage and inter-segment collision, are selected to monitor the response to earthquake ground motion. The comparative study has indicated that the lateral capacity and dynamic characteristics of the as-designed bridge are significantly different from the as-built bridge’s behavior. The potential of pushover analysis in identifying structural deficiencies, estimating capacities, and providing insight into the pertinent limit state criteria is demonstrated. Comparison of seismic demand with available capacity shows that seemingly conservative design assumptions, such as ignoring friction at the bearings, may lead to an erroneous and potentially nonconservative response expectation. The recommendations assist be given to design engineers seeking to achieve realistic predictions of seismic behavior and thus contribute to uncertainty reduction in the ensuing design.     

Effects of Pier and Deck Flexibility on the Seismic Response of Isolated Bridges

The seismic response of bridges isolated by elastomeric bearings and the sliding system is investigated under two horizontal components of real earthquake ground motions. The selected bridges consist of multispan continuous deck supported on the piers and abutments. Three different mathematical models of the isolated bridge are considered for the analytical seismic response by considering and ignoring the flexibility of the deck and piers. The mathematical formulation for seismic response analysis of various mathematical models of the bridges isolated by different isolation systems is presented. The accuracy and computational efficiency of various mathematical models of isolated bridges is investigated by comparing their responses under different system parameters and earthquake ground motions. The important parameters selected are the flexibility of deck, piers, and isolation systems. There was significant difference in the computational time required for different models, but it was observed that the seismic response of the bridges obtained from different equivalent mathematical models is quite comparable even for an unsymmetrical bridge. Thus, the earthquake response of a seismically isolated bridge can be effectively obtained by modeling it as a single-degree-of-freedom system (i.e., considering the piers and deck as rigid) supported on an isolation system in two horizontal directions.     

Seismic Performance Assessment of Simply Supported and Continuous Multispan Concrete Girder Highway Bridges

Seismic evaluations of typical concrete girder bridges are conducted for both a multispan simply supported and a multispan continuous girder bridge common to the Central and Southeastern United States. These evaluations are performed for an approximate hazard level of 2% in 50?years by performing nonlinear time history analyses on three-dimensional analytical models. The results show significant vulnerabilities in the reinforced concrete columns, the abutments, and also in unseating of the girders. In general, the longitudinal loading of the bridges results in larger demands than the transverse loading. However, the simply supported bridge sustains bearing deformations in the transverse direction which are on the same order as their longitudinal response. These results suggest that both longitudinal and transverse loading are significant and should be considered when performing seismic hazard analyses of these bridges.     

Damage Analysis of Hanshin Expressway Viaducts during 1995 Kobe Earthquake. III: Three-Span Continuous Girder Bridges

Almost all the single reinforced concrete (RC) piers from P35 to P350 received consistently severe damage, considering the large residual inclination of piers included in earthquake-induced severe damage. However, some of the piers in the section from P35 to P350 remained lightly damaged, and this phenomenon is observed especially in many piers under fixed bearings in continuous girder bridges. In this study, using experimentally based models for metal bearings and installing them to an existing FEM code, a nonlinear dynamic response analysis of a continuous girder bridge system is conducted. It is shown that the results depend on the ground motion, but the fuse effect of the breaking of the bearings could have been a reason for the phenomenon.     

Full-Scale Tests of Seismic Cable Restrainer Retrofits for Simply Supported Bridges

Many parts of the central and southeastern United States have recently begun initiating seismic retrofit programs for bridges on major interstate highways. One of the most common retrofit strategies is to provide cable restrainers at the intermediate hinges and abutments in order to reduce the likelihood of collapse due to unseating. To evaluate the force-displacement behavior of the cable restrainer retrofits, a full-scale bridge setup was constructed based on an existing multispan, simply supported steel girder bridge in Tennessee, that has been considered for seismic retrofit using cable restrainers. Seismic cable restrainers were connected to the bridge pier using steel bent plates, angles, and undercut anchors embedded in the concrete as specified by typical bridge retrofit plans. The full-scale bridge model was subjected to monotonic loading to test the capacity of the cable restrainer system and to determine the modes of failure. The results showed that the primary modes of failure are in the connection elements of the pier and girders, and they occur at force levels much lower than the strength of the cable. Modifications to the connection elements were designed and tested. The new connections resulted in a higher strength and deformation capacity of the cable restrainer assembly.     

Seismic Design of Lifeline Bridge using Hybrid Seismic Isolation

This paper presents the merits of a hybrid seismic isolation system used for the seismic design of a major bridge. The bridge is analyzed for two different arrangements of seismic isolation systems. The first arrangement consists of friction pendulum bearings at all substructure locations; the other incorporates a hybrid system where laminated elastomeric bearings are used at the abutments and friction pendulum bearings at the piers. Analysis results have demonstrated that the hybrid seismic isolation system provided a structure with a fundamental period long enough to attract smaller seismic forces, while controlling the magnitude of isolation bearings displacements. It also provided a more uniform distribution of seismic forces among substructure elements. As a result, higher seismic forces on the piers were reduced, allowing for a more economical design of substructures. The hybrid seismic isolation system helped to control the wind-induced vibrations and reduced the sizes of the isolation bearings.     

Seismic Modeling of Skewed Bridges with Elastomeric Bearings and Side Retainers

Elastomeric expansion bearings are often restrained laterally by retainers on each side. The retainers are in the form of a concrete shear block, rolled steel angles, or welded plates. To allow for longitudinal temperature movements, the retainers are placed with a slight clearance (gap) from the elastomer. The gap introduces nonlinearity in the seismic analysis of the bridge and, therefore, is often ignored by designers for the sake of simplicity. This paper compares the seismic response of straight and skewed slab-girder single-span bridges under the conditions of zero gap and standard gap for the retainers. Nonlinear time-history analysis is employed to measure the seismic demand on retainers, elastomers, and pinned bearings in each case. The stiffness of end-diaphragms and elastomeric bearings is included in the analysis. It is shown that these relationships are nonlinear in nature and depend on the frequency content of the input motion. It is also proved that ignoring the nonlinearity in the seismic bridge model can lead to erroneous results that are unsafe to use.     

R-Factor Parameterized Bridge Damage Fragility Curves

Damage fragilities describe the probability that a bridge will incur certain (discrete) damage states conditioned on the intensity of the earthquake it may experience. Reinforced concrete box girder highway overpass bridges are prevalent among the total inventory of bridges in California. For this class of bridges, a method for computing damage fragilities for three damage states (concrete cover spalling, longitudinal bar buckling, and column failure) based on the bridge force reduction factors (R-factors) is derived in this paper. Bridge damage fragilities are described by equations relating the median intensity and uncertainty of ground motion to discrete damage states of column concrete cover spalling, column bar buckling, and column failure using the bridge R-factor as the principal parameter describing the bridge structure. Such damage fragility equations are furnished for earthquake intensities measured using pseudospectral acceleration (Sa) and cumulative absolute displacement (CAD) in both the bridge longitudinal and transverse directions.     

Influence of Pier Stiffness Degradation on Soil-Structure Interaction in Base-Isolated Bridges

Identification of system parameters by recorded accelerographs on base-isolated bridges during earthquakes provides an opportunity to investigate the performance of such bridges. Stiffness degradation in reinforced concrete piers of four multispan continuous base-isolated bridges in Japan during eighteen earthquakes is examined by using system identification results and theoretical load-displacement curves of reinforced concrete piers. Soil-structure interaction (SSI) effect identified in these bridges is found to be independent of free field acceleration and weakly dependent on dynamic soil properties. This apparent contradiction with the popular belief of strong SSI in weaker soil prompted to consider the fact that with increasing seismic intensity, similar degradation in pier stiffness also takes place and it is the ratio of pier and foundation stiffness (kc/kh) which should be examined to determine the influence of SSI. A relatively strong relationship between these variables supports the hypothesis that SSI is more strongly related to the stiffness ratio of pier and foundation than dynamic soil properties.     

Bridge Seismic Retrofitting Practices in the Central and Southeastern United States

This paper conducts a detailed review of the seismic hazard, inventory, bridge vulnerability, and bridge retrofit practices in the Central and Southeastern United States (CSUS). Based on the analysis of the bridge inventory in the CSUS, it was found that over 12,927 bridges (12.6%) are exposed to 7% probability of exceedance (PE) in 75-year peak ground acceleration (PGA) of greater than 0.20 g, and nearly 3.5% of bridges in the CSUS have a 7% PE in 75-year PGA of greater than 0.50 g. Since many of the bridges in this region were not designed with explicit consideration of the seismic hazard, many of them are in need of seismic retrofitting to reduce their seismic vulnerability. While several of the states in the CSUS have retrofitted some of their bridges, systematic retrofit programs do not currently exist. The review of retrofit practices in the region indicates that the most common retrofit approaches in the CSUS include the use of restrainer cables, isolation bearings, column jacketing, shear keys, and seat extenders. The paper presents an overview of the common approaches and details used for the aforementioned retrofit measures. This paper serves as a useful tool for bridge engineers in the CSUS as they begin to perform systematic retrofit of vulnerable bridges in the region.     

Seismic Response of Isolated Bridges

The seismic response of bridges seismically isolated by lead-rubber bearings (L-RB) to bidirectional earthquake excitation (i.e., two horizontal components) is presented in this paper. The force-deformation behavior of L-RB is considered as bilinear, and the interaction between the restoring forces in two orthogonal horizontal directions is duly considered in the response analysis. The specific purpose of the study is to assess the effects of seismic isolation on the peak response of the bridges, and to investigate the effects of the bidirectional interaction of restoring forces of isolation bearings. The seismic response of the lumped mass model of continuous span isolated bridges is obtained by solving the governing equations of motion in the incremental form using an iterative step-by-step method. To study the effectiveness of L-RB, the seismic response of isolated bridges is compared with the response of corresponding nonisolated bridges (i.e., bridges without isolation devices). A comparison of the response of the isolated bridges obtained by considering and ignoring the bidirectional interaction of bearing forces is made under important parametric variation. The important parameters included are the flexibility of the bridge piers and the stiffness and yield strength of the L-RB. The results show that the bidirectional interaction of the restoring forces of the L-RB has considerable effects on the seismic response of the isolated bridges. If these interaction effects are ignored, then the peak bearing displacements are underestimated, which can be crucial from the design point of view.     

Development of a Specification for Bridge Seismic Retrofit with Carbon Fiber Reinforced Polymer Composites

The U.S. Interstate 80 bridge over State Street in Salt Lake City is very near the Wasatch fault, which is active and capable of producing large earthquakes. The bridge was designed and built in 1965 according to the 1961 American Association of State Highway Officials specifications, which did not consider earthquake-induced forces or displacements. The bridge consists of reinforced concrete bents supporting steel plate welded girders. The bents are supported on cast-in-place concrete piles and pile caps. A seismic retrofit design was developed using carbon fiber reinforced polymer (CFRP) composites, which was implemented in the summer of 2000 and the summer of 2001, to improve the displacement ductility of the bridge. The seismic retrofit included column jacketing, as well as wrapping of the bent cap and bent cap-column joints for confinement, flexural, and shear strength increase. This paper describes the specifications developed for the CFRP composite column jackets and composite bent wrap. The specifications included provisions for materials, constructed thickness based on strength capacity, and an environmental durability reduction factor. Surface preparation, finish coat requirements, quality assurance provisions, which included sampling and testing, and constructability issues regarding the application of fiber composite materials in the retrofit of concrete bridges are also described.     

Effect of Side Retainers on Seismic Response of Bridges with Elastomeric Bearings

Often, to restrain the lateral displacement of elastomeric bearings in slab-girder bridges, two retainers in the form of angles or welded plates are placed on each side of the bearings, with a slight clearance to allow for longitudinal movement of the elastomer. The existence of the gap introduces nonlinearity into the seismic analysis of the structure, which is commonly ignored. In addition, by considering the gap, the elastomer’s stiffness in the transverse direction contributes to the overall stiffness of the system. This paper investigates the behavior of these retainers under earthquake forces. The retainers’ stiffness, the gap distance, and the period of the bridge are used as variable parameters. It is shown that the seismic demand on retainers is nonlinear in nature and depends on the frequency content of the input motion. It is also proved that ignoring the gap in the seismic analysis model can lead to lower seismic demands on the retainers and substructure. Design recommendations are given for bridges with such retainers.     

Efficiency of Seismic Isolation for Seismic Retrofitting of Heavy Substructured Bridges

In this paper, the efficiency of seismic isolation for seismic retrofitting of bridges with light superstructures and heavy substructures in the state of Illinois is studied. For this purpose, a representative bridge was selected by Illinois Department of Transportation. A detailed structural model of the bridge capable of simulating the nonlinear behavior of its components and soil–bridge interaction effects was first constructed. Iterative multimode response spectrum analysis (IMMRSA) of the bridge were conducted to assess its seismic vulnerability. The results from IMMRSA were also verified with nonlinear time history analyses. It was found that the bearings and substructures of the bridge need to be retrofitted. A conventional retrofitting technique was then adopted for the bridge and the cost of retrofit was estimated. Next, the existing bearings were replaced with seismic isolation bearings (SIB) and the seismic analysis was repeated. It was found that SIB effectively mitigated the seismic forces and eliminated the need for retrofitting of the substructures. The cost of retrofitting using SIB was then calculated and found to be only 30% of the conventional retrofitting cost.