Simulating the Behavior of GRS Bridge Abutments

Geosynthetic-reinforced soil (GRS) bridge-supporting abutments are similar in principle to GRS retaining walls, except that GRS abutments are typically subjected to a much higher area load, and that the loads are close to the wall face. The GRS abutment technology is relatively new, but it has great potential, and it has been gaining some popularity in recent years. This paper describes the finite element analyses of two full-scale loading tests of GRS bridge abutments referred to as the “National Cooperative Highway Research Program (NCHRP) experiment.” The analysis was carried out using the computer program Dyna3d, developed at the Lawrence Livermore National Laboratory. The finite element analysis of the NCHRP experiment will help with the understanding of the complex behavior of GRS structures in general, and the behavior of GRS bridge abutments with modular block facing in particular. The analysis of the two full-scale loading tests allows the loading conditions that are of greatest concern in the design of the bridge abutments to be examined rationally. The analysis shows that the performance of a GRS abutment, resulting from the complex interaction among the various components, while subject to a service load or a limiting failure load can be simulated in a reasonably accurate manner. In addition, a parametric study was conducted to investigate the performance of the modular block facing GRS bridge abutments subjected to live and dead loads from a bridge superstructure. This study investigated the performance of the GRS bridge abutments as they are affected by backfill properties, reinforcement stiffness properties, and reinforcement vertical spacing.     

Frequency of Discharge Causing Abutment Scour in South Carolina

The purpose of this study is to evaluate the adequacy of the 100-year discharge along with the Froehlich bridge abutment scour equation adopted by the U.S. Federal Highway Administration (FHwA) in predicting abutment scour for bridge design purposes in South Carolina streams. The analysis utilized bridge properties, stream cross-sectional and hydraulic data, local flood frequency equations, a one-dimensional steady river flow computer model (WSPRO), and procedures recommended by the FHwA for predicting abutment scour. A method was developed to identify the single stream-discharge at each bridge that can cause the abutment scour that was observed at 73 bridge abutments. Analysis of the results revealed that for one-third of the abutments in the sandy soil region of South Carolina, the flow rates required to produce the observed scour depths had return periods greater than 100?years. Although for bridges in the region dominated by clay soil, the return periods were significantly smaller than 100?years.     

Allowable Bearing Pressures of Bridge Sills on GRS Abutments with Flexible Facing

Compared to geosynthetic-reinforced soil (GRS) retaining walls, GRS abutment walls are generally subjected to much greater intensity surface loads that are fairly close to the wall face. A major issue with the design of GRS abutments is the allowable bearing pressure of the bridge sill on the abutments. The allowable bearing pressure of a bridge sill over reinforced soil retaining walls has been limited to 200?kPa in the current NHI and Demo 82 design guidelines. A study was undertaken to investigate the allowable bearing pressures of bridge sills over GRS abutments with flexible facing. The study was conducted by the finite element method of analysis. The capability of the finite element computer code for analyzing the performance of GRS bridge abutments with modular block facing has been evaluated extensively prior to this study. A series of finite element analyses were carried out to examine the effect of sill type, sill width, soil stiffness/strength, reinforcement spacing, and foundation stiffness on the load-carrying capacity of GRS abutment sills. Based on the results of the analytical study, allowable bearing pressures of GRS abutments were determined based on two performance criteria: A limiting displacement criterion and a limiting shear strain criterion, as well as the writers’ experiences with GRS walls and abutments. In addition, a recommended design procedure for determining the allowable bearing pressure is provided.     

Performance Evaluation of Repair Technique for Damaged Fiber-Reinforced Polymer Honeycomb Bridge Deck Panels

All-composite, fiber-reinforced polymer honeycomb (FRPH) sandwich panels are an innovative application of modern composite materials in civil engineering. These panels have become increasingly popular for use as full-depth bridge decks and have been used to span both transversely between steel or concrete girders and longitudinally between abutments. Although several bridges using FRPH panels have been installed in recent years, a method to repair the panels if they are damaged has not been thoroughly investigated. This paper presents the analysis and full-scale evaluation of a 9.75 m (32 ft) long FRPH member that was subjected to severe core-face delamination damage and subsequently repaired. As such, the work presented herein is the first of its kind to be conducted for FRPH bridge members. The damaged member when repaired was shown to have approximately 65% more capacity than a similar undamaged member. The additional capacity was achieved using a single wrapping layer over the face plates and sinusoidal core. This wrapping layer is believed to have prevented a failure (at the resin bond line) between the face plates and core by engaging a shear-friction type clamping force. The contribution of the wrap layer is considered using simple calculations, rigorous finite-element models, and experimental data. Acoustic emission monitoring was used to compare the performance of the damaged and repaired specimens under sustained load.     

Optimum Design of Bridge Abutments under Seismic Conditions: Reliability-Based Approach

The paper focuses on the reliability-based design optimization of gravity wall bridge abutments when subjected to active condition during earthquakes. An analytical study considering the effect of uncertainties in the seismic analysis of bridge abutments is presented. Planar failure surface has been considered in conjunction with the pseudostatic limit equilibrium method for the calculation of the seismic active earth pressure. Analysis is conducted to evaluate the external stability of bridge abutments when subjected to earthquake loads. Reliability analysis is used to estimate the probability of failure in three modes of failure viz. sliding failure of the wall on its base, overturning failure about its toe (or eccentricity failure of the resultant force) and bearing failure of foundation soil below the base of wall. The properties of backfill and foundation soil below the base of abutment are treated as random variables. In addition, the uncertainties associated with characteristics of earthquake ground motions such as horizontal seismic acceleration and shear wave velocity propagating through backfill soil are considered. The optimum proportions of the abutment needed to maintain the stability are obtained against three modes of failure by targeting various component and system reliability indices. Studies have also been made to study the influence of various parameters on the seismic stability.     

Transverse Cracking of Concrete Bridge Decks: Effects of Design Factors

Early transverse cracking is one of the dominant forms of bridge deck defects experienced by a large number of transportation agencies. These cracks often initiate soon after the bridge deck is constructed, and they are caused by restrained shrinkage of concrete. Transverse cracks increase the maintenance cost of a bridge structure and reduce its life span. Most of the past efforts addressing transverse bridge deck cracking have focused on changes over the years in concrete material properties and construction practices. However, recent studies have shown the importance of design factors on transverse bridge deck cracking. This paper presents results of a comprehensive finite-element (FE) study of deck and girder bridge systems to understand and evaluate crack patterns, stress histories, as well as the relative effect of different design factors such as structural stiffness on transverse deck cracking. The results of this study demonstrate the development of transverse deck cracking and emphasize the importance of these design factors. They also recommend preventive measures that can be adopted during the design stage in order to minimize the probability of transverse deck cracking.     

Effects of Time and Channel Geometry on Scour at Bridge Abutments

Experiments are described to investigate local scour at bridge abutments. The experiments were performed in a two-stage channel using abutments that extended different distances onto the floodplain including right up to the edge of the main channel (Melville, Type III). To ensure the largest scour depths the conditions on the floodplain upstream of the abutment were close to critical conditions for the bed material. The time evolution of the scour and the ultimate scour depth were measured. The time development of the local scour corresponded well with the theories of Ettema and Franzetti and the theory of Whitehouse for scour at horizontal cylinders in the marine environment. Melville has suggested that scour at abutments on floodplains can be approximated by scour in rectangular channels if an imaginary boundary is assumed, separating the flow in the main channel from that on the floodplain. The experimental results confirm the validity of Melville's suggestion for the configurations tested in the experiments.     

Fatigue of Diagonally Cracked RC Girders Repaired with CFRP

Fiber-reinforced polymers (FRP) are becoming more widely used for repair and strengthening of conventionally reinforced concrete (RC) bridge members. Once repaired, the member may be exposed to millions of load cycles during its service life. The anticipated life of FRP repairs for shear strengthening of bridge members under repeated service loads is uncertain. Field and laboratory tests of FRP-repaired RC deck girders were performed to evaluate high-cycle fatigue behavior. An in-service 1950s vintage RC deck-girder bridge repaired with externally bonded carbon fiber laminates for shear strengthening was inspected and instrumented, and FRP strain data were collected under ambient traffic conditions. In addition, three full-size girder specimens repaired with bonded carbon fiber laminate for shear strengthening were tested in the laboratory under repeated loads and compared with two unfatigued specimens. Results indicated relatively small in situ FRP strains, laboratory fatigue loading produced localized debonding along the FRP termination locations at the stem-deck interface, and the fatigue loading did not significantly alter the ultimate shear capacity of the specimens.     

Replacement of Pontesei Bridge, Italy

Pontesei Dam is a major concrete dam built after World War II across the canyon of Maè Creek (Valle di Zoldo) in the Italian Eastern Alps. Just upstream from the dam, a gully discharges water from steep mountains. The only road serving the dam and the entire valley upstream of the dam runs along the mountainside and crosses the gully. In 1959, an exceptionally rainy season caused a flood, which destroyed the bridge. A temporary Bailey bridge was subsequently built by the army, but in 1990 it was decided to design a new bridge. The main challenges posed to the designer included building the new deck and the abutments underneath the Bailey bridge without disrupting traffic, hoisting the deck just to the bottom of the Bailey bridge, and finally substituting the new deck for the Bailey bridge in one day. Other problems included the instability of the rock mass at the abutments and the gravitative convergence of the two sides of the gully. This paper describes the design, construction, and testing of the bridge replacement and the bridge abutments.     

Capacity Evaluation of Exterior Sacrificial Shear Keys of Bridge Abutments

Shear keys are used in bridge abutments to provide transverse support for the superstructure. The damage observed on bridge abutments in the aftermath of the 1994 Northridge Earthquake prompted the revision of the design of shear keys. As part of this revision, experimental and analytical work was conducted to investigate the seismic behavior of exterior shear keys in bridge abutments designed in accordance with current guidelines and to investigate shear keys designed for damage control. The latter work was aimed at providing guidance for seismic design of shear keys to act as structural fuses that would limit the input force in the abutment piles. Ten shear keys were designed and built at 1:2.5 scale of a prototype abutment design provided by Caltrans. The study concluded that a smooth construction joint should be considered at the interface of the shear key–abutment stem wall to allow sliding shear failure. A mechanism model was developed for capacity evaluation of shear keys with sliding shear failure. The results of the experimental program and development of the simple analytical model for capacity evaluation of exterior shear keys are presented in this paper.     

Construction and Testing of an Innovative Concrete Bridge Deck Totally Reinforced with Glass FRP Bars: Val-Alain Bridge on Highway 20 East

The Val-Alain Bridge, located in the Municipality of Val-Alain on Highway 20 East, crosses over Henri River in Québec, Canada. The bridge is a slab-on-girder type with a skew angle of 20° over a single span of 49.89?m and a total width of 12.57?m. The bridge has four simply supported steel girders spaced at 3,145?mm. The deck slab is a 225-mm-thick concrete slab, with semi-integral abutments, continuous over the steel girders with an overhang of 1,570?mm on each side. The concrete deck slab and the bridge barriers were reinforced with glass fiber reinforced polymer (GFRP) reinforcing bars utilizing high-performance concrete. The Val-Alain Bridge is the Canada’s first concrete bridge deck totally reinforced with GFRP reinforcing bars. Using such nonmetallic reinforcement in combination with high-performance concrete leads to an expected service life of more than 75?years. The bridge is well instrumented with electrical resistance strain gauges and fiber-optic sensors at critical locations to record internal strain data. Also, the bridge was tested for service performance using calibrated truckloads. Design concepts, construction details, and results of the first series of live load field tests are presented.     

Nonlinear Soil–Abutment–Bridge Structure Interaction for Seismic Performance-Based Design

Current seismic design of bridges is based on a displacement performance philosophy using nonlinear static pushover analysis. This type of bridge design necessitates that the geotechnical engineer predict the resistance of the abutment backfill soils, which is inherently nonlinear with respect to the displacement between soil backfill and the bridge structure. This paper employs limit-equilibrium methods using mobilized logarithmic-spiral failure surfaces coupled with a modified hyperbolic soil stress–strain behavior (LSH model) to estimate abutment nonlinear force-displacement capacity as a function of wall displacement and soil backfill properties. The calculated force-displacement capacity is validated against the results from eight field experiments conducted on various typical structure backfills. Using LSH and experimental data, a simple hyperbolic force-displacement (HFD) equation is developed that can provide the same results using only the backfill soil stiffness and ultimate soil capacity. HFD is compatible with current CALTRANS practice in regard to the seismic design of bridge abutments. The LSH and HFD models are powerful and effective tools for practicing engineers to produce realistic bridge response for performance-based bridge design.     

Full-Scale Field Failure Tests of Railway Bridge

Full-scale ultimate load tests were conducted in March 1995 on the bearings of the Strawberry Park Bridge, a two-span, 45 m (148 ft) long ballasted railway bridge typical of many such bridges around the country. The bridge, located in Los Angeles, was scheduled for removal in spring 1995, a fact which allowed for the performance of failure push tests on the bridge, with the pushing loads applied at the bridge abutments. The main objective of this experiment was to identify the extent to which the rails, ties, and ballast and the plate containing the ballast (ballast pan or tie plate) help to strengthen the bridge during a seismic event. The rails, ballast, and ballast pan were completely removed at one end, while the other end was left in its as-built condition. The bridge was then pushed laterally to failure at both ends. Comparison between the failure loads at each end indicated that the as-built end was 45% stronger than the free end.     

Field Behavior of an Integral Abutment Bridge Supported on Drilled Shafts

The abutments of integral bridges are traditionally supported on a single row of steel-H-piles that are flexible and that are able to accommodate lateral deflections well. In Hawaii, steel-H-piles have to be imported, corrosion tends to be severe in the middle of the Pacific Ocean, and the low buckling capacity of steel-H-piles in scour-susceptible soils has led to a preference for the use of drilled shaft foundations. A drilled shaft-supported integral abutment bridge was monitored from foundation installation to in-service behavior. Strain gauge data indicate that drilled shaft foundations worked well for this integral bridge. After 45 months, the drilled shafts appear to remain uncracked. However, inclinometer readings provide a conflicting viewpoint. Full passive earth pressures never developed behind the abutments as a result of temperature loading because thermal movements were small and the long term movements were dominated by concrete creep and shrinkage of the superstructure that pulled the abutments towards the stream. In the stream, hydrodynamic loading during the wet season had a greater effect on the abutment movements than seasonal temperature cycling. After becoming integral, the upright members of the longitudinal bridge frame were not vertical because the excavation and backfilling process caused deep seated movements of the underlying clay resulting in the drilled shafts bellying out towards the stream. This indicates the importance and need for staged construction analysis in design of integral bridges in highly plastic clays. Also, the drilled shaft axial loads from strain gauges are larger than expected.     

Conceptual Model for Prediction of FRP-Concrete Bond Strength under Moisture Cycles

Fiber-reinforced polymer (FRP) retrofit systems for concrete structural members such as beams, columns, slabs, and bridge decks have become increasingly popular as a result of extensive studies on short-term debonding behavior. Nevertheless, long-term performance and durability issues regarding debonding behavior in such strengthening systems still remain largely uncertain and unanswered. Because of its composite nature, the effectiveness of the strengthening system depends on the properties of the interfaces between the three constituent materials; namely, concrete, epoxy, and FRP. Certain factors, including those related to environmental exposures, can cause degradation of the interface properties during service life. This is particularly critical when predicting service life and planning maintenance of FRP-strengthened concrete structures. In this study, effect of moisture on an FRP-concrete bond system is characterized by means of the tri-layer fracture toughness, which can be obtained experimentally from peel and shear fracture tests. Fracture specimens were conditioned under various durations and numbers of wet-dry cycles at room temperature and 50°C. An irreversible weakening in bond strength was observed in fracture specimens under moisture cyclic condition. A conceptual model is developed based on the experimental results of the fracture specimens under variable cyclic moisture conditions for the bond strength prediction of the FRP-concrete bond system. A numerical study of a precracked FRP-strengthened reinforced concrete beam is then performed to show potential application of the proposed predictive model.     

Stiffness and Strength Evaluations of a Shear Connection System for FRP Bridge Decks to Steel Girders

This paper reports on research investigating a nongrouted sleeve-type connection used to attach fiber-reinforced polymer (FRP) decks to steel girders. The connection system was investigated for stiffness, strength, fatigue resistance, and degree of composite action. Static and fatigue tests were conducted first at the component level on push-out specimens to obtain P-Δ (load-displacement) and S-N (stress range–fatigue life) relationships, from which design formulas were developed. Then tests were conducted at the system level on a 1∶3 scaled-bridge model by using this sleeve-type connection, and the results showed this shear connection can satisfy requirements from AASHTO specifications for fatigue, strength, and function. Further, three-point bending tests were conducted on a T-section model cut from the scaled bridge, and approximately 25% composite action was achieved for two different connection spacings. The structural efficiency of this shear connection is shown, and this connection design is applied in practice.     

Crack Progression during Sustained-Peak Low-Cycle Fatigue in Single-Crystal Ni-Base Superalloy René N5

Crack progression during compressive sustained-peak low-cycle fatigue (SPLCF) was examined in vapor phase aluminide coated single-crystal Ni-base superalloy René N5. Strain-controlled tests with a 120-second hold at compression were conducted at 1366 K (1093 °C) with A = –1 (R = –∞) and 0.35 pct total strain range, and were terminated at selected fractions of predicted life. Crack lengths on the surface and crack depth in longitudinal sections were examined for each specimen. All cracks appeared to have initiated at the coating surface. Failed specimens showed that cracks initially grew on (001), perpendicular to the stress axis, and then deflected to other crystallographic planes. Interrupted test specimens showed crevices initiated on the coating surface at less than 10 pct of the predicted life. The depths of crevices into the coating increased with cyclic exposure, but they did not penetrate into the substrate through the interdiffusion zone (IDZ) until about 80 pct of predicted life. Stress relaxation during compressive hold results in residual tension upon unloading. These results suggest that improving creep resistance of the substrate alloy and developing a coating system that can delay crack penetration into the substrate are keys for improved SPLCF life.     

Nonlinear Analysis of Integral Bridges: Finite-Element Model

Integral abutment bridges (IABs) are jointless bridges where the deck is continuous and connected monolithically with the abutment walls. The biggest uncertainty in the design of these bridges is the reaction of the soil behind the abutments and next to the foundation piles, especially during thermal expansion. This lateral soil reaction is inherently nonlinear and is a function of the magnitude and nature of the wall displacement. Handling the soil-structure interaction in the design of IABs has always been problematic, usually requiring iterative, equivalent linear analysis. This paper describes the implementation of a full 3D finite-element model of an IAB system which explicitly incorporates the nonlinear soil response. This paper also presents the results from a small parametric study on a sample bridge where the soil compaction levels in the cohesionless soils behind the wall and adjacent to the piles were varied. These results show that the level of compaction in the granular backfill strongly dominates the overall soil reaction, and that this reaction greatly impacts the overall structural response of the bridge system.     

Integral Abutment-Backfill Behavior on Sand Soil—Pushover Analysis Approach

This paper presents a study on the behavior of the abutment-backfill system under positive thermal variation in integral bridges built on sand. A structural model of a typical integral bridge is built, considering the nonlinear behavior of the piles and soil-bridge interaction effects. Static pushover analyses of the bridge are conducted to study the effect of various geometric, structural, and geotechnical parameters on the performance of the abutment-backfill system under positive thermal variations. The shape and intensity of the backfill pressure are found to be affected by the height of the abutment. Furthermore, the internal forces in the abutments are found to be functions of the thermal-induced longitudinal movement of the abutment, the properties of the pile, and the density of the sand around the piles. Using the pushover analysis results, design equations are formulated to determine the maximum forces in the abutments and the maximum length of integral bridges based on the strength of the abutments. Integral bridges with piles encased in loose sand and oriented to bend about their weak axis, abutment heights less than 4?m, and noncompacted backfill are recommended to limit the magnitude of the forces in the abutments.     

Assessment of Shear Forces on Bridge Abutments: Simplified Method

The conventional application of reduction factors to response spectrum analysis results is inappropriate for the abutment shear forces, which are based on elastic action. On the other hand, adopting the unreduced values from the elastic dynamic analysis does not achieve equilibrium among the abutment shear forces, deck inertia forces, and reduced pier forces. A simplified method is here proposed for the assessment of the shear on the abutments, documented by comparison with response spectrum and time history nonlinear analyses for several bridge configurations. For the analyzed configuration of the bridge with an internal movement joint, the response spectrum analysis underestimates the shear on the abutment for low values of the abutment flexibility and overestimates it when the stiffness of the abutments becomes higher than that of the piers. In all the case studies analyzed, the proposed method approximates the time history results better than the response spectrum.