MAE CENTER RESEARCH SUCCESS WITH DOTs Past and Future

Neil M. Hawkins - Professor Emeritus University of Illinois MAE Center Annual Meeting - 2002

With sincere appreciation of the contributions of Professors DeRoches and French (Georgia Tech), Aschheim, LaFave and Long (Illinois), Hwang (Memphis), and personnel from GaDOT, IDOT and TDOT and Caltrans

ORGANIZATION OF PRESENTATION
BACKGROUND Lifeline Considerations for Transportation Systems BACKGROUND The Highway System Lifeline OVERVIEW OF MAE TRANSPORTATION RESEARCH ACTIVITIES AND SUCCESSES VISION FOR FUTURE

THE TRANSPORTATION SYSTEM AS A LIFELINE

DESIGN REQUIRES CONSIDERATION OF FACTORS DIFFERING FROM THOSE FOR BUILDINGS ACCEPTABLE PERFORMANCE DEPENDS ON:
Functionality of System after Event and Not Life Safety During Event Financial Impact of Event

FINANCIAL IMPACTS
REVENUE LOSSES FACILITY REPAIR COSTS* LIABILITY EXPOSURE RESPONSIBILITY TO SOCIETY*

Road* vs. Rail

THE HIGHWAY SYSTEM LIFELINE

SPACIALLY DISTRIBUTED COMPONENTS INTERCONNECTED OPERATIONALY AND PHYSICALLY REDUNDANCY ALLOWS SOME LEVEL OF LOCAL DAMAGE AGENCYS JURISDICTION DETERMINES ITS RESPONSIBILITIES SEISMIC HAZARD DEFINED BETTER BY SCENARIO EVENT THAN PROBABILISTIC GROUND MOTION

HIGHWAY LIFELINE SYSTEM DESIGN

PERFORMANCE GOALS FOR SCENARIO EARTHQUAKE 2 Rather than 1.5 on Estimated Ground Motions? IDENTIFICATION AND QUANTIFICATION OF HAZARD Soil Liquefaction, Permanent Ground Deformations, Structural Movements and Failures, and Importance of EQ Event Relative to Other Hazards. ASSESS DAMAGE STATE FOR SCENARIO EVENT Functionality of Components, Time and Cost to Repair. EVALUATE SYSTEM FUNCTIONALITYIDENTIFY RISK REDUCTION OPTIONS (CBE)

DS-2 DS-3 Inventory Inventory Response Technologies Response Technologies Analysis Analysis Tools Tools

DS-4 Vulnerability DS-5 Vulnerability Regional Functions Regional Functions Response Response Simulation Simulation DS-6 Network Network Loss Loss DS-7a Network DS-7b Network Vulnerability DS-8 Vulnerability DamageDamageFunctionality DS-9 Functionality S-E Impact S-E Impact Assessment Assessment Risk Risk Assessment Assessment RR-5 Fragility of Transportation Networks SE-13 Vulnerability of Air/Rail Networks

Damage Synthesis Thrust Area

SE-3 Inventories of Transportation ST-63 Networks Piers and Abutments ST-62 Elastomeric Bearings ST-17

ST-14 Railroad Bridge Assessment ST-19 Partially Partially Retrofitted Retrofitted Bridges Bridges

I-40 Bridge Instrumentation

CM-1 CM-2 Decision Decision CM-3 Support Tools Acceptable Support Tools Acceptable Consequence Consequence Network Network Strategies Strategies

Consequence Minimization Thrust Area

CM-4 Structure Structure Retrofit Retrofit Strategies Strategies CM-5 Multi-Hazard Multi-Hazard Application Application

SE-11 Network Retrofit Benefit-Cost SE-28 Emergency Priority Routes

ST-13 Retrofit of Bridge Columns ST-12 Response Modification of Bridges GT-5 Foundation Foundation Improvement Improvement

HD-1 Synthetic Synthetic EQ Hazards EQ Hazards HD-2 EQ Source EQ Source Modeling Modeling HD-3 Ground Ground Motion Data Motion Data HD-4

Hazards Definition Thrust Area

HD-6 EQ Site EQ Site Modeling Modeling HD-7 Ground Ground Deformations Deformations

Gujarat-NMSZ HD-5 Gujarat-NMSZ Relations EQ Path Relations EQ Path Modeling Modeling

GT-19 Deep Soil Deep Soil Response Response

Figure 2-4: Integration of Transportation Officials Stakeholder Thrust Area Research with Core Research

HIGHWAY INVENTORY
NEW MADRID SEISMIC ZONE
Age for 90% of Bridges Interstate 1966 + - 8 years Overpass 1963 + - 8years Type of Bridge 2/3rds Continuous Steel : Concrete 4:1Overpasses 1:1 Interstate

CHARACTERISTICS OF SYSTEM WITHIN AREA WITH 0.1g ACCELERATION FOR 500 YEAR RETURN PERIOD

NBI Lacks Information on Bearing, Bent, Foundation, and Soil Characteristics

Interstate Bridge Characteristics Different to Secondary Road

HIGHWAY INVENTORY ILLINOIS SOUTH OF I-70

Deck

B3

B1

Rocker Bearing Expansion

B2 Rocker Bearing

Expansion
Pier 1

Rocker Bearing Fixed

B4

Pier 2

Deck Piers

Elevation of Typical Bridge

BRIDGE CHARACTERISTICS VERY DIFFERENT TO CALIFORNIA BRIDGES. PIERS NOT INTEGRAL WITH BEAMS OR DECK.

533 Bridges on Primary Emergency Routes (Interstates) For 10% Sample: 2/3rds Steel Continuous Support Type: 50% Multi-Col. Pier 40% Wall-Pier 90% of Foundations Pile Supported 30% on Soil Likely to Liquefy

VULNERABILITY-FUNCTIONALITY RELATIONSHIPS
EXPERT OPINION -EMPIRICAL RELATIONSHIPS HAZUS ANALYTICAL RELATIONSHIPS Approach Slabs Major River Crossing Pavement Standard Bridge

EQ with 10% probability in 50 years causes little structural damage to as-built interstate bridges. EQ with 2% probability in 50 years causes wide damage to steel bearings, columns and foundations

DAMAGE TYPES

BRITTLE Bearing or Pedestal Failure Beam or Column Shear Failure Column Lap Splice Pile Shear or Pullout

DUCTILE Bearing Overturning Excessive Pier Drift Excessive Ground Displ. Pile Flexure

RETROFIT STRATEGIES

Restrainer Cables Elastomeric Bearings Column and Cap Beam Wrapping Micropile Additions

RESTRAINER CABLES

Restrainer Cables are used to ensure that bridge beams movements relative to the bearings are restricted and beams cannot displace off bearings longitudinally or transversally.

RESTRAINER CABLES

RESTRAINER CABLES TEST RESULTS

Cable Restrainer Load - Displacement
Displacement (in)
0 250 2 4 6 8 10 60

Cable Ultimate Strength 2

50

200

1
40

Cable Yield Strength

Load (kN)
150

3
Load (kip)

30 100

Current - pier
50

20

10

Current - girder
0 0 50 100 150 200 250 0

Displacement (mm)

Over 100 Restrainer Retrofits Modified by TN DOT

ELASTOMERIC BEARINGS
Allows for Temperature Effects. While Bearings Compress Little They Deform Easily in Shear. Hysteresis Small W/o Slip at Interface and Large with Slip. Are Hysteresis Characteristics Advantageous for EQ Effects?

Does Stiffening of Elastomer with Decreasing Temperature Obviate Beneficial Effects for EQ?

ELASTOMERIC BEARINGS
Tests Conducted on New and Used Bearings to Find Changes in Slip, Stiffness and Hysteretic Characteristics with Decreasing Temperature and Increasing Cyclic Deformations. Dynamic Analyses Made For Typical 3 Span Bridge with Fixed Bearing at Central Pier and Elastomeric Type II Bearings at Side Piers and Type I at Abutments.

ELASTOMERIC BEARINGS
Temperature Effect Unpredictable. Vary Widely with Materials Used by Manufacturer Elastomeric Bearing Use Can Reduce or Increase Pier Forces. Type and Location Must Be Properly Selected.

COLUMN AND BEAM WRAPPING

Prevents Shear and Lap Splice Failures and Increases Flexural Ductility Capacity. Steel or Composite Placed as Bands or as Encasement. Effectiveness Varies with Form and Quality Control. Encasement More Aesthetically Pleasing But Results in Accelerated Deterioration if Located Below Deck Joint. Effective on Deteriorated Members if Member Properly Repaired First.

COLUMN CAPACITY DESIGN RETROFIT

bearings: 252 kips bearings: same

cap beam: 340 kips

cap beam: same

Modified & Wrapped columns: 220 kips

columns: 360 kips

crashwall: 440 kips

pile cap: 380 kips pile group: 450kips As-built Retrofitted

crashwall: same
pile cap: same pile group: same

Base shear capacity in terms of pier elements

COLUMN AND BEAM WRAPPING

Effect of As-Built versus Retrofit
100 90

minor damage major damage moderate damge

Probability (%)

80 70 60 50 40 30 20 10 0

10% EQ

2% EQ

Earthquake Intensity

FOUNDATION IMPROVEMENT WITH MICROPILES

To Increase Foundation Capacity or Stiffness To Resist Overturning Where Existing Cap to Pile Connections Are Inadequate To Extend Piles Below Liquefiable Layer While Maintaining Vertical Load Capacity During EQ.

FOUNDATION IMPROVEMENT USING MICROPILES

Case Study Foundations
1.35 m 1.8 m Retrofit Piles 1.35 m
1.35 m C L 4 Spaces @ 1.8 m Retrofit Piles 1.35 m

1.35 m 0.9 m 0.9 m 1.35 m

1.8 m

C L Existing Piles

1.8 m

1.8 m

1.8 m

Existing Piles

Existing Piles

9.0 m 10.8 m

2.7 m 4.5 m

PLAN VIEW

PLAN VIEW

Existing Pile Cap

0.9 m

3x3 Retrofitted Pile Group

Existing Piles Retrofit Piles

Retrofit Piles

3 x 10 Retrofitted Pile Group

ELEVATION
Existing Piles Retrofit Piles Existing Piles Diameter 0.3 m Length 15 m Diameter Length 11 m 0.203 m Retrofit Piles Steel Pipe

ELEVATION
Existing Piles
0.9 m

0.9 m

1.35 m 0.9 m 0.9 m 1.35 m

FOUNDATION IMPROVEMENT USING MICROPLIES

Stiffness Increased 50% with 3x3 Pile Addition. Even With Retrofit Liquefaction Near Surface Substantially Reduced Pier Lateral Stiffness. Dynamic Rotational Stiffness Increased Regardless of Which Soil Layer Liquefied. Stiffness in Field Tests Less Than Predicted

VULNERABILITY- FUNCTIONALITY FOR MID-AMERICA BRIDGES

Methodology to Derive Relationships, Repair Costs and Recovery Time Developed By Hwang (Memphis). Response of Typical Multi-Span Bridge Controlled by Response of Central Pier. Vulnerability Functions Derived for Standard Bridge for Longitudinal (GaTech) and Transverse Directions (UIUC)

VISION FOR FUTURE

Consensus Criteria Developed for CBE and Performance Based Design of EQ Emergency Routes in NMSZ Using FHWA Pooled Funds. - Design All New, and Systematically Upgrade All Existing, Major River Crossings and Their Approaches to AASHTO-LRFD Seismic Criteria. - Identify Life Safety Needs of Communities and Design and Upgrade Routes Consistent with Those Needs. - Design Other New Structures, and Upgrade Other Existing Structures, to EQ with 10 % PE in 50 years. MAEC Has Developed The Tools and Skilled Personnel to Successfully Complete That Task.