Effect of Pile Orientation in Skewed Integral Abutment Bridges

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1 Effect of Pile Orientation in Skewed Integral Abutment Bridges RABIH NAJIB, Ph.D., PE, Alpha Corporation, Baltimore, Maryland and AMDE M. AMDE, Ph.D., PE, University of Maryland, College Park, Maryland IBC KEYWORDS: Integral abutment bridges, pile orientation, pile stresses, alternative to conventional bridges, finite element model, skewed bridges, jointless bridges. ABSTRACT: Integral abutment bridges provide an excellent alternative to conventional bridges built with bearings and expansion joints. Reducing pile stresses may lead to construction of longer integral abutment bridges. A three-dimensional non-linear finite element model is used to perform parametric study to investigate the effect of pile orientation on the behavior of skewed, jointless, steel girder bridges, and the stresses induced into the piles themselves due to the integral abutment configuration. INTRODUCTION: An integral abutment is a structure where the bridge superstructure (beams and deck) is directly connected to the concrete abutments with no bearings or expansion joint. During thermal expansion and contraction, the superstructure and abutments move together into and away from the backfill. Integral abutment bridges (IABs) have been used for decades in the United States. Their use reduces both construction and maintenance costs (Amde, A.M. and Klinger, J.E. 1987). IABs remain in service for longer periods of time than conventional bridges with only moderate maintenance and occasional repairs. In addition, they exhibit good earthquake resistance (Goel, R.K. 1987). Because relatively limited research has been conducted on integral abutment bridges, state transportation agencies rely solely on their past experiences and refinement when constructing these types of bridges. As a result, they impose a number of limitations on the use of integral abutments. These limitations include, among other factors, the bridge length, skew, curvature, foundation types, type of piles, length of piles, orientation of piles, bridge sites with limited potential of settlement, stable embankments and subsoil, and provision for approach slabs at both ends of the bridge. Since length is one of the limitations imposed by different states on IABs, it makes sense to study the different variables that affect this limit and how to increase it. One of the ways to build a longer IAB is to reduce the stresses in piles. It is a common practice by many state highway agencies and very well known to designers of these types of bridges to orient piles with their weak axis perpendicular to the bridge centerline, to provide maximum flexibility for their movement, and minimum resistance to bridge movement due to thermal expansion and/or contraction. But how about when the bridge falls on a skew. Which way should we orient the piles in order to induce the minimum stress possible in them? This paper investigates the effect of pile orientation on the maximum stresses in piles, by studying similar bridge models with two different pile orientations. The first pile orientation, W, is the popular one with weak axis perpendicular to the bridge centerline, while the second orientation, P, is with the weak axis parallel to the abutment centerline. These two configurations of pile orientation are shown in Figure 1.

2 Figure 1 Pile Orientations THE COMPLETE THREE-DIMENSIONAL MODEL A state of the art three-dimensional model is used for the analysis of integral abutment bridges (Najib, R. 2002). The model represents the complete bridge structure including all superstructure and substructure elements and the soil behind and below the abutments. The model consists of shell elements for slabs, girders and piles, solid elements for the abutments, and non-linear spring elements to represent the soil. The superstructure of the model is comprised of a 7 inch concrete slab that sits on six steel girders spaced at 6 feet with 2 feet overhang on each side as shown in Figure 2 - Typical Section. The girders are integrated into 3 ft wide and 7 ft 7 in. high abutments at both ends of the bridge. Figure 2 Typical Section of the Three- Dimensional Model The concrete slab is modeled using shell elements, and a node was placed at each end of the typical section, along the center line of each girder, along each end of the girders top flange, and at a point half way between girders. The steel girders are modeled using shell elements with nodes at each end of the flanges and three nodes along the web where two of them are at the intersection of the web and the flanges. The nodes at the top of each girder are connected to the corresponding nodes in the concrete slab through a rigid connection. The nodes for the concrete slab and steel girders are repeated along the bridge length where each node is repeated ten times along each span at equal spaces. Each abutment is modeled using solid elements, and each element has eight nodes. The nodes are along the same lines in the superstructure and each layer along the abutment cross section has three nodes, where two of these nodes are at the edges and one along the abutment centerline. Piles are modeled as shell elements with the same number of nodes at each layer as the ones used to model the steel girders, where seven nodes represent each layer of each pile. The pile itself is divided into twenty layers at equal spaces and one layer at the top of the pile. The length of the pile in this analysis is 41 ft, where 1 ft is embedded into the abutment and the remaining 40 ft is driven into the soil, and divided into twenty equally spaced layers of nodes, and therefore the vertical spacing between layers is 2 ft. Finally, the soil is represented in the threedimensional model as non-linear springs, with their properties as shown later in this paper. There are three types of springs used in the model. The first one represents lateral displacement and is modeled with two springs at the edge of flanges on one side from the web in a direction normal to the web, and at each layer of the nodes along the pile starting one layer below the bottom of the abutment all the way until one layer above the tip of the pile. The second spring represents friction along the pile and is a single spring at each node along the web of each pile starting one layer below the bottom of the abutment and until one layer above the tip of the pile. The third and final type of spring is the tip spring that represents the settlement in the pile and consists of seven springs at each node at the tip of the pile. This representation of springs at the tip of each pile allows for uniform resistance to pile settlement, and used in the analysis of friction piles. These pile tip-settlement springs are replaced with fixed end conditions when analyzing bridge models with end-bearing piles. As mentioned above, several soil profiles were used in the analysis; however, two of these soil profiles were used to investigate the effect of pile orientation of the pile stresses. The first

3 profile, S1, is one layer of very stiff clay that extends from the bottom of the abutment to the piles tips. The second profile, S3, consists of two layers, where the top layer is 9 feet deep and consists of loose sand to represent a pile placed in a predrilled hole filled with loose sand. The bottom layer consists of very stiff clay with properties similar to the ones used for the first profile. The soil properties for the loose sand used in the analysis are: 1. The effective unit soil weight (submerged unit weight) γ' = 55 pcf 2. The angle of internal friction Φ = 30º. The soil properties for the very stiff clay used in the analysis are: 1. The effective unit soil weight (submerged unit weight) γ' = 65 pcf 2. The undrained cohesion of the clay soil Cu = 5000 psf 3. The axial strain at 0.5 times peak stress difference є 50 = It is assumed that in all profiles the soil behind the abutment is to be compacted dense sand. Figure 3 shows all elements used in the model in a sample bridge, with end-bearing pile. The friction type pile is represented with a similar model, except that an additional set of springs is added at the bottom to represent the loadsettlement behavior of the pile. Figures 4 and 5 are for an actual shape of a sample model used in the analysis before and after deformation (before and after applying thermal forces respectively). The sample shown in the figures is for a 2-span, 200 ft long bridge model with 60º skew angle. The deflection shown in the first figure has a scale factor of 50. Figure 4 Undeformed Shape of a 2-Span Model with 60 Skew Angle Figure 3 The Three-Dimensional Model Components Figure 5 Deformed Shape of a 2-Span Model with 60 Skew Angle The analysis to investigate the effect of pile orientation on pile stresses included a study of 4-span models in each of the two abovementioned soil profiles, and for different skew angles. Each model consisted of four 100 ft long spans, for a total bridge model length of 400 ft. Piles were assumed perfectly elastic, so a plastic hinge could never be formed. The percentage of stress increase, from the case where the skew angle is zero degree, is shown in Table 1.

4 Table 1 Percentage of Stress Increase in Piles from the Zero Degree Skew Stress for Different Pile Orientations and Soil Profiles orientation configurations, at different skew angles. Pile Orientation W P W P Soil Profile S1 S1 S3 S3 0 Skew 0% 0% 0% 0% 15 Skew 1% 21% 3% 18% 30 Skew 2% 41% 5% 34% 45 Skew 4% 64% 10% 46% 60 Skew 6% 72% 19% 54% The row results of this analysis show that the maximum stress in piles increases when they are oriented with their weak axis parallel to abutment centerline by about 40% for models in S1 soil profile and about 30% for models in S3 soil profile, from the case when piles are oriented with their weak axis perpendicular to the bridge centerline, when the skew angle increases from 0 to 30. This amount becomes about 60% for models in S1 soil profile and stays around 30% for models in S3 soil profile, when the skew angle increases from 0 to 60, as shown in Figure 6 for 4-span models. Figure 6 Percentage of Increase in Pile Stress due to Orienting Piles with their Weak Axis along Abutment Centerline in Different Soil Profile Models Figure 7 shows a graphical representation of percentage of stress increase, from the zero degree skew angle, in piles in two different soil profile models and for two different pile Figure 7 Percentage of Stress Increase in Piles for Different Pile Orientation Configurations in Different Soil Profile Models The chart above shows that the increase of pile stress due to change of skew angle, and when piles are oriented with their weak axis parallel to abutment centerline, continues at the same rate up until a skew angle of 45, and increase at a much smaller rate after that. Top view of the deflection shapes for both cases when piles are oriented with their weak axis perpendicular to bridge centerline, and when piles are oriented with their weak axis along the abutment centerline, are shown in Figures 8 and 9, respectively. The figures show that both models exhibit similar deformation and that the amount of movement of a point in the first model along the global coordinate system for x and y axes, is almost the same as the amount of movement that takes place to the same point in the second model. However, pile deformations about their local x and y coordinate systems are different. When the pile was oriented with its weak axis perpendicular to the bridge centerline, the amount of movement along the strong axis was much larger than the amount of movement along its weak axis, so bending in that case was primarily about the weak axis. On the other hand, when the pile was oriented with its weak axis along the abutment centerline, and for the 60 skew angle model shown below, the amount of movement along its weak axis was a little more than the amount of movement along its strong axis, so bending in that case was about both axis, and the pile was subjected to biaxial bending. The figures were extracted from 4-span models with piles in very stiff clay with 9 ft deep

5 predrilled hole at the top and filled with loose sand. ACKNOWLEDGEMENT The research reported in this paper was conducted as part of a Ph.D. dissertation by Rabih Najib at the University of Maryland, College Park and advised by Professor Amde M. Amde. The results and conclusions are based on finite element analysis and do not constitute any design guideline or specifications. REFERENCES Figure 8 Deformation of a 400 ft Long Bridge Model with 60º Skew Angle When Piles are Oriented with their Weak Axis Perpendicular to Bridge Centerline Figure 9 - Deformation of a 400 ft Long Bridge Model with 60º Skew Angle When Piles are Oriented with their Weak Axis along Abutment Centerline CONCLUSION: Integral abutment bridges take advantage of pile flexibility to accommodate forces transferred from the superstructure due to bridge expansion and/or contraction. Since the lateral displacement that can be accommodated is more limited for strong-axis bending due to the potential for flange buckling, designers should always use one row of piles oriented in such a way to have their weak axis perpendicular to the bridge centerline and should always avoid orienting piles with their weak axis parallel to the abutment centerline. This design will allow for bending primarily about the weak axis, regardless of the skew angle of the structure. Amde, A. M., and Klinger, J. E. (1987). Integral Abutment Bridges Design and Construction. Department of Civil Engineering, University of Maryland, January, Final Report for Maryland Department of Transportation, State Highway Administration. Contract No. AW , Task D. Amde, A. M., Klinger, J. E., Mafi, M., Albrecht, P., White, J., and Buresly, N. (1987). Performance and Design of Jointless Bridges. Department of Civil Engineering, University of Maryland, June, Final Report for Federal Highway Administration. Amde, A. M., Chini, S. A., and Mafi, M. (1997). Model Study of H-piles Subjected to Combined Loading. Geotechnical and Geological Engineering, August, Technical Notes, pp Amde, A. M., Greimann, L. F., and Johnson, B.V. (1983). Performance of Integral Bridge Abutments. IABSA Proceeding P-58/83, ISSN , February. Amde, A. M., Greimann, L. F., and Yang, P. S. (1982). Nonlinear Pile Behavior in Integral Abutment Bridges. Iowa DOT, February, Final Report. Amde, A. M., Greimann, L. F., and Yang, P. S. (1988). End-Bearing Piles in Jointless Bridges. Journal of Structural Engineering, ASCE, Vol. 114, No. 8, August, pp Amde, A. M., Klinger, J. E., and White, E. J. (1988). Performance of Jointless Bridges. Journal of Performance of Constructed Facilities, ASCE, Vol. 2, No. 2, May, pp American Association of State Highway and Transportation Officials (AASHTO), (2002). Standard Specifications for Highway

6 Bridges. Washington, D.C., Seventeenth Edition. Burdette, E.G., (2004) Behavior of Integral Abutments Supported by Steel H-Piles. Transportation research record [ ], Vol. 1892, pg 24. Burdette, E.G., Deatherage, J.H., and Goodpasture, D.W. (2007). Behavior of Laterally Loaded Piles Supporting Bridge Abutments-Phase II. Project Number TNSPR-RES1190, Tennessee Department of Transportation, Nashville, TN. Dagher, H., Elgaaly, M., Kankam, J., and Comstock, L. (1991). Skew Slab Bridges with Integral Slab Abutments. Vol. I, Design Guide, Final Report, October. Farrar, C. R., and Duffey, T. A. (1998). Bridge Modal Properties Using Simplified Finite Element Analysis. Journal of Bridge Engineering, February, pp Frank, K., and Wasserman, E. P. (1993). Why Integral Bridges? News and Information from the Steel Bridge Forum, Summer/Fall. Greimann, L. F., and Amde, A. M. (1988). Design Model for Piles in Jointless Bridges. Journal of Structural Engineering, ASCE, Vol. 114, No. 6, June, pp Greimann, L. F., Abendroth, R. E., Johnson, D. E., and Ebner, P. B. (1987) Pile Design and Tests for Integral Abutment Bridges. Department of Civil Engineering, Engineering Research Institute, Iowa State University, Ames, December, Final Report. Greimann, L. F., Amde, A. M., and Yang, P. S. (1983). Skewed Bridges with Integral Abutments. Bridges and Culverts, TRR No. 903, pp Greimann, L. F., Yang, P. S., and Amde, A. M. (1986). Nonlinear Analysis of Integral Abutment Bridges. Journal of Structural Engineering, ASCE, Vol. 112, No. 10, October, pp Greimann, L. F., Yang, P. S., Edmunds, S. K., and Amde A. M. (1984). Design of Piles for Integral Abutment Bridges. Final Report, Department of Civil Engineering, Engineering Research Institute, Iowa State University, Ames, August. Jorgenson, J. L. (1983). Behavior of Abutment Piles in an Integral Abutment in Response to Bridge Movements. Bridges and Culverts, TRR No. 903, pp Mistry, V. (March 16-18, 2005). Integral Abutment and Jointless Bridges. FHWA Integral Abutment Jointless Bridges Conference, Baltimore, MD. Mitchell, J. K. (1976). Fundamentals of Soil Behavior. John Wiley & Sons, Inc. Najib, R. (2002). Integral Abutment Bridges with Skew Angles. Ph.D. Dissertation, University of Maryland, College Park, Maryland. Russell, H. G., and Gerken, L. J. (1994). Jointless Bridges - The Knowns and The Unknowns. ACI - Concrete International, April, pp Soltani, A. A., and Kukreti, A. R. (1992). Performance Evaluation of Integral Abutment Bridges. Bridge, Culvert, and Tunnel Research, TRR No. 1371, pp Wasserman, E.P. (April 19-20, 2007). Integral Abutment Design Practices in the United States. First U.S.-Italy Seismic Bridge Workshop, Pavia, Italy. Yang, P. S., Amde, A. M., and Greimann, L. F. (1982). Nonlinear Finite Element Study of Piles in Integral Abutment Bridges. Iowa DOT, September, Final Report. Yang, P. S., Amde, A. M., and Greimann, L. F. (1985). Effects of Predrilling and Layered Soils on Piles. Journal of Geotechnical Engineering, ASCE, Vol. 111, No. 1, January, pp

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