Procedia - Social and Behavioral Sciences 218 ( 2016 )

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1 Available online at ScienceDirect Procedia - Social and Behavioral Sciences 218 ( 216 ) th International Conference of the International Institute for Infrastructure Resilience and Reconstruction (I3R2) : Complex Disasters and Disaster Risk Management Investigation of seismic response on girder bridges: the effect of displacement restriction and wing wall types Desy Setyowulan a,b*, Toshitaka Yamao a*, Keizo Yamamoto a*, Tomohisa Hamamoto c* a Graduate School of Science and Technology, Kumamoto University, Kurokami, Kumamoto, , Japan b Civil Engineering Department, Universitas Brawijaya, No. 169 MT Haryono Street, Malang, East Java, Indonesia c Civil Engineering Department, Gunma National College of Technology, 58, Tribamachi, Maebashi, Gunma , Japan Abstract In the seismic design specified by Japanese Specifications of Highway Bridges (JSHB), a large gap size between two adjacent girders or the girder and abutment has recommended to be constructed in the concrete girder bridge with multi-spans in order to prevent the collision, when it is subjected to Level 2 ground motion. However, the adoption of large gap into PC bridge will increase the construction and seismic reinforcement costs since relatively large expansion joints have to be used. Also, it causes the girders falling in the presumption of strong earthquake. It has been suggested that allowing the girder collision at the abutment by restricting the girder bridges displacement, the size of expansion joints can be reduced. These conditions are able to reduce the seismic design and seismic reinforcement cost. Although many studies on the effect of the collision have been published, the effect of displacement restriction of girders is still remains to be elucidated. This present study aims to investigate the seismic response of concrete girder bridges taking into account the effect of displacement restriction of girders allowing the girder collision at the abutment and the wing wall. Two span concrete girder bridge was examined in theoretically by 3D FEM model of ABAQUS with four different approaches at the wing wall abutment model. The dead load and soil pressure were calculated based on JSHB loading conditions and gap between superstructure and parapet wall was chosen to be 1 cm and 2 cm. Level 2 earthquake ground accelerations were applied horizontally at the bottom of pier. The numerical results showed that the parameters such as shear stress, response stress, displacement, and cracking were affected by displacement restriction and different wing wall model. Installing of the wing wall in abutment generally increased the response stress in parapet wall and shear stress around vertical wall of abutment. In contrast, it significantly reduced the horizontal displacement of abutment Published Desy Setyowulan, by Elsevier Toshitaka Ltd. This is Yamao an open and access Keizo article Yamamoto. under the CC Published BY-NC-ND by license Elsevier Ltd. Selection and/or peer-review under ( organizing committee of I3R2 215 Peer-review under responsibility of Dept of Transportation Engineering, University of Seoul. Keywords: collision; displacement restriction; gap; impact force; seismic response; wing wall abutment 1. Introduction A large number of bridges were damaged during unexpectedly severe earthquakes, such as 1995 Hyogo-ken Nanbu earthquake and 211 Tohoku earthquake. Damage to bridges primarily occurred in reinforced concrete substructures, buckling of steel piers, collapsed span as a result of insufficient support length and bearing damage. During the inspection of the failure, the most common problems observed for collapsed of abutments were caused by high stress on the surface of abutment and collision between adjacent deck and between deck and abutment. Therefore, a new type of abutment is required in order to generate an appropriate abutment model with a better seismic performance. Seismic response investigation of reinforced concrete abutment is very important in term of the ability to survive in severe earthquake. Furthermore, a proper material model of reinforced concrete should be capable in representing the behavior of materials within finite element packages. *Corresponding author. Tel.: address: desy_wulan@ub.ac.id (D. Setyowulan), tyamao@kumamoto-u.ac.jp (T. Yamao), keizo.yamamoto111@gmail.com (K. Yamamoto), hamamoto@cvl.gunma-ct.ac.jp (T. Hamamoto) Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license ( Peer-review under responsibility of Dept of Transportation Engineering, University of Seoul. doi:1.116/j.sbspro

2 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) Nomenclature C damping matrix M mass matrix K stiffness matrix coefficient for mass matrix (sec -1 ) coefficient for stiffness matrix (sec) P EA active earth pressurestrength (kn/m 2 ) during an earthquake at depthh x (m) K EA coefficient of active earth pressure duringg an earthquake k h design horizontal seismic coefficient used for calculation of earth pressure duringg an earthquake r unit weight of soil (kn/m 3 ) q surcharge on the ground surface during an earthquake (kn/m 2 ) angle of shear resistance of soil (degree) angle formed between the ground surfacee and horizontal plane (degree) angle formed between back surface of a wall and a vertical plane (degree) E wall surface friction angle between the back surface of a wall and soil (degree) tan -1 k h (degree) o In the seismic design specified by Japanesee Specifications of Highway Bridges (JSHB), a largee gap size between two adjacent girders or the girder and abutment has recommended to be constructed in thee concrete girder bridge with multi-spans in order to prevent the collision, when it is subjected to Level 2 ground motion. However, the adoption of large gap into PC bridge will increase the construction and seismic reinforcement costs since relatively large expansion joints have to be used. It has been suggestedd that allowing the girder collision c at the abutment by restricting the girder bridges displacement, the size of expansion joints can be reduced. These conditions are able to reduce the seismic design and seismic reinforcement cost. Previous researcher [1] investigated the effect of collision between parapet wall and superstructure due to the variation of gap from 1 cm to 5 cm.the effect of earth pressure during earthquake was not taken t into account. According to this analysis,, it was foundd that increasing of gap for bridge with and without installation of the wing wall decreased the number of collision. In general, applying the gap of 2 cmm and 3 cm had a good effect on reducing the response stress of parapet wall. However, they were varied on different input seismic motions. In addition, installation of the wing walll in parapet had a capabilityy in reducing the maximumm response stress of parapet wall, which contributed greatly too the horizontal resistance of o abutment against load. In this study, the seismic response on concrete girder bridges taking into account thee effect of displacement restriction and wing wall types was discussed. Four different abutments modeling approaches [2] were installed in two spans concrete girder bridges subjected too Level 2 seismic ground motions. m Gap between superstructure and parapet wall was chosen to be 1 cm and 2 cm to analyze the effect of displacement restriction on the behavior of abutments. Effect of earth pressure during earthquake was taken into account. 2. Literature reviews Collapsed of Higashi Uozaki Bridge which passed over the canal, an example of damaged in abutment due to strong intensity of dynamic excitation from 1995 Hyogo-keabutment rotated backwardd and accompanied with large cracks Nanbu earthquake, are shown in Fig. 1 [3]. According tho this figure, it is described that A1 widespread on the front face of the abutment. The shear collapse with widely opening cracks on the front face was also observed at A2 abutment wall. This condition may occurred due d to several reasons, such as the liquefaction of the subsoil layer, the earth pressure acting on the back facee of the abutment which was pushed outward and the inertial force itself, the lateral movement at the top of abutment was constrained by the deck, and the large tensile force acting at the t front face of the abutment. (a) A1 abutment (b) A2 abutmentt Fig. 1. Failure of abutments of Higashi Uozaki Bridge [3]

3 16 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) In the seismic performance of bridge, collision and stress distributionn become an important aspect to be evaluated. Before 1995 Kobe earthquake, real bridge structure consideredd the gap of 1 cm. Thereafter, gap varied from 2 cm to 5 cm has been used. Revision on seismic design in the Japanese Specification on Highway Bridges has been made, especially in the gap section. Necessary gap g between the ends of two adjacent girders shall be taken in the design of the superstructure for preventing any loss of the bridge caused by the collision between two adjacent superstructures, a superstructure and an abutment, or a superstructure and the truncated portion of a pier head aree determined according to the seismic design d by Japanese Specification on Highway Bridges, when it is subjected to Level 2 Earthquake Ground Motion [4]. One such example off damaged to the parapet wall of abutment and movable bearing due to collision is shown in Fig. 2. According to this t figure, it can be seen that the main girder end and front face of parapet wall of Imokawa I bridge suffered cracks c and spalling caused by a collision. The impact force between parapet wall and deck was also large. (a) Parapet wall cracks (b) Movablee bearing damage Fig. 2. Damage of parapet wall and movable bearing of Imokawa bridge b due to collision 3. Structural system and modeling 3.1. Analytical model of bridge (a) Side view of the bridge (b) Front view of P11 pier (c) Cross section of the superstructure (d) Sidee view of P1 pier Fig. 3. Dimensions of f the concrete girder bridge (unit: mm) The finite element modeling off two spans concrete girder bridge adopted from previous research [5] was studied, as shown in Fig. 3. Parametric study of bridge taking into account the effect of displacement restriction and wing wall types were investigated. Effect of earth pressuree during earthquake was taken into account. In the

4 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) modeling technique, the abutment, the reinforcing bars and the box girder superstructure were idealized by C3D8R elements, T3D2 truss elements and S4R element, respectively. Four different abutment modeling approaches; Type 1, Type 2 as the typical model in Japan, Type 3 with full wing wall, and Type 4 as the proposed model of abutment; were used as the main parameter with gaps of 1 cm and 2 cm. The boundary condition of abutments and pier were fixed (F) at the bottom. In this model, footing was eliminated and the bearing supports were assumed as roller bearing with the friction coefficient of.1. Fig. 4(a) through 4(d) displays the 3-D FE models of concrete girder bridge with different type of abutments. In total, the study conducted 48 models to identify the effect of the wing wall and gap on the response of abutments (a) Type 1 5 (b) Type 2 (typical abutment model in Japan) 5 (c) Type 3 (full wing wall) 5 (d) Type 4 (proposed model of abutment) Fig. 4. The 3-D FE models of concrete girder bridges

5 18 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) Material properties In this numerical analysis, the damage criterion in reinforced concrete elements was simulated by Concrete Damaged Plasticity method in ABAQUS [6]. Material properties of concrete girder bridge, including of pier, girder and abutment are shown in Table 1. Table 1. Material properties of the structure Pier Parapet Wall Bridge Material Properties Concrete Rebar Concrete Rebar girder Young's modulus (GPa) Poisson's ratio Density (kg/m 3 ) Compressive Strength(MPa) Tensile Strength (MPa) 2.94 ( Yield Stress ) 2.75 (Yield stress) Ground motion selection Level 2 Type 1 and Type 2 earthquake ground accelerations were applied horizontally at the bottom of pier in order to investigate the behavior of abutments under large earthquake, as depicted in Fig. 5. Ground Type 1 was chosen as a representation for the real type of soil. Acc (gal) (gal) (gal) Acc Time (s) Time (s) Time (s) (a) Type I-I-1 wave (b) Type I-I-2 wave (c) Type I-I (s) Time (s) Time (s) Time (s) (d) Type II-I-1 (e) Type II-I-2 wave (f) Type II-I-3 wave Fig. 5. Input JSHB seismic waves Level II earthquake ground motions 3.4. Loading conditions (gal) Acc (gal) Acc (gal) The substructures of bridge should be capable in transmitting the loads from superstructures to the supporting ground [7]. Under earthquake condition, the abutment should be designed based on the load combinations of dead load, earth pressure and seismic effects displays in Table 2. Secondary forces due to shrinkage, settlement, temperature, and earth pressure can cause cracks in concrete bridge abutment [8]. In addition, wing-walls can crack due to rotation and contraction of the superstructure [9]. The earth pressure during an earthquake was calculated based on JSHB Seismic Design Part V [4], assumed as a distributed load which was determined in consideration with structural type, soil conditions, level of earthquake ground motion and dynamic behavior of the ground. The strength of an active pressure is calculated by equations (1) through (6). Based on the previous research [1], and were determined as 19 kn/m 3 and 15 o, respectively. Parameters,, were determines as 3, and with k.16. In this analysis, the Acc (gal) Acc (gal) (gal) (gal) h

6 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) hydrodynamic pressure and ground displacement during an earthquake were not considered herein. In addition, it was assumed that no liquefaction occurred. Table 2. General load combinations [4] Design of abutments Load situations a) Dead loads + live loads + earth pressures Under ordinary condition b) Dead loads + earth pressure c) Dead loads + earth pressures + seismic effects Under earthquake condition - Extreme wind situation P EA r x K q K (1) EA ' EA The coefficient of K EA is calculated by the following equations. 1) Between soil and concrete behind the abutment Sand or gravel : K EA.21. 9kh (2) Sandy soil : K EA kh (3) 2) Between soil and soil behind the abutment Sand or gravel : K EA k h (4) Sandy soil : K EA kh (5) K EA 2 cos cos cos o o cos E 2 1 o sin cos E sin o cos o E 2 (6) 3.5. Interaction properties and Rayleigh damping General contact surface algorithm with the friction coefficient of.45 and hard contact for pressure-over closure are determined as the interacting surface between superstructure and parapet wall. The friction surface of bearing was.1 with the embedded constraint between rebar and concrete in abutment. Nonlinearities, including geometric and material, were needed to be addressed in seismic analysis. In the numerical analysis, a damping model of Rayleigh type which consider first mass-proportional damping and stiffness-proportional damping is used and the damping matrix equation determined by equation (7). The arbitrary proportionality factors and are determined by Eq.(8) and Eq.(9), respectively. In this analysis, the constant damping was set to be.2. C M K (7) 4 f1 f 2 f1h2 f 2h1 (8) 2 2 f1 f 2 f1h1 f 2h2 (9) 2 2 f f Proposal of the damage assessment 2 The damage assessment for concrete in abutments were determined by the compressive strength parameter of 29.4 MPa. Damage criteria were divided into four level, minor damage (A) through extensive damage (D), as displayed in Table 3. Effect of gap and modeling approach of the wing wall in abutments were also investigated by some parameters, such as cracking distribution, and shear stress of abutment. An allowable shear stress of concrete was defined as 1.9 Mpa [4]. Table 3. Level of damage for concrete in abutment Maximum response stress (MPa) Level of damage Description < < 5% f c A Mnor < % f c < 75% f c B < % f c < f c C 27.5 < f c < D Extensive

7 11 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) Moreover, bridge abutments were experience significant displacement during earthquakes. When the deck displacement relative to the abutment in the longitudinal unseating direction was greater than seating length, the girder bridge was assumed to be unseated. In addition, categorization of the degree of damage are specified [11] and shown in Table 4. Table 4. Categorization of the degree of damage [11] Rank of damage Degree of damage slight medium to large severe Serviceability Fully operational mpossible Repairability Typical damage contents Easy* - Shrinkage of spacing of expansion joint - Cracks of parapet wall Operational with some restictions w.r.t weight of vehicles and speed limit Possible with minor repair works - Slumping with back-fill - Cracks of structural members *e.g., within fixing slight cracks **e.g., operational with some restrictions after constructing temporary bents 4. Dynamic analysis of bridge No operation temporarily while doing emergency countermeasure works** Possible with major repair works - Horizontal movement or rotation of abutment - Excessive slumping of backfill - Collapse of parapet wall mpossible (reconstruction) - Extensive horizontal movement or excessive rotation of abutment - Collapse of structural members Post-earthquake reconnaissance studies have reported that the areas subjected to high stress and collision are the most common problems observed during the inspection of abutment failure subjected to major earthquake. Furthermore, the shear stress distribution and response stress in abutment are the important aspect to be evaluated. Moreover, evaluating of displacement and cracking distribution are useful to control the damage Eigenvalue analysis An eigenvalue analysis is used to determine the un-damped elastic mode shapes and frequencies of the system. According to Aviram et al. [12], the dynamic characteristics of a bridge structure are explicitly portrayed through modal analysis procedures. The mode shapes assumed by the bridge and the frequencies at which vibrations naturally occur are determined numerically, based on the mass, damping properties and stiffness of the structure. In this study, this analysis was carried out to investigate the effect of different gap and wing wall on the natural periods of the concrete girder bridges. The natural periods and the effective mass ratios of each predominant mode were investigated in order to understand the fundamental dynamic characteristics of the bridge. Table 5. Results of eigenvalue analysis of girder bridge with abutment Type 1 and Type 2 Order T1-gap 2 cm T2-gap 2 cm of f T Effective Mass Ratio (%) f T Effective Mass Ratio (%) Periods (Hz) (sec) X Y Z (Hz) (sec) X Y Z

8 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) Table 6. Results of eigenvalue analysis of o girder bridgee with abutmentt Type 3 and Type 4 Order of f T T3-gap 2 cm Effective Mass Ratio (%) F T T4-gap 2 cm Effective Mass Ratio (%) Periods (Hz) ( sec) X Y Z (Hz) (sec) X Y Z From the numerical results, it iss found that different gap of 1 cm and 22 cm do not change the predominant mode position in X, Y and Z directions. Thereafter, the eigenvalue analysis results in Tables 5 through 6 are resulted from bridge with gap of 2 cm. The principal modes of deformation include the longitudinal, vertical and transverse translation of the bridge for bridge with abutment Type 2 and Type 4 are depicted in Figs. 6 through 7, respectively. (a) X-direction ( 5 th mode) (b) Y-direction (9 th mode) (c) Z-direction (1 th mode) Fig. 6. Principal mode of deformation for bridge with abutment Type 2 As indicated in those results, different type of abutments have a significant effect onn its predominant mode. For instance, the bridge with abutment Type 1 is possible to vibrate sympathetically at the 1 st t mode in longitudinal (X-direction), the 7 th mode in in-plane (Y-direction) and the 8 th mode in transverse (Z-direction). Installing the abutment Type 2 leads the bridge to vibrate sympathetically at a the 5 th, 9 th and 1 th modes in X, Y

9 112 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) and Z-directions, respectively. In addition, bridge with the proposed model of abutment Type 4 is possible to vibrate sympatheticallyy in X-direction at the 9 th mode, Y and Z-directions at the 1 th mode. (a) X-direction (9 th mode) (b) Y and Z-directions (1 th mode) Fig. 7. Principal mode of deformation for bridge with abutment Type Shear stress of abutments Shear stress distributions around vertical wall of abutmentt are shown in Figs. 8(a) through 8(f). Ass indicated in these figures, it can be seen that installing of the wing wall in abutmentt generally increases the shear stress around vertical wall of abutment. Existence off the wing wall in abutment Type 2 gives an effect on its distribution, which is first occurred near the intersection between wing wall and a parapet wall. (a) T1 (L2T2G1-1-2) (b) T11 (L2T1G1-1-1) (c) T2 (L2T2G1-2-2) (d) T2 (L2T1G1-2-1) (e) T3 (L2T2G1-2-1) (f) T3 (L2T1H1-1-2)( ) (g) T4 (L2T2G1-1-1) (h) Fig. 8. Shear stress distribution of abutmentss T4 (L2T1G1-1-1) The maximum shear stresses in each type off abutments are depicted inn Figs. 9(a) through 9(l). From these results, it can be defined that different types of the input ground motions resulted on different effect on the shear stress of abutments. The shear stresses occurs inn all abutments for bridge under u L2T2G1-1 seismic motion are larger than the maximum elastic limit of 1.9 MPa, with the maximum stress occurred inn bridge with abutment Type 4.

10 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) (a) Abutment A1 (L2T2G1-1) (b) Abutment A2 (L2T2G1-1) (c) Abutment A1 (L2T2G1-2) (d) Abutment A2 (L2T2G1-2) (e) Abutment A1 (L2T2G1-3) (f) Abutment A2 (L2T2G1-3) (g) Abutment A1 (L2T1G1-1) (h) Abutment A2 (L2T1G1-1) (i) Abutment A1 (L2T1G1-2) (j) Abutment A2 (L2T1G1-2) (k) Abutment A1 (L2T1G1-3) (l) Abutment A2 (L2T1G1-3) Fig. 9. Maximum shear stress of abutments

11 114 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) Otherwise, input of L2T2G1-2 and L2T2G1-3 seismic motions increasee the shear stress in abutment Type 2, larger than the elastic limit. In addition, installation of abutment Type 4 with the input seismic motion of L2T1G1 also increases the shear stress around vertical wall of abutment. Moreover, effect of increasing gap generally reduces its response Response stress The maximum response stress at the parapett wall for each type of abutments are analyzed and depicted in Figs. 1( a) through 1(f). A1 and A2 denote thee position of abutments in the left and right side, respectively. According to these results, it can bee seen that thee response stress in the proposed modell of abutment Type 4 is larger than Type 2. This condition is possibly due to the effect of soil pressure which iss constantly pushed the abutmentt during earthquake. Moreover, installingg of full wing wall in abutment Type 4 contributed greatly to the horizontal displacement resistance of abutment against load, lead the higher response stress at the parapet wall. For bridge with ground motion input of L2T1G1-1, a number of abutments in different types are categorized as medium damage (B), while categorized as minor damage (A) for ground motion input of L2T2G1-2. (a) Abutment A1 (L2T1G1-1)( (b) Abutment A2 (L2T1G1-1) (c) Abutment A1 (L2T1G1-2) (d) Abutment A2 (L2T1G1-2) (e) Abutment A1 (L2T1G1-3) (f) Abutment A2 (L2T1G1-3) Fig. 1. Maximum response stress of abutments 4.4. Horizontal displacement of abutments The effect of abutment types and different gap are demonstrated in Figs. 11(a) through 11(l) by using ratio between abutment top displacementt () to abutment height (H) ratios, /H. In this study, we used two different ratios of 9 and..25 as a small and large displacement, respectivelyy [13]. Positive and negative values correspond to the left and right direction of displacements, respectively. Unseating U of bridge occur when the ratio of /H is larger than.175 and.1625 for bridge with the gap of 1 cmm and 2 cm, respectively. Finally, it can be clarified that installing of the wing wall in abutment has a significant effect in reducing the horizontal displacement of abutments due to earthquake load and earth pressure. Forr instance, constructing abutmentt Type 4 reduce the horizontal displacement up to 51% when it is i compared to abutment Type 2, as shown in Fig. 11(f). In contrast, some decks unseat due to the large movement. At small abutment displacement when the backfill remain within thee elastic limits, the external force from earthquake e and earth pressure do not

12 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) have a significant effect on the magnitude of shear force, as depicted in Fig.. 9. However, at larger gap of 2 cm, the maximum displacement increase, generally for abutment with the input seismic s groundd motion of L2T1G1. (a) Abutment A1 (L2T2G1-1) (b) Abutment A2 (L2T2G1-1) (c) Abutment A1 (L2T2G1-2) (d) Abutment A2 (L2T2G1-2) (e) Abutment A1 (L2T2G1-3) (f) Abutment A2 (L2T2G1-3) (g) Abutment A1 (L2T1G1-1) (h) Abutment A2 (L2T1G1-1) (i) Abutment A1 (L2T1G1-2) (j) Abutment A2 (L2T1G1-2)

13 116 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) (k) Abutment A1 (L2T1G1-3) (l) Abutment A2 (L2T1G1-3) Fig. 11. Maximum horizontal displacement at top of abutments a 4.5. Cracking distribution of abutments Figs. 12(a) through 12(d) display the cracking distribution of abutment Type 2 andd Type 4 with the input seismic motion of L2T2G1-1, due to tensile stress. In this analysis, we used the contourr plot of outpu variable DamageT, a scalar degradation measure to express the reduced tensile elastic modulus of concrete after a it has sustained cracking damage. Dark blue color andd red color region correspond to area of no tension damage or no cracking and maximum cracking, respectively. From these figures, it can c be seen that abutments suffer a considerable amount of damage during this earthquake. Cracking occur almost at the entire wall of abutment due to a large pressure from collision. It categorized as an extensivee or severe damage (D). Within this limit, collapse of the structural members and extensive e horizontal movement occurs with largee cracks in abutment. Reconstruction is needed due to the impossibility to repair. (a) Type 2 (A1) (b) Type 2 (A2)) (c) Type 4 (A1) Fig. 12. Cracking distribution of abutments subjected to L2T2G1-1 cm (d) Type 4 (A2)( 5. Conclusions The seismic response behavior on girder bridges taking into account the t effect of displacement restriction and wing wall types were investigated. Level 2 seismic ground motions were simulated and discussed. Effect of earth pressure during earthquake was taken into account. The conclusions of this study are summarized as follows. 1) The results from eigenvalue analysis of concrete girder bridge considering to the earth pressure during an earthquakee and input seismic ground motion at the bottom of pier in four different approaches of the wing wall in abutment indicated that the predominant mode of reinforced concrete abutment in X, Y and Z direction was affected by thee wing walll structure. In contrast, different gap between superstructuree and abutment was not giving any effect on these predominant mode positions. 2) In the damage assessment, abutments were generally categorized as mediumm damage (B) through extensive or severe damagee (D) when ann extensive horizontal movement accompanied with large cracks occurred in abutment. 3) The proposed model of abutment Type 4 had a good capacity in resisting the horizontal displacement of abutment due to earthquake and earth pressure. However, reducingg the size around vertical wall would increase the shear stress and response stress of abutment. Existence of the wing wall affected on the shear stress distribution, which was occurred in the intersection between wing wall and parapet wall, at the bottom of parapet wall and abutmentt wall. 4) Further study is necessary in order to investigate the seismic behavior b of bridge close to the real condition, subjected to earth pressure andd seismic ground motions at a the footing of pier and abutments.

14 Desy Setyowulan et al. / Procedia - Social and Behavioral Sciences 218 ( 216 ) Acknowledgements The first author greatly indebted to DIKTI (Directorate General of Higher Education) for providing financial support through this research. Special thanks to the Civil Engineering Department, Universitas Brawijaya for supporting this opportunity. References Setyowulan, D., Yamamoto, K., Yamao, T. and Hamamoto, T. (215). Dynamic analysis of concrete girder bridges under strong earthquakes: the effect of collision, base-isolated pier and wing wall. International Journal of Civil Engineering and Technology (IJCIET), 6(4), Setyowulan, D., Hamamoto, T. and Yamao, T. (214). Elasto-plastic behavior of 3-dimensional reinforced concrete abutments considering the effect of the wing wall. International Journal of Civil Engineering and Technology (IJCIET), 5(11), Editorial Committee for the Report on the Hanshin-Awaji Earthquake Disaster. (1996). Report on the Hanshin-Awaji earthquake disaster, damage to civil engineering structures, bridge structures. JSCE, Tokyo. Japan Road Association. (22). Specifications for Highway Bridges Part V: Seismic design. Hamamoto, T., Moriyama, T. and Yamao, T. (213). The effect of cost performance on seismic design method allowing the pounding of PC bridge girders. 1th International Conference on Shock & Impact Loads on Structures, Singapore. Dassault Systems Simulia Corp. (211). ABAQUS/CAE User s Manual Providence, RI, USA. Japan Road Association. (22). Specifications for Highway Bridges Part I_IV. (in Japanese) Soltani, A.A. and Kukreti, A.R., (1996). Performance evaluation of integral abutment bridges. Workshop on Integral abutment bridges, Pittsburgh, PA, 29 p. Wolde-Tinsea, A.M. and Klinger, J.E. (1987). Integral abutment bridge design and construction. Final Report, FHWA/MD-87/4, Maryland DOT, Baltimore, MD, 71 p. Yamao, T., Kawachi, A. and Tsutsui, M. (212). Static and dynamic behaviour of a parapet wall of the abutment. 11th International Conference on Steel, Space and Composite Structures. Soltani, A.A. and Kukreti, A.R. (1996). Performance evaluation of integral abutment bridges. Workshop on Integral abutment bridges, Pittsburgh, PA, 29 p. Aviram, A., Mackie K.R. and Stojadinovic, B. (28). Effect of abutment modeling on the seismic response of bridge structures. Earth Eng & Eng Vib, 7(4), Dicleli, M. (25). Integral abutment-backfill behavior on sand soil-pushover analysis approach. Journal of bridge engineering (ASCE).