006 Sesimic

Introduction to Bridge Engineering
Course # CE-5120
03 Credit Hours
Lecture # 05
Sequence of Presentation
Basic Information about Earthquakes
Fatigue Loads
Multiple Presence
Dynamic Effect
Centrifugal forces
Braking Force
Fluid Forces
Seismic Loads
Ice Loads
Forces due to Deformation
Seismic Design Procedure (generalized steps)
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Dr. Syed Mohammad Ali
Email: ali@civionics.pk
Bridge Engineering
Earthquakes
What are Earthquakes?
An earthquake (also known as a tremor or temblor) is the result of a sudden
release of energy in the Earth's crust that creates seismic waves. [Wikipedia]
The seismicity or seismic activity of an area refers to the frequency, type and size
of earthquakes experienced over a period of time. [Wikipedia]
An earthquake is a shaking of the ground caused by the sudden breaking and
movement of large sections (tectonic plates) of the earth's rocky outermost crust.
The edges of the tectonic plates are marked by faults (or fractures). Most
earthquakes occur along the fault lines when the plates slide past each other or
collide against each other. [Wiki]
An earthquake is the sometimes violent shaking of the ground caused by
movements of Earth's tectonic plates. Most earthquakes occur along fault lines,
which is where two tectonic plates come together.
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Bridge Engineering
Earthquakes
Work Tectonic Plate Map
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Bridge Engineering
Earthquakes
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Bridge Engineering
Earthquakes
Seismic Waves?
Seismic Waves
Body Waves
P Waves
Surface Waves
S Waves
Love (L) Waves
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Rayleigh (R) Waves
Bridge Engineering
Earthquakes
Seismic Waves?
BODY WAVES
Primary (they arrive first), Pressure, or Push-Pull. Material expands and contracts
in volume and particles move back and forth in the path of the wave.
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Earthquakes
Seismic Waves?
BODY WAVES
Primary (they arrive first), Pressure, or Push-Pull. Material expands and contracts
in volume and particles move back and forth in the path of the wave.
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Bridge Engineering
Earthquakes
Seismic Waves?
Shear, secondary, rotational, tangential, distortional, transverse, or shake wave.
Material does not change volume but shears out of shape and snaps back. Particle
motion is at right angles to the path of the wave.
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Earthquakes
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Earthquakes
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Earthquakes
Seismic Waves?
SURFACE WAVES
Two main types. Love & Rayleigh.
Slower than body waves; rolling and side-to-side movement.
Cause most of the damage during earthquakes
Travel only in the shallow portions of the Earth
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Earthquakes
Seismic Waves?
SURFACE WAVES : Rayleigh Waves
Ocean waves are a type of surface wave (known as a Rayleigh wave).
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Earthquakes
Seismic Waves?
SURFACE WAVES : Rayleigh Waves
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Earthquakes
Seismic Waves?
SURFACE WAVES : Love Waves
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Earthquakes
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Wave type
Typical Velocities
Compressional
8-11 km/sec
480-660 km/hr
Shear
5-7 km/sec
300-420 km/hr
Love
3.5-4.5 km/sec
210-270 km/hr
Rayleigh
3-4 km/sec
180-240 km/hr
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Earthquakes
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Earthquakes
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
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Earthquakes
FAULTS:
A Normal dip slip fault
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Earthquakes
EQ Magnitude Vs Intensity:
Intensity
How Strong Earthquake Feels to
Observer
Qualitative assessment of the
kinds of damage done by an
earthquake
Magnitude
Related to Energy Release.
Quantitative measurement of the

amount of energy released by an
earthquake
Depends on distance to
earthquake & strength of
earthquake
Depends on the size of the fault

that breaks
Determined from the intensity

of shaking and damage from the
earthquake
Determined from Seismic

Records
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Earthquakes
Intensity
How Strong Earthquake Feels to Observer
Depends On:
Distance to Quake
Geology
Type of Building
Observer!
Varies from Place to Place
Modified Mercalli Scale- 1 to 12
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Earthquakes
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Earthquakes
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Earthquakes
Earthquake Magnitude
1. ML - Local (Richter) magnitude

2. MS - Surface wave magnitude
3. MB- Body wave magnitude
4. MW & Mwp- Seismic Moment magnitude
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Earthquakes
Richter Scale
It is a measure of the amplitude of ground vibration using a seismometer.
Amplitude scale is logarithmic (10-fold increase for every whole number increase)
With the seismometer a standard distance of 100 km away from the epicenter,
one gets:
Amplitude
(mm)
1
10
100
1000
10000
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Magnitude
3
4
5
6
7
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Earthquakes
Drawbacks:
Based on Antiquated Wood-Anderson Seismographs
Measurement Past Magnitude 7.0 ineffective Requires Estimates
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Earthquakes
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Earthquakes
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Earthquakes
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AASHTO LRFD Loading
What are Earthquakes?

Different types of Magnitude Scales for Earth Quake ?
2) PGA is horizontal or Vertical Ground Motion ?
3) The earth quake magnitude value is at the ground surface or deep down the
earth(Focus) ?
4) Why tectonic plates move ?
5) Why the Earth Quakes increased as compare to previous centuary ?
6) Approximate range of depth of Earth Quakes ?
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AASHTO LRFD Loading

Fatigue Loads
ASTM defines fatigue life, Nf, as the number of stress cycles of a specified
character that a specimen sustains before failure of a specified nature occurs
High Cycle Fatigue
Low Cycle Fatigue
Stress Controlled
Strain Controlled
More than 1,000 cycles
Less than 1,000 cycles
Crack has not started
When will crack start?
Facilitates design
Not easy to use in design
The strengths of various components of the bridge are sensitive to repeated

stressing or fatigue
When the load is cyclic, the stress level that ultimately fractures the material can
be significantly below the nominal yield strength
The fatigue strength is typically related to the range of live-load stress and the
number of stress cycles under service load conditions
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AASHTO LRFD Loading
In high-cycle fatigue situations, materials performance is commonly characterized

by an S-N curve, also known as a Whler curve.
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AASHTO LRFD Loading

Fatigue Loads
As the majority of trucks do not exceed the legal weight limits, it would be unduly
conservative to use the full live load model, which is based on exclusion vehicles to
estimate this load effect
This means that a lesser load is used to estimate the live-load stress range and is
accommodated by using a single design truck with the variable axle spacing set at
30 ft (9000 mm) and a load factor of 0.75 the design truck (Nowak, 1993); hence a
load factor of 0.75 is used.
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AASHTO LRFD Loading

Fatigue Loads
The number of stressrange cycles is based on traffic surveys.
The average daily truck traffic (ADTT) in a single lane may be estimated as:
where p is the fraction of traffic assumed to be in one lane
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AASHTO LRFD Loading

Fatigue Loads
The ADTT is usually available from the bridge owner, but in some cases only the
average daily traffic (ADT) is available.
In such cases, the percentage of trucks in the total traffic must be estimated. This
percentage can vary widely with local conditions, and the engineer should try to
estimate this with a survey.
If survey data are not possible or practical, or if the fatigue limit state is not a
controlling factor in the design, then AASHTO provides guidance.
Hayatabad, Peshawar
Data 2010
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AASHTO LRFD Loading

MULTIPLE PRESENCE
Trucks will be present in adjacent lanes on roadways with multiple design lanes,
but it is unlikely that three adjacent lanes will be loaded simultaneously with the
heavy loads.
Therefore, some adjustments in the design loads are necessary. To account for this
effect, AASHTO [A3.6.1.1.2] provides an adjustment factor for the multiple
presence
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AASHTO LRFD Loading

MULTIPLE PRESENCE (PCPHB 1967)
Section 2.7 Reduction in Load Intensity
S.#
Case
One or two truck train loading
100
Three truck train loadings
90
Four or more
75
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AASHTO LRFD Loading

DYNAMIC EFFECTS
The roadway surface is not perfectly smooth, thus the vehicle suspension must
react to roadway roughness by compression and extension of the suspension
system
This oscillation creates axle forces that exceed the static weight during the time
the acceleration is upward and is less than the static weight when the acceleration
is downward.
Although commonly called impact, this phenomenon is more precisely referred to
as dynamic loading.
Various bridge engineering design specifications from around the world use widely
differing factors.
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AASHTO LRFD Loading

DYNAMIC EFFECTS
The ordinate axis represents the load increase or dynamic load allowance (DLA)
and the abscissa is the fundamental frequency of the structure.
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AASHTO LRFD Loading

DYNAMIC EFFECTS
It is most common to compare the static and dynamic deflections as illustrated in
Figure
Where Dsta is the maximum static deflection and Ddyn is the additional deflection
due to the dynamic effects.
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AASHTO LRFD Loading

DYNAMIC EFFECTS
The dynamic effect is defined herein as the amplification factor applied to the
static response to achieve the dynamic load effect.
This effect is called by many different terms:
dynamic load factor,
dynamic load allowance (DLA), and
impact factor (IM)
The term dynamic load allowance is used by AASHTO, which is abbreviated

IM (for impact).
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AASHTO LRFD Loading

DYNAMIC EFFECTS
The principal parameters that affect the impact factor are:

the dynamic characteristics of the truck,
the dynamic characteristics of the bridge, and
the roadway roughness
These characteristics are expected as all transient structural dynamic

problems involve stiffness, mass, damping, and excitation.
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AASHTO LRFD Loading

DYNAMIC EFFECTS
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AASHTO LRFD Loading

DYNAMIC EFFECTS Study HMC Bridge (2008)
Span 12.5 m, RC Bridge, 5 girders
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AASHTO LRFD Loading

DYNAMIC EFFECTS Study HMC Bridge
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AASHTO LRFD Loading

DYNAMIC EFFECTS Study at HMC Bridge
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AASHTO LRFD Loading

DYNAMIC EFFECTS
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AASHTO LRFD Loading

CENTRIFUGAL FORCES
Acceleration is the time derivative of the velocity vector and as such results
from either a change of magnitude or direction of velocity.
A truck can increase speed, decrease speed, and/or change directions as it
moves along a curvilinear path. All of these effects require an acceleration
of the vehicle that causes a force between the deck and the truck.
Because its mass is large compared to the power available, a truck cannot
increase its speed at a rate great enough to impose a significant force on
the bridge.
Conversely, a decrease in speed due to braking can create a significant
acceleration (deceleration) that causes large forces on the bridge in the
direction of the truck movement.
Finally, as a truck moves along a curvilinear path, the change in direction of
the velocity causes a centrifugal acceleration in the radial direction.
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AASHTO LRFD Loading

CENTRIFUGAL FORCES
The position of this force is at the center of mass, assumed to be at 6

ft (1800 mm) above the roadway surface [A3.6.3].
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AASHTO LRFD Loading

BRAKING FORCES
Braking forces can be significant.
Such forces are transmitted to the deck and must be taken into the substructure at
the fixed bearings or supports.
It is quite probable that all truck operators on a bridge will observe an event that
causes the operators to apply the brakes.
Thus, loading of multiple lanes should be considered in the design.
Again, it is unlikely that all the trucks in all lanes will be at the maximum design
level, therefore the multiple presence factors outlined previously may be applied
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AASHTO LRFD Loading

BRAKING FORCES
In the development of the AASHTO braking force fraction, it was assumed that the
truck is moving at a velocity of 55 mph (90 km/h) = 80 ft/s (25 m/s) and a braking
distance of 400 ft (122 000 mm) is required.
The braking forces shall be taken as 25% of the axle weights of the design truck or
the tandem truck placed in all lanes [A3.6.4].
The design lane is not included as it is assumed that the additional trucks brake
out of phase.
Thus, the operators of the additional design lane trucks will pump their brakes and
will not decelerate uniformly. This pumping action is assumed to occur at times
different from when the design truck is at a maximum.
Also implicit in the AASHTO value is that the coefficient of friction exceeds 0.25 for
the tiredeck interface.
The braking force is assumed to act horizontally at 6 ft (1800 mm) above the
roadway surface in either longitudinal direction.
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Lateral Loads
Lateral loads are:
Fluid forces
Seismic Loads
Ice Forces
Fluid forces
Water forces and
Wind forces
The force on a structural component due to a fluid flow (water or air) around a
component is established by Bernoullis equation in combination with empirically
established drag coefficients
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Lateral Loads
WIND FORCES
The velocity of the wind varies with the elevation above the ground and the
upstream terrain roughness, and therefore pressure on a structure is also a
function of these parameters.
Velocity increases with elevation, but at a decreasing rate.
If the terrain is smooth, then the velocity increases more rapidly with elevation. A
typical velocity profile is illustrated in the figure
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Lateral Loads
WIND FORCES
The parameter Vg is the geotropic velocity or the velocity independent of surface
(boundary) effects,
is the boundary layer thickness, usually defined as the height where the velocity
of 99% of Vg , and
V30 is the reference velocity at 30 ft.
Traditionally, this is the height at which wind velocity data is recorded. Since its
introduction in 1916, the velocity profile has been modeled with a power function
of the form
Where C and are empirically determined constants
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Lateral Loads
WATER FORCES
Water flowing against and around the substructure creates a lateral force directly
on the structure as well as debris that might accumulate under the bridge.
Flood conditions are the most critical.
The forces created are proportional to the square of velocity and to a drag
coefficient.
Here CD is the drag coefficient given in Table 4.10, and

V is the design velocity of the water for the design flood in strength and service
limit states, and for the check flood in the extreme event limit state [ft/s (m/s)].
Note that CD is the specific AASHTO value and Cd is a generic term.
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Lateral Loads
WATER FORCES
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Lateral Loads
Seismic Loads
Depending on the location of the bridge site, the anticipated earthquake effects
can be inconsequential or they can govern the design of the lateral load resistance
system.
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Lateral Loads
Seismic Loads
The AASHTO Specifications have been developed to apply to all parts of the United
States, so all bridges should be checked to determine if seismic loads are critical.
In many cases the seismic loads are not critical and other lateral loads, such as
wind, govern the design
The provisions of the AASHTO Specifications are based on the following principles
[C3.10.1]:
Small-to-moderate earthquakes should be resisted within the elastic range of
the structural components without significant damage.
Realistic seismic ground motion intensities and forces are used in the design
procedures.
Exposure to shaking from large earthquakes should not cause collapse of all or
part of the bridge. Where possible, damage should be readily detectable and
accessible for inspection and repair.
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Lateral Loads
Seismic Loads
The AASHTO provisions apply to bridges with conventional slab, girder, box girder,
and truss superstructures whose spans do not exceed 500 ft (150 m) [A3.10.1].
Bridges with spans exceeding 500 ft (150 m) and other bridge types, such as
suspension bridges, cable-stayed bridges, movable bridges, and arches, are not
applicable.
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Lateral Loads
ICE FORCES
Forces produced by ice must be considered when a structural component of a
bridge, such as a pier or bent, is located in water and the climate is cold enough to
cause the water to freeze.
The usual sequence is that freeze-up occurs in late fall, the ice grows thicker in the
winter and the ice breaks up in the spring.
If the bridge is crossing a lake, reservoir, harbor, or other relatively quite body of
water, the ice forces are generally static. These static forces can be horizontal
when caused by thermal expansion and contraction or vertical if the body of water
is subject to changes in water level.
If the bridge is crossing a river with flowing water, the static forces exist
throughout the winter months, but when the spring break-up occurs, larger
dynamic forces are produced by floating sheets of ice impacting the bridge
structure.
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Q&A
Thanks!
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Introduction to Bridge Engineering

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Love (L) Waves

Dr. Syed Mohammad Ali

Rayleigh (R) Waves

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Quantitative measurement of the

Depends on the size of the fault

Determined from the intensity

Determined from Seismic

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

1. ML - Local (Richter) magnitude

4. MW & Mwp- Seismic Moment magnitude

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

Dr. Syed Mohammad Ali

AASHTO LRFD Loading

What are Earthquakes?

Dr. Syed Mohammad Ali

AASHTO LRFD Loading

Low Cycle Fatigue

More than 1,000 cycles

Less than 1,000 cycles

Crack has not started

When will crack start?

Not easy to use in design

The strengths of various components of the bridge are sensitive to repeated

Dr. Syed Mohammad Ali

AASHTO LRFD Loading

In high-cycle fatigue situations, materials performance is commonly characterized

Dr. Syed Mohammad Ali

AASHTO LRFD Loading

Dr. Syed Mohammad Ali

AASHTO LRFD Loading