Design Considerations - Substructure

Context-Sensitive Conceptual Bridge Design
Copyright © Spannovation, 2020
All rights reserved.

All photos in this course were either taken by the Spannovation principals or
provided to us courtesy of our industry contacts. Where possible, these have
been referenced. Spannovation has not designed any of the bridges shown or
discussed in the course videos. The design examples are completely fictitious
and produced by the principals for educational purposes.
No part of this online course, presentation or educational material may be
reproduced or stored in a retrieval system, or transmitted in any form or by
any means, electronic, mechanical, recording or otherwise, without written
permission from the author, Spannovation Bridge and Seismic School. In case
of photocopying, or other reprographic copying, a license must be obtained
from the Canadian Copyright Licensing Agency.
Module B
Design, multi-discipline and
constructability considerations
1. Critical Considerations – Substructure Design
www.spannovation.ca/school
Module B: Design, multi-discipline and constructability

considerations
1. Critical Considerations – Substructure Design
1.5 Bridge bents and foundations
1.6 Shear keys and restrainers
1.7 Abutments
1.8 Retaining walls
1.5 Bridge Bents and Foundations
Columns and Cap beams
Girder reactions
Cap beam
Column
Wall pier
Two-column bent
• Cap beams primarily resist loads in flexure and shear
• Cap beams experience axial loads under reversed cyclic loading during seismic
events or under lateral wind loads
• Columns primarily resist loads in flexure, axial and shear
• P-M interaction is a critical consideration for columns
• Biaxial effects and slenderness effects must also be investigated for columns
when warranted
• Cap beams must be capacity protected for column overstrength seismic

demands to keep plastic action within columns
• Cap beam minimum depth could be governed by joint shear and column rebar
development into the column-cap beam joints
• Cap beam minimum width could be governed by minimum seismic seat length
requirements for expansion supports or girder moment development
requirements for monolithic superstructure-substructure connection
• Bridge bent elements design is usually governed by lateral demands such as

seismic, vehicle collision, braking, vessel collision, etc.
Direction of travel
1400 kN at 100 Example of a

to travel direction 1.2 m horizontal load
application – vehicle
Ground level collision
Shallow Foundations
• The various considerations for shallow foundation or spread footing design are:
 Bearing
P
 Sliding (friction/cohesion) and passive resistance M

V
 Settlement or lateral movement
 Overturning
 Ground water
 Frost potential
 Support loss due to scour, erosion, undermining during flooding
• Shallow Foundations
• Per S6-19, shallow foundations are not allowed for Lifeline and Major-route
bridges in liquefiable soils unless soil improvement and liquefaction mitigation
is carried out.
• Footing thickness must be appropriate for static and seismic load effects.
 Footing should be capacity protected for overstrength column demands

 Column-footing joint size should be appropriate for joint shear and
column rebar development
 One-way shear should be checked at dv from the face of the vertical
elements being supported by the footing
 Bending moment should be checked at the interface of the footing and the
vertical element
• Shallow Foundations
• For scour, erosion and undermining protection, the structural engineer must
liaise with the hydraulics and geotechnical engineer
• Recommendations by the geotechnical and hydraulics engineer must be

considered and the footing designed accordingly
Average original bed
Average general scour

level Total
scour
depth
Local scour depth
Global and local scour depth for a spread footing
Deep Foundations
• Deep foundations are required when soils close to the ground surface are
unable to provide appropriate strength and stiffness characteristics such as
adequate bearing capacity, settlement resistance, etc.
• Deep foundations such as piles or caissons can be installed by either driving or

drilling into the soil.
• The resistance to vertical loads can be derived from friction, end bearing, or a
combination of the two.
• End bearing is ignored for piles in tension

Rskin friction
• Uplift due to expansive soils needs consideration
Rbearing
Deep Foundations
• If piles are installed too close to each other, the individual pile capacity is
reduced. This is known as the “Group Effect” and should be accounted for
whenever warranted
• Generally, pile group effects can be ignored for piles installed at centre-to-centre
distance of 3-4 times the pile diameter. However, geotechnical advice should be
sought on a case-by-case basis
Centre-to-centre pile spacing
• Minimum spacing for pile installation is:
 Maximum of 750 mm or 2.5b for driven piles
 2.5b for drilled piles (b: equivalent pile diameter)
• Pile set up cannot be relied upon for pile capacity unless proven by static or
dynamic testing, or analysis
Deep Foundations
• Design Considerations
 Geotechnical capacity for vertical ULS loads
Deep Foundations
 Axial displacement at SLS
 Downdrag
 ULS of pile (structural) at the neutral plane (N.P.)
 SLS deformation at pile top (ignore transient loads for N.P calcs)
Load
The neutral plane is the plane

Permanent load plus of zero relative movement
Permanent cumulative downdrag between the pile and soil. It is
load (negative skin friction) also the point where axial
force equilibrium is established
for a single pile or pile group
Neutral plane
Downdrag
load
Tip resistance plus
cumulative positive skin
Total load friction
Resistance
Tip Concept of neutral plane (adapted

resistance from Siegel et. al, 2014)
Deep Foundations
 Structural capacity at ULS for horizontal and vertical loads

 Liquefaction considerations
 Pile out of plumbness: Minimum of Dpile/15 and 100 mm
 Scour depth considerations
Deep Foundations
• Type Selection
 Local subsurface conditions (driven versus drilled piles; cased or uncased,

seek geotechnical input)
 Local economics including contractor’s equipment and preferences
 Structural considerations, e.g. individual large diameter pile versus
smaller driven piles
 Environmental considerations (close liaison between the geotechnical,
environmental and structural engineer should be ensured)
 Examples:
 Driven H-piles
 Driven steel pipe piles with reinforced concrete infill
 Driven precast prestressed concrete piles
 Drilled reinforced concrete shafts
1.6 Shear Keys and Longitudinal Restrainers
• Shear keys and longitudinal restrainers are used to restrain the transverse and
longitudinal movement of the bridge superstructure respectively, relative to the
substructure
• These elements are utilized at support locations with free articulation where the
superstructure and substructure are non-monolithic
• Shear keys may be designed such that they:

 remain elastic for the 2475-year return-period seismic event
 are capacity-protected for the substructure overstrength (probable)
resistance
 act as inelastic fuses to limit the force transferred to the substructure
elements (Vok = 2*Vn)
Vdesign = 2*Vn
Shear force for

substructure design
• If practical, designing the shear keys as capacity protected elements for the
substructure probable resistance is most judicious
Vdesign = Vo/s
Shear force for

shear key design
• Friction is not considered to be an effective restraint mechanism
• Longitudinal restrainers are to be designed for S(0.2)*W, where W is the weight

of the lighter of the two adjoining spans at a support location
• The connections of the restrainers must be designed to resist 1.25 times the
ultimate restrainer capacity
• When provided at a pier, it is preferred to attach the restrainers to the pier

rather than connecting the spans to each other
• Where temperature and shrinkage will cause relative displacements between

the superstructure and substructure, sufficient slack must be provided in the
restrainer for these movements to occur (unless the design is able to
accommodate such movements)
Example of a longitudinal restrainer scheme
• Shock transmission units (STUs) are now often used to provide longitudinal
restraint
• STUs allow movement under slow rate loading such as shrinkage, temperature,
etc. but lock up under high rate loading such as braking, seismic, etc.
Lock up device – courtesy

Taylor Devices Inc.
1.7 Abutments
• Abutments are used to support the bridge superstructure at the ends
• Abutments resist loads arising from the bridge superstructure as well as lateral
soil pressures as a result of retaining the approach embankments
• Abutments resist additional active or passive earth pressure as a result of

seismic loading
• The abutments are broadly categorized as conventional (seat-type), semi-

integral and integral
• In some circumstances, the abutments may be de-coupled from the approach

embankment. In this case, the abutment shape usually resembles that of a
typical bent, which is present in front of a separate abutment wall that retains
the approach fill. A jump slab is used to span between the abutment bent and the
abutment retention wall in this case.
1.7 Abutments
Decoupled abutments
1.7 Abutments
• For conventional abutments, when an approach slab-on-grade is provided, the

active earth pressure and the compaction surcharge pressure need to be taken
into consideration
The backwall may be
Compaction impacted by the
surcharge girders/end diaphragm
under seismic movements
Conventional
abutment
earth pressures
Active earth
pressure
1.7 Abutments
• For conventional abutments, the design considerations include the back wall, the
seat width, and the foundation (overturning, bearing, sliding, etc. for spread
footing; pile length and size for vertical and horizontal loads induced in the
piles)
• Sometimes, we may have a decoupled conventional abutment as shown in the

photograph below. There is no soil pressure on the abutment backwall in this
case. If there is positive attachment between the superstructure and
substructure, deck inertial forces will be transferred to the abutment pier.
Gap
1.7 Abutments
• For conventional abutments in seismically active zones, the seismic active

pressure must be designed for.
ΔPAE
PAE
h
PA
0.6h -
0.67h
h/3
Wall pressure distributions for

active and seismic pressures
1.7 Abutments
• For semi-integral abutments, a critical consideration is the passive pressure

provided by the soil behind the abutment diaphragm.
Seismic horizontal force direction
Soil passive pressure

acting on the abutment
diaphragm
Approach slab and
wingwalls not shown
for clarity
Force-displacement diagram
Kinitial for the abutment diaphragm
Ksecant
1.7 Abutments
• For integral abutments, a critical consideration is a reasonable flexibility for

allowing longitudinal bridge movements such that excessive restraining forces
are not developed.
Expansion joint between
approach slab and pavement
Approach pavement
Sleeper footing
Wingwalls not shown
for clarity
Single line of
vertical H-piles
• A single row of vertical H-piles can be an effective solution in this regard
• Sometimes, the piles are installed in permanently cased drilled holes filled with
loose sand to an appropriate depth to provide adequate pile flexibility
1.7 Abutments
• Abutment caps need to be designed for vertical loads between piles (no such
design required for spread footing abutments)
• It is noted that some degree of negative flexure develops at the ends of the
girders where they frame monolithically into the cap beam of an integral
abutment
• Ignoring this condition is conservative for the positive flexure region but the
negative moment restraint could cause deck cracking or girder flange overstress
• The initial girder sizing should be carried out assuming a simply supported
condition at the abutments
• A second analysis comprising the integral abutments and foundations to model

the frame action at the abutments should then be carried out. This analysis could
then be utilized for checking the girder design at the ends and for determining
the deck reinforcement and its detailing and continuation into the abutment
diaphragm/backwall
1.7 Abutments
Abutment Wingwalls
• Abutment wingwalls help in soil retention at the abutment location
• Wingwalls retain fill which would otherwise spill around the abutment backwall
and cap
• Wingwalls may be parallel to the abutment cap or turned around and made
square to the abutment cap (or at orientations such as 300, 450, etc.)
1.7 Abutments
Abutment Wingwalls
• The preferred wingwall layout depends on site constraints such as local

topography, right of way, etc. as well as the Owner requirements and local design
and construction practice.
• Wingwalls, especially long wingwalls in poor soils may be supported on their

own foundations including piles or drilled shafts or spread footings.
• For shorter walls, they may be cantilevered off the abutment cap and backwall
1.7 Abutments
Abutment seat
Abutment wingwall -
cantilevered
Abutment backwall
Abutment foundation
Seat type abutment with perpendicular cantilevered wingwalls

1.7 Abutments
Abutment Wingwalls
• In certain cases, an expansion joint may be provided between the wingwall and
the abutment cap and backwall. This allows for rotational freedom in the
abutment cap
• Wingwalls must resist active earth pressures along with compaction, and live
load surcharges as applicable
• Any passive pressure as a result of soil in front of the wall is usually ignored due
to the uncertain nature of soil support
• Rational design methods depending upon the geometry and connectivity of the
wall should be used for wingwall design
 Conservative strip beam analysis for cantilevered walls

 Plate theory for other cases with multiple support conditions and two-way
spanning
THE END
Copyright © Spannovation, 2020
All rights reserved.

No part of this online course, presentation or educational material may be
reproduced or stored in a retrieval system, or transmitted in any form or by
any means, electronic, mechanical, recording or otherwise, without written
permission from the author, Spannovation Bridge and Seismic School. In
case of photocopying, or other reprographic copying, a license must be
obtained from the Canadian Copyright Licensing Agency.

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Context-Sensitive Conceptual Bridge Design

Copyright © Spannovation, 2020

All rights reserved.

Module B: Design, multi-discipline and constructability

1. Critical Considerations – Substructure Design

1.5 Bridge bents and foundations

1.6 Shear keys and restrainers

1.8 Retaining walls

Columns and Cap beams

• Cap beams primarily resist loads in flexure and shear

• Columns primarily resist loads in flexure, axial and shear

• P-M interaction is a critical consideration for columns

Columns and Cap beams

• Cap beams must be capacity protected for column overstrength seismic

Columns and Cap beams

• Bridge bent elements design is usually governed by lateral demands such as

1400 kN at 100 Example of a

 Sliding (friction/cohesion) and passive resistance M

 Support loss due to scour, erosion, undermining during flooding

 Footing should be capacity protected for overstrength column demands

• Recommendations by the geotechnical and hydraulics engineer must be

Average original bed

Average general scour

Global and local scour depth for a spread footing

• Deep foundations such as piles or caissons can be installed by either driving or

• End bearing is ignored for piles in tension

The neutral plane is the plane

Tip Concept of neutral plane (adapted

 Structural capacity at ULS for horizontal and vertical loads

 Local subsurface conditions (driven versus drilled piles; cased or uncased,

• Shear keys may be designed such that they:

Shear force for

Shear force for

• Friction is not considered to be an effective restraint mechanism

• Longitudinal restrainers are to be designed for S(0.2)*W, where W is the weight

• When provided at a pier, it is preferred to attach the restrainers to the pier

• Where temperature and shrinkage will cause relative displacements between

Example of a longitudinal restrainer scheme

Lock up device – courtesy

• Abutments are used to support the bridge superstructure at the ends

• Abutments resist additional active or passive earth pressure as a result of

• The abutments are broadly categorized as conventional (seat-type), semi-

• In some circumstances, the abutments may be de-coupled from the approach

• For conventional abutments, when an approach slab-on-grade is provided, the

• Sometimes, we may have a decoupled conventional abutment as shown in the

• For conventional abutments in seismically active zones, the seismic active

Wall pressure distributions for

• For semi-integral abutments, a critical consideration is the passive pressure

Seismic horizontal force direction

Soil passive pressure

• For integral abutments, a critical consideration is a reasonable flexibility for

• A single row of vertical H-piles can be an effective solution in this regard

• A second analysis comprising the integral abutments and foundations to model

• Abutment wingwalls help in soil retention at the abutment location

• The preferred wingwall layout depends on site constraints such as local

• Wingwalls, especially long wingwalls in poor soils may be supported on their

Seat type abutment with perpendicular cantilevered wingwalls

 Conservative strip beam analysis for cantilevered walls

All rights reserved.

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