5 Conclusion Based on the typical high-pile and high-pier bridge ferossing the reservoir area in Chun'an section of Qianhuang expressway, the factors influencing the horizontal displacement of pier top are analyzed through calculation in this paper, and the following are the ‘conclusions: (1) Through the analysis of the influence of dead load, vehicle load, vehicle braking force and temperature load on the pict top deflection under the design state, itean be seen thatin single load vehicle load has less influence on the pier top deflection, while braking force and temperature load hhave greater influence. However, the displacement of the pier top is within the allowable range of the bearing. After unloading, the pier and the bearing should be able to restore fo their original position. (2) Because the longitudinal gradient of the bridge is quite small (0.79), the deviation of each pier support cchanges litle when bridge beating is under eccentric ‘compression. (3) With the decrease of bearing friction coefficient, the displacement of fixed pier and connecting pier increases, while that ofthe intermediate nonfixed-pier remains unchanged or decreases under the aetion of dead load and vehicle load, the displacement of the Design Step P.12 - Evaluate Pile Head Fixity fixed pier increases significantly under the action of braking force, with the friction coefficient decreases from 0.03 to 0.01, the displacement of No.2 pier in No.1 jointed continuous beam increases from 7.72 mm 19 33.32 mm, (4) Ducto the nonlinear development of the friction foree, the displacement of the joint pier increases ‘gnificantly under the combination load, which indicates that after the sliding of the bearing caused by the temperature load, the effect ofthe vehicle load fon the horizontal deflection of the pier top can reach the maximum. Whea the support is damaged, displacement of the joint pier top eaused by vehicle foad may accumulate, result in. the continuous Increase of the deflection of joint pier, While that of the intermediate pier is not obvious, Acknowledgements. ‘The research work presented herein is sponsored by Scientific Research Project of Zhejiang Provincial Department of Transportation (2020-GCKY-01) References 1. S.K. Jiang, Structural performance analysis and limit Sinicture research of high pile and high pier of deep water bridge, (2020) The performance of the pile group and the resulting pile stresses are really influenced by the degree to which piles are fixed against rotation at the pile head. This fixity is provided by the pile cap and is 2 function of the embedment of the pile into the cap, the geometry of the pile group, the sliffness of the pile cap, and the deflection. Each of these is evaluated below. Embedment Research has shown that a pile needs to be embedded 2-3 times its diameter into the pile cap in order to develop full fixity. These piles ‘will be embedded the minimum of 300 mm since the thickness of the pile cap is expected to be only 762 mm. Embedding the piles 610 ‘mm into a 762 mm thick cap places the tops of the piles near the top layer of reinforcing and increases the probabil of the pile punching through the top of the cap under load. ‘Thus full pile head fixity will likely not develop regardless of other factors. Earthquake Load assumed in this design example that the structure is located in Seismic Zone | with an acceleration coefficient of 0.02. For Seismic Zone |, a seismic analysis is not required. However, the 83.10 84.7.4. 3.10.9 Specifications require a minimum design force for the check of the superstructure to substructure connection. Also, at locations of $47.44 ‘expansion bearings, a minimum bridge seat must be provided.Since the bearings at the pier are fixed both longitudinally and transversely, minimum bridge seat requirements for seismic loads are not applicable. Also, since the bearing design is carried out in Design Step 6, the calculations for the check of the connection will not be shown here. Therefore, the earthquake provisions as identified in the above paragraph will have no impact on the overall pier design and will not be discussed further. FHWA LRFO Stool Bridge Design Example Design Stop 6 - Bearing Design sto spec. Design Step 6.8 - Check Shear Deformation ‘The shear deformation is checked to ensure that the bearing is capable | $14.7.6.3.4 of allowing the anticipated horizontal bridge movement. Also, the shear deformation Is limited in order to avoid rollover at the edges and C14.7.5.3.4 delamination due to fatigue caused by cyclic expansion and contraction deformations. The horizontal movement for this bridge design example is based on thermal effects only. The thermal movement is taken from Design Step 7.6 for the controling movement, which is contraction, Other criteria that could add to the shear deformation include construction tolerances, braking force, and longitudinal wind if applicable. One factor that can reduce the amount of shear deformation is the substructure deflection. Since the abutment height is relatively short and the shear deformation Is relatively small, the abutment deflection will not be taken into account. ‘The bearing must satisfy: ba 2-5 bet = 2-Rreaver + 8:Hrinternal ba = 88mm15.3.6 Piers 1. Piers for integral abutment jointiess bridges have similar design requirements ‘and share common design procedures with the piers of a more traditional bridge. The primary distinguishing features of the piers for an integral abutment bridge involve their ability to accommodate potentially large superstructure ‘movements and the sharing of lateral and longitudinal forces among the Substructure units. 2. As with integral abutments, the piers must also be designed to accommodate the movements of the superstructure. Thermal movements are usually the ‘major concern, although superstructure movements, due to concrete creep and Arying shrinkage, will also be present to some degree. 3. As part of the overall structural system, integral abutment jointiess bridge piers will typically be required to carry a portion of externally applied longitudinal and transverse loads. In addition, thermal movements of the superstructure will induce forces as the piers attempt fo restrain those movements. 4. As the superstructure expands and contracts with seasonal temperature ‘changes, and to a lesser extent, creep and shrinkage, the tops of the piers will bbe forced to undergo displacements relative to their bases. These displacements will produce curvatures in columns that can be closely estimated based on the ‘magnitude of the movements, the fixity conditions at the top and bottom of the columns and the height of columns. 5. Once curvatures are estimated, an effective column stiffness must be considered to compute intemal moments and shears. A set of equivalent external forces, in ‘equilibium with the computed internal moments and shears, must be computed. This set of equivalent forces is used in subsequent analysis to ‘represent the effects of superstructure movernents on the piers. 6. Forces induced by the distribution of the superstructure movements must be computed. Also, the distribution of externally applied loads to the substructure units must be estimated. 7. ‘Similar to the design of a traditional pier, piers of integral abutment jointiess bridges are designed for load combinations. Often, load combinations involving temperature, creep and shrinkage, as opposed to combinations containing external loads only, control the design. A pier must be capable of undergoing the imposed superstructure movernents while simultaneously resisting external forces. 8. A bearing at 2 pier of an integral abutment jointiess bridge structure should only be fixed when the amount of expected expansion from the bearing to both abutments or adjoining pler is equal. all other cases should use expansion bearings. 9. The following guidance shall be followed in determining the type of pier selection in integral abutment jointiess bridge designs: @. Continuity at Piers. 1) The concrete deck slab must be physically continuous, with joints limited to sawcut control joints or construction joints. Distinction must bbe made between siab continulty and girder continuity at the piers. 2) If, in accommodating the load transfer, gieder continulty is deemed appropriate by the design, the superstructure shall be assumed continuous for live loads and superimposed dead loads only. Girders shall be erected as simple spans and made continuous by the addition of mild steel in the deck slab, 3) Longer span integral jointless bridges; i.e., those with spans over 100 feet shall be detailed to provide a deck slab placement sequence if Girder continuity is to be provided. Where applicable, casting of concrete diaphragms over the piers ‘should be done concurrently with placement of the siab. 4) When stab-only continuity is provided over the piers, girders are to be designed as simply supported for all loads. b. Types of Piers. ‘To design piers to accommodate potentially large superstructure movements,1) Flexible piers, rigidly connected to the superstructure; 2) Isolated rigid piers, connected to the superstructure by means of flexible bearings; 3) Semi-rigid piers, connected to the superstructure with dowels and ‘neoprene bearing pads 4) Hinged-base piers, connected to the superstructure with dowels and neoprene bearing pads. . Flexible Piers. 1) A single row of piles, with a concrete cap that may be rigidly attached to the superstructure, provides a typical example of a flexible pier. ‘This type of pier is assumed to provide vertical support only. The moments induced in the piles due to superstructure rotation or translation are small and may be ignored. 2) A bridge constructed with flexible piers relies entirely on the integral abutments for lateral stability and for resisting lateral forces. Passive pressures behind the backwalls, friction, and passive pressures on the abutment piles should be mobilized to resist lateral and longitudinal forees. 3) With this type of pier use, temporary lateral bracing may be required to provide stability during construction. Designers must consider a ‘means to account for passive soil pressures in the vicinity of the backwalls. Isolated Rigid Piers. 1) Rigid piers are defined as piers whose base is considered fixed against rotation and translation, either by large footings bearing on soil or rock, of by pile groups designed to resist moment. The connection to the superstructure is usually detailed in a way that allows free longitudinal movement of the superstructure, but restrains transverse movements. This type of detailing permits the superstructure to Lndergo thermal movements freely, yet allows the pier to participate in carrying transverse forces. 2) With this class of pler, the superstructure Is supported on relatively tall ‘shimmed neoprene bearing pads. A shear block, isolated from the pier diaphragm with a compressible material such as cork, is cast on the top of the pier cap to guide the movement longitudinally, while restraining transverse movements. 3) This type pier represents the traditional solution taken with steel girder bridges at so called expansion piers. It offers the advantage of ‘eliminating the stresses associated with superstructure thermal ‘movements. It also provides piers that require no temporary shoring for stability during construction, 4) In utilizing this system, additional consideration must be given to the ‘detailing associated with the taller bearing pads and the detailing ‘associated with the shear key. In addition, because the pier and the superstructure are isolated longitudinelly, the designer must ensure that the bearing seats are wide enough to accommodate seismic “movements. . SemiRigid Piers. 1) These piers are similar to rigid piers. Their bases are considered fixed by either large spread footings or pile groups; however, the connection of the piers to the superstructure differs significantly. 2) In utilizing prestressed concrete girders that bear on elastomeric pads, {2 diaphragm is placed between the ends of the girders. Dowels, Perhaps combined with a shear key between girders, connect the diaphragm to the pier cap. Compressible materials are frequently introduced along the edges of the diaphragm, and, along with the elastomeric bearing pads, allow the girders to rotate freely under live load. 3) The dowels force the pier to move with the superstructure as itUndergoes thermal expansion and contraction and, to a lesser extent, ‘creep and shrinkage. Accommodation of these movements requires ‘careful analysis during the design of the piers. Normally, the stiffness Of the piers is assumed to be reduced due to cracking and creep. 4) There are several advantages to this type of pier: detailing is simplified, use of thin elastomeric pads are relatively inexpensive, temporary shoring is not required during construction, all piers participate in resisting seismic forces and the girders are positively attached to the piers. In addition, with many piers active in resisting longitudinal and transverse forces, the designer need net rely on passive soll pressures at the integral abutments to resist lateral forces. 5) Design of semi-rigid piers is slightly more complicated because careful {assessment of foundation conditions, pier stiffhesses and estimated ‘movements is required. In some situations semt-rigid piers are Inappropriate. For example, short piers bearing on solid rock may not have adequate flexibility to accommodate mavements without distress. (. Hinged-Base Piers. 1) This type of pier may be used to avoid the need for an expansion pier In a situation where semi-rigid piers have inadequate flexibility. A “hinge” is cast into the top of the footing to permit flexibility of the column. 2) Temporary construction shoring may be required, and additional detailing requirements at the top of the footing may increase cost; however, the designer should keep this alternate in mind under special circumstances where the other pier types are not feasible.