SR522 Seismic Isolation Bearings Report C8128 .pdf
Original filename: SR522 Seismic Isolation Bearings Report C8128.pdf
This PDF 1.6 document has been generated by , and has been sent on pdf-archive.com on 25/04/2018 at 16:50, from IP address 94.247.x.x.
The current document download page has been viewed 194 times.
File size: 3.8 MB (27 pages).
Privacy: public file
Download original PDF file
SR522 Seismic Isolation Bearings
November 13, 2015
WSDOT Bridge and Structures Office
Amy Leland, SE
Ralph Dornsife, SE
Richard Zeldenrust, SE
SR522 Seismic Isolation Bearings
The Snohomish River Bridge is located on SR522 in Washington State near the city of Monroe. As its
name indicates, this bridge crosses over the Snohomish River. The bridge is an eight span steel girder
bridge. (Figure 1) Due to poor soil conditions, the superstructure sits on seismic isolation bearings to
minimize the amount of lateral load transferred into the substructure. The substructure is designed to
remain elastic during a design seismic event. The seismic isolation bearings are Earthquake Protection
System (EPS) triple friction pendulum bearings. (Figure 2 ) These bearing were sole sourced, and a
purchase agreement was included as part of the contract.
Figure 1 – Snohomish River Bridge Framing Plan
Figure 2 - Schematic of EPS Triple Friction Pendulum Bearing
Less than a year after opening the bridge to traffic, water and apparent corrosion were observed in
many of the bearings. This apparent corrosion concerns WSDOT, the owner, because the long-term
performance of the bearings is vital in preventing substructure failure in a future seismic event.
Corrosion typically increases over time and since this bridge is early in its design life, WSDOT is
concerned that the apparent corrosion will continue to negatively affect the bearing performance over
the 75 year expected design life.
History of Construction
The bearings were delivered to the bridge site in late September of 2012. (Figure 3)
Figure 3 – Bearings Delivered to Bridge Site
They were then protected by a tarp by early October. (Figure 4)
Figure 4 – Bearings Under Tarp
On October 24, 2012 the bearings began to be placed on Piers 5 through 9. Then on November 1, 2012
the first girders were placed in Span 5. The girders were set on the bearings. (Figure 5)
Figure 5- Span 4 Girder Placement
On November 15, 2012 the final first phase girders were set in Span 8. All girders are set between Piers
5 and 9. (Figure 6)
Figure 6 – Span 8 Girder Placement
On December 13, 2012 the overhang brackets for the deck formwork began to be placed. (Figure 7)
Figure 7 – Span 4 Deck Formwork Bracket
In December 2012 the grout pads were poured around the bearings. (Figure 8)
Figure 8 – Grout Pour at Pier 5 Girder D Bearing
In January 2013 the deck formwork began to be placed, and was completed in March. (Figure 9)
Figure 9 – Formwork Complete for Spans 5 through 8
In June 2013, the concrete bridge deck began to be poured between Piers 5 and 9 (Figure 10), and
bearings began to be placed on Piers 1 through 4 (Figure 11).
Figure 10 – Deck Placement Beginning Near Pier 9
Figure 11 – Pier 1 Bearings
In October 2013 the launched girders were set on top of the bearings at Piers 1 through 4, and then the
last girder segments were placed on the bearings at Pier 5. (Figure 12)
Figure 12 – Span 4 Girder Placement
In December 2013 the brackets for the deck formwork began to be placed along with a working
platform. (Figure 13)
Figure 13 – Working Platform
In January 2014 the grout pad were poured around the bearings on Piers 1 through 5.
Deck formwork was complete by early April 2014 (Figure 14), and the deck was poured in June (Figure
Figure 14 – Formwork Complete for Spans 1 through 4
Figure 15 – Deck Placement near Pier 5