Chapter 9 Bearings and Expansion Joints Contents

9.1 Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

9.1.1 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.1.1.A Concrete Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.1.1.B Steel Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.1.2 General Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.1.2.A Shrinkage Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.1.2.B Thermal Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.1.3 Small Movement Range Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9.1.3.A Compression Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9.1.3.B Rapid-Cure Silicone Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9.1.3.C Asphaltic Plug Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9.1.3.D Headers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9.1.3.E Bridge Paving Joint Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9.1.4 Medium Movement Range Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9.1.4.A Steel Sliding Plate Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9.1.4.B Strip Seal Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9.1.4.C Bolt-down Panel Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9.1.5 Large Movement Range Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9.1.5.A Steel Finger Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9.1.5.B Modular Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9.1.5.B.1 Operational Characteristics . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9.1.5.B.2 Movement Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
9.1.5.B.3 Review of Shop Drawings and Structural Design
Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9.1.5.B.4 Construction Considerations . . . . . . . . . . . . . . . . . . . . . . . 9-17
9.2 Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9.2.1 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9.2.2 Force Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9.2.3 Movement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
9.2.3.A Elastomeric and Fabric Pad Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
9.2.3.B HLMR Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
9.2.4 Detailing Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
9.2.5 Bearing Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
9.2.5.A Elastomeric Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
9.2.5.B Fabric Pad Sliding Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
9.2.5.B.1 Fabric Pad Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
9.2.5.B.2 PTFE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
9.2.5.C Pin Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
9.2.5.D Rocker and Roller Type Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
9.2.5.E Spherical Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
9.2.5.F Disk Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25

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Chapter 9 Bearings and Expansion Joints

9.2.6 Miscellaneous Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25

9.2.6.A Temporary Support before Grouting Masonry Plate . . . . . . . . . . . . . . . . . 9-25
9.2.6.A.1 Shim Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
9.2.6.A.2 Two-step Grouting with Cast Sleeves . . . . . . . . . . . . . . . . 9-25
9.2.6.B Anchor Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
9.2.7 Contract Drawing Representation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
9.2.8 Shop Drawing Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
9.2.9 Bearing Replacement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
9.3 Seismic Isolation Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
9.3.1 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
9.3.2 Suitability and Selection Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
9.3.3 General Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
9.3.4 Seismic Isolation Bearing Submittal Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
9.3.4.A Shop Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
9.3.4.B Bearing Materials and Fabrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.3.4.C Paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.3.4.D Bearing Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.3.4.E Fabrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.3.5 Seismic Isolation Bearing Review Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.3.5.A Design Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.3.5.B Shop Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.3.6 Seismic Isolation Bearing Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
9.3.6.A Fabrication Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
9.3.6.B Field Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
9.4 Bridge Standard Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
9.4.1 Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32

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Chapter 9 Bearings and Expansion Joints

9.1 Expansion Joints

9.1.1 General Considerations
All bridges must accommodate, in some manner, environmentally and self-imposed
phenomena that tend to make structures move in various ways. These movements come
from several primary sources: thermal variations, concrete shrinkage, creep effects from
prestressing, and elastic post-tensioning shortening. With the exception of elastic post-
tensioning shortening, which generally occurs before expansion devices are installed,
movements from these primary phenomena are explicitly calculated for expansion
joint selection and design. Other movement-inducing phenomena include live loading
(vertical and horizontal braking), wind, seismic events, and foundation settlement.
Movements associated with these phenomena are generally either not calculated or not
included in total movement calculations for purposes of determining expansion joint
movement capacity.
With respect to seismic movements, it is assumed that some expansion joint damage
may occur, that this damage is tolerable, and that it will be subsequently repaired. In
cases where seismic isolation bearings are used, the expansion joints must accommodate
seismic movements in order to allow the isolation bearings to function properly.
Expansion joints must accommodate cyclic and long-term structure movements in such
a way as to minimize imposition of secondary stresses in the structure. Expansion joint
devices must prevent water, salt, and debris infiltration to substructure elements below.
Additionally, an expansion joint device must provide a relatively smooth riding surface
over a long service life.
Expansion joint devices are highly susceptible to vehicular impact that results as a
consequence of their inherent discontinuity. Additionally, expansion joints have often
been relegated a lower level of importance by both designers and contractors. Many of
the maintenance problems associated with in-service bridges relate to expansion joints.
One solution to potential maintenance problems associated with expansion joints is to
use construction procedures that eliminate the joints from the bridge deck. The two most
commonly used methods are called integral and semi-integral construction. These two
terms are sometimes collectively referred to as jointless bridge construction.
In integral construction, concrete end diaphragms are cast monolithically with both the
bridge deck and supporting pile substructure. In order to minimize secondary stresses
induced in the superstructure, steel piles are generally used in their weak axis orientation
relative to the direction of bridge movement. In semi-integral construction, concrete
end diaphragms are cast monolithically with the bridge deck. Supporting girders rest on
elastomeric bearings within an L-type abutment. Longer semi-integral bridges generally
have reinforced concrete approach slabs at their ends. Approach slab anchors, in
conjunction with a compression seal device, connect the monolithic end diaphragm to
the approach slab. Longitudinal movements are accommodated by diaphragm movement
relative to the approach slab, but at the same time resisted by soil passive pressure
against the end diaphragm.

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Chapter 9 Bearings and Expansion Joints

Obviously, bridges cannot be built incrementally longer without eventually requiring

expansion joint devices. The incidence of approach pavement distress problems increases
markedly with increased movement that must be accommodated by the end diaphragm
pressing against the backfill. Approach pavement distress includes pavement and backfill
settlement and broken approach slab anchors.
Washington State Department of Transportation (WSDOT) has implemented jointless
bridge design by using semi-integral construction. Office policy for concrete and steel
bridge design is as follows:

9.1.1.A Concrete Bridges

Semi-integral design is used for prestressed concrete girder bridges under 450 feet long
and for post-tensioned spliced concrete girder and cast-in-place post-tensioned concrete
box girder bridges under 400 feet long. Use L-type abutments with expansion joints at the
bridge ends where bridge length exceeds these values. In situations where bridge skew
angles exceed 30 degrees, consult the Bearing and Expansion Joint Specialist and the
State Bridge Design Engineer for recommendations and approval.

9.1.1.B Steel Bridges

Use L-type abutments with expansion joints at the ends for multiple-span bridges. Semi-
integral construction may be used in lieu of expansion joints for single span bridges under
300 feet with the approval of the State Bridge Design Engineer. In situations where the
bridge skew exceeds 30 degrees, consult the Bearing and Expansion Joint Specialist and
the State Bridge Design Engineer for recommendations and approval.
In all instances, the use of intermediate expansion joints should be avoided wherever
possible. The following table provides guidance regarding maximum bridge superstructure
length beyond which the use of either intermediate expansion joints or modular
expansion joints at the ends is required.
Maximum Length (Western WA) Maximum Length (Eastern WA)
Superstructure Type Semi-Integral L-Abutment Semi-Integral L-Abutment
Concrete Superstructure
Prestressed Girder* 450 ft 900 ft 450 ft 900 ft
P.T. Spliced Girder** 400 ft 700 ft*** 400 ft 700 ft***
C.I.P.–P.T. box girder 400 ft 700 ft *** 400 ft 700 ft***
Steel Superstructure
Plate Girder Box girder 300 ft 900 ft 300 ft 700 ft

* Based upon 0.16 in. creep shortening per 100 feet of superstructure length and 0.12 inch shrinkage
shortening per 100 feet of superstructure length
** Based upon 0.31 in. creep shortening per 100 feet of superstructure length and 0.19 inch shrinkage
shortening per 100 feet of superstructure length
*** Can be increased to 800 ft. if the joint opening at 64º F at time of construction is specified in the
expansion joint table to be less than the minimum installation width of 1½ inches. This condition is
acceptable if the gland is already installed when steel shapes are placed in the blockout. Otherwise
(for example, staged construction) the gland would need to be installed at temperature less than 45º F.

Because the movement restriction imposed by a bearing must be compatible with the
movements allowed by the adjacent expansion joint, expansion joints and bearings must
be designed interdependently and in conjunction with the anticipated behavior of the
overall structure.

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Bearings and Expansion Joints Chapter 9

A plethora of manufactured devices exists to accommodate a wide range of expansion

joint total movements. Expansion joints can be broadly classified into three categories
based upon their total movement range as follows:
Small Movement Joints Total Movement Range < 1¾ in.
Medium Movement Joints 1¾ in. < Total Movement Range < 5 in.
Large Movement Joints Total Movement Range > 5 in.

9.1.2 General Design Criteria

Expansion joints must be sized to accommodate the movements of several primary
phenomena imposed upon the bridge following installation of its expansion joint devices.
Concrete shrinkage, thermal variation, and long-term creep are the three most common
primary sources of movement. Calculation of the movements associated with each of
these phenomena must include the effects of superstructure type, tributary length, fixity
condition between superstructure and substructure, and pier flexibilities.

9.1.2.A Shrinkage Effects

Accurate calculation of shrinkage as a function of time requires that average ambient
humidity, volume-to-surface ratios, and curing methods be taken in consideration as
summarized in LRFD-BDS Article 5.4.2.3.3. Because expansion joint devices are generally
installed in their respective blockouts at least 30 to 60 days following concrete deck
placement, they must accommodate only the shrinkage that occurs from that time
onward. For most situations, that shrinkage strain can be assumed to be 0.0002 for
normal weight concrete in an unrestrained condition. This value must be corrected for
restraint conditions imposed by various superstructure types.

ΔLshrink= β · μ · Ltrib (9.1.2-1)

Where:
Ltrib = Tributary length of the structure subject to shrinkage
β = Ultimate shrinkage strain after expansion joint installation; estimated as 0.0002 in lieu
of more refined calculations
μ = Restraint factor accounting for the restraining effect imposed by superstructure
elements installed before the concrete slab is cast
= 0.0 for steel girders, 0.5 for precast prestressed concrete girders, 0.8 for concrete box
girders and T-beams, 1.0 for concrete flat slabs

9.1.2.B Thermal Effects

Bridges are subject to all modes of heat transfer: radiation, convection, and conduction.
Each mode affects the thermal gradients induced and deflection patterns generated in
a bridge superstructure differently. Climatic influences vary geographically resulting in
different seasonal and diurnal average temperature variations. Additionally, different
types of construction have different thermal “inertia” properties. For example, a massive
concrete box girder bridge will be much slower to respond to an imposed thermal stimulus
than would a steel plate girder bridge composed of many relatively thin steel elements.
Variation in the superstructure average temperature produces uniform elongation or
shortening. Uniform thermal movement range is calculated using the maximum and
minimum anticipated bridge superstructure average temperatures in accordance with
LRFD-BDS Article 3.12.2.1 Procedure A. For the purpose of establishing the maximum
and minimum design temperatures using Procedure A, most of western Washington

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Chapter 9 Bearings and Expansion Joints

is classified as a moderate climate. Eastern Washington and higher elevation areas of

western Washington having more than 14 days per year with an average temperature
below 32˚F are classified as a cold climate. The maximum and minimum design
temperatures, TU and TL, respectively, used for uniform thermal movement effects, taken
from LRFD-BDS Table 3.12.2.1-1 are:
Moderate Climate:
Concrete Bridges: 10˚F to 80˚F
Steel Bridges: 0˚F to 120˚F
Cold Climate:
Concrete Bridges: 0˚F to 80˚F
Steel Bridges: -30˚F to 120˚F
Total unfactored thermal movement range is then calculated as:
ΔLtemp = α · Ltrib · δT (9.1.2-2)
Where:
Ltrib = Tributary length of the structure subject to thermal variation
α = Coefficient of thermal expansion; 0.000006 in./in./˚F for concrete and 0.0000065 in./
in./˚F for steel
δT = Bridge superstructure average temperature range as a function of bridge type and
location
As noted in LRFD-BDS Article 3.4.1, the larger of the two load factors for uniform
temperature, γTU, provided in LRFD-BDS Table 3.4.1-1 shall be used to calculate factored
uniform thermal movements. Design of expansion joints requires calculation of the
maximum and minimum temperatures associated with the factored temperature range.
Assuming that the unfactored and factored temperature range are centered upon each
other, the factored minimum and maximum design temperatures are:
Tmin = .5 · (TL + TU) - .5 · ƔTU · (TU - TL)
Tmax = .5 · (TL + TU) + .5 · ƔTU · (TU – TL)
Where
Tmin = Minimum factored design temperature
Tmax = Maximum factored design temperature
TL = Minimum (unfactored) design temperature
TU = Maximum (unfactored) design temperature
ƔTU = Load Factor as specified in LRFD-BDS
In accordance with the Standard Specifications, contract drawings state dimensions at
the normal temperature of 64˚F unless specifically noted otherwise. Construction and
fabrication activities at average temperatures other than 64˚F require the Contractor or
fabricator to adjust lengths of structural elements and concrete forms accordingly.
Some expansion joint devices are installed in pre-formed concrete blockouts sometime
after the completion of the bridge deck. The expansion joint device must be cast into
its respective blockout with a gap setting corresponding to the ambient superstructure
average temperature at the time the blockouts are filled with concrete. In order to
accomplish this, expansion device gap settings must be specified on the contract
drawings as a function of superstructure ambient average temperature. Generally, these
settings are specified for temperatures of 40˚F, 64˚F, and 80˚F.

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Bearings and Expansion Joints Chapter 9

9.1.3 Small Movement Range Joints

Elastomeric compression seals, poured sealants, asphaltic plugs, pre-formed closed
cell foam, epoxy-bonded elastomeric glands, steel sliding plates, and bolt-down
elastomeric panels have all been used in the past for accommodating small movement
ranges. The current policy is to use compression seals and rapid-cure silicone sealants
almost exclusively.

9.1.3.A Compression Seals

Compression seals are continuous manufactured elastomeric elements, typically with
extruded internal web systems, installed within an expansion joint gap to effectively seal
the joint against water and debris infiltration. Compression seals are held in place by
mobilizing friction against adjacent vertical joint faces. Design philosophy requires that
they be sized and installed to always be in a state of compression.
Compression seals can be installed against smooth vertical concrete faces or against
steel armoring. When installed against concrete, special concrete nosing material having
enhanced impact resistance may be used, particularly on rehabilitation projects. Polyester
concrete and elastomeric concrete have been used successfully. Consult the Bearing and
Expansion Joint Specialist for current policy.
Each elastomeric compression seal shall be furnished and installed as a single, continuous
piece across the full width of the bridge deck. No field splices of the compression seal
shall be allowed. For widening projects, a new compression seal shall be furnished and
installed as a single, continuous piece across the full width of the original and widened
portions of the roadway. Field splicing to the original elastomeric compression seal shall
not be allowed.

Figure 9.1.3-1 Compression Seal Joint

In design calculations, the minimum and maximum compressed widths of the seal
are generally set at 40 percent and 85 percent of the uncompressed width. These
measurements are perpendicular to the joint axis. It is generally assumed that the
compressed seal width at the normal construction temperature of 64˚F is 60 percent of

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Chapter 9 Bearings and Expansion Joints

its uncompressed width. For skewed joints, bridge deck movement must be separated
into components perpendicular to and parallel to the joint axis. Shear displacement of the
compression seal should be limited to a specified percentage of its uncompressed width,
usually set at about 22 percent. Additionally, the expansion gap width should be set so
that the compression seal can be replaced over a reasonably wide range of construction
temperatures. Manufacturers’ catalogues generally specify the minimum expansion gap
widths into which specific size compression seals can be installed. The expansion gap
width should be specified on the contract drawings as a function of the superstructure
average temperature.
Compression seal movement design relationships can be expressed as:
ΔLtemp-normal = ΔLtemp · cos θ [thermal movement normal to joint]
ΔLtemp-parallel = ΔLtemp · sin θ [thermal movement parallel to joint]
ΔLshrink-normal = ΔLshrink · cos θ [shrinkage movement normal to joint]
ΔLshrink-parallel = ΔLshrink · sin θ [shrinkage movement parallel to joint]
Wmin = Winstall - [(Tmax - Tinstall)/(Tmax - Tmin)] · ΔLtemp-normal > 0.40 · W
Wmax = Winstall + [(Tinstall - Tmin)/(Tmax - Tmin)] · ΔLtemp-normal + ΔLshrink-normal < 0.85 · W
Where:
θ = skew angle of the expansion joint, measured with respect to a line perpendicular
to the bridge longitudinal axis
W = uncompressed width of the compression seal
Winstall = expansion gap width at installation
Tinstall = superstructure temperature at installation
Wmin = minimum expansion gap width
Wmax = maximum expansion gap width
Tmin = minimum superstructure average temperature
Tmax = maximum superstructure average temperature
Algebraic manipulation yields:
W > (ΔLtemp-normal + ΔLshrink-normal)/0.45
W > (ΔLtemp-parallel + ΔLshrink-parallel)/0.22
Now, assuming Winstall = 0.6 ⋅ W,
Wmax = 0.6 ⋅ W + [(Tinstall - Tmin)/(Tmax - Tmin)] ⋅ ΔLtemp-normal + ΔLshrink-normal < 0.85 ⋅ W
Rearranging yields:
W > 4 ⋅ [(Tinstall - Tmin)/(Tmax - Tmin) ⋅ ΔLtemp-normal + ΔLshrink-normal]

9.1.3.B Rapid-Cure Silicone Sealants

Durable low-modulus poured sealants provide watertight expansion joint seals in both
new construction and rehabilitation projects. Most silicone sealants possess good elastic
performance over a wide range of temperatures while demonstrating high levels of
resistance to ultraviolet and ozone degradation. Other desirable properties include self-
leveling and self-bonding characteristics.
Rapid-cure silicone sealants are particularly good candidates for rehabilitation in situations
where significant traffic disruption consequential to extended traffic lane closure is
unacceptable. Additionally, unlike compression seals, rapid-cure silicone sealants do not
require straight, parallel substrate surfaces in order to create a watertight seal.

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Bearings and Expansion Joints Chapter 9

Rapid-cure silicone sealants can be installed against either concrete or steel. It is

extremely critical that concrete or steel substrates be thoroughly cleaned before the
sealant is installed. Some manufacturers require application of specific primers onto
substrate surfaces prior to sealant installation in order to enhance bonding. Consult the
Bearing and Expansion Joint Specialist for specifics.

Figure 9.1.3-2 Rapid-cure Silicone Sealants Joint

Rapid-cure silicone sealants should be designed based upon the manufacturer’s

recommendations. Maximum and minimum working widths of the poured sealant
joint are generally recommended as a percentage of the sealant width at installation.
Depending upon the manufacturer, these joints can accommodate tensile movements of
up to 100 percent and compressive movements of up to 50 percent of the sealant width
at installation. A minimum recess is typically required between the top of the roadway
surface and the top of the sealant surface. This recess is critical in assuring that tires
will not contact the top surface of the sealant and initiate its debonding from substrate
material.
It is important to recognize that the maximum allowable opening and closing design
movements are a function of the joint width at the time the sealant is poured. As such,
consideration should be given that the poured sealant can be installed over a reasonably
wide range of construction temperatures and still perform, over the full factored
uniform temperature range, within the allowable movement limits recommended by the
manufacturer. In some instances, it may be necessary to stipulate that the Contractor
install the sealant within a more restrictive range of bridge temperatures than the
commonly assumed 40˚F to 80˚F.
For an existing expansion joint having a known expansion gap width at a known bridge
uniform temperature, maximum and minimum installation temperatures can be calculated.
Assuming that all shrinkage and long-term creep effects have already occurred, it can be
shown, algebraically, that

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 Chapter 9 Bearings and Expansion Joints
9.1.3 Small Movement Range Joints

+ -. ⋅67
T"#$%&'',)"# = /T)&0 − ζ4 ⋅ T − >
+,-. 8 ⋅ 9:;<=

+ -@ ⋅ 67
T"#$%&'',)&0 = /T)"# + ζB ⋅ T + >
+?-@ 8 ⋅ 9:;<=
Where
WT = existing expansion gap width
T = bridge uniform temperature at time WT is measured
ζc = maximum allowable closure (contraction) of the joint as a fraction of its width at the
time the sealant is installed, as recommended by the manufacturer for design purposes
ζe = maximum allowable opening (expansion) of the joint as a fraction of its width at the
time the sealant is installed, as recommended by the manufacturer for design purposes
α = coefficient of thermal expansion of the bridge superstructure
Ltrib = tributary length contributing to uniform thermal movement
Tmin = minimum factored design temperature
Tmax = maximum factored design temperature

9.1.3.C Asphaltic Plug Joints

Asphaltic plug joints consist of a flexible polymer modified asphalt installed in a
preformed blockout atop a steel plate and backer rod. In theory, asphaltic plug joints
provided a seamless smooth riding surface. However, when subjected to high traffic
counts, heavy trucks, or substantial acceleration/deceleration traction, the polymer
modified asphalt tends to creep, migrating out of the blockouts. As a consequence,
WSDOT no longer specifies the use of asphaltic plug joints.

Figure 9.1.3-3 Asphaltic Plug Joint

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Bearings and Expansion Joints Chapter 9

9.1.3.D Headers
Expansion joint headers for new construction are generally the same Class 4000D
structural concrete as used for the bridge deck and cast integrally with the deck.
Expansion joint headers installed as part of a rehabilitative and/or overlay project are
constructed differently.
Being a flexible material, hot mix asphalt (HMA) cannot provide rigid lateral support to
an elastomeric compression seal or a rapid cure silicone sealant bead. Therefore, rigid
concrete headers must be constructed on each side of such an expansion joint when an
HMA overlay is installed atop an existing concrete deck. These headers provide a rigid
lateral support to the expansion joint device and serve as a transition between the HMA
overlay material and the expansion joint itself.
WSDOT allows either polyester concrete or elastomeric concrete for expansion joint
headers. These two materials, which provide enhanced durability to impact in regard to
other concrete mixes, shall be specified as alternates in the contract documents. General
Special Provisions specify the material and construction requirements for polyester and
elastomeric concrete.
Modified concrete overlay (MCO) material can provide rigid side support for an
elastomeric compression seal or a rapid cure silicone sealant bead without the need
for separately constructed elastomeric concrete or polyester concrete headers. This
alternative approach requires the approval of the Bearing and Expansion Joint Specialist.
Such modified concrete overlay headers may utilize welded wire fabric as reinforcement.
Contract 7108 which includes Bridges No. 90/565N&S and 90/566N&S is an example.

9.1.3.E Bridge Paving Joint Seals

Sawcut joints with poured rubber are allowed on the bridge deck provided that the
tributary length for calculating movement demand at the joint location does not exceed
50 feet and that the adverse consequence of leakage through the joint is minimal. This is
applicable to both concrete bridge decks and to HMA overlays. Sawcut joints with poured
rubber are not recommended where leakage through the deck could cause accelerated
corrosion to structural steel elements, including steel bearing assemblies.

9.1.4 Medium Movement Range Joints

Steel sliding plates, strip seals, and bolt-down panel joints have all been used in the past
for accommodating medium movement ranges. The current policy is to use strip seal
joints almost exclusively.

9.1.4.A Steel Sliding Plate Joints

Two overlapping steel plates, one attached to the superstructure on each side of the joint,
can be used to provide a smooth riding surface across an expansion joint. Unfortunately,
steel sliding plates do not generally provide an effective barrier against intrusion of water
and deicing chemicals into the joint and onto substructure elements. Consequently,
these joints have been supplanted by newer systems, such as strip seals, with improved
resistance to water penetration.

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Chapter 9 Bearings and Expansion Joints

Figure 9.1.4-1 Steel Sliding Plate Joint

Before the advent of more modern systems, steel sliding plates were specified
extensively. Their limited use today includes the following specific applications:
1. High pedestrian use sidewalks
2. Modular expansion joint upturns at traffic barriers
3. Roadway applications involving unusual movements (translation and large rotations)
not readily accommodated by modular expansion joints.
In these applications, the sliding plates are generally galvanized or painted to provide
corrosion resistance.
Repeated impact and corrosion have deteriorated many existing roadway sliding steel
plate systems. In many instances, the anchorages connecting the sliding plate to the
concrete deck have broken. When the integrity of the anchorages has been compromised,
the steel sliding plates must generally be removed in their entirety and replaced
with a new, watertight system. Where the integrity of the anchorages has not been
compromised, sliding plates can often be retrofitted with poured sealants or elastomeric
strip seals.

9.1.4.B Strip Seal Joints

An elastomeric strip seal system consists of a preformed elastomeric gland mechanically
locked into metallic edge rails generally embedded into the concrete deck on each side
of an expansion joint gap. Unfolding of the elastomeric gland accommodates movement.
Steel studs are generally welded to the steel extrusions constituting the edge rails to
facilitate anchorage to the concrete deck. Damaged or worn glands can be replaced with
minimal traffic disruption.
The metal edge rails effectively armor the edges of the expansion joint, obviating the
need for a special impact resistant concrete, usually required at compression seal and
poured sealant joints. The designer must select either the standard or special anchorage.
The special anchorage incorporates steel reinforcement bar loops welded to intermittent
steel plates, which in turn are welded to the extrusion. The special anchorage is generally

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Bearings and Expansion Joints Chapter 9

used for very high traffic volumes or in applications subject to snowplow hits. In
applications subject to snowplow hits and concomitant damage, the intermittent steel
plates can be detailed to protrude slightly above the roadway surface in order to launch
the snowplow blade and prevent it from catching on the forward extrusion.
The special anchorage requires a 9 inches deep blockout, as opposed to 7 inches deep
for the standard anchorage. The standard anchorage is acceptable for high traffic volume
expansion joint replacement projects where blockout depth limitations exist.
Metal edge rails may be field spliced using weld procedures provided by the strip seal
expansion joint manufacturer. However, elastomeric strip seal elements shall not be field
spliced. Each elastomeric strip seal element shall be furnished and installed as a single,
continuous piece across the full width of the bridge deck.

Figure 9.1.4-2 Strip Seal Joint

Preformed silicone strip seal systems are an alternative to conventional armored

elastomeric strip seal systems. A preformed silicone strip seal comprises an inverted
V-shaped, preformed, extruded silicone seal that is installed with a single component
silicone locking adhesive and primer. Preformed silicone strip seals can be cut and bonded
in the field to effect bends and upturns. Preformed silicone strip seals are being marketed
for opening and closing movement ranges between 1½ inches and 5 inches. While
steel plate armoring details have been developed for use with preformed silicone strip
seals, this armoring is not considered as robust, under traffic, as conventionally armored
strip seal joints, particularly when subjected to high traffic volumes and heavy truck
loading. Preformed silicone strip seal expansion joints shall be used under traffic only in
applications in which the expansion gap associated with the minimum factored design
temperature does not exceed 4 inches. For use outside of this range, approval from the
State Bridge Design Engineer is required.

9.1.4.C Bolt-down Panel Joints

Bolt-down panel joints, sometimes referred to as expansion dams, are preformed
elastomeric panels internally reinforced with steel plates. Bridging across expansion gaps,
these panels are bolted into formed blockouts in the concrete deck with either adhesive
or expansive anchors. Expansion is accompanied by stress and strain across the width of
the bolt-down panel between anchor bolts.
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Figure 9.1.4-3 Bolt-down Panel Joint

Because of durability concerns, we no longer specify bolt-down panel joints. On bridge

overlay and expansion joint rehabilitation projects, bolt-down panels are being replaced
with rapid-cure silicone sealant joints or strip seal joints. For rehabilitation of bridges
having low speed or low volume traffic, existing bolt-down panel joints may be retained
and/or selective damaged panels replaced.

9.1.5 Large Movement Range Joints

Steel finger and modular joints have all been used in the past for accommodating large
movement ranges.

9.1.5.A Steel Finger Joints

Finger joints have been successfully used to accommodate medium and large movement
ranges. They are generally fabricated from steel plate and are installed in cantilevered
configurations. The steel fingers must be designed to support traffic loads with sufficient
stiffness to preclude excessive vibration. In addition to longitudinal movement, finger
joints must also accommodate any rotations or differential vertical deflection across the
joint. Finger joints may be fabricated with a slight downward taper toward the ends of
the fingers in order to minimize potential for snowplow blade damage. Unfortunately,
finger joints do not provide an effective seal against water infiltration. Elastomeric
and metal troughs have been installed beneath steel finger joints to catch and redirect
runoff water. However, in the absence of routine maintenance, these troughs clog and
become ineffective.

Figure 9.1.5-1 Steel Finger Joint

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Bearings and Expansion Joints Chapter 9

9.1.5.B Modular Expansion Joints

Modular expansion joints are complex structural assemblies designed to provide
watertight wheel load transfer across expansion joint openings. These systems were
developed in Europe and introduced into the U.S. in the 1960s. To date, modular
expansion joints have been designed and fabricated to accommodate movements of
up to 85 inches. In Washington State, the largest modular expansion joints are those
on the newest Tacoma Narrows Bridge. These joints accommodate 48 inches of service
movement and 60 inches of seismic movement. Modular expansion joints are generally
shipped in a completely assembled configuration. Although center beam field splices are
not preferable, smaller motion range modular expansion joints longer than 40 feet may be
shipped in segments to accommodate construction staging and/or shipping constraints.

9.1.5.B.1 Operational Characteristics

Modular expansion joints comprise a series of steel center beams oriented parallel to
the expansion joint axis. Elastomeric strip seals or box-type seals attach to adjacent
center beams, preventing infiltration of water and debris. The center beams are
supported on support bars, which span in the primary direction of anticipated movement.
The support bars are supported on sliding bearings mounted within support boxes.
Polytetrafluoroethylene (PTFE) – stainless steel interfaces between elastomeric support
bearings and support bars facilitate the unimpeded translation of the support bars as the
expansion gap opens and closes. The support boxes generally rest on either cast-in-place
concrete or grout pads installed into a preformed blockout.
Modular expansion joints can be classified as either single support bar or multiple support
bar systems. In multiple support bar systems, a separate support bar supports each center
beam. In the more complex single support bar system, one support bar supports all center
beams at each support location. This design concept requires that each center beam be
free to translate along the longitudinal axis of the support bar as the expansion gap varies.
This is accomplished by attaching steel yokes to the underside of the center beams. The
yoke engages the support bar to facilitate load transfer. Precompressed elastomeric
springs and PTFE – stainless steel interfaces between the underside of each center beam
and the top of the support bar and between the bottom of the support bar and bottom
of the yoke support each center beam and allow it to translate along the longitudinal axis
of the support bar. Practical center beam span lengths limit the use of multiple support
bar systems for larger movement range modular expansion joints. Multiple support bar
systems typically become impractical for more than nine seals, which corresponds to
movement ranges exceeding 27″. Hence, the single support bar concept typifies these
larger movement range modular expansion joints.

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Figure 9.1.5-2 Modular Expansion Joint

The highly repetitive nature of axle loads predisposes modular expansion joint
components and connections to fatigue susceptibility, particularly at center beam to
support bar connections and center beam field splices. Until recently, bolted connections
of center beams to support bar have demonstrated poor fatigue endurance. Welded
connections have been preferred, but must be carefully designed, fatigue tested,
fabricated, and inspected to assure satisfactory fatigue resistance. WSDOT'S current
General Special Provisions for modular expansion joints requires stringent fatigue-based
design and test criteria for modular expansion joints. This special provision also specifies
criteria for manufacturing, shipping, storing, and installing modular expansion joints.
Modular expansion joints may need to be shipped and/or installed in two or more
pieces and subsequently spliced together in order to accommodate project staging and/
or practical shipping limitations. Splicing generally occurs after concrete is cast into
the blockouts. The center beams are the elements that must be connected. These field
connections are either welded, bolted, or a hybrid combination of both.
Center beam field splices have historically been the weak link of modular expansion joints
because of their high fatigue susceptibility and their tendency to initiate progressive
zipper-type failure. The reduced level of quality control achievable with a field operation
in regard to a shop operation contributes to this susceptibility. Specific recommendations
regarding center beam field splices will be subsequently discussed as they relate to shop
drawing review and construction.

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9.1.5.B.2 Movement Design

Calculated total movement range establishes modular expansion joint size. WSDOT policy
has been to provide a 15 percent factor of safety on these calculated service movements.
Current systems permit approximately 3 inches of service load movement per elastomeric
seal element; hence total service load movement rating provided will be a multiple of
3 inches.
Modular expansion joints must be fully serviceable and maintainable at their full range
of factored design temperatures throughout their operational lifetimes. This includes
the time before and after all long-term creep and shrinkage have occurred. To minimize
impact and wear on bearing elements, the maximum gap between adjacent center beams
under service load conditions should be limited to about 3½ inches.
Modular expansion joints are also subject to bridge movements associated with extreme
events. Extreme event load combinations include earthquakes and, in the case of floating
structures, extreme wind and wave loading. Because the fatigue limit state almost always
controls centerbeam and support bar design, a larger movement capacity per cell is
acceptable to accommodate extreme event movements provided that 1) support bars
and boxes are detailed to accommodate the increased movement, and 2) detachment
of elastomeric seals is acceptable. This is discussed further in Section 9.3 Seismic
Isolation Bearings.
To facilitate the installation of the modular joints at temperatures other than the 64˚F
normal temperature, the contract drawings shall specify expansion gap distance face-
to-face of edge beams as a function of the superstructure temperature at the time
of installation.
Modular expansion joint movement design relationships can be expressed as:
n = MR / mr
Gmin = (n - 1) ⋅ w + n ⋅ g
Gmax = Gmin + MR
Where MR = total movement range of the modular expansion joint
mr = movement range per elastomeric seal
n = number of seals
n – 1 = number of center beams
w = width of each center beam
g = minimum gap per strip seal element at full closure
Gmin = minimum distance face-to-face of edge beams
Gmax = maximum distance face-to-face of edge beams

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9.1.5.B.3 Review of Shop Drawings and Structural Design Calculations

The manufacturer’s engineer generally performs structural design of modular expansion
joints. The project special provision requires that the manufacturer submit structural
calculations, detailed fabrication drawings, and applicable fatigue tests for approval by
the Engineer. All structural elements must be designed and detailed for both strength and
fatigue. Additionally, modular expansion joints should be detailed to provide access for
inspection and periodic maintenance activities, including replacement of seals, control
springs, and bearing components.
WSDOT's General Special Provision for modular expansion joints delineates explicit
requirements for their design, fabrication, and installation. This comprehensive special
provision builds upon WSDOT's past experience specifying modular expansion joints
and incorporates the NCHRP Report 402 Fatigue Design of Modular Bridge Expansion
Joints. The special provisions include requirements for the shop drawings, calculations,
material certifications, general fabrication methods, corrosion protection, shipping and
handling, storage, installation, fatigue testing, applicable welding codes and certifications,
quality control, and quality assurance. It is strongly advised to carefully review this special
provision before reviewing modular expansion joint shop drawings and calculations.
Any structural details, including connections, that do not clearly correspond to specific
fatigue categories depicted in the LRFD shall be fatigue tested in accordance with the
requirements stipulated in the special provision. Documentation of these tests shall
accompany the shop drawing submittal.
As stated in the special provisions, the Contractor shall submit documentation of a quality
assurance program distinctly separate from in-house quality control. Quality assurance
shall be performed by an independent agency and shall be provided by the manufacturer.
Weld procedures shall be submitted for all shop and field welds. These procedures
stipulate welding process employed, end preparation of the component welded, weld
metal type, preheat temperature, and welder certifications. It is critical that all welds be
made in strict accordance with specifications and under very careful inspection.
Field splices of center beams require particularly careful review. WSDOT's special
provision recommends several mitigating measures to minimize fatigue susceptibility
of center beam field splices. These measures include reducing support box spacing and
optimizing fatigue stress range at field splice locations. Keep in mind that the confined
nature of the space in which a welder must work can make these welds very difficult to
complete. The American Welding Society (AWS) Welding Code prequalifies certain end
geometries because experience has shown that high quality welds can be achieved.
Non-prequalified center beam end geometries require the Contractor to submit a
Procedure Qualification Record documenting that satisfactory weld quality has been
achieved using samples before welding of the actual field piece. The Contractor will
generally want to avoid the additional expense associated with these tests and will thus
specify a prequalified end geometry.
WSDOT's special provisions require that adequate concrete consolidation be achieved
underneath all support boxes. The reviewer should ascertain that the shop drawings detail
a vertical minimum of 2 inches between the bottom of each support box and the top of
the concrete blockout. Alternatively, when vertical clearance is minimal, grout pads can be
cast underneath support boxes before casting the concrete within the blockout.

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9.1.5.B.4 Construction Considerations

Temperature adjustment devices are temporarily welded to the modular expansion
joints to permit the Contractor to adjust the modular joint width so that it is consistent
with the superstructure temperature at the time concrete is placed in the blockout.
The temperature devices effectively immobilize the modular joint. Once the concrete
begins to set up, it is critical to remove these devices as soon as possible. If the modular
expansion joint is prevented from opening and closing, it will be subject to very large,
potentially damaging, forces.
Prior to placement of concrete into the blockout, temporary supports generally bridge
across the expansion gap, suspending the modular expansion joint from the bridge deck
surface. Following concrete placement, the modular joint is supported by bearing of the
support boxes on concrete that has consolidated underneath the blockout. The inspector
should assure that adequate concrete consolidation is achieved underneath and around
the support boxes.
Following delivery of the modular expansion joint to the jobsite and prior to its
installation, the inspector should ascertain that center beam end geometries at field weld
splice locations match those shown on the approved weld procedure.

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9.2 Bearings
9.2.1 General Considerations
Bridge bearings facilitate the transfer of vehicular and other environmentally imposed
loads from the superstructure down to the substructure, and ultimately, to the
ground. In fulfilling this function, bearings must accommodate anticipated movements
(thermal expansion/contraction) while also restraining undesired movements (seismic
displacements). Because the movements allowed by an adjacent expansion joint must be
compatible with the movement restriction imposed by a bearing, bearings and expansion
joints must be designed interdependently and in conjunction with the anticipated
behavior of the overall structure.
Numerous types of bearings are used for bridges. These include steel reinforced
elastomeric bearings, fabric pad sliding bearings, steel pin bearings, rocker bearings,
roller bearings, pot bearings, spherical bearings, disk bearings, and seismic isolation
bearings. Each of these bearings possesses different characteristics in regard to vertical
and horizontal load carrying capacity, vertical stiffness, horizontal stiffness, and rotational
stiffness. A thorough understanding of these characteristics is essential for economical
bearing selection and design. Spherical bearings, disk bearings, and pot bearings are
sometimes collectively referred to as high load multi-rotational (HLMR) bearings.
Seismic isolation bearings mitigate the potential for seismic damage by utilizing two
related phenomena: dynamic isolation and energy dissipation. Dynamic isolation allows
a superstructure to essentially float, to some extent, while substructure elements below
move with the ground during an earthquake. The ability of some bearing materials and
elements to deform in certain predicable ways allows them to dissipate seismic energy
that might otherwise damage critical structural elements.
Given their unique, in many instances proprietary, nature and the need to holistically
incorporate their design with the overall seismic analysis and design of the structure,
a separate.

9.2.2 Force Considerations

Bridge bearings must be explicitly designed to transfer all anticipated loads from the
superstructure to the substructure. These forces may be directed vertically, longitudinally,
or transversely with respect to the global orientation of the bridge. In accordance with
LRFD provisions, most bearing design calculations are based upon service limit state
stresses. Impact need not be applied to live load forces in the design of bearings.
Experience has empirically led to the following practical load capacity approximations for
various bearing types:
Bearing Type Approx. Load Capacity
Steel reinforced elastomeric (Method B) Less than 800 kips
Fabric pad Less than 600 kips
Steel pin More than 600 kips
Spherical and disk More than 800 kips
Seismic isolation Less than 800 kips

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9.2.3 Movement Considerations

Bridge bearings can be detailed to provide translational fixity, to permit free translation in
any horizontal direction, or to permit guided translation. The movement restrictions thus
imposed by a bearing must be compatible with the movements allowed by an adjacent
expansion joint. Additionally, both bearings and expansion joints must be designed
consistent with the anticipated load and deformation behavior of the overall structure.
Design rotations shall be calculated as follows:

9.2.3.A Elastomeric and Fabric Pad Bearings

The maximum service limit state rotation for bearings that do not have the potential
to achieve hard contact between metal components shall be taken as the sum of
unfactored dead and live load rotations plus an allowance for fabrication and construction
uncertainties of 0.005 radians.

9.2.3.B HLMR Bearings

Both service and strength limit state rotations are used in the design of HLMR bearings.
These rotations must be shown on the plans to allow the manufacturer to properly design
and detail a bearing.
The service limit state rotation shown on the plans shall include an allowance
for uncertainties of +/-0.005 radians.
The strength limit state rotation is used to assure that contact between hard metal or
concrete surfaces is prevented under the full range of expected loading. In accordance
with the LRFD-BDS, the strength limit state rotation shown on the plans shall include
allowances of:
1. For disc bearings, +/-0.005 radians for uncertainties
2. For other HLMR bearings, such as spherical, pot, and steel pin bearings,
+/-0.005 radians for fabrication and installation tolerances and an additional
+/-0.005 radians for uncertainties

9.2.4 Detailing Considerations

HLMR bearings shall be designed, detailed, fabricated, and installed to facilitate
inspection, maintenance, and eventual replacement. Jacking points shall be identified
in the contract drawings so that bearings can be reset, repaired, or replaced. In some
instances, bearings may need to be reset in order to mitigate unintended displacements
induced by construction sequences.
Prestressed concrete girder bridges having end Type A (semi–integral) need not be
detailed to accommodate elastomeric bearing replacement at abutments. Prestressed
concrete girder bridges having end Type B (L-type abutments) shall be designed and
detailed to accommodate elastomeric bearing replacement at abutments. Specifically,
girder stops and end diaphragms shall be detailed to accommodate the placement
of hydraulic jacks. The standard end diaphragms for long-span girders may not have
sufficient flexural and shear capacity to support jacking induced stresses. The designer
shall check these and provide sufficient steel reinforcement to accommodate shear
forces and bending moments induced by jacking. (Girder end Types A and B are depicted
on Figures 5.6.2-4 and 5.6.2-5.) Incidentally, intermediate piers of prestressed concrete
girder bridges having steel reinforced elastomeric bearings shall also be designed and
detailed to facilitate bearing replacement.
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9.2.5 Bearing Types

9.2.5.A Elastomeric Bearings

Elastomeric bearings are perhaps the simplest and most economical of all bridge bearings.
They are broadly classified into three types: plain elastomeric pads, steel reinforced
elastomeric pads, and cotton duck fabric reinforced elastomeric pads. Of these three
types, the first two are used extensively for bridge construction. Incidentally, cotton duck
fabric reinforced elastomeric pads are generally referred to as fabric pad bearings. This
subsection will address steel reinforced elastomeric bearings. A subsequent section will
address fabric pad bearings.
A steel reinforced elastomeric bearing consists of discrete steel shims vulcanized between
adjacent discrete layers of elastomer. The vulcanization process occurs in an autoclave
under conditions of high temperature and pressure. The constituent elastomer is either
natural rubber or synthetic rubber (neoprene). Steel reinforced elastomeric bearings are
commonly used with prestressed concrete girder bridges and may be used with other
bridge types. Because of their relative simplicity and fabrication ease, steel reinforced
elastomeric bearings offer significant economy relative to HLMR bearings.
Steel reinforced elastomeric bearings rely upon the inherent shear flexibility of the
elastomer layers to accommodate bridge movements in any horizontal direction. This
shear flexibility also enhances their rotational flexibility. The steel shims limit the tendency
for the elastomer layers to bulge laterally under compressive load.
Steel reinforced elastomeric bearings can be designed by either the Method A or
Method B procedure delineated in the LRFD provisions. Current WSDOT policy is to
design all elastomeric bearings using the Method B provisions, which provides more
relief in meeting rotational demands than Method A. The Method A design procedure is a
carryover based upon more conservative interpretation of past theoretical analyses and
empirical observations prior to research leading up to the publication of NCHRP Report
596 Rotation Limits for Elastomeric Bearings.
Both Method A and Method B design procedures require determination of the optimal
geometric parameters to achieve an appropriate balance of compressive, shear, and
rotational stiffnesses and capacities. Fatigue susceptibility is controlled by limiting live
load compressive stress. Delamination (of steel shim-elastomer interface) susceptibility
is controlled by limiting total compressive stress. Assuring adequate shim thickness
precludes yield and rupture of the steel shims. Excessive shear deformation is controlled
and rotational flexibility is assured by providing adequate total elastomer height.
Generally, total elastomer thickness shall be no less than twice the maximum anticipated
lateral deformation. Overall bearing stability is controlled by limiting total bearing height
relative to its plan dimensions. The most important design parameter for reinforced
elastomeric bearings is the shape factor. The shape factor is defined as the plan area of
the bearing divided by the area of the perimeter free to bulge (perimeter multiplied by
thickness of one layer of elastomer).
Axial, rotational, and shear loading generate shear strain in the constituent elastomeric
layers of a typical bearing. Computationally, Method B imposes a limit on the sum of
these shear strains. It distinguishes between static and cyclic components of shear strain
by applying an amplification factor of 1.75 to cyclic components to reflect cumulative
degradation caused by repetitive loading.

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In essence, elastomeric bearing design reduces to checking several mathematical

equations while varying bearing plan dimensions, number of elastomeric layers and their
corresponding thicknesses, and steel shim thicknesses. Because these calculations can
become rather tedious, MS Excel spreadsheets have been developed and are available for
designs using both Method A and Method B procedures. See the Bearing and Expansion
Joint Specialist for these design tools.
LRFD-BDS design may result in thicker steel reinforced elastomeric bearings than
previous designs, particularly for shorter span bridges. This is a consequence of the
increased rotational flexibility required to accommodate the 0.005 radian allowance
for uncertainties and partially to inherent conservatism built into the rotational
capacity equations.
Although constituent elastomer has historically been specified by durometer hardness,
shear modulus is the most important physical property of the elastomer for purposes of
bearing design. Research has concluded that shear modulus may vary significantly among
compounds of the same hardness. Accordingly, shear modulus shall be specified on the
plans as 165 psi at 73ºF without reference to durometer hardness.
Elastomeric bearings shall conform to the requirements of AASHTO Specification
M 251M/M Plain and Laminated Elastomeric Bridge Bearings. Shims shall be fabricated
from ASTM A 1011 Grade 36 steel unless noted otherwise on the plans. Bearings shall
be laminated in ½ inch thick elastomeric layers with a minimum total thickness of 1 inch.
For overall bearing heights less than 5 inches, a minimum of ¼ inch of side clearance shall
be provided over the steel shims. For overall heights greater than 5 inches, a minimum
of ½ inch of side clearance shall be provided. Live load compressive deflection shall be
limited to 1/16 inch. AASHTO Specification M 251M/M requires elastomeric bearings to
be subjected to a series of tests, including a compression test at 150 percent of the total
service load. For this reason, compressive dead load and live load shall be specified on
the plans.
With respect to width, elastomeric bearings shall be designed and detailed as follows:
1. For prestressed concrete wide flange girders (WF--G series and WF--DG series), the
edge of the bearing pad shall be set between 1 inch minimum and 9 inches maximum
inside of the edge of the girder bottom flange.
2. For prestressed concrete I-girders, bulb-tee girders, and deck bulb-tee girders,
the edge of the bearing pad shall be set 1 in. inside of the edge of the girder
bottom flange.
3. For all prestressed concrete tub girders, the edge of the bearing shall be set 1in.
inside of the edge of the bottom slab. Bearing pads for prestressed concrete tub
girders shall be centered close to the centerline of each web.
4. For all prestressed concrete slabs, one bearing pad and corresponding grout pad is
required for each end of the prestressed concrete slab. The centerline of the bearing
and grout pad shall coincide with the centerline of the prestressed concrete slab. The
need for steel shims shall be assessed during the bearing design.

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As mentioned earlier, LRFD-BDS Article 14.4.2.1 requires that a 0.005 radian allowance
for uncertainties be included in the design of steel reinforced elastomeric bearings. This
allowance applies to both rotations θx and θy. The LRFD-BDS Article 14.4.2 Commentary
states "An owner may reduce the fabrication and setting tolerance allowances if
justified by a suitable quality control plan; therefore, these tolerance limits are stated as
recommendations rather than absolute limits." Consult with the Bearings and Expansion
Joint Specialist in instances in which the 0.005 radian tolerance precludes convergence to
a reasonable design solution.
In order to facilitate compressive load testing, future bearing replacement, and vertical
geometry coordination, the following table shall be included in the Plans:
Bearing Design Table
Service I Limit State
Dead load reaction --------- kips
Live load reaction (w/o impact) --------- kips
Unloaded height --------- inches
Loaded height (DL) --------- inches
Shear modulus at 73º F --------- psi
In the construction of precast prestressed concrete girder and steel girder bridges,
elastomeric bearings are generally not offset to account for temperature during erection
of the girders as are most other bearing systems. Girders may be set atop elastomeric
bearings at temperatures other than the mean of the temperature range. This is
statistically reconciled by assuming a maximum thermal movement in either direction of:
Δtemp = 0.75 ∙ α ∙ L ∙ (TMaxDesign - TMinDesign)
where TMaxDesign is the maximum anticipated superstructure average temperature and
TMinDesign is the minimum anticipated superstructure average temperature during the life of
the bridge.
For precast prestressed concrete girder bridges, the maximum thermal movement, Δtemp,
shall be added to shrinkage and long-term creep movements to determine total bearing
height required. The shrinkage movement for this bridge type shall be half that calculated
for a cast-in-place concrete bridge, as noted in Section 9.1.2-A.
For cast-in-place concrete bridges, it is assumed that the temperature of concrete at
placement is equal to the normal temperature, as defined by the Standard Specifications.
Total shrinkage movement, calculated as noted in Section 9.1.2-A, is added to
the maximum thermal movement, Δtemp, to determine required total height of the
elastomeric bearing.

9.2.5.B Fabric Pad Sliding Bearings

Fabric pad sliding bearings incorporate fabric pads with a polytetrafluoroethylene (PTFE)–
stainless steel sliding interface to permit large translational movements. Unlike a steel
reinforced elastomeric bearing having substantial shear flexibility, the fabric pad alone
cannot accommodate translational movements. Fabric pads can accommodate very small
amounts of rotational movement; less than can be accommodated by more flexible steel
reinforced elastomeric bearings. Practical size considerations limit the use of fabric pad
bearings to total service load reactions under about 600 kips. Fabric pad sliding bearings
shall conform to the requirements of AASHTO Specification M 351 Cotton Duck Fabric
Bridge Bearings.

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PTFE, also referred to as Teflon, is available in several forms: unfilled sheet, dimpled
lubricated, filled, and woven. Filled PTFE contains glass, carbon, or other chemically
inert fibers that enhance its resistance to creep (cold flow) and wear. Interweaving high
strength fibers through PTFE material creates woven PTFE. Dimpled PTFE contains
dimples, which act as reservoirs for silicone grease lubricant.
Friction coefficients for PTFE – stainless steel surfaces vary significantly as a function
of PTFE type, contact pressure, and ambient temperature. The LRFD-BDS provides
friction coefficients as a function of these variables. Dimpled lubricated PTFE at high
temperatures and high contact pressures typically yield the lowest friction coefficients.
Filled PTFE at low temperatures and low contact pressures yield the highest friction
coefficients.
In order to minimize frictional resistance, a Number 8 (Mirror) finish should be specified
for all flat stainless steel surfaces in contact with PTFE. The low-friction characteristics
of a PTFE – stainless steel interface are actually facilitated by fragmentary PTFE sliding
against PTFE after the fragmentary PTFE particles are absorbed into the asperities of the
stainless steel surface.
In fabric pad sliding bearings, the PTFE is generally recessed half its depth into a steel
backing plate, which is generally bonded to the top of a fabric pad. The recess provides
confinement that minimizes creep (cold flow). The stainless steel sheet is typically seal
welded to a steel sole plate attached to the superstructure.
Silicone grease is not recommended for non-dimpled PTFE. Any grease will squeeze out
under high pressure and attract potentially detrimental dust and other debris.

9.2.5.B.1 Fabric Pad Design

WSDOT's design criteria for fabric pad bearings are based upon manufacturers’
recommendations, supported by years of satisfactory performance. These criteria differ
from LRFD-BDS provisions in that they recognize significantly more rotational flexibility
in the fabric pad. Our maximum allowable service load average bearing pressure for
fabric pad bearing design is 1,200 psi. WSDOT's maximum allowable service load edge
bearing pressure for fabric pad bearing design is 2,000 psi. A 1,200 psi compressive stress
corresponds to 10 percent strain in the fabric pad while a 2,000 psi compressive stress
corresponds to 14 percent compressive strain. Based upon this information, the following
design relationship can be established:
2 × (.14–.10) × T
θ=
L
.08 × T
θ= L
T = 12.5 × θ × L
Where
θ = rotation due to loading plus construction tolerances
L = pad length (parallel to longitudinal axis of beam)
T = fabric pad thickness required

9.2.5.B.2 PTFE
Stainless Steel Sliding Surface Design – PTFE having a maximum dimension less than or
equal to 24 inches shall be 3/16 inch thick and shall be recessed 3/32 inch into a ½ inch thick
steel plate that is bonded to the top of the fabric pad. PTFE having a maximum dimension

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greater than 24 inches. shall be ¼ inch thick and shall be recessed ⅛ inch into a ½-inch
thick steel plate that is bonded to the top of the fabric pad. With the PTFE confined in
this recess, the LRFD-BDS code permits an average contact stress of 4,500 psi for all
loads calculated at the service limit state and an average contact stress of 3,000 psi for
permanent loads calculated at the service limit state. The LRFD-BDS code permits slightly
higher edge contact stresses.
For example, suppose:
DL = 150 kips
LL = 90 kips
APTFE > (150 kips + 90 kips)/4.5 ksi = 53.3 in2
APTFE > 150 kips/3 ksi = 50.0 in2
Selected area of PTFE must exceed 53.3 in2
Stainless steel sheet shall be finished to a No. 8 (Mirror) finish and seal welded to the
sole plate.

9.2.5.C Pin Bearings

Steel pin bearings are generally used to support heavy reactions with moderate to high
levels of rotation about a single predetermined axis. This situation generally occurs with
long straight steel plate girder superstructures.

9.2.5.D Rocker and Roller Type Bearings

Steel rocker bearings have been used extensively in the past to allow both rotation and
longitudinal movement while supporting large loads. Because of their seismic vulnerability
and the more extensive use of steel reinforced elastomeric bearings, rocker bearings are
no longer specified for new bridges.
Steel roller bearings have also been used extensively in the past. Roller bearings permit
both rotation and longitudinal movement. Pintles are generally used to connect the
roller bearing to the superstructure above and to the bearing plate below. Nested roller
bearings have also been used in the past. Having been supplanted by more economical
steel reinforced elastomeric bearings, roller bearings are infrequently used for new
bridges today.

9.2.5.E Spherical Bearings

A spherical bearing relies upon the low-friction characteristics of a curved PTFE–stainless
steel interface to provide a high level of rotational flexibility in multiple directions. An
additional flat PTFE–stainless steel surface can be incorporated into the bearing to
additionally provide either guided or non-guided translational movement capability.
Woven PTFE is generally used on the curved surfaces of spherical bearings. Woven PTFE
exhibits enhanced creep (cold flow) resistance and durability characteristics relative to
unwoven PTFE. When spherical bearings are detailed to accommodate translational
movement, woven PTFE is generally specified on the flat sliding surface also. The LRFD
code permits an average contact stress of 4,500 psi for all loads calculated at the service
limit state and an average contact stress of 3,000 psi for permanent loads calculated at
the service limit state. The LRFD-BDS code permits slightly higher edge contact stresses.

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Both stainless steel sheet and solid stainless steel have been used for the convex sliding
surface of spherical bearings. According to one manufacturer, curved sheet is generally
acceptable for contact surface radii greater than 14 in to 18 in For smaller radii, a solid
stainless steel convex plate or a stainless steel inlay is used. The inlay is welded to the
solid conventional steel. If the total height of the convex plate exceeds about 5 in, a
stainless steel inlay will likely be more economical.
Most spherical bearings are fabricated with the concave surface oriented downward to
minimize dirt infiltration between PTFE and the stainless steel surface. Structural analysis
of the overall structure must recognize the center of rotation of the bearing not being
coincident with the neutral axis of the girder above.
The contract drawings must show the diameter and height of the spherical bearing in
addition to all dead, live, and seismic loadings. Total height depends upon the radius of the
curved surface, diameter of the bearing, and total rotational capacity required. Consult
the Bearing and Expansion Joint Specialist for design calculation examples. Additionally,
sole plate connections, base plate, anchor bolts, and any appurtenances for horizontal
force transfer must be detailed on the plans. The spherical bearing manufacturer is
required to submit shop drawings and detailed structural design calculations of spherical
bearing components for review by the Engineer.

9.2.5.F Disk Bearings

A disk bearing is composed of an annular shaped polyether urethane disk designed to
provide moderate levels of rotational flexibility. A steel shear-resisting pin in the center
provides resistance against lateral force. A flat PTFE–stainless steel surface can be
incorporated into the bearing to also provide translational movement capability, either
guided or non-guided.

9.2.6 Miscellaneous Details

9.2.6.A Temporary Support before Grouting Masonry Plate

The masonry plate of a HLMR bearing is generally supported on a grout pad that is
installed after the bearing and superstructure girders above have been erected. This
procedure allows the Contractor to level and slightly adjust the horizontal location of
the bearing before immobilizing it by placing the grout pad. Several methods have been
developed to temporarily support the masonry plate until the grout is placed. The two
most commonly used methods will be discussed here.

9.2.6.A.1 Shim Packs

Multiple stacks of steel shim plates can be placed atop the concrete surface to
temporarily support the weight of the girders on their bearings before grouting.
Engineering judgment must be used in selecting the number and plan size of the shims
taking grout flowability and shim height adjustability into consideration.

9.2.6.A.2 Two-step Grouting with Cast Sleeves

A two-step grouting procedure with cast-in-place voided cores can be used for smaller
HLMRs not generally subjected to uplift. Steel studs are welded to the underside of the
masonry plate to coincide with the voided cores. With temporary shims installed between
the top of the concrete surface and the underside of the masonry plate, the voided cores

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are fully grouted. Once the first stage grout has attained strength, the shims are removed,
the masonry plate is dammed, and grout is placed between the top of the concrete
surface and the underside of the masonry plate.

9.2.6.B Anchor Bolts

Anchor bolts shall be designed to resist all horizontal shear forces and direct tension force
due to uplift.
Anchor bolts shall be ASTM A 449 where strengths equal to ASTM A 325 are required
and ASTM A 354, Grade BD, where strengths equal to ASTM A 490 are required. ASTM F
1554 bolts with supplemental Charpy test requirements shall be specified in applications
in which the bolts are subject to seismic loading.

9.2.7 Contract Drawing Representation

High load multi-rotational bearings are generally depicted schematically in the contract
drawings. Each bearing manufacturer has unique fabricating methods and procedures that
allow it to fabricate a bearing most economically. Depicting the bearings schematically
with loads and geometric requirements provides each manufacturer the flexibility to
innovatively achieve optimal economy.

9.2.8 Shop Drawing Review

The manufacturer designs and develops shop drawings for high load multi-rotational
bearings. The Engineer is responsible for checking and approving the calculations and
shop drawings. The calculations shall verify the structural adequacy of all components
of the bearing. Each bearing shall be detailed to permit the inspection and replacement
of components.

9.2.9 Bearing Replacement Considerations

In some situations, existing bearings, or elements thereof, must be replaced consequent
to excessive wear or seismic rehabilitation. Bearing replacement operations generally
require lifting of superstructure elements using hydraulic jacks. The designer is
responsible for calculating anticipated lifting loads and stipulating these loads on the
contract drawings. Limitations on lift height shall also be specified. Consideration shall
be given to lift height as it relates to adjacent expansion joints elements and adjoining
sections of railing. Stresses induced as a consequence of differential lift height between
multiple hydraulic jacks are generally addressed by stipulating restrictions in the plans or
special provisions.
Past experience shows that actual lifting loads nearly always exceed calculated lifting
loads. Many factors may contribute to this phenomenon, including friction in the hydraulic
jack system and underestimation of superstructure dead loads. Unless the Bearing and
Expansion Joint Specialist or the State Bridge Design Engineer approves a variance,
contract documents shall require that all hydraulic jacks be sized for 200 percent of the
calculated lifting load. In all cases, the designer shall verify from manufacturer’s literature
that appropriate hydraulic jacks are available to operate within the space limitations
imposed by a particular design situation.

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9.3 Seismic Isolation Bearings

9.3.1 General Considerations
Numerous seismic isolation bearings exist, each relying upon varying combinations of
dynamic isolation and energy dissipation. These devices include lead core elastomeric
bearings, high damping rubber, friction pendulum, hydraulic dampers, and various
hybrid variations.
Effective seismic isolation bearing design requires a thorough understanding of the
dynamic characteristics of the overall structure as well as the candidate isolation devices.
Isolation devices are differentiated by maximum compressive load capacity, lateral
stiffness, lateral displacement range, maximum lateral load capacity, energy dissipation
per cycle, functionality in extreme environments, resistance to aging, fatigue and wear
properties, and effects of size.
The Highway Innovative Technology Evaluation Center (HITEC) has developed guidelines
for testing seismic isolation and energy dissipating devices. With the goal of disseminating
objective information to design professionals, HITEC has tested and published technical
reports on numerous proprietary devices. These tests include performance benchmarks,
compressive load dependent characterization, frequency dependent characterization,
fatigue and wear, environmental aging, dynamic performance at extreme temperatures,
durability, and ultimate performance.

9.3.2 Suitability and Selection Considerations

The decision to use seismic isolation bearings should be made during the early stages
of project development based upon complexity of the geotechnical issues and bridge
structural design. A cost-benefit analysis comparing Type 1 (ductile substructure) design
vs. Type 3 (seismic isolation) design shall be performed and submitted for approval to the
State Bridge Design Engineer. The designer shall perform two separate designs, one with
and one without seismic isolation bearings. The cost-benefit analysis shall, as minimum,
address the following:
• Longer initial design time and increased analysis complexity
• Impact of preliminary and final design time on the project delivery schedule
• Time required for feasibility assessment of seismic isolation and consultation with
prospective isolation bearing suppliers
• Life cycle cost associated with additional specialized bearing inspections
• Life cycle cost associated with potential bearing and expansion joint replacements
• Long-term performance and maintenance issues
• Necessity for larger movement range expansion joints to accommodate
isolation effects
Seismic isolation bearings shall not be used between top of column and bottom of
crossbeam in either single or multiple column bents.
Following approval, by the State Bridge Design Engineer, to use seismic isolation bearings,
the designer shall send a set of preliminary plans and mitigation requirements to at least
three seismic isolation bearing suppliers for evaluation to determine if they can meet the
design and specification requirements. Inspection and maintenance requirements shall
be solicited from the suppliers to ascertain that their bearings will function satisfactorily
throughout the design life of the bridge, including after any seismic events. Comments

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from suppliers shall be considered and appropriately assimilated before commencing

final structural design. Sole source procurement may be considered and pursued upon
approval by the State Bridge Design Office and the Project Engineer.
Seismic isolation bearings may not provide significant benefit for concrete bridges under
700 foot length, steel bridges under 800 foot length, bridges having skew in excess of 30
degrees, or bridges with geometrical complexities, variable superstructure width, or drop-
in spans. As such, seismic isolation bearings are not recommended for bridges having
these characteristics.
The suitability of seismic isolation bearings for a specific project should be carefully
evaluated prior to approval. Seismic isolation bearings may not be an effective solution
for some combinations of bridge types and site conditions. For example, increasing
the fundamental period of a structure founded on soft soils may not reduce the force
demand. Design shall include near fault effects and soil-structure interaction associated
with soft soil sites.
Expansion joints must accommodate seismic movements in order for seismic isolation
bearings to function properly. The effect of this increased movement upon expansion
joint demands shall be carefully considered. Modular expansion joints are generally
designed to accommodate longitudinal service movement only. Design of modular
expansion joints to accommodate longitudinal service movement is generally based
upon limiting the movement capacity per elastomeric seal to 3 inches maximum in
order to limit the fraction of wheel load imposed upon any one centerbeam and to
assure that elastomeric seals will not detach under service load conditions. Because the
fatigue limit state almost always controls centerbeam and support bar design, a larger
movement capacity per cell is acceptable to accommodate seismic movement provided
that 1) support bars and boxes are detailed to accommodate the increased movement
and 2) elastomeric seal detachment is acceptable. Standard modular expansion joints are
not designed to accommodate transverse bridge movements. Seismic modular expansion
joints must be used if transverse movement must also be accommodated.

9.3.3 General Design Criteria

Seismic isolation bearings shall be designed in accordance with this manual and the
requirements of the LRFD-BDS, LRFD-SGS, and AASHTO Guide Specifications for
Seismic Isolation Design (ISOLATION). The response modification factors (R-factors)
contained in Article 6 of the LRFD-SGS shall not be used if the provisions of the LRFD-
SGS are being followed for the design of the bridge. Expansion joints shall accommodate
seismic movements in order for seismic isolation bearings to function properly. Adequate
clearance for the seismic displacement shall be provided between the girders and
abutment to limit the damage at top of backwall. After a major earthquake, damage is
easily inspected and repaired.
Performance requirements:
An isolated bridge shall meet the same seismic hazard, seismic design requirements, and
performance criteria used to design the conventional bridge.
Combinations of isolation bearings and conventional bridge column fixity to the
superstructure are not allowed.
The following target values to optimize the performance of isolated structures shall be
considered:

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Table 9.3-1
Parameter Transverse Longitudinal
Seismic Total Design Displacement Demand (TDD) 6 to 24 inches 6 to 24 inches
Isolated Structure Effective Period (T) 2 to 3 seconds 2 to 3 seconds

An isolated bridge system shall meet the following requirements:

1. Superstructure unseating shall be prevented if the displacement demand exceeds
125% of the bearing total design displacement demand (TDD). For existing bridges,
prevention strategies include large platform seats and/or catcher blocks. Any drop
of the superstructure onto the catcher or seat shall be made as small as possible to
prevent damage from impact.
2. The column shear capacity shall meet or exceed the lateral isolator force at 125% of
the bearing total design displacement, F1.25TDD.
3. Isolated bridge systems shall be designed for a minimum local displacement ductility
capacity for columns, shafts, and piles of 3.0. Local displacement ductility capacity is
based on an equivalent member that approximates a fixed base cantilever element.
Fixed-free and fixed-fixed columns are idealized as one and two cantilever elements.
4. The displacement capacity of the isolation devices shall be determined from the
manufacturer’s recommendation, but not less than 125% of the bearing total design
displacement.

9.3.4 Seismic Isolation Bearing Submittal Requirements

The selected manufacturer shall develop and submit seismic isolation bearing design
calculations and shop drawings to WSDOT for review and approval. Design calculations
and shop drawings shall be based upon the loads, movement demands, schematic details,
and engineering requirements contained in the contract drawings and Special Provisions.
All suppliers are required to provide calculations and shop drawings regardless of the
contracting method or whether sole source procurement has been approved. The use of
seismic isolation bearings for WSDOT projects shall fully comply with the requirements
herein. A manufacturer's design report will not be accepted in lieu of complying with the
following five requirements:

9.3.4.A Shop Drawings

Fully engineered shop drawings shall be submitted to document compliance with
contractual material and design requirements and to provide a baseline reference for
future engineering evaluation during the design life of the bridge. Shop drawings shall
clearly show all individual components, constituent materials, connections, dimensions,
surface finishes, coatings, and tolerances necessary to fabricate components and fully
assemble the bearing. Shop drawings do not need to identify proprietary aspects of
individual components or fabrication procedures (for example, low-friction sliding material
and its attachment to steel components).

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9.3.4.B Bearing Materials and Fabrication

Stainless steel shall be incorporated as specified on all sliding or articulating surfaces.
Bearings with seals shall be watertight systems. Mill certification documentation shall
be submitted for all constituent components. Quality Assurance (QA) inspection affords
WSDOT the opportunity to verify and document materials, witness modular fabrication
and coating processes, and verify "Buy America" material requirements. Modular methods
of bearing manufacturing shall accommodate the full WSDOT QA process.

9.3.4.C Paint
All non-stainless steel surfaces shall have a full four-coat (primer, intermediate,
intermediate stripe, and top coat) paint system applied in accordance with Standard
Specifications and Special Provisions. The full four-coat paint system shall be applied to all
non-stainless steel and non-plastic internal and external surfaces.

9.3.4.D Bearing Specifications

WSDOT bearing specifications constitute part of the contract. Disregard of or
noncompliance with the bearing specification requirements in the Special Provisions
constitutes a violation of the contract.

9.3.4.E Fabrication
Third-party inspection shall be provided by the manufacturer. The manufacturer
shall provide access for Contracting Agency QA inspection as stipulated in Standard
Specifications Section 1.5.6 and the bearing Special Provisions. QA inspection shall include
all aspects of the bearing fabrication and assembly. The manufacturer shall adhere to all
hold points, as specified in the Standard Specifications and Special Provisions.

9.3.5 Seismic Isolation Bearing Review Process

The manufacturer shall submit design calculations and shop drawings to the Engineer for
review and approval prior to commencement of fabrication operations. The Engineer shall
review the contract drawings and Special Provisions to assure familiarity with the design,
fabrication, and inspection requirements.

9.3.5.A Design Calculations

The Engineer shall review the design calculations to assure that
• All design calculations are stamped and signed.
• The design incorporates all load cases specified in the contract documents.
• The design incorporates all displacements and rotations specified in the contract
documents.
• All allowable stresses used in the design are consistent with LRFD provisions and that
these allowable stresses are not exceeded.

9.3.5.B Shop Drawings

The Engineer shall review the shop drawings to assure that
• All shop drawings are stamped and signed.
• Shop drawings include plan and elevation view of the assembled bearings and
details of each constituent component. Such details shall include all dimensions and
tolerances necessary to complete manufacturing.

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• All component materials shall be specified on the shop drawings and shall conform with
the requirements of the Special Provisions.
• All component flatness tolerances and surface roughness requirements are depicted on
the shop drawings and are consistent with the Special Provisions.
• All corrosion protection system details (galvanization, paint) for steel components, bolts,
and washers are designated on the shop drawings and are in conformance with the
Special Provisions and the Standard Specifications.
• Bearings have been designed and detailed to accommodate full inspection and removal
and replacement of all components subject to wear or other anticipated damage.
• Adequate clearances, including applicable tolerances, have been provided between
components in order to accommodate assembly and service movements.
• Positive connections are provided between all components to assure individual
components will not separate under unanticipated seismic movements. All connections
have been designed to accommodate loads shown on the contract drawings.
• Shop drawings stipulate handling and storage requirements for both shipment and
jobsite storage.
• Masonry and sole plate connections are integrated into the bearing design.
• Specific directives are provided for setting the bearings as a function of the bridge
temperature. These directives shall include a rational method for assessing the
temperature of the superstructure.
• Grouting procedure and temporary shim requirements underneath the masonry plate are
clearly depicted on the shop drawings.
• Shop drawings stipulate that all bearings shall be marked for location and orientation as
required by the Special Provisions

9.3.6 Seismic Isolation Bearing Inspection

9.3.6.A Fabrication Inspection

The manufacturer shall provide access for third-party QA inspectors to observe the
fabrication and testing of the seismic isolation bearings in accordance with WSDOT Standard
Specifications Section 1-05.6.

9.3.6.B Field Inspection

Following arrival at the jobsite, prior, during, and after installation, WSDOT inspectors shall
perform the following inspections
• Inspect all external surfaces for paint distress or presence of corrosion.
• Inspect perimeter seals for damage that could compromise watertightness.
• Inspect grout, concrete, and other structural elements connected to the bearings
for damage.
• Verify that adequate lateral and vertical clearances exist around the bearing to assure
that lateral and vertical displacement capacities can be achieved. Confirm that no
structural components obstruct the bearing from achieving these movement capacities.
Evaluate any non-structural obstructions that could impede attainment of movement
capacities.
• Inspect the perimeter of the isolated structure to ascertain that it is free to move as
needed to attain the horizontal and vertical displacement capacities of the bearings.

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9.4 Bridge Standard Drawings

9.4.1 Expansion Joints
9.1-A1-1 Compression Seal (PDF 131KB)(DWG 132KB)
9.1-A2-1 Expansion Joint Details Strip Seal (PDF 169KB) (DWG 199KB)
9.1-A3-1 Silicone Seal (PDF 107KB)(DWG 104KB)

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