Seismic fragility and risk assessment of high-speed railway continuous-girder bridge under track constraint effect

Cui, Shengai; Chen, Guo; Su, Jiao; Cui, Enqi; Pin, Liu

doi:10.1007/s10518-018-0491-9

Cited by 32 publications

(7 citation statements)

References 13 publications

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“…37 Other methodologies consider the track constraint effect on seismic fragility of railway bridges, identifying critical components for every case. 38 Bearings were found to be the most vulnerable component and bridge piers the less vulnerable one 33,37 ; however, these conclusions are strongly case-dependent and different for the track constraint effect is considered. Seismic fragility analysis of high-speed railway bridges is proposed by Salcher et al 39 for ballasted steel bridges.…”

Section: Introductionmentioning

confidence: 96%

“…Several methodologies consider all critical components for the estimation of railway bridge fragility, proposing a generic damage measure to describe the system damage, ignoring VBI 37 . Other methodologies consider the track constraint effect on seismic fragility of railway bridges, identifying critical components for every case 38 . Bearings were found to be the most vulnerable component and bridge piers the less vulnerable one 33,37 ; however, these conclusions are strongly case‐dependent and different for the track constraint effect is considered.…”

Section: Introductionmentioning

confidence: 99%

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Seismic fragility analysis of railway reinforced concrete bridges considering real‐time vehicle‐bridge interaction with the aid of co‐simulation techniques

Paraskevopoulos

2022

Earthq Engng Struct Dyn

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Based on past earthquake events, bridges are the most critical and most vulnerable component of road and rail transport systems, while bridge damage is related to substantial direct and indirect losses. For the case of railway bridges, the estimation of seismic fragility is a rather complex and computationally demanding procedure given the real-time interaction of the train movement and the bridge and the different failure modes of subsystems. Considering vehicle-bridge interaction (VBI) in the frame of railway bridge fragility analysis is rather challenging, requiring analysis of the bridge and the vehicle at every time step. Partitioning of the coupled VBI problem proposing a weak formulation scheme and a set of second-order ordinary differential equations (ODEs) is performed in a way that allows for independent subsystem (vehicle and bridge) analysis. Several methodologies are available in the literature to estimate the seismic fragility of train-bridge systems that ignore the nonlinear behavior of the bridge during earthquake loading, the step-by-step VBI, and the different failure modes of critical components. The scope of this research paper is to propose a real-time component-based methodology for estimating bridge fragility curves, considering all critical components and failure modes of subsystems. The two subsystems are incorporated in a uniform software platform using the co-simulation approach and a Gauss-Seidel communication pattern. The vehicle-rail system is solved using a C++ tailor-made code, including a mathematical formulation that is based on the description of the constrained problem with a set of pure ODEs, avoiding issues related to differential-algebraic equations, constraint violation, drifts, energy loss, stability, and convergence. The vehicle subsystem is solved using multibody dynamics (MBD), while the bridge subsystem is modeled and solved using OpenSees.py. An ad-hoc software for the implementation of the probabilistic framework and the derivation of fragility curves is developed in Python. A novel methodological procedure is proposed, dully tailored to the demanding estimation of fragility curves of the coupled vehicle-bridge problem.The step-by-step solution of subsystems is performed using the co-simulation technique. Real-time interaction is allowed, considering a rational transfer of

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Section: Introductionmentioning

confidence: 96%

Section: Introductionmentioning

confidence: 99%

Seismic fragility analysis of railway reinforced concrete bridges considering real‐time vehicle‐bridge interaction with the aid of co‐simulation techniques

Paraskevopoulos

2022

Earthq Engng Struct Dyn

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“…Wei et al (2018b, 2018c) investigated the effects of ground motion characteristics on seismic vulnerabilities of a continuous HSR track-bridge system and concluded that the vertical part of ground motions should be carefully considered in seismic design of HSR track-bridge systems. Cui et al (2019) did a numerical study on the risk assessment of HSR continuous girder bridge considering the effect of track constraint and found that a bridge without considering the track system is prone to be damaged compared to that with considering the track system. Kang et al (2017) and Jiang et al (2019) conducted a series of shaking table tests on a 1/12-scaled HSR bridge with CRTS-II track system to evaluate the seismic responses of bridge components subjected to different intensities of earthquake excitations.…”

Section: Introductionmentioning

confidence: 99%

Effects of shear keys and track system on the behavior of simply-supported bridges for high-speed trains subjected to transverse earthquake excitations

Meng

Chen

Yang

et al. 2021

Advances in Structural Engineering

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China railway track system II (CRTS-II) slab ballastless track is usually constructed on high-speed railway (HSR) bridges to ensure the rail smoothness and the running safety of high-speed trains, but the use of the longitudinal continuous track system would significantly alter the dynamic characteristics of the bridges and therefore influence the bridge seismic responses. The pounding at shear keys has also been identified as one of the critical factors affecting the seismic behavior of bridges. To investigate the effects of shear keys and CRTS-II track system on the seismic behavior of HSR simply-supported bridges subjected to transverse earthquake excitations, detailed 3D finite element models are developed by using ABAQUS. The seismic responses calculated from the bridges with and without considering shear keys are firstly compared. The result shows that the shear keys can effectively limit the development of pier-girder relative displacement and thus decrease the potential of girder dislocation. However, large pounding forces would be generated between the shear keys and bearing pads and transferred to bridge piers, which will amplify the seismic responses of the bridge piers. The result of seismic analyses of multiple-span simply-supported bridges with and without considering the track system shows that the track system will significantly influence the distribution of seismic forces among the bridge spans. For a bridge with equal pier heights, considering the track system will reduce the seismic responses of side spans (close to subgrade) but will increase those of the middle spans. Whereas an opposite trend is found for bridges with high middle piers and short side piers.

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“…Considering that bridge structures can present structural damage after seismic loading, some authors propose methodologies to estimate safety levels in bridges expressed in terms of fragility curves: Choi and Jeon (2003) evaluates the fragility of bridges and retrofit measures to increase the seismic resistance of the bridge structures; Kim and Feng (2003) estimates fragility curves considering different intensity measures; fragility curves are calculated in different kinds of bridges and zones in the United States (Choi et al 2004;Pan et al 2007); analytical fragility analysis is proposed for different components of the bridge structure (Padgett and DesRoches 2008). Wang et al (2012) estimates fragility curves considering multidimensional performance limit state parameters in concrete bridges; a multivariate fragility analysis is made considering the uncertainties in the seismic loadings (Wang et al 2018); the effect of the cumulative damage by seismic loadings is taken into account in the fragility analysis (Cui et al 2019;Panchireddi and Ghosh 2019;Tolentino et al 2020).…”

Section: Introductionmentioning

confidence: 99%

Probabilistic demand assessment of bridges considering the effect of corrosion and seismic loading over time

Tolentino

Herrera

2021

Preprint

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This paper proposes an approach to calculate demand hazard curves considering the effect of both corrosion and seismic loadings over time. The corrosion is defined as the reduction of the cross-sectional area in the reinforced bars of concrete, induced by chloride ions. Three corrosion phases are considered: starting time of corrosion, cracking, and evolution time. Seismic loads are characterized as a stochastic Poisson process. Uncertainties related to the randomness of geometric properties, mechanical properties, and seismic loadings are considered. The approach is illustrated in a continuous bridge designed to comply with a drift of 0.002. The structure is located in Acapulco, Guerrero, Mexico. Fragility curves and demand hazard curves are obtained at 0, 45, 57, 75, 100, and 125 years, based on the global drift. The effect of both corrosion and seismic loadings over time increase the annual rate of demand up to 308% between 0 years (without damage) and 125 years after the bridge construction.

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Seismic fragility and risk assessment of high-speed railway continuous-girder bridge under track constraint effect

Cited by 32 publications

References 13 publications

Seismic fragility analysis of railway reinforced concrete bridges considering real‐time vehicle‐bridge interaction with the aid of co‐simulation techniques

Seismic fragility analysis of railway reinforced concrete bridges considering real‐time vehicle‐bridge interaction with the aid of co‐simulation techniques

Effects of shear keys and track system on the behavior of simply-supported bridges for high-speed trains subjected to transverse earthquake excitations

Probabilistic demand assessment of bridges considering the effect of corrosion and seismic loading over time

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