Vehicle collision with bridge piers: A state-of-the-art review

Chen, Lin; Wu, Hao; Liu, Tao

doi:10.1177/1369433220953510

Cited by 27 publications

(6 citation statements)

References 57 publications

(125 reference statements)

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“…The unintentional vehicle collision hazard is usually characterized by its intensity (in terms of collision force) and temporal probability [13]. An equivalent static design force of 2670 kN when a resistance design is concerned is suggested by [45].…”

Section: Assessment Of Exposurementioning

confidence: 99%

“…Vehicle collision with bridge piers: [58] Vehicle collision with bridge piers: A state-of-the-art review: [13] Nonlinear finite element analysis of barge collision with a single bridge pier: [14] n.a. n.a.…”

Section: Landslidesmentioning

confidence: 99%

“…Climate change is anticipated to lead to an escalation of natural extreme events, both in frequency and magnitude [11,12]. In addition, human-made extreme events such as collisions [13,14], explosions [15], suicides on transportation lines, arson and terrorist attacks [16] pose a threat to transportation networks. Consequences of extreme events include accidents, damage to infrastructure assets, delays and malfunctioning of the transportation network, resulting in socio-economic losses and adverse environmental impacts [17][18][19].…”

Section: Introductionmentioning

confidence: 99%

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Risk Assessment of Terrestrial Transportation Infrastructures Exposed to Extreme Events

et al. 2021

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Keeping transport links open in adverse conditions and being able to restore connections quickly after extreme events are important and demanding tasks for infrastructure owners/operators. This paper is developed within the H2020 project SAFEWAY, whose main goal is to increase the resilience of terrestrial transportation infrastructure. Risk-based approaches are excellent tools to aid in the decision-making process of planning maintenance and implementation of risk mitigation measures with the ultimate goal of reducing risk and increasing resilience. This paper presents a framework for quantitative risk assessment which guides an integrated assessment of the risk components: hazard, exposure, vulnerability and consequences of a malfunctioning transportation infrastructure. The paper guides the identification of failure modes for transportation infrastructure exposed to extreme events (natural and human-made) and provides models for and examples of hazard, vulnerability and risk assessment. Each assessment step must be made in coherence with the other risk components as an integral part of the risk assessment.

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Section: Assessment Of Exposurementioning

confidence: 99%

Section: Landslidesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Risk Assessment of Terrestrial Transportation Infrastructures Exposed to Extreme Events

et al. 2021

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“…Chen [17] simulated the impact of varying vehicle speeds on concrete-filled steel tube columns. In addition, Chen [18] summarized the research findings related to vehicle and pier impacts, analyzing the limitations of such studies. Yue [19] scrutinized the dynamic response of a vehicle impacting a pier.…”

Section: Introductionmentioning

confidence: 99%

Model test and numerical analysis of height restriction frame to over-height vehicle impact

Zhou,

Guo,

Zhang

et al. 2023

J. vibroeng.

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This study develops a simplified model incorporating an over-height vehicle and the height restriction frame (HRF) to explore the failure modes and mechanical properties of the HRF when subjected to an impact from the over-height vehicle. Within the study context, rigorous model tests have been constructed for simulation analysis. The validity of these numerical simulations is confirmed by comparing the test results to the calculated outcomes. The study also analyzes the dynamic response of vehicles varying in speed and weight when impacting the HRF. The findings reveal that most of the beam's displacement can be attributed to the column's overturning, while a lesser portion is due to the plastic deformation of the beam. The column's displacement is primarily caused by its own overturning. Both the beam and the column's base demonstrate evidence of elastoplastic deformation. It is observed that the displacement and stress of crucial nodes rise with the increase in vehicle speed and weight. Vehicle speed emerges as the predominant factor influencing the impact force of the vehicle when compared to the vehicle's weight. Furthermore, the increase in vehicle weight extends the collision time between the vehicle and the HRF, indicating that the weight of the vehicle plays a significant role in the column's overturning. The study findings can potentially serve as both an experimental and theoretical reference for the design and calculation of the HRF.

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“…The impact angle of 42° was chosen as it causes an impact load of 230 kN, which is the maximum load for the test setup. It was also reported (L. Chen et al, 2021;) that an impact load of 250 kN is generated from a collision of a Ford F800 truck at a velocity of 35 kph, which is just over the maximum load generated from the setup. The specimens were subjected to a maximum of 10 impacts from the constant angle of 42° until the termination criteria was met.…”

Section: Impact Test Protocolsmentioning

confidence: 88%

The Lateral and Post-Impact Residual Lateral Strength of Reinforced Concrete Columns

George

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The nature of columns being the mechanism for transferring loading to the foundation of a structure positions it at ground level which makes the member susceptible to unexpected impact loadings in the form of vehicle collisions. These impacts will cause reductions in the lateral capacity which may or may not be sufficient for safely transferring the design loading. Lateral load resistance tests were conducted on 24 concrete columns with various reinforcement configurations and sizes of which, 13 were previously subjected to impact loading and were used to evaluate the post-impact performance and lateral load capacity retention. From these tests it was determined that the concrete-filled steel tube (CFST) specimens exhibited both the largest lateral and residual lateral capacities of 37.37 kN and 40.17 kN, respectively. The CFST member had the highest retention of lateral load capacity for both low and high-impact energy, retaining 75% and 107% of the baseline capacity of 37.37 kN for the unimpacted specimen, respectively.Increasing the specimen diameter had no discernible effect on lateral strength retention but reduced the residual deformation, especially at high-impact energies with the residual deformation being reduced by as much as 85% compared to the smaller specimen.I would like to thank my supervisor and mentor Dr. Hamzeh Hajiloo. Dr. Hajiloo provided a wealth of technical knowledge and unparalleled guidance and support through this process. Dr. Hajiloo assisted and guided me since I was an undergraduate and gave me the tools to succeed and excel in my graduate studies and future career. I gained a new perspective on education, research, forming relationships, and imparting my knowledge to others. Dr. Hajiloo always supported me, trusted my abilities, and most importantly believed in me before I had even applied for graduate studies. I could not have done this without him, and I will always be thankful to have had him as my mentor.I would next like to thank my colleagues at Carleton University who supported and aided me in this journey to complete my thesis. Jason Arnott, for always being there to help me or guide me in the conception, creation, and completion of my experimental study. Pierre Trudel, for always willing to lend a helping hand regardless of the amount of work to be done would manage to find the time to aid me with my study.I would like to thank Nipissing First Nation for the financial support through my graduate studies and my undergraduate degree. Without the support of my nation, I would not be where I am today and cannot begin to express the gratitude I have for allowing me to pursue higher education without having to burden myself with significant financial constraints.Finally, to my friends and family for their constant love and support over the past two years. Throughout this journey there inevitably was hard times and without the support of my friends and family, I may not have been able to make it to the end.

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Vehicle collision with bridge piers: A state-of-the-art review

Cited by 27 publications

References 57 publications

Risk Assessment of Terrestrial Transportation Infrastructures Exposed to Extreme Events

Risk Assessment of Terrestrial Transportation Infrastructures Exposed to Extreme Events

Model test and numerical analysis of height restriction frame to over-height vehicle impact

The Lateral and Post-Impact Residual Lateral Strength of Reinforced Concrete Columns

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