Response Modification Factors for Concrete Bridges in Europe

Kappos, Andreas J.; Paraskeva, Themelina S.; Moschonas, Ioannis F.

doi:10.1061/(asce)be.1943-5592.0000487

Cited by 13 publications

(14 citation statements)

References 10 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Kappos et al 20 studied seven bridges located in an area of high seismicity in Europe. They considered in the analysis continuous bridges and simply supported bridges on elastomeric bearings.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Overstrength factors of RC bridges supported on single and multi‐column RC piers in Mexico

Sánchez

Arêde

Jara

et al. 2021

Earthq Engng Struct Dyn

View full text Add to dashboard Cite

Mexico highway network has more than 14,000 bridges. Most of them are reinforced concrete (RC) structures. The bridges design process incorporates the use of an overstrength factor that is not justified and has received little attention in published works. Mexican regulations allow using an overstrength factor for buildings in the range of 2-3, to reduce the design spectra as a function of the selected seismic behavior factor. However, for bridges, a single factor of 1.5 is proposed independent of any design parameter. The bridges in Mexico are mostly simply supported structures with maximum span lengths of 50 m. A relevant and distinctive aspect of the bridges designed in Mexico is the large load amplitudes of the trucks used to define the live load and the high seismic activity in the country. This study determines overstrength factors of a family of medium-length RC bridges composed of simply supported superstructures and substructure made up of single and multi-column RC piers. Non-linear dynamic analyzes using a set of 80 accelerograms were carried out. The results show that the height of the bridges and their seismic location are relevant parameters in the overstrength of the structures. Finally, analytical expressions are proposed to assess the overstrength factors of a very common bridge typology in Mexico and the world. K E Y W O R D Seffect of pier height on overstrength factors, empirical equations to obtain overstrength factors in rc bridges, influence of the type of substructure on overstrength factors, nonlinear dynamic analysis of RC bridges INTRODUCTIONBridges are essential structures for the economic development of a country. During an earthquake occurrence, it is important to limit damages in bridges to reduce the economic impact of the event. Despite the great seismic activity in Mexico, bridge design regulations in Mexico are scarce and the generation of bridge standards follows a much slower process than the standards for other structures as buildings.The national highway network in Mexico included, at the end of 2014, 16,656 bridges (8493 in toll-free roads and 8163 in toll roads) located mostly in highly seismic or intermediate seismic areas. 1 About 31% of the structures are in areas of high seismicity and 29% in areas of intermediate seismicity.Bridge regulations recognize that the real strength of the structures when subjected to lateral loads beyond the material yielding, is greater than the nominal design strength, due to various factors that include the design methodology, the

show abstract

Section: Introductionmentioning

confidence: 99%

“…Depending on the level of axial load, the overstrength factor was found in the range of 1.0-2.3. Kappos et al 20 studied seven bridges located in an area of high seismicity in Europe. They considered in the analysis continuous bridges and simply supported bridges on elastomeric bearings.…”

mentioning

confidence: 99%

Overstrength factors of RC bridges supported on single and multi‐column RC piers in Mexico

Sánchez

Arêde

Jara

et al. 2021

Earthq Engng Struct Dyn

View full text Add to dashboard Cite

show abstract

“…Priestley et al 1996;Kappos et al 2012Kappos et al , 2013and references therein). Characteristically, the existing seismic codes and guidelines worldwide (Japan Road Association 2002;CEN 1991;AASHTO 1996) account for the traffic action solely as an additional vertical live load/mass on the bridge.…”

Section: Introductionmentioning

confidence: 99%

Dynamic vehicle–bridge interaction under simultaneous vertical earthquake excitation

Paraskeva

Dimitrakopoulos

Zeng

2016

Bull Earthquake Eng

View full text Add to dashboard Cite

Traditionally, the seismic response analysis of a bridge does not account for the concurrent vehicle-bridge dynamic interaction. However, the behavior of a seismically excited bridge can jeopardize the safety of the vehicles running on it, even if the bridge itself remains undamaged. This study examines the seismic response of a vehicle-bridge interacting (VBI) system under vertical earthquake excitation, modelling the truck vehicles as rigid body assemblies. An application of the proposed scheme to a realistic case of (highway) bridge-(truck) vehicles shows that the earthquake ground motion and the road surface conditions are the main sources of excitation. The results show that the road surface conditions influence strongly the dynamics of the VBI system, even when the vertical component of the earthquake excitation is significant. Also, the study brings forward the influence of traffic parameters (namely the speed, the number and the distance between the running vehicles) and underlines the need to consider different positions of the vehicle/s (on the deck) during the earthquake shaking. Finally, it examines the tendency of the wheels of a truck vehicle to detach (jump) from the deck during the seismic response of the VBI system. Detachment tends to be more frequent as the road surface conditions deteriorate and/or the peak ground acceleration increases. However, detachment is a complicated phenomenon which depends also on many other ground motion and VBI system parameters and deserves further study.

show abstract

“…The AASHTO recommends a response modification factor of 3.0 and 5.0 for longitudinal and transverse directions, respectively. Kappos et al [26] analyzed existing reinforced concrete bridges with yielding piers and others having elastomeric bearing pads placed between piers and superstructures. For the first class of bridges, the response modification factor was quantified as the product of ductility and overstrength factors.…”

Section: Introductionmentioning

confidence: 99%

Response Modification Factors for Multi-Span Reinforced Concrete Bridges in Pakistan

et al. 2022

View full text Add to dashboard Cite

In Pakistan, updated codes covering seismic provisions for reinforced concrete bridges do not exist. The majority of the bridge design uses different versions of AASTHO-LRFD provisions. Response modification factors recommended for usage in these codes are primarily for bridges derived from conditions and bridges in the United States of America. This research focuses on the seismic assessment of three real multi-spans simply supported reinforced concrete bridges in Pakistan having multiple bents. This typology of bridges is very common in Pakistan. Non-linear static pushover analysis is performed to derive seismic capacity curves for these bridges, which were used to compute response modification factors. The study results show that response modification factors vary between 4.50 and 5.0 for the bridges in the longitudinal and transverse directions. The results of this work may serve as input in developing the seismic design code of bridges in Pakistan.

show abstract

Response Modification Factors for Concrete Bridges in Europe

Cited by 13 publications

References 10 publications

Overstrength factors of RC bridges supported on single and multi‐column RC piers in Mexico

Overstrength factors of RC bridges supported on single and multi‐column RC piers in Mexico

Dynamic vehicle–bridge interaction under simultaneous vertical earthquake excitation

Response Modification Factors for Multi-Span Reinforced Concrete Bridges in Pakistan

Contact Info

Product

Resources

About