PSI - Issue 44

Lucia Minnucci et al. / Procedia Structural Integrity 44 (2023) 729–736 Lucia Minnucci/ Structural Integrity Procedia 00 (2022) 000–000 • TPC (Total Pollutant Cost) [€] : each recovery phase is characterized by a total cost. For each j-th vehicle category, , = ( � , =1 ) × (3) where , is the daily total pollutant cost in each traffic flow condition for each vehicle category. 3. Application: the case study of the SS76 road in Central Italy An application of the proposed framework is carried out assuming as case study the bridge network pertaining to the SS76 road in the Marche region, in Central Italy. The SS76 counts 15 reinforced concrete and 12 steel-concrete composite viaducts of main importance, dislocated from West to East. Regarding the hazard analysis, since the seismic analyses are performed on classes of bridges, the spectral acceleration at period T*=1.0 s (Ramanathan 2012) of the maximum horizontal component (Scozzese et al. 2017, Iervolino et al., 2018), is adopted as IM . In the proposed framework, a stochastic ground motion model and a simulation-based approach are used according to Pavia et al. (2021) to both derive the IM curve and the associated ground motion samples. Fragility curves for these bridges were preliminarily built basing on the geometrical and mechanical specific features of the structures, including the modelling of SSI effects through the LPM from Morici et al. (2019) described in previous Section 2.2. Further details about the modelling strategy can be found in (Minnucci et al. 2021a) and (Minnucci et al. 2021b). From the IM -based hazard curve synthetic accelerograms are generated to be used in the efficient and widely used MSA technique. In addition, the outcomes of the extensive parametric study performed by Scozzese et al. (2020) are considered to set the optimal number of IM levels and ground motions per single IM stripe. In this paper, three useful limit states are chosen to distinguish different levels of failure conditions, that is Damage, Life Safety and Collapse limit states, according to the current Italian design codes (Ministero delle Infrastrutture e dei Trasporti 2018) and corresponding to economically quantifiable damage mechanisms on the bridge components basing on the available literature (FEMA 2013). It holds that also other or additional limit states of interest could be employed, depending on the final purpose of the evaluation of the economic losses. Different vehicle categories were examined, basing on the traffic data from the Italian ANAS (Italian road and bridge stakeholder) observatory. For each vehicle category, the traffic costs have been estimated based on the statistic studies about the Italian car fleet (see the Automobile Club d’Italia - ACI portfolio: https://www.aci.it/laci/studi-e-ricerche/dati-e-statistiche.html). Finally, the emission costs associated to each vehicle category were evaluated from the EMEP/EEA air pollutant emission inventory guidebook (EEA 2019). Traffic flow simulations are performed throughout the open-source DTALite-NeXTA software (Zhou and Taylor 2014), choosing as the O-D path the principal road and suitable alternative minor roads from the hinterland to the coast. For the mere purpose of this application, a seismic event of magnitude 6.5 in the Marche region hinterland is considered, from which the following post-earthquake multi-phase scenario (Fig. 3) is derived along the SS76 (Fig.4). 6

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(a) (c) Fig. 4. Application: evolution of the recovery scenario on the SS76 road in (a) 1 st phase (b) 2 nd phase and (c) 3 rd phase. The red dots represent the presence of working zones corresponding to damaged bridges. (b)