CSHM-2 Workshop. On the necessary combination of SHM with WIM procedures

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1 CSHM-2 Workshop Taormina, On the necessary combination of SHM with WIM procedures Helmut WENZEL

2 BRIMOS 10.0 Global level Typical Life Cycle of a Structure

3 BRIMOS 10.0 Failure Results from accelerated Fatigue Test

4 Europabrücke

5 WIM Traffic loads and volume have changed dramatically over time (+500%). Despite known deficiencies we have to keep our infrastructure operating safely Any realistic assessment requires information from monitoring data Decision Support Systems help to do this properly Scope

6 WIM Progression of freight traffic volume at the Europabrücke from 1964 until 2015 [trucks/day] Effective amount of transported goods compared to a calculated cargo per notional truck Traffic volume in 2006 increased to an amount of 472 % in relation to 1964 and is expected to grow 2.9% per year until The truck utilisation in 2006 increased to an amount of 503 % in relation to 1964 and is assumed to have already reached a maximum. Freight Traffic - Situation

7 s early warning safety against failure 1 current practice today point of intervention failure time till intervention Component level time y Early Warning, Point of Intervention

8 Cracks from Fatigue and Overload 8

9 Weak Point Determination 9

10 MONITORING CAMPAIGN 10

11 1,22 1,12 BERGAUF_Lambda1^2/L^2...VollEingesp BERGAUF_Lambda3^2/L^2...NachgEingesp BERGAB_Lambda2^2/L^2...EingespGelenk Steifigkeits-Verhältniswert BERGAUF vs BERGAB BERGAUF_Lambda2^2/L^2...EingespGelenk BERGAB_Lambda1^2/L^2...VollEingesp BERGAB_Lambda3^2/L^2...NachgEingesp Schönberg 1,02 0,92 0,82 0,72 Patsch 0,62 0,52 0,42 Laufindex Diagonal-Streben 0, EXPECTED RESULTS FROM CALCULATION

12 59,5 Hz 54,5 BERGAB BERGAUF Verlauf der Messwerte f1 49,5 44,5 39,5 34,5 29,5 24,5 Feld B Feld I Feld II Feld III Feld IV Feld V RESULTS OF THE MEASUREMENTS 12

13 0 Abweichung der Messwerte f1 von den Erwartungwerten f1 0 Abweichungen der Messwerte f1 von den Erwartungswerten f B 42 QV-N II 6-12 QV- II 56' QV-N II 6 QV-S II 60 QV-S % B 6 QV-N II 48' QV-N IV 6 QV-N V48 QV- V24 QV-N % B 18 QV-S I 18 QV-S II 42 QV-S V 24 QV-S III 30 QV-S IV 48 QV-S IV 30-V 48 QV-S -35 Feld B Feld I Feld II Feld III Feld IV Feld V -35 Feld B Feld I Feld II Feld III Feld IV Feld V B 12 QV-S B 18 QV-S II 42 QV-S Fahrtrichtung IV 24-V 48 QV-S IV 30 QV-S WL PATSCH B 6 QV-N Fahrtrichtung WL SCHÖNBERG V 24 QV-N V 48 QV-N Weak Point Determination 13

14 VERIFICATION by STRAIN GAGES DMS - Profil (V30 QV-N und S) Sondermessung Mai 2007 WIM Sensor: Spider 8_1 CH... Nummerierung nach Reihenfolge der Montage DMS_RFBB_o (...8) Richtung Brenner (N) Stationierung des Profils: x = 621m (entspricht 36m von WL Schönberg) Richtung Innsbruck (S) DMS_RFBI_o (...7) DMS_RFBB_mo (...1) DMS_RFBB_mu (...4) Lage der Dehnmessstreifen: DMS_RFBB_u (...6) DMS_RFBI_u (...5) DMS_RFBI_mo (...2) DMS_RFBI_mI (...9) DMS_RFBI_mB (...10) DMS_RFBI_mu (...3) RFBB_o... Richtungsfahrbahn Brenner, oberer Anschluss RFBB_mo... RFB Brenner, Strebenmitte, Oberseite RFBB_mu... RFB Brenner, Strebenmitte, Unterseite RFBB_u... RFB Brenner, Unterer Anschluss RFBI_o... Richtungsfahrbahn Innsbruck, oberer Anschluss RFBI_mo... RFB Innsbruck, Strebenmitte, Oberseite RFBI_mI... RFB Innsbruck, Strebenmitte, seitlich (Innsbruck) RFBI_mB... RFB Innsbruck, Strebenmitte, seitlich (Brenner) RFBI_mu... RFB Innsbruck, Strebenmitte Unterseite RFBI_u... RFB Innsbruck, unterer Anschluss 14

15 WIM 15

16 Ende Feld V ZWEI LKWs Dyges-Zeit 09:40:25 Video-Zeit 09:47:11 WIM v= 48,16 km/h; 44,93 km/h Dyges = 5,9721 mm ; 4,0974 mm => Scaling Factor = 0,749 ; 0,758 Dygeskal = 4,4731 mm ; 3,1058 mm Entspr. 35 t 22 t Corresponding LOAD MODEL v-klass km/h; km/h

17 WIM Truck load at time of design (1959) 25 ton Truck load changed to 44 tons Axle load increased from 8,5 to 11 tons Some structures cannot comply with the current codes (not this one) Nevertheless many of them remain in service (for various reasons) Can Monitoring help? Changes in the Code

18 WIM The actual global load model is determined by monitoring (local by separate unit) At Europabrücke the actual global load is in average 55% of the load model in EC The worst case recorded in 3 years is 60% Probabilistic models can be considerably improved by monitoring data The follow-up is made easier WIM results in the Assessment

19 Rainflow Matrix SHM Damage Matrix Remaining Lifetime : 32,2 Years Performance Prediction 19

20 sp02_214 sp02_221 sp02_223 sp02_225 sp02_227 sp02_228 sp02_230 Reduction of frequencies and amplitudes mv Full compression force Cable II released Cable II & IV released Cable II, IV & III released Cable II, IV, III & VI released Cable II, IV, III, VI & V released Reinforced Beam Hz :56:01 Frequency Development

21 Mode 19 Mode 5 VCE Damage Detection

22 Cascade 5 Cascade 19 VCE Damage Detection

23 BRIMOS 10.0 Avoidable by Monitoring? 1. August Aug. 1 st 2007

24 I-35 Motivation for Health Monitoring?

25 A gusset plate has been wrongly designed (1/2 instead of 1 ) Dead Load has been increased by 20% over the 40 years of life During retrofit works a local pile of gravel (190 tons) has triggered the failure Could Monitoring have helped? I-35 Collapse (FHWA view Sept. 2008)

26 Monitoring retrofit works in Austria

27 BRIMOS VCDECIS RISK BASED MANAGEMENT

28 A knowledge based approach has enabled better assessment results New promising methodologies are emerging and should be used Conclusions There is still a gap in knowledge requiring further investigations and research The FP7 IRIS Project will bring progress Summer Academy and Tutorial Sept. 09

29 VCE Thank you for your attention Integrated European Industrial Risk Reduction System CP-IP IRIS Industrial Safety