7 Förslag på forskningsprojekt
7.6 Utveckling av handbok för mätning och övervakning på broar
Sammanfattande projektbeskrivning
Projektet går ut på att ta fram en handbok som beskriver diverse metoder och mätsystem för mätning och övervakning på broar. Handboken presenterar listor som redovisar möjligheter och begränsningar, noggrannhet samt för- och nackdelar av olika mätmetoder, givare och mätsystem.
Förväntad nytta för Vägverket
Vägverket kan använda sig av handboken vid t.ex. upphandling av mätuppdrag. Typ av projekt
Projektet är ett post doc. projekt. Forskningsmiljö
7.6. Utveckling av handbok för mätning och övervakning på broar
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7.6. Utveckling av handbok för mätning och övervakning på broar Hansson A. (2007). Övervakning och detektering av sprickor i betong med en elektriskt ledande färg,
KTH/Brobyggnad, TRITA-BKN. Examensarbete 248, ISSN 1103-4297, ISRN KTH/BKN/EX--248--SE.
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Hejll, A., Enochsson O. and Täljsten B. (2003). A structural health Diagnostic system (SHD) for Two
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arch and preliminary results from the construction phase, TRITA-BKN. Rapport 74, Brobyggnad
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Appendix A
A.1 KTHs mätprojekt A.2 LTUs mätprojekt A.3 LTHs mätprojekt A.4 CTHs mätprojekt
VV FUD 2850 Mätprojekt
The Höga kusten Bridge
Page 1(3)
Bridge name The Höga kusten Bridge General facts
Location Sweden, across the Ångermanälven
close to Härnosand and Veda
Owner Vägverket
Year of construction Opened for traffic in 1997
Measurement period 1997-1998 and 2005-2006
Type of structure Suspension bridge
Type of traffic Highway, E4
Maximum speed 90 km/h
Materials Concrete pylons and steel deck and
cables
Spans 310 / 1210 / 280 m
Type of measurement 1) Dynamic monitoring during
construction (1997) 2) pull-back test (1998) 3) monitoring of loads on end
supports and in hangers (2005- 2006)
Project description
The aim of the ambient vibration test in 1997 was to determine the dynamic properties as a function of the completion of the bridge. The results were also compared with results from wind tunnel and FE-analyses.
The aim of the pull-back test in 1998 was to determine the structural damping in the first torsional mode as a function of acceleration amplitude. Comparisons were also made with the results from the earlier ambient vibration test.
The aim of the measurements in 2005-2006 was to collect information on the loads in the first hangers and on end supports at the Hornö side of the bridge.
Stockholm Höga Kusten
The Höga kusten Bridge
Structural system
The Höga Kusten Bridge is one of the world’s largest suspension bridges with a total length of 1800 m and a main span of 1210 m.
The bridge is of the gravity-anchored type.
The deck is of the continuously suspended steel box type.
Sketch of the entire bridge and the deck section.
Instrumentation
1997-1998 test Æ accelerometers in bridge deck. 2005 test Æ accelerometers on hangers 80-82.
2005-2006 monitoring Æ calibrated strain transducers at the end supports on the Hornö side of the bridge. The calibrated strain transducers are connected to a Spider8 data acquisition system from HBM. The collected data (permanent loads & traffic loads) is transferred to KTH through a telephone line.
Examples of outcomes
The following figure show the 10 minutes statistics min/max load at the two end supports on the Hornö side of the bridge, during 20/9/2005 – 18/5/2006.
VV FUD 2850 Mätprojekt
The Höga kusten Bridge
Page 3(3) 200 250 300 350 400 450 500 200 250 300 350 Oct 2005
Nov Dec Jan 2006 Feb Mar Apr May
Högakustenbron - lagerlaster 10 minuters statistik
La ge rla s t [ t on ] La ge rla s t [ t on ] Datum Min Lager Nordväst Max Lager Nordväst
Min Lager Nordöst Max Lager Nordöst
References
Karoumi Raid, Trillkott Stefan, Kullberg Claes och Håkan Sundquist, Kontinuerlig mätning av lagerkrafter på Höga Kusten-bron, Teknisk rapport 2006:6, KTH/Brobyggnad 2006. Click Download
Håkan Sundquist, Raid Karoumi, Stefan Trillkott och Claes Kullberg, Bestämning av hängarkrafter i några av hängarna på Höga Kusten-bron, Teknisk rapport 2005:12, KTH/Brobyggnad 2005.
Rickard Johnson, Progression of the Dynamic Properties of Large Suspension Bridges during Construction - A Case Study of the Höga Kusten Bridge, TRITA-BKN. Bulletin 45, KTH/Brobyggnad 1999.
Johnson R & Larose G.L., Field Measurements of the Dynamic Response of the Höga Kusten Bridge during Construction, TRITA-BKN. Report 49, KTH/Brobyggnad 1998. Peter Sterner, Högakustenbrons dynamiska vindstabilitet. TRITA-BKN. Examensarbete 100, KTH/Brobyggnad 1998.
Submitted by
Raid Karoumi
Royal Institute of Technology (KTH), Divison of Structural Design and Bridges SE-100 44 Stockholm, Sweden
Phone int.: +46 8 7909084, Fax int.: +46 8 216949 Email: raid.karoumi@byv.kth.se
Älvsborgsbron, O614
Bridge name
Älvsborgsbron, O614
General facts
Location Gothenburg, Sweden
Owner
The Swedish National Road Administration (Vägverket)
Year of construction
1963 – 1966
Measurement period
20051017 to 20051020 and 20060325
Type of structure
Cable suspension bridge
Type of traffic
Six lane roadway and two lane footpath
Maximum speed
70 km/h
Materials
Concrete deck resting on a steel truss
Spans
Main span 417 m, vertical clearance 45 m
Type of measurement
Dynamic
Project description
The project was initiated by commission of the Swedish Road Association
(Vägverket), to serve as input data for a bridge assessment of the Älvsborg
bridge. The aim of the measurements was to determine the natural frequencies
of the bridge, primary focusing on the cable structures, but measurements of the
global structure was also performed. The measured results have been used in
evaluating the cable forces and their degree of restraint. The global frequencies
of the bridge have been used in calibration of FE-models.
VV FUD 2850 Mätprojekt
Page 2(4)
Älvsborgsbron, O614
Structural system
The Älvsborg bridge is a cable suspension bridge with a main span of 417 m.
The vertical clearance is 45 m. The carriageway consists of a concrete slab
resting on a truss. The carriageway is held up by the main cables via group of
hangers in the main span. The main cables consist of 85 strands, each anchored
individually in the splay chambers.
Figure 2: Photo of the Älvsborg bridge.
Instrumentation
The instrumentation consisted of accelerometers using MEMS® technology. The
location of the instrumentation is shown in Figure 3 and Figure 4.
In October 2005 the following measurements were performed:
- Each of the backstays, accelerometers instrumented in position 2 in Figure 4.
In addition, the North-West backstay was also instrumented in position 1.
Measurements were performed using either ambient vibration or a 1000 kg
lift-off as in Figure 4.
- Each strand in the North-West splay chamber.
- The top edge of the pylons, both longitudinally and transversally.
- The main cable and the truss, in the midpoint and quarter-point of the main
span.
In April 2006 additional measurements were performed:
- The shortest hangers on the West side of the bridge, denoted hanger group
10 to 19 in Figure 6. Each group consists of 4 hangers and each hanger was
instrumented with 5 accelerometers in several positions.
Älvsborgsbron, O614
Splay chamber
hangers
backstay Main cable and truss Pylon edge
truss
Splay chamber
hangers
backstay Main cable and truss Pylon edge
truss
Figure 3: Location of the instrumentation.
Position 2 weight 1000 kg Position 1
Figure 4: Position of instrumentation on the backstays.
South North
Examples of outcomes
Figure 5 shows an example of a measured accelerometer signal from one of the
backstays, along with the corresponding frequency spectra.
Figure 5: Results from the backstays, a) accelerometer signal using 1000 kg lift-off
b) corresponding natural frequencies.
0 1 2 3 4 5 6 F r e k ve n s / H z f1 f2 f3 f4 f5 f6 f7 f8
VV FUD 2850 Mätprojekt
Page 4(4)
Älvsborgsbron, O614
Figure 6 shows the evaluated natural frequencies from the shortest hangers.
Figure 6: Measured natural frequencies of the shortest hangers.
References
Andreas Andersson, Håkan Sundquist, Raid Karoumi, 2006, Brobyggnad
Evaluating cable forces in cable supported bridges using the ambient vibration
method. The International Conference on Bridge Engineering – Challenges in
the 21st Century, November 1-3, 2006, Hong Kong. Download
Andersson Andreas och Sundquist Håkan, 2006, Brobyggnad
Utvärdering av krafter i Älvsborgsbron genom dynamisk mätning och analys.
TRITA-BKN, Rapport 98, ISSN 1103-4289, ISRN KTH/BKN/R-98-SE. Download
COWI, 2004, Bro O 614 Älvsborgsbron – mätning av krafter i hängkablar. Rapport
59909-A-1-01.
Gatubolaget, 2005, Inmätning av Älvsborgsbrons huvudkablar. Ritningar 2005.
Submitted by
Andreas Andersson, PhD Student
Royal Institute of Technology (KTH)
Division of Structural Design and Bridges
SE-100 44 Stockholm, Sweden
Phone: +46 8 790 79 58
Fax:
+46 8 21 69 49
Cell:
+46 70 491 14 29
andreas.andersson@byv.kth.se
Email:
Submitted 2007-02-01
New Svinesund Bridge
Bridge name New Svinesund Bridge General facts
Location Swedish – Norwegian border, close to
Strömstad
Owner Vägverket / Statens Vegvesen
Year of construction Opened for traffic in 2005
Measurement period June 2003 – (ongoing monitoring)
Type of structure Single concrete arch with steel
carriageway
Type of traffic Highway
Maximum speed 110 km/h
Materials Concrete and steel
Spans 68 / 75 / 75 / 75 / 70 / 247 / 70 / 72 m
Type of measurement Static and dynamic monitoring, during
construction, load test and under operation
Project description
The world's largest bridge with a single concrete arch. The bridge forms a part of the European highway, E6, which is the main route for all road traffic between Gothenburg and Oslo. The bridge is elegant but structurally complicated as it combines a very slender construction with a special structural form.
Due to the uniqueness of design and the importance of the bridge a monitoring project was initiated by the Swedish National Road Administration (Vägverket). The monitoring project, including measurements during the construction phase, the testing phase, and the first 5 years of operation, is coordinated by The Royal Institute of Technology (KTH). The primary objective of the monitoring programme is to check that the bridge is built as designed and to learn more about the as-built structure. This will be achieved by
comparing the measured structural behaviour of the bridge with that predicted by theory. For more information, see the monitoring project homepage at
http://www.byv.kth.se/svinesund/
Parallel to the monitoring project, Chalmers is performing a research project concerning bridge assessment and maintenance based on FE structural models and field
measurements, with the New Svinesund Bridge as a case study. See separate project description by Chalmers for more details.
VV FUD 2850 Mätprojekt
New Svinesund Bridge
Page 2(5)
The New Svinesund Bridge under construction
Structural system