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Dynamic Assessment of the São João Bridge Structural Integrity

Article  in  Procedia Structural Integrity · December 2017

DOI: 10.1016/j.prostr.2017.07.178

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 Available online at www.sciencedirect.com
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Structural
Available
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online
online at atProcedia 00 (2017) 000–000
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Structural Integrity Procedia 00 (2017) 000–000 www.elsevier.com/locate/procedia
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ScienceDirect
Procedia Structural
Structural IntegrityIntegrity
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(2016) 000–000
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2nd
International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal,
nd
2 International Conference on Structural Integrity,
Madeira, ICSI 2017, 4-7 September 2017, Funchal,
Portugal
Madeira, Portugal
Dynamic Assessment of the São João Bridge Structural Integrity
Dynamic
XV PortugueseAssessment of thePCF
Conference on Fracture, São2016,
João Bridge
10-12 Structural
February Integrity
2016, Paço de Arcos, Portugal
Xu Min*, Luís Oliveira Santos
Thermo-mechanical modeling
Xu Min*, Luís ofOliveira
a highSantos pressure turbine blade of an
National Laboratory for Civil Engineering, Structures Department, Lisbon, Portugal
airplane
National Laboratory gas turbine
for Civil Engineering, engine
Structures Department, Lisbon, Portugal

P. Brandãoa, V. Infanteb, A.M. Deusc*

Abstracta
AbstractDepartment of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa,
Portugal
São bJoão Bridge, crossing the River Douro, in Oporto, is open to traffic since 1991. It is a prestressed concrete bridge, with a main
IDMEC, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa,
São
spanJoão Bridge,
of 250 m andcrossing the River
a total length Douro,
of 1028 m.inItsOporto, is open
structural toPortugal
behaviourtraffichassince
been1991. It is a since
monitored prestressed concreteInbridge,
construction. 2014, with a main
a vibration-
span
basedc of 250 m and a total length of 1028 m. Its structural behaviour has been monitored since construction. In 2014, a vibration-
continuous
CeFEMA, monitoring
Department system was
of Mechanical installedInstituto
Engineering, on theSuperior
bridge. Técnico,
An integrated procedure
Universidade was developed
de Lisboa, Av. Rovisco to automatically
Pais, carry
1, 1049-001 Lisboa,
based
out thecontinuous monitoring
data processing and tosystem
extractwas
the installed on the bridge.
modal parameters Antime,
inPortugal
real integrated procedure
using the StochasticwasSubspace
developedIdentification
to automatically carry
technique
out
(SSI) theand
datacluster
processing and This
analysis. to extract
paperthe modalthe
presents parameters
evolutioninofreal its time, usinghealth
structural the Stochastic Subspace
monitoring system,Identification technique
as well the procedure
(SSI) and cluster
developed for the analysis. This paper presents
dynamic assessment of the São theJoão
evolution
Bridge.ofSome its structural healthresults
experimental monitoring system,and
are presented as well the procedure
compared with the
Abstract
developed
values for thebydynamic
predicted assessment
a finite element of the
model. TheSão João Bridge.
influence of bothSome experimental
environmental results and
conditions are operational
presented and compared
factors with the
is discussed.
values predicted by a finite element model. The influence of both environmental conditions and operational factors is discussed.
During their operation, modern aircraft engine components are subjected to increasingly demanding operating conditions,
© 2017The TheAuthors.
© especially
2017 Authors. Published
Published by Elsevier
by Elsevier B.V. B.V.
© 2017 The under the high
Authors. pressure
Publishedturbine
by (HPT)
Elsevier blades. Such conditions cause these parts to undergo different types of time-dependent
B.V.
Peer-review
Peer-review underone responsibility
responsibility of the Scientific Committee ICSIof2017
ICSI 2017.
degradation, of which isofcreep.
the Scientific
A model Committee
using the of finite element method (FEM) was developed, in order to be able to predict
Peer-review under responsibility of the Scientific Committee of ICSI 2017.
the creep behaviour of HPT blades. Flight data records (FDR) for a specific aircraft, provided by a commercial aviation
Keywords: Structural Health Monitoring; Structural Integrity
company, were used to obtain thermal and mechanical data for three different flight cycles. In order to create the 3D model
Keywords: Structural Health Monitoring; Structural Integrity
needed for the FEM analysis, a HPT blade scrap was scanned, and its chemical composition and material properties were
obtained. The data that was gathered was fed into the FEM model and different simulations were run, first with a simplified 3D
1. rectangular
Introduction block shape, in order to better establish the model, and then with the real 3D mesh obtained from the blade scrap. The
1. overall
Introduction
expected behaviour in terms of displacement was observed, in particular at the trailing edge of the blade. Therefore such a
model
São Joãocan beBridge
useful in is the goal of predicting
a prestressed concreteturbine blade life,
railway givenballast-free
bridge, a set of FDRtracks
data. laid (Fig. 1). Designed by Edgar
São João
Cardoso, this Bridge is a prestressed
bridge crossing the Riverconcrete
Douro, in railway bridge,
Oporto, ballast-free
Portugal, is open totracks
trafficlaid (Fig.
since 1). Designed by Edgar
1991.
©This
2016bridge
Cardoso, The
this Authors.
bridge Published
crossing by
the Elsevier
River B.V.
Douro, in Oporto, Portugal, is open to traffic since 1991.
was instrumented during the construction and its structural behaviour has been experimentally followed
Peer-review
This bridge under
was responsibility
instrumented ofduring
the Scientific Committee of PCF 2016.
since then. However, the observation ofthe
theconstruction
bridge was and its only
based structural behaviourmeasurements.
on periodical has been experimentally
Ten years followed
ago, this
since
systemthen.
was However,
updated inthe observation
order to of
introduce the bridge
automatic was
data based only
acquisition on periodical
with remote measurements.
access. Ten years ago, this
Keywords: High Pressure Turbine Blade; Creep; Finite Element Method; 3D Model; Simulation.
system was updated in order to introduce automatic data acquisition with remote access.

* Corresponding author. Tel.: +00351 21 844 3614; fax: 00351 21 844 3011.
* Corresponding
E-mail address:author. Tel.: +00351 21 844 3614; fax: 00351 21 844 3011.
xumin@lnec.pt
E-mail address: xumin@lnec.pt
2452-3216 © 2017 The Authors. Published by Elsevier B.V.
Peer-review underThe
2452-3216 © 2017 responsibility of theby
Authors. Published Scientific Committee of ICSI 2017.
Elsevier B.V.
Peer-review underauthor.
* Corresponding responsibility
Tel.: +351of218419991.
the Scientific Committee of ICSI 2017.
E-mail address: amd@tecnico.ulisboa.pt

2452-3216 © 2016 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the Scientific Committee of PCF 2016.
2452-3216  2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of ICSI 2017
10.1016/j.prostr.2017.07.178
326 Xu Min et al. / Procedia Structural Integrity 5 (2017) 325–331
Xu Min, Luís O. Santos/ Structural Integrity Procedia 00 (2017) 000–000 2

Fig. 1. São João Bridge

In 2014, a vibration-based continuous monitoring system, including 6 uniaxial accelerometers, was installed on the
bridge. In order to achieve the identification of modal parameters of the structure on real-time, an integrated procedure
was developed to automatically carry out the data processing and to extract the modal parameters, using the Stochastic
Subspace Identification technique (SSI) and cluster analysis.
This paper presents the evolution of its structural health monitoring system, as well the procedure developed for
the dynamic assessment of the São João Bridge. Some experimental results are presented and compared with the values
predicted by a finite element model. The influence of both environmental conditions and operational factors is
discussed.

2. Description of the bridge

São João Bridge is a prestressed concrete bridge, with a total length of 1028 m, including a main span of 250
meters, two 125 m side spans and approaching viaducts from both sides of the river banks (Fig. 2). For the railway
platform is used ballast-free tracks laid.
The twin-cell box main girder, built by the cantilever method, has a trapezoidal cross-section with a variable height
of 12 m near the main piers decreasing to 7 m at midspan. The bottom slab thickness decreases from 2.45 m near the
main piers to 0.30 m at midspan (Fig. 2). The main piers, 50 m high, are rigidly connected to the deck. In all other
piers, the bearings are fixed (Fig. 3), except for the pier E7 where there is a link bearing.
At the abutments, special devices are used (Fig. 4) for allow the free deformation under slow requests, such as
temperature and time-dependent material properties of concrete (creep and shrinkage), but ensure the transmission of
horizontal forces resulting by a sudden, rapid action such as braking or earthquake.
To prevent the long-term deflection due to creep effects in concrete and losses in prestressing steel, the bridge has
external prestressing in the three major spans. For this .purpose fourteen cables of 5000 kN were used, and it is possible
to increase the number of cables till twenty (Bastos, 1993).

1028.8

58.8 60.0 60.0 60.0 60.0 60.0 125.0 250.0 125.0 60.0 60.0 50.0

GAIA PORTO

E7 E6 D4
E5 E4 E3
E2 D3
D2
E1 D1

Fig. 2. General layout

 Xu Min et al. / Procedia Structural Integrity 5 (2017) 325–331 327
Xu Min, Luís O. Santos/ Structural Integrity Procedia 00 (2017) 000–000 3

Fig. 3. South Viaduct Fig. 4. Anti-seismic device at abutments

3. The structural health monitoring system

The original observation plan includes the measurement of strains, temperatures, vertical displacements, rotations
and horizontal displacements at expansion joints in both abutments (Castanheta, 1993). Besides measurements in the
structure, an in situ study of the creep and shrinkage of concrete was carried out using specimens made with the same
concrete of the bridge. These specimens were kept inside an experimental segment, built in the river bank.
The importance of São João Bridge, the large investment in its initial instrumentation and the posterior advances
in the field of structural health monitoring were the main reasons for the decision of upgrading the observation system.
The main purpose of this upgrade was to install an1028.8automatic data acquisition with remote access (Santos, 2009).
Another target was the monitoring of the bridge's dynamic characteristics.
The monitoring of dynamic properties is based on the measurement of accelerations in the main span: transverse
60.0 125.0 250.0 125.0 60.0 60.0
accelerations are measured at mid-span and at the top of both main piers; vertical accelerations are measured in mid-
span and quarter span. Dynamic acquisition is being carried out by Gantner e.series (Fig. 5). The data is acquired
continuously, with a sampling frequency of 250 Hz. The binary record file size is around 24MB per hour.

AC.1T AC.3T AC.6T

DAQ
AC.2V AC.4V AC.5V
E3
E2 Vertical acc.
D3
Transverse acc.
D2
E1 D1
Fig. 5. Structural dynamic monitoring

4. Operation modal analysis

In order to perform automatic identification of structural modal parameters based on structural responses (outputs)
when the structure is under its operating conditions, an Operational Modal Analysis (OMA) procedure is applied with
the purpose of achieve an accurate estimation of natural frequencies, mode shapes and modal damping ratios.
In the proposed OMA (Xu et al, 2016), the models parameters of dynamic systems are evaluated using the
COVariance driven Stochastic Subspace Identification (SSI-COV) method, based on the assumption that the input is
328 Xu Min et al. / Procedia Structural Integrity 5 (2017) 325–331
Xu Min, Luís O. Santos/ Structural Integrity Procedia 00 (2017) 000–000 4

a realization of a stochastic process (white noise). A stochastic state-space model is fitted to the correlation functions
of the structural response. The modal identification of the systems is then performed through evaluation of dynamic
characteristics of adjusted models. Finally, the modal parameters automatic selection is carried out by a cluster analysis
procedure based on the Euclidian distance criteria.
Before the modal identification process, the acceleration time series were pre-processed with the following
operations: trend removal; low-pass filtering with an 8 poles Butterworth filter; and decimation of the records.
However, for railway bridges, the white noise assumption could be violated, once the vibration under the operation
condition consists three types:

• Forced vibration during the rail traffic;

• Free vibration immediately after the train leaves out the bridge;
• Ambient vibration caused by the ambient action (wind) in the intervals between the circulations.

Although the forced vibrations are short in duration, the spikes may reach much higher than ambient vibration
amplitudes. In case of the São João Bridge, for example, the vertical acceleration in the middle span may be greater
than 300 mg during the train crossing, while the acceleration due only to ambient vibration does not exceed 1 mg, as
shows Fig. 6. Furthermore, the rail traffic, particularly freight trains due to the value of axle load, adds a significant
mass on the structure, which may cause the dynamic parameters perturbation.
To remove the forced vibrations the root mean square (RMS) criterion is used. The maximum RMS value for the
vibration to be considered ambient vibration is attuned for the monitoring structure. For the São João Bridge, consider
whether the ambient vibration if the acceleration RMS is less than 0.2 mg. After the forced vibration removed, the
power spectral density clearly shows peaks of resonance frequencies (Fig. 6).
mg

Fig. 6. A hourly record and the power spectral densities of the operational and ambient vibration

5. Modal identification of the Sao Joao Bridge

5.1. Finite element model

A three dimensional, linear, elastic numerical model of the bridge was developed in SAP2000 (CSI, 2010) to
evaluate its response to the dynamic characteristics.
Shell and frame elements were used for modelling the deck (Fig. 7). The piers were simulated by frame elements.
For simulate the connection between the deck and the main piers (E1 e D1) were used body constraints. The bearings
at the top of the other piers and abutments were modelled by link elements.

Fig. 7. Structural finite element model

 Xu Min et al. / Procedia Structural Integrity 5 (2017) 325–331 329
Xu Min, Luís O. Santos/ Structural Integrity Procedia 00 (2017) 000–000 5

Due to the high density of reinforcement steel, for the concrete weight density was taken 25.4 kN/m3. The
remaining dead load of 16.6 kN/m was also considered. Thus, the total weight of the structure is about 282 000 kN.

5.2. Dynamic tests

Dynamic tests were performed to obtain experimentally the dynamic characteristics of the structure, namely, the
vibration frequencies, mode shapes and damping ratios. In June 2016, the dynamic tests of the São João Bridge were
carried out in nine set-ups. During these tests the 7 uniaxial accelerometers placed in the deck and the main pier D1.
The records at each set-up had a time length of about 60 minutes, using a sampling rate of 500 Hz.
The structural modal parameter identification was performed with the software ARTeMIS (SVS, 2005), using the
technique of Enhanced Frequency Domain Decomposition (EFDD). A total of 30 vibration modes were identified
based on measured response only. Some identified mode shapes are illustrated in Fig. 8.
The developed FE model was used to validate the experimental results of the dynamic tests. The natural frequencies
and mode shapes computed by the updated FE model were compared to the modes identified from the tests, as illustrate
in Fig. 8 and Table 1. In general, a very good accordance was achieved.

1st tranversal mode (f=0.405 Hz) 1st vertical mode (f=0.770 Hz)

2nd tranversal mode (f=0.675 Hz) 2nd vertical mode (f=1.605 Hz)

3rd tranversal mode (f=0.823 Hz) 3rd vertical mode (f=2.004 Hz)

identified mode shape calculated mode shape

Fig. 8. Identified and calculated mode shapes of the São João Bridge

Table 1. Dynamic characteristics of the São João Bridge

Modes identified from transverse accelerations Modes identified from vertical accelerations
DMS Test FEM DMS Test FEM
Mode Mode
f (Hz)  (%) f (Hz)  (%) f (Hz) f (Hz)  (%) f (Hz)  (%) f (Hz)
T.1 0.406 0.07 0.405 1.96 0.413 V.1 0.772 0.08 0.770 1.08 0.771
T.2 0.656 0.08 0.675 1.26 0.662 L.1 1.217 0.49 1.223 1.86 1.225
T.3 0.825 0.07 0.823 1.05 0.817 V.2 1.608 0.22 1.605 0.85 1.659
T.4 1.195 0.09 1.193 0.73 1.185 V.3 2.009 0.14 2.004 0.90 1.894
T.5 1.529 0.25 1.530 0.95 1.534 V.4 2.389 0.17 2.395 0.61 2.238
T.6 2.085 0.27 2.089 0.66 1.917 V.5 2.570 0.17 2.576 0.61 2.326
T – Transverse mode; V – Vertical mode; L –Longitudinal mode.
330 Xu Min et al. / Procedia Structural Integrity 5 (2017) 325–331
Xu Min, Luís O. Santos/ Structural Integrity Procedia 00 (2017) 000–000 6

5.3. Continuous dynamic monitoring

The dynamic monitoring system has been operating since October 2014. The proposed OMA methodology was
implemented in the continuous monitoring system.
Every time, when an hourly record finished, the modal identification is carried out automatically. The record is
pre-processed with a low-pass filtering at 10 Hz and then decimated to 25 Hz. The vibrations associated with the rail
traffic are eliminated. Finally, the operational modal analysis is performed separately for vertical and transverse
accelerations.
Fig. 9 presents the natural frequencies identified from the hourly measurements in the period between October
2014 and December 2016. As shown, the proposed methodology is able to identify about 30 vibration modes based
the vibration acquired from few accelerometers. The median values of the dynamic characteristics for each identified
mode are presented together with the test and numeric results in Table 1.

From transverse accelerations From vertical accelerations

Fig. 9. Natural frequencies identified by OMA

The analysis of the identified frequencies over time allows detecting the thermal effect. The relationship between
the temperature and the frequency is almost linear. This behaviour can be found in all the identified vibration modes,
increasing for higher order vibration modes.
Therefore, the detection of any structural changes, as abnormal occurrences or damages, is only possible if the
effects of the environmental and operational factors are removed from the modal parameters variation or minimized.
For this purpose, the technique Multiple Linear Regression (MLR) was used. The aim is to reproduce the part of
variance in measured parameters that is associated with changes in environmental and operational conditions.
Assuming that the variation of the measured values in the structure results from external actions, the relationship
between the dependent variable y (observed values) and the explanatory variables x (actions) can be expressed by:
𝑛𝑛

𝑦𝑦 = 𝐴𝐴0 + ∑ 𝐴𝐴𝑖𝑖 𝑥𝑥𝑖𝑖 + 𝜀𝜀 (1)

1

If the MLR model is adequate, the difference between the measured and predicted values, ε, should be random
samples with normal distribution. Any deviation could be an indication of an extraordinary event occurrence.
For the case study, as explanatory variables were considered the temperature measured inside concrete, at the top
and bottom slabs and the webs. The traffic action is also taken into account. By this way, the time evolution of the
identified frequency were explained by the MLR model (Fig. 10) and the random remaining values (Fig. 11), which
standard deviation were less 0.002 Hz, have not evidences for unusual changes.
 Xu Min, Luís
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Min et al. /Structural Integrity Procedia
Procedia Structural Integrity00 (2017)325–331
5 (2017) 000–000 3317

1st tranversal mode (f=0.405 Hz) 1st vertical mode (f=0.770 Hz)

Fig. 10. Time evolution of two natural frequencies and the predicted values by the MLR model

1st tranversal mode (f=0.405 Hz) 1st vertical mode (f=0.770 Hz)
Confidence interval 95% Confidence interval 95%

Fig. 11. Remaining values obtained by the MLR model

6. CONCLUSIONS

The São João Railway Bridge was instrumented during the construction and its structural behaviour has been
experimentally followed since then. In 2014, a vibration-based continuous monitoring system, including 6 uniaxial
accelerometers, was installed on the bridge.
In order to achieve the identification of modal parameters of the structure on real-time, an integrated procedure was
developed to automatically carry out the data processing and to extract the modal parameters, using the Stochastic
Subspace Identification technique (SSI) and cluster analysis.
The results obtained in the São João railway bridge show the good performance of the developed procedure. It was
possible to identify a significant number of vibration modes with only a few accelerometers. However, the mode
shapes were roughly defined, what makes hard to match the calculated modes. The vibration test with a larger number
of measuring points had become very convenient to find out about 30 modes.
The modal parameters evolution during two years of measurements shows the environmental and operational
influence on the modal parameters. The Multiple Linear Regression model was used to remove or minimize effects
of the environmental and operational factors in the modal parameters variation. The results permit to characterize the
reference state of the structure and can be used to detect an abnormal behaviour.

References

Bastos, J., 1993. "External prestressing system in the new S. João Bridge”. Workshop Behaviour of External Prestressing in Structures (pp. 397-
404). Saint-Rémy-lès-Chevreuse, France: Association Française Pour la Construcion.
Castanheta, M., 1993. Observation of the new railway bridge over the river Douro. Report 52/93-NOE, LNEC.
Computers & Structures Inc (CSI), 2010- SAP2000 Structural Analysis Program. Version 17.3.0.
Santos L.O., 2009. “Upgrading of São João Bridge Structural Health Monitoring System”. IABSE International Symposium on Sustainable
Infrastructure: Environment Friendly, Safe and Resource Efficient, Bangkok, Thailand.
Structural Vibration Solutions (SVS), 2005. ARTeMIS Extractor Handy. Release 3.5, Denmark.
Xu, M., Santos, L. O., Vieira, T., 2016. Modal Identification of Bridges based on Continuous Dynamic Monitoring. EWSHM 2016. Bilbao, Spain.

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