Transcript svf.uniza.sk

DEFICIENCY POINT METHOD FOR
EXISTING BRIDGE EVALUATION
J. Vičan, P. Koteš a J. Slavík
University of Žilina
Faculty of Civil Engineering
Department of Structures and Bridges
INTRODUCTION
At present, there are 2 281 railway bridges and 7 444 road bridges
(without motorway bridges) in Slovakia, from which more than 20
% have not satisfactory loading capacities and about 2,5 % of all
bridges are in critical technical condition.
From the viewpoint of aforesaid and in accordance with experience
of the most developed European countries, there is a need to apply
complex system approach and create the computer - aided Bridge
management system based on the more sophisticated bridge
evaluation.
INFORMATION SYSTEM OF SLOVAK RAILWAYS
CENTRAL BRIDGE DATABASE
ADMINISTRATOR BRIDGE DATABASE
INVARIABLE
PARAMETERS
Bridge
Bridge
adminisadministratration
tion
data
data
Structural
system
and
material
Basic
geometrical
parameters
VARIABLE
PARAMETERS
INFORMATION AND REGISTRATION MODUL
Passing
clearance
- On the bridge
- Under the
bridge
Another data
(bridge accessories,
dewatering system)
Catalogue of
dynamic
characteristics,
verified
theoretical model
model
Inspection
results,
diagnostic
data
Catalogue
of
failures
Maintenance
and repair
data
BRIDGE EVALUATION MODULE
Database of knowledge
(codes, guidelines)
Computer aids
database
Load-carrying capacity
Passage of traffic load
Bridge classification
Financial
resources
DECISION- MAKING PROCESSES
Maintenance
strategy
Bridge order for repair
and rehabilitation
Fig. 1 Structure of the bridge database
Cost
calculations,
Economic
effects
RELIABILITY-BASED EVALUATION OF
EXISTING BRIDGES
– Primary parameters:
• Bridge loading capacity (LLRF) respecting actual technical
bridge condition,
• Bridge spatial arrangement (on bridge and under bridge
structure),
• Bridge age or its remaining lifetime.
– Secondary parameters:
• Parameter of road traffic intensity replacing bridge
categorization according to road classification
• Parameter of the bridge length underlining bridge
significance from the building and economical viewpoint.
BRIDGE EVALUATION USING
DEFICIENCY POINTS METHOD
Proposed method of Deficiency points
respects following basic effects:
•
•
•
•
•
Actual bridge loading capacity (BLC),
Actual bridge technical condition (BTC),
Actual bridge deck width (BW),
Actual vertical bridge clearance over and under the
observed bridge (BH),
Actual bridge age and its planned remaining lifetime
(BA).
Secondary parameters:
• Parameter of the road traffic intensity
• Parameter of the bridge length
taking into account bridge significance from the
building and economical viewpoint
Global number of deficiency points should be determined
according following equation:
DP = WLC BLC + WTC BTC + WW BW + WH BH + WA BA
while DP Є  0,100 
Influence of particular parameters is taken into account by weight
factors:
WLC +WTC + WW +WH +WA = 100,
where
BLC
BTC
BW
BH
BA
Wj
is the number of deficiency points due to actual bridge loading capacity,
is the number of deficiency points taking actual technical condition into
account,
is the number of deficiency points allowing for actual bridge deck
width,
is the number of deficiency points allowing for actual bridge vertical
clearance over and under the bridge observed,
is the number of deficiency points from the bridge age viewpoint,
are the weighting factors of individual evaluation parameters from the
viewpoint of their influence on the complex bridge evaluation.
Influence of bridge loading capacity
 LLRFmax  LLRF 
n1
BLC  
  WT K T  WL K L 
LLRFmax


While BLC > 0 and
LLRFmax is the maximum characteristic value of the bridge
loading capacity,
LLRF is the actual value of the bridge loading capacity,
WT
is the weight factor of transport intensity influence,
WL
is the weight factor of bridge length influence,
n1
is the exponent allowing for category of communication.
Loading capacity
is the basic evaluation parameter of the existing bridge
reliability.
The loading capacity can be characterized as the relative
member design resistance expressed in the design load effects
of the standard load model
n-1


LLRF   R d   Ers,Sd,i  / ESd
i 1


(1)
where
Rd is the design resistance of the bridge loading capacity limiting
member
ESd are the design load effects of the standard load model
o n 1
E
rs,Sd,i
i 1
are design values of the other load effects affecting the
bridge in combination with traffic load.
WT + WL = 1,0
KT
is the factor taking into account influence of transport
intensity
 ADI  ADTI 
1  max ADI 
KT  n
ADI
ADTI
n
 ADTI 
2  max ADI 
is average daily transport intensity on the bridge,
is average daily intensity of truck transport on the
observed bridge,
max ADI is the maximum daily transport intensity in frame of
evaluated region,
n1, n2
are factors allowing for influence of automobile or truck
transport 0 < n1 < 1,0 a 0< n2 < 1,0.
KL is the coefficient allowing for bridge length effect
BL
KL 
BL,max
where
BL
is the bridge length,
BL,max is the maximum bridge length in frame of evaluated
region.
Influence of bridge technical condition
ж 7 - TC цч
n1
BTC = зз1W
K
+
W
K
(
)
ч
T
T
L
L
зи
4 чш
while BTC  0 and
TC is the actual evaluation of existing bridge technical
condition.
The given formulae is valid for road bridges, whose
technical condition is classified into 7 classes.
Influence of bridge spatial arrangement
Effect of bridge deck width
n1
 SW  W 
BW  
  WT K T  WL K L 
 SW 
while BW > 0 and
SW
W
is the standard value of bridge deck width,
is the actual value of bridge deck width.
Influence of bridge vertical clearance can be taken into
account by following formulae:
BH  0,5(H U  HO )  WT K T  WL K L 
n1
while BH > 0 and
HO
HU
is an influence of bridge vertical overclearence on the
observed bridge,
is an influence of bridge vertical underclearence of the
observed bridge.
Influence of bridge vertical overclearence of the
observed bridge
SH O  H O
HO 
SH O
while HO > 0 and
SHO
HO
SHO =
SHO =
SHO =
SHO =
is the standard value of the vertical overclearence on the
observed bridge,
is the actual value of this parameter on the observed
bridge.
6.0 m for railway communication,
4.80 m for roads of I. and II. category,
4.50 m for roads of III. category,
4.20 for local communications.
Influence of vertical underclearence of the observed
bridge
SH U  H U
HU 
SH U
while HU > 0 and
SHU
is the standard value of the bridge vertical
underclearence of the observed bridge,
HU
is the actual value of this parameter
SHU = 6.0 m over railway communication,
SHU = 4.80 m over roads of I. and II. category,
SHU = 4.50 m over roads of III. category,
SHU = 4.20 over local communications,
SHU = 0.50 over rivers.
Influence of bridge age
  RC  TD  RE  
n1
BA  1  
   WT K T  WL K L 
TD

 
while BA > 0 and
TD is the design bridge lifetime in years,
TD = 100 years,
RC is year of bridge construction or reconstruction,
RE is year of the bridge evaluation.
Váhové faktory
- Vplyv zaťažiteľnosti
WLC = 30
- Vplyv technického stavu
WTC = 45
- Vplyv šírkového usporiadania na moste
WW = 10
- Vplyv výškového usporiadania na moste a pod mostom WH = 5
- Vplyv veku mosta
WA = 10
- Vplyv intenzity dopravy
WT = 0,8
- Vplyv dĺžky premostenia
WL= 0,2
- Koeficient vplyvu intenzity dopravy
n1 = 0,5
- Koeficient vplyvu nákladnej cestnej dopravy
n2 = 1,0
- Koeficient vplyvu osobnej cestnej dopravy
n3 = 1,0
50,00
45,00
40,00
35,00
30,00
25,00
20,00
15,00
10,00
5,00
0,00
Bz vplyv zaťaž.
Bsp vplyv šírky
Bvp vplyv výšk.usp.
Bzz vplyv veku
Bts vplyv techn.st.
Nb nedostat. body
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47
50,00
45,00
40,00
35,00
30,00
25,00
20,00
15,00
10,00
5,00
0,00
Bz vplyv zaťaž.
Bsp vplyv šírky
Bvp vplyv výšk.usp.
Bzz vplyv veku
Bts vplyv techn.st.
Nb nedostat. body
1 3
5
7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47
60,00
50,00
40,00
Nb
30,00
Vn
TS
20,00
10,00
0,00
[ Rok výroby ]
19
96
19
90
19
88
19
81
19
78
19
78
19
77
19
77
19
74
19
65
19
62
19
59
19
56
19
10
19
00
19
00
Vplyv doby výstavby
50,00
40,00
30,00
20,00
10,00
0,00
50,00
45,00
40,00
35,00
30,00
25,00
20,00
15,00
10,00
5,00
19
00
19
00
19
10
19
56
19
59
19
62
19
65
19
74
19
77
19
77
19
78
19
78
19
81
19
88
19
90
19
96
0,00
Vplyv doby výstavby
Vplyv zmeny Wz a Wts na hodnotu Nb
50,00
45,00
40,00
35,00
30,00
[50,25]
25,00
[40,35]
20,00
[30,45]
15,00
10,00
5,00
0,00
1
3
5
7
9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47
Vplyv zmeny Wz a Wts na hodnotu Nb
50,00
45,00
40,00
35,00
30,00
[50,25]
25,00
[30,45]
20,00
[40,35]
15,00
10,00
5,00
0,00
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47
Thanks for your attention