TY - CONF A1 - Ebell, Gino T1 - Mögliche Fehlerquellen in der Praxis N2 - Die Potentialfeldmessung ist ein etabliertes und weit verbreitetes Verfahren zur Beurteilung des Korrosionszustandes der Bewehrung in Stahlbetonbauwerken. Mit Hilfe dieses Verfahrens können Bereiche aktiv korrodierender Bewehrung zerstörungsfrei lokalisiert werden. In der Regel kommt diese Messmethode bei der Detektion chloridinduzierter Korrosion zum Einsatz. Bei der Durchführung dieser Messung gibt es jedoch messtechnikspezifische Fehlerquellen und äußere Einflüsse aus dem zu untersuchenden Bauwerk die eine Interpretation der Messergebnisse signifikant beeinflussen können. T2 - Sachkundelehrgang zur Durchführung von Potentialfeldmessungen 2022 CY - Baruth/Mark, Germany DA - 16.05.2022 KW - Korrosion KW - Potentialfeldmessung PY - 2022 AN - OPUS4-54872 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ziegler, Mathias A1 - M., Daniel T1 - Thermografie im Fokus: Aktuelle Normen und Standards N2 - Die Thermografie ist trotz ihrer fortschrittlichen wissenschaftlichen und technologischen Grundlagen ein relativ neues Verfahren innerhalb der zerstörungsfreien Prüfmethoden. Aufgrund ihrer zahlreichen Vorteile gewinnt sie zunehmend an Beliebtheit. Für eine breitere Anwendung, insbesondere in der Industrie, sind Normen, Standards und technische Richtlinien von großer Bedeutung. In diesem Beitrag wird der aktuelle Stand der Normung in Deutschland beleuchtet. Wir erläutern die bestehenden Normen und technischen Regelungen für die Thermografie sowohl national, europäisch als auch international und werfen einen Blick in die Zukunft. Zudem ist die Normungsarbeit auf die Mitwirkung interessierter Kreise angewiesen, dazu zählen u.a. industrielle und akademische Anwender*innen, Gerätehersteller*innen, Forschungseinrichtungen, öffentliche Hand, Dienstleistungsunternehmen. Wir laden Sie ein, Ihre Bedarfe in Bezug auf Normungsprojekte und Ideen einzubringen und direkt an die Autoren zu senden. T2 - DGZfP-Jahrestagung 2025 CY - Berlin, Germany DA - 26.05.2025 KW - Thermografie KW - Normen KW - Standards PY - 2025 AN - OPUS4-63525 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Feistkorn, S. A1 - Algernon, D. A1 - Arndt, R. A1 - Ebell, Gino A1 - Friese, M. A1 - Grosse, C. U. A1 - Holstein, R. A1 - Niederleithiger, Ernst A1 - Schickert, M. A1 - Schulze, S. A1 - Taffe, A. A1 - Walther, A. A1 - Wolf, J. A1 - Zoega, A. A1 - Zwanzig, M. T1 - Introduction to DIN 4871: Qualification of NDT Personnel in Civil Engineering (NDT‐CE) N2 - Recently, non-destructive testing in civil engineering (NDT-CE), in particular of concrete components, has successfully mastered the leap from research to practice. Several methods have been established for field inspections to determine the concrete cover of reinforcement or to estimate the compressive strength as well as other parameters related to the concrete material. In addition, the application of non-destructive testing is indispensable, if information about the inner structure - such as the location of rebars and tendon ducts or the damage-related condition assessment to detect grouting defects, honeycombs, delamination, or corrosion - is required. Besides the selection of a suitable NDT method and an appropriate inspection system, the reliability of the results depends largely on the person who applies the non-destructive inspection technique and evaluates the inspection results. To ensure a high quality of non-destructive concrete evaluation as well as to keep the uncertainty caused by the inspection personnel to a minimum, structured, consistent, and regulated theoretical as well as practical training of inspection personnel is essential. To close this gap, the subcommittee of education and training (UA-A) within the committee for NDT-CE of the German Society for Non-Destructive Testing (DGZfP) has been reactivated in 2018 to establish uniform training standards for non-destructive concrete inspections in the long term. The subcommittee consists of scientists, practitioners, authorities, and clients. So far, the national standard DIN 4871 “Non-destructive testing - Qualification of NDT personnel in Civil Engineering (NDT-CE)” was developed. This standard considers the civil-industry-specifics, for example, that standards for NDT of concrete, as well as related product standards with a few exceptions, still do not exist at the moment. Within this presentation, the concept, the connection to ISO 9712 and other standards as well as an overview of the recently developed German standard DIN 4871 will be presented. T2 - NDT-CE 2022 CY - Zurich, Switzerland DA - 16.08.2022 KW - Non-destrucive testing KW - Civil engineering PY - 2022 AN - OPUS4-55526 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino A1 - Burkert, Andreas T1 - Prestressed concrete structures with concentrated tendons - Structural damage due to hydrogen-induced stress corrosion cracking N2 - Hydrogen-induced stress corrosion cracking (HSCC) is well known, and highly sensitive pre-stressing steels are normally not available on the market. But in the case of existing structures, it could be necessary to ensure their safety through special kinds of investigations. Those kinds of investigations are often not applicable in a non-destructive way. Therefore, a once in a lifetime project was initiated. In the course of the deconstruction of the "Bridge of the 20th anniversary of the GDR" at the Altstädter Bahnhof in Brandenburg a. d. Havel, new information on the initiation of hydrogen-induced stress cracks could obtained. The initial observation to do several investigations at this bridge are several meters long longitudinal cracks in the concrete web of the box girder above and below the tension duct. The BAM was commissioned by the Brandenburg State Road Administration to participate in a corresponding joint project which is financed by the Federal Ministry for Digital and Transport. The added value of the new information gained in this project goes beyond the specific structure. It describes unexpected new damage patterns that can be transferred to other structures with concentrated tendons (tendon block method and Baur-Leonhardt method) and were previously unknown in this form. These should be made known to other developers to enable them to initiate any necessary actions. One of the major results is, the wire breaks observed at this bridge can be attributed to cracking as a result of HSCC and subsequent crack growth until breakage, due to cyclic loading from traffic and alternating restraint stresses. The probable trigger here was crevice corrosion processes at the contact points of the wires to the spacer plates in superposition with high tensile stresses due to prestressing after or with in grouting the duct. Tension wire breaks, which may have occurred before grouting and during prestressing, were not detected. The unfavorable gap situation at the spacer plates occurs over the entire cross-section of the prestressing channel and can thus affect each individual prestressing wire. Losses in the load-bearing capacity of the prestressed concrete structure can then be the result. A disadvantage of the prestressing block method in this respect is that a large number of individual wires can be affected at the same time (theoretically all wires), which can reduce the prestressing effect of the concentrated tendon accordingly. With the usual use of only one tendon per web, the possibility of load transfer to other tendons is thus not given (lack of redundancy). T2 - 4rd International Congress on Materials & Structural Stability CY - Rabat, Morocco DA - 08.03.2023 KW - Corrosion KW - HSCC KW - Wasserstoff KW - Spannungsrisskorrosion PY - 2023 AN - OPUS4-57158 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Simon, Patrick A1 - Schneider, Ronald A1 - Baeßler, Matthias A1 - Morgenthal, Guido T1 - Parallelized adaptive Bayesian updating with structural reliability methods for inference of large engineering models N2 - The reassessment of engineering structures, such as bridges, now increasingly involve the integration of models with realworld data. This integration aims to achieve accurate ‘as-is’ analysis within a digital twin framework. Bayesian model updating combines prior knowledge and data with models to enhance the modelling accuracy while consistently handling uncertainties. When updating large engineering models, numerical methods for Bayesian analysis present significant computational challenges due to the need for a substantial number of likelihood evaluations. The novelty of this contribution is to parallelize adaptive Bayesian Updating with Structural reliability methods combined with subset simulation (aBUS) to improve its computational efficiency. To demonstrate the efficiency and practical applicability of the proposed approach, we present a case study on the Maintalbrücke Gemünden, a large railway bridge. We leverage modal property data to update a linear-elastic dynamic structural model of the bridge. The parallelized aBUS approach significantly reduces computational time, making Bayesian updating of large engineering models feasible within reasonable timeframes. The improved efficiency allows for a wider implementation of Bayesian model updating in structural health monitoring and maintenance decision support systems. KW - Bayesian model updating KW - Bayesian updating with structural reliability methods KW - Structural health monitoring KW - Parallelization KW - Modal analysis KW - Railway bridge PY - 2025 UR - https://nbn-resolving.org/urn:nbn:de:kobv:b43-633686 DO - https://doi.org/10.1177/13694332251346848 SN - 1369-4332 SN - 2048-4011 SP - 1 EP - 26 PB - Sage AN - OPUS4-63368 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Merkblatt B03 der DGZfP Ausgabe April 2021 N2 - Durch das alkalische Porenwassermilieu ist Stahl im Beton vor Korrosion geschützt. Unter ungünstigen Umgebungsbedingungen (Karbonatisierung, Chlorideintrag) kann die passive Deckschicht auf der Stahloberfläche zerstört werden. Im weiteren Verlauf können sich korrosionsbedingte Folgeschäden, wie Risse und Abplatzungen am Bauwerk ergeben. Um notwendige Sanierungsmaßnahmen sind frühzeitige und weitgehend zerstörungsfrei ermittelte Informationen über das aktuelle Korrosionsverhalten der Stahlbewehrung von großer Bedeutung. Die Potentialfeldmessung ist ein etabliertes und weit verbreitetes Verfahren zur Beurteilung des Korrosionszustandes der Bewehrung in Stahlbetonbauwerken. Mit Hilfe dieses Verfahrens können Bereiche aktiv korrodierender Bewehrung zerstörungsfrei lokalisiert werden. In der Regel kommt diese Messmethode bei der Detektion chloridinduzierter Korrosion zum Einsatz. Wie und unter welchen Randbedingungen dieses Messverfahren zielführend eingesetzt werden kann, ist im Merkblatt B 03 der dgzfp erörtert. T2 - Sachkundelehrgang Potentialfeldmessung CY - Aachen, Germany DA - 25.06.2024 KW - Korrosion KW - Potentialfeldmessung PY - 2024 AN - OPUS4-60586 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Potentialfeldmessung in Theorie und Praxis N2 - Durch das alkalische Porenwassermilieu ist Stahl im Beton vor Korrosion geschützt. Unter ungünstigen Umgebungsbedingungen (Karbonatisierung, Chlorideintrag) kann die passive Deckschicht auf der Stahloberfläche zerstört werden. Im weiteren Verlauf können sich korrosionsbedingte Folgeschäden, wie Risse und Abplatzungen am Bauwerk ergeben. Um notwendige Sanierungsmaßnahmen sind frühzeitige und weitgehend zerstörungsfrei ermittelte Informationen über das aktuelle Korrosionsverhalten der Stahlbewehrung von großer Bedeutung. Die Potentialfeldmessung ist ein etabliertes und weit verbreitetes Verfahren zur Beurteilung des Korrosionszustandes der Bewehrung in Stahlbetonbauwerken. Mit Hilfe dieses Verfahrens können Bereiche aktiv korrodierender Bewehrung zerstörungsfrei lokalisiert werden. In der Regel kommt diese Messmethode bei der Detektion chloridinduzierter Korrosion zum Einsatz. T2 - Vorlesung TU Berlin CY - Online meeting DA - 10.06.2020 KW - Korrosion KW - Corrosion KW - Potentialfeldmessung PY - 2020 AN - OPUS4-50905 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Schwarz, W. A1 - Wilsch, Gerd A1 - Katsumi, N. A1 - Ebell, Gino A1 - Völker, Tobias T1 - Ion distribution in concrete overlay, mapped by laser induced breakdown spectroscopy (LIBS), modified by an embedded zinc anode N2 - Galvanic corrosion protection by embedded zinc anodes is an accepted technique for the corrosion protection of reinforcing steel in concrete. Galvanic currents flow between the zinc anode and the steel reinforcement due to the potential difference that is in the range of a few hundred mV. The ion distribution was studied on two steel reinforced concrete specimens admixed with 3 wt.% chloride/wt. cement and galvanically protected by a surface applied EZ-anode. On both specimens, a zinc anode was embedded and glued to the concrete surface by a geo-polymer-based chloride-free binder. At one specimen, the EZ-anode was operated for 2,5 years, the EZ-anode at the other specimen was not electrically connected to the reinforcement, this specimen serves as a reference. Both specimens have been stored under identical conditions. The ion distribution between the anode (EZ-anode) and cathode (steel reinforcement) was studied by laser-induced breakdown spectroscopy (LIBS) after 7 months, 12 months, and 2,5 years. Results of the LIBS studies on the specimen with activated EZ-anode after 7 months, 12 months, and 2,5 years and of the reference specimen after 2,5 years are reported. Results show that diffusion of ions contributes to the changes in the ion distribution but migration, especially of chlorides towards the EZ-anode is significant despite the weak electric field – several hundred millivolts - generated by the galvanic current. Results show that chloride ions accumulate near the zinc-anode as in water-insoluble zinc-hydroxy chlorides - Simonkolleit. T2 - ICCRRR 2022 CY - Capetown, South Africa DA - 03.10.2022 KW - Korrosion KW - Corrosion KW - LIBS KW - Zinc PY - 2022 AN - OPUS4-55948 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Kluge, Martin T1 - Simulation and experimental determination of the self ignition of tetrafluoroethylene in a 100-dm³-autoclave N2 - The gaseous TFE is a monomer which is used to form PTFE, also known as Teflon®, by a polymerisation process at elevated conditions of temperature and pressure. TFE belongs to the group of chemically instable gases which are able to decompose under specific conditions releasing a huge amount of heat comparable to a gas explosion of flammable gases. Due to several incidents in PTFE – production plants the investigation of the safety related properties of TFE at elevated condition was necessary and resulted in a research project at BAM which is subsidized by the PlasticsEurope association. In a first stage the pressure dependence of the Minimum Ignition Temperature for Decomposition (MITD) was determined in the range of 0.5 MPa - 3 MPa in small autoclaves with volumes of 0.2 dm³ and 3 dm³. These results were used to validate the numerical model and were found to correlate quite well with the simulated values. Nevertheless the applicability had to be confirmed for larger volumes as well. Therefore a heat able 100-dm³-autoclave was constructed and build to determine the MITD in the range of 0.5 MPa to 1.1 MPa. T2 - 8th European Congress of Chemical Engineering CY - Berlin, Germany DA - 25.09.2011 KW - Ignition temperature KW - Self decomposition KW - MITD KW - TFE KW - Tetrafluoroehtylene PY - 2011 N1 - Das Poster hat den Adolf-Martens-Preis im Bereich "Safety Engineering" erhalten. - The poster was awarded the Adolf Martens Prize in the section "Safety Engineering". N1 - Geburtsname von Kluge, Martin: Beckmann-Kluge, M. - Birth name of Kluge, Martin: Beckmann-Kluge, M. AN - OPUS4-55754 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Prestressed Concrete Structures with Concentrated Tendons - Structural Damage due to Hydrogen-Induced Stress Corrosion Cracking N2 - In the course of the deconstruction of the "Bridge of the 20th anniversary of the GDR" at the Altstädter Bahnhof in Brandenburg a. d. Havel, new information on the initiation of hydrogen-induced stress cracks was obtained. BAM was commissioned by the Brandenburg State Road Administration to participate in a corresponding joint project which is financed by the Federal Ministry for Digital and Transport. The added value of the new information gained in this project goes beyond the specific structure. It describes unexpected new damage patterns that can be transferred to other structures with concentrated tendons (tendon block method and Baur-Leonhardt method) and were previously unknown in this form. These should be made known to other developers to enable them to initiate any necessary actions. T2 - Eurocorr 2022 CY - Berlin, Gemany DA - 29.08.2022 KW - Korrosion KW - Corrosion KW - Hydrogen KW - Stress Cracking PY - 2022 AN - OPUS4-55613 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Seifert, Lando T1 - Promotionsvorhaben: Initiierung von Spannungsrisskorrosion in hochfesten Spannstählen N2 - This talk is a about the PhD-topic “initiation of hydrogen-induced stress corrosion cracking of prestressing steels (HiSCC)”, which is a major concern in civil engineering, particularly for prestressed concrete roofs and bridges. The susceptibility of prestressing steels to HiSCC is mainly influenced by manufacturing processes and the chemical composition, while the ability to hydrogen charging is by the environmental and surface conditions. To know about the real nature of susceptibility of the prestressing steel might be an important puzzle piece to contribute to safe prestressed concrete structures in the future. The material susceptibility of prestressing steels toward HiSCC is a topic which must be studied independently of the environmental conditions. This cumulative dissertation will focus on the most important aspects of material properties that play a role in the initiation point of HiSCC. T2 - Instituts-Symposium der TU München "Spannstahltage TUM" CY - Garching bei München, Germany DA - 14.11.2024 KW - Prestressing Steels KW - ISO 15630-3 KW - Hydrogen-induced Stress Corrosion Cracking KW - Brittle Fracture PY - 2024 AN - OPUS4-62052 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Potential Mapping - What could we measure and what should we able to detect – guideline B03 of DGZfP N2 - “Electrochemical potential mapping according to guideline B3 of DGZfP (German Society for Non-Destructive Testing) is a recognized technique for the localization of corroding reinforcing steels. Areas of corroding reinforcement steel can be located in a non-destructive manner by means of this procedure. Half‐cell potential measurements are used in order to detect chloride‐induced corrosion. However, it is not recommended in order to assess the risk of carbonation‐induced corrosion. For this purpose, determining the carbonation depth and the concrete cover appears more appropriate. The content of this specification exclusively refers to the application of mobile, local variable reference electrodes, which are only placed on the concrete surface while measuring. The technique distinguishes itself thereby from the range of corrosion monitoring systems with stationary installed reference electrodes and sensor systems, respectively, whereby it is possible to continuously track measurements within the area of the installed electrodes. However, these methods are not dealt with in this specification.” T2 - NDT-CE 2022 CY - Zurich, Switzerland DA - 16.08.2022 KW - Korrosion KW - Potentialfeldmessung KW - Corrosion KW - Half-cell potential KW - Potential mapping PY - 2022 AN - OPUS4-55524 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino A1 - Lehmann, Jens A1 - Burkert, Andreas T1 - Weathring camopaigns to determine corrosivity on offshore wind turbines N2 - ISO 9223 standard for the classification of corrosivity in atmospheres is based on the mass loss of standard samples. We are concerned with the question of which corrosivity categories for Fe-sheets can be found at an offshore wind turbine and where they are comparable with our offshore locations. The preliminary results indicate that the extreme corrosivity of class CX is only given in splash water-affected exposure, which is not a real atmospheric exposure condition. The results of the exposure at the SP show that the corrosivity category changes into C4, only a few meters above the splash water zone. Compared to the marine environments at Helgoland or OSS-Platform, the corrosivity is higher. The offshore environment is not as corrosive as originally expected, no atmospheric corrosion attack could be determined that would form the corrosivity category C5. T2 - Eurocorr 2024 CY - Paris, France DA - 01.09.2024 KW - Korrosion KW - Corrosion PY - 2024 AN - OPUS4-60973 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Seifert, Lando A1 - Fabian, Maxine A1 - Ebell, Gino T1 - Spannungsrisskorrosion von Spannstählen N2 - Im Rahmen des Events des Berufsnetzwerks "die junge gfkorr" der Gesellschaft für Korrosionsschutz e.V. wurde dieser Fachvortrag Spannungsrisskorrosion von Spannstählen gehalten. Als Einstieg wurde der prominente Schadensfall des Teileinsturz der Carolabrücke in Dresden gezeigt. Aktuelle Forschungen des Fachbereich 7.6 auf dem Gebiet fokussieren sich auch auf dem Einfluss von atmosphärischen Schwefeldioxids auf die Rissinitiierung, der Weiterentwicklung von Spannungsrisskorrosionstest für Spannstähle und der Mitarbeit neuer Tools zur Abschätzung von Restnutzungsdauern gefährdeter Bestandsbrücken. T2 - die junge gfkorr @ Dörken Coatings CY - Herdecke, Germany DA - 26.05.2025 KW - Spannstahl KW - Spannungsrisskorrosion KW - Carolabrücke KW - Schwefeldioxid PY - 2025 AN - OPUS4-63264 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Steinbock, O. A1 - Bösche, T. A1 - Ebell, Gino A1 - Kaplan, F. A1 - Marzahn, G. T1 - Erfahrungen aus dem Rückbau der Brücke am Altstädter Bahnhof in der Stadt Brandenburg N2 - Bei der Brücke Altstädter Bahnhof handelte es sich um eine große Spannbetonkonstruktion, die einen elementaren Ver­kehrsknotenpunkt in der Stadt Brandenburg an der Havel bil­dete. Entgegen üblichen Spannbetonkonstruktionen mit kleinen Bündelspanngliedern kamen beim Haupttragwerk in Längsrich­tung großformatige Spannblockspannglieder zum Einsatz. Im Fall der vorliegenden Brücke setzte sich das Spannglied aus 392 ovalen Einzeldrähten aus Hennigsdorfer Produktion zusam­men, welche als spannungsrisskorrosionsgefährdet gelten. Bei Bauwerkserkundungen wurde ein hoher Versprödungsgrad der Spannstähle festgestellt, sodass die Brücke am 19.05.2021 ge­sprengt werden musste. Zuvor traten im Bereich detektierter Spanndrahtbrüche von außen erkennbare Längsrisse in den Stegen anstatt von üblicherweise quer gerichteten Biegerissen an der gezogenen Randfaser auf. Die abweichende Schadens­äußerung im Falle einer Spannstahlschädigung brachte das Bundesministerium für Digitales und Verkehr (BMDV) dazu, weitergehende Untersuchungen durchzuführen. In Zusammen­arbeit mit dem Landesbetrieb Straßenwesen Brandenburg, der Hochschule für Technik und Wirtschaft Dresden sowie der Bundesanstalt für Materialforschung und ­prüfung (BAM) wur­den experimentelle Untersuchungen in­situ konzipiert und durchgeführt. Im Konkreten wurde an zwei Messstellen eine gezielte Schädigung des großformatigen Spannglieds vorge­nommen, um das zuvor vorgefundene Schadensbild nach­zuvoll ziehen und validieren zu können. Konzept, Ergebnisse aus den Untersuchungen und Erkenntnisse für gleichartig ausge­führte Bauwerke sind Gegenstand des ersten Beitrags (Teil 1). Der zweite Teil [1] wird sich im Schwerpunkt den verwendeten Messverfahren und Monitoringsystemen widmen, welche die Durchführung des Versuchs begleiteten. KW - Korrosion KW - Spannungsrisskorrosion KW - Spannstahl KW - Wasserstoff PY - 2022 DO - https://doi.org/10.1002/best.202200051 VL - 117 IS - 1 SP - 572 EP - 580 PB - Ernst & Sohn CY - Berlin AN - OPUS4-55329 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Spannbetonbauwerke - Von der Initiierung zum Schaden N2 - Wasserstoffinduzierte Spannungsrisskorrosion an hochfesten und hochempfindlichen Spannstählen führt an bestehenden Brückenbauwerken nach Jahren der Rissinitiierung zu Trag- und Standsicherheitsverlusten. Anhand des Beispiels der Brücke am Altstädter Bahnhof gibt es eine bauartbedingte Schadensinitiierung die über den gesamten Spannkanalquerschnitt zu Spannungsrisskorrosion führen kann. T2 - 3-Länder Korrosionstagung CY - Zurich, Switzerland DA - 28.10.2021 KW - Korrosion KW - Spannstahl KW - Spannungsrisskorrosion PY - 2021 AN - OPUS4-53676 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Benseghier, Z. A1 - Cuéllar, Pablo A1 - Luu, L.-H. A1 - Bonelli, S. A1 - Philippe, P. T1 - A parallel GPU-based computational framework for the micromechanical analysis of geotechnical and erosion problems N2 - This article deals with the relevance and practical feasibility of micromechanical simulations for their application to general geomechanical problems involving fluid-saturated granular assemblies, whether frictional or cohesive. A set of conceptual and numerical tools is here presented, advocating for a parallel computation using graphical processing units (GPUs) to treat large numbers of degrees of freedom with conventional Desktop computers. The fluid phase is here simulated with a particle-resolved approach in the frame of the Lattice Botzmann Method (LBM) while the granular solid phase is modelled as a collection of discrete particles from a Molecular Dynamics DEM perspective. The range of possible material behaviours for the solid granular phase is intended here to cover a broad spectrum from purely frictional to viscous cohesive materials with either brittle or transient debonding features. Specific details of the implementation and some validation cases are put forward. Finally, some exemplary applications in the fields of soil erosion and geotechnical profile installation are provided along with a discussion on the parallel performance of the presented models. The results show that a micromechanical approach can be feasible and useful in practice, providing meaningful insights into complex engineering problems like the erosion kinetics of a soil under an impinging jet or the penetration resistance of a deep foundation in a layered soil profile. KW - Offshore geomechanics KW - Erosion KW - Micromechanical modelling KW - LBM-DEM KW - GPU Parallel computing PY - 2020 UR - https://nbn-resolving.org/urn:nbn:de:kobv:b43-502309 DO - https://doi.org/10.1016/j.compgeo.2019.103404 VL - 120 SP - Paper 103404, 1 PB - Elsevier Ltd. AN - OPUS4-50230 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Karabeliov, Krassimire A1 - Cuéllar, Pablo A1 - Baeßler, Matthias A1 - Rücker, Werner T1 - System identification of inverse, multimodal and nonlinear problems using evolutionary computing - Application to a pile structure supported on nonlinear springs N2 - This paper deals with the system identification of a mechanical structure supported by nonlinear springs subjected to an external load. If all mechanical parameters of the system were known, the displacement of the system subjected to this load could be easily calculated. However, the monitoring applications often deal with the inverse problem. The loads and displacements of the system are known and certain mechanical Parameters of the system are sought. The solution of such inverse problems can be difficult, especially when they have a nonlinear and multimodal character, which often makes them appear intractable at first sight. However, evolutionary computing can be applied to solve this inverse, nonlinear and multimodal problem. Sometimes a prior knowledge exists on certain system properties, which is difficult to implement into analytical or numerical solvers. This knowledge can play a decisive role in identifying the System properties and it can be easily included as a boundary condition when applying evolutionary algorithms. This article discusses how and under what conditions the unknown spring resistances can be identified. The practical application of this procedure is exemplified here with the mechanical system of a pile foundation. KW - Evolutionary computing KW - Inverse problem KW - Multimodal solution KW - System identification KW - Pile monitoring PY - 2015 DO - https://doi.org/10.1016/j.engstruct.2015.07.034 SN - 0141-0296 SN - 1873-7323 VL - 101 SP - 609 EP - 620 AN - OPUS4-39310 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Maack, Stefan T1 - Testing to reasses - Corrosion activity assessment based on NDT using a prestressed concrete bridge as case study N2 - Corrosion of concrete reinforcement is one of the major damage mechanisms affecting both the load-bearing capacity and the serviceability of reinforced concrete structures significantly. The challenge of detecting corrosion is that the corrosion process in its various forms is not immediately visible, especially in the corrosion initiation phase inside the concrete. When externally discernible damages are observed during visual inspections on the structure, the extent of the damage inside the concrete is often already significant. Corrosion caused by carbonation often leads to severe discoloration of the surface or even large-area spalling of the concrete cover. In contrast, chloride-induced corrosion is usually difficult to observe visually, but can cause much more serious damage in less time. The effect occurs locally and can lead to weakening of the cross-section of the reinforcement. This, in turn, can cause sudden structural collapses without prior notice. Therefore, it is important to investigate whether there is protection against corrosion of the reinforcement in the concrete and to detect active corrosion in the structure at an early stage. In the meanwhile, various non-destructive and minimally invasive testing methods are available to evaluate the resistance to penetration of corrosion-promoting pollutants and to detect active corrosion. In this paper, a bridge crossing the river Regen (Germany) is used as a case-study to demonstrate how the information obtained applying different testing methods can be combined and evaluated in the context of structural reassessments. Both the results of the permeability testing (Torrent tester) and the electrical resistance measurement (Wenner probe) are considered, as well as active corrosion areas are localized using the half-cell potential mapping combined with the concrete cover measurement with the eddy current method and ground penetrating radar (GPR). The results are evaluated using drill cores and in addition laser-induced breakdown spectroscopy (LIBS) was applied to obtain information about possible ion transport in the concrete. T2 - EUROSTRUCT 2021 - 1st Conference of the European Association on Quality Control of Bridges and Structures - EUROSTRUCT CY - Padova, Italy DA - 30.08.2021 KW - Nondestructive testing KW - Corrosion KW - Bridge KW - Durability assessment KW - Civil engineering PY - 2021 AN - OPUS4-53222 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Kullolli, Borana A1 - Stutz, H. H. A1 - Cuéllar, Pablo A1 - Baeßler, Matthias A1 - Rackwitz, F. ED - Cardoso, A. S. ED - Borges, J. L. ED - Costa, P. A. ED - Gomes, A. T. ED - Marques, J. C. ED - Vieira, C. S. T1 - A generalized plasticity model adapted for shearing interface problems N2 - The response of many geotechnical systems, whose structural behavior depends on shearing effect, is closely related to soil structure interaction phenomenon. Experimentally it is found that the localisation of these effect happens at a narrow soil layer next to the structure. Numerically, this behavior can be modelled through inter-face elements and adequate constitutive models. In this work, a constitutive model in the framework of Gen-eralized Plasticity for sandy soils has been chosen to be adapted for the interface zone. From the direct shear experiments a sandy soil at loose and dense states under different normal pressures is considered. The adapted constitutive model is able to reproduce contraction and dilatation of the soil according to its relative density and it shows a good agreement with the experimental data. T2 - Conference CY - Porto, Portugal DA - 25.06.2018 KW - Numerical modelling KW - Soil-pile interaction KW - Interface KW - Shearing PY - 2018 SN - 978-1-138-33198-3 VL - 1 SP - 97 EP - 102 PB - NUMGE CY - Porto, Portugal AN - OPUS4-45721 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Potentialfeldmessung in Theorie und Praxis N2 - Durch das alkalische Porenwassermilieu ist Stahl im Beton vor Korrosion geschützt. Unter ungünstigen Umgebungsbedingungen (Karbonatisierung, Chlorideintrag) kann die passive Deckschicht auf der Stahloberfläche zerstört werden. Im weiteren Verlauf können sich korrosionsbedingte Folgeschäden, wie Risse und Abplatzungen am Bauwerk ergeben. Um notwendige Sanierungsmaßnahmen sind frühzeitige und weitgehend zerstörungsfrei ermittelte Informationen über das aktuelle Korrosionsverhalten der Stahlbewehrung von großer Bedeutung. Die Potentialfeldmessung ist ein etabliertes und weit verbreitetes Verfahren zur Beurteilung des Korrosionszustandes der Bewehrung in Stahlbetonbauwerken. Mit Hilfe dieses Verfahrens können Bereiche aktiv korrodierender Bewehrung zerstörungsfrei lokalisiert werden. In der Regel kommt diese Messmethode bei der Detektion chloridinduzierter Korrosion zum Einsatz T2 - TU-Berlin Vorleseung CY - Berlin, Germany DA - 05.06.2024 KW - Korrosion KW - Potentielfeldmessung PY - 2024 AN - OPUS4-60975 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Befestigungsmittels im Bauwesen - Der richtige Werkstoff??? N2 - Die Anforderungen in verschiedenen Fachgebieten des Bauwesens an metallene Befestigungsmittels hinsichtlich des Korrosionsschutzes sind zum einen Abhängig von den verwendeten Werkstoffen und zum anderen von der Korrosivität in der jeweiligen Exposition. Hier wird ein Überblick über die gängigen Werkstoffe als auch Anwendung und Fehlerquellen verschaff T2 - TU-Berlin Vorleseung CY - Berlin, Germany DA - 05.06.2024 KW - Korrosion KW - Corrosion PY - 2024 AN - OPUS4-60974 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino T1 - Zur Deckschichtbildung an feuerverzinkten Betonstählen in chloridhaltigen Mörteln N2 - Die Deckschichtbildung an feuerverzinkten Betonstählen in chloridhaltigen Mörteln oder Betonen unterscheidet sich hinsichtlich der Korrosionseigenschaften signifikant von chloridfreien Systemen. Diese Unterschiede wurden in der dargestellten Arbeit dezidiert untersucht und dargestellt, als auch die Wechselwirkung mit dem Mörtel bei direkter Chloridzugabe. T2 - Sitzung des AK Kiki CY - Hamburg, Germany DA - 14.05.2024 KW - Korrosion KW - Verzinkt PY - 2024 AN - OPUS4-60979 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino A1 - Gündel, M. T1 - Anwendung der Feuerverzinkung zum Korrosionsschutz im Stahlwasserbau N2 - Feuerverzinkungen sind im Stahlwasserbau als primäre Korrosionsschutzmaßnahme nicht etabliert. Neu Legierungszusammensetzungen der Schmelztauchüberzüge bieten jedoch ausreichend Potential um die Dauerhaftigkeit von Stahlwasserbauten im üblichen Maße sicherstellen zu können. T2 - Forschungsbeiratssitzung des GAV CY - Darmstadt, Germany DA - 06.06.2024 KW - Korrosion KW - Potentialfeldmessung KW - Zink KW - Stahlwasserbau PY - 2024 AN - OPUS4-60587 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Ebell, Gino A1 - Achenbach, R. A1 - Harnisch, J. T1 - The dgzfp Subcommittee „Corrosion Detection in Reinforced Concrete“ N2 - The subcommittee “Corrosion Detection in Reinforced Concrete” is a technical committee within the scope of the German Society for Non-Destructive Testing (DGZfP). The international working group consists of engineers and scientists from Germany, Austria and Switzerland who work at research institutes or engineering firms and aims for the practical implementation of non-destructive testing in civil engineering (NDT-CE) methods to assess the corrosion condition of reinforced concrete (RC) structures. Therefore, the group works on technical specifications that explain the necessary theoretical background of the presented techniques but mainly provide helpful instructions for the application on-site and in the laboratory. Based on the corrosion process of steel in concrete the specifications focus on selected topics where the field engineer is getting into contact with the phenomenon. Therefore, specification B 12 highlights corrosion monitoring in reinforced and prestressed concrete structures and presents different approaches to monitor the initiation and propagation phase of corrosion and shows case studies of where these techniques were applied successfully. Specification B 03 deals with the potential-mapping technique. In addition to this specification, practical training courses and certification in this method have been developed and are offered by the working group members and are organized by the DGZfP. Both specifications, B 03 as well as B 12, are available in English. In the case of specification B 03, the current version is still in the translation process and will be available soon. Currently, the group is working on a new specification for measuring the electrical resistivity of cementitious materials, for example, to evaluate the suitability of mortars for cathodic protection applications and to validate the influence of the concrete resistivity with regard to corrosion processes of steel in concrete. Given the increasing impact of corrosion damages on infrastructural structures, the working group would like to introduce the use of the mentioned specifications to an interested international audience and thus offer the possibility to reliably detect corrosion damages at an early stage to prevent significant damages or high repair costs on RC structures. T2 - ICCRRR 2024 CY - Cape Town, South Africa DA - 03.11.2024 KW - Corrosion KW - Monitoring PY - 2024 AN - OPUS4-61603 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Rhode, Michael T1 - Joining technologies for hydrogen components: current need and future perspectives N2 - The study provides an overview of the aspects of joining and its importance in manufacturing of components for the more and more important field of hydrogen as key factor for the energy transition to a decarburized future. To this end, the fundamentals of the technology fields of hydrogen production, storage, transport, and application are presented and the state of the art of manufacturing of components for hydrogen technologies by joining is summarized. Based on representative examples from practice, research and development, the importance of joining technology in hydrogen technologies is clearly highlighted and perspectives for the future are derived. From a macroeconomic perspective, the focal points, or trends of joining technologies here include: the erection of new infrastructure for hydrogen storage and transport, and the safe conversion of existing natural gas infrastructure and its challenges for welded materials. In addition, we show the problems that are anticipated with in-service repair welding of hydrogen pipelines. In hydrogen applications, the efficient mass production of fuel cells and electrolysers is becoming increasingly important. For that reason, the importance of additive manufacturing is highlighted. Finally, the challenges for technical regulations and standardization by using hydrogen are shown. T2 - AJP 2023: 3rd International Conference on Advanced Joining Processes 2023 CY - Braga, Portugal DA - 19.10.2023 KW - Hydrogen KW - Infractstructure KW - Joining KW - Welding KW - Research PY - 2023 AN - OPUS4-58674 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Schröpfer, Dirk T1 - Projektvorstellung FOSTA P1311: Beanspruchungsgerechte Reparatur von Schweiß-verbindungen bei der Fertigung von Bauteilen aushochfesten Feinkornbaustählen N2 - Bei der Montage von Stahlkonstruktionen kommt es trotz anforderungsgerechter schweißtechnischer Fertigung vereinzelt zur Detektion von unzulässigen Unregelmäßigkeiten im Schweißbereich. Die Verarbeitungsregelwerke empfehlen das lokale thermische Ausfugen betroffener Bereiche und erneutes Schweißen, geben aber aufgrund fehlender wissenschaftlich fundierter Untersuchungen kaum Informationen zu adäquaten Reparaturkonzepten. Dies betrifft insbesondere die Berücksichtigung und Optimierung resultierender schweißbedingter Beanspruchungen durch hohe Schrumpfbehinderungen der Ausfugenuten sowie der Gefügedegradation angrenzender Bereiche durch das Ausfugen und erneute Schweißen. Gerade bei hochfesten Stahlgüten ergeben sich dadurch häufig reduzierte mechanische Eigenschaften und zusätzliche schweißbedingte Beanspruchungen sowie erneut auftretende Nahtdefekte. Deshalb sind für das Forschungsvorhaben systematische bauteilrelevante Untersuchungen der schweißbedingten Beanspruchungen und Gefügeveränderungen reparierter Schweißnähte in Abhängigkeit von der Schrumpfbehinderung und Wärmeführung beim Schweißen und Ausfugen sowie von der Reparaturzyklenanzahl geplant, mit dem Ziel Empfehlungen für beanspruchungs- und werkstoffgerechte Reparaturkonzepte abzuleiten. Hierfür sind gerade Analysen an hochfesten Stahlgüten S500 für den Offshore-Bereich und S960QL für den Mobilkranbau interessant, die zur Errichtung und Fertigung hocheffizienter Konstruktionen wie Windenergieanlagen notwendig sind. Die Erkenntnisse bieten eine Grundlage für entsprechende Normen und Regelwerke. Damit können letztlich Schäden und zumeist teure Nacharbeiten verhindert und eine verbesserte Ausnutzung des hohen Festigkeitspotentials hochfester Stähle erreicht werden. Gerade auch KMU können mit Blick auf die Kosten für Fertigung, Schweißarbeit und Material von den Erkenntnissen beim Einsatz hochfester Stähle, die für eine effiziente Realisierung der Energiewende in Deutschland notwendig sind, profitieren T2 - NA 092-00-05 GA (DVS AG Q 4/Q 4.1) CY - Hamm, Germany DA - 04.03.2020 KW - Reparatur KW - Eigenspannungen KW - Schweißen KW - Wärmeführung KW - Hochfester Feinkornbaustahl KW - Gefügedegradation PY - 2020 AN - OPUS4-51584 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Cuéllar, Pablo T1 - Micromechanics of jet erosion on cohesive soils - A coupled LBM-DEM modelling approach N2 - Here we investigate the physical mechanisms behind the surface erosion of a cohesive granular soil induced by an impinging jet by means of numerical simulations coupling fluid and grains at the microscale. The 2D numerical model combines the Discrete Element and Lattice Boltzmann methods (DEM-LBM) and accounts for the granular cohesion with a contact model featuring a paraboloidal yield surface. Here we review first the hydrodynamical conditions imposed by the fluid jet on a solid granular packing, turning then the attention to the impact of cohesion on the erosion kinetics. Finally, the use of an additional subcritical debonding damage model based on the work of Silvani and co-workers provides a novel insight into the internal solicitation of the cohesive granular sample by the impinging jet. T2 - 8th International Conference on Micromechanics on Granular Media CY - Montpellier, France DA - 03.07.2017 KW - Micromechanical modelling KW - LBM-DEM KW - Jet erosion KW - Granular cohesion KW - Subcritical debonding PY - 2017 AN - OPUS4-41122 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Cuéllar, Pablo T1 - Erosive phenomena at the mesoscale – Perspectives and challenges using coupled LBM-DEM models N2 - The physical phenomena related to the erosion of granular materials by a fluid flow are ubiquitous and often present major challenges and threats to a wide range of civil engineering constructions and infrastructures. Catastrophic earth-dam failures and large sinkholes are just some of the possible outcomes of the different forms of erosion (a.o. surface erosion, suffusion, piping, backwards erosion, etc…). However, little is known about the actual mechanical origins of erosion, while the assessment of erodibility is generally performed by means of experimental tests and empirical correlations. Here we provide a general overview of some current research models aiming to clarify the micromechanical phenomena and their macromechanical consequences taking place in different erosion scenarios. The employed numerical techniques rely on the coupling of two well-stablished particle methods for the fluid and solid phases, namely the Lattice Boltzmann Method (LBM) and the Discrete Element Method (DEM) respectively. Further ingredients of our numerical models include an elastoplastic cohesion model for intergranular solid bridges and a subcritical debonding model for the simulation of transient damage processes within the soil matrix. T2 - 5th Int. Conference on Particle-based Methods (PARTICLES 2017) CY - Hannover, Germany DA - 26.09.2017 KW - Micromechanical modelling KW - Erosion KW - LBM-DEM PY - 2017 AN - OPUS4-42459 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Geißler, Peter A1 - Cuéllar, Pablo A1 - Hüsken, Götz A1 - Kühne, Hans-Carsten A1 - Baeßler, Matthias T1 - Insights into compaction grouting for offshore pile foundations N2 - The authors are currently investigating the possibility to apply compaction grouting for offshore pile foundations (Jacket piles as well as monopiles) as a possible retrofitting technique for an optimised foundation concept. In this research project, we are developing a design approach aiming to predict the ideal amount and properties of a grout for a specific soil situation and desired improvement of pile bearing capacity after Installation and during service time. Both numerical and experimental tests have been carried out to investigate the injection process during which a highly viscous grout is injected into the soil under high pressure to displace and compact the surrounding soil without fracturing it. The implicit Material Point Method (MPM) based on a mixed formulation is the numerical technique chosen to deal with the expected large deformations and the arbitrary shape of the developing grout bulb. The usage of MPM prevents both the need of remeshing and the numerical instability induced by extensive mesh distortion. For validation with experimental results, we have constructed a testing chamber with one transparent sidewall. This chamber enables us to observe the injection process directly at the transparent vertical window and to measure the in-plane soil displacements and strains by means of the Digital Image Correlation (DIC) technique. The results already reveal the interrelation of soil and grout properties for a successful usage of this common ground improvement technique. T2 - 37th International Conference on Ocean, Offshore and Arctic Engineering (OMAE 2018) CY - Madrid, Spain DA - 18.06.2018 KW - Offshore pile foundation KW - Compaction grouting KW - Material Point Method (MPM) KW - Mixed formulation KW - Digital Image Correlation (DIC) PY - 2018 SN - 978-0-7918-5130-2 SN - 2153-4772 VL - 9 SP - V009T10A013, 1 EP - 9 AN - OPUS4-46004 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Ebell, Gino A1 - Burkert, Andreas A1 - Mietz, Jürgen T1 - Detection of reinforcement corrosion in reinforced concrete structures by potential mapping: Theory and practice N2 - Electrochemical potential mapping according to guideline B3 of DGZfP (German Society for Nondestructive Testing) is a recognized technique for the localization of corroding reinforcing steels. In reinforced concrete structures the measured potentials are not necessarily directly linked to the corrosion likelihood of the reinforcing steel. The measured values may be significantly affected, different from, e.g., stress measurement, by different influences on the potential formation at the phase boundary metal/concrete itself as well as the acquisition procedure. Due to the complexity of influencing factors there is a risk that the results are misinterpreted. Therefore, in a training concept firstly the theoretical basics of the test method should be imparted. Then, frequently occurring practical situations of various influencing factors will be made accessible to the participants by a model object specially designed for this purpose. The aim is to impart profound knowledge concerning the characteristics of potential mapping for detecting corrosion of reinforcing steel in order to apply this technique in practice as reliable and economical test method. KW - Corrosion KW - Potential mapping KW - Korrosion KW - Potentialfeldmessung PY - 2018 DO - https://doi.org/10.1155/2018/3027825 SN - 1687-9333 SN - 1687-9325 VL - 2018 SP - Article 3027825, 1 EP - 6 PB - Hindawi AN - OPUS4-46206 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Cuéllar, Pablo T1 - Deep foundations for offshore wind turbines T1 - Cimentaciones profundas para aerogeneradores marinos N2 - This presentation deals with the phenomenology and design of pile foundations for offshore wind turbines, and is divided in two lectures. The first lecture presents a brief introduction to the context and peculiarities of such foundations, and then focuses on the particular case of axially loaded piles. This part is most relevant for the relatively slender piles of the multi-pile substructures (i.e. jackets and tripods). A clear distinction between physical phenomenology and practical design is drawn here. The second lecture continues with the case of lateraly loaded offshore piles, which bears most relevance for the case of the monopile foundations. Here again, a clear separation between physical reality and design methods is intended. Finally, the last part of the second lecture introduces several advanced topics which lie outside the classical design approaches, namely the cyclic pile fatigue and the so-called pile setup (i.e. the time effects on the axial pile capacity). The relevance of these two topics is illustrated with experimental results from a field testing campaign on real large-scale piles. T2 - Masters course on Soil Mechanics and Geotechnical Engineering. Geotechnical Laboratory of CEDEX CY - Madrid, Spain DA - 13.04.2018 KW - Offshore pile foundations KW - Load bearing behaviour KW - Design methods PY - 2018 AN - OPUS4-46311 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Cuéllar, Pablo T1 - Mechanical design challenges for offshore wind-farms N2 - This talk provides a brief introduction on general engineering aspects of offshore wind energy production. Some geomechanical issues for the foundation of OWTs into the seabed are introduced, while the results from experimental investigations and coupled computational analysis are discussed. In the second part of the seminar, the hydromechanical Wave–Tower interaction is firstly discussed. Then, some general aspects of the windfarm aerodynamics are introduced. On the one hand, some modelling possibilities for the wake analysis of single turbines and turbine groups are discussed. And on the other hand the relevance of such analyses for a proper windfarm layout optimization is pointed out. Concerning the geomechanical issues the talk shows that: i) The pile’s bearing capacity can degrade under cyclic loading (waves, wind, …). ii) The time effects can be relevant: Capacity improvement can be substantial, but also fragile. iii) There are cyclic PWP effects: Cyclic interaction with pore water may lead to soil softening and an uncoupled analysis (current design practice) is potentially unsafe. And concerning the hydromechanical and aerodynamical design considerations, this seminar shows that: i) Numerical analysis of turbine’s interaction with wind/waves is useful and affordable. ii) Simplified models can provide insight into windfarm aerodynamics. iii) Turbulent wake analysis is very relevant for the windfarm layout. T2 - Energy Science Kolloquium, Fakultät für Physik, Universität Duisburg-Essen CY - Duisburg, Germany DA - 11.10.2018 KW - Geomechanics of offshore foundations KW - Wave-Tower interaction KW - Windfarm wake analysis PY - 2018 AN - OPUS4-46313 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Neumann, Patrick P. A1 - Hüllmann, Dino A1 - Krentel, Daniel A1 - Kluge, Martin A1 - Kohlhoff, Harald A1 - Lilienthal, A. J. T1 - Gas Tomography Up In The Air! N2 - In this paper, we present an autonomous aerial robot to reconstruct tomographic 2D slices of gas plumes in outdoor environments. Our platform, the so-called Unmanned Aerial Vehicle for Remote Gas Sensing (UAV-REGAS) combines a lightweight Tunable Diode Laser Absorption Spectroscopy (TDLAS) sensor with a 3-axis aerial stabilization gimbal for aiming on a versatile octocopter. The TDLAS sensor provides integral gas concentration measurements but no information regarding the distance traveled by the laser diode's beam or the distribution of the gas along the optical path. We complemented the set-up with a laser rangefinder and apply principles of Computed Tomography (CT) to create a model of the spatial gas distribution from these integral concentration measurements. To allow for a rudimentary ground truth evaluation of the applied gas tomography algorithm, we set up a unique outdoor test environment based on two 3D ultrasonic anemometers and a distributed array of 10 infrared gas transmitters. We present first results showing the 2D plume reconstruction capabilities of the system under realistic conditions. T2 - IEEE Sensors 2018 CY - New Delhi, India DA - 28.10.2018 KW - Aerial robot KW - TDLAS KW - Gas tomography KW - Plume PY - 2018 SN - 978-1-5386-4707-3 SP - 396 EP - 398 PB - IEEE AN - OPUS4-46477 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Benseghier, Z. T1 - Numerical modeling of erosion of cohesive granular material by a fluid flow N2 - The erosion phenomena is the main cause of the most serious incidents observed on earthen hydraulic structures such as dams and dikes. Thus, there is a real need to explore in depth and understand the mechanisms at work in such complex erosional processes for preventing similar risks. The aim of this study is to provide a micromechanical insight into the mechanisms taking place during the erosion of a cohesive granular material driven by a fluid flow, the objectives are summarized as follows: Perform numerical erosion tests. Parallelization of the code (Gpu). Extensive parametric analysis => rely micro parameters (eg. Cohesion) to macro parameters (eg. Soil erodibility, mechanical strengths). T2 - Ecole doctorale ED353, « Sciences Pour l'Ingénieur », Aix-Marseille Université (AMU) et Ecole Centrale de Marseille (ECM) CY - Marseille, France DA - 30.05.2018 KW - Erosion KW - Cohesive soils KW - LBM-DEM simulation PY - 2018 AN - OPUS4-46314 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Rhode, Michael T1 - Kurzvorstellung des DVGW-geförderten Projektes “H2SuD” - Einfluss des Schweißens auf die Wasserstoffaufnahme und Degradation im Betrieb befindlicher H2-Gasleitungen N2 - Die Wasserstoffinfrastruktur ist eine zentraler Bestandteil der erfolgreichen Umsetzung der wasserstoffbasierten Energiewende. Dabei bilden Ferngasleitungen quasi das "Rückgrat" der Transportinfrastruktur großer Gasmengen. Dabei müssen unter Umständen Reparaturen an den Pipelines durchgeführt werden. Dabei ist in der Erdgasinfrastruktur das Schweißen an in Betrieb befindlichen (d.h. von Gas durchflossenen) Pipelines Stand der Technik. Es ist jedoch vollkommen offen, inwieweit diese Technik auf die reine Wasserstoffpipelines übertragbar sind. Hierzu leistet das Projekt H2SuD wichtige Beiträge zur Aufklärung des Einfluss eines Reparaturschweißprozesses auf die Wasserstoffaufnahme und Degradation im Betrieb befindlicher H2 Gasleitungen. T2 - Sitzung des Unterarbeitskreises / UAK 2.1.1 "Rohrleitungen" im Rahmen der Normungsroadmap Wasserstofftechnologien CY - Online meeting DA - 16.06.2023 KW - Wasserstoff KW - Schweißen KW - Pipeline KW - Reparatur KW - Prüfverfahren PY - 2023 AN - OPUS4-57714 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Fey, Gero A1 - Schröder, Nina T1 - Challenges in the evaluation of the weldability of old mild steels for future use N2 - This study concentrates on two selected different old steels Samples from pressure tank construction , designated Old_A and a sample of a riveted construction , designated Old_E from the first half of 20th century. The study contains analysis results for their microstructure in the ‘as delivered condition’, chemical composition and their expected behaviour during welding. By means of dilatometry, a supplementary database was created (weld CCT diagrams, weld simulated HAZ micro structures), which enables the derivation of systematic practice relevant welding experiments. T2 - IIW Intermediate Meeting CY - Trollhättan, Sweden DA - 10.03.2025 KW - Old mild steel KW - Weldability KW - CCT KW - Dilatometry PY - 2025 AN - OPUS4-63105 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Erxleben, Kjell T1 - Repair welding of in service hydrogen pipelines N2 - In the course of tomorrow's hydrogen-based energy transition, the construction of the corresponding infrastructure will play a central role. In that context, large diameter long-distance transmission pipelines for hydrogen will be the backbone in the European Union with service pressures from 70 to 90 bar (e.g., depending on national regulations). It is a major goal to rededicate the existing LNG infrastructure despite the necessity of new pipelines. From that point of view repairing of such transmissions pipelines via welding can be necessary. For the LNG infrastructure, it is state of the art that repair welding is conducted at pipelines under service, i.e., the LNG is still flowing as pressurized gas in the steel pipes. The reason is that a shut-down of large diameter pipelines is not so easy or sometimes impossible. In fact, as long no oxygen enters the pipeline, there would be any combustion or (in the worst case) explosion. At the moment, it is entirely open if current repair welding procedures for LNG pipelines can be transferred to pure hydrogen pipelines. In opposite to LNG, hydrogen can be way easier absorbed to the pipeline steels and diffuses through the material. If it accumulates in susceptible regions, i.e., in the welded joint, hydrogen assisted embrittlement could occur. The planned welding procedure requires a so-called preheating and maintenance of the weld joint of up to 300°C for several hours. This temperature is way higher compared to the typical service temperature of max. 40 to 50°C at operational pressures of 100 bar. In accordance to API 941, these low-alloyed pipeline steels are subjected to short-term service loads, which they are not designed for. For that reason, a collaborative project between BAM and DVGW (German Association for Gas and Water professions) was initiated in 2022 to answer the following questions by experiments and numerical simulation of: (1) How many hydrogen is additionally absorbed during the heating of the material to max. 300°C under remaining operational pressures? (2) Is the hydrogen concentration sufficient to reach a critical condition? (3) Which material and weld microstructure is the most susceptible? (4) Is there a significant difference in the repair welding behavior of LNG pipelines that had been already in use for long-term? (5) Which welding parameters and joint dimensions must be ensured for safe repair welding repair of typical pipelines? For that reason, the present study gives an overview on the current practice in repair welding of in-service pipelines, the industrial importance of this topic for the hydrogen-based energy transition and summarizes first results. T2 - Eurocorr 2023 - The European Corrosion Congress CY - Brussels, Belgium DA - 27.08.2023 KW - Hydrogen KW - Repair Welding KW - Pipeline KW - In-service KW - High-pressure PY - 2023 AN - OPUS4-58334 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Romero Navarrete, J. A. A1 - Otremba, Frank A1 - Lozano Guzmán, A. A. T1 - Experimental-theoretical modelling of the lateral sloshing in rail tankers N2 - The objective of this paper is to describe and to validate a simplified pendulum-analogy model to simulate the interaction of a liquid cargo with ist carrying vehicle. The resulting testing rig consists of a rectangular container, spring supported on a two wheelset-bogie having a scale down of 1/10 with respect to a full-size equipment. The testing rig is used to validate a simple pendulum-based, simplified three degree-of-freedom mathematical model of the response of a partially filled container to lateral accelerations. The length of the pendulum is set according to validated methodologies. The resulting mathematical scheme reveals a high correlation with the experimental output, on the order of 99%, while some other performance measures, related to the peak forces and the range of variation of the wheel-rail forces, also show good concordance with the experimental results. KW - Sloshing KW - Rail tankers KW - Pendulum analogy KW - Experimental modelling KW - Mechanical fatigue PY - 2021 DO - https://doi.org/10.1504/ijhvs.2021.117504 VL - 28 IS - 3 SP - 435 EP - 454 AN - OPUS4-53101 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Kühl, Christiane T1 - Marktüberwachung nach der ortsbeweglichen-Druckgeräte-Verordnung (ODV) N2 - Die europäische Transportable Pressure Equipment Directive (TPED) ist national mit der Ortsbeweglichen-Druckgeräte-Verordnung (ODV) umgesetzt. Sie zielt darauf ab den freien Warenverkehr in Europa inkl. Drittstaaten sowie den Abbau von Handelshemmnissen zu regeln. Gleichzeitig soll ein hohes Schutzniveau bei öffentlichen Interessen wie Gesundheit und Sicherheit sowie Verbraucher- und Umweltschutz gewährleistet werden. Ortsbewegliche Druckgeräte durchlaufen vor ihrer Bereitstellung auf dem Markt keine behördliche Zulassung, sondern werden von Prüfstellen zertifiziert. Mit der behördlichen Marktüberwachung wird stichpunktartig die Konformität dieser Druckgeräte mit den betreffenden Vorschriften geprüft. Der Vortrag erklärt, was ortsbewegliche Druckgeräte im Anwendungsbereich der ODV genau sind, wie die Marktüberwachung in Deutschland organisiert ist und wie die europäischen Meldesysteme über nicht vorschriftenkonforme Produkte informieren. Der Vortrag stellt einige Praxisfälle vor. T2 - 26. Gefahrgutkongress Mecklenburg-Vorpommern CY - Rostock, Germany DA - 03.11.2022 KW - Marktüberwachung KW - Ortsbewegliche Druckgeräte PY - 2022 AN - OPUS4-61903 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Otremba, Frank A1 - Romero Navarrete, J. A. T1 - Assesing rail damage in turns due to lateral load transfer N2 - A testing procedure is proposed and used, to estimate the rail damage potentials of variations in both, the height of the cargo´s center of gravity and the railway car suspension´s spring constant. The experimental setup consisted of a tilt table that slowly exerted an increasing lateral acceleration on a two-axle bogie-type vehicle equipped with a spring supported container. The potential damaging effect derived from the resulting lateral load transfer, was assessed on the basis of the fourth-power law. Results suggest that the cargo having a higher center of gravity could be more damaging to the outside rail when compared with the effect of the shorter center of gravity of the cargo, in arrange from0.94% to 3.17%, as a function of the spring constant of the suspension. Consequently, and comparatively, there would be a long-term damaging effect on the rail when having a cargo with a higher center of gravity, so that specific cargo, having a high center of gravity, would be more aggressive to the infrastructure. On the other hand, for the range of time rate changes of the lateral acceleration, it was not found a consistent trend regarding the effect of the value of the spring constant on the magnitude of the load transfers. T2 - ASME 2024 CY - Portland, OR, USA DA - 17.11.2024 KW - Rail demage KW - Lateral load transfer PY - 2024 AN - OPUS4-61784 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Rhode, Michael T1 - Standardization and examples for R & D activities on hydrogen technologies with respect to testing procedures in Germany N2 - This contribution briefly summarizes the standardization activities in accordance with the "Nationale Roadmap Wasserstofftechnologien" and presents selected results on the activities in Germany with scope on hydrogen transport in pipelines. The talk was given during a panel discussion to set-up a steering committee for standardization for hydrogen pipelines and welding , coordinated by the International Institute of Welding. T2 - IIW Annual Assembly, Meeting of Commission XI CY - Singapore DA - 19.07.2023 KW - Hydrogen KW - Welding KW - Pipelines KW - Standardization KW - Research PY - 2023 AN - OPUS4-57976 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Rhode, Michael T1 - Intended weld repair of in service hydrogen pipelines N2 - In the course of tomorrow's hydrogen-based energy transition, the construction of the corresponding infrastructure will play a central role. In that context, large diameter long-distance transmission pipelines for hydrogen will be the backbone in the European Union with service pressures from 70 to 90 bar (e.g., de-pending on national regulations). It is a major goal to repurposing the existing natural gas (NG) infrastructure despite the necessity of new pipelines. From that point of view repair welding or further welding of branch pipe etc. can be necessary during in-service, i.e., permanent flow of pressurized hydrogen. The reason is that a shut-down of large diameter pipelines is not easy or sometimes merely impossible. At the moment, it is entirely open if current repair welding procedures for NG pipe-lines can be transferred to pure hydrogen pipelines. For that reason, a collaborative project between BAM, DVGW (German Association for Gas and Water Professions) and a large number of gas grid operators, pipeline manufacturers and construction companies was initiated in 2023 to answer questions on: (1) How many hydrogen is additionally absorbed during the preheating and maintaining at interpass temperature under remaining operational pressures? (2) Is the hydrogen concentration sufficient to reach a critical condition? (3)Which material and weld microstructure are the most susceptible? (4) Is there a difference in the repair welding behavior of NG pipelines with materials in “used” condition? (5) Which welding parameters and joint dimensions must be ensured for safe repair welding? The final aim of this project is the publication of a recommended practice for repair welding of in-service hydrogen pipelines. For that reason, the present study gives an overview on: (A) current practice in repair welding of in-service pipelines and (b) plans for hydrogen pipelines and first results of international research projects. T2 - IIW Annual Assembly, Meeting of Commission XI CY - Singapore DA - 19.07.2023 KW - Hydrogen KW - Repair Welding KW - Pipelines KW - Research PY - 2023 AN - OPUS4-57975 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Romero-Navarrete, José A. A1 - Otremba, Frank T1 - A testing facility to assess railway car infrastructure damage N2 - Wheel forces generate stresses in the rail as a function of several vehicle and infrastructure characteristics and operating conditions. The different components of the wheel forces develop strains in the rail which contain an elastic and hysteretic (irreversible) components. The irreversible deformations of the rail would be associated with locomotive energy losses. In this paper, a testing facility is proposed to indirectly characterize the level of stresses in the rail, in terms of the energy that is lost during tuming maneuvers. Different potentially influential factors are considered, including the friction at the Center plate, the wheelbase length, the distance between bogies and the radius of the curved track. The change in the potential energy during a U-turn displacement is measured. In this respect, an experimental model under this operating principle, aimed at validating such a principle of Operation, reveals a significant effect of the friction at the center plate on the energy lost during turning maneuvers, and consequently, on the level of stresses in the rail. T2 - COMPRAIL 2020 - 17th International Conference on Railway Engineering Design & Operation 2020 CY - Online meeting DA - 01.07.2020 KW - Energy losses in transportation KW - Experimental methods KW - Friction energy KW - Rail damage KW - Turning forces KW - Wheel forces PY - 2020 DO - https://doi.org/10.2495/TDI-V4-N2-142-151 SN - 2058-8305 VL - 4 IS - 2 SP - 142 EP - 151 PB - WitPress AN - OPUS4-51125 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CHAP A1 - Otremba, Frank A1 - Hildebrand, R. A1 - Romero Navarrete, J. A. A1 - Sklorz, Christian ED - Otremba, Frank T1 - A simplified analytical approach on the dynamic pressures in cylindrical vertical tanks N2 - A simplified methodology is proposed to estimate the dynamic pressures developed within partially filled cylindrical vertical tanks when subjected to earthquake-related horizontal accelerations. The total pressure at the bottom of the tank is calculated as the superposition of vertical and horizontal pressures. While the magnitude of the vertical pressure depends on the free surface height of the liquid, the horizontal pressure depends on the magnitude of the horizontal acceleration and on the diameter of the tank. The liquid free surface oscillation angle is simulated based upon the principles of the simple pendulum analogy for sloshing. The length of the pendulum, however, is set on the basis of a methodology to calculate the free sloshing frequency of partially filled containers. Such a methodology is experimentally verified in this work. The outputs of the model for full scale situations, suggest that the lateral perturbation - sloshing phenomenon (earthquake effect) can generate an increase in the total pressure of 56% above the no lateral perturbation situation, further suggesting that such an overpressure should be taken into account when designing tanks that could be potentially subjected to earthquake-related perturbations. KW - Vertical cylindrical tanks KW - Pendulum analogy KW - Experimental approach KW - Sloshing, transition matrix approach KW - Hazmat PY - 2021 SN - 978-981-15-8273-8 SP - 1 EP - 15 PB - Springer AN - OPUS4-51982 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CHAP A1 - Jauregui-Correa, J. C. A1 - Otremba, Frank A1 - Romero-Navarrete, José A. A1 - Hurtado-Hurtado, G. ED - Pucheta, M. ED - Cardona, A. ED - Preidikman, S. ED - Hecker, R. T1 - Determination of the Effect of Sloshing on the Railcar-Track Dynamic Behavior N2 - This paper presents the study of the impact caused by a liquid Cargo on a railway infrastructure. The dynamic behavior of a tank car corresponds to a multibody dynamic system with several degrees of freedom. This study’s data were obtained from a scale experimental fixture consisting of a track and a railcar with a tank. The track was instrumented with strain gauges and the railcar with accelerometers. The data showed non-periodic and periodic terms; therefore, the results were analyzed with the Empirical Mode Decomposition method (EMD). It was found that the EMD identified the signal components that were related to the sloshing. These components represent the mode shapes of the original signal. The location of the sloshing in the track was found applying spectrograms to the accelerometer data. This paper’s experimental outputs suggest that the sloshing effect is detectable at the track and in the vehicle dynamics. KW - Sloshing effect KW - Empirical Mode Decomposition KW - Wheel/track interaction KW - Multibody dynamics PY - 2021 SN - 978-3-030-88750-6 DO - https://doi.org/10.1007/978-3-030-88751-3_14 SP - 131 EP - 140 PB - Springer Nature Switzerland AG AN - OPUS4-53561 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Launert, B. A1 - Rhode, Michael A1 - Pasternak, H. A1 - Kannengießer, Thomas ED - Dubina, D. ED - Ungureanu, V. T1 - Welding Residual Stresses in High-strength Steel. Experimental Results N2 - This article presents the latest results of an ongoing national research project on improved models for the prediction of welding residual stresses of thick-plated welded I-girders. The experimental program is presented and the importance of different influencing factors on the residual stresses is discussed in detail. All results are compared for mild (S355J2+N) and high strength (S690QL) steel. Finally, conclusions for further works are drawn. T2 - SDSS 2016 - The International Colloquium on Stability and Ductility of Steel Structures - SDSS 2016 CY - Timisoara, Romania DA - 30.05.2016 KW - Residual Stresses KW - Welding KW - High-Strength Steel KW - I-Girder KW - Component Test PY - 2016 SN - 978-92-9147-133-1 VL - 2016 SP - 517 EP - 524 PB - Ernst & Sohn AN - OPUS4-37890 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Pasternak, H. A1 - Launert, B. A1 - Rhode, Michael A1 - Kannengießer, Thomas ED - Zingoni, A. T1 - Residual Stresses and Imperfections in Welded High-strength I-shape Sections N2 - This article addresses the imperfections caused by the weld assembly in I-shape sections made of two structural steel grades. Load influencing imperfections are assumed as deviations from the ideal shape (e.g. bending distortion) and longitudinal residual stresses. The quality of a numerically aided design of components exposed to either compression and/or bending is significantly affected, depending on these parameters. The Eurocode (EC3) provides robust simplified models. As a result, the Ultimate Limit State (ULS) is approached on a conservative basis. The following investigations are aimed at providing further guidance on these values in component-like specimens. The long term goal is an improved understanding of the load-bearing capacity of such sections. As a first step in this process, the experimental and corresponding numerical studies are presented. T2 - 6th International Conference on Structural Engineering, Mechanics and Computation (SEMC 2016) CY - Cape Town, South Africa DA - 05.09.2016 KW - Residual Stresses KW - Welding KW - High-strength Steel KW - Numerical Modeling KW - Component PY - 2016 SN - 978-1-138-02927-9 VL - 2016 SP - 1139 EP - 1146 PB - CRC Press, Taylor & Francis Group CY - Boca Raton, FL, USA AN - OPUS4-37888 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - RPRT A1 - Völzke, Holger A1 - Jeschenz, I. A1 - Wieser, Karol E. A1 - Frenz, Holger A1 - Ziebs, Josef A1 - Rehmer, Birgit T1 - Sphäroguß als Werkstoff für Behälter zur Beförderung, Zwischen- und Endlagerung radioaktiver Stoffe - Untersuchung zu alternativen Eignungsnachweisen: Zusammenfassender Abschlußbericht N2 - Entsprechend der Zielsetzung des Vorhabens stand die weitere Etablierung des Werkstoffes Sphäroguß (GGG-40) im Bereich der Transport- und Lagerbehälter für radioaktive Stoffe im internationalen Rahmen im Vordergrund der durchgeführten Untersuchungen und Aktivitäten. Dabei gelang es, eine weitgehende fachliche Übereinstimmung hinsichtlich der Bewertungsmethoden und -kriterien zu erzielen und auf IAEA-Ebene zu etablieren. Zuvor vorhandene Vorbehalte insbesondere auf U.S.-amerikanischer Seite konnten wesentlich vermindert werden. Im Rahmen der durchgeführten Untersuchungen konnte die außerordentliche Belastbarkeit eines Prototypbehälters aus Sphäroguß (CASTOR VHLW) unter extremen Beanspruchungssituationen nachgewiesen werden. So war selbst bei Spannungen im Bereich der Material-Streckgrenze und vorhandenem rißartigen Fehler an dieser Stelle keine Sprödbruchneigung des Werkstoffes erkennbar. Den entsprechenden 14 m-Fall auf zwei harte Widerlager mit daraus folgender hoher Biegebeanspruchung überstand der Behälter unbeschadet. Mittels begleitender Werkstoffuntersuchungen wurden die Kenntnisse über die Zusammenhänge zwischen der chemischen Zusammensetzung der Gefügeausbildung und den mechanischen Eigenschaften von Sphäroguß erweitert. Dabei wurden sowohl unterschiedliche Gießverfahren (Sand- und Kokillenguß) in der Herstellung als auch die Auswirkungen von Umwandlungsprozessen im Gefüge infolge von Wärmebehandlungen diskutiert. Die statistische Auswertung von Einzelergebnissen im Rahmen der Qualitätssicherung bei der Begutachtung von Transport- und Lagerbehältern für radioaktive Stoffe wurde durch mechanische und bruchmechanische Untersuchungen an 24 Werkstoffsorten aus Gußeisen mit Kugelgraphit ergänzt. Insgesamt konnten somit die Entwicklung und der Einsatz von Sphäroguß für Transport- und Lagerbehälter radioaktiver Stoffe durch umfangreiche experimentelle und analytische Untersuchungen sowie zahlreiche Fachdiskussionen auf internationaler Ebene positiv beeinflußt und wesentlich vorangetrieben werden. KW - Eignungsnachweis KW - Endlagerung KW - Lagerbehälter KW - Radioaktiver Stoff KW - Sphäroguß (GGG-40) KW - Transportbehälter KW - Zwischenlagerung PY - 1992 N1 - Das Projekt wurde gefördert vom Bundesminister für Forschung und Technologie (BMFT); Förderkennzeichen: KWA 79052. SP - 1 EP - 37 PB - Bundesanstalt für Materialforschung und -prüfung (BAM) CY - Berlin AN - OPUS4-59935 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - RPRT A1 - Frenz, Holger A1 - Gruhn, B. A1 - Dietrich, C. A1 - Lehmann, J. A1 - Krämer, E. A1 - Glaubitz, Steffen A1 - Wimmer, J. A1 - Rehmer, Birgit A1 - Kühn, Hans-Dieter A1 - Breitkreutz, Konrad A1 - Portella, Pedro Dolabella A1 - Hoffmann, E. A1 - Ziebs, Josef T1 - Sphäroguß als Werkstoff für Behälter zur Beförderung, Zwischen- und Endlagerung radioaktiver Stoffe; Untersuchung zu alternativen Eignungsnachweisen - Fachband 3: Werkstoffuntersuchungen, 1989 - 1992 N2 - Gußeisen mit Kugelgraphit und ferritischer bzw. ferritisch-perlitischer Matrix gehören zu einer Werkstoffgruppe, die ausreichende Festigkeiten mit hohen Duktilitäten verbindet. Mit der vorliegenden Arbeit wurden die Kenntnisse über die Zusammenhänge zwischen der chemischen Zusammensetzung, der Gefügeausbildung und den mechanischen Eigenschaften erweitert. Dabei wurden sowohl unterschiedliche Gießverfahren (Sand- und Kokillenguß) in der Herstellung, als auch die Auswirkungen von Umwandlungsprozessen im Gefüge infolge von Wärmebehandlungen diskutiert. Die statistische Auswertung von Einzelergebnissen aus der qualitätssichernden Begutachtung von Lager- und Transportbehältern für radioaktive Stoffe wurden durch mechanische und bruchmechanische Untersuchungen an 24 Werkstoffsorten aus Gußeisen mit Kugelgraphit ergänzt. KW - Eignungsnachweis KW - Endlagerung KW - Lagerbehälter KW - Radioaktiver Stoff KW - Sphäroguß (GGG-40) KW - Transportbehälter KW - Zwischenlagerung PY - 1992 N1 - Das Projekt wurde gefördert vom Bundesminister für Forschung und Technologie (BMFT); Förderkennzeichen: KWA 79052. SP - 1 EP - 178 PB - Bundesanstalt für Materialforschung und -prüfung (BAM) CY - Berlin AN - OPUS4-59950 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Afraz, N. T1 - Gas/liquid mass transport in falling film reactor versus theory N2 - Introduction: Mass transport at gas/liquid interfaces depends on many factors including the gas and liquid properties and hydrodynamics. The mass transport of a gas through the liquid is a limiting step in many chemical reactions. To gain a fundamental understanding of multiphase interfaces, the rate of mass transfer has been measured for pure gases (H2, N2, O2, He) into a thin liquid film with a well-defined surface area and velocity profile. This enables the mass transfer rate to be broken down into one parameter, which is the gas/liquid interfacial area (a), and a second parameter, which is the mass transfer coefficient (kL). Using gases with varying diffusion coefficients enables a comparison of the measured rates of mass transport to the rates predicted by film theory and penetration theory. Method: A gravity-driven thin water film 0.000180 m in thickness flowing along the outer surface of a capillary was contacted with a gas phase inside a closed system. The liquid was circulated continuously until it was saturated with gas and the equilibrium pressure was reached. In this device, there is laminar flow, and therefore, the hydrodynamics of the liquid film are well defined. Results: Penetration theory predicts a non-linear relationship between diffusion coefficient (DAB) and mass transfer coefficient (kL). by means of falling film reactor the actual rates of gas-liquid mass transfer are higher than those predicted by theory. Also, a linear relationship between DAB and kL is observed experimentally. The mass transfer coefficient can even, as a rule of thumb, be assumed to be relatively constant with a value of around 10-4 m/s for aqueous solutions. T2 - 13th European Congress of Chemical Engineering (ECCE) CY - Online meeting DA - 20.09.2021 KW - Mehrphasenströmung KW - Stofftransport KW - Wasserstoff PY - 2021 AN - OPUS4-53679 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Altenburg, Simon A1 - Krankenhagen, Rainer A1 - Bavendiek, F. T1 - Thickness determination of polymeric multilayer surface protection systems for concrete by means of pulse thermography N2 - For thickness determination of polymer based surface protection systems for concrete surfaces, so far only destructive measurement techniques are available. Pulse thermography appears to be well suited for non-destructive thickness evaluation in these systems. Here, we present first results of the development of a respective measurement and analysis procedure. Since surface protection systems consist of a number of layers, a model for the calculation of the surface temperature of a multi-layer structure on a semi-infinite (concrete) substrate in pulse thermography setup was developed. It considers semitransparency of the upmost layer and thermal losses at the surface. It also supports the use of an arbitrary temporal shape of the heating pulse to properly describe the measurement conditions for different heat sources. Simulations for one and three layers on the substrate are presented and first results from fitting the model to experimental data for thickness determination and verification of the model are presented. T2 - QNDE conference 2016 - Review of progress in quantitative nondestructive evaluation CY - Atlanta, GA, USA DA - 18.07.2016 KW - Analytical model KW - Concrete KW - Semitransparency KW - Surface protection KW - Thermography KW - Thickness PY - 2017 SN - 978-0-7354-1474-7 DO - https://doi.org/10.1063/1.4974669 SN - 0094-243X VL - 1806 IS - 1 SP - Article UNSP 100004, 1 EP - 10 PB - AIP Publishing AN - OPUS4-39300 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Altenburg, Simon T1 - Thermografische Schichtdickenbestimmung von Oberflächenschutzsystemen für Beton N2 - Im Bauwesen werden Polymerbeschichtungen auf Beton häufig eingesetzt um zum einen ein bestimmtes Aussehen zu schaffen und zum anderen das Bauteil vor Alterung, Verschleiß und Schädigung zu schützen. Für praktisch alle Ziele ist die Wirkung von der eigens dafür definierten Schichtdicke der Polymerbeschichtung ab-hängig. Daher wird die Dicke der Beschichtung nach erfolgtem Schichtauftrag überprüft. Für den in diesem Zusammenhang anspruchsvollen mineralischen Untergrund Beton stehen bislang allerdings nur zerstörende Prüfverfahren zur Verfügung. Aus diesem Grund wurden im Rahmen des Projektes IRKUTSK ein auf aktiver Thermografie basierendes Verfahren sowie ein Gerät für den vor-Ort-Einsatz entwickelt, mit dessen Hilfe eine zerstörungsfreie Schichtdickenbestimmung möglich ist. Hier wird ein kurzer Einblick in das zur Schichtdickenbestimmung entwickelte Thermografieverfahren gegeben. Die Besonderheiten bei der quantitativen Auswertung, die durch die Teiltransparenz der Polymerbeschichtungen auftreten, werden erläutert. Die Funktion des Verfahrens für einlagige Systeme wird anhand von Labormessungen illustriert. T2 - Thermographie-Kolloquium 2017 CY - Berlin, Germany DA - 28.09.2017 KW - Schichtdickenbestimmung KW - Beton KW - Oberflächenschutzsystem KW - Thermografie PY - 2017 AN - OPUS4-42360 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Launert, B. T1 - Welding residual stresses in high-strength steels: experimental results N2 - Welded plate girders are used in heavy steel construction, industrial buildings and bride construction. Residual stresses are present in all plate structures. They are mainly caused by welding. In addition, they influence the load bearing capacity of these welded components. However, Eurocode (EC) does not provide any specific residual stress patterns for consideration of residual stress impact on load capacity. Hence, the decision for a particular problem has to be made by the designer. Many codes, including EC 3, permit the use of non-linear finite element analysis (FEA) for the design of structures. For that purpose, the contribution gives an overview on recent results derived from welded I-girders made from mild steel S355 and high-strength steel S690QL. Weld residual stresses have been investigated by X-ray diffraction (XRD) on small-scale specimen. In addition, residual stresses of welded component-like I-girders have been studied using the sectioning technique. The results confirmed the beneficial effect of certain edge preparation of the plates by flame cutting prior to welding. High-strength steels like the S690 can contribute to both: increased load capacity and decreased influence of weld residual stresses. T2 - International Colloquium on Stability and Ductility of Steel Structures CY - Timisoara, Romania DA - 30.05.2016 KW - Welding KW - Residual stresses KW - High-strength steel KW - Experimental results PY - 2016 AN - OPUS4-37031 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Altenburg, Simon T1 - Thickness determination of polymeric multilayer surface protection systems for concrete by means of pulse thermography N2 - So far, only destructive measurement techniques are available for thickness determination of polymer based surface protection systems for concrete surfaces. Pulse thermography appears to be well suited for non-destructive thickness evaluation in these systems. Here, we present first results of the development of a respective measurement and analysis procedure. Since surface protection systems consist of a number of layers, a model for the calculation of the surface temperature of a multi-layer structure on an infinite (concrete) substrate in pulse thermography setup was developed. It considers semitransparency of the upmost layer and thermal losses at the surface. It also supports the use of an arbitrary temporal shape of the heating pulse to properly describe the measurement conditions for different heat sources. First experimental results regarding the verification of the model are presented. Funding by the Federal Ministry for Economic Affairs and Energy is gratefully acknowledged. T2 - QNDE 2016 CY - Atlanta, GA, USA DA - 17.07.2016 KW - Thermography KW - Analytical model KW - Surface protection KW - Concrete KW - Semitransparency KW - Thickness PY - 2016 AN - OPUS4-36984 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Schröder, Nina T1 - Challenges in the evaluation of the weldability of old mild steels for future use N2 - From the middle of the 19th century, the development and implementation of completely new manufacturing processes meant that molten steel could be produced in almost any quantity. This enabled the widespread use of the steels from this time, whose area of application was considerably expanded. Numerous structures built on this basis are still in operation today and represent an essential part of the infrastructure. For example, around 50 % of the bridges and engineering structures in the German railway network are over 80 years old, with around 80 % of these structures having existed for more than 100 years. Similarly, around 6,000 bridges in Germany's road network were built more than 80 years ago. Particularly, today high level of loads due to railway/road traffic (masses, speed etc.) intensifies the importance of maintaining and repairing these structures. The focus of these measures is to enable the structures to fulfil future requirements. As earlier constructions were predominantly designed for screws and rivet joints, old steels were originally manufactured without considering their suitability for welding. In addition, for historical steel structures there is often insufficient or no documentation available. This includes data on material specifications such as the chemical composition, information on the mechanical-technological properties and on the manufacturing process used. These missing information poses a major challenge for the assessment of the steels suitability for welding. Furthermore, old steels are characterised by a typical macrostructure. Depending on whether the manufacturing process is a cast steel process or ingot casting (currently continuous casting), the question arises as to the type of deoxidisation (non-/deoxidized). In the case of non-deoxidized old mild steels, a relatively clean, dense surface layer, the so-called ‘rim-layer’, forms during the solidification of the steel ingot. Towards the centre of the sheet cross-section however, the remaining molten metal becomes increasingly enriched with tramp elements such as sulphur and phosphorus. This so-called segregation layer makes fault-free welding significantly more difficult, as depending on the heat input, chemical composition and the filler metal used, hot cracking, the risk of brittle fracture and a tendency to terrace fracture can be expected. Thus, an individual assessment of the suitability for welding of each old steel charge used in such old structures, that must be repaired is necessary. T2 - 78th Annual Assembly and International Conference CY - Genoa, Italy DA - 22.06.2025 KW - Old mild Steels KW - Weld-CCT diagrams KW - Suitability for welding KW - Dilatometry KW - Repair measures PY - 2025 AN - OPUS4-63649 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Rhode, Michael T1 - Zuverlässige Wasserstoffbestimmung in Metallen und ihren Schweißverbindungen: Parameter, Einflüsse, Grenzen N2 - Im Zuge der wasserstoffbasierten Energiewirtschaft von morgen, kommt der Errichtung der dementsprechenden Infrastruktur die zentrale Rolle zu. Der überwiegende Teil bisher eingesetzter und meist geschweißter Werkstoffe, wie Stähle, kann unter bestimmten Bedingungen zur Wasserstoffversprödung neigen. Dies umfasst die klassische verzögerte Kaltrissbildung während der Schweißverarbeitung als auch Versprödungsphänomene während des Betriebs. Für die Bewertung eines jeden Wasserstoffeffektes auf bspw. die mechanischen Eigenschaften eines geschweißten metallischen Werkstoffes, muss der Wasserstoffgehalt präzise bestimmt werden, Im Fall von Schweißnähten ist die beispielsweise nach der ISO 3690, die klassische isotherme Trägergas-Heißextraktion (TGHE). Die TGHE basiert dabei auf der beschleunigten Wasserstoffentgasung aufgrund der thermischen Aktivierung des Wasserstoffs bei erhöhten Temperaturen. Neben der reinen Quantifizierung des Wasserstoffs, kann über die thermische Desorptionsanalyse (TDA) mit variierten Heizraten, der Bindungszustand an mikrostrukturellen Defekten im Material festgestellt und bewertet werden. Für beide Techniken sind experimentelle und messtechnische Einflüsse zu beachten, die großen Effekt auf das Ergebnis haben. Für die TGHE schlägt die ISO 3690 schlägt beispielswiese verschiedene Probengeometrien sowie Mindestextraktionszeiten vor. Die vorliegende Studie fasst Ergebnisse und Erfahrungen zahlreicher Untersuchungen an der Bundesanstalt für Materialforschung und -prüfung (BAM) mit unterschiedlichen Probentemperaturen und Geometrien (ISO 3690 Typ B und zylindrische TDA-Proben) zusammen hinsichtlich: Einfluss der Probenoberfläche (poliert/geschweißt), Messgenauigkeiten in Abhängigkeit des Probenvolumens sowie die unzureichende Überwachung des Effektes des PI-Reglers auf die Extraktionstemperatur. Insbesondere eine abweichende Extraktionstemperatur zur eingestellten Temperatur, kann die Messergebnisse wesentlich verfälschen. Basierend auf den Ergebnissen werden Methoden aufgezeigt, um schnell die gewünschte Extraktionstemperatur zu erreichen, ohne physisch in das Messequipment eingreifen zu müssen. Dies dient der wesentlichen Verbesserung der Zuverlässigkeit der Wasserstoffmessung durch erhöhte Signalstabilität und beschleunigte Wasserstoffdesorption. Im Allgemeinen ist eine unabhängige Temperaturmessung mit Dummy-Proben für die gewählte Heizprozedur angeraten, um mögliche unerwünschte Temperatureinflüsse bereits vor der Messung auszuschließen. Die beschriebenen Methoden können ohne großen Aufwand direkt in die industrielle Anwendung überführt werden. T2 - DVS Congress 2023 CY - Essen, Germany DA - 11.09.2023 KW - Wasserstoff KW - Messung KW - Trägergasheißextraktion KW - ISO 3690 KW - Schweißverbindung PY - 2023 AN - OPUS4-58307 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz A1 - Said, Samir T1 - System and damage identification for cars, floors and roofs, bridges, tracks and foundations by modal analyses, frequency response functions and moving-load responses N2 - The following objects have been analysed by frequency response functions and moving load responses. A simple modal analysis which is based on the transformed and weighted system equations has been tested for an automotive test car and for many floors in many buildings to get some rules for their natural frequency and damping. Moreover, six neighboured equal, weakly coupled, wooden floors in a castle have been measured by ambient and hammer excitation, and a special method to extract the different mode shapes of the closely spaced natural frequencies has been developed and tested. Different foundations, for which the soil-structure interaction is generally important, have been measured and compared with finite-element boundary-element models of varying soil properties. Similarly by FEBEM calculations, damages in railway tracks have been identified from flexibility functions (frequency response functions) and from the moving-load responses to normal train operation. Rail and foot bridges have been measured during train passages and by quasi-static tests with moving vehicles. The repeatability of the inclinometer measurements has been checked for different passages, passage directions, and measurement campaigns at a six-span foot bridge. Two rail bridges at the Hanover-Würzburg high-speed line have been measured and evaluated for integrity and for the train- and speed-dependent bridge resonances. The relation between the multi-axle and the single-axle excitation can be solved in frequency domain by the axle-sequence spectrum of the vehicle or the whole train. The single axle response has been used to identify track and bridge damages in laboratory and in situ. T2 - 10th International Operational Modal Analysis Conference (IOMAC 2024) CY - Naples, Italy DA - 21.05.2024 KW - Weakly coupled floors KW - Bridge passage KW - Track damage KW - Foundation-soil interaction KW - Flexibility function KW - Moving load response PY - 2024 SN - 978-3-031-61420-0 DO - https://doi.org/10.1007/978-3-031-61421-7_19 SN - 2366-2557 SP - 187 EP - 195 PB - Springer Nature Switzerland AG CY - Cham, Schweiz AN - OPUS4-61248 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Die Minderung von Bahnerschütterungen – Messergebnisse aus Österreich, Deutschland und der Schweiz N2 - Die Minderung von Bahnerschütterungen neben Eisenbahnstrecken ist an vielen Stellen gemessen worden. Dabei ist neben der hochfrequenten Wirkung von elastischen Gleiselementen wie Schienenlager, Schwellensohlen und Unterschottermatten auch oft eine tieffrequente Minderung beobachtet worden. Diese tieffrequente Minderung wird interpretiert und mit der weiteren Lastverteilung der statischen Last erklärt. T2 - Wiener Dynamik Tage CY - Vienna, Austria DA - 25.07.2027 KW - Bahnerschütterungen KW - Minderung KW - Messungen KW - Schwellensohlen KW - Unterschottermatte KW - Gleistrog PY - 2024 AN - OPUS4-61228 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Vibraciones de estructuras multi vanos como forjados, puentes ferroviarios y de carreteras N2 - Se han analizado las frecuencias y las formas modales de las estructuras multi-vanos en teoría y mediante ocho ejemplos medidos. Como consecuencia por los puentes de ferrocarril, se han calculado las amplitudes de resonancia en el dominio de las frecuencias con los espectros del tren, de la fuerza modal, y de la resonancia. Para los vanos (idénticos) continuos resp. simplemente apoyados el acoplamiento es fuerte resp. debil, las frecuencias son separadas resp. agrupadas, las formas modales son globales y globales, la resonancia es menor resp. menor – (igual). Los resultados en el dominio del tiempo se obtiene con la transformación inversa de Fourier o – más robusto – el valor de eficaz por la superposición. T2 - DinEst 2024 Third Conference on Structural Dynamics CY - Seville, Spain DA - 12.09.2024 KW - Multi-span bridges KW - Train passage KW - Resonance PY - 2024 AN - OPUS4-61225 LA - spa AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - The excitation, propagation, and mitigation of train-induced ground vibrations from the axle impulses on the track N2 - Train-induced vibrations in soft ground usually have a strong low-frequency component. This component has a characteristic spectrum which is related to the axle sequence and the speed of the train. Its attenuation with distance is weaker than the attenuation for higher frequencies, and it always dominates the far-field ground vibration. Narrow-band frequency analyses clearly show that this ground vibration component is due to the static axle loads. Axle box vibrations have a different characteristic where the first out-of-roundness of the wheels is the only remarkable low-frequency component. Therefore, the dynamic axle loads from wheel and track irregularities are not the reason for the strong ground vibration component. The moving static axle loads generate the quasi-static response of the soil at very low frequencies and at very near distances. A part of the original impulse spectrum is scattered when it propagates through an inhomogeneous ballast and soil with a randomly varying stiffness. The axle impulses are smoother for a higher bending stiffness or a lower support stiffness (under sleeper pads, under ballast mats) of the track. This mitigation of the ground vibration will be demonstrated by measurements at three sites in Switzerland as well as the characteristic of the soil and axle-box vibrations. T2 - Railways Conference CY - Prague, Czech Republic DA - 02.09.2024 KW - Soil and vehicle measurements KW - Train passages KW - Ground vibration KW - Excitation mechanisms KW - Mitigation KW - Under sleeper pads KW - Under ballast mat PY - 2024 AN - OPUS4-61226 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz A1 - Song, Jiaojiao T1 - Analysis of intact and damaged (floating) slab tracks by finite-element boundary-element models and by measurements N2 - The damage detection and repair control have become important tasks for slab tracks. Different intact and damaged slab tracks have been investigated theoretically and experimentally for train passages and hammer impacts. The following damages have been considered: The loss of contact between the sleeper and the track slab, between the track slab and the base slab, and between the base slab and the base layer. At first, a slab track with a gap between the track slab and the base layer has been calculated by the combined finite-element boundary-element method which correctly incorporates the behaviour of the infinite soil. The basic results are the track displacements of the rail, the track slab, and the base layer along the track which are caused by a single axle load. These solutions are properly superposed for to get the complete train load. The influence of track and soil parameters and of the track damage has been analysed. For the intact track, the compliance of the soil is dominant whereas the track bending stiffness becomes more important for the damaged track. By comparing the calculated results with the measurements, the length of the gap could be quantified. A slab track with a loose sleeper (without contact to the supporting track slab) was analysed by the transfer function between the displacements and the hammer force (receptance functions) where a resonance appeared in case of the damage. Differences between the different track elements confirmed the detection of the damage. A floating slab track with a thin rubber layer has been investigated for a possible gap between the base slab and the base layer. The behaviour of the intact track has been calculated by a wavenumber-domain method, and the same behaviour has been found in the measurements at several track sections, indicating that there is no damage. Finally, a floating slab track with steel springs and viscous fluid dampers has been measured in the Tongji laboratory. The modes of the floating track slab and the transfer function with corresponding resonances have been calculated and successfully compared with results from wheelset drop tests. T2 - 3rd International Conference of Rail Transportation CY - Shanghai, China DA - 07.08.2024 KW - Slab tracks KW - Damage KW - Vibration measurements KW - Finite-element boundary-element method PY - 2024 AN - OPUS4-61227 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Vibrations of multi-span structures like floors, rail and road bridges N2 - Resonances of rail bridges due to the passage of trains have been mainly investigated for sin-gle-span bridges. When multi-span bridges are to be considered, it is of interest if stronger resonance amplifications must be taken into account. Measurements of several multi-span structures have been evaluated for natural frequencies and mode shapes. An integral rail bridge with three different spans shows a separated local resonance of the longest main span and clearly higher natural frequencies of the shorter side spans. A two-span continuous beam on the test area of the Federal Institute of Material Research and Testing showed a regular pattern of natural frequencies where always a pair of frequencies is found with a certain fre-quency ratio. The corresponding mode shapes are the out-of-phase and in-phase combinations of the first, second, third … bending mode. A seven-span road bridge has been monitored for one of the almost equally long spans. Similar mode shapes have been observed for different, clearly separated natural frequencies. Three modal analyses measurement campaigns have been performed on the whole bridge. The combined mode shapes of the seven spans have been clearly identified where different combinations of spans are dominating in the different mode shapes. Equal weakly coupled spans have been analysed for a large wooden floor in a castle. A cluster of natural frequencies has been observed and a special method to extract the mode shapes has been developed and tested. The consequences of multi-span bridges for rail traffic will be discussed. If n simply supported bridge spans have no coupling, n equal modes with amplitude A/n exist and their superposition would yield the same resonance as for a single bridge. Real simply supported bridges have always a weak coupling due to the track or the common piers. Therefore, the natural frequencies differ a little and they cannot be in reso-nance at the same time for the same train passage so that the resonance amplification cannot be as strong as for the single bridge. This rule holds also for the average amplitude of the time history of the bridge passage which is an adequate quantity to judge for the bridge behaviour. The maximum amplitude of the time histories of different bridge points are quite random and could exceed the values of a single bridge. The meaning of such criteria is questioned and fre-quency domain analyses are suggested for a clearer bridge analysis and understanding. T2 - DinEst 2024 Third Conference on Structural Dynamics CY - Seville, Spain DA - 12.09.2024 KW - Rail bridge PY - 2024 SP - 41 EP - 59 PB - Escuela Tecnica Superior de Ingenieria CY - Sevilla AN - OPUS4-61238 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Die Minderung von Bahnerschütterungen – Messergebnisse aus Österreich, Deutschland und der Schweiz N2 - Die Minderung von Bahnerschütterungen neben Eisenbahnstrecken ist an vielen Stellen gemessen worden. Dabei ist neben der hochfrequenten Wirkung von elastischen Gleiselementen wie Schienenlager, Schwellensohlen und Unterschottermatten auch oft eine tieffrequente Minderung beobachtet worden. Diese tieffrequente Minderung wird interpretiert und mit der weiteren Lastverteilung der statischen Last erklärt. T2 - 3. Wiener Dynamik Tage CY - Vienna, Austria DA - 25.07.2024 KW - Bahnerschütterungen KW - Minderung KW - Messungen KW - Schwellensohlen KW - Unterschottermatten KW - Gleistrog PY - 2024 SP - 1 EP - 13 AN - OPUS4-61244 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Prediction of ground vibrations from rail tunnels –finite-element, boundary-element and wavenumber calculations N2 - The prediction of ground and building vibrations has been established for surface lines and has now been extended to tunnel lines. The wave propagation in homogeneous or layered soils (the transmission) is calculated by an integration in wavenumber domain. The wave amplitudes at different distances and for different frequencies will be analysed for the following situations. 1. The horizontal propagation from a surface point to a surface point constitutes the basic rules. 2. The horizontal propagation from a source point at depth to a receiver point at depth which is related to a building with a deep basement or on a pile foundation. 3. The propagation from depth to the surface, which is the normal case for free-field measurements, has some different characteristics, for example a weaker attenuation with the horizontal distance from the source, which can be approximated by the full-space solution and the reflection rules for incident waves. The emission from a tunnel structure has been calculated by a finite-element model of the tunnel combined with a boundary-element model of the soil giving the reduction compared to a point-load excitation. The immission has been analysed by finite-element models of tunnel-soil-building systems for examples of research and consultancy work. Measurement results from a high-speed and a metro line confirm some of the established rules. Figure T2 - Int. Conf. RASD, Recent Advance in Structural Dynamics CY - Southampton, GB DA - 01.07.2024 KW - Ground vibration KW - Tunnel line KW - Wave propagation KW - Wavenumber method KW - Building vibration KW - Thin layer method PY - 2024 SP - 1 EP - 12 CY - Southampton AN - OPUS4-61266 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz A1 - Conreaux, Laurence A1 - Said, Samir A1 - Müller, Roger T1 - The excitation, propagation, and mitigation of train-induced ground vibrations from the axle impulses on the track N2 - Train-induced vibrations in soft ground usually have a strong low-frequency component. This component has a characteristic spectrum which is related to the axle sequence and the speed of the train. Its attenuation with distance is weaker than the attenuation for higher frequencies, and it always dominates the far-field ground vibration. Narrow-band frequency analyses clearly show that this ground vibration component is due to the static axle loads. Axle box vibrations have a different characteristic where the first out-of-roundness of the wheels is the only remarkable low-frequency component. Therefore, the dynamic axle loads from wheel and track irregularities are not the reason for the strong ground vibration component. The moving static axle loads generate the quasi-static response of the soil at very low frequencies and at very near distances. A part of the original impulse spectrum is scattered when it propagates through an inhomogeneous ballast and soil with a randomly varying stiffness. The axle impulses are smoother for a higher bending stiffness or a lower support stiffness (under sleeper pads, under ballast mats) of the track. This mitigation of the ground vibration will be demonstrated by measurements at three sites in Switzerland as well as the characteristic of the soil and axle-box vibrations. T2 - Sixth International Conference on Railway Technology: Research, Development and Maintenance CY - Prague, Czech Republic DA - 01.09.2024 KW - Soil and vehicle measurements KW - Train passages KW - Ground vibration KW - Excitation mechanisms KW - Mitigation KW - Under sleeper pads KW - Under ballast mat PY - 2024 DO - https://doi.org/10.4203/ccc.7.13.2 SN - 2753-3239 VL - 7 SP - 1 EP - 13 PB - Civil-Comp Press CY - Edinburgh, United Kingdom AN - OPUS4-61240 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - System and damage identification for cars, floors and roofs, bridges, tracks and foundations by modal analyses, frequency response functions and moving load responses N2 - The following objects have been analysed by frequency response functions and moving load responses. A simple modal analysis which is based on the transformed and weighted system equations has been tested for an automotive test car and for many floors in many buildings to get some rules for their natural frequency and damping. Moreover, six neighboured equal, weakly coupled, wooden floors in a castle have been measured by ambient and hammer excitation, and a special method to extract the different mode shapes of the closely spaced natural frequencies has been developed and tested. Different foundations, for which the soil-structure interaction is generally important, have been measured and compared with finite-element boundary-element models of varying soil properties. Similarly by FEBEM calculations, damages in railway tracks have been identified from flexibility functions (frequency response functions) and from the moving-load responses to normal train operation. Rail and foot bridges have been measured during train passages and by quasi-static tests with moving vehicles. The repeatability of the inclinometer measurements has been checked for different passages, passage directions, and measurement campaigns at a six-span foot bridge. Two rail bridges at the Hanover-Würzburg high-speed line have been measured and evaluated for integrity and for the train- and speed-dependent bridge resonances. The relation between the multi-axle and the single-axle excitation can be solved in frequency domain by the axle-sequence spectrum of the vehicle or the whole train. The single axle response has been used to identify track and bridge damages in laboratory and in situ. T2 - 10th International Operational Modal Analysis Conference (IOMAC 2024) CY - Naples, Italy DA - 21.05.2024 KW - Weakly coupled floors KW - Bridge passage KW - Track damage KW - Foundation-soil interaction KW - Flexibility function KW - Moving load response PY - 2024 AN - OPUS4-61233 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Railway vibration fast physics based models for the prediction of ground vibration and the identification of track damage N2 - The following applications of machine learning will be discussed: 1. The prediction of the wave propagation from a railway line (completely physics based for surface lines, physics-based machine learning for tunnel lines) 2. The track behaviour for the emission of train-induced ground vibration (physics based for homogeneous soil, machine learning for layered soil) 3. Track damage detection and quantification from frequency response functions and moving load responses 4. Bridge damage detection and localisation from modal analysis and moving load 5. The use of axle-box acceleration for the identification of track/sub-soil condition and bridge resonances. The prediction of railway vibration usually needs time-consuming finite element, boundary element and wavenumber domain calculations. For a user-friendly prediction software however, fast calculations are needed. Several time-consuming detailed calculations have been used to develop simpler and fast models for the surface railway lines. The more challenging prediction from tunnel lines will be attacked by purely mathematical and by physics-informed machine learning. The dynamic stiffnesses of isolated or un-isolated railway tracks from detailed calculations with a continuous soil have been approximated with the simpler Winkler soil. The vehicle-track resonance (P2 resonance) rules the effect of the mitigation measures, and it can also be used for the on-board monitoring of the track and sub-soil condition. For the identification of track damage such as gaps between sleepers, track slabs and layers, detailed models with a continuous soil have been updated to get the best fit to the measured frequency response functions from hammer tests and the deformation pattern from the moving load response. Whereas the track damage can be locally identified, this is more difficult for bridges where the modal analysis gives mainly global information. The influence lines of the inclination for statically passing vehicles (locomotive, truck, compaction roller) have been used to localise bridge damage (stiffness variations). The on-board monitoring of rail bridges needs special conditions (regular trains with special speeds) to excite and measure the bridge resonance. T2 - 11th European Workshop on Structural Health Monitoring (EWSHM) CY - Potsdam, Germany DA - 10.06.2024 KW - Vibration prediction KW - Track damage detection KW - Human and machine learning KW - Wave propagation KW - Surface line KW - Tunnel KW - Bridge resonance PY - 2024 AN - OPUS4-61231 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Reduction of ground induced building vibrations by kinematic and inertial soil structure interaction and by base isolation N2 - Many buildings on the soil have been measured and the transfer function freefield-to-building is ana-lysed. In general, an amplification at low frequencies, an amplification for the floor resonances, and a reduction for higher frequencies can be observed. Most of the measurement examples show a flexible behaviour along the height of the buildings. The prediction of building vibration consists typically of three steps. At first, the dynamic stiffness of the foundation and secondly the kinematic soil-structure interaction has to be calculated for example by the combined finite-element boundary-element meth-od. The stiffness of the foundation reduces the incoming waves (the kinematic interaction). Finally, the inertial interaction of the building with the foundation soil is calculated by the conventional finite ele-ment method where the dynamic foundation stiffness from the first step is added at the bottom of the building. The building on the compliant soil has a fundamental vertical resonance usually below 10 Hz. A parametrical variation clearly shows the influence of the elasticity of the building on this reso-nance frequency and amplitude. Moreover for column-type office buildings, the low-frequency floor resonances can further reduce this fundamental frequency. A 1-dimensional model has been estab-lished which can well approximate the behaviour of the 3-dimensional building models. It is used to demonstrate the effect of a base isolation with soft elements at the foundation. A rigid building model clearly over-estimates the isolation effect, which is smaller for a model with flexible walls, columns and floors. An even simpler model of an infinitely high building is suggested for the mitigation effect, and the resonance frequency of the rigid building should be replaced by a better performance indica-tor, which is based on the impedance ratio of the isolation and the wall and which can be also ex-pressed as a characteristic frequency. T2 - 30th International Congress on Sound and Vibration CY - Amsterdam, Netherlands DA - 08.07.2024 KW - Building vibrations KW - Base isolation KW - Foundation stiffness KW - Kinematic soil-structure interaction KW - Transfer functions of flexible buildings PY - 2024 AN - OPUS4-61229 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Skłodowska, Anna A1 - Amendola, Chiara A1 - Mohammed, Shoaib Ayjaz A1 - Sangaraju, Srihari A1 - Barnaba, Carla A1 - Pitilakis, Dimitris A1 - Roux, Philippe A1 - Compagno, Alessio A1 - Petrovic, Bojana A1 - Schindelholz, Valentin A1 - Maffione, Stefano A1 - Meneghini, Fabio A1 - Zuliani, David A1 - Parolai, Stefano T1 - EuroMASS Soil-Structure Interaction Experiment: A Semi-Dense Array for the Analysis of Wave Propagation from a Single-Degree-of-Freedom Structure to Its Surroundings N2 - For years, soil-structure interaction (SSI) has been a subject of interdisciplinary studies, although full-scale SSI experiments and the use of real data are rare. To study SSI in a well-known and controlled environment, a full-scale experiment, EuroMASS, was conducted at the Piana di Toppo test site in Northeast Italy. For the needs of the experiment, a simple structure consisting of a lumped mass overtopping a steel column on a concrete base was designed and assembled at the test site. In April 2022, a three-component instrumentation network was installed to record the seismic noise, weak earthquake motions, and active source signals to study the structure, the foundation, and the soil seismic responses. The experiment was designed to collect data that can be used for accurate dynamic characterization of the structure and analysis of wave propagation in the soil-structure system. KW - Soil-structure interaction KW - Earthquake KW - Seismicity KW - Wave propagation KW - SDOF PY - 2024 DO - https://doi.org/10.1785/0220240018 SN - 1938-2057 VL - 96 IS - 2A SP - 1201 EP - 1213 PB - Seismological Society of America (SSA) AN - OPUS4-61687 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Auersch, Lutz T1 - Vehicle Dynamics and Train‑Induced Ground Vibration—Theoretical Analyses and Simultaneous Vehicle, Track, and Soil Measurements N2 - Ground vibrations near railway lines are generated by the forces that are acting between wheel and rail. It seems to be a straight forward assumption that the vehicle dynamics are important for the level and the frequencies of the excitation forces. Different vehicle dynamics phenomena are analysed for their role in the excitation of ground vibrations: rigid body modes of the bogies, elastic (bending) modes of the car body, and elastic modes of the wheelset. The theoretical analyses use rigid body models, simplified elastic models, and detailed elastic models. Some of these problems are vehicle–track interaction problems where 3D finite‑element boundary‑element models have been used for the track and soil. It is shown that the rigid or flexible vehicle modes are well in the frequency range of ground vibrations (4 to 100 Hz). They have an influence on the excitation force but the additional forces are rather small and can be neglected in ground vibration prediction. The theoretical results are checked by experimental results of a simultaneous measurement of vehicle, track, and ground vibrations. KW - Rigid vehicle model KW - Flexible car body KW - Flexible wheelset KW - Dynamic loads KW - Ground vibration PY - 2023 UR - https://nbn-resolving.org/urn:nbn:de:kobv:b43-569796 DO - https://doi.org/10.3390/vehicles5010013 VL - 5 IS - 1 SP - 223 EP - 247 PB - MDPI CY - Basel AN - OPUS4-56979 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Agasty, Amit ED - Nolde, Moana ED - Schwarz, Silke ED - Hüsken, Götz T1 - Impact of shock waves from HE-detonation on reinforced concrete structures – Numerical and field studies N2 - An effective protection of structures against impact from detonation of high explosives (HE) necessitate certain design specifications to be met. In the event of an explosion, accidental or intentional, any damage in its neighborhood (especially, for example, to the structures of strategic importance) should remain as low as possible. The behavior of a structure under the shock loading from an explosion will determine the extent of the damage. The investigation of the relevant phenomena that occur during the event of an explosion is the objective of this study. In accordance with the test parameters, numerical simulations were performed and results were compared with those from field tests. The deformation of the wall under shock impact was simulated by implementing the appropriate interaction of fluid and structure. Moreover, the numerical pressure-time histories in front of the wall were compared with the ones measured in the field by means of piezoelectric pressure gauges, providing a validation for the shock waves’ propagation. T2 - MABS 25 CY - Den Haag, The Netherlands DA - 24.09.2018 KW - Shock-structure-interaction KW - Numerical simulations KW - Field tests KW - Piezoelectric pressure-gauge PY - 2018 SP - P082, 1 EP - 3 AN - OPUS4-46316 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - RPRT A1 - Auersch, Lutz T1 - Prognosemethoden für die Erschütterungsübertragung in Gebäude N2 - Es wurde ein Prognosemodell für die Bauwerksschwingungen entwickelt. Es besteht aus einer Gesamtbauwerkswand, die alle Wände und Stützen eines Bauwerks repräsentiert, und aus den Decken in den einzelnen Stockwerken. Das Modell wird stockwerkweise mit Übertragungsmatrizen berechnet. Hinsichtlich der Decken besteht im Programm die Möglichkeit, die Deckeneigenfrequenz aus den Abmessungen und den Auflagerbedingungen berechnen zu lassen. Die Decken werden dann im Rechenprogramm als Modalmodelle realisiert und an den Deckenauflagern in die Übertragungsmatrizenkette eingebaut. Aus diesem Komplexmodell des Gebäudes wurde entsprechend den Messerfahrungen ein praxisnäheres Standardmodell abgeleitet. Dazu werden die Wandamplituden aller Stockwerke gemittelt und bei den Decken wird eine gewisse Bandbreite der vorhandenen Deckeneigenfrequenzen unterstellt. Entsprechend der hohen Bedeutung, den experimentelle Ergebnisse für die Prognose der Erschütterungsimmission haben, wurden sehr viele in der BAM vorhandene Messdaten erneut ausgewertet und darüber hinaus neue Gebäudemessungen durchgeführt. Die Messergebnisse wurden bei der Definition des Standardmodells herangezogen. Außerdem wurde die Auswahl der Fundamentparameter mit den Messerfahrungen abgeglichen. Schließlich geben die Messdaten von etwa 80 Decken wichtige Hinweise auf die richtige Wahl der Deckenparameter Eigenfrequenz und Dämpfung. Eine Parameterstudie gibt Auskunft über die praktisch vorkommende Bandbreite der einzelnen Parameter und deren Auswirkung auf die Bauwerksamplituden. Die wichtigsten Parameter sind die Bodensteifigkeit und die Deckeneigenfrequenz, die die Abminderung der Gesamtbauwerksamplituden einerseits und die Amplitudenverstärkungen in der Deckenresonanzen andererseits bestimmen. Für diese beiden Parameter ergaben die Untersuchungen wesentliche Hinweise: Für die Gebäudegründung sind die weicheren oberen Bodenschichten maßgeblich, und die Deckeneigenfrequenzen lassen sich in erster Näherung gut durch eine allseitig gelenkige Lagerung abbilden. Mit den theoretischen und experimentellen Arbeiten konnte somit ein praxisgerechter Immissionsteil für die Erschütterungsprognose erstellt werden. KW - Immissionsprognose KW - Bauwerk-Boden-Wechselwirkung KW - Deckenschwingungen KW - Decke-Wand-Boden-Modell KW - Übertragungsmatrizen PY - 2006 SP - 1 EP - 87 PB - Bundesanstalt für Materialforschung und -prüfung (BAM) AN - OPUS4-56223 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - RPRT A1 - Auersch, Lutz T1 - Prognosemethoden für die Erschütterungsausbreitung im Boden N2 - In diesem Bericht werden die Berechnungsmethoden für die Transmission der Erschütterungen dargelegt. Da es sich um die Wellenausbreitung im Boden handelt, sind drei große Abschnitte dem Einfluss und den Berechnungsmöglichkeiten verschiedener homogener und geschichteter Böden gewidmet. Dabei kommt ein exaktes aufwändiges Rechenverfahren und daraus abgeleitete einfachere Näherungsverfahren zum Einsatz. Zum Bodeneinfluss wurden verschiedene homogene und geschichtete Böden exakt berechnet. Daraus wird ein Näherungsverfahren abgeleitet, dass auf der Dispersionsbeziehung v(f) beruht. Die Dispersion einiger Fälle wird exakt berechnet und ein Näherungsverfahren gefunden, mit dem man aus dem Tiefenprofil v(z) die Dispersion v(f) ermitteln kann. Mitden Näherungsverfahren werden die Wellenfelder der verschiedenen Böden nachgerechnet. Es ergeben sich sehr gute Übereinstimmungen mit den exakten Ergebnissen. Die Zuganregung wird in erster Linie mit ortsfesten dynamischen Achslasten erfasst. Mit der Lastverteilung über die gesamte Zuglänge ergibt sich eine deutlich andere, nämlich schwächere Abnahmegesetzmäßigkeit als für die elementare Punktlast. Für die Prognose von Schienenverkehrserschütterungen wurden verschiedene Verfahren vorgestellt, die die theoretischen Methoden zur Wellenausbreitung im Boden auf der experimentellen Seite ergänzen. Dies beginnt bei der notwendigen Ermittlung der Bodenkennwerte für den Prognoseort, das führt weiter zur sehr hilfreichen Bestimmung der Übertragungsfunktion am Prognoseort, und schließlich zur kritischen Verwendung von gemessenen Spektren als Emissionsgröße. Die verschiedenen Verfahren werden anhand der Messungen der ICE 3-und Thalys-Versuchsfahrten bei Gardelegen vorgeführt. Die wichtigsten Aussagen dieser Untersuchung sind: – Die Ergebnisse der Schwinger- und Impulsmessungen, die Bodenkennwerte und die Übertragungsfunktionen, Theorie und Messungen stimmen alle sehr gut miteinander überein. – Es sind gute Prognosen der Schienenverkehrserschütterungen sowohl mit den theoretischen als auch den experimentellen Übertragungsfunktionen möglich (s. Bild 39 im Vergleich zu Bild 40). – Die Verwendung von gemessenen Schienenverkehrserschütterungen als Emissionsspektrum wird ermöglicht. Sie ist aber an die Kenntnis der Bodenkennwerte am Messort gekoppelt. Mit den Bodenkennwerten am Messort können dann bodenunabhängige Lastspektren als Emissionsgröße berechnet werden. Damit steht eine Vielfalt von theoretischen und messtechnischen Varianten für die Prognose der Erschütterungsausbreitung im Boden zur Verfügung. KW - Geschichter Boden KW - Wellengeschwindigkeit KW - Übertragungsfunktion KW - Wellenzahlmethode KW - Approximationsverfahren KW - Bodensteifigkeit KW - Bodendämpfung PY - 2006 SP - 1 EP - 83 PB - Bundesanstalt für Materialforschung und -prüfung (BAM) AN - OPUS4-56222 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - RPRT A1 - Gerstberger, Ulf T1 - Prognosemethoden für die Emission von Bahnerschütterungen N2 - Die Emission von Erschütterungen wird durch ein physikalisches Modell der Fahrzeug-Fahrweg-Wechselwirkung unter Annahme eines stationären Zustands im Frequenzbereich berechnet. Dazu kommen analytische oder einfache numerische Formulierungen für Modelle des Fahrzeugs und des Gleises zum Einsatz mit deren Hilfe die Gesamtkraft auf den Boden unter dem Gleis infolge einer Achse prognostiziert wird. Das Gleis wird durch Systeme von kontinuierlich gebetteten schubstarrer Balken beschrieben, wobei sich die Bettung ggf. aus der „Verschmierung“ der diskreten Lagerung der Schiene über den Schwellenabstand ergibt. Die Bettung der Schiene des Schottergleises wird aus einem detaillierten Modell des Schienenstützpunkts im Frequenzbereich hergeleitet und kann folgende Komponenten enthalten: - Zwischenlage, - Schwelle, - Schwellenbesohlung, - Schotter, - Unterschottermatte. Für die Systeme der Festen Fahrbahn oder des Schottergleises im Tunnel kann unterhalb des gebetteten Balkens der Schiene ein zusätzlicher gebetteter Balken der Fahrbahn- oder Tunnelplatte angeordnet werden kann. Für Masse-Feder-System kann außerdem noch ein dritter Balken angeordnet werden. Das Fahrzeug wird mindestens durch die unabgefederte, starre Masse des Radsatzes beschrieben und kann durch Reihenschaltungen von weiteren Massen sowie Federn und Dämpfern erweitert werden, wobei folgende Komponenten enthalten sein können: - Wagenkastenmasse und Primärstufe, - Drehgestell und Sekundärstufe, - Motor- und Getriebemasse und deren Federstufe. Die Anregung des Schwingungssystems aus Fahrzeug und Gleis erfolgt durch eine im Kontakt von Rad und Schiene wirkenden Wegstörung, welche sich im Allgemeinen aus vertikalem Gleislagefehler, Schienen- und Radrauhigkeit, Radunrundheiten und der Parametererregung infolge der Schwellenüberrollung zusammensetzt. Auch wenn Zwischenergebnisse der Berechnung als Schmalbandspektrum vorhanden sind, erfolgt die Ausgabe der Emissionsgröße „Kraft auf den Untergrund“ als Terzspektrum und dient als Eingangsgröße für die Prognose der Transmission von Erschütterungen über den Boden oder zur Berechnung von Einfügedämmungen. KW - Emissionsprognose KW - Fahrwegmodell KW - Fahrzeugmodell KW - Bodenfedern KW - Fahrzeug-Fahrweg-Boden-Wechselwirkung KW - Störanregung KW - Terzspektren PY - 2006 SP - 1 EP - 63 PB - Bundesanstalt für Materialforschung und -prüfung (BAM) AN - OPUS4-56224 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Costard, René T1 - Charakterisierung der Belastung und Schädigung von Stahlbetonprüfkörpern unter Explosionsbeanspruchung N2 - Sprengversuche sind ein wesentliches Werkzeug, um die Eignung von Schutzobjekten und Bauteilen zum Schutz der Bevölkerung vor Anschlägen mit explosionsgefährlichen Stoffen wie Explosivstoffen, sogenannten „home-made-explosives“ (HME) und unkonventionellen Spreng- und Brandvorrichtungen (USBV) zu bewerten. Für forensische Zwecke werden oft Explosionsszenarien nachgebildet, um die Auswirkung von Anschlägen oder Unfällen genau untersuchen zu können. Feldversuche in Kombination mit numerischen Simulationen ermöglichen eine Charakterisierung der Belastung und Schädigung von Bauteilen und Strukturen unter hochdynamischen Explosionsbelastungen. Auf dem Testgelände Technische Sicherheit (TTS) der BAM in Horstwalde, Brandenburg werden Sprengversuche im Real-Maßstab durchgeführt. Dabei werden Bauteile mit Messtechnik ausgestattet, um eine dynamische Strukturcharakterisierung mittels sensorbasierten Monitorings zu ermöglichen. In diesem Vortrag werden am Beispiel einer Versuchskampagne mit einer Stahlbetonwand als Prüfkörper die Eignung verschiedener Prüfmethoden bei Sprengversuchen evaluiert. Es werden Messmethoden zur Charakterisierung der Explosionsereignisse, des globalen Strukturverhaltens sowie der lokalen Schädigung vorgestellt. Die direkte Charakterisierung der Explosionsbelastung erfolgt mit Hilfe von piezo-elektrischen Druckaufnehmern (bündig mit der Oberfläche im Prüfkörper montiert) und High-Speed-Kameras. Die Beobachtung der explosionsinduzierten Reaktion des Bauteils während und nach dem Eintreffen der Stoßwelle erfolgt mittels Beschleunigungssensoren, Stereo-Fotogrammetrie sowie mit in den Prüfkörper eingebetteter verteilter faseroptischer Sensoren, mit Hilfe derer die Dehnungsraten im Bauteil zeit- und ortsaufgelöst gemessen werden können. Die faseroptischen Sensoren erlauben außerdem die örtlich hochaufgelöste Bestimmung statischer Dehnungsänderungen im Bauteil nach einem Versuch, sodass auch nicht sichtbare Schädigungen wie kleinste Risse detektiert und charakterisiert werden können. Vergleichende Messungen mit Ultraschall komplettieren die Schadenscharakterisierung. In unserem Beitrag diskutieren wir die Herausforderungen dieser Messungen sowie die Ergebnisse und Möglichkeiten der genannten komplementären Messmethoden. T2 - 44. Informationstagung Sprengtechnik CY - Siegen, Germany DA - 14.04.2023 KW - Explosivstoffe KW - Sprengversuche KW - Schädigungscharakterisierung KW - Sensorik PY - 2023 AN - OPUS4-57319 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Agasty, Amit T1 - Numerical analysis of structures under blast loading N2 - Blast tests are indispensable for investigations of accidental or intentional explosions and to evaluate the level of protection to people and equipment within critical infrastructure. Current capabilities for detailed blast effects assessment are limited to performing full-scale field testing, which, for complex scenarios, are highly resource intensive. In this regard, reliable numerical simulations are an effective alternative option. A discussion of the scope and challenges of using numerical tools for a technical-safety assessment of reinforced concrete structures under blast loading is presented. Different coupling possibilities between shock wave simulations and structural simulations with the help of practical examples is given. An outlook on the development of new methods for structural simulations currently being researched at BAM concludes the presentation. T2 - Exerter Final Conference, 2023 CY - Soest, The Netherlands DA - 24.04.2023 KW - Coupling KW - Numerical Simulation KW - Blast KW - Structural Analysis KW - FSI PY - 2023 AN - OPUS4-57458 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Costard, René T1 - Dynamic response of reinforced concrete (RC) components in scaled-down blast tests N2 - Der Beitrag präsentiert erste Ergebnisse aus dem BAM-internen Projekt AP5 Security zum Thema Charakterisierung der dynamischen Reaktion und Schädigung von Stahlbetonbauteilen. T2 - 44.Informationstagung Sprengtechnik CY - Siegen, Germany DA - 14.04.2023 KW - Explosionsbelastung auf Strukturen KW - Beton KW - Numerik PY - 2023 AN - OPUS4-57313 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Frequenz- und bodenabhängige Prognose und Minderung von Bahnerschütterungen N2 - Die Prognose und Minderung von Bahnerschütterungen haben eine lange Tradition in der Bundesanstalt für Materialforschung und -prüfung. Im Jahr 2006 wurde eine Prognose-Software fertiggestellt, die viele Forschungs- und Messergebnisse zusammenfasst. Sie umfasst die Teilbereiche Emission (die Anregung durch die Fahrzeug-Fahrweg-Untergrund-Wechselwirkung), die Transmission (die Ausbreitung durch den Boden) und die Immission (die Übertragung vom Freifeld in ein Gebäude). Die Prognose geschieht in allen Teilen mit einfachen Formeln, die veröffentlicht sind und zur Anwendung für Jedermann zur Verfügung stehen. Es werden Beispiele zur Emission und zur Transmission gezeigt. Im Bereich Transmissionsprognose werden zu den Anregungskräften (aus dem Emissionsteil) die Bodenerschütterungen als Schwinggeschwindigkeitsterzspektren berechnet. Das Ergebnis hängt stark von der Bodensteifigkeit, -dämpfung und -schichtung ab. Dies wurde später mit einer Messkampagne in der Schweiz an 10 Messorten bestätigt. Die Berechnung erfolgt näherungsweise für einen geschichteten Boden mit einer frequenzabhängigen Wellengeschwindigkeit (Dispersion) oder einem tiefenabhängigen Wellengeschwindigkeitsprofil. Die Anregungskräfte werden im Prognosebereich Emission mit einem 2-dimensionalen Gleismodell berechnet. 1-dimensionale Modelle liefern meist falsche Ergebnisse und 3-dimensionale Modelle (zum Beispiel mit der kombinierten Finite-Element-Randelement-Methode) sind für eine Erschütterungs¬prognose sicherlich zu aufwändig. Das 2-dimensionale Modell wurde an 3-dimensionale Ergebnisse so angepasst, dass die Ergebnisse für viele Gleise und Böden annähernd zutreffen. Auch Minderungs¬maßnahmen am Gleis können mit diesem Modell sehr gut berechnet werden. Die Prognoseverfahren wurden in den folgenden Jahren weiter verfeinert. Es wurde die quasi-statische Anregung durch die bewegten statischen Zuglasten mit einer Näherungsformel ergänzt, so dass auch das tieffrequente Nahfeld realistisch erfasst werden kann. Mit der Berücksichtigung der Achsfolge (insbesondere zwischen den Achsen im Drehgestell) ergeben sich zwei typische Minima in den Erschütterungsspektren, die oft auch in den Messungen beobachtet werden. Der Amplitudenanteil zwischen diesen beiden Minima ist oft stärker angehoben, so dass hier eine zusätzliche Erschütterungsanregung vermutet wird. Dieser Anteil kann rein empirisch prognostiziert werden, so wie das in den englischen Prognosen (zuletzt für das Highspeed2-Projekt) enthalten ist. Die Begründung dieses Anteils ist allerdings nicht die Achsfolge, sondern die Zerstreuung der statischen Achslastimpulse durch einen unregelmäßigen Gleisuntergrund und Boden. Die messtechnische Ermittlung eines Minderungseffektes ist komplizierter als allgemein angenommen. Es reicht nicht aus, jeweils an einem Messpunkt in der Nähe eines Gleises mit und ohne Minderungsmaßnahme die Erschütterungen zu messen und aus dem Verhältnis der Amplituden (beziehungsweise aus der Differenz der Pegel) „die Einfügedämmung“ zu ermitteln. Es wird an Beispielen gezeigt, wie man hier sinnvoller vorgehen kann. 1. Zunächst ist es wichtig, nicht nur die Einfügedämmung sondern auch die Originalspektren mit und ohne Minderung zu dokumentieren und zu veröffentlichen, damit man kontrollieren kann, ob wesentliche Amplituden und Frequenzbereiche reduziert sind oder ob es sich um eher zufällige Minderungen oder Verstärkungen handelt. (Beispiel Unterschottermatte/Raron, Müller/SBB) 2. Der Messpunkt sollte nicht im Nahbereich des Gleises liegen, da ansonsten eine zu günstige, falsche Einfügedämmung bestimmt wird. (Beispiel Tunnel/ Leipzig/Breitsamter) 3. Um Zufälligkeiten zu vermeiden, sollte man an mehr als einem Punkt messen. (Beispiel Unterschotterplatte/Altheim/Auersch) 4. Man sollte eigentlich immer auch die Bodenkennwerte (Steifigkeit, Dämpfung, Amplituden-abnahme, Übertagungsfunktion) messen. Selbst bei nahegelegene Messquerschnitten kann man Überraschungen erleben. (Beispiel erste ICE-Messungen/bei Würzburg/Auersch) 5. Bei verschiedenen Bodenkennwerten kann man eine Korrektur durchführen. (Beispiel Gleis-tröge/Mistler) Am besten bestimmt man ein äquivalentes Kraftspektrum zu jedem Messort und jedem Messzug (Beispiel Feste Fahrbahn/Gardelegen/Auersch) 6. Prinzipiell gibt es nicht die Einfügedämmung einer Maßnahme. Die Einfügedämmung ist immer boden- und referenzsystemabhängig. Die „beste“ Einfügungsdämmung erhält man mit einem steifen Untergrund (Beispiel Unterschottermatte/Tunnel/München Gasteig/Wettschureck) Das heißt aber nicht, dass die Maßnahme durch einen künstlich versteiften Untergrund besser wird (Beispiel Unterschottermatten/RRT2006/Auersch) Es werden Messbeispiele gezeigt, die alle neben einer hochfrequenten dynamischen Minderung auch eine mittelfrequente quasi-statische Minderung aufweisen. Dabei wird der mittelfrequente Zerstreuanteil der statischen Achslastimpulse durch die breitere Lastverteilung und damit die Impulsdehnung der Achslastimpulse reduziert. Diese Impulsdehnung lässt sich mit dem 2-dimensionalen Gleismodell berechnen. Die Minderungswirkung hängt aber wiederum vom Referenzsystem und dessen unregelmäßiger Steifigkeitsverteilung ab. Je unregelmäßiger der Boden und Gleisuntergrund des Referenzsystems, desto stärker ist die Minderungswirkung. T2 - 24. Symposium für Baudynamik und Erschütterungsmessungen CY - Dübendorf, Sitzerland DA - 09.06.2023 KW - Bahnerschütterungen KW - Erschütterungsprognose KW - Erschütterungsminderung KW - Elastische Gleiselemente KW - Gleiströge KW - Zerstreute Achsimpulse PY - 2023 SP - 1 EP - 32 PB - Ziegler Consultants CY - Zürich AN - OPUS4-57953 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Frequenz- und bodenabhängige Prognose und Minderung von Bahnerschütterungen N2 - Die Prognose und Minderung von Bahnerschütterungen haben eine lange Tradition in der Bundesanstalt für Materialforschung und -prüfung. Im Jahr 2006 wurde eine Prognose-Software fertiggestellt, die viele Forschungs- und Messergebnisse zusammenfasst. Sie umfasst die Teilbereiche Emission (die Anregung durch die Fahrzeug-Fahrweg-Untergrund-Wechselwirkung), die Transmission (die Ausbreitung durch den Boden) und die Immission (die Übertragung vom Freifeld in ein Gebäude). Die Prognose geschieht in allen Teilen mit einfachen Formeln, die veröffentlicht sind und zur Anwendung für Jedermann zur Verfügung stehen. Es werden Beispiele zur Emission und zur Transmission gezeigt. Im Bereich Transmissionsprognose werden zu den Anregungskräften (aus dem Emissionsteil) die Bodenerschütterungen als Schwinggeschwindigkeitsterzspektren berechnet. Das Ergebnis hängt stark von der Bodensteifigkeit, -dämpfung und -schichtung ab. Dies wurde später mit einer Messkampagne in der Schweiz an 10 Messorten bestätigt (Bild 1). Die Berechnung erfolgt näherungsweise für einen geschichteten Boden mit einer frequenzabhängigen Wellengeschwindigkeit (Dispersion) oder einem tiefenabhängigen Wellengeschwindigkeitsprofil. Die Anregungskräfte werden im Prognosebereich Emission mit einem 2-dimensionalen Gleismodell berechnet (Bild 2). 1-dimensionale Modelle liefern meist falsche Ergebnisse und 3-dimensionale Modelle (zum Beispiel mit der kombinierten Finite-Element-Randelement-Methode) sind für eine Erschütterungs¬prognose sicherlich zu aufwändig. Das 2-dimensionale Modell wurde an 3-dimensionale Ergebnisse so angepasst, dass die Ergebnisse für viele Gleise und Böden annähernd zutreffen. Auch Minderungs¬maßnahmen am Gleis können mit diesem Modell sehr gut berechnet werden. Die Prognoseverfahren wurden in den folgenden Jahren weiter verfeinert. Es wurde die quasi-statische Anregung durch die bewegten statischen Zuglasten mit einer Näherungsformel ergänzt, so dass auch das tieffrequente Nahfeld realistisch erfasst werden kann. Mit der Berücksichtigung der Achsfolge (insbesondere zwischen den Achsen im Drehgestell) ergeben sich zwei typische Minima in den Erschütterungsspektren, die oft auch in den Messungen beobachtet werden. Der Amplitudenanteil zwischen diesen beiden Minima ist oft stärker angehoben, so dass hier eine zusätzliche Erschütterungsanregung vermutet wird. Dieser Anteil kann rein empirisch prognostiziert werden, so wie das in den englischen Prognosen (zuletzt für das Highspeed2-Projekt) enthalten ist. Die Begründung dieses Anteils ist allerdings nicht die Achsfolge, sondern die Zerstreuung der statischen Achslastimpulse durch einen unregelmäßigen Gleisuntergrund und Boden. Die messtechnische Ermittlung eines Minderungseffektes ist komplizierter als allgemein angenommen. Es reicht nicht aus, jeweils an einem Messpunkt in der Nähe eines Gleises mit und ohne Minderungs¬maßnahme die Erschütterungen zu messen und aus dem Verhältnis der Amplituden (beziehungsweise aus der Differenz der Pegel) „die Einfügedämmung“ zu ermitteln. Es wird an Beispielen gezeigt, wie man hier sinnvoller vorgehen kann. 1. Zunächst ist es wichtig, nicht nur die Einfügedämmung sondern auch die Originalspektren mit und ohne Minderung zu dokumentieren und zu veröffentlichen, damit man kontrollieren kann, ob wesentliche Amplituden und Frequenzbereiche reduziert sind oder ob es sich um eher zufällige Minderungen oder Verstärkungen handelt. (Beispiel Unterschottermatte/Raron, Müller/SBB) 2. Der Messpunkt sollte nicht im Nahbereich des Gleises liegen, da ansonsten eine zu günstige, falsche Einfügedämmung bestimmt wird. (Beispiel Tunnel/ Leipzig/Breitsamter) 3. Um Zufälligkeiten zu vermeiden, sollte man an mehr als einem Punkt messen. (Beispiel Unterschotterplatte/Altheim/Auersch) 4. Man sollte eigentlich immer auch die Bodenkennwerte (Steifigkeit, Dämpfung, Amplituden-abnahme, Übertagungsfunktion) messen. Selbst bei nahegelegene Messquerschnitten kann man Überraschungen erleben. (Beispiel erste ICE-Messungen/bei Würzburg/Auersch) 5. Bei verschiedenen Bodenkennwerten kann man eine Korrektur durchführen. (Beispiel Gleis-tröge/Mistler) Am besten bestimmt man ein äquivalentes Kraftspektrum zu jedem Messort und jedem Messzug (Beispiel Feste Fahrbahn/Gardelegen/Auersch) 6. Prinzipiell gibt es nicht die Einfügedämmung einer Maßnahme. Die Einfügedämmung ist immer boden- und referenzsystemabhängig. Die „beste“ Einfügungsdämmung erhält man mit einem steifen Untergrund (Beispiel Unterschottermatte/Tunnel/München Gasteig/Wettschureck) Das heißt aber nicht, dass die Maßnahme durch einen künstlich versteiften Untergrund besser wird (Beispiel Unterschottermatten/RRT2006/Auersch) Es werden Messbeispiele gezeigt, die alle neben einer hochfrequenten dynamischen Minderung auch eine mittelfrequente quasi-statische Minderung aufweisen. Dabei wird der mittelfrequente Zerstreuanteil der statischen Achslastimpulse durch die breitere Lastverteilung und damit die Impulsdehnung der Achslastimpulse reduziert. Diese Impulsdehnung lässt sich mit dem 2-dimensionalen Gleismodell berechnen. Die Minderungswirkung hängt aber wiederum vom Referenzsystem und dessen unregel¬mäßiger Steifigkeitsverteilung ab. Je unregelmäßiger der Boden und Gleisuntergrund des Referenz¬systems, desto stärker ist die Minderungswirkung. T2 - 24. Symposium für Baudynamik und Erschütterungsmessungen CY - Dübendorf, Switzerland DA - 09.06.2023 KW - Bahnerschütterungen KW - Erschütterungsprognose KW - Erschütterungsminderung KW - Elastische Gleiselemente KW - Gleiströge KW - zerstreute Achslastimpulse PY - 2023 AN - OPUS4-57952 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Some resonance effects of non-typical trains and railway bridges investigated by a frequency-domain method N2 - The resonances of railway bridges have often been analysed for short bridges under periodical high-speed trains, for simply supported one-span bridges, for the fundamental bridge mode, and by time-domain analyses. Many time-consuming calculations have been performed to establish simplified rules for standards. In this contribution, the passage of different (existing, new and hypothetic) trains over different bridges will be analysed in frequency domain by using three separated spectra with the purpose to get a better physical insight in the phenomena. At first, the excitation spectrum of the modal forces is built by the mode shape and the passage time of the train over the bridge. The second spectrum is the frequency response function of the bridge which include the modal frequency, damping and mass. The third part is the spectrum of the axle sequence of an arbitrary train which is not limited to periodical or specific (conventional, articulated, regular or standard) trains and which does not include any bridge parameters. The final solution in frequency domain is obtained as the product of these three complex, strongly varying spectra for the dominating bridge mode or in general as the sum of these products over all relevant bridge modes. The time domain solution is obtained via the inverse Fourier transform, and the resulting time histories have been successfully compared with some measurement results. The method is applied to the vertical and torsional modes of a mid-long 1-span bridge on elastomeric bearings under standard train speeds, and to a long multi-span integral bridge under long periodical freight trains. Different resonance and cancellation effects have been found for systematically varied train speeds according to the axle sequence of the whole train which is dominated by the two locomotives in that case. To be more specific, the first torsional mode of the mid-span bridge is excited for a train speed of 100 km/h whereas the second bending mode is excited for a train speed of 160 km/h. In both cases, the other mode is suppressed by the minima of the axle-distance spectra. In addition, the case of the German high-speed train ICE4 and the very high-speed hyperloop case will be discussed briefly. In general, it is shown that resonance effects are also worth to be studied for freight and passenger trains with lower speeds. T2 - EURODYN 2023 XII International Conference on Structural Dynamics CY - Delft, Netherlands DA - 03.07.2023 KW - Railway bridge KW - Transfer fuction KW - Modal load spectrum KW - Axle-sequence spectrum KW - Freight train KW - Passenger train KW - High-speed train KW - 2-span bridge PY - 2023 AN - OPUS4-57955 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Soil-foundation-structure problems related to train induced vibrations - the kinematic interaction of tunnel excited pile foundations and the inertial interaction of high rise buildings N2 - The soil-foundation-structure interaction is always important when building vibrations due to train passages have to be considered. The frequency range for train vibrations is up to 100 Hz. Normally, soft surface soils are crucial so that the wavelength can be much smaller than the foundation dimensions. Three topics are of interest for the prediction and the under-standing of building vibrations. 1. The „kinematic interaction“ or the „added foundation ef-fect“, which is calculated either by the combined boundary-element finite-element method or by the wavenumber domain method, results in a reduction of the free-field vibration. The stiff-ness of the foundation resists the wave deformation, plates and walls for horizontally propa-gating waves or piles for vertically incident waves. 2. The „inertial interaction“ or the „added building effect“ yields an amplification around the vertical building resonance, which may be a rigid mode on the compliant soil or a flexible mode for high-rise buildings, and a reduction at higher frequencies. This has been analysed by detailed finite element models of apartment and office buildings. 3. Base isolation is a method to further reduce building vibrations. It is important to know the soil-foundation impedance for the possible reduction, as well as the correct building impedance. A high-rise building cannot be considered as a rigid mass model. It has a frequency-dependent behaviour with longitudinal waves travelling from the founda-tion to the top of the building which include the effect of floor vibrations. Experiences from building projects in Vienna, Frankfort and Berlin will give some additional results for the ex-citation from tunnel lines, the kinematic response of pile foundations, and the inertial re-sponse of the flexible multi-storey buildings. T2 - Computational Methods in Structural Dynamics and Earthquake Engineering (COMPDYN 2023) CY - Athens, Greece DA - 12.06.2023 KW - Soil-pile interaction KW - Pile groups KW - Kinematic interaction KW - Inertial interaction KW - High-rise buildings KW - Base isolation PY - 2023 AN - OPUS4-57954 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Damage detection by flexibility functions and quasi-static moving load tests N2 - The contribution shows measurement examples of cars, floors, foundations, railway tracks, a footbridge, and a railbridge. Vibrations may include modes and waves. Namely in soil-structure interaction, modes are damped, shifted and prevented so that alternatives for the modal analysis are necessary: The approximation of the whole spectrum (flexibility function) and of the whole train passage (moving-load response). T2 - Symposium Emerging Trends in Bridge Damage Detection, Localization and Quantification CY - Luxembourg, Luxembourg DA - 05.05.2023 KW - Flexibility KW - Movin load test KW - Frequency response function KW - Cars KW - Floors KW - Foundations KW - Railway tracks KW - Footbridge KW - Railbridge KW - Damage detection PY - 2023 AN - OPUS4-57951 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Train-induced ground vibrations – The emission and transmission from tunnel and surface lines N2 - Train-induced ground vibrations are quite different for tunnel and surface lines. The excitation of the track and ground vibration by the vehicle-track-soil interaction maybe influenced by the stiffer track support of the tunnel invert. The excited waves are propagating on a different path compared to the surface line. The wave propagation in the interior of the soil is calculated by a wavenumber integral in a similar way as the propagation along the surface and a general reduction of < 0.5 has been found. An additional reduction has been found because of the missing Rayleigh wave. The different excitation of tunnel lines is analysed theoretically by the combined finite-element boundary-element method and some results about the influencing tunnel and soil parameters will be shown. Measurements have been made at the Mühlberg-Tunnel in Germany. The vibrations of the train, the track and the soil have been measured simultaneously at the tunnel and a nearby surface line. Spectra will be shown for different train speeds between 60 and 160 km/h. A clear reduction effect for the tunnel line compared to the surface line has been observed in a specific (train-speed-dependent) frequency range. This agrees well with the observations of other research institutes. The mid-frequency tunnel-surface reduction seems to be a consequence of the stiffer track structure which leads to a wider distribution of the axle loads. Therefore, the axle impulses due to the train passage are longer and have a lower frequency content. This will have an effect on the ground vibrations at some distance which are present in case of an irregular transmission path through a ballast and soil with varying stiffness. A similar reduction effect can also be found for other track forms where the axle impulses are distributed on a longer track segment, for example slab tracks, tracks with under ballast plates, under ballast mats or under sleeper pads. T2 - 29th International Congress on Sound and Vibration (ICSV29) CY - Prague, Czech Republic DA - 09.07.2023 KW - Ground vibration KW - Railway tunnel KW - Layered soil KW - Surface-tunnel reduction KW - Measurements PY - 2023 AN - OPUS4-57956 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Soil-foundation-structure problems related to train induced vibrations - the kinematic interaction of tunnel excited pile foundations and the inertial interaction of high rise buildings N2 - The soil-foundation-structure interaction is always important when building vibrations due to train passages have to be considered. The frequency range for train vibrations is up to 100 Hz. Normally, soft surface soils are crucial so that the wavelength can be much smaller than the foundation dimensions. Three topics are of interest for the prediction and the under-standing of building vibrations. 1. The „kinematic interaction“ or the „added foundation ef-fect“, which is calculated either by the combined boundary-element finite-element method or by the wavenumber domain method, results in a reduction of the free-field vibration. The stiff-ness of the foundation resists the wave deformation, plates and walls for horizontally propa-gating waves or piles for vertically incident waves. 2. The „inertial interaction“ or the „added building effect“ yields an amplification around the vertical building resonance, which may be a rigid mode on the compliant soil or a flexible mode for high-rise buildings, and a reduction at higher frequencies. This has been analysed by detailed finite element models of apartment and office buildings. 3. Base isolation is a method to further reduce building vibrations. It is important to know the soil-foundation impedance for the possible reduction, as well as the correct building impedance. A high-rise building cannot be considered as a rigid mass model. It has a frequency-dependent behaviour with longitudinal waves travelling from the founda-tion to the top of the building which include the effect of floor vibrations. Experiences from building projects in Vienna, Frankfort and Berlin will give some additional results for the ex-citation from tunnel lines, the kinematic response of pile foundations, and the inertial re-sponse of the flexible multi-storey buildings. T2 - COMPDYN 2023 CY - Athen, Greece DA - 12.06.2023 KW - Kinematic Interaction KW - Inertial Interaction KW - Surface Foundation KW - Pile Foundation KW - High-Rise Building PY - 2023 SP - 1 EP - 14 PB - NTUA CY - Athens AN - OPUS4-57959 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Some resonance effects of non-typical trains and railway bridges investigated by a frequency-domain method N2 - The resonances of railway bridges have often been analysed for short bridges under periodical high-speed trains, for simply supported one-span bridges, for the fundamental bridge mode, and by time-domain analyses. Many time-consuming calculations have been performed to establish simplified rules for standards. In this contribution, the passage of different (existing, new and hypothetic) trains over different bridges will be analysed in frequency domain by using three separated spectra with the purpose to get a better physical insight in the phenomena. At first, the excitation spectrum of the modal forces is built by the mode shape and the passage time of the train over the bridge. The second spectrum is the frequency response function of the bridge which include the modal frequency, damping and mass. The third part is the spectrum of the axle sequence of an arbitrary train which is not limited to periodical or specific (conventional, articulated, regular or standard) trains and which does not include any bridge parameters. The final solution in frequency domain is obtained as the product of these three complex, strongly varying spectra for the dominating bridge mode or in general as the sum of these products over all relevant bridge modes. The time domain solution is obtained via the inverse Fourier transform, and the resulting time histories have been successfully compared with some measurement results. The method is applied to the vertical and torsional modes of a mid-long 1-span bridge on elastomeric bearings under standard train speeds, and to a long multi-span integral bridge under long periodical freight trains. Different resonance and cancellation effects have been found for systematically varied train speeds according to the axle sequence of the whole train which is dominated by the two locomotives in that case. To be more specific, the first torsional mode of the mid-span bridge is excited for a train speed of 100 km/h whereas the second bending mode is excited for a train speed of 160 km/h. In both cases, the other mode is suppressed by the minima of the axle-distance spectra. In addition, the case of the German high-speed train ICE4 and the very high-speed hyperloop case will be discussed briefly. In general, it is shown that resonance effects are also worth to be studied for freight and passenger trains with lower speeds. T2 - XII International Conference on Structural Dynamics CY - Delft, The Netherlands DA - 03.07.2023 KW - Railway bridge KW - Transfer function KW - Modal force spectrum KW - Axle-sequence spectrum KW - Freight train KW - Passenger train KW - High-speed train KW - 2-span bridge KW - Long-span bridge PY - 2023 SP - 1 EP - 10 PB - TU Delft CY - Delft AN - OPUS4-57961 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Train-induced ground vibrations - the emission and transmission from tunnel and surface lines N2 - Train-induced ground vibrations are quite different for tunnel and surface lines. The excitation of the track and ground vibration by the vehicle-track-soil interaction maybe influenced by the stiffer track support of the tunnel invert. The excited waves are propagating on a different path compared to the surface line. The wave propagation in the interior of the soil is calculated by a wavenumber integral in a similar way as the propagation along the surface and a general reduction of < 0.5 has been found. An additional reduction has been found because of the missing Rayleigh wave. The different excitation of tunnel lines is analysed theoretically by the combined finite-element boundary-element method and some results about the influencing tunnel and soil parameters will be shown. Measurements have been made at the Mühlberg-Tunnel in Germany. The vibrations of the train, the track and the soil have been measured simultaneously at the tunnel and a nearby surface line. Spectra will be shown for different train speeds between 60 and 160 km/h. A clear reduction effect for the tunnel line compared to the surface line has been observed in a specific (train-speed-dependent) frequency range. This agrees well with the observations of other research institutes. The mid-frequency tunnel-surface reduction seems to be a consequence of the stiffer track structure which leads to a wider distribution of the axle loads. Therefore, the axle impulses due to the train passage are longer and have a lower frequency content. This will have an effect on the ground vibrations at some distance which are present in case of an irregular transmission path through a ballast and soil with varying stiffness. A similar reduction effect can also be found for other track forms where the axle impulses are distributed on a longer track segment, for example slab tracks, tracks with under ballast plates, under ballast mats or under sleeper pads. T2 - 29th International Congress on Sound and Vibration CY - Prague, Czech Republic DA - 09.07.2023 KW - Ground vibration KW - Railway tunnel KW - Layered soil KW - Surface-tunnel reduction KW - Measurements PY - 2023 SP - 1 EP - 8 PB - IIAV CY - Auburn, USA AN - OPUS4-57962 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - JOUR A1 - Costard, René A1 - Agasty, Amit A1 - Kadoke, Daniel A1 - Kind, Thomas A1 - Hicke, Konstantin A1 - Hüsken, Götz T1 - Charakterisierung der Belastung und Schädigung von Stahlbetonprüfkörpern unter Explosionsbeanspruchung N2 - Zur Bewertung der Widerstandsfähigkeit von Schutzobjekten und Bauteilen gegen Explosionsbeanspruchung führt die Bundesanstalt für Materialforschung und -prüfung (BAM) regelmäßig Sprengversuche im Realmaßstab auf einem Testgelände durch. Solche Versuche sind planungs- und ressourcenintensiv, sodass sie zunehmend durch numerische Simulationen ergänzt bzw. ersetzt werden. Aktuelle Forschungsarbeiten zielen darauf ab, neue Berechnungsmethoden und Materialmodelle zu entwickeln, mit denen die Bestimmung der Bauteilantwort sowie die daraus resultierende Schädigung nach einem Explosionsereignis möglich sind. Zur Validierung solcher Ansätze ist es notwendig, systematische Versuche mit unterschiedlichen Szenarien durchzuführen, bei denen die relevanten Parameter mit Hilfe verschiedener Messmethoden aufgezeichnet werden. T2 - 44. Informationstagung Sprengtechnik CY - Siegen, Germany DA - 14.04.2023 KW - Explosivstoff KW - Explosionswirkung KW - Stahlbeton KW - Faseroptische Sensorik PY - 2023 SN - 0941 - 4584 VL - 45 IS - 2 SP - 11 EP - 14 AN - OPUS4-58109 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Impacts between different drop masses and different targets in different scales N2 - The Federal Institute of Material Research and Testing has performed many impact tests from very small laboratory tests to very big “free-field” tests with heavy containers on stiff foundations. The first measurements have been done on a big foundation where it should be guaranteed that the foundation is rigid and the container is tested properly. Later on, a smaller drop test facility has been built on the ground inside an existing building. It had to be controlled by prediction and measurements that the drop test will not damage the building. Tests from different heights on soft, medium, and stiff targets have been done to find out rules which allow to identify acceptable and unacceptable drop tests. Later on, the biggest drop test facility has been built for masses up to 200 t. It was necessary for the design of the foundation to estimate the forces which oc-cur during the drop tests. In addititon, the acceptable tests should be selected and controlled by measurements where the impact duration is important. Dif-ferent sensors, accelerometers, accelerometers with mechanical filters, geo-phones (velocity transducers), strain gauges, and pressure cells have been ap-plied for these tasks. Signal transformations and model calculations have been used to check and understand the dynamic measurements. The simplest law is the conservation of the momentum which is a good approximation if the impact is short. If the soil under the foundation has an influence on the deceleration of the container, the maximum foundation velocity is lower than the simple esti-mation. T2 - 10th International Conference on Experimental Vibration Analysis for Civil Engineering Structures CY - Milano, Italy DA - 30.08.2023 KW - Drop test KW - Vibration measurements KW - Container loading KW - Foundation load PY - 2023 AN - OPUS4-58504 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Auersch, Lutz T1 - Impacts Between Different Drop Masses and Different Targets in Different Scales N2 - The Federal Institute of Material Research and Testing has performed many impact tests from very small laboratory tests to very big “free-field” tests with heavy containers on stiff foundations. The first measurements have been done on a big foundation where it should be guaranteed that the foundation is rigid and the container is tested properly. Later on, a smaller drop test facility has been built on the ground inside an existing building. It had to be controlled by prediction and measurements that the drop test will not damage the building. Tests from different heights on soft, medium, and stiff targets have been done to find out rules which allow to identify acceptable and unacceptable drop tests. Later on, the biggest drop test facility has been built for masses up to 200 t. It was necessary for the design of the foundation to estimate the forces which oc-cur during the drop tests. In addititon, the acceptable tests should be selected and controlled by measurements where the impact duration is important. Dif-ferent sensors, accelerometers, accelerometers with mechanical filters, geo-phones (velocity transducers), strain gauges, and pressure cells have been ap-plied for these tasks. Signal transformations and model calculations have been used to check and understand the dynamic measurements. The simplest law is the conservation of the momentum which is a good approximation if the impact is short. If the soil under the foundation has an influence on the deceleration of the container, the maximum foundation velocity is lower than the simple esti-mation. T2 - Experimental Vibration Analysis for Civil Engineering Structures (EVACES 2023) CY - Milano, Italy DA - 30.08.2023 KW - Drop test KW - Vibration measurements KW - Container loading KW - Foundation load PY - 2023 SN - 978-3-031-39116-3 DO - https://doi.org/10.1007/978-3-031-39117-0_60 SN - 2366-2557 SP - 592 EP - 602 PB - Springer Nature Switzerland CY - Cham, Schweiz AN - OPUS4-58503 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Hicke, Konstantin A1 - Chruscicki, Sebastian A1 - Breithaupt, Mathias A1 - Costard, René A1 - Kind, Thomas A1 - Hüsken, Götz A1 - Agasty, Amit T1 - Measuring Dynamic Behavior and Damage Evolution of a Reinforced Concrete Wall Subjected to Explosive Blasts using Embedded Distributed Fiber Optic Sensors N2 - Results from highly dynamic and static strain measurements, respectively, using embedded distributed fiber optic sensors in a steel-reinforced concrete wall under explosive blast-loading are presented, detailing the structure’s dynamic behavior and the evolutions of cracks. T2 - 28th International Conference on Optical Fiber Sensors (OFS-28) CY - Hamamatsu, Japan DA - 20.11.2023 KW - Distributed acoustic sensing KW - DAS KW - Structural response KW - Blast experiment KW - Embedded fiber optic sensor PY - 2023 SP - 1 EP - 4 PB - Optica CY - Washington D.C., USA AN - OPUS4-59096 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Agasty, Amit A1 - Costard, René T1 - Dynamic response of reinforced concrete (RC) components in scaled-down blast tests N2 - Current capabilities for full-scale field testing are highly resource intensive. Reliable small-scale experiments are an effective alternative. Characterization of the dynamic response and damage of RC elements to scaled blast loads was investigated in scaled-down field experiments. Spatially resolved information on the dynamic structural response using distributed fiber optic acoustic sensing (DAS) and acceleration as well as blast loading by piezoelectric pressure sensors. T2 - 45. Informationstagung Sprengtechnik CY - Siegen, Germany DA - 05.04.2024 KW - Blast tests KW - Reinforced concrete KW - Acceleration sensors PY - 2024 AN - OPUS4-59808 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Skłodowska, Anna T1 - Quantifying Damage Evolution in Concrete: Combining Acoustic Emission and Ultrasonic Testing under Uniaxial Loading N2 - Active-source ultrasonic monitoring using ultrasonic pulse velocity measurements and coda wave interferometry (CWI) can provide information about the evolution elastic properties of concrete with increasing damage. The acoustic emission (AE), a passive method based on "listening” to the radiation of elastic waves in solids caused by irreversible changes within the material structure, gives the first indications of microstructural changes and microcracking. The question is: how the registered microcracking activity alters the elastic properties of concrete? Our study aims to quantify the connection between the evolution of AE events and the overall elastic properties of concrete, assessed via active-source ultrasonic testing. We analyze the spatiotemporal evolution of AE events, changes in wave propagation speed, and nonlinear effects during stepwise quasi-static loading/unloading of concrete specimens. By integrating CWI with AE analysis, we achieve a comprehensive assessment of the evolution of the sample's damage throughout the entire loading process. Our findings underscore the complementary nature of these methods, revealing that a singular approach may not provide a complete picture of the extent of damage. T2 - Talk at Penn State University CY - Old Main, University Park, PA, USA DA - 09.05.2025 KW - Acoustic Emission KW - CODA KW - Passive/active ultrasound KW - Concrete PY - 2025 AN - OPUS4-63302 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Seifert, Lando T1 - Committee Meeting to WIPANO Research Project "Safety of Prestressing Steel" N2 - This WIPANO research project, "safety of prestressing steel," is about applying the test methods for assessing the susceptibility of prestressing steels to stress corrosion cracking (SCC) according to DIN EN ISO 15630-3. The talk gives an overview of the project's current status to the international committee that accompanies the project. T2 - Committee Meeting to WIPANO Research Project "Safety of Prestressing Steel" CY - Online meeting DA - 12.11.2020 KW - Prestressing Steel KW - Stress corrosion cracking KW - SCC KW - DIN EN ISO 15630-3 KW - Test Methods PY - 2020 AN - OPUS4-51594 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Lu, Xin A1 - Schukar, Marcus A1 - Großwig, S. A1 - Weber, U. A1 - Krebber, Katerina T1 - Monitoring acoustic events in boreholes using wavelengthscanning coherent optical time domain reflectometry in multimode fiber N2 - A distributed acoustic sensor (DAS) based on wavelength-scanning coherent optical time domain reflectometer (WS-COTDR) is tested in an underground gas storage based on a multimode fiber for the first time to the best of our knowledge. The WS-COTDR acquires the reflection spectrum by scanning the wavelength of the laser and uses the spectra to calibrate strain. It overcomes the fading problem which is common for all DAS systems, and possesses the advantage of simple configuration and low-cost. The working principle of the system is well explained and the measurement results are presented. Various artificial and natural acoustic events have been successfully detected by the WS-COTDR. Such a sensor demonstrates several advantages over the traditional DAS systems, so it is supposed to be widely used in the oil and gas industry. T2 - EAGE GeoTech 2021 Second EAGE Workshop on Distributed Fibre Optic Sensing CY - Online meeting DA - 01.03.2021 KW - Leakage detection KW - Distributed acoustic sensing KW - Distributed fiber optic sensing PY - 2021 DO - https://doi.org/10.3997/2214-4609.202131010 SP - Paper 10, 1 PB - European Association of Geoscientists & Engineers CY - Houten, Niederlande AN - OPUS4-52248 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Lu, Xin A1 - Schukar, Marcus A1 - Großwig, S. A1 - Weber, U. A1 - Krebber, Katerina T1 - Monitoring acoustic events in boreholes using wavelengthscanning coherent optical time domain reflectometry in multimode fiber N2 - A distributed acoustic sensor (DAS) based on wavelength-scanning coherent optical time domain reflectometer (WS-COTDR) is tested in an underground gas storage based on a multimode fiber for the first time to the best of our knowledge. The WS-COTDR acquires the reflection spectrum by scanning the wavelength of the laser and uses the spectra to calibrate strain. It overcomes the fading problem which is common for all DAS systems, and possesses the advantage of simple configuration and low-cost. The working principle of the system is well explained and the measurement results are presented. Various artificial and natural acoustic events have been successfully detected by the WS-COTDR. Such a sensor demonstrates several advantages over the traditional DAS systems, so it is supposed to be widely used in the oil and gas industry. T2 - EAGE GeoTech 2021 CY - Online meeting DA - 01.03.2021 KW - Borehole monitoring KW - Distributed fiber sensing KW - Acoustic sensing PY - 2021 DO - https://doi.org/10.3997/2214-4609.202131010 SP - 1 EP - 5 AN - OPUS4-52152 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Müller, Thoralf T1 - Projektvorstellung Wipano Vorhaben Spanntahlsicherheit N2 - Diese Präsentation stellt das WIPANO Vorhaben Spanntahlsicherheit vor, welches von der BAM in Kooperation mit dem Stahlwerks Annahütte und der Max Aicher GmbH bearbeitet wird. Es werden die Projektziele näher beleuchtet und verschiedentliche Highlights der bisherigen Untersuchungsergebnisse vorgestellt. T2 - Arbeitskreissitzung des GfKorr-Arbeitskreises Eisen und Stahl CY - Online meeting DA - 22.06.2021 KW - Korrosion KW - Spannstahl KW - Spannbetonbauwerke KW - Spannungsrisskorrosion KW - Wasserstoffversprödung PY - 2021 AN - OPUS4-52863 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Seifert, Lando T1 - The Development of a new Test Method for assessing the Susceptibility of Prestressing Steels to HiSCC N2 - This EUROCORR 2021 talk gives current results of the WIPANO research project "safety of prestressing steels." The project targets improving DIN EN ISO 15630-3 according to the reproducibility and scattering of constant load tests to assess the susceptibility of prestressing steels to stress corrosion cracking. Essential questions which we answered in the talk was: Are test practical on surfaces in delivery condition? What are the hydrogen activities of test solutions A and B during free corrosion and cathodic polarization? Can the test be improved by a modification of the test cell dimensions? T2 - Virtual EUROCORR 2021 CY - Online meeting DA - 20.09.2021 KW - Prestressing steels KW - Corrosion KW - Test electrolytes KW - DIN EN ISO 15630-3 KW - Stress corrosion cracking KW - Hydrogen charging KW - Permeation measurements PY - 2021 AN - OPUS4-53325 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Müller, Thoralf A1 - Seifert, Lando A1 - Ebell, Gino T1 - Projektvorstellung Wipano Vorhaben Spanntahlsicherheit N2 - Diese Präsentation stellt das WIPANO Vorhaben Spanntahlsicherheit vor, welches von der BAM in Kooperation mit dem Stahlwerks Annahütte und der Max Aicher GmbH bearbeitet wird. Es werden die Projektziele näher beleuchtet und verschiedentliche Highlights der bisherigen Untersuchungsergebnisse vorgestellt. T2 - DIN-Ausschussitzung des NA 062-01-77 AA "Korrosionsprüfverfahren" CY - Online meeting DA - 21.10.2021 KW - Korrosion KW - Spannstahl KW - Spannbetonbauwerke KW - Spannungsrisskorrosion KW - Wasserstoffversprödung PY - 2021 AN - OPUS4-53588 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Seifert, Lando A1 - Müller, Thoralf T1 - WIPANO Projekt zur Spannstahlprüfung N2 - Das WIPANO-Projekt Spannstahlsicherheit wurde mit aktuellen Ergebnissen im Fachgremium der Gesellschaft für Korrosionsschutz e.V. (GfKORR) im Arbeitskreis Eisen und Stahl vorgestellt. Das Projekt hat die Verbesserung der produktspezifischen Prüfnorm ISO 15630-3 als Ziel. Vorgestellt und diskutiert wurden Aspekte des Oberflächeneinflusses, der Wasserstoffaktivität, Veränderung der Messzelle und die Anpassung des Korrosionstests durch kathodische Polarisierung. T2 - Konferenz der GfKORR Korrosion und Korrosionsschutz von Eisen und Stahl CY - Online meeting DA - 14.12.2021 KW - Korrosion KW - Spannbetonbauwerke KW - Spannstahl KW - Spannungsrisskorrosion KW - Wasserstoffversprödung KW - ISO 15630-3 PY - 2021 AN - OPUS4-54056 LA - deu AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Seifert, Lando T1 - Safety of Prestressing Steels N2 - This talk reports the findings of the WIPANO "Knowledge and Technology Transfer via Patents and Standards" research project "Safety of Prestressing Steels," founded by the German Ministry of Economic Affairs and Climate Action (BMWK). A new test method for assessing the susceptibility of prestressing steels to hydrogen-induced stress corrosion cracking (SCC) is presented, which serves the demands of a lower scattering compared with the present standard. Moreover, the ability to differentiate between high susceptible and low susceptible prestressed wires is possible, modifying the method by hydrogen charging and surface preparation. T2 - Konferenz EUROCORR 2022 CY - Berlin, Germany DA - 28.08.2022 KW - ISO 15630-3 KW - Stress Corrosion Cracking KW - Prestressing Steels KW - Hydrogen KW - Constant Load Test PY - 2022 AN - OPUS4-55661 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER -