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- Non-destructive testing (4)
- Bridge inspection (2)
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- Finite element method (2)
- Historische Eisenbahnlinien (2)
- Infrastruktur (2)
- Masonry bridges (2)
- Wissenschaftliche Zusammenarbeit (2)
- Ag-LDI-MS (1)
- Altstahl (1)
Organisationseinheit der BAM
The through-life management of our constantly ageing infrastructure is a basic requirement in order to ensure their structural safety and serviceability. Each structure experiences deterioration processes with time leading to a decrease of structural safety and serviceability. The design of new structures considers the expected deterioration for a defined period, the design service life. However, a frequent survey of structural safety controlling structural condition should be mandatory and a maintenance plan should be an integral part of the design. In addition, many structures have exceeded their design service life already or are very close to it leading to an increasing demand for condition assessment. On the one hand, assumptions made during design are not valid any more due to change of the loads, e.g., increasing traffic loads in terms of number and weights. On the other hand, design codes evolved over time in such a way that existing structures do not comply with today’s standards. In all these cases, the through-life management is an important tool to maintain the accessibility of existing structures with known reliability.
In line with the new Model Code for Concrete Structures, which includes guidance for both – design of new structures and assessment of existing structures, the Task Group 3.3 focused on the compilation of a state-of-the-art guideline for the through-life management of existing concrete structures, including:
Data acquisition by testing and monitoring techniques;
Condition assessment for the evaluation of existing structures;
Performance prediction using advanced methods;
Decision-making procedures to perform a complete assessment of existing structure.
The overall objective of the through-life management is the assessment of the current condition and the estimation of the remaining service life under consideration of all boundary conditions.
Concrete railway bridges - taxonomy of degradation mechanisms and damages identified by NDT methods
(2006)
Condition assessment of old railway bridges, a scientific cooperation between Berlin and Wroclaw
(2009)
Two years ago, the East Prussian and the Low-Silesian Railway lines celebrated their 160th anniversaries. The history of both first railway connections in the Eastern railway network development in the whole region in the 19th century is presented together with information about the railway between Berlin and Wroclaw. Special attention is paid to the railway bridges built in this period. The first large iron bridges and typical masonry arch structures are presented. Special attention is paid to masonry arches. The condition appraisal of existing masonry arches requires new developed technical methodologies, effective tools and procedures for the description of the bridges current state and function. Their current technical condition as well as service-ability is described.
Complex special inspection of an old masonry arch bridge according to the Guideline on Inspection and Condition Assessment of Railway Bridges and numerical analysis of the structure are presented. The guideline summarises recommendations for the step-by-step investigation of railway bridges applying enhanced methods developed during the EU-funded project Sustainable Bridges. For the investigation of the arch barrel, the ballast parameters and the inner structure of the backfill behind the arch barrel a number of various advanced non-destructive and minor-destructive testing methods were applied. Deformation of the structure during load tests was measured using three independent measuring systems: laser vibrometer, LVDT and microwave radar. Results of calculations performed with 2D and 3D models based on FEM are compared with the field load tests. Sensitivity of the ultimate load of the structure to investigated parameters is studied in FE model. Some general conclusions according to methods of testing and modelling of masonry arch bridges are presented and discussed.
Complex special inspection of an old masonry arch bridge according to the Guideline on Inspection and Condition Assessment of Railway Bridges and numerical analysis of the structure are presented. The guideline summarises recommendations for the step-by-step investigation of railway bridges applying enhanced methods developed during the EU-funded project Sustainable Bridges. For the investigation of the arch barrel, the ballast parameters and the inner structure of the backfill behind the arch barrel a number of various advanced non-destructive and minor-destructive testing methods were applied. Deformation of the structure during load tests was measured using three independent measuring systems: laser vibrometer, LVDT and microwave radar. Results of calculations performed with 2D and 3D models based on FEM are compared with the field load tests. Sensitivity of the ultimate load of the structure to investigated parameters is studied in FE model. Some general conclusions according to methods of testing and modelling of masonry arch bridges are presented and discussed.
Most of our knowledge on insect cuticular hydrocarbons (CHCs) stems from analytical techniques based on gas-chromatography coupled with mass spectrometry (GC-MS). However, this method has its limits under standard conditions, particularly in detecting compounds beyond a chain length of around C40. Here, we compare the CHC chain length range detectable by GC-MS with the range assessed by silver-assisted laser desorption/ionization mass spectrometry (Ag-LDI-MS), a novel and rarely applied technique on insect CHCs, in seven species of the order Blattodea. For all tested species, we unveiled a considerable range of very long-chain CHCs up to C58, which are not detectable by standard GC-MS technology. This indicates that general studies on insect CHCs May frequently miss compounds in this range, and we encourage future studies to implement analytical techniques extending the conventionally accessed chain length range. Furthermore, we incorporate 3D scanned insect body surface areas as an additional factor for the comparative quantification of extracted CHC amounts between our study species. CHC quantity distributions differed considerably when adjusted for body surface areas as opposed to directly assessing extracted CHC amounts, suggesting that a more accurate evaluation of relative CHC quantities can be achieved by taking body surface areas into account.