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The bridge consists of three parallel 100m long reinforced concrete arch hidden behind stonewalls The cross-section of each arch contains three merged boxes. The superstructure of the bridge is supported by columns. Four traffic lanes crosses the bridge in each direction. Two types of the degradation are noticed on the bridge. Settlement in the centre of the arch which provoked the cracking of the stone walls near abutments on both sides of the bridge, and chloride diffusion that practically transverses the upper wall of the arch boxes in some sections, and penetrates inside the boxes. The condition of the bridge after nearly 70 years of service and its functional and historical importance have led the authorities to decide to continuously monitor structural behaviour of the bridge.   Aim of monitoring: The aim of monitoring is increase the knowledge concerning the structural behaviour of this very old structure, to increase safety and reduce maintenance costs. Total of 16 standard SOFO sensors are installed in order to continuously monitor average strain along the arch, curvature in both, horizontal and vertical direction and the deformed shape using the SPADS software. In order to distinguish thermal influenced 6 thermocouples are also installed. In a later stage the prewarning and warning system will be set using the SOFO VIEW software. The data is sent remotely to the control room using a telephone line.   Main results: The installation of all the SOFO equipment was completed in June 2003. The long-term monitoring started. INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2003 SOFO 16 View to Bolshoi Moskvoretskiy Bridge with Kremlin in background Cracking of the stone walls confirms the settlement in the middle of the arch; pentration of clorides is visible in interior of the arch boxes Techincal drawing of the bridge and position of sensors SOFO sensor before and after the protection is installed, and a view to the intermediate connection box

The I-10 bridge consists of five spans, and each span of six lines of pre-fabricated pre-stressed squeezed girders, with a cast-on-site superstructure   Previous bridge monitoring success with the New Mexico Highway Department resulted in the monitoring of the interstate highway bridge I-10 near Las Cruces, New Mexico. The I-10 bridge consists of five spans, and each span of six lines of pre-fabricated pre-stressed squeezed girders, with a cast-on-site superstructure. The girders cross-section has a “U” shape with wings. The girders were cast over pre-stressed strands in a prefabrication plant, and then steam cured over two days. After the cure was finished the strands were cut and the pre-stressing force brought in to the girders. The girders were stored for two months and then transported on-site where they were put in place and covered by cast-on-site superstructure slab. Aim of monitoring: The monitoring parameters are average strain, average shear strain, average curvature, deformed shape and pre-stress losses. For this purpose it was decided to equip all the girders of the fifth span, laying on abutment, with sensors in different configurations. First two girders were fully equipped with sensors. Crossed sensors necessary to evaluate the average shear strain were installed in the cross-section closest to abutment. Three non-coplanar sensors were installed in five cross-sections over girders in order to monitor both horizontal and vertical deformed shape. Finally the thermocouples were installed in three cross-sections in order to measure the temperature variations necessary to separate thermally generated strain from structural strain. Other girders were equipped with fewer sensors that are used as control and redundancy. Data analysis is performed using the SOFO VIEW software. The sensors were embedded in the girders during the fabrication. Thus they provided for full-life measurements of girders, including the very early age and pre-stressing. The system is fully centralized, and measurements are performed automatically from a control room built on-site. Main results: Measurements started immediately after the pouring. In this way the early and very early age deformation were recorded during the first three days. The deformation is later recorded during the prestress phase, after each strand was cut. Thus, real initial strain state of girders was stored. Continuous monitoring was also performed before transportation on-site, during transportation and during the pouring of the deck. In present, long-term monitoring is carried on. The results helped confirm both the theoretical models as well as the proper health of the bridge post construction. In addition concrete mechanical properties were calculated and compared to different models and codes. INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2004 SOFO 72   View to the I10 bridge during the construction Global view to rebar cage with sensors and detail of crossed sensors View to a monitored girder during the storage; SOFO reading unit is behind the protective sheets View to control room built on-site and intermediate connection boxes installed on different girders Comparison of the total prestress losses by all methods Typical camber plot using sensor measurements Field Modulus of Elasticity vs. Empirical Predictions Average coefficient of thermal expansion for 28 days  

In the framework of a program on suspension bridge corrosion monitoring, it is desired to acquire continuous data on the strain, deformation and temperatures of the main cable and anchorage of the bridge. The Manhattan Bridge is a suspension bridge that crosses the East River in New York City, connecting Lower Manhattan (at Canal Street) with Brooklyn (at Flatbush Avenue Extension). It was the last of the three suspension bridges built across the lower East River, following the Brooklyn and the Williamsburg bridges. The bridge was opened to traffic on December 31, 1909. The total length of the bridge is 2,089 meters [6,855 ft], the length of suspension cables is 983 m (3224 ft) and the main span has a length of 448 m ((1,470 ft).   Aim of monitoring:   In the framework of a program on suspension bridge corrosion monitoring, it is desired to acquire continuous data on the strain, deformation and temperatures of the main cable and anchorage of the bridge. The data generated by the monitoring system will be used to provide baseline data and to verify the the ability to detect wire breakage through deformation. SOFO sensors of 6 meters have been installed on one main cable straps. Two other Bragg grating strain sensors have been installed at the anchors on individual strands. The purpose of these sensors is to measure strain on main cable and one hanger as a function of: temperature variations, time of day (sunshine), time of year (seasons) and traffic conditions (day / night).   INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2005 – 2007 MuST , SOFO 6

In order to prevent significant damaging of the bridge, perpendicular post-tensioning cables were installed The bridge Pont Adolphe in Luxembourg is a major construction designed by the French engineer P. Sejourne and built from 1899 throughout 1903. The bridge is made of two masonry arches with a span of 84.6 m on the central. At the time of the construction the bridge held the world’s largest arch span for a masonry struction. To day the bridge is still one of the world’s most prominet masonry construction. In 1961 the bridge underwent some important refurbishement works with the aim of enlarging transversally the upper deck.   Aim of monitoring:   Over the time cracks opened along the neutral axis of the main arches. In order to prevent significant damaging of the bridge, perpendicular post-tensioning cables were installed. Thereafter the bridge was equipped with SOFO sensors in order to monitor effectiveness of the strengthening (main reason for crack occurring) and to understand the real behavior of the bridge over the long term. Dynamic tests were also performed on this bridge, and SOFO sensors were monitored with the SOFO Dynamic Reading Unit.    INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2006 SOFO 42 Pont Adolphe lateral view Pont Adolphe internal arch Main results: The resulting measurments showed that no bending and no shear strain anomalies were noticed. Also no relative rotations and no shear sliding between the blocks were detected. Only small average elongation changes were noticed, which seemed to be correlated to temperature variations due to day-night temperature fluctations. During the analyzed period the structural behavior of the monitored area of the bridge is estimated to be correct and without anomalies. Dynamic tests results are not available.

Bending and deflection monitoring over the central bridge span   Construction started in June 1970, during Portuguese rule. With a length of 2,569.8 m a width of 9.2 m, it was open to traffic in October 1974. The middle of the bridge is raised, in the shape of a triangular arc, to allow vessels to pass through. The highest point of the bridge is 35 metres above sea level. Once the longest continuous bridge on earth, it is named after José Manuel de Sousa e Faria Nobre de Carvalho, the Governor of Macau from November 25, 1966 to November 19, 1974. The bridge is meant to take the shape of a dragon, with Casino Lisboa representing the dragon’s head, and Taipa Monument on Taipa Pequena the dragon’s tail.   Aim of monitoring:   Bending and deflection monitoring over the central bridge span. Long term structural integrity monitoring, dynamic responses under heavy traffic and strong wind, dynamic load test.   INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2007 – 2008 SOFO 12 Related Papers: Monitoring System for a Cable-Stayed Bridge using static and dynamic Fiber Optic Sensors, A. Del Grosso, A. Torre, D. Inaudi, G. Brunetti, A. Pietrogrande , 2nd International Conference on Structural Health Monitoring of Intelligent Infrastructure (SHMII-2’2005), Shenzhen, China, November 16-18 – 2005 Macau-Taipa Bridge Macau-Taipa Bridge longitudinal view Taking measurments SOFO sensor detail

The aim of the monitoring was to study the constructive typologies and their details subject to fatigue loading The viaduct has a total length of 322 meters, it is composed by 7 spans, each one of 46 meters   Aim of monitoring:   The aim of the monitoring was to study the constructive typologies and their details subject to fatigue loading. For this application 8 SOFO sensors with a length of 1 meters were installed to monitor the dynamic response of the bridge when a high speed train across the viaduct   INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2007 SOFO 8 Cross section of the bridge

The Langensandbrücke is a good example of innovative structural engineering using composite design The Langensandbrücke is a good example of innovative structural engineering using composite design. During the design stage, the designers have made necessary assumptions regarding aspects such as the composite behaviour and support conditions: structural measurements would quantify more accurately the real structural behaviour.   Aim of monitoring:   – Develop an accurate behavioural model (global and local) of the bridge to help with management over its life-cycle – Evaluate the extent of composite action between the concrete slab and steel girder – Quantify the additional stiffness due to friction between the slab and the girder – Determine accurately the load distribution at each abutment – Supply necessary modelling information for an eventual dynamic analysis.    INSTALLATION PERIOD TYPE OF SENSORS 2008 – 2009 SOFO Cross sections Top view General overview Main results: An improved knowledge of behaviour will enable the city of Lucerne to address most effectively future management decisions such as inspection, functional changes and eventual rehabilitation. Furthermore it will reduce management costs and enables better decision-making.

The Langensandbrücke is a good example of innovative structural engineering using composite design The Langensandbrücke is a good example of innovative structural engineering using composite design. During the design stage, the designers have made necessary assumptions regarding aspects such as the composite behaviour and support conditions: structural measurements would quantify more accurately the real structural behaviour. Aim of monitoring: – Develop an accurate behavioural model (global and local) of the bridge to help with management over its life-cycle – Evaluate the extent of composite action between the concrete slab and steel girder – Quantify the additional stiffness due to friction between the slab and the girder – Determine accurately the load distribution at each abutment – Supply necessary modelling information for an eventual dynamic analysis.  INSTALLATION PERIOD TYPE OF SENSORS 2008 – 2009 SOFO Cross sections Top view General overview Main results: An improved knowledge of behaviour will enable the city of Lucerne to address most effectively future management decisions such as inspection, functional changes and eventual rehabilitation. Furthermore it will reduce management costs and enables better decision-making.

Mälkiä canal bridge B crosses the Saimaa canal in Lappeenranta   The bridge is 315 m long and it is part of the development project of the motorwat between Lappeenranta and Imatra. Main road 6 is one of the most important thoroughfares and is also one of the most popular traveling routes in Finland. The project will be completed at the end of 2010. The design has been developed to minimize construction times while ensuring that the canal traffic continues undisturbed. The prefabricated elements minimize the construction time and make the demanding time schedule possible. Canal bridge A will be built side by side to bridge B at the start of 2009.   Aim of monitoring: Most interesting part to measure is the steel girders and temperature evolution between themselves. The temperature will change a lot on top of the canal which causes some strain changes to the steel structures. On concrete deck measurements will take notions of the strain changes of the concrete itself during the lifetime of the bridge. On pillar T3 SOFO sensors will measure the behaviors of the foundations. The bridge is remote monitored structure by using the SOFO Bee reading unit.   INSTALLATION PERIOD TYPE OF SENSORS 2008 – 2009 SOFO Main results: The steel girders are measured from three different locations over the canal of Saimaa. The monitored pillar T3 situates on the other side of canal. SOFO Bee unit is installed permanently to monitor bridges behaviors remotely. The data is transferred to remote office by using wireless internet access.

Streicker Bridge is a new pedestrian bridge being built at Princeton University campus, over the busy Washington Road It connects science facilities (Icahn Lab with Jadwin Hall and new Chemistry building) as well as west-side dormitories with athletics facilities. The bridge overall design was made by world renowned bridge designer from Switzerland Christian Menn. HNTB Corporation performed detailed design and Turner Construction Company is the main contractor. Supervision and coordination has been carried out by the representatives from the Office of Design and Construction of Princeton University. Streicker Bridge consists of main span and four approaching ramps, so-called legs. Structurally, the main span is a deck-stiffened arch and the legs are curved continuous girders supported by steel columns. Legs are horizontally curved and the shape of the main span follows the curvature. The arch is built of steel while the main deck and legs are built of reinforced post-tensioned concrete. The SHM of Streicker Bridge is a long-term project and it will be realized in several phases. The initial phase consists of instrumentation of main span and south-east leg. The instrumentation of main span was completed on August 14, 2009 with two fiber-optic sensing technologies: Discrete Fiber Bragg-Grating (FBG) long-gage sensing technology (average strain and temperature measurements); truly distributed sensing technology based on Brillouin Optical Time Domain Analysis (average strain and temperature measurements). The sensors were embedded in concrete during the construction.   Aim of monitoring:   SHM Lab decided to instrument the bridge with various sensors, and to transform it into an on-site laboratory for various research and educational purposes. The main aims of the instrumentation are to face the following challenges related to SHM: Education gap. In spite of its importance, the culture on SHM is not yet widespread. It is often considered as an accessory activity that does not require specific skills and detailed planning, while the facts are rather the opposite. Real structural behavior data sets. The complete data sets collected over long-terms are needed to fully understand real structural behavior and its interaction with environment. The SHM was applied to various types of structures, but the results of monitoring are frequently only partially disclosed or incomplete, thus the knowledge basis is rather deficient. Change in strain patterns caused by unusual behaviors. The patterns of degradation in performance and damage in monitoring results are often “masked” by environmental influences (temperature, wind, humidity, etc.) and human-made actions (live load fluctuations) and consequently, cannot be reliably identified in controlled laboratory conditions. More real data with unusual behaviors are needed in order to develop reliable detection algorithms. Characterization of SHM contribution to sustainability of built environment. SHM has promising potential to contribute to the sustainability of built environment since it provides with objective information concerning the real structural performance, which can be used as an input to optimize maintenance, extend structure’s life, increase safety, decrease life-cycle costs, reduce the use of construction material, minimize adverse impact on society that may occur in case of structural deficiency, and help reducing greenhouse gas emissions. Besides addressing above listed challenges, the Streicker Bridge will be used for full scale testing of new SHM methods, and newly developed monitoring systems.  INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2009 DiTeSt / DiTemp , MuST 56 Main results: Scientific contributions. Monitoring results will increase knowledge basis concerning the real structural behavior and help building reliable algorithms for damage and performance degradation detection based on objective data. In addition, future sensing technologies and methods will be installed and tested on the bridge. The influence of SHM to improvement of long-term bridge management and decrease of life-cycle costs will be evaluated and the SHM contribution to sustainability of built environment will be assessed. The results may have potential impact in several other fields of civil engineering such as numerical modeling, structural analysis, life-cycle performance, and materials science. Educational contributions. The SHM of Streicker Bridge will be of significant support to newly introduced graduate course CEE 539 on SHM – students will be involved in all phases of project including design of monitoring strategy, installation of the system, and data handling, interpretation and analysis. Beside the course on SHM, the instrumented bridge will be of great support to the other departmental courses such as newly introduced Theory of Structures, and existing courses on Mechanics of Solids, Structural Analysis, etc. Broader impact. The Bridge itself will be transformed in a laboratory which will serve not only for scientific and courses purposes, but will also be used for demonstration purposes to K-12, public, policy makers (e.g. students of Woodrow Wilson School as future policy makers), and decision makers from various administrative units (e.g. departments of transportation – DOT). Finally, an increased safety for the bridge users and improved management for the bridge owner are expected.

The total renovation and transformation of the Bern tangential highway between the branch Wankdorf and Forsthhaus, to the connection Bern-Bümpliz was implemented according to philosophy UPlaNS of the Federal Office for Roads Authority as a key project. The reorganization measures with plan approval process (PGV) lead to increase security of operation and traffic, as well as to homogenize the performance. In addition, the adjustment of the operating and safety equipment and other technical equipment to today’s needs and requirements was made.   Number of sensors: 22 INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2011 – 2013 MuST 22   View of main pillars and deck from the bottom View of the deck from scaffolding, during the refurbishment works

To improve the knowledge of the bridge’s structural behavior, especially during the construction of the bridge, continuous monitoring was commissioned for the structure. A new challenging cable-stayed bridge has been monitored since 2003 in the commercial harbour of Marghera (an industrial zone of Venice basin). The structure consists of seven spans with a total length of 424 meters: the main deck with two spans of 126 m and 105 m, plus 5 small spans, with lengths from 30 m to 42 m. The deck frame is made of steel and has a width of 24 meters.   Aim of monitoring:   To improve the knowledge of the bridge’s structural behavior, especially during the construction of the bridge, continuous monitoring was commissioned for the structure.  Of primary concern was failure in the precast slabs during the construction process. The fiber optic SOFO monitoring system, developed by SMARTEC SA (Manno, Switzerland), was chosen for this application. A total of 78 SOFO sensors, 4 SOFO inclinometers and several thermocouples were integrated on the bridge by our system integrator Tecniter Srl (Milan, Italy). Permanent static and a dynamic structural monitoring will be performed on the structure in order to provide data on the main steel deck, the 18 steel cables which support the load of the deck, and the tilted pylon antenna where the cables are anchored.   INSTALLATION PERIOD TYPE OF SENSORS NUMBER OF SENSORS 2003 – 2005 SOFO 82 SOFO Reading unit and optical switches Main bridge pylon under construction Bridge during cable-stays installation