 Vibration-based damage detection techniques for structural health

monitoring of civil infrastructure systems

1) Extension to prediction of service life
a) A methodology to estimate the remaining service life of a structure, which includes
measurements from the global NDE procedure, is necessary for completion of the
bridge management approach. A condition-based monitoring approach is
considered for service life prediction, which involves the following,

(1) acceptance that damage is present or will occur,

(2) an adequate method of inspection is available, and
(3) adequate strength is retained in the damaged structure (Sierakowski and Newaz,
1995). Damage and degradation are measured in terms of a cumulative stiffness loss
in the system, and then correlated to a measure of performance. The reliability, β,
defined by system probability of failure is used as the performance measure of the
structure. A time-dependent measure of reliability, β(t), is developed for service life
estimation by introducing time-dependence to variables within the second moment
reliability equation (Sarja and Vesikari, 1996):

where β(t), denotes time-dependent reliability of the system,

μ denotes the mean value,
σ2 is the variance,
R is resistance,
S is demand, and
t is time.

The remaining service life of the system can then be determined by solving for
time, t, at the minimum acceptable reliability of the structure. Assuming the
demand on the structure does not vary with time, the reliability of an element in
terms of moment resistance and moment demand can be expressed as

where My(t) is the mean moment resistance as a function of time;

MT is the mean demand on the structure.

The theoretical reliabilities of the rehabilitated Watson Wash Bridge can be

calculated; for example, for the two different rehabilitation designs. In span 8, bay 1
(8-1), the rehabilitation is specified for prevention of punching shear without
increasing capacity of the structure, i.e. the scheme is designed to sustain the design
load of 71.2 KN only. Span 9, bay 5 (9-5) is rehabilitated to prevent punching shear
failure and to increase the capacity of the slab to sustain a wheel load of 106.8 KN,
corresponding to permit loads. Theoretical reliabilities of locations 8-1 and 9-5 after
FRP rehabilitation can be determined to be 2.403 and 3.271, respectively. The service
life of the deck slabs can then be calculated using results of an investigation into
accelerated degradation of carbon fiber reinforced composites fabricated using the
wet layup process similar to the method used in the field for externally bonded
rehabilitation. Figure 6.9 shows plots of estimates of the remaining life of the deck
slabs for a limit reliability of 2.33, or 1% probability of failure. The result indicates
that in approximately 13 years, the reliability of the system degrades to 2.333 or a
1% probability of failure.

Introducing the time dependence to the reliability following each damage case and
time superposition an estimate of the change in reliability with respect to time can
be determined incorporating measured stiffness loss within the system. Following
each systems level inspection an update can be provided for the system reliability
relative to the baseline reliability. The bridge management paradigm is a practical
tool for evaluation of existing structures; in addition, it provides the necessary
components to evaluate the durability of FRP rehabilitation designs prior to
implementation on the structure. Figure 6.10 provides an example of a design chart
for flexural rehabilitation of the Watson Wash Bridge T-girder RC bridge deck with
a simple FRP degradation model based on accelerated tests conducted through
immersion of the FRP composite. This is developed by plotting the FRP area required
to meet design truckload demands as a function of service life for fixed reliability
levels. Only a flexural failure mode, defined by yielding of steel reinforcement, is
considered. The inclusion of additional failure modes and mechanisms introduces
additional complexity, since interaction and boundaries to the design are considered.
Nonetheless, Fig. 6.10 illustrates the potential to evaluate different FRP systems and
select various designs for specific classes of bridge decks with designer input as the
reliability and desired service life extension.