Combination of Dynamic in-situMeasurements on Structures with
Calculations-the Significance for Assessment of the
Earthquake Resistance
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies1
5CNIS & 1CNISSBucharest, Romania, June 19-20, 2014
Univ.- Prof. Dipl.- Ing. Dr. techn. Rainer FLESCHGraz University of Technology (TU Graz)
&Austrian Institute of Technology GmbH (AIT), Wien
Combination of Dynamic in-situMeasurements on Structures with
Calculations-the Significance for Assessment of the
Earthquake Resistance
List of Contents1. Concept2. Assessment of Dynamic Soil Behaviour3. 1999 2001: Environment & Climate Project ENV4-CT97-0574 (DG 12
EHKN): Advanced Methods for Assessing the Seismic Vulnerability ofExisting Motorway Bridges (VAB). Project ENV4-CT97-0574.
4. Assessment of Earthquake Resistance of several Hospitals in Austria5. 2005 2007: LESSLOSS Mitigation for Earthquakes and Landslides. 6th
European Framework Program. Sub project coordinator SP5: In-situAssessment of Earthquake Resistance of Important Existing Buildings.
6. Project Assessment Radioactive Waste Combuster7. 2010 2014: NERA Network of European Research Infrastructures for
Earthquake Risk Assessment and Mitigation8. Conclusions9. Literature
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies2
1. Concept2. Assessment of Dynamic Soil Behaviour3. 1999 2001: Environment & Climate Project ENV4-CT97-0574 (DG 12
EHKN): Advanced Methods for Assessing the Seismic Vulnerability ofExisting Motorway Bridges (VAB). Project ENV4-CT97-0574.
4. Assessment of Earthquake Resistance of several Hospitals in Austria5. 2005 2007: LESSLOSS Mitigation for Earthquakes and Landslides. 6th
European Framework Program. Sub project coordinator SP5: In-situAssessment of Earthquake Resistance of Important Existing Buildings.
6. Project Assessment Radioactive Waste Combuster7. 2010 2014: NERA Network of European Research Infrastructures for
Earthquake Risk Assessment and Mitigation8. Conclusions9. Literature
1. CONCEPTSteps of the assessment method:
In-situ measurements (ambient, forced excitation) existing structures dynamic behaviour of soils
Structural modeling (based on available design documents) FE models ( 1D, 2D, 3D) lumped mass models
Model updating (fitting of structural model to measured data)
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies3
Steps of the assessment method:
In-situ measurements (ambient, forced excitation) existing structures dynamic behaviour of soils
Structural modeling (based on available design documents) FE models ( 1D, 2D, 3D) lumped mass models
Model updating (fitting of structural model to measured data)
1. Concept (2)Work of AIT in the field of SDEE:
Assessment of vibration behavior/ earthquake capacity of importantexisting buildings/ structures
Health monitoring/ structural monitoring/ safety inspection:dynamic monitoring
Ultimate capacity Serviceability Maintenance (early detection of damages) Comfort/ acceptance levels
Vibration protection (especially traffic induced vibrations andstructure borne noise)
Train Simulation Interoperability checks/ serviceability checks of railway bridges
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies4
Work of AIT in the field of SDEE:
Assessment of vibration behavior/ earthquake capacity of importantexisting buildings/ structures
Health monitoring/ structural monitoring/ safety inspection:dynamic monitoring
Ultimate capacity Serviceability Maintenance (early detection of damages) Comfort/ acceptance levels
Vibration protection (especially traffic induced vibrations andstructure borne noise)
Train Simulation Interoperability checks/ serviceability checks of railway bridges
It is not possible to assess and retrofit all existing structures
Safety and Serviceability of important structures and lifelines isnecessary also during and after an earthquake
Assessment + retrofitting of safety critical structures andlifeline structures must have priority:
Buildings (importance class IV and III, EN 1998-1:2005) Bridges (importance class III, EN 1998-2:200X) Industrial facilities with secondary risks (release of toxic and/
or explosive materials) (Cultural heritage)
1. Concept (3)
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies
It is not possible to assess and retrofit all existing structures
Safety and Serviceability of important structures and lifelines isnecessary also during and after an earthquake
Assessment + retrofitting of safety critical structures andlifeline structures must have priority:
Buildings (importance class IV and III, EN 1998-1:2005) Bridges (importance class III, EN 1998-2:200X) Industrial facilities with secondary risks (release of toxic and/
or explosive materials) (Cultural heritage)
5
1. CONCEPT (4)Assessment of earthquake capacity of important existing buildings/
structures
Dynamic in-situ measurements (ambient, forced) Mathematical model (Finite Element Model, 3D) Model updating, using differences between measured and calculated
dynamic propertiesModel close to reality: linear starting pointDetection of weak points; seismic upgrading
- Force based analysis, e.g. linear iterative, considering damage(stiffness decrease) in overstressed elements
- Displacement based analysis
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies6
Assessment of earthquake capacity of important existing buildings/structures
Dynamic in-situ measurements (ambient, forced) Mathematical model (Finite Element Model, 3D) Model updating, using differences between measured and calculated
dynamic propertiesModel close to reality: linear starting pointDetection of weak points; seismic upgrading
- Force based analysis, e.g. linear iterative, considering damage(stiffness decrease) in overstressed elements
- Displacement based analysis
Pseudo-Dynamic LoadingSimulates deck motion
due to earthquake
Application for testing of bridges VT dVCBBK
3. PROJECT VAB (5): SubSub--structuringstructuring
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies7
Both are coupled through Pseudo-Dynamicnumerical model
- The remaining structure is computed- Critical parts are tested
Piers testedphysically
Deck modeledanalytically by
F.E.M.
3. PROJECT VAB (6): PsD tests with non-linear substructuring and asynchroneous
motion
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies8
4. ASSESSMENT OF HOSPITALS (5)Hospital in Innsbruck
PUBLICATIONS: [10 -12](see 9. Literature)
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies9Overload in shear (100% means available shear capacity)
5. PROJECT LESSLOSS
Research area 1Physical environment
Research area 2Urban areas
Research area 3Infrastructures
Research component 1.1
Landslide monitoring andwarning system
Research component 1.2
Landslide zonation, hazardand vulnerability
assessment
Research component 1.3
Innovative approaches forlandslide assessment
Research component 1.4
Disaster scenariospredictions and loss
modelling for landslides.
Research component 2.4a
Disaster scenariospredictions and loss
modelling for urban areas.
Research component 2.1In-situ assessment, monitoring and typification
Research component 2.4b
Disaster scenariospredictions and loss
modelling forinfrastructures
Buildings Bridges, Lifelines
Research component 2.2aDevelopment and manufacturing of energydissipation devices and seismic isolators
Research component 2.2bTechniques and methods for vulnerability reduction
Research component 2.3aDisplacement-based design methodologies
Research component 2.3bProbabilistic risk assessment: methods and
applications
Research activity 1Instrumentation and
monitoring .
Research activity 2Vulnerability reduction
Research activity 3Innovative approachesfor design/assessment
Research activity 4Disaster scenarios
predictions and lossmodelling
.
Buildings Bridges, Underground
Buildings Bridges, Viaducts
Buildings Bridges, Lifelines
Buildings Bridges, Lifelines
LESSLOSS
PUBLICATIONS: [13 -17](see 9. Literature)
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies10
Research area 1Physical environment
Research area 2Urban areas
Research area 3Infrastructures
Research component 1.1
Landslide monitoring andwarning system
Research component 1.2
Landslide zonation, hazardand vulnerability
assessment
Research component 1.3
Innovative approaches forlandslide assessment
Research component 1.4
Disaster scenariospredictions and loss
modelling for landslides.
Research component 2.4a
Disaster scenariospredictions and loss
modelling for urban areas.
Research component 2.1In-situ assessment, monitoring and typification
Research component 2.4b
Disaster scenariospredictions and loss
modelling forinfrastructures
Buildings Bridges, Lifelines
Research component 2.2aDevelopment and manufacturing of energydissipation devices and seismic isolators
Research component 2.2bTechniques and methods for vulnerability reduction
Research component 2.3aDisplacement-based design methodologies
Research component 2.3bProbabilistic risk assessment: methods and
applications
Research activity 1Instrumentation and
monitoring .
Research activity 2Vulnerability reduction
Research activity 3Innovative approachesfor design/assessment
Research activity 4Disaster scenarios
predictions and lossmodelling
.
Buildings Bridges, Underground
Buildings Bridges, Viaducts
Buildings Bridges, Lifelines
Buildings Bridges, Lifelines
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies11
6. Project Assessment Radioactive WasteCombuster
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies12
PUBLICATIONS: [19, 20](see 9. Literature)
Introduction Nuclear Engineering Seibersdorf GmbH (NES). RC building with an inside
radioactive waste combuster (combustion stove)
Year of construction 1978. Height 15m
Planned reconstruction: improved handling equipment for combustion stove(charging and deashing) additional masses, producing additionalearthquake loads
Reconstruction is planned for a (to some extent) safety critical facility. Henceit is necessary to assess the earthquake capacity according to the latestseismic code (EN 1998-1)
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies13
Nuclear Engineering Seibersdorf GmbH (NES). RC building with an insideradioactive waste combuster (combustion stove)
Year of construction 1978. Height 15m
Planned reconstruction: improved handling equipment for combustion stove(charging and deashing) additional masses, producing additionalearthquake loads
Reconstruction is planned for a (to some extent) safety critical facility. Henceit is necessary to assess the earthquake capacity according to the latestseismic code (EN 1998-1)
Introduction (2)
Investigations
1. Detailed modeling (first FE - model) of existing structure including a steelplatform, combustion stove and heavy equipment (additional masses)
2. Dynamic in-situ testing in order to identify the dynamic parameters, whichrepresent together with mass the actual stiffness distribution of the structure.Use of vibration generator VICTORIA of AIT; random noise excitation; use ofrod chain under 45 in order to excite the structure
3. Improvement of FE model using the measured dynamic parameters(model updating)
4. Assessment of earthquake capacity of the existing building (beforereconstruction) according to EC8
5. Estimation of earthquake capacity of the building after reconstructionaccording to EC8
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies14
Investigations
1. Detailed modeling (first FE - model) of existing structure including a steelplatform, combustion stove and heavy equipment (additional masses)
2. Dynamic in-situ testing in order to identify the dynamic parameters, whichrepresent together with mass the actual stiffness distribution of the structure.Use of vibration generator VICTORIA of AIT; random noise excitation; use ofrod chain under 45 in order to excite the structure
3. Improvement of FE model using the measured dynamic parameters(model updating)
4. Assessment of earthquake capacity of the existing building (beforereconstruction) according to EC8
5. Estimation of earthquake capacity of the building after reconstructionaccording to EC8
Vibration tests
Dynamic measurements onstructure
Connection point of exciter under45in a height of approx. 8m
42 Measuring points at five differentlevels
[Excitation Sine Sweeps (2 20 Hz)] Calculating Frequency response
function Excitation random noise (4 25 Hz)
Calculating Frequency responsefunction
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies15
Dynamic measurements onstructure
Connection point of exciter under45in a height of approx. 8m
42 Measuring points at five differentlevels
[Excitation Sine Sweeps (2 20 Hz)] Calculating Frequency response
function Excitation random noise (4 25 Hz)
Calculating Frequency responsefunction
Calculation of Response functions(Modal analysis with measured valuesfrom excitation with random noise)
Method of analysis: MDOF Frequency resolution 0.2 Hz Time window: Hanning with 30%
overlapping Identification of four Mode shapes in
frequency range of 4.6 8.6Hz
Vibration measurementson structure
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies16
Calculation of Response functions(Modal analysis with measured valuesfrom excitation with random noise)
Method of analysis: MDOF Frequency resolution 0.2 Hz Time window: Hanning with 30%
overlapping Identification of four Mode shapes in
frequency range of 4.6 8.6Hz
Mode Frequenz DmpfungHz %
1 4,6 5,12 5,6 6,63 7,5 5,64 8,6 2,7
Frequency - Hz
Rea
l /
dB R
ef 1
01.
97m
g/N
1.6 111086427
25
20
15
10
-80
0
-20
-40
-60
NewPoleFrequencyFreq-DampFreq-VectorStableSelectedFRF(FC.101.X,FC.999.X)FRF(FC.102.X,FC.999.X)FRF(FC.103.X,FC.999.X)FRF(FC.104.X,FC.999.X)FRF(FC.106.X,FC.999.X)FRF(FC.108.X-,FC.999.X)FRF(FC.109.X,FC.999.X)FRF(FC.221.X,FC.999.X)FRF(FC.222.X,FC.999.X)FRF(FC.223.X,FC.999.X)FRF(FC.224.X,FC.999.X)FRF(FC.226.X-,FC.999.X)FRF(FC.228.X-,FC.999.X)FRF(FC.229.X,FC.999.X)FRF(FC.230.X,FC.999.X)FRF(FC.30.X,FC.999.X)FRF(FC.34.X,FC.999.X)FRF(FC.36.X-,FC.999.X)FRF(FC.9.X,FC.999.X)FRF(FC.999.X,FC.999.X)FRF(FS.11.X,FC.999.X)FRF(FS.17.X-,FC.999.X)
3D FEM Modell Number of elements: 27.284 (shell, beam,
mass, spring-damper) Number of DOFs: 114.810 Active DOF
Different Materials Reinforced Concrete Steel construction Brick Walls Elastic Material for expansion joint
Material properties from building documentation Changes and modifications in service loads
(additional masses at level +4.4 and 9.4)
Structural analysis
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies17
3D FEM Modell Number of elements: 27.284 (shell, beam,
mass, spring-damper) Number of DOFs: 114.810 Active DOF
Different Materials Reinforced Concrete Steel construction Brick Walls Elastic Material for expansion joint
Material properties from building documentation Changes and modifications in service loads
(additional masses at level +4.4 and 9.4)
Model updating: using modes 1 - 4
Chosen parameter for updating:
Boundary conditions at the base, stiffness of triaxial spring elements,final value: 52 MN/ m
E- modulus of elastic material in expansion joint: 73,3 MN/ m E- modulus of combustion stove Stiffness acting between steel platform + wooden floor and RC
walls: final value: 23,363 MN/ m
Model updating
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies18
Model updating: using modes 1 - 4
Chosen parameter for updating:
Boundary conditions at the base, stiffness of triaxial spring elements,final value: 52 MN/ m
E- modulus of elastic material in expansion joint: 73,3 MN/ m E- modulus of combustion stove Stiffness acting between steel platform + wooden floor and RC
walls: final value: 23,363 MN/ m
Model updating
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies19
After model updating: good correlation between measured andcalculated eigenfrequencies; f in the range 0,65 to 5,05%, in average2,08%
Sensitive analysis Due to big deformations caused by
seismic impact, connections to adjacentparts of the building may get lost duringearthquake
Model 1: Consideration of the entirebuilding complex with adjacent parts ofthe building
Model 2: Considering the main buildingwithout the adjacent building
Model 3: Considering the main buildingwithout the adjacent building and free-standing steel structure. (No connectionat the level of +9.40 m with thebuilding). most relevant model
Structural analysis
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies21
Sensitive analysis Due to big deformations caused by
seismic impact, connections to adjacentparts of the building may get lost duringearthquake
Model 1: Consideration of the entirebuilding complex with adjacent parts ofthe building
Model 2: Considering the main buildingwithout the adjacent building
Model 3: Considering the main buildingwithout the adjacent building and free-standing steel structure. (No connectionat the level of +9.40 m with thebuilding). most relevant model
Assumption of 50% stiffness for concreteparts due to cracking during a seismic event Cracking leads to highest deformation
for combuster and steel construction Local analysis of cross sections according
requirements of Eurocode 2 and 3 Occurrence of plastic hinges in the structure
change global stiffness Recalculation of modal parameter Response spectra analysis Changing of load carrying system
Activation of load bearing capacities fromadjacent structural parts (over strengtheningeffect of material)
Introduction of three safety levels withmeaning of different degree of utilization
Seismic Assessment
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies22
Assumption of 50% stiffness for concreteparts due to cracking during a seismic event Cracking leads to highest deformation
for combuster and steel construction Local analysis of cross sections according
requirements of Eurocode 2 and 3 Occurrence of plastic hinges in the structure
change global stiffness Recalculation of modal parameter Response spectra analysis Changing of load carrying system
Activation of load bearing capacities fromadjacent structural parts (over strengtheningeffect of material)
Introduction of three safety levels withmeaning of different degree of utilization
Structural analysis
investigation of tension stresses according to EC 2. For critical regions adetailed cross section analysis was carried out. In all other regions of theRC structural elements fctd is less than 1,5 MPa.
critical regions: use of software module Inca2. It was shown, that concretewill crack and tension can be overtaken by existing reinforcement.calculation of safety factors:
Gamma I: elastic elements
Gamma II: elements with E - reduction due to cracked concrete
Gamma III: elements with E reduction due to steel plasticity
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies23
investigation of tension stresses according to EC 2. For critical regions adetailed cross section analysis was carried out. In all other regions of theRC structural elements fctd is less than 1,5 MPa.
critical regions: use of software module Inca2. It was shown, that concretewill crack and tension can be overtaken by existing reinforcement.calculation of safety factors:
Gamma I: elastic elements
Gamma II: elements with E - reduction due to cracked concrete
Gamma III: elements with E reduction due to steel plasticity
Results before reconstruction
RC Elements: compression stresses are less than existing strength.Tension strength is exceeded in several regions, resulting in concretecracking, but sufficient reinforcement is existing
Steel Construction: all demands concerning cross section behaviorand stability are fulfilled!
Combustion Stove: maximum displacement 2,1 cm
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies24
RC Elements: compression stresses are less than existing strength.Tension strength is exceeded in several regions, resulting in concretecracking, but sufficient reinforcement is existing
Steel Construction: all demands concerning cross section behaviorand stability are fulfilled!
Combustion Stove: maximum displacement 2,1 cm
Reconstruction: additional masses/ level +9,4 m
Beschickungsbox Masse gerundet:3.400 kg (derzeit 2900 kg)
Zufhrbox Masse gerundet:700 kg Pufferbox Masse gerundet:600 kg bernahmebox Masse gerundet:1.900
kg
Position 1: 500 kg +700 kgBeschickungsbox und Zufhrbox
Position 2: 600 kgPufferbox
Position 3: 1900 kgbernahmebox
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies25
Beschickungsbox Masse gerundet:3.400 kg (derzeit 2900 kg)
Zufhrbox Masse gerundet:700 kg Pufferbox Masse gerundet:600 kg bernahmebox Masse gerundet:1.900
kg
Position 1: 500 kg +700 kgBeschickungsbox und Zufhrbox
Position 2: 600 kgPufferbox
Position 3: 1900 kgbernahmebox
Detailed investigation of critical structural parts
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies26
Wand 2; Dach; U104 Bauteil 5 OK XX=60 modesN[kN] -518,0 horizontal Gamma I=0,47M.in[kNm] -21,0 XX+M.out[kNm] -10,0 h=1,04
Wand 2; OG; U122 Bauteil 2 OKN[kN] 273,0 horizontal Gamma II=0,74M.in[kNm] 11,5 XX+M.out[kNm] 7,0 h=1,04Wand 2; OG; Sule in Wand Bauteil 2 OKN[kN] 729,6 vertikal Gamma I=0,68M.in[kNm] 0,0 XX+M.out[kNm] 2,7 l=0,48
Wand 6; OG Bauteil 8 OKN[kN] 240,0 horizontal Gamma I=0,96M.in[kNm] -1,4 XX+M.out[kNm] 6,1 h=0,84
Wand B; OG; Sule links Bauteil 6 OK YY=57 modesN[kN] 420,0 vertikal Gamma III=0,87M.in[kNm] 0,0 YY+M.out[kNm] 9,9 l=0,35
Plastisches Gelenk
Wand B; OG; U104 Bauteil 7 OKN[kN] 358,8 horizontal Gamma I=0,72M.in[kNm] 392,3 YY+M.out[kNm] 28,9 h=1,04Wand B; OG; Sule rechts Bauteil 3 OK
N[kN] 975,0 vertikal Gamma I=0,86M.in[kNm]
85,0YY+
M.out[kNm]
6,3l=0,93
Wand B; OG; U130 Bauteil 3 OKN[kN] 717,0 horizontal Gamma II=0,8M.in[kNm] -37,0 YY+M.out[kNm] 4,0 h=1,04
Wand B; OG; links Bauteil 6 OKN[kN] 251,0 vertikal Gamma III=0,92M.in[kNm] -9,2 YY+M.out[kNm] 9,6 l=0,96
Plastisches Gelenk
Results afterreconstruction:
additional masses + 30%(variant 2)
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies27
Wand 2; Dach; U104 Bauteil 5 OK XX=60 modesN[kN] -518,0 horizontal Gamma I=0,47M.in[kNm] -21,0 XX+M.out[kNm] -10,0 h=1,04
Wand 2; OG; U122 Bauteil 2 OKN[kN] 273,0 horizontal Gamma II=0,74M.in[kNm] 11,5 XX+M.out[kNm] 7,0 h=1,04Wand 2; OG; Sule in Wand Bauteil 2 OKN[kN] 729,6 vertikal Gamma I=0,68M.in[kNm] 0,0 XX+M.out[kNm] 2,7 l=0,48
Wand 6; OG Bauteil 8 OKN[kN] 240,0 horizontal Gamma I=0,96M.in[kNm] -1,4 XX+M.out[kNm] 6,1 h=0,84
Wand B; OG; Sule links Bauteil 6 OK YY=57 modesN[kN] 420,0 vertikal Gamma III=0,87M.in[kNm] 0,0 YY+M.out[kNm] 9,9 l=0,35
Plastisches Gelenk
Wand B; OG; U104 Bauteil 7 OKN[kN] 358,8 horizontal Gamma I=0,72M.in[kNm] 392,3 YY+M.out[kNm] 28,9 h=1,04Wand B; OG; Sule rechts Bauteil 3 OK
N[kN] 975,0 vertikal Gamma I=0,86M.in[kNm]
85,0YY+
M.out[kNm]
6,3l=0,93
Wand B; OG; U130 Bauteil 3 OKN[kN] 717,0 horizontal Gamma II=0,8M.in[kNm] -37,0 YY+M.out[kNm] 4,0 h=1,04
Wand B; OG; links Bauteil 6 OKN[kN] 251,0 vertikal Gamma III=0,92M.in[kNm] -9,2 YY+M.out[kNm] 9,6 l=0,96
Plastisches Gelenk
Results after reconstructionVARIANT 1: RC Elements: compression stresses are less than existing strength.
Tension strength is exceeded in several regions, resulting in concretecracking, but sufficient reinforcement is existing
Steel Construction: demands concerning cross section behavior arenot fulfilled for all parts strengthening necessary
Combustion Stove: maximum displacement 2,1 cm
VARIANT 2: In general, see VARIANT 1
In addition, plastic deformations in several RC elements. But these localinfluences dont endanger the global load bearing capacity of the structure
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies28
VARIANT 1: RC Elements: compression stresses are less than existing strength.
Tension strength is exceeded in several regions, resulting in concretecracking, but sufficient reinforcement is existing
Steel Construction: demands concerning cross section behavior arenot fulfilled for all parts strengthening necessary
Combustion Stove: maximum displacement 2,1 cm
VARIANT 2: In general, see VARIANT 1
In addition, plastic deformations in several RC elements. But these localinfluences dont endanger the global load bearing capacity of the structure
Strengthening variant 2
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies29
NERA (2010-2014) is an EC infrastructure project that integrates key
research infrastructures in Europe for monitoring earthquakes and
assessing their hazard and risk.
28 participants
7. Project NERA
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies
NERA (2010-2014) is an EC infrastructure project that integrates key
research infrastructures in Europe for monitoring earthquakes and
assessing their hazard and risk.
28 participants
30
NERA activities can be divided in seismological ones and engineering ones AIT is involved in 3 WPs:
NA6: Networking field testing infrastructures (leading the WP) (=WP6) NA7: Classification and inventory of European Building stock (=WP7) JRA5: Vulnerability assessment from field monitoring (=WP15)
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies
NERA activities can be divided in seismological ones and engineering ones AIT is involved in 3 WPs:
NA6: Networking field testing infrastructures (leading the WP) (=WP6) NA7: Classification and inventory of European Building stock (=WP7) JRA5: Vulnerability assessment from field monitoring (=WP15)
31
NERA workshop in Vienna: 25. 26. September 2014
Special Session 20
THANK YOU FOR YOURATTENTION !!
Prof. Dr. Rainer Flesch | Senior Scientist | AIT - Mobility Department | Transportation Infrastructure Technologies32
[email protected]: +43 664 620 78 81