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Assessment of vibration intensity as a condition and safety indicator for

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Conference Paper · October 2016

DOI: 10.1201/9781315375175-31

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Assessment of Vibration Intensity as a Condition and Safety Indicator for
Short-Span Bridges
J.J. Moughty & J.R. Casas
Technical University of Catalonia-BarcelonaTech, Calle Jordi Girona, 31, 08034 Barcelona, Spain
F. Rodrigues
LSE, Sao Paulo, Brasil

ABSTRACT: Over the years, there have been numerous efforts by researchers in quantifying structural
performance and damage from vibration measurements. Curves proposed by several authors try to relate
acceleration spectrums to damage level, which were determined based on experimental surveys conducted on
buildings. The present work investigates a vibration based criteria for bridge structures as a basis of damage
and performance evaluation in existing bridges and also as a way to predict long-term performance during the
initial design stage. To achieve this, a database of Brazilian bridges was analysed, whose structural design and
dynamic parameters are known. For damage evaluation, a damage index based on dynamic property variation
and the general structural condition, observed during detailed inspections, were taken into account. Measured
vibration was subsequently assessed against the damage index and an additional reliability index to fatigue,
which resulted in a clear correlation between bridge vibration and the indices. As a final result, from the
observed correlations, limits of acceleration are proposed to be considered in existing and newly designed
bridges to certify an acceptable long-term condition and safety against fatigue effects. A critical assessment of
current Brazilian Standard (NBR-15307 2005), which estimates damage as a function of bridge vibration, was
also conducted.
1 INTRODUCTION frequencies. However, as dynamic properties are
related to stiffness and mass, their measurement and
Much of today's aging road infrastructure is monitoring can only give information on the
subjected to traffic loading conditions that far condition of the bridge, but not on the actual safety.
surpass their original design criteria. This The approach also has the disadvantage of being
unprecedented increase in loading is accelerating overly sensitive to environmental and operational
structural fatigue, which in turn reduces service-life. conditions, such as temperature and traffic loads
Rodrigues et al. (2013) assessed the fatigue which alter a structure’s stiffness, and thus, its
performance of the most common reinforced natural frequency (Peeters et al. 2000, Yamamoto
concrete bridge types constructed in Brazil since 2009). Small changes in natural frequency due to
1950. The study found that shorter span bridges, in temperature variation can often be mistaken for
the range of 7 to 10 meters, may have their fatigue structural damage and, in some cases, can also hide
performance in danger if a 100 year design-life is actual damage events (Farrar et al. 1994). Similarly,
required. As a consequence, it was deemed that a damping ratios were observed to exhibit substantial
straightforward, non-destructive assessment method variation when subjected to traffic loading (Zhang et
of bridge deterioration is urgently required. al. 2002). These non-linear dynamic behaviors show
Currently, only visual inspection and qualitative that simply monitoring dynamic properties alone
assessment by inspectors is carried out on the will not sufficiently represent a bridge's condition.
assessed structures. In order to address this issue, numerous
Non-destructive dynamic testing can be an easy techniques have been adopted by researchers, such
and useful Structural Health Monitoring (SHM) as data normalization to discern the non-linear
technique to apply, provided that accelerations are relationship between a bridge´s dynamic parameters
recorded and ambient vibration can be used to and external conditions (Peeters & De Roeck 2001),
determine dynamic parameters (natural frequencies, or model based methods that continuously update
mode shapes and damping ratios, etc.). There are material properties and boundary conditions in order
many research examples relating a bridge´s to separate temperature effects from damage effects
condition to its dynamic parameters (Abeele & (Meruane & Heylen 2012). These techniques, while
Visscher 2000, Cruz & Salgado 2008). Salawu sophisticated and effective, require additional
(1997) stated that the natural frequency approach is monitoring data relating to environmental or
potentially useful for routine integrity assessment of operational conditions, which may not be available
structures. An advantage of the approach is ease of or convenient. Other methods of monitoring entail
application and the global nature of the identified the use of pattern recognition algorithms (Lautour &
Omenzetter 2010) or cluster analysis (Santos et al. Based on data accumulated from buildings
2015) to detect damage, the latter having real-time damaged by continuous vibration, vibration
capabilities. intensity criteria was proposed for evaluating
Previous work to introduce non-destructive damage level in buildings (Koch 1953, Steffens
testing in bridges has looked to the possibility of 1974). They correlated the degree of damage in
assessing bridge condition based on the vibration actual buildings with the vibration intensities
response of instrumented vehicles while crossing a deduced from accelerations measured close to the
bridge (Miyamoto & Yabe 2011). Yang et al. (2004) damaged regions. Criteria proposed by those authors
originally investigated the possibility of extracting are compared in Table 1.
natural frequencies of a bridge from the dynamic
response of a passing vehicle. More recently, there Table 1. Vibration intensity criteria for building damage
have been advancements in this indirect SHM field KOCH (1953) STEFFENS (1974)
which relates bridge condition to velocity, measured Band Intensity Effect Intensity Effect
(vibrars) (vibrars)
by a passing vehicle. It is the authors' opinion that I <20 No damage <17.5 No damage
such data could be assessed against damage indices II 20-30 Damage likely 17.5-40 Possibility of
similar in nature to the ones detailed herein, such as plaster cracks
Steffens (1974) peak velocity condition index. III 30-40 Small damage 40-72.5 Damage to load
The present work shows the feasibility of not bearing
components
relying on the bridge's dynamic parameters or the IV 40-50 Cracking of load 72.5 Damage to load
vibration level of passing vehicles, but rather the bearing walls bearing
actual vibration level of the bridge itself to assess V >50 Building liable components
both the condition and safety of the bridge. In the to collapse
examples provided, it is shown that a clear
relationship exists between the level of vibration Recently, some Codes have adopted vibration
induced by normal traffic action and indices for intensity criteria for evaluating building damage, for
condition and safety of the investigated bridges. example; ISO/TC108/SC/Wg3-9 and, more recently,
Within this paper, bridge vibration response is the Brazilian Code for non-destructive testing
used as a condition assessment parameter. Future ABNT- NBR-15307 (2005), which reproduces
work shall aim to evaluate bridge vibration response Koch's criteria for any kind of structure, including
as a continuous condition monitoring parameter, in bridges. The code states that vibration intensity is an
much the same way as frequency and other modal empiric parameter used to estimate damage levels in
parameters are employed. structures, and it can be also expressed in terms of
amplitude of vibration displacement in the following
2 JUSTIFICATION AND BACKGROUND way:
(1)
From Newton's second law of motion, it is known
that inertial forces are proportional to accelerations, a = the vibration amplitude in centimeters;
assuming that mass is constant; therefore, traffic f = the frequency in Hertz.
induced accelerations can be related to inertial
forces, which are magnified throughout the bridge at According to the Brazilian Code, there exists an
different frequencies (Mead 2000). So the empirical relation between the values of V and the
possibility to relate a bridge's behavior and level of level of structural damage, as indicated in Table 2.
vibration to its deterioration rate could be a useful
evaluation tool for existing structures. Table 2. Damage & vibration level according to ABNT (2005)
V Damage Level
Koch (1953) originally examined the level of
10-30 None
vibration in buildings as a possible indicator of 30-40 Small
damage level, which led him to develop an 40-50 Severe
empirical parameter for measuring vibration 50-60 Failure
intensities. As the mean-square value of acceleration
varies with frequency, a2(f), and damage potential of It is certainly an efficient tool to evaluate damage
the vibration falls off with frequency, it is through vibration intensity, considering the relative
reasonable to assume that damage caused by inertial ease and low cost of obtaining accelerations;
forces is proportional to a2(f)/f=I(f). In simple however, as vibrars were developed to assess
harmonic motion, with acceleration amplitude of a0, damage in buildings, it is not categorically known if
the term a02/f is called vibration intensity. The SI the relationship carries over to other structure types
units are mm2/s3 and its non-dimensional (decibel) such as bridges. This study aims to discern if such a
form is S=10log10(I/Is), where Is is a standard value, correlation exists. Additionally, the max peak-to-
arbitrarily chosen to be 10 mm2/s3. The units of S peak acceleration values are also assessed against
defined in this way are called Vibrars. the defined indices to determine their worth as a
potential condition and safety indicator for bridges. 3 APPLICATION TO A GROUP OF BRIDGES
The damage index used in this study is defined as
follows: As presented in Casas & Rodrigues (2015), 60% of
2 all existing Brazilian bridges are composed of
f  (2)
DI  1   cur  reinforced concrete girder bridges. Inspection results
f 
 ref  showed that damage is mainly associated with RC
beams and deck. Based on these observations, slab
Where:
on girder reinforced concrete bridges were chosen as
DI = the damage index at structure level;
the test subject for this study. This bridge type is
fcur = the current first bending natural frequency determined on
commonly found along main Brazilian Highways
dynamic tests;
and during their visual inspection; reinforcement
fref = the first bending natural frequency calculated measured
corrosion, concrete deterioration and cracking were
when the bridge was in good state.
observed. From all of these damage scenarios a
stiffness reduction can be expected. Particularly for
As previously mentioned, relating damage to
reinforced concrete, as it is known that static and
natural frequency alone is not ideal; however,
linear dynamic properties change significantly
considering the data available and ease of
during increased loading (Alvim 1997). To test the
application, it has been employed in this study as a
hypothesis of this study, and to establish if a
correlation parameter. Future studies by the authors
correlation exists between vibration intensity and
may seek to improve this index so that environment
defined indices for condition and safety, the
and operational effects are considered. Furthermore,
proposed methodology was applied to a group of 25
it is worth noting that the reference frequency,
existing bridges in Brazil.
which is used as a baseline representation of bridge
Dynamic tests were conducted to measure natural
condition, was not available in many cases due to
frequencies. The acceleration measurements of
the dynamic parameters not having been measured
which were made available so that dynamic
at the time of bridge opening. For these cases, a
parameters and vibration intensities could be
calibrated FEM model of the undamaged bridge is
evaluated. In addition, visual inspections were
used to calculate its reference frequency. This is
conducted with the aim of assessing performance
certainly not a preferable method for continuous
and identifying structural damage, however, this
monitoring as it adds considerable computation
data has also been incorporated into this study,
effort; however, it is the author's opinion that it is
serving as an evaluation tool for results achieved.
suitable for the present study as a basis to test the
To better understand the current performance of
effectiveness of vibration intensity as a damage
the bridge group, comparisons between data
indicator in bridges.
collected on-site and calculated values from a FEM
The procedure used for calculating the fatigue
model were carried out. This was achieved by
safety of the investigated bridges was the same used
contrasting the first bending natural frequency of
in (Rodrigues et al. 2013, Crespo-Minguillon &
bridge and FEM strain values of reinforced steel for
Casas 1998). Traffic action was considered, as will
a truck’s passage. Influence lines were calculated
be explained, and the multi-presence of vehicles was
for the lanes used by truck during tests. In addition,
also considered as a percentage of traffic flow.
material property up-dating, based on tested
Traffic congestion was not considered. To calculate
specimens, was carried for the FEA model. Details
the cross-sectional response, concrete and steel
and values of which are described in Casas &
contributions were considered as specified in
Rodrigues (2015).
Eurocode 2. Reinforcement stresses were
Bridges investigated in this work are two girder-
determined based on a cracked cross-section
slab reinforced concrete bridges, with exterior
analysis neglecting the contribution of concrete in
cantilever girders. There is evidence of embankment
tension and the redistribution of stresses in the
slope sliding in these structures, indicating an
compression zone. In these calculations, the
altered soil profile in the transition zone between
modulus of concrete and dimensions of the bridges
bridge and embankment. Furthermore, the
were considered as random variables. Geometrical
construction of a rock or concrete barrier beneath
characteristics were adopted based on site surveys
the deck extremities was observed on some of
and their variability was also considered.
bridges, resulting in an interaction between the deck
The main objective of the present research is to
and embankment that is sometimes not well defined
discern a potential relationship between vibration
in terms of boundary conditions (Rodrigues 2013).
intensity and the observed condition of the bridge, in
During reanalysis of the bridges, it was confirmed
addition to the defined damage index (eqn. (2)). A
that a variable degree of bearing can be expected
second objective is to investigate if a correlation
due to soil-structure interaction on extremity edges,
exists between vibration intensity and the obtained
which was modeled by springs in the FE analysis to
fatigue reliability index for each bridge.
more accurately represent the soil-structure Table 4: Vehicle velocity and ADT statistical parameters
interaction. Variable Distribution Parameters
Velocity Normal Mean (m/s) St. dev. (m/s)
29 6
3.1 Traffic data ADT* Normal Mean (veh/day) St. dev. (veh/day)
Traffic data for trucks has been taken from a 204 6.315 6.119
day survey of São Paulo State's roadways in 2005. *Average daily traffic based on DNIT data from 2001
After classification, it was observed that 8 types of
vehicles represent around 99% of traffic. Luchi
3.2 Estimation of existing reinforcing steel
(2006) presented vehicles observed in this survey as
well as parameters of the distribution functions To estimate the existing reinforcement in the
governing total truck weights. bridges, three load models that were considered by
To account for the inherent uncertainties of Brazilian Codes since 1950 (classes 24, 36 & 45)
defining traffic action, random variables were used, were taken as a basis of assessment. The
such as; type of vehicle, average daily traffic, truck corresponding impact factor and the uniformly
weight and speed. Distribution of total weight to the distributed loads applied over the area not covered
axles and percentage of vehicles on roadways were by a vehicle, recommended by Brazilian Codes,
considered as constant and values of which are were different for each class.
detailed in Table 3. In accordance with Areias Neto (1977), after
calculation of required reinforcement ratio, a
Table 3. Percentage of vehicles on a Brazilian roadway and coefficient K should be applied to guarantee
weight distribution to vehicle axles (Luchi 2006) adequate fatigue life of the structure. K was
Vehicle Quantity Weight Distribution Across Axles calculated as a function of maximum and minimum
Type (%) (%) bending moments acting on the section.
Axle 1 Axle 2 Axle 3 Axle 4 Axle 5
M1  M 2  e
2C 26 42 58 - - - K * (3a)
3C 26 27 73 - - - M1 1
2S1 2 27 33 39 - -
M 1  0.5M 2  e
2S2 4 23 32 45 - - K * (3b)
2S3 26 15 26 59 - - M1 1
3S3 5 12 34 54 - - Where:
2I3 3 12 23 21 22 22 M1 & M2 = maximum & minimum moment, respectively;
3D4 8 11 31 30 28 - e = the characteristic yield strength of reinforcing steel;
1 = 3600/, where  =1 under heavy load environments.
For the fatigue safety assessment, a dynamic
amplification factor (DAF) is required, the details of Equation (3a) is applied when M1 and M2 are
which are outlined in Casas & Rodrigues (2015). both either positive or negative, while equation (3b)
Data relating to vehicle velocity was taken from is applied when M1 and M2 have different signs.
Secretaria dos Transportes do Estado se Sao Paulo Resulting modified reinforcement ratios for each
(1997), which surveyed 43 roadways in São Paulo analyzed section are presented in Casas &
State. Vehicle velocity is modeled with a Normal Rodrigues (2015).
distribution (see Table 4). DNIT (2009) provides
data about traffic flow on Brazilian Roadways. This
data presents a great variation depending on the 4 RESULTS AND DISCUSSION
region of the country it refers to. Last registration
provided by DNIT is from 2001. It comprises 180 With the aim of evaluating Koch’s criteria,
observation posts distributed across 20 of the 26 measured bridge deck accelerations were converted
states of Brazil. From these provided values, means to vibrars, as per Section 2. An acceleration
and standard deviations of average daily traffic spectrum was calculated from temporal series of
(ADT) can be calculated, as well as the best fit acceleration using the common Fast Fourier
distribution (see Table 4). In this way, heavy traffic Transform (FFT) algorithm and combined with
data was defined for this work with ADT of 5000 vibrar curves (see Figure 1). This procedure was
vehicles/day in two lanes with heavy trucks applied to temporal series of acceleration recorded
accounting for 30% of traffic (Crespo-Minguillon at the bridge's mid-span during the passage of a 450
2008). kN truck at various velocities and for normal traffic
also. Maximum values of vibration calculated from
these recording are presented in Table 5.
 presents the damage index calculated with eqn. (2)
for all investigated bridges.

Table 6: Damage index calculated to investigated bridges

Bridge Modulus of Bending natural Damage
elasticity of frequency index
concrete (GPa) (Hz)
girder deck current ref DI
Iriri 14.59 23.52 12.50 4.47 -6.82
Escuro 19.30 19.30 10.69 4.65 -4.29
Roncador 15.74 23.22 9.52 10.34 0.15
Saracuruna 21.01 21.01 6.70 4.91 -0.86
Suruí 19.50 23.10 7.41 3.84 -2.73
Inhomirim 14.82 16.90 6.25 2.02 -8.54
Figueira 11.84 18.85 12.5 14.09 0.21
RMV Railway 18.40 18.40 4.88 4.83 -0.02
Ipiabas 19.30 19.30 5.37 5.33 -0.02
Boa Esperança 28.00 28.00 7.91 8.80 0.19
Flores 20.10 20.10 8.79 9.59 0.16
Inferno 26.90 26.90 8.39 9.41 0.21

Regarding the values presented in Table 6, a

Figure 1. Transformation of accelerations to frequency value of DI = 1 reflects complete loss of strength
domain for Escuro Bridge, including vibrar scale while a value of 0 means no damage. Table 7
presents proposed limits of damage by researchers
Table 5: Vibration intensity measured at mid-span section of complied by Kim et al. (2005). Comparing data
bridges
Vehicle 450 kN from both tables, it can be concluded that in the
Traffic
cases where damage was detected (DI>0), the
Bridge amax,p-p* Intensity, amax,p-p* Intensity, Velocity
damage can be classified as repairable. It can also be
mg vibrars mg vibrars km/h
seen that for some investigated bridges, negative
Iriri 277.8 21.1 184.0 18.2 80
values were obtained. This implies that the current
Escuro 67.1 2.3 108.8 14.3 80
bridge condition is stiffer than the FEA calculated
Roncador 159.9 15.8 45.1 7.3 80
reference condition, indicating that the reference
Saracuruna 109.3 19.3 58.3 13.8 80
model was not adequately developed. We can
Suruí 40.8 4.3 52.7 6.5 50
assume for those bridges a damage index equal to 0
Inhomirim 85.3 17.8 54.9 13.3 80
(no damage, as verified by the visual inspection);
Figueira 96.7 7.8 43.5 5.8 20
however, in the results presented herein, the
RMV
negative values are considered regardless.
Railway 120.2 21.5 161.2 19.5 80
Ipiabas 225.6 11.6 94.4 18.4 40 Table 7: Correlation of the damage index with the damage
Boa state (Kim et al. 2005)
Esperança 86.0 12.0 171.7 7.3 80 Minimum value of damage index
Flores 147.6 13.2 88.9 12.5 40 Damage state Park et al. Stone et Williams et
Inferno 305.8 22.2 200.5 12.3 70 (1987) al. (1993) al. (1997)
* peak-to-peak Repairable Damage 0.1 0.11 0.12
Unrepairable Damage 0.4 0.40 0.39
4.1 Condition assessment based on vibration level Collapse 1.0 0.77 1.28

As previously mentioned in Section 3, in order to

apply eqn. (2) for damage evaluation, a reference Kim et al. (2005) states that first cracking can be
frequency was obtained for the investigated bridges expected around a DI value of 0.10 to 0.20.
through calibrated FEA models that considered Comparing data from Table 6 and data from visual
properties taken from bridge material test inspection, it can be observed that cracks and other
specimens. Additional FEA model modifications damage were visible during inspection of bridges
entailed soil-structure interaction calibration. with an index value of over 0.1 (see Fig. 2). The
Overall, the reference models are a tentative author also suggests that a DI ≥ 0.7 is an indication
representation of an undamaged structure. Table 6 of failure commencement.
 suggested in ABNT (2005). These are presented in
Figures 3a & 3b for a 450kN vehicle induced
vibration and normal traffic flow, respectively.
Additionally, Figure 3c depicts damage index values
plotted against vibration intensity, expressed in
maximum peak-to-peak measured accelerations
induced by a 450 kN vehicle and traffic combined.
Correlation of damage with vibrars is very low
(correlation of 17 % in the case of the 450kN
vehicle). From the obtained results in Figure 3c, it
Figure 2. Damage observed in Roncador bridge (DI = 0.15) can be seen that maximum peak-to-peak
acceleration is better correlated to damage index.
Not only worse correlation was observed for
vibrars, but also a trend of decreasing damage with
increasing vibrars, which is not reasonable. This is
mainly due to the inclusion of the negative DI
values. As mentioned, these values should be taken
as 0. If we remove the negative values, then the
trend is correct, with increasing DI values for
increasing vibration intensity. However, there are
bridges in good condition with vibrar values ranging
from 8 to 22. In conclusion, vibrars do not have the
ability to discern between bridges in good or bad
condition. Figure 3c also suggests that there is a
limit around 0.15g of the peak-to-peak maximum
acceleration for damage to occur. Values below this
limit have a negative damage index, indicating a
good condition state, while values above this limit
increase with increasing peak-to-peak maximum
acceleration. This shift change is represented in the
following regression lines for damage indices below
and above 0.15g:
DI  30.613acmax, p p  4.308 acmax, p p  0.15g (4)

DI  0.381acmax, p p  0.044 0.30 g  acmax, p p  0.15g (5)

Correlation in equation (5) is 96%, which gives
good reliability for the relationship between existing
damage and measured acceleration (maximum peak-
to-peak). This is confirmed by comparison with
visual inspection data.

4.2 Fatigue assessment based on vibration level

A fatigue reliability analysis was carried out for all
investigated bridges, as detailed in (Rodrigues et al.
2013). Calculation of fatigue reliability indices was
accomplished for reinforcement ratios estimated for
Classes 24 and 36, that were recommended by
Brazilian Codes when the investigated bridges were
designed (before 1985). The results are presented in
Figure 3. Vibration Parameters vs. Damage Index (DI) (a) Table 8.
Vibrars for 450kN vehicle vs. DI (b) Vibrars for normal traffic
vs. DI (c) Maximum peak-to-peak acceleration vs. DI To investigate the correlation between likely
fatigue and measured vibrations, the fatigue
To investigate the correlation between existing reliability index values, calculated in Table 8, were
damage and measured vibrations, the damage index plotted against vibration intensity, expressed in
values, calculated in Table 6, were plotted against vibrars as suggested by Koch (1953). These are
vibration intensity, expressed in vibrars as presented in Figures 4a & 4b for a 450kN vehicle
induced vibration and normal traffic flow,
respectively. Additionally, Figure 4c depicts fatigue guaranteeing safety against fatigue, the value of
reliability index values plotted against vibration 0.17g for maximum peak-to-peak acceleration could
intensity, expressed in maximum peak-to-peak be considered as a limit in the fatigue design of
measured accelerations induced by a 450 kN vehicle bridge decks.
and traffic combined.
Table 8: fat calculated for  classes 24 and 36
Class 24 Class 36
Bridge  fatigue  fatigue
(%) (%)
Iriri 1.02 5.77 1.43 6.91
Escuro 1.44 10.54 1.94 13.08
Roncador 1.58 11.45 2.23 14.59
Saracuruna 1.27 16.48 1.61 19.64
Surui 1.09 13.83 1.34 15.77
Inhomirim 1.62 11.77 2.01 13.85
Figueira 0.66 6.52 1.04 8.90
km280 0.66 3.18 0.94 4.64
km279 0.54 3.56 0.77 4.94
km269 0.78 4.55 1.10 5.52
km259 0.77 3.60 0.98 4.52
km257 0.80 2.75 1.00 3.82

5 CONCLUSIONS

In this work, the main objectives were to correlate

the observed damage and fatigue safety to bridge
vibration intensity. KIM et al. (2005)’s criteria for
damage estimation in existing bridges was applied
based on dynamic properties. Estimated values look
very well correlated with damage found during
visual inspection.
On the other hand, a reliability analysis was
carried out on existing bridges to evaluate their
fatigue performance under actual Brazilian traffic
loading conditions. Realistic dynamic amplification
factors and concrete properties were considered in
the analysis. Results indicate that some bridges have
very low reliability fatigue indices. This fact
confirms that probability of reinforcement fatigue
occurrence in these bridges is higher than values
suggested by current codes, where a 100-years
Figure 4. Vibration Parameters vs. Reliability Index (RI) (a) lifetime is required.
Vibrars for 450kN vehicle vs. RI (b) Vibrars for normal traffic The results show that a clear correlation exists
vs. RI (c) Maximum peak-to-peak acceleration vs. RI
between the damage and fatigue safety indices with
the bridge behavior measured in terms of peak-to-
Correlation of fatigue reliability with vibrars is, peak acceleration. Analyzing data correlation, it can
again, very low (correlation of 42% due to 450 kN be concluded that maximum peak-to-peak
vehicle, 25% due to normal traffic). However, acceleration is a better indicator for design
correlation of 67% for maximum peak-to-peak assumptions than vibrar units, as proposed by some
acceleration was achieved, which is more closely researchers and current codes, such as NBR-
related to fatigue safety than vibration intensity 15307(2005). In some cases, not only worse
measured in vibrars. The safety against fatigue correlation was observed in the case of vibrars, but
decreases with increasing maximum acceleration also a tendency of damage decreasing with
peak-to-peak value. In addition to that, Figure 4c increasing vibrars, which is not reasonable.
also shows that bridges with reliability indices under Results show that a maximum peak-to-peak
6.0 (defined as target reliability index for reinforced acceleration of over 0.17g seems to indicate a high
concrete bridges) exhibit a maximum peak-to-peak probability of fatigue occurrence. Additionally, it
acceleration over 0.17g. Therefore, with the aim of seems that a maximum peak-to-peak acceleration of
over 0.15g indicates the existence of damage. Departamento Nacional De Infra-estrutura De Transportes –
Considering the two different approaches adopted DNIT 2009. Rodovias: Postos de Contagem. Disponível
Departamento Nacional De Infra-estrutura De Transportes –
for calculating fatigue reliability and damage, it DNIT. 2004. Manual de inspeção de pontes rodoviárias
must be pointed out that calculated limits are very Diretoria de Planejamento e Pesquisa. Coordenação do
similar (0.17 & 0.15g). Even though more Instituto de Pesquisas Rodoviárias. Rio de Janeiro.
experimental data is necessary to confirm these Farrar, C. R., Baker, W. E., Bell, T. M., Cone, K. M., Darling,
criteria, it is proposed that a value of 0.15g be T. W., Duffey, T. A., Eklund, A. & Migliori, A. 1994.
considered as the maximum peak-to-peak Dynamic characterization and damage detection in the I-40
bridge over the Rio Grande. Los Alamos National
acceleration limit during bridge design to guarantee Laboratory Report: LA-12767-MS.
their durability and safety. Kim, T.H., Lee, K.M., Chung, Y.S. & Shin, H.M. 2005.
As correlation has been established between Seismic damage assessment of reinforced concrete bridge
damage and maximum peak-to-peak acceleration, it columns. Engineering Structures. Vol.27, No.11, pp 576-
is the authors' intension to investigate its ability to 592.
Koch, H.W. 1953. Determining the effects of vibration in
track variation in bridge condition over time as a buildings, V.D.I.Z., Vol. 25, N. 21, pp. 744-747
continuous monitoring technique. Lautour, O. R., & Omenzetter, P. (2010). Damage
classification and estimation in experimental structures
using time series analysis and pattern recognition.
6 ACKNOWLEDGMENTS Mechanical Systems & Signal Processing, 24, 1556–1569.
Luchi, L.A.R. 2006. Reavaliação do trem-tipo à luz das cargas
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This project has received funding from the European de São Paulo, São Paulo.
Union’s Horizon 2020 research and innovation Mead, D.J. 2000. Passive Vibration Control. John Wiley &
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Proceeding of the 9th International Conference on Damage
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Competitively and European funds from FEDER Meruane, V., & Heylen, W. 2012. Structural damage
under research project BIA2013-47290-R. assessment under varyingtemperature conditions. Structural
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