Digitale Zwillinge für Brücken mittlerer Stützweite – Pilotprojekt Brücke Schwindegg – Teil 2: Verwaltungsschale

Digital twins for medium span bridges – pilot project bridge Schwindegg – part 2: Asset Administration Shell The term ′digital twin′ is becoming increasingly popular in German-speaking countries for the digital management and condition monitoring of bridges. Although standardised developments for the use of digital twins have already been initiated in industry and medicine, the first prototypes are currently being implemented in the construction industry. The digital images are typically operated in online environments that are proprietary to the project and have limited reusability. The article investigates the integration of scaling into Building Information Modelling models, which is reaching its limits due to the real-time capability. It places existing definitions of the digital twin of the industry in the context of the construction industry. The implementation of the Isenbridge in Schwindegg as an Industry 4.0 Asset Administration Shell (AAS) is presented, building on Part 1 of this contribution. We show that an industrial, data-driven digital twin can also be implemented technically and semantically for engineering structures. The article also presents the future challenges for evaluation and control mechanisms still to be developed for the structure. We also show a possible visualisation. The goal is to develop a syntax for the AAS’ communication.     

Maintenance und Monitoring. Dauermonitoring zur Optimierung der Nutzungsdauer einer Brücke

Maintenance and Monitoring Permanent Monitoring in Order to Optimize the Operating Life of a Bridge The operating life of bridges depends on the load spectrum, structure type, construction material, boundary conditions as well as on the periodic inspections. In view of future investments concerning new bridge constructions, the knowledge of actual bridge condition is crucially important. Especially, in case of partially damaged old bridges it is hard to arrive at a decision concerning rebuilt, retrofit or ongoing operation without any modifications. From the economic point of view, the aim is an optimized operating life coupled with minimal risk against bridge collapse and a high safety. In the presented paper the installation of a permanent Structural Health Monitoring system is proposed to optimize the operating life of an Austrian pre-stressed road bridge. The actual state of the bridge is evaluated by static and dynamic FE-analysis as well as a performed proof load test. The installed monitoring systems provides permanent information about the changing bridge state and in case of exceeding the limit states an emergency plan rules the responsibilities.     

Bauwerksmonitoring an einer Brücke aus Hochleistungsbeton

Structure Monitoring effected on a HPC Bridge In the year 2001 the bridge over the ‘Zickauer Mulde’ near Glauchau ‘Freistaat Sachsen’) was built in HPC B85 (C70/85). Due to the high compression strength of the concrete in combination with prestressing the maximum slenderness of the superstructure is 39, 0/1, 05 m = 37! This means to quit clearly the experience field of usual slendernesses of prestressed concrete bridges. For this reason as well because of the use of HPC on a large scale, the building structure was scientifically accompanied with the aim of verifying the design assumptions and basic construction principles. The following report shows the experiences received from the measuring during the construction phase, in the course of a test loading as well as from long-term measurements.     

Die zweite Brücke über den Panamakanal – eine Schrägkabelbrücke mit 420 m Mittelöffnung und Rekordbauzeit

The second Bridge across the Panama Canal – a Cable-stayed Bridge with 420 m Main Span and a recordbraking Construction Time. The second bridge across the Panama Canal is a single plane cable-stayed bridge with a total length of 1052 m and a main span of 420 m. The 34,1 m wide bridge deck from prestressed concrete is 80 m above the water level and consists of a trapezoidal box girder and wide cantilevers. For the construction of the bridge, including the final design, two years were available only. This required – besides an uncommon effort of all parties involved – to reduce the substructures as per the tender documents substantially by a more precise soil evaluation and an optimization of the structural system.     

Rückbau einer 400 m langen Autobahnbrücke unter besonderen Rahmenbedingungen – BAB A 6, Neckarbrücke Mannheim

Demolition of a 400-metre long expressway bridge under particular circumstances – BAB A 6, Neckar bridge Mannheim. This text is about the demolition of the former Neckar bridge Mannheim, situated along the German federal expressway A 6. This construction was composed of two superstructures, which respectively consisted of six arches. Five of the six arches of each superstructure were blasted. The two remaining arches above the Neckar channel could not be blown up due to vessel traffic, and for this reason had to be gradually dismantled. There were a number of aspects that had to be carefully considered during the demolition, especially the presence of two high-pressure gas pipes that run across the construction site. To prevent damage to the pipes, abundant mounds of sand were placed on top of them. The way that led to these mounds is illustrated in this article. Furthermore, the vibration measurements as well as their results are also presented. The experiences gained from this demolition are illustrated in this article.     

St.-Lorenz-Brücke in Lübeck – Flacher Bogen mit besonderem Montageablauf

In Verbindung mit der Elektrifizierung und dem zweigleisigen Ausbau der Bahnstrecke Hamburg–Lübeck-Travemünde wurde die St.-Lorenz-Brücke in Lübeck durch einen neuen Brückenzug ersetzt. Wesentlicher Bestandteil ist eine sehr flach entworfene Stabbogenbrücke, die das Gleisbett in unmittelbarer Nähe zum Lübecker Hauptbahnhof überspannt. Im folgenden Beitrag wird die Planung und Ausführung des Brückenzuges beschrieben und auf Besonderheiten der Tragwerksplanung und Montage der Stabbogenbrücke eingegangen (vgl. [1]). St.-Lorenz-bridge in Lübeck, Germany – Low arch with a special erection process. Due to the electrification and the two-track extension of the railway line Hamburg – Lübeck-Travemünde the St.-Lorenz-bridge was replaced by a new multi-span-bridge. Significant component is a very low bowstring bridge, which spans over the railway line near main station Lübeck. In the following article design and execution of the bridge structures are described as well as special features of structural design and erection of the bowstring bridge (comp. [1]).     

Eine Echtzeit-Online-Methode zur Beurteilung der künstlichen Grundwasseranreicherung und Grundwasserentnahme

Grundwasser - Eine nachhaltige Wasserversorgung in urbanen Gebieten stellt aufgrund des Nutzungsdrucks sowie vielfältiger anthropogener Einträge eine große Herausforderung dar....     

瑞士苏黎世Hardbrücke车站更新

Hardbrücke车站位于瑞士的苏黎世,用于Hardbrücke火车站的更新费用约为3350000瑞士法郎,总建筑面积5650m2.建筑师试图以选择性的干预手段赋予车站一种新的身份,使人们能够很容易地找到车站所在的方位,同时增加车站站前空间的吸引力.     

Fertigteilüberbauten für Brücken aus Hochfestem Beton – schneller,schlanker und nachhaltiger

Prefabricated superstructures for bridges made of high-strength concrete – faster, slimmer and more sustainable In order to speed up the urgent modernization of bridges in the German road and rail network, it is also necessary to modernize the construction technology for bridges. The new bridges should be able to be built as quickly as possible and be beautiful, sustainable and robust. It turns out that prefabricated construction methods can be particularly advantageous for this requirement profile. The opportunities offered by this construction method should therefore be used more intensively in the future. The new option of using prefabricated parts with high-strength concrete has proven to be a particularly powerful innovation. This means that the area of application for bridge superstructures made of prefabricated concrete parts can be significantly expanded and adapted to the requirements of bridge modernization. The existing long-term experience with bridges with high-strength concrete also suggests that these structures will be of excellent durability and sustainability.