Süderelbbrücke, Hamburg, Germany 2018: Proof of Concept
Motorway bridge (A1)
Riveted steel construction, year of construction 1937
The bridge was replicated as a 3D-model in different levels of detail.
During a load test, it showed that hitherto unused structure reserves could be utilised for the recalculation.
Unterrieden, Bavaria 2019, Monitoring of the cantilever arms
Motorway bridge on the A6
Prestressed concrete, year of construction 1967
The viaduct must be replaced by a new structure. Four lanes of traffic were redirected over the southern part of the structure during the demolition of the northern part of the structure. This redirection meant that the cantilever arms were subjected to particular stress due to the HGV traffic and therefore they were permanently monitored.
UF Nidda, Hesse 2020: Monitoring of the supporting structure
Motorway bridge on the A5 at the Frankfurter Westkreuz
Prestressed concrete, year of construction 1970
The zero position was monitored at the four measuring points since the structure was rated as conspicuous due to the stress corrosion cracking (SSC).
Rödingsmarkt, Hamburg 2020: Proof of structural stability
Railway bridges of the public transport system of the city of Hamburg, Germany
[Hamburger Hochbahn AG] (Viaducts Graskeller and Mönkedammfleet)
Riveted steel construction, year of construction 1911
Total length 145m
In addition to the local strain (extension) measurements, the global deformation behaviour pattern was recorded using laser technology. At the beginning of 2020, trial runs under load conditions were conducted, which were used to calibrate the calculation models. The actual impacts of the traffic loads are recorded during the calibration trips, whereby the laser measuring sections are also used as crane scales.
Component test, Luxembourg 2020: Component behaviour when damaged
Section of motorway bridge
Prestressed concrete, year of construction 1975
The tendons are severed individually one after the other in this component test. After each damage stage, the component is placed under defined load conditions with a load carriage and a shaker. It is expected that the structural damages will be detected before cracks become visible in the concrete by analysing the bending curve and/or the zero positions. The measuring data of the BMG System are evaluated and validated by the University of Luxembourg.