Practical Cases of Structural Monitoring of Bridges

using Radar Interferometry

Rui Carneiro de Barros Fábio Paiva

Prof. of Structural Engineering PhD student, Department of Civil Engineering
Department of Civil Engineering IST
FEUP, Structural Division, Porto, Portugal Lisbon, Portugal
[email protected] [email protected]

Abstract— This chapter constitutes a synthesis of the

cumulative experience at Faculdade Engenharia Universidade do
Porto (FEUP) on the structural health monitoring (SHM) of
different bridge types using radar interferometry. After a simple
technical introduction of this non-intrusive SHM technique, the
work is mainly devoted to the description and observations of
three bridge typologies that constitute three case studies.
Thereafter, for each case study is described the evaluation of
results with such technical equipment, as well as the comparison
with akin results obtained for the same case studies either by
structural computational modelling or by other intrusive SHM
techniques, in order to ascertain the accuracy of this non-
Fig. 1. View of the radar interferometer [3]
intrusive radar interferometry method.

Keywords — SHM; Radar Interferometry; Bridge Dynamics

(b) to compute the displacement of each target by
comparing the phase information of the back-scattered
electromagnetic waves collected at different times.
I. INTRODUCTION
Some experience in using radar interferometry (RI) for III. CASE STUDIES
SHM of general structures was initiated in 2013 at FEUP by a
research team led by first co-author, in the context of the R&D A total of 3 case studies will be presented in the present
collaborative project VHSS-Poles (Metalogalva Group and section: FEUP Stress-Ribbon Footbridge; Pinhão Bridge, and
FEUP) sponsored by EU Compete program [1]. Alcacer-do-Sal Railway Bridge.

Although initially applied to the observation and SHM of A. FEUP Stress-Ribbon Footbridge
towers and pole-like structures (telecommunication towers,
Structural description
stacks, transmission towers and poles or posts) it immediately
proved its versatility in several circumstances ranging from
laboratory monitoring of dynamic tests to the more general The geometric description of FEUP stress-ribbon
case of SHM of bridges. footbridge is shown in Fig. 2, taken directly from the project
design data report [6].
II. RADAR TECHNICAL CHARACTERISTICS
The radar sensor (Fig.1) used in this work (IDS, IBIS-FS
system) is an industrially engineered micro-wave
interferometer and consists of a sensor module, a control PC
and a power supply unit [2] [3].
For a more comprehensive description on the technical
features of the radar the reader is referred to [3] and [4].
The measurement of deflections follows two main steps [5]:
(a) to employ a radar to take coherent and consecutive Fig. 2. Front view of the stress-ribbon footbridge [3] [6]
images of the investigated structure, with each image being a
distance map of the radar echoes intensity coming from the The bridge has a total length of 61 meters, corresponding
reflecting targets detected on the structure; 30 meters to the first span (southbound) and 28 meters to the
second span (northbound).
 The zone of the central support has a total length of 3 x represents the horizontal distance (in a straight line)
meters, 1.5 meters for each side. Throughout its length, the between one end of the bridge and the radar; z represents the
bridge deck is a sequence of pre-slabs of rectangular cross difference of height between the antennas (starting point of the
section with area 3.80 x 0.15 m2, distributed evenly every 1 opening beam) and the bridge deck; α represents the aperture
meter. For the connection between the pre-slabs, were used of the antennas and varies according to the antenna
concrete joints with cross section of 3.80 x 0.034 m2. Each characteristics; φ represents the tilt of the radar, in order to
cross section contains 4 cables with 7ϕ15.2 mm wire [3] [6]. obtain a better coverage of the structure with the aperture
The central support, shown in Fig. 2 and Fig.3, has 4 beam of the antennas.
tubular steel columns (S 355) with diameter ϕ193.7mm and
thickness of 16 mm, supported by a bell-base fixed to a
concrete base block. The 4 columns still give support to 6 beam
profiles HEB300, 2 disposed in the transverse direction and the
4 remaining one's disposed longitudinally [3] [6].
Description of monitoring sessions
The type of geometry of the structure influences the choice
of radar location. For this type of structure the ideal position
of the radar is below the bridge deck, because the radar only
measures displacements in one direction and the structure
displacements required for modal identification are mostly Fig. 4. Representative diagram (in elevation) of the monitoring geometry [3]
vertical. In addition, since the bridge consists mainly of
Table I gives the monitoring parameters corresponding to
concrete, its reflectivity to the electromagnetic waves issued the two monitoring cases [3].
by the radar will naturally be more reduced. As a solution,
during the execution of the monitoring plan, strategies were
also considered for the placement of reflective cones in the TABLE I. GEOMETRICAL PARAMETERS OF THE MONITORING CASES
structure. The monitoring plan carried out considers two Cases X (m) Z (m) φ (degrees)
monitoring cases, depending on the arrangement of the 1 0,60 2,50 20º
reflecting cones [3]. In the first case the monitoring is done
with the longitudinal distribution of the cones by the two 2 0,60 2,50 30º
spans; and in the second case, the monitoring is done with the
distribution of the cones only in the second span (Fig. 2).
Fig. 3 shows the placement of the reflecting cones in the Analysis and monitoring data comparisons
area near the deck edge, for which the radar was positioned The choice of radial cells in the first monitoring case was
under the bridge deck also in the vicinity of the deck [3]. Such quite satisfactory, since almost all the cones that were placed in
location of the radar also was determined to avoid direct the structure presented good results in terms of energy, and
influence on the potential movement of people and vehicles, which translated into good data for the modal analysis of the
which could interfere with the opening beam of the radar structure. In addition to the good results obtained, all the radial
antennas. cells showed in-phase displacements. As a final result, through
the Fourier transform the velocity spectrum of Fig. 5 was
obtained, in which it was possible to identify the frequencies
corresponding to the first and second modes of vibration [3].

Fig. 3. Installation of the reflective cones [3] Fig. 5. Velocity spectrum for the radial cells data selected in the first case [3]

In Fig. 4, the positioning (geometry) of the radar in In the second monitoring case, the location of the reflective
relation to the bridge is shown, in the direction of monitoring. cone targets was only on the second span of the bridge; the
The geometry that characterizes this monitoring is defined results obtained were not as good as those of the first case,
according to the following parameters: since of the six cones only four had good displacement signals.
Nevertheless the selected radial cells showed in-phase In structural terms, the steel superstructure consists of a
displacements, and through the Fourier transform it was metal deck with three independent span sections spaced 68.60
possible to obtain two natural frequencies (corresponding to meters between the supports, and a span (about 10 meters in
two modes of vibration: 1st and 3rd) identified in the velocity length) close to the south bridge abutment (Fig. 8). The bridge
spectrum of Fig. 6. is supported on three pillars (P1, P2 and P3), implanted in the
river bed and that present total heights of 20 meters,
constructed in granite masonry. The bridge still has two
abutments (south abutment and north abutment) also
constructed in granite masonry [7].
Monitoring considerations for Pinhão bridge
The monitoring of the Pinhão bridge was carried out in only
one bridge span, the northernmost section of the structure
(north span, see Fig. 8). One of the factors to be taken into
account, for the characterization of the dynamic behavior of
this span, was the positioning of the radar system. In order to
observe the vibration frequencies of the structure in
Fig. 6. Velocity spectrum for the radial cells selected in the second case [3] longitudinal and transverse directions, two distinct monitoring
operations are carried out in the two directions. The first
Table II shows the values of the bridge natural frequencies monitoring refers to the dynamic evaluation of this section with
identified in the monitoring cases using RI (SHM by RI), and respect to the longitudinal behavior of the bridge; while the
the corresponding frequencies obtained in the well-established second monitoring refers to a dynamic evaluation of the same
Vibest research unit study [6]. The percentual differences are northernmost deck span with respect to the transversal behavior
also given, which emphasizes the accuracy of this non- of the bridge. These RI experimental characterizations are duly
intrusive SHM technique. explained in the following parts of this subchapter, and are
compared with other previous experimental observations
TABLE II. COMPARISON OF NATURAL FREQUENCIES: SHM BY RI AND obtained by tri-axial accelerometers (using seismographs).
VIBEST STUDY
Vibest
Mode SHM by RI (Hz) Difference
Study (Hz)
1 0,94 0.97 3.1 %

2 2.06 2.04 1.0 %

3 2.08 2.07 0.5 % Fig. 8. Elevation diagram of Pinhão bridge [7]

SHM of the longitudinal behavior of Pinhão bridge

B. Pinhão Bridge For a better identification of the vibration frequencies of the
Structural description structure in the longitudinal direction, by SHM of the north
span bridge section, the IBIS-FS radar is positioned under the
The Pinhão road bridge (Fig. 7) is a structure that allows bridge deck as shown in Fig. 9. This positioning is rational and
the crossing of road vehicles through the Douro River, linking adequate for the monitoring of bridges and viaducts, since the
the districts of Viseu and Vila Real [7]. This is an old structure placement of the radar under a structure of this type allows the
that was opened to traffic in 1906 and has already undergone a observation of vertical displacements that it suffers under
rehabilitation process, notably in 2006, so that it could be able environmental actions (causing environmental vibrations) and
to allow the circulation of road traffic fulfilling all the safety the circulation of road vehicles [7].
criteria inherent to the current design Eurocodes.

Fig. 9. Positioning of radar IBIS-FS for SHM along longitudinal direction [7]

The number of reflection points in the lower part of the

deck has a significant impact on the selection of the
Fig. 7. Pinhão Bridge [7]
measurement points, which can represent good virtual sensors,
due to the metallic discontinuities that this structure presents
along the span under analysis [7].
 From the phase representation it is possible to obtain (from However, because only the first four vibration frequencies
the displacement spectrum in Fig. 10) the vibration frequencies are clearly identifiable, it can be assumed that the quality of the
of the structure, subjected to environmental actions and road data obtained using RI monitoring technique at this span (at the
traffic. The data from three radial cells of observations (Rbin 5, position selected and without using reflective cones) may have
Rbin 8, Rbin 13) is quite consistent across the frequency range been influenced by the possibility of more than one reflection
represented. It can be stated that the data from radial cell Rbin point in the same resolution cell; thus decreasing the accuracy
19 has some discrepancies in this displacement spectrum, of frequency acquisition data for subsequent frequency analysis
relative to the remaining cells; however, because it exhibits by Fourier transforms. Nevertheless the errors associated with
practically all of the same vibration frequency peaks, it can be this comparison of SHM techniques, applied for observations
contained in these results (for natural frequencies detection). in the longitudinal direction, are still identified in Table III; the
accuracy is quite significant.
Then four vibration frequencies, represented by four
frequency peaks (of values equal to 2.84 Hz, 6.44 Hz, 9.78 Hz
and 12.96 Hz), are identified by SHM using RI technique. TABLE III. COMPARISONS OF LONGITUDINAL NATURAL FEQUENCIES BY
Thus, it can be mentioned that the first observed vertical SHM (USING SEISMOGRAPHS OR USING RI) FOR PINHAO BRIDGE
vibration frequency, equal to 2.84 Hz, corresponds to the first SHM using SHM using
Mode Difference
overall bending mode of the structure. Seismographs (Hz) RI (Hz)
1 2.79-3.03 2.84 1.8-6.7 %

2 6.15-6.43 6.44 0.1-4.5 %

3 9.6 9.78 1.8 %

4 12.59 12.96 2.9 %

SHM of the transversal behavior of Pinhão bridge

The positioning of the radar for observations associated
with SHM in transversal direction (Fig. 12) is very important,
since for this dynamic characterization to be performed the
electromagnetic waves generated by the antennas of the radar
Fig. 10. Spectrum of projected displacements of the span under analysis by IBIS-FS have to focus on the horizontal displacements that the
using RI for SHM of the longitudinal bridge behavior [7] structure will exhibit mainly under environmental vibrations.
These results obtained for Pinhão bridge by the RI non-
intrusive SHM technique (Fig. 10), can be compared with the
results associated with the amplitude spectrum of vertical
accelerations (Fig. 11) obtained through the SHM using tri-
axial seismographs implemented after bridge rehabilitation [8].
So Fig. 11 identifies the natural frequencies of the span under
analysis, at the value of frequency corresponding to the peaks
of the vertical accelerations of the structure under Fig. 12. Positioning of radar IBIS-FS for SHM along transversal direction [7]
environmental vibration tests.
Through the spectrum of the projected horizontal
displacements (Fig. 13), it is possible to obtain the vibration
frequencies of the structure in the transverse direction. Thus,
two frequencies of peak projected displacements are identified,
respectively with values equal to 1.82 Hz and 3.46 Hz. The
existence of a higher peak also at 2.84 Hz, coherently
indicating the fundamental frequency of the structure in terms
of vertical accelerations, clearly means that the positioning of
the radar is not that of a purely transverse monitoring of the
bridge; therefore, the great sensitivity of the data acquisition
using RI, allows to make an additional evaluation of the
Fig. 11. Amplitude spectrum of vertical accelerations of the span under longitudinal fundamental frequency of bridge vibration.
analysis obtained by measuements using triaxial seismographs [8]
The analysis of these results of transversal vibrations
Thus it is possible to verify that the results obtained by obtained by SHM using RI [8], can be compared with the
radar IBIS-FS are consistent with other previous analysis using amplitude spectrum of transversal accelerations (Fig. 14)
other SHM techniques, since the first four natural frequencies obtained through the SHM using triaxial seismographs
observed by radar interferometry (RI) [8] are in agreement with implemented after bridge rehabilitation [8]. Table IV
similar values obtained by using triaxial seismographs [8]. synthesizes such comparison for the first two natural
frequencies, indicating the accuracy of these SHM techniques.
 Fig. 15. General view of Alcacer-do-Sal bridge

In order to take into account the effects caused by the

Fig. 13. Spectrum of projected horizontal displacements of the span under interaction between the track and the structure, the
analysis by using RI for SHM of the transversal bridge behavior [7] superstructure of these viaducts is divided into sub-decks with
continuity in the middle supports. Wherever possible these sub-
decks, with middle continuity, are separated in between
themselves by simply supported adjacent viaducts (on specific
spans) of the full deck. The later also provide a minimization of
displacements resulting from temperature changes which the
structure is subjected [9] [10]. For the purpose of SHM, this
work therefore refers to a section of the north access viaduct
(Fig. 16), with a length of 45 m, simply supported at the end
piers (which have a height of 10 m).

Fig. 14. Amplitude spectrum of transversal accelerations of the span under

analysis obtained by measuements using triaxial seismographs [8]

TABLE IV. COMPARISONS OF TRANSVERSAL NATURAL FEQUENCIES BY

SHM (USING SEISMOGRAPHS OR USING RI) FOR PINHAO BRIDGE.
SHM using SHM using Fig. 16. Simply supported viaduct of Alcacer bridge under SHM [7]
Mode Difference
Seismographs (Hz) RI (Hz)
1 1.98 1.82 8.1 % This simply supported viaduct of the bridge has a cross-
section with a 13 meters wide platform throughout its length,
2 3.5 3.46 1.1 %
supported by two high-rigidity metal beams (2.60 m high, and
spaced 5.80 m apart). These beams are interconnected by
The values in Table IV are considered close enough, even horizontal diaphragms and bracing systems (Fig. 17).
for the estimation of the fundamental frequency. An estimation
of the fundamental transverse frequency with an error of 8.1%
is herein considered acceptable, since it was associated with
multiple spurious reflections of target points in the same range
beam cells, due to unavoidable interference of vehicles traffic
on the bridge in the day and during the journey of observations.

Fig. 17. Structural metallic elements (bracing, diaphragms and walkaway) of

C. Railway bridge in Alcacer-do-Sal the viaduct stretch under SHM [7]
The railway bridge in Alcacer-do-Sal promotes the crossing
of passenger and freight trains along the Sado River, improving This viaduct section of the bridge, presenting a heavy
the connections to the south of Portugal and to the port of Sines metallic construction which supports the reinforced concrete
through a superstructure spanning 2.7 km. It includes a slab and the railway line itself, allows a good characterization
bowstring bridge made of steel and reinforced concrete, about of its dynamic behavior over time using the radar
480 m long, and two access viaducts (north and south) with a interferometer system: either through environmental vibrations,
total length of 1115 m and 1140 m, respectively (Fig. 15). The and/or through the passage of trains. The discontinuities
superstructure is formed by a reinforced concrete deck, between the high rigidity metal beams, the connections
supported by metallic components, connected with the piers between the horizontal diaphragms and the bracing, constitute
and foundations also of reinforced concrete (class of resistance observation points of good electromagnetic reflectivity
C40/50). It was designed for two ballasted railway lines, for necessary for the adequate use of the RI on this bridge section
trains circulating at a speed up to 240 km/h [9]. (Fig. 17) through the IBIS-FS interferometric radar [7].
 The interferometric radar also allows the analysis of the
vibration frequencies induced by the Alfa Pendular high-speed
train in the railway viaduct span under analysis. In Fig 18 it is
represented (for the record Rbin 19, of the observations taken
during train passage) the corresponding spectrum of the
projected vertical displacements at the position of the reflective
cone used underneath the deck. From such spectrum, it is
clearly identified the major excitation frequency that such train
passage induces in the structure when it circulates at 220 km/h.
This excitation is signaled by peak of the projected vertical Fig. 19. Spectrum of vibration amplitudes at sensor point, by PSD system [7]
displacements obtained by the radar at 2.50 Hz. The
fundamental frequency of the viaduct span under analysis can TABLE V. COMPARISONS OF FREQUENCIES BY SHM (USING PSD OR
USING RI) OF ALCACER-DO-SAL BRIDGE.
also be observed in this displacement spectrum, by the peak at
2.86 Hz. This frequency is associated with the first mode of Peak at SHM using SHM using
Difference
longitudinal flexural bending vibration of this viaduct span. spectrum PSD (Hz) RI (Hz)
The presence of several spectrum peaks at frequencies up to 2 1 2.56 2.50 2.3 %
Hz, is considered associated with the vibration of the flexible
2 2.88 2.86 0.7 %
longitudinal metallic walkway (underneath the deck, and not
yet monitored with any fixed equipment) under simultaneous
environmental excitations and passage of the high-speed train. IV. CONCLUSIONS
This chapter provided dynamic results from SHM using
radar interferometry of three practical cases of Portuguese
bridges (stress ribbon, metallic and mixed construction)
designed for distinct functions (pedestrian, roadway, railway).
The bridges were chosen since they also have been monitored
by other techniques. The comparison of results with respect to
the evaluation of natural frequencies and excitation frequency,
showed the high accuracy the portability and the easiness of
use of the radar interferometry non-intrusive technique.

Fig. 18. Spectrum of projected vertical displacements (using RI) at the section REFERENCES
of application of the reflective cone, on the viaduct span under analysis [1] R.C. Barros, “Desenvolvimento de um Banco de Ensaios para Validação
and due to passage of Alfa Pendular train [7] de Apoios Tubulares em Aço de Alta Resistência para Linhas de
Transmissão” (VHSS-Poles). ISBN: 978-972-752-180-7, FEUP, 441 p.,
The two frequencies mentioned above, obtained by Fourier 2015.
transform of the observed displacement data when using the [2] C. Gentile and G. Bernardini, “Application of Radar Technology to
IBISDV software (inherent to the IBIS-FS interferometric Deflection Measurement and Dynamic Testing of Bridges”, IOMAC'09
radar), can also be compared with the corresponding – 3rd International Operational Modal Analysis Conference, 2010.
frequencies obtained by the analysis of the displacements data [3] L. Silva, “Monitorização de Estruturas com recurso a Radar
Interferométrico”. Master Thesis, Faculdade de Engenharia da
obtained by the Position Sensing Device (PSD) that has been Universidade do Porto, 2015. (in Portuguese).
installed in this viaduct span on a steady basis. This PSD is a [4] C. Gentile, “Vibration measurement by radar techniques”. Proceedings
SHM instrument that detects the variations of the position of a of the 8th International Conference on Structural Dynamics, EURODYN
localized point of a structure, through the illumination of a 2011.
sensor by a laser and detecting variations in the energy of light [5] C. Gentile, “Dynamic measurement on stay-cables using microwave
incident and reflected; this SHM using PSD is part of an interferometry The radar-based measurement of deflections”. 34 th
investigation to evaluate fatigue effects in the deck slab of this International Symposium on Bridge and Structural engineering, Venice,
Italy, 2010.
simply supported viaduct of Alcacer bridge [10].
[6] E. Caetano, A. Cunha, C. Moutinho, “Vandal loads and induced
After MATLAB manipulation of the SHM observations vibrations on a footbridge”. Journal of Bridge Engineering, 2010. 16(3):
data obtained using PSD, the graph of vibration amplitudes at p. 375-382.
the sensor point of PSD is obtained (Fig. 19), revealing two [7] R. Alves, “Observação Experimental de Estruturas utilizando a
peaks at frequencies of 2.56 Hz and 2.88 Hz; they correspond Interferometria Laser”, Master Thesis, Faculdade de Engenharia da
Universidade do Porto,. 2016. (in Portuguese).
to the excitation caused by the Alfa Pendular train passage and
[8] B.J.A. Costa, “A. Structural Identification of Old Steel bridges:
to the fundamental frequency of the viaduct span. Monitoring and Rehabilitation Assessment”. PhD Dissertation,
Faculdade de Engenharia da Universidade do Porto, 2012.
Table V compares the excitation frequency and the
fundamental longitudinal flexural vibration frequency obtained [9] A. Reis, J.M. Cremer, A. Lothaire, N. Lopes, “The steel design for the
new railway bridge over the River Sado in Portugal”. Steel Construction
at this viaduct span by the two SHM techniques (PSD and RI). Vol 3 No 4, 2010, 201-211, Ernst & Sohn, Berlin.
These results confirm that the SHM performed by RI evaluates [10] G. Alencar, R. Calçada, J.G.S. Silva, A.M.P. Jesus, “Fatigue Assessment
with great accuracy the precision of the calculations also taken of Approach Viaducts of the New Sado River Railway Crossing”.
on a steady basis by the PSD, installed in the monitored viaduct Proceedings of IRF 2016: New trends on Integrity, Reliability and
for studying specific aspects of the Alcacer bridge dynamics. Failure, 1/July/2016, 1–17, J.F. Silva Gomes and S.A. Meguid, Porto.