U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590
Federal Highway Administration Research and Technology
Coordinating, Developing, and Delivering Highway Transportation Innovations
The Federal Highway Administration’s (FHWA’s) Advanced Sensing Technology (FAST) NDE Laboratory is a world-class facility for the development and testing of NDE technologies. FHWA has recently renovated and upgraded the FAST NDE laboratory to address the growing needs of FHWA and stakeholders with state-of-the-art NDE tools. Some of the technologies researched at the laboratory include: conventional/phased array ultrasonics; conventional/advanced eddy current; acoustic emission; ground penetrating radar; infrared thermography; impact echo; Structural Health Monitoring (SHM) systems; autonomous tools for condition assessment and automated data collection, analysis, interpretation, visualization and data fusion; and both noncontact and remote sensors.
The laboratory has moved to a 9.4- by 8-meter facility (Figure 1 and Figure 2 ) with new equipment and tools, such as a KUKA robotic arm (KR10-R1100 titan) with a payload of 10 Kg to handle test specimens, multiple NDE equipment, such as a phased array ultrasonic testing system for steel component inspection and ground penetrating radar for concrete inspection (see Equipment page for a complete list).
Figure 1. Image. Artist’s rendition of the new FAST NDE Laboratory.
Figure 2. Image. Artist’s rendition of the new FAST NDE Laboratory.
An extensive collection of component specimens is constantly being updated to enhance the NDE program. Component specimens include small sections of highway structures (both in pristine conditions and with known defects) that have been removed from in-service bridges or that are manufactured to represent realistic structural components. The collection of component specimens is continually evolving as specimens become available from decommissioned bridges, are purchased from qualified vendors, or are manufactured in the NDE Laboratory. A summary of the specimens currently at the NDE Center is described below.
The lab houses a pair of full-sized (54-inch-tall by 85-foot-long AASHTO girders) prestressed bridge girders that were removed from an active bridge on Maryland I–90. These girders were installed in 1971 and were in service until they were salvaged to be used for full-scale research in a laboratory setting at the Turner-Fairbank Highway Research Center (TFHRC). The girders were placed on four reinforced soil abutments, suspended approximately 10 feet above the ground (Figure 3 ).
Figure 3. Photograph. Full-size prestressed bridge girders.
Three validation slabs, measuring 4 feet long, 6 feet wide, and 8 inches high, are also available to verify the applicable and promising methods used on girders (Figure 4 ). The validation slabs were constructed with prestressing strands laid lengthwise throughout with known amounts of strand damage artificially created at known locations. Each validation slab has 26 untensioned half-inch 7-wire stands arranged in 3 vertical layers and 15 longitudinal rows. Several different scenarios of damage were created in each slab, including 5 percent, 10 percent, 25 percent, and 100 percent section loss at predetermined locations (Figure 5 ).
Figure 4. Photograph. Validation slabs after pouring.
Figure 5. Photograph. Artificially created strand damage.
The specimen library also includes a 6-foot long, 8-foot wide, 9-inch high concrete slab with built-in delaminations at predetermined locations used as a blind testbed for NDE technologies (Figure 6 ). Multiple methods are used to create these delaminations, such as embedded cardboard, sandwich concrete plates, and polyethylene sheets, with the purpose of studying applicability and viability of NDE technologies and tools to detect these built-in defects.
Figure 6. Photograph. Concrete slab with built-in delaminations.
To test the anchorage systems of highway barriers in the laboratory setup, a 12-foot long, 8-foot wide, 8-inch high mockup bridge deck along with concrete barriers are available in the laboratory (Figure 7 through Figure 10 ). The barriers selected were attached to the mockup bridge deck using four #4 and four #6 reinforcing steel bars with different levels of simulated cross-section loss (0, 10 percent, 25 percent, and 50 percent), as shown in Figure 11 .
Figure 7. Photograph. Mock bridge deck.
Figure 8. Photograph. Retired service barrier.
Figure 9. Photograph. Jersey barrier with delaminations.
Figure 10. Photograph. Barriers with delaminations.
Figure 11. Photograph. Simulated cross-section loss of rebar at F-shape
bolt-down barrier connection and New Jersey barrier connection.
This collection includes samples from steel bridges with different configurations. The specimens have different joint geometries, material thicknesses, coatings, and weld defects. The inventory includes a number of butt-weld specimens with Complete Joint Penetration (CJP) groove welds, butt-welds with well-bonded bridge coatings, T-joint specimens with fillet weld butt joints, and re-entrant corner joint specimens with fillet welds. Engineered cracks are embedded in these specimens and a variety of crack geometries are represented.
Figure 12 through Figure 16 show each of the specimen’s geometries. The specimen base metal complies with ASTM A709 material specifications. All fabrication and welding was performed in accordance with the American Welding Society (AWS) D1.5 Bridge Welding Code.
Figure 12. Photograph. Typical T-Joint specimen with fillet welds.
Figure 13. Photograph. Typical T-Joint specimen with fillet welds.
Figure 14. Photograph. Typical butt joint specimen with CJP groove welds.
Figure 15. Photograph. Typical T-Joint specimen with fillet welds.
Figure 16. Typical Reentrant Corner Joint specimen with fillet welds.
The purpose of the coated specimen shown in Figure 17 was to evaluate the effect of typical bridge coatings on measurements. The specimen was coated with a typical three-coat bridge system. The three-coat bridge system comprises of an organic zinc-rich primer, an epoxy intermediate, and polyurethane topcoat applied by KTA-Tator. This coating was a mixture of KTA-Tator’s Carbozinc® 859; Carboguard® 893SG with optional (LT) cure, and Carbothane 133 LH products. This coating system is a well-established and commonly used system by DOTs in the U.S.
Figure 17. Photograph. Typical coated specimen.
The computing capability of the NDE Laboratory is composed of two individual multiprocessor units that are connected through the Internet II national network to the cluster supercomputer in the Transportation Research and Analysis Computing Center (TRACC) located in the Argonne National Laboratory (ANL) in Lemont, IL. The computing machine is loaded with a massive parallel processing (MPP) version of a finite element program called LS-DYNA. This program is used for finite element modeling, analysis, and simulation of complex real-world problems. Research using these computing facilities has been focused on advanced computing and large-scale dynamic simulations of highway bridges. The work includes large bridge model dynamic response analyses, simulations of traffic flow loads, wind-rain loads for cable-stayed bridges, meshless computation for crack detections in highway structures, nonlinear dynamics simulations for chaos control of cable-stayed bridge vibrations, as well as data analyses covering a wide range of advanced NDE tasks.
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Turner-Fairbank Highway Research Center
6300 Georgetown Pike
McLean, VA 22101-2296
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