## The early warning system and VIKTOR

VIKTOR has designed an early warning system that gives off a direct warning when there is a risk of bridge bridging. This way the bridge can automatically be cooled, so that no problems arise. The warning system is not only applicable to the Binnenhavenbrug, but to many other projects as well. Furthermore, it also contributes to the realisation of making Rotterdam a Smart City! And our role? The constant live reading of the bridge's temperature and automatic calculations of the effect on the structure in order to predict when the bridge gets too hot and will get stuck. 

## How does it work?

### The working principle
First, temperature measurements are collected within the web-based VIKTOR platform. Then a finite element model is used to simulate the expansion for the available measurements. After that, the simulation results are calibrated with measurements of the actual bridge length and using that information, the temperature measurements are used to calculate the dilation of the bridge. The behavior of the system can be combined with current weather forecasts to predict the bridge's behavior in the future as well. 

![Working principle of the warning system.png](/uploads/Working_principle_of_the_warning_system_ca73629e46.png)

*Working principle of the early warning system*

### Temperature sensors

A total of 52 sensors supply data about the temperature distribution of the bridge and a measurement is performed every 15 minutes. The results hereof are immediately available on the online platform. The sensors are distributed over the different parts of the bridge, being the deck, sides, primary stiffeners, and secondary stiffeners.

![Placement of the temperature sensors.png](/uploads/Placement_of_the_temperature_sensors_6e8c7e5b3f.png)

*Placement of the temperature sensors*

### Temperature modeling

Ansys software is used to create a finite element model of the bridge. This model uses the surface polynomials to determine the temperature distribution in the structure. The animation below shows the temperature of the deck on 1 August between 10:00-15:00.

![The temperature on the deck](/uploads/The_temperature_on_the_deck_24f20a5ab5.png)

*The temperature on the deck on 1 August between 10:00-15:00*

### Expulsion simulations

Differences in temperature cause the bridge to warp. The first figure shows the expansion of the left and right. The differences in expansion show clear similarities with the measured temperature differences in the bridge. The second figure shows the relationship between the average temperature and the average expansion. The directional coefficient of the linear relationship can be interpreted as the thermal expansion coefficient of the bridge.

![Bridge expansion and relationship of temperature.png](/uploads/Bridge_expansion_and_relationship_of_temperature_d59826315b.png)

*The expansion of the left and right*

![Results of the simulations and the predictions of the empirical relationship. ](/uploads/results_of_the_simulations_and_the_predictions_of_the_empirical_relationship_f101269ab8.png)
*The relationship between the average temperature and the average expansion*

### Expulsion prediction

The ratios of the temperatures of the sides and the primary stiffeners are used to predict the degree of warping. An empirical relationship is defined that gives the maximum expansion: δ𝑚𝑎𝑥 = δ𝑎𝑣𝑔 ∙ (𝑟𝑎𝑡𝑖𝑜𝑤𝑒𝑏𝑠 ∙ 𝑐1 + 𝑟𝑎𝑡𝑖𝑜𝑠𝑖𝑑𝑒 ∙ 1 – 𝑐1) 𝑐2. The coefficients are chosen so that the margin of error is minimized. The figure below shows the results of the simulations and the predictions of the empirical relationship. The maximum deviation is 0.2 mm.

![the results of the simulations and the predictions of the empirical relationship](/uploads/the_results_of_the_simulations_and_the_predictions_of_the_empirical_relationship_ed0559913f.png)

*The results of the simulations and the predictions of the empirical relationship*

### System adjustments

Before the system can be used to predict the dilatation joint, the system will have to be calibrated. The predicted expansions must be defined in relation to a reference temperature, reference length and reference dilatation joint. The measurements of the distances between the abutments and the dilatation joint are combined to determine these values. These values are measured at five different points to determine the accuracy of the warp prediction.

### System operation

After the system has been calibrated, the current temperature measurements can be translated into a minimal dilatation gap. The degree of change can be used to give a timely warning. Now the combination of temperature measurements and weather data can be used to predict an expected dilatation gap based on a weather forecast!


Infrastructure & Construction

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Automated measurements to anticipate dilation of the Binnenhavenbrug

1. Why the Engineering and Construction industry is falling behind
2. Key components for a successful digital transformation
3. Stages of starting a digital transformation
4. Implementing your first digital transformation
5. What digital transformation means for you

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By 2021, the Engineering and Construction industry is one of the fastest growing sectors. Even though the sector is growing rapidly, it is still amongst the least digitized industries around the world. This is not due to the lack of supply of digital solutions, but rather due to the fact that the adoption of new technologies is not forthcoming within the industry. Finding ways to boost this adoption is both a big challenge and opportunity. Therefore, it is important we start at the right place.

There are three aspects to digital transformation: first people, then process, and after that technology. Adopting new digital solutions in your organization is impossible when your people are not on board with it. That is why convincing your people about the benefits is the first priority in digitally transforming your organization. Instead of looking at the digital solution from a technology perspective, you have to look at it from a people perspective. Your digital solution should never be implemented for digital’s sake. It is there to help the people in your organization do their job easier, quicker, better, and with more pleasure. After they are convinced that it will do just that, digital transformation can start!

In this white paper, it is explained how you can start digitally transforming your organization whilst keeping people at the centre of your digital solution. 



See how you can boost digital transformation in your company in the E&C industry by putting people first and technology second!

Download the White Paper and get INSPIRED

Read all about how you can boost digital transformation for your company in the Engineering and Construction industry by centralizing digital solutions around people, instead of around technology. 

People First, Tech Second: The Way to Boost Digital Transformation in the E&C Industry

## Optimization of the pile plan saves the client a lot of money

Voorbij often receives only a simple initial design. From their expertise and experience, they see opportunities here to further optimise it, for example by including the variance of the soil in the design process in a [smarter way](https://www.viktor.ai/blog/40/artificial-intelligence-machine-learning-engineering-construction). Optimisation can also often be done by cleverly grouping CPT’s and including these groups in the calculations, or, for example, by changing to an alternative pile system. If this can be done quickly and properly, customers can be provided with optimised pile plans faster; that saves a lot of money for the client.

## Mapping the optimization process together

First, the process was properly mapped out together with Voorbij’s geotechnical engineers, especially when it comes to visualisations. For example, the user wants to quickly view the friction zones of uploaded CPT’s and wants to view several CPT’s simultaneously. In addition, there are other functionalities that help the users, such as changing the interpretation of several CPT’s at once. The main goal is that the application itself is able to generate a pile plan optimised according to cost, and based on the soil structure and with variable parameters such as groupings, pile tip levels and pile types. Voorbij has developed a method to generate groupings from a set of rules, for which VIKTOR developers have written the underlying algorithm.

As a user, Voorbij has set requirements that are specific to their process. A few examples: when optimising, they can indicate the upper and lower limits of pile tip levels, link them to Technosoft, have the design generated in a feasible manner, adjust the limit value, see interactive load-bearing charts and visualise piles in combination with the CPT’s.

![Automatically generated pile plan in the VIKTOR application](/uploads/automatically_generated_pile_plan_in_VIKTOR_83c99b4287.png)

*An area populated with CPT’s, within the Voorbij module in VIKTOR. Based on these CPT’s and the required bearing capacity, the application can automatically generate a pile plan optimised for cost. For this optimisation, it takes soil layout and other parameters such as grouping, pile tip levels and pile types into account.* 

## Customized application quickly realized

Since the VIKTOR platform already has the generic building blocks available to configure such a [parametric design application](https://www.viktor.ai/blog/46/parametric-design-cloud-engineering-construction), it only takes four sprints to build a professional custom application. Even though the time-to-delivery is small, the value that is realized with the application is great for both the clients and Voorbij itself.

## VIKTOR applications are widely used

In order to achieve good optimisations, it is important to fully automate (part of) the process and build a usable application for end users. This is achieved by combining [parametric design](https://www.viktor.ai/parametric-design-software), knowledge-based rules, integrations with external software packages, Excel sheets and other models, and making this all accessible online. The VIKTOR platform is built to do exactly this and provide the building blocks for it. The platform allows an engineer with basic programming knowledge to easily and quickly build professional applications, which can be launched immediately and can be used by all team members involved. It is now widely used in the sector. For example, the platform currently plays an important role in the design phase of the big ‘De Groene Boog’ project.

![Building foundations at a construction site](https://cms.viktor.ai/uploads/Funderingen_5eb45cf87e.png)



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Optimize pile plans with an online tool to save time and budget

1. What is parametric design, and how is it evolving
2. Collaborative parametric design: working together for better results
3. How to make tools available to others
4. Active collaboration on parametric design tools
5. Parametric design in a billion-euro project
6. What collaborative parametric design means for you



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The adoption of parametric design grows exponentially thanks to friendly programming languages like Python or visual programming packages like Dynamo or Grasshopper.
 
Our perception is changing. We no longer see parametric design as a model to solve specific technical problems, but rather as a new way of working, in which stakeholders collaborate to find the best solution for a project.

Learn about the latest trends and the future of parametric design in this white paper

Collaborative parametric design models allow you to work together for better solutions

Download the white paper and get INSPIRED

Did you know parametric design models are no longer just used to solve specific technical problems, but rather as a new way of working? Read here how stakeholders use parametric design to collaborate and find the best solutions for their projects!

The Future of Parametric Design is COLLABORATION

## Designing a sustainable future

Stefan Schoenmakers, design leader Civil Realisation Substructure of the Theemsweg route at Wagemaker explains that the Calandbrug will have reached its technical lifespan in 10 years. It was built around 1970 and provides road and freight traffic. By removing freight traffic, the lifespan is extended and at the same time the with new rail viaduct, the train traffic does not experience interference of opening and closing the bridge for shipping. The new route is designed for the next 100 years. “We have to look and think far ahead, because mobility issues may change over this period of time. This makes it a very interesting project”.

## Many parts to a mega project

Wagemaker designs almost all the foundations for this project. Wagemaker is part of SaVe, a construction consortium consisting of Besix, Dura Vermeer and Mobilis that is responsible for the design and realisation. “We work with a design team of 12 people at Wagemaker, where my job as design manager is to ensure that our product, drawings and calculations are finished on time and distributed within the organisation of SaVe. We look at implementation, manufacturability, optimisations, alignments with the road design team, with provisions for lighting, making certain parts prefab, and much more. Our constructors and modellers work on all these things simultaneously”, says Schoenmakers. A mega project.

## Complexity and diversity

Not only the size is a challenge; the route is 4 km in length, but also the complexity. “You come across different types of soil situations. In some places the foundation is in water, in other places you have to build across an existing lock, or you have to deal with a very poor soil structure, or a soil structure in which inserting piles is a challenge. It is very diverse.”, says Schoenmakers. In addition, we are dealing with the fact that almost every location is very specific regarding the number of cables and pipes in the ground. Wagemaker looked for an effective way of analysing the foundation supports. “In principle we have 100 support points, some of which are identical, but the situation is different due to the soil composition. Initially, we wanted to make a certain design choice based on a comparison between support points that are similar and then calculate only one”, which is not optimal. Due to previous collaboration on another project, they ended up at VIKTOR. “We worked on the TenneT project, of Heijmans. You were involved in that project as well, and we then saw what was possible and we also want to stimulate development. So we said right away, we are going to do it together with VIKTOR!”.

## The role of the VIKTOR platform

With VIKTOR, the substructure of the route has been parametrically designed and calculated. This was done, among other things, by means of integrations with geotechnical and structural calculation software such as the finite element program SCIA. Schoenmakers: “By using your tool, we were able to generate parametric models with corresponding load cases for all supports and foundations. This made it easy to analyse internal force distributions, pile reactions and other calculation results. We ultimately opted for 5 to 6 basic foundations. They were all defined in the database of the tool and we could attach foundation characteristics, such as soil properties. Actually, this is in reverse order to the normal process, enabling us to much better determine where optimisations are present”.

Using the tool resulted in making the design process and reporting more efficient. The VIKTOR platform has been very valuable not only in the field of calculations, but also towards the client and testing authorities: “This has enabled us to demonstrate that we have been able to design and analyse all support points properly,” says Schoenmakers.

## Wagemaker focuses on digitisation

Wagemaker clearly focuses on the digitisation of engineering; A few years ago, a Virtual Design department was established to keep up with the developments. Of the 8 people there are 2 dedicated programmers employed. “If we can save time on projects by doing things [smarter](https://www.viktor.ai/blog/40/artificial-intelligence-machine-learning-engineering-construction), we have more time for complex projects where we cannot automate or parametrise anything. You became an engineer for the complex thinking involved, thereby empowering people. You don’t want to do the same thing 10 times. It may be nice the first time, and second time as well, but then it stops. It is very time consuming and if you have to do the same thing 10 times over, the chance of errors will also increase”. VIKTOR has provided a clear solution for this. Wagemaker recently participated in a few technical sessions at VIKTOR, in which three engineers are now learning to develop their own tool in the VIKTOR platform. Not participating in this development is not an option for Wagemaker. “We try to stay ahead, because the moment you can do something that someone else cannot do, it strengthens our market position.”

Engineering & Design

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Parametric models to design the structure of the Theemsweg route

## The old method: expensive and unideal 

The current process is often still based on experience and reasoning. Solutions that have proven themselves in previous projects are often chosen; the solutions for the critical sections are extrapolated. That makes sense. Calculating a section takes a lot of time. However, this method lacks a numerical substantiation for the chosen solution. Real insight into the ideal design is lacking and that can cost a lot of money. The gross extrapolation can result in surplus work and material costs, as well as lead to incorrect assumptions and increasing failure costs.

### Cost optimization through parameterization

It is therefore better to find an optimum with global parameters, such as costs. To determine the approach of solving the problem, an application is needed that can vary parameters on an interdisciplinary level, based on pile types, number of piles, pile lengths versus applied reinforcement, floor thickness, and so on. By linking the structural and geotechnical models to the cost model and combining all these parameters, the cost optimum can be found. A user can then determine the domains within which the application can independently vary these parameters and on the basis of which outcome optima must be found (think of costs, planning or risks). Because there are often several options close to each other, a user can also generate multiple optimized versions and weigh them up.

## Creating an application for parameterization

### Application development

The tuning of parameters and the definition of the process were the starting point for the engineers of Lievense and developers of MOCS. Lievense is involved as an expert and user, while MOCS makes the web-based parametric model and ensures that the process is automated to the right level. Three areas of expertise have been brought together from Lievense: structural, geotechnical and cost-technical. In this way, a multidisciplinary optimization can be performed.

### Application workflow

Within the online application, the user specifies per project the pile types available with the different unit prices. The projects can then be designed within a project. For a design section, a user can upload the GEF files associated with the probes created within a section (GEF is a standardized exchange format for the storage and transfer of geotechnical data). The applications provides a suggestion for a soil layout interpretation, which a geotechnical consultant can adapt.

### Modelling

The modeling of a section starts with a global SCIA model without piles. This prevents manual input of data that is already fixed and that is already available in another source. This SCIA file is uploaded by the user via drag & drop. In VIKTOR, the user can design a pile plan in two ways. “Simple”: the user gives a desired number of posts in the x and y directions. “Detailed”: the user can add rows / columns of piles, centre-to-centre distance from the previous row / column. Other parameters that the structural engineer can manage include reinforcement covers, concrete strength classes, and other design choices.

### Multidisciplinary calculations

It is possible to calculate the specified situation automatically in its entirety with a click of a button. All programs (in this case SCIA, D-Foundations and multiple Excel sheets) are run in the background and no human actions are required to perform the entire multidisciplinary calculation. The load capacity of the pile configuration follows from D-foundations and the required load capacity from SCIA. The section forces are also read from SCIA by the VIKTOR application. Via a linked Excel sheet, VIKTOR can convert this into a required amount of reinforcement. All calculated properties together determine the cost of a design. The results of all calculations are displayed in VIKTOR.

## The results are clear!

Since this part of the process is now fully automated, VIKTOR can also generate and calculate a large number of different pile plans. Because all parameters influence each other, it is not always clear which choice is ultimately the cheapest. Lievense is mainly interested in the mutual connections. These are plotted in VIKTOR in an overview. This allows the manufacturer to make solid choices with the help of his knowledge and expertise. As a control functionality and to keep a good overview of the generated designs, Lievense can download files from created D-foundations and SCIA analyses and view them “locally”.

## The final outcome

Only two sprints were needed to develop the full application. Primarily, the result is insight into the influence of the different parameters, the sensitivity of the parameters to each other and an “optimal” solution direction. It is possible to consider more variants in a shorter period of time compared to before, which provides the numerical substantiation of the chosen “optimal” solution. This can bring a lot of value. Initially in money, but with other models this could also be in terms of risks, construction time, feasibility or other KPIs

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Optimal and quick underpass design thanks to parameterization of processes

The [tunnel](https://www.cowi.com/solutions/infrastructure/northern-europe-largest-construction-project) is 18 kilometres long and will consist of a four-lane motorway and two electrified railway lines. This new tunnel will reduce travel time for from more than an hour by ferry to 10 minutes by car and 7 minutes by train. Besides reducing travel time, the tunnel will also lead to a [reduction in traffic emissions](https://femern.com/en/Benefits/A-greener-corridor). This is due to the transfer of freight from road to rail and the fact that some lorries will take a shorter route as they will no longer have to cross Storebælt, Denmark, which will result in an overall decrease in CO2 emissions. 

In cooperation with COWI a [parametric design application](https://www.viktor.ai/blog/46/parametric-design-cloud-engineering-construction) will be developed to optimise the design of the tunnel. The tunnel consists of 79 tunnel elements, each 217 metres long. Each element has slightly different loads and soil conditions, so the optimal required steel reinforcement in the concrete is different. The total amount of steel used in the tunnel is equivalent to about 50 Eiffel Towers and each tunnel element weighs 73,000 tonnes. 

The VIKTOR platform will be used to development the [parametric design application](https://www.viktor.ai/parametric-design-software) which will be used to design the tunnel, which will help COWI find the optimal design in an automated way, so they can engineer the awesome! 

 

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Discover how parametric design is used in an application to automate and optimize the design of the world's longest immersed tunnel on VIKTOR.ai

Automated design of world's longest tunnel | VIKTOR.ai

Automating the design of the longest immersed tunnel in the world 

Customer cases

Automating the design of the longest immersed tunnel in the world

Automated measurements to anticipate dilation of the Binnenhavenbrug

Optimize pile plans with an online tool to save time and budget

Parametric models to design the structure of the Theemsweg route

Optimal and quick underpass design thanks to parameterization of processes

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