Utility Power Network Systems - University of California...

Utility Power Network Systems

Abstract

This research addresses the issues of security, system behavior, and socio-economic efficiency of utility power networks encompassing a multifold of research interest. 1. develop a general GIS-based methodology to analyze the behavior of large electric utility

systems under a catastrophic event, such as a severe earthquake, a technological accident or a terrorist attack, building on the experience and expertise of the research team,

2. develop a systems approach to detect network anomaly in real time by monitoring the behavior of a power system deploying a dense array of sensors which will enhance dramatically the utility’s existing SCADA system capability,

3. incorporate satellite communication technology in order to facilitate such an array of sensors to help accelerate repair and recovery of the affected power system,

4. evaluate the extent of performance degradation under simulated disaster scenarios in order to gain an quatitative insight and to develop a software package that can be used to evaluate the same immediately after an actual disaster.

5. use LADWP’s (Los Angels Department of Water and Power’s) and SCE’s (Southern California Edison’s) power networks as benchmark test systems for modeling and analysis of their system behavior and for enhancing the effect of enhanced SCADA systems for monitoring, and establish a framework for socio-economic analysis considering the communities served by the test-bed power systems,and

6. develop a model for a comprehensive and well focused interdisciplinary curricula and pedagogy involving electrical and civil/environmental engineering integrated with socio-economic component.

July, 2003. Website_ResearchActivities 1

Background

LADWP’s power transmission network and service areas are shown in Fig 1, and the power supply therein under usual operating condition in Fig 2 . Fig 3 exhibits the relative average power output of LADWP's system due to a simulated equivalent of the Northridge earthquake. Fig 4 shows the ratio of the number of householdswithout power immediately after the earthquake in each service area computed combining the census tract data with the damage data evaluated unique and sophisticated analys developed at UCI. This combination permits a pre-event probabilistic systems analysis of societal interests.

Fig.1. Service areas of LADWP Fig.2. Electric power output for service areas under intact condition


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Fig.3. Relative average under simulated Northrige earthquake

Fig.4. Ratio of Households without Power in each Service Area under Northridge Earthquake


One of the major foci of this study is to demonstrate that if any major transmission component were disabled for whatever the reason in the WSCC grid far from the Los Angeles area, it could make a significant impact to the LADWP’s power system. Two scenarios, are considered involving 500kV transmission lines being disabled between Washington State and Idaho State as well as between Washington State and Oregon State as shown in Fig.6 and Fig.8 with a cross on the WSCC schematic diagrams to indicate the disabled locations. For scenario 1, power supply to the service area of the LADWP is not affected very much as shown in Fig.7 For scenario 2, however, the disabled transmission line at the border of Washington State and Oregon State is directly connected to the LADWP power system through two 500kV AC transmission lines and one 500kV DC transmission line. From Fig.9, we find that the entire LADWP service area is blacked out. It is a disaster to the LADWP service area in spite of various redundancy and tolerance built into the system between the Pacific Northwest to the Southern California.

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Fig.5. Location A of disabled

transmission line

Fig.6. Location B of disabled transmission line


Fig.7. Reduction in LADWP’s power supply due to cut

Fig.8. Reduction in LADWP’s power supply due to cut

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References Shinozuka, M., Cheng, T.C., Feng, M., and Mau. S. T., ”Seismic Performance Analysis of Electric Power Systems”, in Research Progress and Accomplishments 1997-1999, MCEER, July 1999, pp.61-69, http://mceer.buffalo.edu Shinozuka, M., Cheng, T.C., Jin, X., Dong, X., Penn, D., “System Performance Analysis of Power Networks”, 7th U.S. National Conference on Earthquake Engineering (7NCEE), Boston, July 21-25, 2002, http://shino8.eng.uci.edu/7NCEE/xdong_7ncee.pdf M. Shinozuka and X. Dong, “Seismic Performance Criteria for Lifeline Systems”, The 8thUS-Japan Workshop on Earthquake Resistant Design of Lifeline Facilities and Countermeasures against Liquefaction, Tokyo, Japan, December 15-18, 2002, http://shino8.eng.uci.edu/US-Japan/xdong_usjapan.pdf X.J. Dong, M. Shinozuka, “Performance analysis and visualization of electric power systems”, The SPIE’s 10 International Symposium on Smart Systems and NDE for Infrastructures, March 2-6, 2003, http://shino8.eng.uci.edu/SPIE2003/xdong_spie.pdf


http://mceer.buffalo.edu/

http://shino8.eng.uci.edu/7NCEE/xdong_7ncee.pdf

http://shino8.eng.uci.edu/US-Japan/xdong_usjapan.pdf

http://shino8.eng.uci.edu/US-Japan/xdong_usjapan.pdf

http://shino8.eng.uci.edu/SPIE2003/xdong_spie.pdf

Highway Transportation System

Abstract This study will develop a software package that allows a real-time and dynamic visualization of traffic flows in a transportation network immediately after a disaster event. This will assist emergency response professionals to develop optimal and adaptive strategies to minimize human and property losses resulting from the disaster. Disasters include those due to natural hazards (e.g., earthquakes), technological accidents and terrorist attacks. For this purpose, appropriate sensors are used and developed to monitor and detect not only structural damage but also traffic behavior (speed and volume) at optimal locations. The sensors under consideration include optical, MEMS and traditional electronic-mechanical types with wireless or wireless-internet hybrid capability for transmission of data to control centers where the data gathered are processed and analyzed for visualization. In this study, Los Angeles area highway network will be used for a testbed.

Background The proposed research will be curried out primarily on the basis of the existing experience and strength of the research team at UCI in dealing with traffic flow analysis, simulation and visualization involving a Los Angeles area freeway network after actual and scenario seismic events. Currently, OD matrix is fixed and an equilibrium analysis is used for traffic flow analysis. In the proposed research, these static assumptions will be eliminated since traffic flow and structural failure information is provided in real-time. Shinozuka et al developed empirical fragility curves (Fig.1) for the bridges of the Los Angeles area freeway network utilizing the records of the damage for Caltrans bridges under the 1994 Northridge earthquake event in conjunction with the PGA values acquired from the TriNet ShakeMap (website) in Fig.2.


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Fig.1 Fragility curves for Caltrans’ bridges (First level (Composite))

Fig 2 PGA Distribution under the 1994 Northridge earthquake

(from SHAKEMAP: http://www.trinet.org/shake/)


To perform the traffic equilibrium analysis numerically, the method of user optimizing deterministic assignment is used with the aid of the incremental assignment technique. Fig.3 shows the average result over the 10 simulations including average damage state and average speed ratio. In the 1994 Northridge earthquake, bridges collapsed on I-10 (Santa Monica Freeway), on I-5 (Golden State Freeway), at I-5/SR-14 (Antelope Valley) intersection, and on SR-118 (San Fernando Valley). In the simulation result, major or moderate damage of links are recognized at I-405, I-101 and I-210, as well as these 4 links (e.g. I-10, I-5, SR-14, SR-118). Reason for these discrepancies between actual damage state and simulated result, though not sigunificant, is caused by the fragility curves used in this study, where bridges are assumed to have a statistically homogenous vulnerability to earthquake damage, not reflecting the attributes of bridges such as skew, number of spans and soil condition.

PGA(m/s2) Speed Rate(Damaged/Intact)

Fig.3 The 1994 Northridge earthquakes PGA distribution, average damage state of links,

Damage State of the Links

I-5/SR14

I-10

I-5

SR118

××

××××××

and average speed ratio of links (using fragility curves on the basis on PGA)


Reference M. Shinozuka, N. Shiraki, and H Kameda, Performance of Highway Network Systems under Earthquake Damage, pp. 303-317, Proceedings of the Second International Workshop on Mitigation of Seismic Effects on Transportation Structures, Taiwan, Sep. 13-15, 2000. TriNet ShakeMap, http://www.trinet.org/shake/ M Shinozuka, M. Q. Feng, H. Kim, T. Uzawa, and T. Ueda, Statistical Analysis of Bridge Fragility Curves, MCEER Technical Report 2001, http://shino8.eng.uci.edu/journalpapers.htm N. Shiraki, Performance of Highway Network Systems under Seismically Induced Traffic Delays, M. S. Thesis, Kyoto University, Kyoto, Japan, 2000 ArcGIS 8.2, ©1999-2002 ESRI Inc., http://www.esri.com E. Stephanie Chang, M. Shinozuka, J. Moore, Probabilistic Erathquake Scenarios: Extending Risk Analysis Methodologies to Spatially Distributed Systems, Earthquake Spectra, Vol.16, No.3, August 2000, pp-557-572 Southern California Association of Governments, 1991 Origin-destination survey, Los Angeles, CA, 1993 Y. Murachi, M.J. Orikowski, X. Dong and M. Shinozuka, Fragility Analysis of Transportation Networks, The SPIE’s 10 International Symposium on Smart Systems and NDE for Infrastructures, March 2-6, 2003, http://shino8.eng.uci.edu/SPIE2003/transportation_spie.pdf M. Shinozuka1, Y. Murachi1, X. Dong, Y. Zhou, and M.J. Orlikowski, Seismic performance of highway transportation networks, China-US Workshop on Protection of Urban Infrastructure and Public Buildings against Earthquakes and Manmade Disasters, Beijing, China, 21-22 February 2003, http://shino8.eng.uci.edu/China-US2003/transportation.pdf


http://www.trinet.org/shake/

http://shino8.eng.uci.edu/journalpapers.htm

http://www.esri.com/

http://shino8.eng.uci.edu/SPIE2003/transportation_spie.pdf

http://shino8.eng.uci.edu/China-US2003/transportation.pdf

Urban Damage Detection by Remote Sensing

Abstract

The purpose of this study is to demonstrate the application of SAR imagery technology to the detection of changes and damage in urban areas, with particular emphasis on changes caused by natural and manmade disasters. Synthetic Aperture Radar (SAR) provides high quality images in all weather and all time conditions. It shows promise for acquiring spatial and temporal high-resolution data for urban damage detection. SAR simulation of real-sized structures (including bridges and buildings) is proposed first as a proof of concept to demonstrate the usefulness of SAR applications and its imaging potentials and characteristics relevant to urban areas. The second objective of this research is to study the capabilities of damage and change diagnostic schemes based on simulated complex SAR images of pre- and post-events. A SAR image is obtained from a coherent imagery system, it can be described in three dimensions, sometimes referred to as a complex imagery system, whereby two dimensions represent the image and the third dimension represents the phase content of the image. The phase information is relevant to the detection of the finer details in the image.

Background

The following examples are based on a simulation with the SAR antenna elevation considered as 30 degrees. The system simulates an X-band SAR with a central frequency of 10GHz and a bandwidth of 80MHz that is equivalent to a resolution of 2m. These SAR simulation results show the detection of changes in a hypothetical urban setting. Figure 1 and Figure 2 are the pre-event and the post-event respectively, and Figure 3 shows the difference in the SAR magnitude images revealing the changes.


Bin number B HH polarization

Pre-event image

Range direction

Figure 1- Simulated SAR image of the intact specific study area. Higher backscattering is observed at the building corner and edges.

Bin number

HH polarization

Post-event image

Range direction

Figure 2 - Simulated SAR image of the chang

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Range directio

Following the SAR simulation studies, it is proposed to process existsystems for more realistic urban monitoring and change/damage detecaerial and satellite systems and the availability of wider signal bandwhoped that very high resolution SAR data can be accessed in near futucan reveal much more detailed information. As an example and also satellite data, ERS-1 and ERS-2 SAR satellite platforms are considerethe same radar sensors and operating on the same orbit with one-dsingle-look image pixel size in these sensors is 20m by 4m, butnoise/speckle and the square geometry, the resolution cell measures abof interest in this example is the town of Seymen in Turkey that suearthquake, on August 17, 1999. Pancaking modes of failure were obsranging from one to three stories in most of the buildings (Fig. 4).

Figure 4 – Town of Seymen - Pancaking mode of f

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ResearchActivities

Figures 5 shows calibrated SAR intensity image projected on the ground and the building locations are shown with black pixels.

Image size: 2352m by 1480m

Pre-event SAR image: Aug. 12, 1999

Figure 5 – SAR intensity images of the town of seymen

Two sets of pre-event and one set of post-event data of the same location has been acquired. Figure 6 is the correlation of the two pre-event images and Figure 7 is the correlation results of a pre-event with the post-event data.

Buildings Location Buildings Location

Figure 6 - Correlation analysis of SAR

images: Aug. 12, 1999 and Aug. 13, 1999

Figure 7 - Correlation analysis of SAR images:

Aug. 12, 1999 and Sept. 17, 1999

Figures 6 and 7 suggest an effective way to see relative changes based on the SAR image intensity correlation. Clearly the observation between the patterns within the location of the surveyed pancaked buildings of the above correlation maps demonstrates that the last correlation map has lesser consistency. This is in accord with the damages related to the earthquake. Optical Satellite system have achieved submeter resolution. IKONOS acquired 1m resolution data from the Taiwan Earthquake on October 1999 (Fig. 8).


Figure 8 - IKONOS image of city of Puli after the earthquake


Automated Management of Pavement Inspection System (AMPIS)

Abstract

This study proposes to develop an automated in-situ road surface distress surveying and management system, AMPIS on the basis of video images within the framework of GIS software. Video image processing techniques are introduced to acquire, process and analyze the road surface images obtained from a moving vehicle. ArcGIS platform is used to integrate the routines of image processing and spatial analysis in handling the full-scale metropolitan highway surface distress detection and data fusion/management. This makes it possible to present user-friendly interfaces in GIS and to provide efficient visualizations of surveyed results not only for the use of transportation engineers to manage road surveying documentations, data acquisition, analysis and management, but also for financial officials to plan maintenance and repair programs and further evaluate the socio-economic impacts of highway degradation and deterioration. A review performed in this study on fundamental principle of Pavement Management System (PMS) and its implementation indicates that the proposed approach of using GIS concept and its tools for PMS application will reshape PMS into a new information technology-based system providing a convenient and efficient pavement inspection and management.


Background

There exist many useful and efficient surveying methods (Fig. 1) to detect distressed pavement. Most methods can perform pavement surface distress detection automatically. However, those methods do not manage and integrate the detected results along with the documentation that includes geographical components, such as maps indicating the roads and transportation networks. Traditional man-made inspection and documentation methods (Fig. 2) rely on human visual capability which causes this pavement survey work to be cumbersome, inefficient, and obstructive to the traffic. Furthermore, documents created from the surveys are hard to retrieve and inconvenient to review by Department of Transportation (DOT) Agencies as well as transportation engineers.

Fig. 1 Surveying vehicle for pavement distress detection

( GIE Technologies, http://www.gietech.com)

Fig. 2 Traditional Pavement Distress Evaluation Worksheet

To alleviate those difficulties, this study developed a prototype of Automated Management of Pavement Inspection System-AMPIS (Fig. 3) that allows automatic and systematic pavement inspections. AMPIS integrates automated inspection devices, Global Positioning System (GPS)


http://www.gie.com/

and video image processing techniques for surface crack detection within a Geographic Information System (GIS) framework. Fig. 4 shows different pavement surface crack patterns. These patterns can be distinguished by digital image processing. Fig. 5 shows AMPIS’ pavement crack detection processes within ArcGIS framework. In this framework, GPS Pathfinder (Trimble) is used to locate the camera’s position while the vedio is recording. At the same time, position of camera is verified with GIS maps under constructed interfaces in this framework.

Automatic distress

detection

Personalized Distress Rating

Previous surveys results

comparisonMosaicking

Images preprocessing

GPS Data

Frame Grabbing

5 - DataManagement

5 - DataManagement

4 - EconomicAnalysis

4 - EconomicAnalysis

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3 - Maintenance& Repair Planning

1 - Network Identification1 - Network Identification

Acquisition Elaboration

2 - Pavement Condition Inspection

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AMPIS

Fig. 3 AMPIS’ Structure and Components

Alligator cracks

Longitudinal/transverse cracks

Block cracks

Patch cracks

Fig. 4 Pattern of road surface cracks


Fig. 5 Automated surface crack detection processes in GIS framework

In this study, the distress condition is assessed by pavement distress indices (PDI’s) representing to the location, orientation, length and width of the cracks. PDI’s are introduced to assess the distress conditions based on the geographical feature characteristics of each crack in combination. These indices are defined as shown in Fig. 6, where crack length density is denoted by Il, and crack area density by Iw. These PDI’s are expressed in terms of li (length of each crack) and wi (width of each crack). An example of using ArcGIS theme layer for presenting pavement distress conditions expressed by Il is shown in Fig. 7 in a 2D Viewer, and is also shown in Fig.8 in a 3D Viewer using ArcScene.


Fig. 6 Pavement distress indices (PDI’s)

Fig. 7. Theme map visualization using PDI (2D) Fig. 8. Theme map visualization using PDI (3D)


References 1. TM 5-623, Department of the Army, Technical Manual, Technical Maintenance

Management, November, 1982. 2. K. C. Wang, “Design and Implementations of Automated Systems for Pavement Surface

Distress Survey”, ASCE Journal of Infrastructure Systems, pp. 24-32, 2000. 3. Japanese Komatsu System, http://www.komatsu.com. 4. Swedish PAVUE system, http://www.opq.se/products. 5. GIE System, http://www.gietech.com/syst-tech/laservision. 6. Hansin Expressway Public Corporation, http://www.hepc.go.jp/english/pdf/IIV.pdf, Hanshin

Kohsoku’s vehicle. 7. M. Shinozuka, H. Chung, J. Liang, M. Ichitsubo, “System identification by Video Image

Processing”, Proceedings of the 8th SPIE Symposium on Smart Structures and Materials, Newport Beach, March 4-8, CA, 2001.

8. M. Shinozuka, M. Ichitsubo, “A Study on Automation of Pavement Surface Distress Detection”, Technical Report, Kure National College of Technology, Printed in Japanese, 2002.

9. W. K. Pratt, Digital Image Processing, 2nd Ed., A Willey-Interscience Publication, John Wiley & Sons, Inc., NY, 1991.

10. H. Chung, R. Girardello, T. Soeller, M. Shinozuka, (2003), “Automated management of pavement inspection system”, the SPIE 10th International Symposium on Smart Structure and Infrastructure Systems, March 2-6, San Diego, CA.


Damage Localization

Abstract

Urban water delivery network systems, mostly in underground, can be damaged by earthquakes, under severely cold weather or due to other causes. In either event, the damage cannot easily be detected and located, especially immediately after the event. In recent years, real-time damage estimation and diagnosis of buried pipelines attracted much attention of researchers focusing on establishing the relationship between the damage and ground motion. However, due to the uncertainty and complexity of the parameters that affect the pipe damage mechanism, it is still not easy to estimate the degree of physical damage only with a few numbers of such parameters. As an alternative, this study develops a software package to detect and locate the damage in a water delivery system (1) by monitoring water pressure and flow rate on-line at densely populated locations in the water delivery systems and (2) by comparing the spatial distribution of water pressure, thus monitored, with the patterns of the pressure computed and visualized under prescribed damage location and severity. It is envisioned that emerging sensors will make this possible technically and economically in the very near future. In fact, this will serve as a next generation of the current SCADA (System Control and Data Acquisition) system which the utility industry uses for operational purposes. The software package will embody a correlational analysis for pattern recognition which will be capable of identifying the location and severity of pipe. This will in turn make the post-event response (such as emergency repair, firefighting and supply of potable water) rapid enough to minimize societal and property losses. Examples for damage patterns are generated on the basis of a forward hydraulic analysis of Memphis water network under simulated earthquakes with different magnitude values but epicentered at the same location. A large catalogue of such patterns will be generated for this purpose. Irvine Ranch Water District and other regional water utilities will be asked to participate in this research as end users. The localization technology described above can also be applied to other lifeline systems such as power and transportation networks with appropriate modifications. The essence is the packaging of the dense sensor network having rapid and robust transmission capability with the software for damage pattern recognition uniquely developed for each lifeline.


References Chang, S.E., W.D. Svekla, and M.Shinozuka. 2002. "Linking Infrastructure and Urban Economy: Simulation of Water Disruption Impacts in Earthquakes," Environment and Planning B, Vol.29, No.2, pp.281-301 Shinozuka, M., Liang, J., “Damage Detection and Location of Water Delivery by On-line Water Pressure Monitoring,” SPIE's 7th Annual International Symposium on Smart Structures and Materials, Newport Beach, March 6-9, 2000. Masanobu Shinozuka, Jianwen Liang and Maria Q. Feng, “Use of SCADA for Damage Detection of Water Delivery Systems”, Journal of Engineering Mechanics, ASCE, Accepted for publication, 2002


Real Time Visualization of Structural Response with Wireless MEMS Sensors

MEMS (Micro Electro Mechanical Systems)-type accelerometers for vibration monitoring of large-scale structures ware developed. With wireless remote transmission capability, real-time visualization of structural response during earthquake and other events is more easily achieved. Currently, MEMS-based acceleration devices utilizing Analog Devices’ ADXL series are popular for health monitoring with wireless communication capability. These devices appear to have relatively high noise levels and lack real-time visualization capability. As an alternative, MEMS-based accelerometer devices are built around Silicon Design’s chip and Analog Devices’ ADXL chip which result in a much lower level of noise. The devices are low-cost and capable for wireless communication equipped with transmitter chip. Receiver unit for data acquisition is connected to a laptop computer by serial cable allowing real-time visualization. Traditional sensors have to be cabled giving rise to a cumbersome task for wiring and exposing the sensor system to electro-magnetic interference. The devise developed here can replace traditional sensors providing a low-cost modular type alternative with portable transceivers for wireless communication. This study demonstrated first, through laboratory test, the accuracy of the MEMS-type accelerometers and associated instrumentation with the use of wireless communication. Second, field vibration test of a steel bridge is carried out with a cable-based traditional accelerometer together with the MEMS devices in order to assess the reliability of wireless device and data acquisition systems. (see Fig. 1 to 5) Agreement was excellent between visualization record transmitted in real time by wireless from this sensor and that obtained off-line from a traditional sensor used as a reference. Finally, we will demonstrate the validity of the experimental results performed on the steel bridge by comparing with the analytical model-based numerical simulation.


Fig. 1 MEMS Sensors with Transmitters and Receiver

Fig. 2 Sensor and data acquisition system Fig. 3 Real-time visualization Software

Fig. 4 Bridge tested Fig. 5 Instrumentation

Sensor Unit

Sensor Unit

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Micro ControllerFM Transmitter9V SD Acc

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References

H. Chung, T. Enomoto, M. Shinozuka, (2003), “MEMS-type accelerometers and wireless communication for structural monitoring” Second MIT Conferences on Fluid and Solid Mechanics, Cambridge, MA, June 17-20, 2003

http://shino8.eng.uci.edu/MEMS_ppt Analog Devices, http://www.analog.com

Silicon Designs, http://www.silicondesigns.com

http://www.analog.com/

http://www.silicondesigns.com/

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