Chapter 8

Impact and Vibrations

Bridge Engineering

Issues

Dynamic response under vehicle passage,

very important
Dynamic load increases deflection and
induced stresses
Excess dynamic movements causes
discomfort and concern
The Bridge should be designed to
withstand both static and dynamic
stresses and limit deflections
Bridge Engineering

Free vibration theory

Neglecting the rotational inertia of the beams

where:

2w
4w
+
=0
4
2
x
gEI t

W is the deflection
is the weight of the beam per unit length
t is the time
g is the gravitational acceleration
EI is the material constant of the beam

Bridge Engineering

Free vibration theory

The general solution:

w = A( x) Sin(t + )

Where:

A(x) is the amplitude function

is the circular frequency (rad/sec)
is the phase angle

Differentiate with time

2w
2
=

A
(
x
)

Sin(t + )
2
t
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Free vibration theory

Substituting in original equation, one gets:

d 4 A( x)
4

C
A( x) = 0
4
dx
C4 =

where,

The solution of the above differential equation:

A( x) = 1 sin

gEI

mx
mx
mx
mx
+ 2 cos
+ 3 sinh
+ 4 cosh
l
l
l
l
Bridge Engineering

Free vibration theory

Using the boundary condition of a simply

supported beam, we have:
mx
mx
mx
mx
4
A( x) = 1 sin
1
=0
sin
C 1 sin
l
l
l
l
4

where: m=1,2,3,..
m
C4 =

m
2
=

gEI
l

The structural frequency f (Hz) is calculated:

m2
f =
=
2 2 l 2

m2
= 1.571 2

EIg

Bridge Engineering

EIg

Two-dimensional vibration Forced Vibration

The bridge and the truck are considered as two

separate structures
Connected at the time dependent contact points
.
..
[m]w + [c]w + [k ]{w} = {p(t )}

(1)

where:

[m] is the mass matrix

[c] is the damping matrix
[k] is the stiffness
{p(t)} is the forcing function (equivalent to the forces in
the truck springs, plus the unsprung weight)
Bridge Engineering

Two-dimensional vibration

Truck model
Truck is subjected to:

Time varying ground motions

Spring force of the springs at the axels
Shock absorbers at the axels

Bridge Engineering

Two-dimensional vibration

Considering the equilibrium of forces in the

mass :
..
.
m w+ c w k ( w w) mg = 0 (2)
s

Where g is the acceleration due to gravity.

_

Let

w = w ws

(3)

where ws is the static displacement of the

mass when supported at rest on top of the
spring.
(4)
w = mg
s

ks

Bridge Engineering

Two-dimensional vibration

Differentiate Eq.(3) twice with time, and considering

that ws is not time dependent; we have:
..

w= w

and

w= w

Re-writing Eq. (2) in terms of

gives:
..

..

m w+ c w k s w = k s wc
Bridge Engineering

and using Eq. (4)

(5)

10

Two-dimensional vibration
_

Solving the above differential equation for w , one

can find the forces in springs as follows:
(free free-body)

or

f s = k s ( wc w)
_

f s = k s ( wc w) mg

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Two-dimensional vibration

Thus, for a truck moving on a vibrating bridge surface, Eq(1)

can be used with

{ p(t )} = {wci k si }
From where spring forces f si can be calculate accordingly.
The bridge truck interaction, then can be calculated using
mode superposition method.

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Design for dynamic effects

Ultimate limit state:

Dynamic amplification super structure vibration

Serviceability limit state

Human response

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Design for dynamic effects

Dynamic amplification factor =

d
s

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Design for dynamic effects

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Design for dynamic effects

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Design for dynamic effects

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Design for dynamic effects

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Design for dynamic effects

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Bridge and vehicle modeling - CHBDC

Bridge model includes, mass and stiffness

distribution and damping of components
Stiffness of members consistent with the
corresponding portion of bridge being modeled
Equivalent viscous damming
Minimum number of D.O.F based on the
number of required natural frequencies and
reliability of assumed mode shapes
Truck load includes, frequency of forcing
function, duration of application of the force
and direction of the force
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Dynamic Load allowance - CHBDC

CHBDC

Dynamic Load Allowance, applying an equivalent

static load equal to a fraction of the live load
Limiting the deflection

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Dynamic Load Allowance (cont.)

Factors affecting the dynamic allowance

Characteristics of the bridge, e.g., mass and

stiffness distribution, damping, dimensions,
support conditions
Characteristics of the vehicle, e.g., number of
axles, axle spacing, axle loads, vehicle natural
frequency, shock absorbers damping, internal
friction of the springs
Initial conditions, e.g., irregularities in bridge
approaches, smoothness of bridge deck, etc.
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Dynamic Load Allowance (cont.)

Vehicle speed
Travel path of vehicles on the deck
Braking forces and accelerations
Number of vehicles and their relative positions on
the deck

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Dynamic Load Allowance, (cont.)

CHBDC

Apply (DLA) on:

Apply (DLA) on CL-W truck or any part of it

Do not apply (DLA) on CL-W lane load
Superstructure and load transferred from the
superstructure to substructure

Do not apply (DLA) on:

Loads transferred to footings or piles covered by

earth
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Superstructure vibration - CHBDC

Vibration limitations = serviceability limit

state
Design highway bridges, except long span
bridges so that:

Maximum deflection due to factored traffic load,

including DLA is less than those in Figure A.
Deflection limit at the center of sidewalk or at the
interior face of barrier wall or railing
One truck, placed at the center of one traveled lane

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Superstructure vibration - CHBDC

Pedestrian Bridge (3.8.9)

An approved method, make sure no discomfort or

concern
Pedestrian bridges and sidewalks on highway bridges,

Apply

p = 5 .0

s
30

Where s = total length of walkway (m)

1.6 p 4.0 kPa
Consider both traffic loads on design lanes with
pedestrian load reduced by 20%, at ultimate limit states
No simultaneous wheels and pedestrian load on sidewalk

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Human Response

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Human Response

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Superstructure Vibration - CHBDC

Highway bridges (3.4.4)

Max. deflection due to the factored live load,

including the DLA, does not exceed the limits in
figure A.
Depends on the pedestrian use
The deflection limit shall apply at the center of
the sidewalk or, if there is no sidewalk, at the
inside face of the barrier wall or railing.

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Human Response

Figure A

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Dynamic Load Allowance - CHBDC

DLA (3.8.4.5) apply only to truck load Not

lane load

1) Bridge super-structure components

0.5 for the deck joints

0.4 where only 1 axle of CL-W truck is used, except
for deck joints
0.3 where any 2 axles of the CL-W truck or axles 1,2
and 3 are used
0.25 where 3 or more axles of the CL-W truck except
1,2,3 or more than 3 axles are used

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Dynamic Load Allowance - CHBDC

2) Dynamic allowance (DLA) for buried

structures
DE
Arch type buried structures with earth
DE(1-0.50
cover
, the DLA shall be 0.40
),
but not less than 0.10.
Box-type buried component, values obtained
from bridge super structure components,
multiplied by (1-0.50 DE ), but not less tan
0.10.
For wood components, multiply the DLA from
above values by 0.70
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AASHTO code requirements

1) Impact

I=15/(L+38) and I<=0.30, L in meters, or

I=50/(L+125) and I<=0.30, L in feet

2) Human response

Live load deflection

(1/800) L
(1/1000) L bridge in urban areas

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Comparison of Codes

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Example

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Example

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EXMAPLE
Serviceability Limit State
Superstructure vibration

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Simply supported deck

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Cross section Option 1

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Free Vibration - First Mode

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Free Vibration - Second Mode

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Free Vibration- Third Mode

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Natural frequencies

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Vertical displacement at center of

pedestrian sidewalk truck side

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Vertical Displacement at the

center

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Vertical displacement at center of

pedestrian sidewalk free side

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Serviceability verification

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Cross section Option 1

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Natural frequencies

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Serviceability verification

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Example DLA Due to Moving

Load

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Simply supported deck

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Bridge Deck Model

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Girders

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Girder Section

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Deflections

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Girder Section

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Deflections

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