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JTRP Technical Reports Joint Transportation Research Program
1981
Charles D. Sutton
Recommended Citation Gaunt, J. T., and C. D. Sutton. Highway Bridge Vibration Studies. Publication FHWA/IN/JHRP-81/ 11. Joint Highway Research Project, Indiana Department of Transportation and Purdue University, West Lafayette, Indiana, 1981. doi: 10.5703/1288284314032.
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SCHOOL OF
CIVIL
ENGINEERING
JOINT HIGHWAY
RESEARCH PROJECT
FHWA/IN/JHRP-81/11
Gaunt
CD. Sutton
http://www.archive.org/details/highwaybridgevibOOgaun
Final Report
TO:
H. L. Michael, Director
July 1, 1981
Project:
C-36-56S
FROM:
File:
7-4-19
The attached Final Report "Highway Bridge Vibration Studies" is submitted as a summary of the extensive research conducted on this project. The research has provided considerable new information and clearer understanding of the bridge vibration problem and advanced capability toward the use of a dynamic-based design criterion for highway bridges. Such use should provide more effectively for the comfort of users of bridges in an economic and beneficial manner.
This research in our opinion has been very productive and we are hopeful the State Highway Department can utilize some of the findings in designing and building a highway bridge and that further confirmation of the findings of this project can be the subject of a new research project on such implementation.
The acceptance of this report as fulfilling the objectives of the Study will terminate this research.
Sincerely,
Q
t/.T. J.
J. sU*^/yrr^>
HauntT. Gaunt
*
Research Engineer
JTG:ms
A. G. Altschaeffl W. L. Dolch
G. D. K. J. R. P. G.
K. E.
L. D.
J.
R. F. D. L. T.
C. R. K. C. L. E.
F.
M.
C. A. E. J. S. R.
Final Report
by
Project No.:
File No.:
C-36-56S
7-4-19
The contents of this report reflect the views of the author who is responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Federal Highway Administration. This report does not constitute a standard, specification, or regulation.
Report No.
1.
3.
FHWA/IN/JHRP-81/11
4.
5.
Report Date
July 1, 1981
6.
Author(s)
,8.
J.
9.
T.
JHRP-81-11
Worl> Unit
Performing Organization
No.
Joint Highway Research Project Civil Engineering Building Purdue University West Lafayette, Indiana 47907
12.
1 1
HPR-1(18) Part II
13.
Sponsoring Agency
Indiana State Highway Commission State Office Building 100 North Senate Avenue Indianapolis, Indiana 46204
15.
Final Report
14.
Supplementary Notes
Prepared in cooperation with the U.S. Department of Transportation, Federal Highway Administration. From HPR Research Study "Bridge Vibration Studies".
16.
Abstract
The general objectives of this research have been to obtain a better understanding of the dynamic performance of highway bridges and of the vibrations sensed by bridge users in order to aid in the development and implementation of a dynamic-based design criterion which can more effectively ensure the comfort of pedestrians, maintenance workers, cyclists, etc. Because the human body is primarily sensitive to changes in motion, the investigations have focused on accelerations.
Special purpose computer programs were used for parametric studies of the bridge vehicle system. Significant parameters were found to be span length, weight and speed of the vehicle, and the roughness of the bridge deck. Maximum accelerations were only moderately increased by reductions in girder stiffness.
Dynamic responses of some 62 steel and concrete beam bridges under actual highway traffic were measured in the field. Bridges were instrumented with midspan accelerometers and one deflection transducer, all mounted on the curbes of the deck. Differentiated deflection records were used to check corresponding acceleration records. More than 900 crossing records were analyzed for maximum deflection, velocity, acceleration, jerk, and frequency content. Only 5 of the crossing records contained accelerations which exceeded the comfort limit proposed by Wright and Walker.
Key Words
17.
18.
Distribution Statement
Bridge Vibrations; Bridge Accelerations; Human Sensitivity to Bridge Vibrations; Bridge Design.
No restrictions. This document is available to the public through the National Technical Information Service, Springfield, VA 22161.
21. No. of
19.
20.
Pages
22.
Price
Unclassified
Form
Unclassified
106
DOT F
1700.7 (e.esi
TABLE OF CONTENTS
Page
*-i
iii vi
1
HIGHLIGHT SUMMARY
INTRODUCTION
CHAPTER
1.1 1.2
1:
ANALYTICAL STUDIES.
METHOD OF ANALYSIS FOR SIMPLE SPAN BRIDGES ACCELERATION STUDIES FOR SIMPLE SPAN HIGHWAY BRIDGES 1.2.1 Bridge Parameters 1.2.2 Vehicle Parameters 1.2.3 Effect of Surface Roughness METHOD OF ANALYSIS FOR CONTINUOUS BEAM BRIDGES. ... ACCELERATION STUDIES FOR TWO SPAN CONTINUOUS BRIDGES. 1.4.1 Bridge Parameters 1.4.2 Vehicle Parameters 1.4.3 Roadway Roughness
EXPERIMENTAL STUDY
GENERAL DESCRIPTION OF THE TESTING PROGRAM 2.2.1 Criteria and Procedures Used in Development of Bridge Sample 2.2.2 Test Variables 2.2.3 Instrumentation and Testing Procedures DATA REDUCTION AND ANALYSIS 2.3.1 Digitation of the Data 2.3.2 Analysis of the Test Data SUMMARY OF THE TEST RESULTS
7
7
1.3 1.4
12 12 14 18 18 20 23
26 26 27
27 29 32
CHAPTER 2:
2.1 2.2
....
2.3
2.4
43 43 47 67
76
CHAPTER
3:
CHAPTER 4:
4.1 4.2
86
86
.
91
95
95
CHAPTER
5.1 5.2
5:
102 104
BIBLIOGRAPHY
ii
LIST OF TABLES
Table
2.1
28
I
2.2
31
33
. .
2.3
2.4
2.5 2.6
69 72 73
4.1
Comparison of Measured and Calculated Peak Dynamic Responses for a 72' Simple Span Steel Beam Bridge
(SB-C-1)
93
4.2
Comparison of Measured and Calculated Peak Dynamic Responses for a Two Span Continuous Composite Plate Girder Bridge (KCSG-A-1)
93
4.3
Comparison of Measured and Computed Peak Dynamic Responses for a Three Span Continuous Non-Composite Steel Beam Bridge (CSB-C-1)
Comparison of Measured Peak Accelerations With Those Predicted by Wright and Walker's Equation
94
5.1
99
5.2
Measured Fundamental Frequencies and Maximum Measured Accelerations and Deflections for the Bridges in the Study
100
iii
LIST OF FIGURES
Figures
1.1
Page
1.2
10
1.3
11 13
15
l.A
1.5 1.6
17
19
1.7
1.8
1.9
21
22
Effect of Axle Spacing on Acceleration Effect of Initially Oscillating Vehicle on Acceleration Effect of Surface Roughness on Acceleration
1.10
24 25
1.11
2.1
36
2.2
38
2.3
39
2.4
44
2.5
46
2.6
52
iv
Page
Flowchart for the Computer Program Used for Calculating the Fourier Spectrum
54
2.8
Comparison of Twice Integrated Acceleration Record With The Actual Deflection Record, Single Span Bridge.
Comparison of Twice Integrated Acceleration Record With The Actual Deflection Record, Single Span Bridge.
55
2.9
56
2.10
Comparison of Twice Integrated Acceleration Record With The Actual Deflection Record, 2-Span Bridge ...
Comparison of Twice Integrated Acceleration Record With The Actual Deflection Record, 2-Span Bridge ... Comparison of Twice Integrated Acceleration Record With The Actual Deflection Record, 3-Span Bridge ...
57
2.11
58
2.12
59
2.13
Comparison of Twice Integrated Acceleration Record With The Actual Deflection Record, 3-Span Bridge ...
Comparison of Twice Differentiated Deflection Record With The Actual Acceleration Record, Single Span Bridge
60
2.14
61
2.15
Comparison of Twice Differentiated Deflection Record With The Actual Acceleration Record, 2-Span Bridge
.
62
2.16
Comparison of Twice Differentiated Deflection Record With The Actual Acceleration Record, 3-Span Bridge
.
63
2.17
Fourier Spectrum of the Free Vibration of Acceleration, Transverse Vehicle Position-Travel Lane
Fourier Spectrum of the Free Vibration Portion of Accelerometer No. 1
64
2.18
65
2.19
66
3.1
78
3.2
79
3.3
81
Page
82
3.5
83
3.6
84 87
4.1
4.2 4.3 4.4 5.1 5.2
88
....
. .
89
90 97
Comparison of the Maximum Measured Accelerations With The Accelerations Obtained From the Simplified Method.
99
HIGHLIGHT SUMMARY
The general objectives of this research program have been to obtain a better understanding of the dynamic performance of highway bridges
and of the vibrations sensed by bridge users in order to aid in the
Specific tasks
have included:
1)
3)
4)
5)
Special purpose
vii
lumped masses.
Significant parameters
were found to be span length, weight and speed of the vehicle, and
roughness of the bridge deck.
Bridges
analysis consisted of finding the maximum deflection, velocity, acceleration, and jerk for each vehicle crossing.
The frequency content
viii
records.
Most sensiti-
Al-
lerations which exceeded the limit proposed by Wright and Walker in their
important A. I. S.I. report on "Criteria for the Deflection of Steel
Bridges."
Because of the importance of roadway roughness shown in the initial
were carefully measured and used as input data for the comparison of
analytical predictions and measured deflections.
tion of roadway roughness was also developed for use with the dynamic
The 1977
ix
AASHTO specifications were revised to allow the designer the discretion of exceeding these depth- span and deflection limits.
Wright
INTRODUCTION
The goal of the bridge engineer is to design economical structures
blems associated with the rapid deterioration of bridge decks have also
However, transportation
tions
(1)
static deflection - span ratios in the hope that these limits will pro-
Thus the code requirements may not achieve the desired results.
In order to
of steel may be required, and the increment of user comfort gained is of questionable significance.
can be provided by more flexible bridges. The general objectives of this research program have been to obtain
a better understanding of the dynamic performance of highway bridges
3) 4)
5)
The first phase of the research, reported by Aramraks (2), consisted primarily of analytical studies of the effects of varying some
of the parameters of the structure-vehicle system.
Somewhat surpris-
roadway.
vehicle speed.
To expedite the analytical studies existing computer programs
(1) a
sophisticated special purpose programs for simply supported and continuous beam bridges developed somewhat earlier at the University of
Illinois.
acknowledged
In view of the numerous parametric studies planned, the costs of
using the sophisticated but time*- consuming finite element program were
prohibitive.
Thus it was decided to make use of a simple span analysis
(3)
Test bridges.
crossing.
For
measured accelerations.
was also developed for use with the dynamic response computer program.
Finally, a simple expression has been used to estimate the maximum
inertia forces of the bridge itself and (2) evaluation of the deflections and moments produced by these forces.
cients, which can then be substituted into the appropriate moment and
deflection expressions.
uniformly distributed, and the mass per unit length of each beam is assumed to be constant.
The vehicle is represented by a single axle, two
wheel loading consisting of a sprung mass and two equal unsprung masses.
The springs are assumed to be linear elastic and to have equal stiffnesses.
Damping has been neglected for both the vehicle and the bridge.
The dynamic de-
Again the total energy of the system can be written in terms of the
displacement coordinates and their derivatives.
Dead load deflections
Lagrange's equation.
The procedures used to evaluate the dynamic response of the bridge-
The interacting forces between the vehicle and the bridge and the inerita forces of the bridge are evaluated
(3)
1.2
Because of the strong relationship between acceleration and vibration perception, this investigation focuses on the variation of maximum
vehicle system.
way roughness.
on such solution parameters as the number of terms chosen for the de-
For
dividing the time required for the vehicle to cross the span into 400
integration steps.
The total computer time required to obtain the
1.2.1
Bridge Parameters
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6
reduced.
Although
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GIRDER BRIDGE 60 FT SPAN HS20-44 LOADING LEVEL SURFACE VELOCITY 60 MPH TWO WHEELS LEFT WHEEL OVER BEAM 1
Figure
1.3
in.
12
1.2.2
Vehicle Parameters
bridge vibrations.
dicated speed range bridge accelerations are almost directly proportional to vehicle speed.
The effect of the transverse position of the vehicle on a 5 beam,
60 ft.
the edge beams are the greatest when the vehicle travels along the edge
of the roadway and tend to decrease when the vehicle travels near the
crease as the vehicle moves towards the center line and are slightly larger than the edge beam accelerations when the vehicle straddles the
center line.
1.2.3
Several previous test reports have indicated that surface roughness is a very significant factor affecting the vibration of highway
bridges.
be as smooth as possible.
13
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36WF230 GIRDER
60 FT SPAN HS20-MH LOADING LEVEL SURFACE TWO WHEELS LEFT WHEEL OVER EDGE BEAM
Figure
1.4
Effect of Speed of Vehicle on Acceleration of Beam 1 in. = .0254 m, 1 ft. = .305 m, 1 mile = 1.61 km)
(
14
the shape and amplitude of the bridge surface roughness is the same
celerations for
roughness.
Again a
seven and twelve half sine waves, the times required for the vehicle
to cross one roughness wave correspond fairly closely to the first two
rough roadway surface are as much as five times those for the same
bridge with a smooth deck.
Of, course,
periodic deck roughness is rather small for a real bridge, but the
1.3
A general theory for the analysis of continuous bridges was developed by Huang and Veletsos
(4)
.
15
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1/5
in. = .0254 m,
ft.
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16
This
Even when
a three-axle load unit consisting of two interconnected masses as shown in Figure 1.6.
pension system.
Writing the equations of motion for the vehicle and the concentrated masses of the bridge yields a set of simultaneous, second-order
acting forces between the bridge and the vehicle is a major intermediate
step.
17
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are determined.
1.4
Both two and three span symmetric continuous girder bridges have been studied extensively
(2)
;
been taken from Reference (7) and the study is restricted to steel continuous beam bridges with reinforced concrete decks.
Unless stated
Good stabi-
lity of the solution was obtained by dividing the time required for the
Following
1.4.1
Bridge Parameters
In Figure 1.7 the maximum nodal accelerations are shown for three
Bridge damping
Maximum
accelerations for two span bridges were found to be about 1.5 times
larger than those of three span bridges of equal span length.
Highest
19
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SPAN RATIO = 1.0 LEVEL SURFACE C/CR=0.02 HS 20-44 SMOOTH VEHICLE 60 MPH
N=4
Figure
1.7
in. = .0254 m,
ft.
.305
ra)
20
1.4.2
Vehicle Parameters
shown in Figure 1.9, the maximum acceleration for two 60 ft. spans occurs
with a trailer axle spacing of about 25 ft. or 0.42 times the span.
For three span bridges the critical axle spacing ratio is 0.37 to 0.43.
Generally,
the magnitudes of accelerations at the nodes were about the same for
slightly higher when the vehicle and bridge had the same natural frequency.
21
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Figure
1.8
Effect of EI on Acceleration
in.
.0254 m)
22
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32'
12'
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Figure
1.9
in. = .0254 m,
ft. - .305 m)
23
ation C..
force.
C.
.
Figure 1.10 shows maximum nodal accelerations for four values of According to Reference
It can
An investigation was
1.4.3
Roadway Roughness
All of the preceding two span studies have assumed a smooth bridge
deck surface.
truck.
sine waves.
Figure 1.11.
natural frequency of the bridge and the nearly resonant response occurs.
Thus for both simple and continuous bridge surface roughness seems to
be the most significant factor affecting roadway accelerations.
24
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C/CR=0.02
Figure 1.10
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N=4 C/CR=0.02 6 GIRDERS 60-60 SPAN BRIDGE ROUGH 60 MPH SMOOTH VEHICLE HS 20-44
SURFACE
Figure
1.11
in. * .0254 m)
26
CHAPTER
EXPERIMENTAL STUDY
2.1
GENERAL
The
veloped for obtaining key displacement and acceleration records corresponding to single-vehicle traverses by various types of vehicles sampled
from normal traffic; this type of information was obtained for each bridge tested.
In addition, more comprehensive tests were conducted
Data
maximum jerk and frequency content for each digitized vehicle- traverse
record
27
2.2
Dynamic re-
sponse information was collected for 62 bridges; the data were col-
lected on-site in analog form on magnetic tape and reserved for subsequent digitization.
of this phase of the work was to develop and check out instrumentation
The
second phase of the testing program, Phase II, was conducted during
the summer of 1976.
collection and special testing were the primary purposes of this part
of the program.
2.2.1
The bridges included in the sample were selected from a comprehensive listing of all bridges on state and interstate highways in Indiana.
each sub-
28
Table 2.1.
Category Number
Type of Construction
4
5
10
29
varying from one to four, the span lengths from 27 ft. to 129 ft., the
deck width from 24 ft. to 51 ft., and the year of construction from
1929 to 1972.
It contains small
sufficiently general to permit identification of general dynamic properties such as maximum accelerations and fundamental bending frequencies.
2.2.2
Test Variables
(2) (3)
(4)
vehicle parameters, such as spring stiffness and natural frequency of the system of tires and springs,
30
(5)
(6)
Vehicle codings - see Table 2.2 - were devised for each of the
study phases to permit identification of the type of vehicle associated with each vehicle crossing record.
During each test, the test equipment and personnel were positioned so as to minimize any influence their presence would have on
traffic loadings, it was decided that a reference test vehicle with pre-
It was necessary
traffic it was found that using the test vehicle was the only practical
This
bus, a 1969 International with dual rear wheels and 23 ft. wheel base,
31
Table 2.2.
and
Code
Phase
Passenger Car
P1ck-ups to 2-ton trucks
3 4
Training
Phase II
1
Passenger Car
Test Vehicle (R
&
2 3
TC Bus)
4
5
6
7
Three axle tractor-one axle trailer Three axle tractor-two axle trailer
32
was loaded so that the gross vehicle weight was 21,000 lbs. (6760 lbs. -front axle, 14240 lbs. -rear axle).
addition to axle weights were axle spacing, front and rear spring
stiffnesses, and front and rear tire stiffness.
A summary of the
2.2.3
lated
to'
33
Table 2.3.
Vehicle Type:
Axle Weights:
Rear
13668.
6273.
Tires,
6153.
t
k
g
Springs,
3391.
Rear
3.06
2.98
ts,1
1.78
1.72
Note.
The The values given are for Phase II testing. values for Phase I are identical for all practical purposes.
34
Test Apparatus
Tandberg Series 100 Instrumentation Tape Recorders were used to record the outputs from both the accelerometers and deflection gages, as
well as information concerning the vehicle type and the position of the
vehicle on the bridge.
collect data from four separate inputs and record these data on 1/4 in.
magnetic tape.
Instrumentation Scheme
The instrumentation scheme for Phase II testing, which was developed
in light of the experience gained from Phase I testing and data
35
tested was instrumented with one deflection gage and from two to eight
the deflection gage was placed as near to mid-span as possible and the two accelerometers were placed at the same longitudinal position as the deflection gage.
for bridges having from one to four spans. The output signals from the accelerometers and deflection gage
were recorded in analog form at 3-3/4 in. /sec. on 1/4 in, x 1800 ft.
magnetic
tape,
using from one to three 4-channel tape recorders, dependOne tape recorder was suf-
and one deflection gage were used, requiring three tape recorders.
Channel 4 of each tape recorder was reserved for information describing the type of vehicle traversing the bridge and the position
of this vehicle with respect to the bridge.
encoding device.
36
ex to
s-
to
3 O
1
c
CO
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37
were common to Channel 4 of each tape recorder, the signals from these
switches provided a common time base among the data tapes.
abutment; the second (entry) hose was attached to the approach slab
hose was fastened to the approach slab adjacent to the last (exit)
expansion joint.
As a vehicle approached the bridge, when the first
axle passed over the first traffic hose a voltage pulse was recorded
the exit hose the vehicle-type code was manually entered and simultane-
1, 2,
Test Procedures
carried out the data collection for both Phase I and Phase II testing.
The typical bridge-testing crew consisted of two engineers and four engi-
neering assistants.
day to two days, depending upon the type of traffic using the bridge and the distance between the bridge site and the Research and Training
Center
38
QJ tr
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TT-
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u
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r #
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u QJ cn>
3 t-
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*-
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39
-Accel erometer #2
Figure 2.3
40
which had previously been attached to the bridge curbs with epoxy cement.
The deflection gage was placed below the first span and con-
Before the actual testing was begun, information was gathered concerning the physical characteristics and structural condition of the
bridge.
During the test of a bridge all test personnel were stationed off
the bridge and its approaches; when possible, crew members were posi-
which are described below - the vehicle spotter, if he wished the vehicle crossing to be recorded, activated the traffic hoses by entering
the proper code on a hand-held encoder.
vehicle triggered the first. traffic hose an initial voltage pulse was
recorded on Channel 4 of each active tape recorder.
As the vehicle
41
corded on Channel 4 of each recorder as the vehicle front wheels triggered the bridge-deck entry and exit hoses.
left the bridge and a minimum of ten seconds had elapsed the spotter
criteria were met, i.e. when conditions were favorable for a satisfactory and necessary record to be obtained.
exit of the vehicle of interest and entry of a following vehicle. Finally, the collection of vehicle records for a given bridge had to
42
Under
vehicle
tnph,
times 50 mph; a 'least two test runs, one in each direction where possible, were normally made for each speed.
highways (e.g. state highways) test speeds of 40 mph and 50 mph were
used, including repetitive runs and runs in different lanes.
On
Special Tests
data required for checking both data analysis and analytical (response
prediction) computer programs.
43
2.3
In the course of this work more than 13,000 deflection and acce-
lected for analysis; of these approximately 65% were for trucks, 30%
were for the test vehicle, and 5% were for various light vehicles.
were directed toward determination of certain key response characteristics - deflection, velocity, acceleration, and jerk maxima - fre-
Since the response records were collected in analog form and the
data analysis was to be carried out using the Purdue University Dual
Anshel Schiff of the School of Mechanical Engineering, Purdue University, The system used for digitizing and storing the data consisted
of one of the Tandberg tape recorders used in collecting the field data;
a 100 Hz low-pass filter; a data acquisition system (DAS), which in-
cluded a 9-track tape drive; a disk system; a line printer* and a CRT
terminal with keyboard and display.
set-up may be seen in Figure 2.4.
44
.....
Store 4| .... ^|
...
Digital
'
Disk
Retrieve
Computer
4 ^
CRT
w
%
'
y r
Output
I
hard copy
magnetic tape
Figure 2.?
45
vehicle crossing record (hereinafter called record) the sampling interval for the DAS was set at 5 milliseconds.
Utilizing this
information describing the record was entered through the CRT terminal
for storage on the digitized tape.
Next, the four data channels on
each analog tape were digitized simultaneously by the DAS and temporarily
stored on disk in accordance with the format prescribed by the control
program.
The digital mini-computer then processed all four channels of
information and stored these data files on 9- track magnetic tape; each
file (i.e. output information obtained from a single transducer) was
The
records from IBM 9- track EBCDIC to IBM 7- track BCDIC, which was com-
patible with the Purdue University Computer Center CDC 6500 system's
input capabilities.
The original (analog) data tapes and the digitized versions of
these vibration records have been stored in the event that additional
46
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47
2.3.2
Studies of human perception of bridge motion have generally concluded that comfort criteria for pedestrians and passengers in halted
adopted as reasonable indices of overall bridge response to a traversing vehicle. The frequency analysis involved determination of Fourier
spectra
An
apparent equivalent viscous damping ratio was inferred from the free
Since neither velocity nor jerk was measured directly by transducers, it was necessary to obtain these quantities indirectly.
To
48
jerk response histories using. the digitized acceleration and deflection response records corresponding to the two transducers located at the
same point on the bridge deck.
which:
(response histories)
Certain problems are associated with using a raw data file containing a digitized response history of a particular function to obtain functions which are derivatives or integrals of the measured
function.
If a raw data file is differentiated directly the inherent
random noise in the digitized data is significantly magnified by differentiation and the results are generally unsatisfactory.
The fact
"smoothing polynomials".
Determination of optimum
49
(These parameters
the
Seven difAs
the typical bridge types (single span, two span continuous, and three
from these analyses were used to infer bridge stiffness properties. For purposes of spectral analysis, each data file (response history from a transducer due to an individual vehicle crossing) was
50
free vibration of the bridge, i.e. that portion of the response his-
tory recorded immediately after the vehicle moved off the bridge.
Fourier spectrum was then calculated for each of the two parts of
each file by utilizing Fast Fourier Transform procedures.
viscuous damping ratio for the free vibration part of each of the
response records and determining average values for the damping
ratio from these results.
Comprehensive computer programs were written to facilitate reduction and analysis of the test data.
The programs were designed to
read the digitized data files directly from the 7-track BCDIC magnetic tapes, process each file, and plot the results. The following
(4)
(5)
compare the deflection from the twice integrated acceleration with the actual deflection,
(7)
compare the acceleration from the twice differentiated deflection with the actual acceleration,
51
{8)
(10)
(11)
(12)
Figures 2.6 and 2.7 are flowcharts for the programs which were used
for data reduction and analysis.
through 2.19.
Figures 2.14
through 2.16 present sample results obtained by smoothing a deflection file and differentiating twice to obtain an acceleration re-
52
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2.4
An abbreviated summary of the principal results of this experimental study is given in this section.
results is available in the report authored by Kropp (5) Each digitized vehicle crossing record, was analyzed using the
maximum deflection from the deflection gage data, maximum acceleration indicated by the data from each
accelerometer
(3)
(4)
(5)
(6)
The major results of this analysis are presented in Table 2.4. results given in this table are limited to test results for vehicles falling in the heaviest class (three axle tractor - two axle trailer) since these vehicles produced the most significant responses.
Results
from only six of the ten bridge categories are included in this table;
68
deflection,
shown is Table 2.4 is the largest numerical value measured (plus (+)
up and minus (-) down) and that the maximum acceleration presented is
The maxima for deflection, velocity, and jerk are those values
observed (for deflection) or inferred (for velocity and jerk) for the
one point on the bridge instrumented with both the deflection gage and
an accelerometer; the maximum for acceleration is the largest value
did not consistently occur at any particular position for any of the
bridges tested)
Steel bridges exhibited generally higher responses (acceleration
levels were about twice as large) than those of reinforced or prestressed
concrete.
ences between steel and concrete bridge motion as measured by jerk are
less pronounced but steel bridge jerk values are somewhat larger.
Jerk
The
The highest
69
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71
fluencing the motions observed for the bridges tested which were not
subject to control during this program.
in this study agree generally with those observed by other investigators (12,14).
Spectral analyses of the vehicle deflection and acceleration records resulted in frequency spectral plots like those shown in Figures
2.17, 2.18, and 2.19.
the original report (5)
action and for concrete bridges, the calculated stiffness reflected the
contribution of the bridge slab acting compositely with the beams or
girders.
evaluated.
was possible to infer the relative degree to which composite action was
actually realized in each structure.
The results showed that the
72
Table
2*5
Darrping Ratio
1.1%
1
1
.1% .5%
KCPG-A KCPG-B
Three Span
PCIB-A
1.7%
73
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75
single span and two span bridges designed as composite structures were
The measured
the actual forced bridge response due to a single vehicle traverse was
76
CHAPTER
HUMAN SENSITIVITY TO VIBRATIONS Human sensitivity to vibrations poses serious technical problems for
engineers in various fields.
In the field of transportation there is
Low frequency, large amplitude vibrations, for example, are assoOn the other hand, when a person feels the
Investigating com-
houses near Hyde Park, he found that amplitudes seldom exceeded .001
inch and that frequencies ranged from 10 to 15 Hz.
he deduced that it was acceleration which caused the discomfort and that an acceleration of one percent of gravity was noticeable.
Since Mallock' s investigation, numerous experiments have been carried out in the field of human sensitivity to vibration.
Wright and
Experiments
77
tables are excited in simple harmonic motion of various amplitudes and frequencies.
is the frequency in Hz, the maximum velocity, acceleration, and jerk are
simply 2rran, 4 it an
2
,
and
3
8tt
an
3
,
respectively.
If human sensitivity is
Another early study was carried out by Reiher and Meister (25).
They subjected some ten people, aged 20 to 37 years, to vertical sinusoidal vibration without damping for about five minutes.
Their results,
shown in Figures 3.1 and 3.2, indicate that lower sensitivity levels
depend on the product of maximum displacement and frequency, which is equivalent to velocity for harmonic motion.
Lenzen (26) in a later study of the vibration of steel joist concrete slab floors, suggested using the Reiher and Meister curves with
the tolerance limits increased by a factor of ten if the amplitude de-
78
12
"
100
Figure 3.1.
Domains of Various Strengths of Sensations for Standing Persons Subject to Vertical Vibration, After Reiner and
Meister.
79
1.000
UJ " s 8
0.100
5 X
STRONGLY PERCEPTIBLE
5 z Ui
0.010
s
<
DISTINCTLY PERCEPTIBLE
SUGHTLY
PERCEPTIBLE
Sn
IMPERCEPTIBLE
0.001
2.5
I
'
L
10
25
FREQUENCY,
Figure 3.2
N CPS
Domains of Various Strength of Sensations for Standing Person Subject to Vertical Vibration , After Reiher and
Meister.
80
Although the modified Reiher -Meister curves are fairly well accepted
for building design, many other comfort limits have been proposed,
ment among the results; however these curves do seem to indicate that
comfort is related to acceleration in the 5 to 10 Hz frequency range.
For vertical vibration limits for automobile passenger comfort,
he indicates that sensitivity is related to jerk, for 6-20 Hz acceleration, and for 20-60 Hz velocity.
most of those shown in Figure 3.3. Experimental data from several investigators has been summarized
by Goldman (30) as shown in Figure 3.5.
mean values with the vertical bars indicating standard deviations. Wright and Green have expanded Goldman's results to give more levels of
sensitivity as shown in Figure 3.6.
In an effort to select a single
Walker (31) have decided that in the frequency range of interest for
81
...
ISO (19(91
if
jiii
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t n iwwj
I19SSI
11961)
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10O0
FREQUENCY Ittll
Figure 3.3
Comfort Linits Recommended by Various Investigators for Vertical Vibration or Axis Unspecified p2].
82
-an =
Discomfort
Zone
0.0001
12
,
10
20
Figure 3.4
83
0.0001
I
10
20
.100
Figure 3.5
84
-J-L-
0.05
0.0002
0.0001
12
20
Figure 3.6
85
acceleration of 10 in/sec
2
)
in the magni-
tude of the maximum acceleration for the folerance level for transient
bridge vibrations.
tible but is well within the tolerable range if pedestrains are informed
that some motion is to be expected.
sensitivity to vibration.
bridges, strong arguments have been made for using either a velocity
limit or an acceleration limit.
celerations.
amplitude vibrations
86
CHAPTER 4
COMPARISON OF RESULTS
4.1
ROADWAY ROUGHNESS
roadway roughness to
way bridges.
When Shahabadi
(6)
The accelera-
roughness simulation takes the form of a cosine series with random phase
angles.
A reasonable
crossing a two span test bridge with the actual and a simulated profile.
The results are shown in Figures 4.1 - 4.4.
Several different simulated
not occur.
87
ill ajg 2
S3
S 5
|
m Hi
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ifc!
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aiy
ats5
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or 8)
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88
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89
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N01UM3T333B
91
4.2
Some of limitations of the computer programs became evident as attempts were made to compare results.
There is no
damping in either the bridge or the vehicle, and only sinusoidal roadway
surface roughness.
allows only a single axle vehicle, would overestimate the midspan accelerations.
On the other hand, by assuming a smooth roadway the simple
some reasonable estimates of the actual accelerations were obtained. The simple span analysis did correctly predict the increase in measured
92
in the field when the vehicle was traveling close to the curb.
93
TABLE 4.1.
COMPARISON OF MEASURED AND CALCULATED PEAK DYNAMIC RESPONSES FOR A 72' SIMPLE SPAN STEEL BEAM BRIDGE (SB-C-1)
Calculated Deflection Acceleration (in) (in/sec 2 )
.003
.023
.054
Vehicle Position
Centerline
Travel Lane
Curb Lane
(in/ sec 2 )
.005
.025 .044
11.2
12.5
16.8
14.1
15.2
18.6
TABLE 4.2.
COMPARISON OF MEASURED AND CALCULATED PEAK DYNAMIC RESPONSES FOR A TWO SPAN CONTINUOUS COMPOSITE PLATE GIRDER BRIDGE (KCSG-A-1)
Calculated Deflection Acceleration
(in)
Vehicle Position
Centerline
Travel Lane Curb Lane
Deflection
(in)
.09
.12
Acceleration
(in/ sec 2 )
(in/ sec 2 )
13.9 14.2
15.7
.09
11.4
.15
94
TABLE 4.3.
COMPARISON OF MEASURED AND COMPUTED PEAK DYNAMIC RESPONSES FOR A THREE SPAN CONTINUOUS NON-COMPOSITE STEEL BEAM BRIDGE (CSB-C-1)
Calculated Deflection Acceleration (In) (In/sec 2 )
.027
Vehicle Position
Centerline
Travel Lane
Curb Lane
12.3
15.1 16.8
12.7
.045
.065
95
CHAPTER
In the time which has passed since the start of this research pro-
gram, there have been two significant changes in North American bridge
codes.
For considerations
Bridges,
2
,
with a tenfold increase in magnitude for the short duration of the maximum acceleration.
a -
(27rf)
2
<_
100 in/sec
flection
which is calculated conventionally for a wheel load distriThe dynamic displacement is typically about 30%
d "
<-
15 +
HE>
96
where
v = vehicle speed
f
L = span length
vious AASHTO-type deflection controls for steel bridges have been com-
pletely deleted.
is also
g
tion line has a much different slope than the curves, the two approaches give similar deflection limits in the middle range of bridge fundamental
frequencies.
Certainly both the Wright and Walker proposal and the Ontario High-
way Bridge Design Code present criteria for vibration control which can
be easily used by designers.
lated for a 0.7 wheel load distribution factor, assuming a HS20 truck
traveling
at a speed of 55 mph.
97
Vj^ight
ai
d Walk. r
4.0
\\
\
\ A
2.0
\/
\\
1
-with out
si devtal
N
side\*
0.8
V-wi
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lit tie
0.4
u V
v\ X I
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CO
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,08
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20
.04
12
Figure 5.1
\n
5 10
(Hz)
-
Vibration Control
98
frequencies.
site construction.
lerations measured in the field under actual traffic. values do, in general, indicate correct trends.
The accelerations of
those of the two span bridges, primarily because of the higher natural
frequencies.
in its fundamental bending mode, while Kropp found two or more domi-
roadway roughness.
Experimentally determined fundamental bending and torsional frequencies as well as peak displacements and accelerations for 14 series
of steel beam and girder test bridges are shown in Table 5.2.
For
Results are
Although
ingly accurate.
99
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5.2
1)
Rougher decks do
bridge deck.
2)
lying the computer programs used in this study lacked some of the
For example,
tion criteria recently have been proposed and could be used success-
fully to limit bridge vibrations to levels which are not objectionable to pedestrians
,
Endorsement
Consi-
103
simple span and continuous beam bridges and to reduce the data
to obtain vibrational characteristics.
measured displacements.
104
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>
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