MONITORING AND ANALYSIS OF A BRIDGE WITH PARTIALLY

RESTRAINED BEARINGS
By Yongda Fu1 and John T. DeWolf,2 Fellow, ASCE

ABSTRACT: This paper reports on the monitoring and analysis of a two-span bridge in which the bearings
were partially restrained. In an earlier experimental study, it was shown that the natural frequencies changed in
colder weather, and it appeared that this was due to restraints in the end bearings. This research was conducted
to verify this initial conclusion and to develop an analytical approach based on the finite-element method to
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model this change. Additional field measurements were made. The nonlinear dynamic finite-element analysis is
based on a planar model that includes the influence of both the deck cracking and the eccentric axial forces,
which develop when the bearings are restrained. Both the flexural and the torsional modes are evaluated. Al-
though the changes in the bearings and the overall structural behavior were relatively small, the results show
that it was nevertheless possible to verify the changes with a nonlinear dynamic finite-element analysis calibrated
with field measurements.

INTRODUCTION model, the lowest natural frequencies of the analytical model

This paper reports on a study performed to evaluate the
behavior of a bridge with partially restrained bearings. The
work was undertaken because an earlier study indicated that
the bearings were not fully free to rotate in colder weather.
The results of this study show how vibrational information has
been used to verify small changes in structural behavior. A
nonlinear dynamic finite-element analysis has been developed
to explore the causes of these changes.
Researchers at the University of Connecticut have been
studying how vibrational behavior can be used in the evalua-
tion of the performance of steel girder bridges. This work be-
gan with model studies. These demonstrated that significant
structural problems can produce changes in both resonant fre-
quencies and mode shapes in a bridge model (Mazurek and
DeWolf 1990). The model studies were followed with devel-
opment of a field monitoring system for remote bridge mon-
itoring (DeWolf et al. 1991).
When the field monitoring system was used on an older,
multigirder bridge, the vibrational data changed during colder
weather (DeWolf et al. 1995). A 1D beam analysis was used
to evaluate the dynamic behavior. The flexural bending fre-
quencies and corresponding mode shapes from the analytical
model compared well with the field monitoring values during
warmer weather. However, in colder weather, the natural fre-
quencies and mode shapes of the bridge changed, and it was
concluded that the bridge’s expansion rocker bearings were
partially restrained. A simplified theoretical 1D analysis, which
incorporated the resulting thermal axial force, produced bend-
ing frequencies that changed 3–5% for a 60⬚F temperature
reduction. However, the test data had changes of 10–13% for
the same temperature range. The present study was undertaken
to verify that these changes were indeed due to rotational re-
straint in the bearings.
Finite-element analysis has previously been used to evaluate
the dynamic behavior of multigirder bridges. O’Leary et al.
(1992) used a planar finite-element model to analyze a simple-
span highway bridge. After the calibration of the finite-element
1
Struct. Engr., United International Corp., Wallingford, CT 06492; for-
merly, Grad. Res. Asst., Dept. of Civ. and Envir. Engrg., Univ. of Con-
necticut, Storrs, CT 06269.
2
Prof., Dept. of Civ. and Envir. Engrg., Univ. of Connecticut, Storrs,
CT.
Note. Discussion open until July 1, 2001. To extend the closing date
one month, a written request must be filed with the ASCE Manager of
Journals. The manuscript for this paper was submitted for review and
possible publication on August 14, 1997. This paper is part of the Journal
of Bridge Engineering, Vol. 6, No. 1, January/February, 2001. 䉷ASCE,
ISSN 1084-0702/01/0001-0023–0029/$8.00 ⫹ $.50 per page. Paper No.
16459.
JOURNAL OF BRIDGE ENGINEERING / JANUARY/FEBRUARY 2001 / 23
compared favorably with those of the test bridge. It was con-
firmed that the weight of vehicles and the positions of vehicles
had little influence on the global frequencies and mode shapes.
Wang et al. (1993) analyzed the vibration and impact char-
acteristics of simply supported skewed steel multigirder
bridges. Wang et al. (1995) also studied reinforced concrete
bridges. Kou and DeWolf (1997) developed a finite-element
code to analyze a four-span continuous steel plate girder
bridge. The code was then used to determine how different
variables, including vehicle type, lane traversed, speed, and
surface roughness, influence a bridge’s vibrational signature.
Other researchers have developed finite-element models to
study the static behavior for multigirder bridges. Bishara and
Elmir (1990) presented the results of research on the interac-
tion between cross frames and girders in simply supported
bridges. Tarhini and Frederick (1992) looked at the wheel load
distribution in I-girder highway bridges. Idriss et al. (1993)
analyzed the static behavior of a noncomposite three-span con-
tinuous bridge using a linear finite-element model. A compar-
ison of the results between the intact model and the damaged
model showed significant load redistribution in the bridge.
Lenox and Kostem (1993) used a 3D linear finite-element
model to examine the reserve strength and load redistribution
of a simple-span steel bridge. They concluded that a fracture
of the lower flange produced only a minor change in the stress
levels of the cross bracing. It was only when the lower flange
fracture continued into the web that the changes in the stress
levels of the cross bracing became significant.
This paper presents a nonlinear finite-element analysis
model based on vibrational information that can be used to
evaluate the rotational restraint resulting from thermal changes
on the bridge reported by DeWolf et al. (1995). This requires
the introduction of eccentric axial forces, as well as inclusion
of the influence of cracking in the deck. The information is
compared to field data collected over a full winter time period.
EXPERIMENTAL BRIDGE
The bridge studied is a two-span, slightly skewed continu-
ous bridge with seven nonprismatic steel plate girders and a
composite reinforced concrete slab. The bridge cross section
is shown in Fig. 1. The slab is overlaid by a bituminous con-
crete wearing surface. The bridge is supported at the ends by
rocker bearings that were designed to allow for longitudinal
displacement, as shown in Figs. 2 and 3. Rocker bearings that
do not allow longitudinal displacement are used at the center.
Thus, thermal expansion/contraction occurs outward from the
center support.
The initial field monitoring, under normal traffic, was pre-

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FIG. 1. Bridge Cross Section

FIG. 2. Longitudinal View of Bridge

FIG. 3. Details of Rocker Bearings

viously reported by DeWolf et al. (1995). Remote ambient
vibration testing was conducted during a span of approxi-
mately 1 year. Normal traffic was used for excitation. The
monitoring system had 16 channels for the acceleration data.
Phase analysis, interpolation, and extrapolation techniques
generated the first three mode shapes of the bridge. The natural
frequencies of the bridge corresponding to these three mode
shapes were discerned from the spectra, which were trans-
24 / JOURNAL OF BRIDGE ENGINEERING / JANUARY/FEBRUARY 2001
formed from the time domain to the frequency domain. They
are given in Table 1. The three corresponding mode shapes
are presented in the following section on the finite-element
analysis. The values shown in Table 1 were collected in No-
vember, before the onset of colder weather. As reported by
Conn and DeWolf (1995), these values are representative of
the performance based on a collection of different sets of data
and thus represent average values.

J. Bridge Eng., 2001, 6(1): 23-29

 TABLE 1. Experimentally Determined Natural Frequencies approximately 60⬚F. The data above this level is not sufficient
and Corresponding Mode Shapes to show whether there is constraint above 60⬚F.
Natural frequency The thermal expansion factor for steel is 6.5 ⫻ 10⫺6/⬚F.
Order Mode shape (Hz) Because it is close to the value for concrete and because the
(1) (2) (3) primary resistance is supplied by the steel girders, the value
1 Bending 1 3.6 for steel is used in the subsequent analysis as the thermal ex-
2 Torsional 1 4.2
3 Bending 2 5.3
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FIG. 5. Relation between First Bending Frequency and Tem-

perature Recorded during Additional Testing Program

FIG. 4. Longitudinal Displacements of Typical Girder

At the onset of colder weather in December, the natural

frequencies associated with the first three mode shapes started
increasing as the temperature decreased. A study reported by
Conn and DeWolf (1995) and DeWolf et al. (1995) verified
that the changes were due to changes in the bridge and that
they were directly related to the drop in temperature. This
study showed that, although there are variations in the natural
frequencies that occur due to the variations in the actual load-
ing from traffic, there is a definite trend of increasing fre-
quency with decreasing temperature. The behavior was similar
for all three modes. After further study, it was assumed that
the increase was attributable to the bearings at the two ends
of the bridge that were not completely free to translate. As the
temperature dropped, it was assumed that friction in the bear-
ings caused some restraint in the bearings’ ability to rotate.
The bridge was thus not able to fully contract, and as a con-
sequence axial tension forces developed in the girders. A pre- FIG. 6. Relation between First Torsional Frequency and Tem-
liminary 1D, simplified analysis established that the changes perature Recorded during Additional Testing Program
in natural frequencies ranged from 3 to 5% with a decrease in
temperature to 0⬚F. The actual increases ranged from approx-
imately 10 to 13% for these modes.
An additional field testing program, conducted over an en-
tire year, was conducted in this study to measure the longi-
tudinal displacements at the end bearings and to determine
natural frequencies over a larger temperature range than used
in the earlier study (Fu 1996; DeWolf and Fu 1997). The lon-
gitudinal displacements of the seven plate girders were mea-
sured in order to find the relation between the end bearing
displacements and the temperature. The displacements were
arbitrarily assumed as zero at 40⬚F, which corresponded to the
temperature at which measurements commenced. Fig. 4 shows
the displacement of a typical girder as a function of temper-
ature. There was very little change from girder to girder. From
the figure, a slope, equal to the longitudinal strain over tem-
perature change, was computed as 4.198 ⫻ 10⫺6/⬚F. This value
was smaller than the thermal expansion factors for steel and
concrete, which were 6.5 ⫻ 10⫺6/⬚F and 5.5 ⫻ 10⫺6/⬚F, re-
spectively. Thus, it was concluded that the expansion rocker FIG. 7. Relation between Second Bending Frequency and
bearings of the bridges were partially restrained, at least below Temperature Recorded during Additional Testing Program

JOURNAL OF BRIDGE ENGINEERING / JANUARY/FEBRUARY 2001 / 25

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FIG. 8. Planar Finite-Element Model

pansion factors for both steel and concrete. Thus, the thermal
forces in the longitudinal direction are P = aEADT, where a
is 2.301 ⫻ 10⫺6/⬚F, the difference between the actual value
measured from the tests and 6.5 ⫻ 10⫺6/⬚F; E is the elasticity
modulus of steel; and A is the area of the cross section of a
typical transformed girder.
The relations between temperature and the first three fre-
quencies of the bridge, as measured during the year, are shown
in Figs. 5–7. Curve fitting has been used to develop the re-
lations. The results show that the frequencies increase as the
temperature decreases below approximately 60⬚F and that
there is little change for temperatures above this level.

FINITE-ELEMENT ANALYSIS
A nonlinear dynamic finite-element analysis has been de-
veloped in this study to assess the changes in the bridge due
to the partially restrained bearings. Both planar and 3D models
were developed (Fu 1996). The planar model, simpler than the
3D model, gave good correlations with the test data and is
presented in this paper.
The basic model, discussed in the next section, was based
on the behavior when the temperature is above 60⬚F (i.e., when
the field data indicate that the bearings are unrestrained). Then,
the following section explains how the model has been mod-
ified to include the influence of the partially restrained bear-
ings. This requires inclusion of eccentric axial forces applied
by the end bearings.
Description of Basic Model Development
The basic planar model is composed of two kinds of ele-
ments, isoparametric rectangular shell elements and beam el-
ements. The slab of the bridge is modeled with the shell ele-
ments. This includes two layers, one for the bituminous
concrete wearing surface and one for the concrete deck.
Both girders and diaphragms were modeled with beam el-
ements. The resulting bridge model is shown in Fig. 8. The
diaphragms are located on lines 1–12. The geometric prop-
erties of the diaphragms were initially determined from the
upper and lower chords only, neglecting the diagonals, as
26 / JOURNAL OF BRIDGE ENGINEERING / JANUARY/FEBRUARY 2001
FIG. 9. Cross Section of Diaphragm
shown in Fig. 9. The interaction between the slab and the
diaphragms was neglected initially. The numbers 13–19 in-
dicate the locations of the steel girders. The geometric prop-
erties were based on transformed sections to account for the
longitudinal slab stiffness as shown in Fig. 10. The actual stiff-
ness of the slab about its own axis in the girder direction was
subtracted from the transformed girders so that this stiffness,
which is accounted for in the slab elements, was not counted
for twice. The longitudinal moment of inertia of the girders
was calculated neglecting the slab in the negative moment
regions of the bridge. The end supports were free to displace
in the longitudinal direction. Longitudinal displacement was
prevented at the center pier. In the transverse direction, dis-
placements were prevented at both the end supports and the
pier. Rotation was permitted at all of the supports in the trans-
verse direction.
The field data, collected when the temperature is above
60⬚F, were then used to calibrate the model. It was found that
the flexural bending frequencies of the model were primarily
influenced by the slab stiffness and the girder moments of
inertia. The torsional frequencies of the model were primarily
influenced by the slab stiffness, the longitudinal moment of
inertia of the girders, and the diaphragm moments of inertia.

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FIG. 10. Cross Section of Transformed Girder

TABLE 2. Comparison of Finite-Element and Experimentally

Determined Natural Frequencies

Finite-element Relative
method Test error
Mode shape (Hz) (Hz) (%)
(1) (2) (3) (4)
Bending 1 3.524 3.6 ⫺2.11
Torsional 1 3.866 4.2 ⫺7.95
Bending 2 5.384 5.3 1.58

It was necessary to calibrate the preliminary diaphragm stiff-

ness to correlate the torsional natural frequency and the cor-
responding mode shape with the test data. After several trials,
the moment of inertia of the diaphragms was set equal to 70%
of the original value. After these adjustments, the analytical FIG. 11. Mode Shapes from Model
vibrational results correlated well with the test results, as
shown in Table 2. The first three mode shapes of the model
are shown in Fig. 11. accounted for in the model by further adjusting the longitu-
dinal moment of inertia of the transformed girders as follows.
Modification to Model Partially Restrained Bearings The flexural bending frequencies of a continuous bridge can
be estimated if the bridge is modeled as a continuous multi-
The finite-element model, calibrated as described in the last span uniform beam. The angular fundamental frequency w is

冑
section, was then modified to account for the thermal forces
induced by the partial restraint to expansion and contraction ␲2 EI
␻= (1)
in the exterior support bearings. This was based on the vibra- L2 M
tional data determined at different temperatures.
The thermal forces were assumed to act at the top of the where L = length of one span of the beam; E = equivalent
abutment bearings, which corresponds to the lower flanges of modulus of elasticity; I = longitudinal bending moment of the
the plate girders. These forces therefore induce moments in beam; and M = mass per unit length of the beam.
the girders as they are eccentrically applied. Thus, the total The thermal axial force that arises because of changes in
moment at any point along the bridge consists of the gravity the support bearings alters the natural frequencies by changing
moment and the moment due to the axial force developed at the longitudinal bending stiffness. As shown by Clough and
the bearing. This is shown in Fig. 12. The eccentric axial force Penzien (1993), the angular frequency w including the axial
shown results in a tension force when the temperature drops. force is

冑
The resulting locations for the inflection points were deter-
mined at different temperatures from these two moment dia- n2␲2EI
⫹P
grams. Because the locations of the inflection points shifted n␲ L2
as a function of temperature, the location of the positive and ␻= (2)
L M
negative moment regions changed with temperature. The lon-
gitudinal moment of inertia of the transformed girders was where P = thermal axial force. Eq. (2) reduces to (1) if P is
calculated based on composite action between the slab and equal to 0 and n is equal to 1. The moment of inertia I is
girders in the positive moment regions and on noncomposite approximated by averaging the longitudinal bending stiffness
action in the negative moment regions, where the slab cracks of the transformed girders. The axial force P is positive when
due to tensile strains. it is tensile and negative when it is compressive.
The eccentrically applied forces due to the bearing restraint Eq. (2) can be modified to include the influence of P on the
also change the bridge’s natural frequencies. This effect was stiffness. The result is
JOURNAL OF BRIDGE ENGINEERING / JANUARY/FEBRUARY 2001 / 27

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FIG. 12. Moment Resulting from Reduction in Temperature

␻=
n␲
L
冑 n2␲2E
I⫹
L2P
n2␲2E
ML2
(3)

where L2P/(n2 p2 E ) modifies the bending stiffness I due to the

thermal axial force. The value of n is assumed to be 1 because
the first mode shape is assumed to dominate in the overall
behavior. Thus, the longitudinal bending moment of inertia of
each transformed girder is further modified by subtracting L2P/
(n2 p2 E ) when the temperature rises and by adding L2P/(n2 p2
E ) when the temperature drops. These modified moments of
inertia are then used in the finite-element analysis to determine
the changes in the natural frequencies due to changes in the
temperature.

COMPARISON OF FIELD RESULTS WITH

FINITE-ELEMENT ANALYSIS
The changes in the first three natural frequencies due to FIG. 14. Relation between First Torsional Frequency and Tem-
temperature changes, including the influence of the partially perature Changes from Finite-Element Model
restrained bearings, are shown in Figs. 13–15. These figures
show that the frequencies determined from the analysis de-
creased until temperature rose to approximately 80⬚F, with the
changes in frequencies beginning to level off above approxi-
mately 80⬚F. The experimental data indicated that the frequen-
cies were constant above approximately 60⬚F. Because it is not
possible to determine the temperature at which the thermal
force equals zero, it is not possible to compare the test results
to the analytical results directly. Thus, the temperature at
which the axial force is zero is not the same for the finite-
element model and the test data. Nevertheless, the trend pro-
vided by the finite-element model explains the relation be-
tween temperature and the natural frequencies of the bridge.

FIG. 15. Relation between Second Bending Frequency and

Temperature Changes from Finite-Element Model

The finite-element model clearly shows similar behavior in

FIG. 13. Relation between First Bending Frequency and Tem-
perature Changes from Finite-Element Model
28 / JOURNAL OF BRIDGE ENGINEERING / JANUARY/FEBRUARY 2001
that there is only an increase in frequency with decreasing
temperatures below the temperature at which the bearings be-
come partially restrained.
A comparison of the slopes in the temperature range in
which there is change in frequency is given in Table 3. In the
measured field data, an increase in temperature from 0 to 60⬚F
resulted in the decreases in the first bending, first torsional,
and second bending frequencies equal to 12.3, 16.8, and
8.96%, respectively. For the finite-element model, these three
frequencies decreased 14.3, 12.4, and 8.10% for a similar 60⬚F
change in temperature.

J. Bridge Eng., 2001, 6(1): 23-29

 TABLE 3. Frequency as Function of Temperature between 0
and 60ⴗF
Rate of Change (Hz/ⴗF)
First First Second
Frequency bending torsional bending
(1) (2) (3) (4)
Test ⫺0.007 ⫺0.012 ⫺0.008
Finite-element method ⫺0.009 ⫺0.009 ⫺0.008
CONCLUSIONS
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This paper presents the results of a study of an older two-
span steel girder bridge in which the end bearings were par-
tially restrained in colder weather. Field monitoring and a non-
linear finite-element analysis have been used to verify this
behavior.
Field information has been collected from random vehicle
loading. Although there are variations in the field measure-
ments due to the type of vehicle and its speed and location on
the bridge, the results showed that the changes due to tem-
perature are greater. The resulting variations due to tempera-
ture changes have been used to verify small changes in the
structural behavior.
A nonlinear planar finite-element model has been developed
to determine the natural frequencies and mode shapes. The
finite-element model was based on use of beam elements for
the girders and diaphragms and shell elements for the slab.
The field data in the unrestrained state was used to calibrate
the finite-element model to account for the nonlinear cracking
behavior in the slab and diaphragm interaction. It is not fea-
sible to expect that a finite-element analysis will produce ac-
curate results, especially for vibrational information, without
this calibration.
The finite-element model was then modified to account for
changes in the vibrational behavior due to the eccentrically
applied bearing forces, which occurred when the bearings were
partially restrained in colder weather. This required inclusion
of the resulting eccentric axial force and moments induced by
the partial connection restraint. With this analysis, it has been
confirmed that the partial end bearing restraint, measured from
the field data, altered the thermal contraction with a change in
the natural frequencies.
This study has presented an approach for using vibrational
information to evaluate a real bridge. The study has shown
how vibrational information can be used to calibrate a nonlin-
ear finite-element analysis model. It also presented an example
using vibrational data to verify relatively small changes in
structural behavior. This is part of continuing research at the
University of Connecticut to determine how vibrational infor-
mation can be used in the evaluation of bridge structures.
ACKNOWLEDGMENTS
This study is part of continuing research at the University of Con-
necticut, Storrs, Conn., to apply vibrational monitoring to bridge moni-
JOURNAL OF BRIDGE ENGINEERING / JANUARY/FEBRUARY 2001 / 29
J. Bridge Eng., 2001, 6(1): 23-29
toring. This study continues work based on the use of a prototype bridge
monitoring system developed with Vibra ⭈ Metrics, Hamden, Conn. The
support of the Connecticut Department of Transportation, Newington,
Conn. in providing funding for this project is appreciated.
APPENDIX I. REFERENCES
Bishara, A. G., and Elmir, W. E. (1990). ‘‘Interaction between cross
frames and girders.’’ J. Struct. Engrg., ASCE, 116(5), 1319–1333.
Clough, R. W., and Penzien, J. (1993). Dynamics of structures, McGraw-
Hill, New York, 317–318.
Conn, P. E., and DeWolf, J. T. (1995). ‘‘Bridge signatures for continuous
bridges.’’ Rep. No. JHR-95-242, Dept. of Civ. Engrg., University of
Connecticut, Storrs, Conn.
DeWolf, J. T., Conn, P. E., and O’Leary, P. N. (1995). ‘‘Continuous mon-
itoring of bridge structures.’’ IABSE Symp.: Extending the Lifespan of
Struct., International Association for Bridge and Structural Engineering,
Zurich, 934–940.
DeWolf, J. T., Accorsi, M., and O’Leary, P. (1991). ‘‘Computerized bridge
monitoring system.’’ Proc. 10th Conf. on Electronic Computation,
ASCE, New York, 76–81.
DeWolf, J. T., and Fu, Y. (1997). ‘‘Evaluation of temperature induced
changes in a multi-girder steel two-span bridge.’’ Rep. No. CEE-631909-
1, Dept. of Civ. Engrg., University of Connecticut, Storrs, Conn.
Fu, Y. (1996). ‘‘Analytical evaluation of experimental bridge vibration
behavior.’’ MS thesis, University of Connecticut, Storrs, Conn.
Idriss, R. L., White, K. R., and Jauregui, D. V. (1993). ‘‘After-fracture
response of a two-girder steel bridge.’’ Proc., Structural Engineering
in Natural Hazards Mitigation, A. H.-S. Ang and R. Villavende, eds.,
ASCE, New York, 1077–1082.
Kou, J. W., and DeWolf, J. T. (1997). ‘‘Vibrational behavior of continuous
span highway bridge—Influencing variables.’’ J. Struct. Engrg., ASCE,
123(3), 333–344.
Lenox, T. A., and Kostem, C. N. (1993). ‘‘Secondary member contribu-
tion to the behavior of damaged multigirder highway bridges.’’ Proc.,
10th Conf. on Electronic Computation, ASCE, New York, 1691–1698.
Mazurek, D. F., and DeWolf, J. T. (1990). ‘‘Experimental study of a
bridge monitoring technique.’’ J. Struct. Engrg., ASCE, 116(9), 2532–
2549.
McConnell, K. G. (1995). Vibration Testing, Wiley, New York, 266–267.
O’Leary, P. N., Accorsi, M. L., and DeWolf, J. T. (1992). ‘‘Field testing
of a remote bridge monitoring system.’’ Rep. No. 92-188, Dept. of Civ.
Engrg., University of Connecticut, Storrs, Conn.
Tarhini, K. M., and Frederick, G. R. (1992). ‘‘Wheel load distribution in
I-girder highway bridges.’’ J. Struct. Engrg., ASCE, 118(5), 1285–
1294.
Wang, T. L., Huang, D., and Shahawy, M. (1993). ‘‘Vibration and impact
in skewed steel bridges.’’ Proc., Structural Engineering in Natural Haz-
ards Mitigation, A. H.-S. Ang and R. Villavende, eds., ASCE, New
York, 1533–1538.
APPENDIX II. NOTATION
The following symbols are used in this paper:
A = area of typical transformed girder;
E = Young’s modulus;
P = thermal force;
T = temperature (⬚F); and
␣ = thermal expansion coefficient.