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This paper deals with the linear dynamic response of a simply supported light (steel) bridge under a moving load-mass of constant magnitude and velocity including the effect of the centripetal and Coriolis forces, which always are neglected. The individual and coupling effect of these forces in connection with the magnitude of the velocity of the moving load are fully discussed using a solution method based on an author's older publication. A variety of numerical results allows us to draw important conclusions for structural design purposes.

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This paper examines the effects of the surface deck irregularities on the dynamic response of a bridge, during the passage of a light or heavy vehicle. The authors especially try to find the effect of the shape, the size, and the position of an irregularity in connection with the length of the span of a bridge and the velocity of a vehicle. For this reason, two types of irregularity are considered. The first with an abnormal shape and the second with a normal shape. The authors also examine the effect on the dynamic response of a bridge of the position of an irregularity for different positions of a vehicle. Finally, they try to determine the effect of replacing the true vehicle by a model, consisting of one, two, or three moving loads connected with each other. The dynamic response of the bridge is calculated by modeling the bridge and the moving load separately and combining the models with an iterative procedure according to the known technique in use.

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This paper leads with the phenomenon of the bouncing of a vehicle due to an irregularity being on a road or on a bridge deck. Attention is focused on the determination of the critical velocity for which the vehicle loses touch with the road's or the bridge-deck's surface following a missile's orbit and then striking the road or the bridge during landing. If the vehicle moves with a velocity greater than the critical one, we determine the corresponding time (and thus the point of the bridge) at which touch is lost. Afterwards, we determine also the landing point of the vehicle. Solving firstly the above problem for a vehicle moving on a road, it is easy next to proceed to the solution of the same problem for a vehicle moving on a bridge. The theoretical formulation is based on a continuous approach in addition to the use of a two degrees of freedom model associated with the mass of the moving load.