Highway Bridge Vibration Studies : Interim Report

Aramraks, Trakool

doi:10.5703/1288284313890

Cited by 7 publications

(20 citation statements)

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“…The following response characteristics were determined: (1) maximum deflection from the deflection gage data, (2) maximum acceleration indicated by the data from each accelerometer (3) damping ratio from the free vibration portion of the data from each transducer, (4) maximum velocity and deflection from integrated acceleration data, (5) maximum velocity, acceleration, and jerk from smoothed and differentiated deflection data, and (6) maximum jerk from differentiated acceleration.…”

Section: Summary Of the Test Resultsmentioning

confidence: 99%

“…Experiments have been of two types: (1) people subjected to the vibration of actual structures in the field, and (2) people subjected to controlled "shake Lenzen (26) in a later study of the vibration of steel joistconcrete slab floors, suggested using the Reiher and Meister curves with the tolerance limits increased by a factor of ten if the amplitude decays to less than 10 percent of its initial magnitude in 5 to 12 cycles.…”

Section: Summary Of the Test Resultsmentioning

confidence: 99%

“…Both two and three span symmetric continuous girder bridges have been studied extensively (2) ; however because the results are similar only two span bridges will be discussed herein. Bridge data again has been taken from Reference (7) and the study is restricted to steel continuous beam bridges with reinforced concrete decks.…”

Section: Acceleration Studies For Two Span Continuous Bridgesmentioning

confidence: 99%

“…Perhaps a satisfactory level of comfort can be provided by more flexible bridges. identification through analytical studies of the parameters of the bridge-vehicle system which are most significant in their effect upon the dynamic response of the bridge, 2) measurement and analysis of the dynamic performance of typical bridges under actual traffic in the field, 3) comparison of field measurements with analytical predictions, 4) identification of reasonable quantitative dynamic criteria for user sensitivity to Vibrations, and 5) investigation of a simple dynamic-based design criterion for controlling bridge vibrations.…”

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confidence: 99%

“…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 surprisingly, the most significant effect was found to be the roughness of roadway.…”

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confidence: 99%

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Highway Bridge Vibration Studies

Gaunt¹,

Sutton²

1981

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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. 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.

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Section: Summary Of the Test Resultsmentioning

confidence: 99%

Section: Summary Of the Test Resultsmentioning

confidence: 99%

Section: Acceleration Studies For Two Span Continuous Bridgesmentioning

confidence: 99%

mentioning

confidence: 99%

mentioning

confidence: 99%

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