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It is well understood that parameters including the roughness of the road profile, the potential of frequency matching between weighty vehicles and the bridge, vehicle speed, and heavy-vehicle load levels all contribute to the dynamic response of a bridge to a single-vehicle event.
The results evidently illustrate the importance of each of the above parameters and that very huge dynamic responses can be achieved, mainly in short-span structures.
DYNAMIC LOADS ON BRIDGES
Management
of the aging bridge infrastructure is demanding an increased considerate of all
aspects of the performance of existing bridges. Loading models are an significant
consideration in the risk evaluation of a structure.
Quantifying
the actual in-service dynamic reaction of a structure can make a major
difference in terms of keeping a bridge in service. Code-recommended allowances
for dynamic effects range between 20 and 40 percent for chief elements. Higher values are occasionally recommended for local
effects.
It is well understood that parameters including the roughness of the road profile, the potential of frequency matching between weighty vehicles and the bridge, vehicle speed, and heavy-vehicle load levels all contribute to the dynamic response of a bridge to a single-vehicle event.
Multiple vehicles boost the complexity even further. Latest new editions of bridge codes around the world have a tendency to diversify the methods and allowances for dynamic effects. These methods are compared with a database of experimental responses measured in a range of structures in Australia and New Zealand during latest years.
The results evidently illustrate the importance of each of the above parameters and that very huge dynamic responses can be achieved, mainly in short-span structures.
