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ABSTRACT The Bosporus Bridge is one of the two permanent transportation connections between
Europe and Asia in Istanbul. It carries the main arterial transportation link of the city, namely O-1
motorway. Any broken link due to the bridge failure would totally ruin the whole transportation system
in the city. Due to importance and complexity of the Bosporus Bridge, in this particular study, special
care was given to understand the real behavior of the structure by developing a sophisticated FE model
of the structure. Details of the structural components, geometric nonlinearities with cable sagging and
stress stiffening are the main factors affecting the vibration characteristics of the bridge. Sometimes, to
define these properties accurately from the first attempt is impossible during the modelling process.
Producing a sophisticated 3-D FE model of the Bosporus Suspension Bridge requires too much time
and a lot of effort. To facilitate the modelling process, initially two 2-D FE models were produced to
adopt the correct properties. Then the results obtained from the 2-D FE models were confirmed to be
accurate by comparing them with the experimental data available from the past studies. Afterwards, the
same properties were defined to develop a sophisticated 3-D FE model of the Bosporus Bridge. Since
the computer processing capacity is limited, modelling the bridge in three dimensions with all the
structural components is an impossible job. To overcome this issue, degrees of freedom were reduced
by introducing the equivalent super elements for the towers and the suspended deck structure.
1 INTRODUCTION
Istanbul, being the largest and commercial city
of Turkey, is situated on the NW shore of Sea of
Marmara and is divided, between two continents
Europe and Asia, by 22km long and minimum of
1km wide stretch of water, namely Bosporus
strait, which links the Black Sea with the Sea of
Marmara. One of the two permanent
transportation links between two parts of the city
is provided by the Bosporus Bridge, which
carries the main transportation link of the city,
namely O-1 motorway. Any broken link due to
the bridge failure would totally ruin the whole
transportation system in the city. Due to its
importance
and
complexity,
remarkable
theoretical works were carried out by Brownjohn
et al. (1989), Erdik & Uckan (1989), Dumanoglu
(1985), Kosar (2003) and Apaydin (2010) and
full scale dynamic tests were performed by
Tezcan et al. (1975) and Brownjohn et al. (1989)
to estimate the dynamic characteristics of the
Bosporus Bridge.
In this particular study, special care was given to
understand the real behavior of the Bosporus
Bridge by developing a sophisticated FE model
0.205
3.34E-03 3.34E-03
Backstay
Cable
193
0.3
7.8
0.219
3.82E-03 3.82E-03
Hanger
162
0.3
7.8
0.0021
3.51E-07 3.51E-07
Deck
205
0.3
12.76
0.851
1.238
63.61
Tower
205
0.3
10.7
1.36
271
Moment of
Area (m )
Moment of
7.8
Inertia- Izz (m )
0.3
Inertia- Iyy (m )
193
Main
Cable
volume (ton/m )
Bridge
Major
Parts
Poisson's ratio
an
To
and
the
Modulus of
Elasticity (GPa)
WxL2
H
8d
(1)
1
DISPLACEMENT
STEP=1
SUB =1
FREQ=.069158
DMX =.011647
STEP=1
SUB =1
FREQ=.123842
DMX =.011059
AUG 23 2012
23:40:07
DISPLACEMENT
STEP=1
SUB =2
FREQ=.161966
DMX =.016092
Y
Z
AUG 23 2012
23:40:41
STEP=1
SUB =2
FREQ=.201773
DMX =.0134
Y
Z
AUG 23 2012
23:56:09
Y
Z
AUG 23 2012
23:40:59
V
Mode 3: Theoretical frequency: 0.202 Hz
3-D BOSBORUS SUSPENSION BRIDGE FE MODEL
Experimental frequency: 0.182 Hz
DISPLACEMENT
STEP=1
SUB =4
FREQ=.281435
DMX =.011627
Y
Z
AUG 23 2012
23:41:14
Y
Z
3-D Mode
BOSBORUS SUSPENSION
BRIDGE FE MODELfrequency: 0.281 Hz
V
5: Theoretical
Experimental frequency: 0.277 Hz
AUG 24 2012
00:06:51
DISPLACEMENT
STEP=1
SUB =2
FREQ=.19726
DMX =.012216
AUG 24 2012
00:07:11
DISPLACEMENT
STEP=1
SUB =3
FREQ=.316247
DMX =.023133
AUG 24 2012
00:07:22
L
2: Theoretical
3-D Mode
BOSBORUS SUSPENSION
BRIDGE FE MODELfrequency: 0.197 Hz
Experimental frequency: 0.209 Hz
DISPLACEMENT
STEP=1
SUB =4
FREQ=.319302
DMX =.023697
AUG 24 2012
00:07:34
X
AUG 24 2012
00:07:46
L3-DMode
4: Theoretical frequency: 0.319 Hz
BOSBORUS SUSPENSION BRIDGE FE MODEL
Experimental frequency: 0.294 Hz
Y
L3-DMode
5: Theoretical frequency: 0.407 Hz
BOSBORUS SUSPENSION BRIDGE FE MODEL
Experimental frequency: 0.365 Hz
Comparison of the results obtained from the 2-D
FE models and the experimental data assured
that
the SUSPENSION
input data
used
3-D BOSBORUS
BRIDGE FE
MODEL to produce the 2-D FE
models represents the real behavior of the
bridge. Therefore, similar properties were used
to develop a sophisticated 3-D FE model for the
Bosporus Bridge
3.2 3-D FE Modelling
Representation of cables and hangers by finite
elements in 3-D FE model is same as 2-D FE
model that is by LINK 10 and LINK 8 elements,
respectively, except that the full six degrees of
freedom are allowed at each node. However, the
major difference in 3-D FE modelling is that the
suspended box deck structure and the towers are
now modeled by SHELL 63 elements, having six
degrees of freedom at each node instead of the
BEAM 4 elements used in 2-D FE models. Since
the computer processing capacity is limited,
modelling the towers and the suspended deck
structure with all the details is an impossible job.
Therefore, equivalent super elements were
introduced for the suspended box deck and the
tower structures.
To develop a sophisticated 3-D FE model with
the less degree of freedom the equivalent deck
section was designed. To achieve more realistic
3-D FE model of the bridge, the equivalent deck
element had to be designed in a way that it
represents the actual properties of the original
deck section. To do so, the real behavior of the
original deck structure was needed. Therefore, a
box deck section of 17.9m long was modeled in
ANSYS to obtain the original deck structure
with
different
and
Brownjohn
et al.
Tezcan et
al.
0.124
0.125
0.129
0.162
0.163
0.16
0.202
0.182
0.18
11
0.228
0.227
0.217 0.233
0.281
0.281
0.277 0.282
0.371
0.366
0.362 0.357
0.453
0.444
0.446
0.44
0.561
0.543
0.544
0.665
0.636
0.637
0.775
0.728
0.739
0.9
0.833
10
0.83
0.9
0.833
10
0.852
1.032
0.938
10
11
0.959
2-D FE 3-D FE
Model Model
Antinodes
Nodes
Experimental Percent
results
difference
Symmetry
Theoretical
frequency (Hz)
2-D 3-D
Theoretical
frequency (Hz)
Experimental
frequencyBrownjohn et al.
Lateral Mode
Antinodes
and
Nodes
Symmetry
4 MODEL VALIDATION
0.070
0.07
2-D FE 3-D FE
Model Model
0.069
Percent
difference
2-D
3-D
0.197
0.203
0.209
0.3163
0.2999
0.284
10
0.3193
0.306
0.294
0.4073
0.398
0.365
10
0.456
0.382
16
0.524
0.495
0.44
16
11
0.533
0.552
0.525
0.746
0.737
0.762
and
Torsional Mode
3-D FE Model
Nodes
Antinodes
Brownjohn
et al.
Tezcan et
al.
Experimental
Percent
frequency (Hz) difference
Symmetry
Theoretical
frequency (Hz)
3-D
0.327
0.324
0.331
0.484
0.474
0.484
0.492
0.631
0.649
0.842
0.877
REFERENCES
Apaydin, N. M., 2010. Earthquake Performance
Assessment and Retrofit Investigation of Two
Suspenion Bridges in Istanbul. Soil Dynamics
and Earthquake Engineering, Volume 30, pp.
702-710.
Brownjohn, J., Blakeborough, A., Dumanoglu,
A. A. & Severn, R. T., 1989. Ambient Vibration
Survey of the Bosporus Suspension Bridge.
Earthquake
Engineering
and
Dynamics, Volume 18, pp. 263-83.
Structural