INTRODUCTION CHAPTER 1

In general, a structure is designed such that safety and serviceability requirements must be
satisfied. Safety relates to extreme loadings that have a low probability of occurring during
a structure’s service life. The concerns are major damage to the structure or collapse of
the structure and its contents, and loss of life. Serviceability is performance of the structure
under moderate loadings that may occur several times during a structure’s lifetime. The
structure should not exceed specified comfort limit for humans and motion-sensitive
equipment mounted on the structure. For example, human comfort limit on acceleration is
about 0.02g. Recent development in construction materials and design technology led to
construction of more slender and light structures, which are more vulnerable to dynamic
loads like moving loads, wind loads and seismic loads. Large deflections and vibrations
induced by heavy and high-speed vehicles significantly affect the safety and serviceability
of bridges. Vibrations induced by heavy moving loads may significantly increase the
maximum internal stresses of bridges and deteriorate serviceability.

1.1 Sources of Vibration on a bridge structure:

1.1.1 Moving vehicle

Vehicle-bridge interaction is a complex dynamic phenomenon, depending on

many parameters. These parameters include the type of bridge and its natural
frequencies of vibration, vehicle characteristics, vehicle speed and traversing
path, the number of vehicles and their relative positions on the bridge, roadway
surface irregularities, the damping characteristics of bridge and vehicle, etc.
1.1.2 Humans:
Masses of people stomping in unison on the deck of the bridge can cause
resonance in the bridge. For example, The Millennium bridge at London in
2001 due to vertical and lateral vibration was required to be stopped for use
shortly after completion to ensure the comfort and safety of the Millennium
bridge.
1.1.3 Earthquake

The seismic inertia force of a bridge is mainly concentrated on the

superstructure and is transmitted to the pier columns through the bearings and
finally passed on to the foundations and ground by the piers. Upper structure
of the bridge is not generally affected in an earthquake. However, the RC
bridge piers which supports the upper and bear seismic inertia force will
produce large bending moment and shear force under the action of an
earthquake.
 1.1.4 Wind

When the frequency of vortex-shedding matches with one of the natural

frequencies of the bridge, Vortex-induced vibrations (VIVs) of the bridge
deck happens which is a resonant-type vibration dominated by a single mode
of vibration and has been observed on many bridges. For example, Tacoma
Narrows Bridge collapsed primarily due to the aeroelastic flutter that was
caused by high-speed winds that matched with the natural frequency of the
structure. Large amplitude VIV may occur in a relatively low wind speed
range about 5–10 m/s for the long-span bridges with small damping and more
flexible configurations.

1.2 Vibration control systems

Vibration in structures is mainly controlled by using different types of dampers.
There are mainly three types of dampers viz. a) Active dampers b) Semi-active
dampers c) Passive Dampers. An active control system is one in which an external
power source the control actuators are used that apply forces to the structure in a
prescribed manner. These forces can be used to dissipate energy from the structure.
In an active feedback control system, the signals sent to the control actuators are a
function of the response of the system measured with physical sensors. However,
semi-active systems require only nominal amounts of energy to adjust their
mechanical properties and, unlike fully active systems; they cannot add energy to
the structure. A passive control system does not require an external power source.
Passive control devices impart forces that are developed in response to the motion
of the structure. Total energy cannot increase, hence inherently stable.

Tuned Mass Damper

Understanding exact bridge behaviour is must before designing adequate

vibration control devices. One of such devices is called tuned mass damper
(TMD). TMD operation is based on dynamic vibration absorbers invented by
Frahm in 1909. Application of TMD systems are observed for mitigation of
excessive vibration of bridge-structures targeting either wind loading or vehicle
loading. In 1956, Den Hartog completed and corrected Frahm’s work and later
investigated damped and undamped dynamic absorber systems with damping of
the original system. With the aim of improving the performance of dynamic
vibration absorbers, Snowdon (1960) investigated solid absorber behaviour in
reducing the main system response. Tuned mass dampers are mainly used in tall
and slender free-standing structures (Skyscrapers, bridges, chimneys, TV towers),
bridges and pedestrian bridges.

Advantages of tuned mass damper:

 They do not depend on an external power source for their operation.

 They can respond to small level of excitation.
 Their properties can be adjusted in the field.
 They can also be introduced in upgrading structure.
 They require low maintenance.
 They can be cost effective

Disadvantages of tuned mass damper:

 A large mass or a large space is needed for their installation.

 The effectiveness of a tuned mass damper is constrained by the maximum
weight that can be practically placed on top of the structure.
 Their effectiveness depends on the accuracy of their tuning, but natural
frequencies of a structure cannot be predicted with great accuracy.
SCOPE OF WORK CHAPTER 2

3.1 Present Scope of Work

3.2 Future Scope of Work
LITERATURE REVIEW CHAPTER 3

2.1 TMD for bridges under moving load

Kwon, Kim and Lee (1996) have studied the vibration response of three-span bridge
induced by high speed train considering mass effects of vehicle by vehicles modelled
as a moving mass model, which consists of the vehicle body and wheel. They designed
a TMD to suppress the vibration of a three-span bridge induced by high speed train
and found out that subcritical speed can occur within the bridge design speed. Bridge
impact factors must be modified to adequate level when the high-speed train travelling
at a subcritical speed. Due to TMD maximum vertical displacement is reduced by 21%
and free vibration dies out quickly.

Debnath, Dutta and Deb (2015) studied vibration response of bridge under both
vertical and transverse loading and the same bridge structure is subjected to loading
along both the directions for robust design. A modal frequency response function
(FRF) system is applied to an existing truss bridge to carry out analytical design of
TMD. After designing MTMD individually for various target modes it is shown that
only 1% of the total superstructure mass can reduce the peak frequency responses quite
significantly.

Klasztornyj and Langer (1990) studied dynamic response of single-span beam

bridges to a series of moving loads and solved the problem of dynamic stability and
steady state response of a bridge carrying a periodic stream of inertial loads. Using
Lagrange-Ritz method the explicit equations are formulated.

Benčat and Papán (2016) collected information from full-scale dynamic testing
consists of observed quantities obtained by experimental tests, theoretical analysis,
numerical computations and their comparison. Structural parameters during normal
bridge traffic may consists of relative change of Eigen frequencies, damping
parameters, fatigue parameters, vibration effective amplitudes value in time histories.
Experimental finding shows that Dynamic Amplification Factor (DAF) is related to
the fundamental frequency (which varies between 2-5 Hz), general bridge resonance
may lie near to this value which will cause resonance condition. DAF obtained by
analytical numerical modes and bridge dynamic loading tests may not be reliable to
work with. Full scale testing under traffic loading is the only economical and practical
way to evaluate the DLF with reasonable confidence. It is also reliable method for
determining bridge structural dynamic properties and can be also useful for inspection
purpose.

Yau (2004) investigated the dynamic response of a compound beam (a simple beam
and a two-member truss connected by a set of rigid bars at the midpoint) subjected to
moving loads at high speeds. This study shows dynamic response of a simple beam
with a two-member truss system under a moving train load. Based on the nonlinear
theory of a symmetric two-member truss subjected to a vertical tip load and by iteration
solving a nonlinear dynamic system, the dynamic response of a compound beam under
moving load excitations is computed. This study presents the dynamic response of a
simple beam with a two-member truss system to moving-train loads. Based on the
nonlinear theory of a symmetric two-member truss subjected to a vertical tip load and
the incremental-iterative solution procedures for solving a nonlinear dynamic system,
the dynamic response of a compound beam under moving load excitations can be
computed. Although the nonlinear effect of vibration is not so obvious to the response
of the beam, but the numerical examples demonstrated that increasing the aspect ratio
h/L could effectively reduce the main resonant response of the compound beam due to
moving loads.

Akif, Ismail, Yusuf and others (2017) have investigated on the vehicle-bridge-
interaction and the effects of different types of dampers on the bridge dynamics.
Vibration of any beam can be calculated by super positioning the mode shapes of
consecutive modes but first fundamental mode and the second mode compromises
almost 80 percent of the response even in very flexible systems. The anti-node points
of the two first nodes can be used as the location of the absorbers which are midpoint
in first mode and 0.25L,0.75L in the second mode shape.

Klasztorny and Langer (1990) have studied series moving loads crossing a single
span bridge considered as stream of fixed amplitude forces, unsprang masses and
viscoelastic oscillators. The problem of dynamic stability and steady-state response of
 a bridge carrying a periodic stream of inertial loads is formulated and solved. They
also studied vibration of a long-span suspension bridges under steady wind load. The
additional damping introduced by the TMDs can overcome a narrow range of wind
speeds past the flutter condition of the uncontrolled structure but cannot overcome the
negative damping due to the aeroelastic loads. The aeroelastic response of the bridge
was investigated by quasi-steady and the unsteady theory and found that the
introduction of linear TMDs can only mildly shift the flutter speed when hard-type
flutter is involved. Hysteretic TMDs can effectively control post flatter response
reducing the amplitude of the LCOs to within very low levels but cannot shift the
flutter condition appreciably.

Latifi and Rajani (2015) have found out that effectiveness of TMD is the dominance
of a mode in the structure (first mode), for which the TMD is designed and installed.
TMD is activated after the first maximum input load (or acceleration) and can control
the next maximums, the ratio of maximum displacement of the system with TMD to
that of a system without TMD depends on the shape of the input record (earthquake).
In a second case study, TMD is used to suppress the vibration of Shazand Railway
Bridge under passing train. The performance of TMD with parameters of the tuned
frequency, damping ratio and mass ratio are investigated. The resonant effect will
occur and cause excessive vibrations of the bridge when natural frequencies of the
bridge are multiples of the frequency of the train excitation. The bridge has two close
natural modes that cause two close resonant speeds which are 32 km/hr and 40 km/hr.
TMD with optimum parameter can reduces acceleration of the bridge significantly but
it is not very effective in suppressing deflection of the bridge.

2.2 FVD for bridges under moving load

Gangopadhyay and Ghosh (2016) have investigated on seismic retrofitting of an

existing steel railway bridge by fluid viscous dampers. They have done seismic
assessment and possible retrofitting by orifice FVDs to an existing thirty years old
plate girder railway bridge of Indian Railways. From analysis it is shown that peak
deformation and acceleration of the structure in both longitudinal and transverse
directions, are reduced significantly using FVDs. Deformation of the structure is
reduced by 62.5 to 75%. Acceleration is reduced by 54%.
2.3 TMD for bridges under pedestrian induced vibration

Tubino (2014) analyses the TMD design for the mitigation of pedestrian-induced
vibration. The optimum TMD design for mitigating pedestrian-induced vibrations of
footbridges in the vertical direction has been studied. Two loading scenarios have been
considered: the single pedestrian modelled as a quasi-resonant moving harmonic load,
and normal unrestricted pedestrian traffic modelled probabilistically through an
equivalent spectral model.

Sadek et al. (1997) reviewed the previous studies on the use of TMDs for seismic
applications and proposes a method for selecting the TMD parameters by providing
equal and large damping ratios in the complex modes of vibration. It was found that
the equal damping ratios in the first two nodes are greater than the average of the
damping ratios of the lightly damped structure and the heavily damped TMD.
Consequently, the fundamental modes of vibration are more heavily damped. It also
concluded that for TMDs to be effective, large mass ratios must be used.

Reiterer and Ziegler (2005) have studied control of pedestrian-induced vibrations of

long-span bridges. To increase the effective structural damping of bridges vibrating in
the low-frequency band, up to about 5 Hz, sealed tuned liquid column dampers, with
a gas-spring effect considered are ideally suited. Modal tuning in analogy to the
classical mechanical damper followed by fine-tuning in state space, render the
parameter optimal and the control more robust. Sufficient conditions are presented to
prevent parametric resonance of vertical motions of the TLCD and to avoid the
synchronization effect of densely walking pedestrians on the lateral bridge vibrations.
Numerical simulations are experimentally checked for a novel laboratory model.
Effective structural damping of the Millennium Bridge by five TLCD and of the Toda
Park Bridge by a single TLCD are worked out in detail.

Wirtsch, Saige, Engelhardt and Katz (2017) investigated on application of eddy

current damper technology for passive tuned mass damper systems within footbridges.
Depending on the natural frequency of footbridge they are prone to vibration induced
by pedestrians. Eddy current dampers can be tuned accurately. Constant damper
behaviour is achieved for long TMD travels and for changing environmental
 conditions. The designed tuned mass damper for the footbridge was installed in real
life.

Daniel (2012) This paper deals with the allocation and sizing of multiple-tuned mass
dampers (MTMDs) to retrofit footbridges with multiple critical modes resulting from
the excitation of pedestrian traffic to retrofit an existing footbridge using an iterative
analysis that converges to a given allowable level of accelerations using MTMDs By
splitting each TMD into a group of smaller TMDs at the same location, each tuned to
a slightly different frequency detuning problem of TMDs caused by fewer crowds
crossing the bridge can be overcome.

Lievens, Lombert and others (2017) have compared TMD designs for a footbridge
subjected to human-induced vibrations accounting for structural and load
uncertainties. The response is calculated by simulating realistic walking scenarios of
continuous flows of pedestrians on the structure. Solving an optimization problem for
the TMD mass, stiffness and damping using design constraints for instantaneous peak
acceleration aiming at a minimal mass. A TMD is tuned for different levels of uncertainty
and according to different methods for a steel footbridge. The minimum required TMD mass,
stiffness and damping decreases considering design constraints in both nominal and uncertain
circumstances for a decreasing range of uncertainty on the modal parameters of the footbridge
illustrating the trade-off between cost and robustness. If all TMD parameters are tuned
independently from each other a strong reduction of the TMD mass can be achieved.

2.4 TMD for bridges under vortex induced vibration

Xu, Bi Han and others (2019) analysed tuned mass damper to mitigate vortex-
induced vibration of long-span bridges. The TMDI system can reduce 94% of the
vortex induced vibration of the main deck. Applying TMDI system for VIV control is
more practical instead of TMD system as the TMDI system can significantly reduce
the static deformation and oscillation of the mass block in the system. The control
performance of the TMDI system is less sensitive to the TMDI damping while more
sensitive to the TMDI frequency.

2.3 Miscellaneous

Lu, Chen, Zhou (2017) have experimented on an equivalent method for optimization
of particle tuned mass damper based on experimental parametric study which is a
combination of tuned mass damper (TMD) and an efficient particle damper (PD). The
performance of a one-storey steel frame attached with a PTMD is investigated through
free vibration and shaking table tests. The response of the structure under the influence
of some key parameters like filling ratio of particles, auxiliary mass ratio, and particle
density, on the vibration control effects is investigated, and it is shown that the
attenuation level significantly depends on the filling ratio of particles. PTMD can
efficiently reduce both rms and peak responses under free vibration and seismic
excitations. Highest attenuation level is most likely to be obtained when filling ratio is
in range of 20 30%, 50–60% and 80–90% according to parametric study. At optimum
filling ratio auxiliary mass ratio does not significantly influence the attenuation rate
and the effects of vibration control decrease as the density of particles increases. A
large reduction of structural responses can be achieved by attaching a lightweight
PTMD on the top of the primary structure, the vibration is attenuated significantly
through collisions and frictions between particles, and that between particles and the
container.

Yuschenko (2015) studied the working of passive tuned mass dampers (TMD) and
parametric pendulum dampers (PPD). The effectiveness of PPDs and TMDs are
discussed and optimum parameters are investigated. The main conclusion was that
damping coefficient for PPD decreases with increase of the mass ratio, which is
opposite to what is observed for a conventional TMD.

Hoang et al. (2008) tried to study the optimal design of a TMD for a SDOF structure
under seismic loads. They have given several formulations of optimal TMD for
different ground motions. They found in there study that optimal TMD has lower
tuning ratio and higher damping ratio with increase in mass ratio. They also stated
increase in mass ratio will increase efficiency.

Kenny C. S. et al. (1984) Spectral density functions of wind-induced acceleration

responses of Sydney Tower identify natural frequencies of vibration of 0.10 Hz and
0.50 Hz for the first mode and second mode respectively was analysed for natural
frequencies and damping measurements. Two accelerometers were installed in the
Tower, one at Turret Level 8 to monitor the first mode vibrations and one near the
Intermediate Anchorage Ring to monitor the second mode vibrations.