Asian Journal of Civil Engineering

https://doi.org/10.1007/s42107-019-00160-y

ORIGINAL PAPER

A simplified frequency formula for post‑tensioned balanced cantilever

bridges
Soner Sümerkan1 · Alemdar Bayraktar2   · Temel Türker2 · Mehmet Akköse2

Received: 7 May 2019 / Accepted: 14 June 2019

© Springer Nature Switzerland AG 2019

Abstract
The aim of this study is to develop a simplified natural fundamental frequency formula for the post-tensioned balanced
cantilever bridges using the Operational Modal and Finite Element Analyses results. For this purpose, experimental and
numerical studies were carried out on the five post-tensioned balanced cantilever bridges constructed in the city of Artvin,
Turkey. First, the experimental and theoretical dynamic characteristics of the selected five bridges were determined using
the ambient vibration-based Operational Modal Analysis and Finite Element Method, respectively. Then, the bridge model,
which is given the highest correlation between the experimental and theoretical frequencies, was selected to determine the
most important parameters that affected the modal behavior of the bridges. The most important parameters were determined
as bridge length and pier height. Theoretical modal analyses were carried out for a series of bridge models with different
lengths and heights. Finally, a simplified fundamental frequency formula was developed for the post-tensioned balanced
cantilever bridges using the method of least squares considering the frequency values obtained from the theoretical modal
analyses of the bridge models. The developed formula was checked with the experimentally obtained values, and it was
observed that both sets of results were close to each other.

Keywords  Post-tensioned balanced cantilever bridges · Operational modal analysis method · Finite element method ·
Ambient vibration tests · Simplified natural fundamental frequency formula

Introduction of wide expanses using fewer piers than more traditional

bridges. More and more post-tensioned balanced bridges
Bridge construction has significantly advanced over time are constructed every day, and a number of numerical and
with the introduction of a number of new bridge types and experimental studies regarding on these types of bridges can
construction techniques to suit the geographical features be found in the related literature. Skrinar and Strukelj (1996)
of the location. One of these new techniques, the post-ten- carried out measurements to determine natural frequencies
sioned balanced cantilever method, provides advantages in in balanced cantilever bridges with varying depths. Casas
terms of both economy and time, especially in deep valley (1997) carried out studies to determine the reliability-based
locations requiring tall piers, since they allow the spanning partial safety factors in the cantilever construction of con-
crete bridges. Manjure (2001) worked on the rehabilita-
tion of balanced cantilever bridges. Strommen et al. (2001)
* Alemdar Bayraktar and Schmidt and Solari (2003) investigated impact effects
alemdarbayraktar@gmail.com of dynamic loadings and winds on a box girder-balanced
Soner Sümerkan cantilever-reinforced concrete bridge during construction
sumerkansoner@hotmail.com stages. McDonald et al. (2003) researched the collapse of
Temel Türker the post-tensioned balanced cantilever Palau Bridge. Kwah
temelturker@hotmail.com and Son (2004a, b) determined the span ratios and design
Mehmet Akköse moment variations in balanced cantilever bridges. Piman-
akkosemehmet@gmail.com mas (2007) investigated the effects of long-term creep and
1
Sümerkan Engineering, Trabzon, Turkey pre-tension on the moment redistribution of a balanced
2 cantilever cast-in-place segmental bridge. Jung et al. (2007)
Karadeniz Technical University, Trabzon, Turkey

13
Vol.:(0123456789)

worked on the calibration of the time-dependent behavior
of segmental bridges using self-learning simulation. Hew-
son (2007) prepared a study on balanced cantilever bridges.
Hedjazi et al. (2007) investigated the effects of creep on the
deflection and stress values of box girder-balanced cantilever
bridges. Morassi and Tonon (2008) carried out a series of
forced vibration tests to map the dynamic characterization
of the three-span post-tensioned Palu Bridge in the north-
east Italy, an area of high seismicity. Gentile and Bernardini
(2008) carried out a number of ambient vibration tests on
the balanced cantilever Capriate Bridge using radar-based
measurements. The natural frequency values and mode
shapes obtained using radar-sensor accelerometers were
found to be compatible with those obtained using conven-
tional accelerometers. Marzouk et al. (2008) developed a
special simulation model for the balanced cantilever bridges.
Kronenberg (2008) carried out a study of continuous con-
crete placing during the construction of a balanced canti-
lever bridge. Kamaitis (2008) investigated the behavior of
connection nodes in post-tensioned segmental reinforced
concrete bridges during the construction and the service.
Bayraktar et al. (2009) carried out ambient vibration tests
on Kömürhan Bridge on the Elazığ–Malatya Highway to
determine the dynamic characterization of the bridge. Liu
et  al. (2009) identified the dynamic characteristics of a
235-m-long three-span pre-tensioned box girder-reinforced
concrete highway bridge by means of a series of ambient
vibration tests, which were carried out at different tempera-
tures over a 12-month period. Vonganan (2009) worked on
the second Mekong Bridge in Thailand. Pimanmas et al.
(2009) implemented a study on Phra-Nangklao Bridge,
which is a pre-tensioned balanced cantilever concrete bridge
in Thailand. Starossek (2009) presented the design and con-
struction phases of post-tensioned box girder-balanced canti-
lever ShinChon Bridge in Korea. Altunisik et al. (2010) car-
ried out a construction-stage analysis of Kömürhan Bridge,
taking time-dependent material characteristics into con-
sideration. Malm and Sundquist (2010) performed a time-
dependent analysis of balanced cantilever segmental bridges.
Stathopoulos et al. (2010) investigated the dynamic behavior
of Metsovo Bridge, which is a balanced cantilever bridge
in Greece. Altunışık et al. (2011) measured the dynamic
behavior of isolated Gülburnu Viaduct, which is a balanced
cantilever construction located on the Giresun–Espiye High-
way, using ambient vibration tests. Ates (2011) modelled
box girder-balanced cantilever-reinforced concrete bridges
considering construction stages. Turan (2012) identified
dynamic characteristics of a balanced cantilever-reinforced
concrete highway bridges using numerical and experimen-
tal methods. Ates et al. (2013) investigated the structural
behavior of box girder concrete highway bridges consider-
ing the soil–structure interaction effects. Chen et al. (2013)
performed dynamic testing and long-term monitoring of
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Asian Journal of Civil Engineering
a twelve-span viaduct using wireless sensors conducted
shortly after construction of the bridge. Kudu et al. (2014)
obtained the dynamic characteristics of Berta Bridge, which
is a post-tensioned balanced cantilever structure, using the
Finite Element and the Operational Modal Analyses Meth-
ods. Pimentel and Figueiras (2017) presented an assessment
methodology including experimental and numerical stud-
ies to evaluate the condition of post-tensioned box-girder
bridges built using the balanced cantilever method.
The fundamental natural frequency of a structure ena-
bles better assessment of its seismic demand for an efficient
design and planning of its maintenance and retrofit strategy.
Since the structural systems of post-tensioned box-girder
bridges built using the balanced cantilever method are com-
plex, it is recommended in the above studies that numerical
models of the existing bridges should be calibrated for the
reliable safety evaluations and rehabilitation intervention.
It can be achieved using empirical frequency formulation
provided in codes or in situ experimental nondestructive
tests. However, code-based systematic studies focused on
the post-tensioned balanced cantilever bridges are still miss-
ing. Besides, it is known that the non-destructive in situ tests
of the bridges are very difficult and costly. The aim of the
present study is to develop a simplified natural frequency
formula for the determination of the first natural frequency
of existing post-tensioned balanced cantilever bridges con-
sidering Ambient Vibration Test and the Finite Element
Method results.
Construction stages of the selected bridges
The bridges selected for the study are Berta, Akarsın, Sen-
gan, Budan and Ortaköy Bridges, located in the city of Art-
vin, Turkey. These bridges were constructed between 2008
and 2011 on the Artvin–Erzurum Highway consisting of
foundation, pier, flange, deck and post-tension structural ele-
ments. The construction stages of the selected bridges are
summarized briefly as follows.
Foundations
The height of the central pier foundation of all five bridges
investigated in this study is 6  m, while the foundation
widths and lengths vary between 27 and 33 m. A 3 m-deep
and 3 m-wide shear key extends along the direction per-
pendicular to the bridge axis, the dowel bars of which
extend into the top elevations of the foundation. The lean
concrete thickness beneath the foundation is 25 cm, and
the total weight of the steel used in the foundations varies
between 900 and 1200 tons. The foundation reinforcement
is 32 mm in diameter, and they are laid in a reinforcement
mesh in four layers at the bottom and two layers at the top.
Asian Journal of Civil Engineering

The concrete class used in the foundations is C30. Images Deck

showing the basic construction stages of the foundations
are presented in Fig. 1. The mid-spans of the five balanced cantilever bridges exam-
ined in the study vary between 132 and 165 m, while the side
Piers spans vary between 71.5 and 95 m. The total bridge lengths
(L) are as follows:
All five bridges investigated in the study feature hollow
Berta Bridge : L = 87.5 + 165 + 87.5 = 340 m
rectangular box profile piers. The wall thickness is 120 cm
Akarsın Bridge : L = 71.5 + 132.0 + 71.5 = 275 m
in four of the investigated bridges, and 80 cm in the fifth.
Sengan Bridge : L = 95.0 + 95.0 = 190 m
The pier width and length values vary between 6 and 9 m,
Budan Bridge : L = 92.5 + 165.0 + 92.5 = 350 m
while the piers heights vary between 60 and 115 m. For the
Ortaköy Bridge : L = 77.2 + 77.2 = 154.4 m
construction of the piers, a 4.5 m high climbing formwork
system was used, and the concrete was poured in the form
The decks of the five bridges under investigation were
of tiles measuring 4.5 m, and raised by fixing it to the
constructed in box profile segments, whose lengths varied
previous piece using conical anchors. The pier formwork
between 3 and 5 m. The top deck of Ortaköy Bridge is 12 m
is comprised of two main pieces—the outer formwork and
wide and other bridges are 15 m wide. Thickness of the top
the inner formwork. The concrete class used in the piers
decks for all bridges was equally 25 cm, while the lower
is C40. Images showing the construction of the piers is
decks varied in size, and became wider as the segments
presented in Fig. 2.

Fig. 1  Construction stages of the bridge foundations (Sümerkan 2014)

Fig. 2  Construction stages of the bridge piers (Sümerkan 2014)

13

proceed. The concrete class used for the construction of the
decks was C40.
Flange segment
After the piers were completed, the construction of flange
segment began by anchoring the flange platforms, which
were pre-formed on the ground, to the piers. After position-
ing the flange platforms, the outer formwork installations of
the sides, which are perpendicular to the bridge axis, were
made. The flange is constructed by pouring concrete in three
stages: bottom deck, body, and top deck. First, the bottom
deck reinforcement bars are installed and the bottom deck
concrete is poured, after which, the flange bottom deck con-
crete, inner formwork and reinforcement installations are
made, and the concrete is poured. Following the pouring of
the body concrete, scaffolding is erected for the construction
of the top deck. The top deck reinforcement bars are fixed
from the scaffolding, and the casing pipes that will accom-
modate the post-tensioning cables are sited, with the number
of pipes varying based on the number of cables to be used
in each bridge. For instance, the top flange of Berta Bridge
contains 56 such casing pipes, 28 on each side. Gaps (PVC
pipes) are left for the installation bars to be used to hold the
trolley formwork to be set up in the final stage of the top
deck construction. The construction stages of flange segment
are shown in Fig. 3.
Assembly of trolley formwork and joining segments
The trolley formwork is one of the most significant phases
in balanced cantilever construction. After the construction
of the flange (first segment), the trolley formwork system
Fig. 3  Construction stages of flange segments (Sümerkan 2014)
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Asian Journal of Civil Engineering
(weighing 90 tons) was assembled. At each segment, the
trolley formwork was fixed to the deck via installation bars
steered through the installation holes. The trolley formwork
transfers the weight of the next segment to be poured onto
the previous section via a cantilever and a hanger system.
The installation of reinforcement bars for the segment to be
constructed was done after the assembly of the trolley form-
work had been completed, and the casing pipes that would
accommodate the post-tensioning cables were located. The
segment concrete was poured, and after the concrete had
gained sufficient strength, the post-tensioning cables were
installed and stretched. After stretching, the formwork trol-
ley was driven to the next section and the procedure was
repeated. The segment concrete was poured simultaneously
to the right and left of the pier, meaning that the balanced
cantilever runs up along the 3–5 m long pieces. The con-
struction stages of the trolley formwork assembly and the
segments’ progress are shown in Fig. 4.
Post‑tensioning system
The post-tensioning system used in the construction of
bridges and viaducts aims to overcome the difficulties aris-
ing from the weakness of concrete under tension. High-
strength wire cables were directed through the casing pipes,
which were placed according to the desired geometrical
schemes through the cross-section before pouring the con-
crete. The cables were stretched after the concrete had cured
to a sufficient strength, which allowed the system to work
under post-tensioning. In this way, a constant compressive
force was applied to the concrete, while tensile stresses in
the concrete were limited. Preventive precautions were taken
against adverse external loading conditions.
Asian Journal of Civil Engineering
Fig. 4  Construction stages of the trolley formwork assembly and the segments’ progress (Sümerkan 2014)
Experimental and finite‑element analyses
of the bridges
All of the bridges investigated in the study were constructed
to cross a different valley in the city of Artvin, Turkey. The
views, sections, and general characteristics of the selected
bridges are shown in Tables 1 and 2.
Ambient vibration tests of the selected bridges
To determine the experimental dynamic characteristics of
the selected bridges, a referenced ambient vibration test was
carried out in four steps, in such a way that two measure-
ments were taken from each side. The measurements were
performed on the each sides of bridge deck. The accel-
erometers were placed along the deck of the bridge. The
accelerometer locations given in Table 3 were shown on
the simplified line model of each bridge. The lines repre-
sent any side of the deck. During the measurements, natural
sources of vibration, such as the wind and the passing of
pedestrians and vehicles over the bridge were used for the
vibration. The measurements and data analyses were carried
out at 0–12.5 Hz and 0–3.125 Hz intervals, respectively.
The reference point for the measurements was selected as
the mid-point of the central span of the bridges. Uni-axial
seismic accelerometers (B&K 8340) and a 17-channel data
acquisition system (B&K 3560) were used during the ambi-
ent vibration measurements. The accelerometers with sen-
sitivity of 10 V/g were placed in two directions, vertical
and transversal. The vibration signals obtained from the
accelerometers were transferred into PULSE (2006) soft-
ware using the data acquisition system. Operational Modal
Analysis software OMA (2006) was used to generate modal
parameter estimations from the ambient vibration data using
the Enhanced Frequency Domain Decomposition (EFDD)
technique. The accelerometer locations, the singular val-
ues of spectral density matrices and views from the ambi-
ent vibration tests are given in Table 3. The comparisons
of the first three frequencies and damping ratios, and the
experimental schematic mode shapes of the five bridges are
shown in Tables 4 and 5, respectively. The first three mode
shapes of the five bridges were transverse, the first vertical
and second vertical bending modes, respectively. The damp-
ing ratios of the bridges were found to be below 3%.
Finite element analyses of the selected bridges
To determine the theoretical dynamic characteristics (natu-
ral frequencies and mode shapes) of the five bridges, three-
dimensional finite element models were constructed using
the “Bridge” module in SAP2000 (2010) software based on
the following modeling criteria:
• The varying box sectioned deck sizes were reflected in
the model based on the project input, rather than para-
metric variations. The segment lengths were defined as
5 m in the central piers and at the deck.
• The central pier–deck connections were defined as rigid,
as defined in the project, and the final 1 m lengths before
the deck connection were accepted as solid sections.
• 1 m-thick diaphragms were defined at the connections of
end piers and central piers to the bridge deck.
• The length and number of pre-tension cables used above
the box girder deck slab and the post-tension cables used
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 Asian Journal of Civil Engineering

Table 1  Views and sections of the selected bridges in Artvin, Turkey

Bridge Views Sections (Bridge Projects, 2007)

Ortaköy

Akarsın

Budan

Sengan

Berta

below the box girder deck slab were defined in accord-
ance with the project data.
• The end pier supports were defined as springs with a
certain rigidity value. The vertical and transversal move-
ments of the end piers were totally constrained. For the
longitudinal movement, the spring rigidity was defined
as 50,000 kN/m.
• 1D frame element type is used for the structural mem-
bers. Due to the rock properties of the foundations of
the bridges, boundary conditions are considered as fixed

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Asian Journal of Civil Engineering

Table 2  Summary of the Bridge name Location Year Main span Total length Slab width Max height Span number
selected bridge characteristics (m) (m) (m) (m)

Ortaköy Artvin 2011 77.2 154.4 12 69 2

Akarsın Artvin 2011 132 275 15 109.7 3
Budan Artvin 2011 165 350 15 106.7 3
Sengan Artvin 2011 95 190 15 106.2 2
Berta Artvin 2011 165 340 15 124.6 3

Table 3  Accelerometer location, singular values of spectral density matrices and views from the ambient vibration tests

Ambient Vibration Tests

Bridge Singular Values of Spectral
Accelerometer Location Views
Density Matrices

Ortaköy

Akarsın

Budan

Sengan

Berta

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 Asian Journal of Civil Engineering

Table 4  Comparisons of Bridge Frequency (Hz) Damping ratio (%)

experimental frequencies and
damping ratios 1 2 3 1 2 3

Ortaköy 0.815 1.166 2.111 1.227 0.858 0.473

Akarsın 0.484 1.147 1.714 1.592 0.552 0.681
Budan 0.389 0.788 0.863 1.398 0.691 0.766
Sengan 0.716 1.353 1.639 1.112 0.665 1.636
Berta 0.354 0.749 0.867 1.769 3.169 0.652

Table 5  Comparison of the first three experimental mode shapes of the bridges

Modes
Bridge 2 3
1
(First Vertical (Second Vertical
(Transverse Mode)
Bending Mode) Bending Mode)

Ortaköy

Akarsın

Budan

Sengan

Berta

in the models. Masses of the bridge models are calcu-
lated using the self-weight by the software automaticaly.
Cracking effects of the concrete members are not consid-
ered in the theoretical modal analyses.
The finite element models and the material properties
used for the modeling and analysis of the bridges are pre-
sented in Tables 6 and 7. The theoretical mode shapes and
frequency values obtained from the finite element analysis
are given in Tables 8 and 9.

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Asian Journal of Civil Engineering

Table 6  Finite element models

Bridge Finite Element Model
of the selected bridges

Ortaköy

Akarsın

Budan

Sengan

Berta

Table 7  Material properties Member Modulus of Poisson ratio Density Concrete class

used in the finite element elasticity (kg/m3)
models of the bridges (N/m2)

Deck 3.4E10 0.2 2450 C40

Central piers 3.2E10 0.2 2450 C40
Central pier foundations 3.2E10 0.2 2450 C30
Abutments 3.2E10 0.2 2450 C30
Pre-tension steel 1.95E11 0.3 7800 –

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 Asian Journal of Civil Engineering

Table 8  The first three theoretical mode shapes of the selected bridges

Modes

Bridge 1 2 3
(Transverse Mode) (First Vertical (Second Vertical
Bending Mode) Bending Mode)

Ortaköy

Akarsın

Budan

Sengan

Berta

Table 9  The first three Bridge Frequency (Hz) Evaluation of the results

theoretical frequencies of the
selected bridges 1 2 3
Comparison of analytical and experimental
Ortaköy 0.815 1.166 2.111 frequencies of the bridges
Akarsın 0.544 0.560 0.980
Budan 0.371 0.490 0.695 The experimental and analytical (theoretical) natural
Sengan 0.780 0.855 1.447 frequency values of the five bridges, located on the Art-
Berta 0.394 0.444 0.720 vin–Erzurum Highway in Turkey, are compared in Table 10
and Fig. 5. Since longitudinal accelerometers were not used

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Asian Journal of Civil Engineering

Table 10  Experimental and Mode Akarsın Budan Berta Sengan Ortaköy

analytical natural frequencies number
Exp. Analy. Exp. Analy. Exp. Analy. Exp. Analy. Exp. Analy.

1 0.484 0.544 0.389 0.379 0.354 0.394 – 0.780 – 0.815

2 – 0.560 – 0.498 – 0.444 0.716 0.855 0.923 1.166
3 1.147 0.980 0.788 0.697 0.749 0.720 1.353 1.447 1.639 2.111
4 1.714 1.091 0.863 0.737 0.867 0.773 1.639 2.173 2.016 3.384
5 – 1.600 1.354 1.393 1.372 1.465 2.389 2.488 3.084 3.534
6 2.190 1.730 1.664 1.520 1.648 1.501 – 2.727 3.253 3.620
7 2.409 2.140 1.958 1.916 – 1.880 2.711 2.812 – 5.840

during the ambient vibration tests, the natural frequency
values corresponding to the longitudinal modes could not
be obtained. As can be seen from Fig. 5, the experimental
and analytical natural frequency values obtained for Budan,
Berta and Sengan Bridges are quite compatible, while for
Akarsın and Ortaköy Bridges, close values were obtained
only in the first and second frequency values.
Identification of the parameters affecting the bridge
frequencies
The primary parameters affecting the natural frequency val-
ues of bridges are mass and rigidity. Rigidity varies with
height, modulus of elasticity and moment of inertia, and how
much each of these factors affects natural frequency will be
investigated using the numerical model. As can be seen from
Fig. 5, the natural frequency values obtained from the ambi-
ent vibration tests and the theoretical modal analyses are the
closest at Budan Bridge. The finite element model of Budan
Bridge will be used to identify the parameters affecting the
first natural frequency value. The modulus of elasticity, pier
heights, concrete unit weight and moment of inertia values
used in the numerical model of Budan Bridge are presented
in Table 11.
When the modulus of elasticity, pier heights, mass and
moments of inertia of Budan Bridge are changed individu-
ally by 10%, the first natural frequency values obtained are
presented in Table 12 together with the variation values.
The (−) and (+) signs before “%” indicate a decrease and
increase, respectively.
As can be seen from Table  12, the most influential
parameter on the first natural frequency of the bridge is
the pier heights, although the effect of modulus of elastic-
ity and mass is also quite significant, and the impact of the
moment of inertia is less than these three parameters. Since
the same class of concrete was used in all of the selected
bridges, the modulus of elasticity is the same, so this value
was ruled out of the analyses. The moment of inertia was
also ruled out, as its impact on natural frequency was rela-
tively low. Bridge height and mass were selected as the
most influential parameters on the first natural frequency.
The superstructure sections of the five bridges were close
to each other; therefore, minor differences in the super-
structure cross-sections were ignored and the bridge
masses were accepted as directly proportional to the bridge
lengths. Furthermore, bridge length was accepted as the
most influential parameter on frequency variation, rather
than bridge mass. As a result, the most significant param-
eters influencing frequency values were accepted as height
(H) and length (L) of bridge.
The variations of experimental frequencies with the height
and length
Variations in the experimentally obtained the first natural
frequency values of the bridges according to bridge height
and length are shown in Table 13. H and L in Table 13 stand
for height and length of bridge, respectively. The variations
in the first experimental frequency values according to
bridge height and length are given in Figs. 6 and 7, respec-
tively. As can be seen in Figs. 6 and 7, the first natural fre-
quency values of the bridges increase with decreasing values
of bridge height and length. It can be also concluded from
Figs. 6 and 7 that the bridge height and length are the most
important parameters affecting the first natural frequency
of bridges.
Developing of a natural fundamental
frequency formula
Budan Bridge, which is given the highest correlation
between the experimental and theoretical frequencies,
was selected as a model to develop a simplified formula
for calculating the first natural frequency of the balanced

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 Asian Journal of Civil Engineering

3.00 cantilever bridges. A series of numerical modal analy-

2.50 ses were carried out based on the bridge finite element
models having different height and length values. The
Frequency (Hz)

2.00
calculated natural frequency values are given in Table 14.
1.50
Using the first natural frequencies obtained for different
1.00
Experimental height and lenghts, a simplified fundamental frequency
0.50 formula is determined by the least squares method as
Analytical
0.00 below,
0 1 2 3 4 5 6
Mode Number f1 = 2.806 − 0.010510 × H − 0.009699 × L + 0.00003977
(a) Akarsın Bridge
2.50 × H 2 + 0.00001353 × L2
(1)
2.00
in which f1, H and L stand for the first frequency in Hertz,
Frequency (Hz)

1.50 maximum height and total length of the bridge in meter,

1.00
respectively. The R-squared value and standard error cal-
Experimental culated from the least squares method using quadratic pol-
0.50
Analytical
ynomial are 0.9846 (98.46%) and 0.244, respectively, for
0.00 Eq. (1).
0 1 2 3 4 5 6 7 The formula was checked against the results obtained
Mode Number
(b) Budan Bridge
from the experimental studies, and the values are compared
2.00 in Table 15. It can be seen from Table 15 that the proposed
formula produces close results for the post-tensioned bal-
1.50 anced cantilever bridges.
Frequency (Hz)

1.00

0.50 Experimental

Analytical
Conclusions
0.00
0 1 2 3 4 5 6
The goal of this study was to develop a simplified natu-
Mode Number
(c) Berta Bridge ral fundamental frequency formula for the post-tensioned
3.00 balanced cantilever concrete bridges with rigid pier–beam
connections. Five balanced cantilever bridges constructed
2.50
between 2008 and 2011 on the Artvin–Erzurum Highway
Frequency (Hz)

2.00
in Turkey were selected for the study. Both experimental
1.50 and theoretical methods were used to obtain the dynamic
1.00 characteristics of the bridges. The experimental dynamic
0.50
Experimental characteristics were determined using Ambient Vibration
Analytical Test, while the theoretical dynamic characteristics were
0.00
0 1 2 3 4 5 6
calculated by means of the three-dimensional finite element
Mode Number models. The dynamic characteristics obtained experimen-
(d) Sengan Bridge tally and theoretically for the five bridges were compared
4.00
from which it was observed that the closest results were
3.50
obtained for Budan Bridge. Budan Bridge was selected for
3.00
the theoretical model to identify the parameters that have
Frequency (Hz)

2.50
2.00
the greatest influence on the first natural frequency value.
1.50 It was seen that the parameters of bridge height (H) and
1.00 Experimental length (L) have the most significant effect on the first natu-
0.50 Analytical ral frequency. A series of theoretical modal analyses were
0.00 carried out using the finite element model of the bridge
0 1 2 3 4 5 6
having different lengths and heights. Using the results of
Mode Number
(e) Ortaköy Bridge these analyses, a simplified fundamental frequency for-
mula for the post-tensioned balanced cantilever concrete
Fig. 5  Comparison of the experimental and analytical natural frequency values
bridges was developed using the method of least squares.

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Asian Journal of Civil Engineering

Table 11  Material and cross-sectional properties of Budan Bridge

First natural frequency (Hz) Modulus of elasticity (kN/m) Pier heights (m) Concrete unit weight (kN/m3) Moment of inertia
­(m4)
P2 P3 P2 P3

0.3787 32,000,000 101.2 107.2 24.5 203.31 203.31

Table 12  Variation of frequency Actual value Modulus of Pier heights Mass Moment of inertia
values based on the parameters elasticity (+ 10%) (+ 10%) (− 10%)
(− 10%)

First frequency (Hz) 0.3787 0.3593 0.3580 0.3611 0.3710

% Variation – − %5.1 − %5.5 − %4.6 − %2

Table 13  Variation of natural Bridge Akarsın Budan Berta Sengan Ortaköy

frequency with height and
length H (m) L (m) H (m) L (m) H (m) L (m) H (m) L (m) H (m) L (m)

1st frequency 109.7 275 106.7 350 124.63 340 106.16 190 69 154.4
(Hz) 0.484 0.389 0.354 0.716 0.923

140 Table 14  The first natural frequencies for different height and lenghts
120
Height Length First natural Height Length First natural
100 (m) (m) frequency (m) (m) frequency
Height (m)

80 (Hz) (Hz)
60
40 80 350 0.454 95 290 0.491
20 90 350 0.415 105 290 0.468
0 100 350 0.385 80 275 0.600
0 0.2 0.4 0.6 0.8 1 110 350 0.363 90 275 0.562
1st Natural Frequency (Hz)
90 340 0.488 100 275 0.535
100 340 0.446 110 275 0.514
Fig. 6  Changes in the first experimental natural frequency with height
110 340 0.414 80 190 0.804
120 340 0.390 90 190 0.774
400 85 330 0.456 100 190 0.751
350
95 330 0.424 110 190 0.731
300
105 330 0.400 70 180 0.922
Length (m)

250
200 115 330 0.383 80 180 0.880
150 85 320 0.479 90 180 0.848
100
95 320 0.446 100 180 0.822
50
0 105 320 0.422 80 170 0.965
0 0.2 0.4 0.6 0.8 1 115 320 0.403 90 170 0.931
1st Natural Frequency (Hz)
80 300 0.540 100 170 0.903
90 300 0.501 110 170 0.876
Fig. 7  Changes in the first experimental natural frequency with length 100 300 0.473 70 160 1.107
110 300 0.451 80 160 1.062
75 290 0.565 90 160 1.027
This formula was checked with the experimental results of 85 290 0.522 100 160 0.995
the five constructed bridges and it was noted that both sets
of results were close to each other.

13

Table 15  Checking the Frequency Budan
developed formula for the post- (Hz)
tensioned balanced cantilever Exp. Formula
bridges
f1 0.389 0.400
It can be stated that the proposed simplified formula can
be used for the verifying the finite element models of post-
tensioned balanced cantilever bridges in the phase of design
and safety evaluation.
Acknowledgements  The authors would like to express their gratitude
to the General Directorate of State Hydraulic Works, DOLSAR Engi-
neering Co. Ltd., PÖYRY Infra Limited, Sümerkan Engineering, and
Assist. Prof. Dr. Hasan Basri BAŞAĞA for their contributions to this
study.
Compliance with ethical standards  Kwak, H.-G., & Son, J.-K. (2004a). Span ratios in bridges constructed
Conflict of interest  On behalf of all authors, the corresponding author
states that there is no conflict of interest.
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