Hindawi Publishing Corporation

Mathematical Problems in Engineering

Volume 2016, Article ID 2749720, 17 pages
http://dx.doi.org/10.1155/2016/2749720

Research Article
Dynamic Behavior of Tied-Arch Bridges under the Action of
Moving Loads

Paolo Lonetti, Arturo Pascuzzo, and Alessandro Davanzo

Department of Civil Engineering, University of Calabria, Via Pietro Bucci, Cubo 39-B, Rende, 87030 Cosenza, Italy

Correspondence should be addressed to Paolo Lonetti; paolo.lonetti@unical.it

Received 27 January 2016; Accepted 7 April 2016

Academic Editor: Xiao-Qiao He

Copyright © 2016 Paolo Lonetti et al. This is an open access article distributed under the Creative Commons Attribution License,
which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

The dynamic behavior of tied-arch bridges under the action of moving load is investigated. The main aim of the paper is to
quantify, numerically, dynamic amplification factors of typical kinematic and stress design variables by means of a parametric
study developed in terms of the structural characteristics of the bridge and moving loads. The basic formulation is developed by
using a finite element approach, in which refined schematization is adopted to analyze the interaction between the bridge structure
and moving loads. Moreover, in order to evaluate, numerically, the influence of coupling effects between bridge deformations
and moving loads, the analysis focuses attention on usually neglected nonstandard terms in the inertial forces concerning both
centripetal acceleration and Coriolis acceleration. Sensitivity analyses are proposed in terms of dynamic impact factors, in which
the effects produced by the external mass of the moving system on the dynamic bridge behavior are evaluated.

1. Introduction system and bridge vibrations and, consequently, to estimate,

correctly, dynamic impact factors of typical design bridge
The tied-arch bridge represents a valid solution in the field variables. In the literature, several works have been developed
of medium spans, since it combines both structural and with the analysis of bridges travelled by trains, mainly for
aesthetic advantages [1]. The structure consists, basically, of beam and girder bridges. In this framework, earlier studies
an arch and a girder, which are connected through internal were devoted to investigate the vibrations of simply supported
supports. In particular, the bridge is based on an arch beams travelled by moving load or mass at constant speed,
entirely above the girder and a tie chord at girder level, providing both analytical and numerical solutions [2–5].
which eliminates the horizontal thrust of the arch. The However, advances in computer and computational technolo-
structural scheme of tied-arch bridges makes it possible to gies made it possible to develop more accurate models and,
have light structural components, involving low values of at the same time, to extend investigations on the dynamic
ratios between dead and live loads. However, due to the new behavior of complex structures, such as long-span bridges
developments in rapid transportation systems, the allowable [6–9]. Moreover, further issues such as track irregularities
train speed range and the loads involved by the moving and mechanical properties of vehicles were properly taken
system are much larger than the ones observed in the past. into account in [10–13]. Recently, in order to assess the
Consequently, the moving system may influence the bridge safety of new bridges against human and nature hazards, the
vibrations, since the external mass applied to the bridge moving load problem was examined introducing additional
is quite comparable to the one involved by the structural complexities arising from damage phenomena involved in
or nonstructural elements of the bridge. Moreover, existing the structural elements [14, 15] and, in this framework,
codes on arch bridges do not provide any explicit rela- dynamic amplification factors were properly identified. At
tionships to quantify numerically the dynamic amplification the same time, new analyses, which combine refined models
factors involved in stress or displacement variables of the and probabilistic methodologies, were developed to assess
bridge components. To this end, accurate investigations are the safety of existing bridges for high-speed traffic loads
needed to describe the interaction between external moving [16, 17]. However, despite the great interest on the subject,
2 Mathematical Problems in Engineering

there are comparatively few papers on the dynamic response of several vertical hangers spaced at constant step along the
of arch structures under the action of moving loads. Among girder development. The whole system is simply supported at
these studies, Chatterjee and Datta [18] have investigated its ends. In particular, one end is pinned, whereas the other
the dynamic behavior of upper-deck arch bridges travelled one is free to move longitudinally.
by a single moving load by means of a mixed approach
based on continuum and lumped mass descriptions. Wu 2.1. Initial Configuration of the Bridge. Since steel cables
and Chiang [19] have used a numerical model developed require posttensioning forces, the initial configuration of
in the framework of the FE approach to analyze in-plane the bridge under the dead loading must be identified in
bending vibrations of a uniform circular arch under the advance. In order to calculate the initial stress in each
action of a moving load. Huang [20] has performed dynamic cable, a numerical procedure developed, consistently with
impact analyses of 3D half-through arch bridges with refined the zero displacement method being developed [24, 25].
schematization of both bridge and vehicle. Ju and Lin [21] In particular, the geometric initial shape of the bridge and
have presented an advanced numerical model to investigate the corresponding internal stresses of the cable system are
the vibration characteristics of steel tied-arch bridges tra- obtained enforcing the girder to remain under dead loads
versed by high-speed trains. In particular, they have pro- in the undeformed design configuration. With reference to
posed two simple design criteria to predict the train-bridge Figure 2, the unknown variables are represented by the
resonance effects, whose results were validated by means posttensioning stresses in the cable:
of numerical analyses. Neglecting the elastic and inertial
interactions between the train and the bridge, Lacarbonara 𝑆𝐻 = (𝑆1𝐻, 𝑆2𝐻, . . . , 𝑆𝑚
𝐻
), (1)
and Colone [22] have developed a generalized numerical ̃
model, suitable to predict the dynamic response of tied-arch where 𝑚 is the number of hangers of the cable arrangement.
bridges, due to the passage of the three main European high- The displacement conditions utilized to achieve zero dis-
speed trains involving resonance phenomena. Yang et al. in placement variables at the girder anchorages are expressed as
[23] have analyzed the dynamic interaction between a short follows:
tied-arch bridge and moving loads, identifying the dynamic
𝐻 𝐻
amplification factors for displacement and internal forces. 𝐿𝐻 [(𝑆1 + Δ𝑆1𝐻, . . . , 𝑆𝑚 + Δ𝑆𝑚
𝐻
) , 𝑈𝐻 ] = 0, (2)
However, most of the exiting studies on tied-arch bridges ̃ ̃3
do not consider the influence of accurate discretization where 𝐿𝐻 is the constraint operator and 𝑈𝐻 is the vector
of the inertial forces, which typically are able to produce ̃ the vertical displacement of the cable
containing ̃ 3 at anchorage
notable dynamic amplification effects on common design points located on the girder. It is worth nothing that in (2)
bridge variables [9, 14, 15]. Moreover, analyses available from the total initial stresses are expressed as a combination of
the literature are focused on structures with relatively short 𝐻
spans, namely, up to 120 m, and, to the Author’s knowledge, a constant quantity (𝑆𝑖 ) and an incremental contribution
no works on long-span bridges were properly developed in (Δ𝑆𝑖𝐻). The former is a set of trial initial posttensioning cable
the literature. Therefore, the purpose of the present study is to forces, which are estimated by means of simple design rules
analyze the dynamic behavior of tied-arch bridges in the field commonly adopted in the context of bridge design [26–
of medium and large span ranges, by evaluating the effects 28], whereas the latter is defined by an incremental value,
produced by the moving system on the bridge vibrations. It is representing the unknown quantity to be identified in the
worth noting that the present paper can be considered as an solving procedure.
extension of previous authors’ works [9, 14, 15] in which the
dynamic behavior was investigated in the framework of cable 2.2. Bridge Formulation and FE Implementation. The cable
supported bridges. However, the main aims of this paper are formulation is consistent with a large deformation theory
to propose a parametric study in a dimensionless context based on the Green-Lagrange strain measure and the second
in the framework of tied-arch bridges, which describes the Piola-Kirchhoff stress [29], whereas the material behavior is
relationship between dynamic amplification factors, moving assumed to be linearly elastic. Nonlinearities in the cable
loads, and bridge characteristics. The outline of the paper is elements are introduced to reproduce the local vibration
as follows: in Section 2 a description of the tied-arch bridge effects, determined by the moving load application (Figure 3).
together with the formulation of the bridge modeling and The formulations of the arch and the girder are consistent
the evaluation of the initial configuration is presented. The with a geometric nonlinear model based on Euler-Bernoulli
numerical implementation is reported in Section 3, whereas theory, in which large displacement is considered by using
in Section 4 numerical results are proposed. Green-Lagrange strain measure. Moreover, the torsional
behavior owing to eccentric loading is described by means
2. Theoretical Formulation: Initial of the classical De Saint Venant theory. The external loads
Configuration and Equations of Motion are consistent with uniformly distributed vertical moving
forces and masses, travelling on the girder profile at constant
Tied-arch bridge scheme, considered in the present paper, speed (𝑐) and at a fixed eccentricity (𝑒) with respect to the
consists of two arch ribs whose extremities are rigidly con- geometrical axis of the girder. In particular, the definition of
nected to longitudinal edge beams which support the girder the moving loads is consistent with previous author’s works,
(Figure 1). Moreover, each arch rib carries tie beams by means in which a refined description of the moving loads in terms
Mathematical Problems in Engineering 3

EA , AA , I3A , I2A , JtA Lp

Arch rib ct
U3A e Start End
EH , AH H
i , Si
X3 Hangers c
X2
EG , AG , I3G , I2G , JtG X3
Girder

B
X2
U3G
X1

ΨG
1

gA , 𝜇A , 𝜇A
0
Bridge structure
𝜇H
gG , 𝜇G , 𝜇G
0
X3 Δ
f
Moving system m
1 2 3

p, 𝜆ML , 𝜆0ML X1
L = (m + 1) × Δ

Figure 1: Structural scheme of the tied-arch bridge.

element. The discrete equations in the local reference system

of the 𝑖th element lead to the following equations in matrix
notation:
1 2 3 m
𝐺 𝐺
(𝑀𝐺 𝑆
+ 𝑀𝐺 𝑁𝑆
) 𝑈̈ + (𝐶𝐺𝑆
+ 𝐶𝐺𝑁𝑆
) 𝑈̇
̃ ̃ ̃ ̃ ̃ ̃ (4)
+ (𝐾𝐺 𝑆
+ 𝐾𝐺𝑁𝑆
) 𝑈𝐺 = 𝑃𝐺 + 𝑄𝐺,
m hangers UH3 ̃ ̃ ̃ ̃ ̃
̃ 𝐴 𝐴
S1H , S2H , . . . , Sm
H 𝑀𝐴𝑈̈ + 𝐶𝐴𝑈̇ + 𝐾𝐴𝑈𝐴 = 𝑃𝐴 + 𝑄𝐴 , (5)
̃ ̃ ̃ ̃ ̃ ̃ ̃ ̃
𝐻 𝐻
Figure 2: Displacement and control variables for the evaluation of 𝑀𝐻𝑈̈ + 𝐶𝐻𝑈̇ + 𝐾𝐻𝑈𝐻 = 𝑃𝐻 + 𝑄𝐻, (6)
the initial configuration. ̃ ̃ ̃ ̃ ̃ ̃ ̃ ̃
where (𝑀, 𝐶, 𝐾) are standard (𝑆) mass, damping, and stiff-
̃ ̃ ̃𝑃 is the load vector produced by the dead and
ness matrixes,
of nonstandard terms in the acceleration functions as well ̃ 𝑄 is the unknown force vector collecting the
live loading, and
as the time dependent effects on the mass distribution is ̃
point sources. Moreover, the matrixes concerning nonstan-
considered. More details on the analytical expressions can be dard terms denoted by the subscripts (⋅)𝑁𝑆 and introduced
recovered in [14, 15] or in the appendix, in which essential essentially by the presence of the moving loads are reported
equations concerning moving load description are briefly in explicit form in the Appendix. In order to reproduce
reported. Finite element expressions are written, introducing the bridge kinematic correctly, additional relationships to
Hermit cubic interpolation functions for the girder and arch define the connections between girder, arch, and hangers
flexures and Lagrange linear interpolation functions for the are necessary. In particular, hanger displacement should be
cable system, girder, and arch displacement: equal to that of the girder and the arch at the corresponding
intersection points; thus, the bridge kinematic is restricted by
𝑈𝐻 (𝑟, 𝑡) = 𝑁𝐻 (𝑟) 𝑞𝐻 (𝑡) , means of the following constrain equations:
̃ ̃ ̃ ̃ ̃
𝑈𝐺 (𝑟, 𝑡) = 𝑁𝐺𝑞𝐺 (𝑡) , (3) 𝐵
̃ ̃ ̃ ̃ 𝑈3𝐺 (𝑋𝐺 , 𝑡) + Ψ1𝐺 (𝑋𝐺 , 𝑡) = 𝑈3𝐻 (𝑋𝐻 , 𝑡) ,
𝐴 𝐴 𝐴
𝑈 (𝑟, 𝑡) = 𝑁 𝑞 (𝑡) , ̃𝑖 ̃𝑖 2 ̃𝑖
̃ ̃ ̃ ̃ 𝐵
𝑈1𝐺 (𝑋𝐺 , 𝑡) − Ψ3𝐺 (𝑋𝐺 , 𝑡) = 𝑈1𝐻 (𝑋𝐻 , 𝑡) ,
𝐻 𝐺 𝐴
where 𝑞 , 𝑞 , and 𝑞 are the vectors collecting the nodal ̃𝑖 ̃𝑖 2 ̃𝑖
(7)
degrees̃ of ̃freedom ̃of the hanger cable, girder, and arch, 𝑈1𝐴 (𝑋𝐴 , 𝑡) = 𝑈1𝐻 (𝑋𝐻, 𝑡) ,
̃ ̃
respectively, 𝑁𝐻, 𝑁𝐺, and 𝑁𝐴 are the matrixes containing the 𝑈2𝐴 (𝑋𝐴 , 𝑡) = 𝑈2𝐻 (𝑋𝐻, 𝑡) ,
displacement̃interpolation
̃ ̃ function for hanger, girder, and ̃ ̃
arch, and 𝑟 is the local coordinate vector of the generic finite 𝑈3𝐴 (𝑋𝐴 , 𝑡) = 𝑈3𝐻 (𝑋𝐻, 𝑡) ,
̃ ̃ ̃
4 Mathematical Problems in Engineering

Moving system

Moving system
pX displacement vector
̃

ΨG
3
i
𝜆ML

e U3G Um
̃

ΨG
2 U2G
Geometric axis of the deck j

U1G

ΨG
1

Figure 3: Moving load description and girder kinematic.

where 𝑋𝐻 , 𝑋𝐺, and 𝑋𝐴 represent the vectors containing with a Newton-Raphson iteration scheme. Since the loading
̃ 𝑖 ̃ 𝑖 positions
the intersection ̃ 𝑖 at the 𝑖th anchorage point of condition refers to the application of dead loading only, the
the hanger, girder, and arch, respectively. Finally, starting analysis is developed in the framework of a static analysis.
from (4)–(6), taking into account (7) as well as the balance The algebraic equations concerning the moving load problem
of secondary variables at the interelement boundaries, the are solved by a direct integration method, which is based
resulting equations of the finite element model are: on an implicit time integration scheme. In particular the
generalized-𝛼 method, which is an implicit, second-order
𝑀𝑄̈ + 𝐶𝑄̇ + 𝐾𝑄 = 𝑅, (8) accurate algorithm, was employed and the value of alpha
̃ ̃ ̃̃ ̃ ̃ ̃
was fixed to 0.25. Moreover, a Newton-Raphson scheme in
where 𝑄 with 𝑄 = 𝑈𝐻 ∪𝑈𝐷 ∪𝑈𝐴 is the generalized coordinate the time step increment based on the secant formulation
vector ̃ ̃ the
containing ̃ ̃ variables associated with the
̃ kinematic
is utilized for the nonlinearities involved in the governing
hanger, the girder, and the arch, 𝑀, 𝐶, and 𝐾 are the global equations [30].
̃ ̃ and ̃
mass, stiffness, and damping matrixes, 𝑅 is the loading
̃
vector. Since the structural behavior of each element depends
on the deformation state of the members, the governing equa- 3. Results
tions defined by (8) will change continuously as the structure
deforms. Moreover, the external loads owing to the presence A parametric study is proposed, with purpose to identify
of its own moving mass determine a time dependent mass the DAFs of typical bridge design variables. In particular,
distribution function on the girder profile. Consequently, the investigation is performed in terms of dimensionless
the discrete equations are affected by nonlinearities in the variables, strictly related to both moving loads and bridge
stiffness matrix and time dependence in the mass matrix. characteristics. In order to quantify the amplification effects
The governing equations are solved numerically, using a produced by the moving loads over the static solution
user customized finite element program, that is, COMSOL (ST), numerical results are presented in terms of dynamic
Multiphysics™ version 4.4 [30]. The analysis is performed by amplification factors, defined as follows:
means of two different stages. Initially, a preliminary analysis
is devoted to calculating the initial stress distribution in the
max (𝑋, 𝑡 = 0, . . . , 𝑇)
cable system, that is, “zero configurations.” In this context, Φ𝑋 = , (9)
the shape optimization procedure is developed, consistently 𝑋ST
Mathematical Problems in Engineering 5

where 𝑋 is the generic variable under investigation, 𝑇 is Therefore, the geometric measurement for the cables system
the observation period, and the subscript (⋅)ST refers to the can be expressed by the following expression [26, 27]:
static value of the variable. The bridge and moving load
characteristics are selected consistently with values utilized 𝑔𝐺 Δ
𝐴𝐻 = . (12)
in practical applications [31], which are in agreement with 𝑆𝑔𝐻
common code prescriptions on bridge engineering [32, 33].
The following parameters related to aspect ratio, stiffness, At first, the behavior of the bridge is analyzed to investi-
cable system properties, and dead and live loads involved in gate the relationship between dynamic amplification factors
the structure are adopted: (DAFs) and normalized speed of the moving system, which
𝑓 1 is defined by means of the following expression:
= ;
𝐿 5 1/2
𝐵 1 𝑆𝐻𝜇𝐺
= ; 𝜗 = 𝑐 ( 𝐻𝑎 𝐺 ) , (13)
𝐿 15 𝐸 𝑔 𝐵

𝐼2𝐴 where 𝜇𝐺 is the mass per unit length of the girder and
𝜀𝐹 = = [0.05 − 0.2] ;
𝐼2𝐺 𝐸𝐻 is the elasticity modulus of hangers. In particular, in
order to point out the influence of the moving mass on the
𝐴𝐴 bridge dynamic behavior, analyses are developed by using the
𝜀𝐴 = = [0.5 − 2] ;
𝐴𝐺 following three different models for the inertial description:
𝑆𝑎𝐻 (10) (a) External mass of the moving system completely
= 0.002;
𝐸𝐻 neglected, known as Moving Force Model (MFM).
𝑚 = [11, 15, 19, 23] ; (b) Inertial description of the moving system neglected
with respect to nonstandard inertial forces (Coriolis
𝐿 acceleration and centripetal acceleration in (A.5) are
Δ= , not considered), namely, Standard Analysis (SA).
(𝑚 + 1)
𝐺 (c) Inertial description of the moving system according
𝐺 𝐴
𝑅 (𝑔nnstr + 1.1𝑝) to (A.5), namely, Nonstandard Analysis (NSA).
𝑔tie +𝑔 =
1−𝑅
The investigated structure is consistent with a steel tied-
𝑔𝐺 arch bridge of 300 m (L) whose values of relative stiffness,
with 𝑅 = 0.088 + 0.00321 ⋅ 𝐿 (𝑓𝑡) ; nnstr = 0.95, number of hangers, and live-to-dead load ratio are assumed
𝑝
to be equal to 𝜀𝐹 = 0.1, 𝜀𝐴 = 1, 𝑚 = 15, and 𝑝/𝑔𝐺 =
where 𝐿 is the bridge length, 𝑓 is the arch rise, 𝐵 is the girder 0.67, respectively. At first, natural frequencies and the mode
width, 𝜀𝐹 and 𝜀𝐴 are the relative bending and axial stiffness, shapes of the bridge are obtained by means of prestressed
𝐸𝐻 is the cable elasticity modulus, 𝑆𝑎𝐻 is the cable allowable modal analysis, in which the initial configuration concerning
stress, and 𝑚 is the number of hangers which are uniformly the distribution of stresses and deformations is considered.
distributed along the girder at constant step Δ. Such analysis, whose results for the six mode shapes are
𝐺 𝐺
Moreover, 𝑔tie and 𝑔nnstr represent the loads per unit reported in Figure 4, is developed to determine a suitable
length of tie and utilities of the girder, respectively, whereas time step size for the transient analysis and to investigate
𝑔𝐴 is the load per unit length of the arch. It is worth nothing resonance phenomena due to the application of the external
that the parameter 𝑅 defines the dead load ratio between the loads. In particular, since a reasonable approximation of the
weight involved in both girder and arch and the one of the dynamic solution may be obtained involving the first six
whole structure; such value is assumed to be consistent with mode shapes of the arch bridge, the time integration step is
comparative studies developed in the framework of tied-arch assumed to be equal to 1/20 of the period associated with
bridges [31]. The entity of the moving system (𝑝) is consistent the sixth mode of vibration. Moreover, Rayleigh damping
with LM-71 train model, whose characteristics are reported model is used; that is, 𝐶 = 𝑎𝑀 + 𝑏𝐾, where 𝑎 and 𝑏 are
in [32]. The cross section area of the 𝑖th hanger, namely, 𝐴𝐻 ̃ ̃ ̃
𝑖 , two constants of the damping model, whose values, equal to
is designed in such a way that the dead loads of the girder 0.1393 L/s and 0.0155 s, respectively, are determined on the
(𝑔𝐺 = 𝑔tie𝐺 𝐺
+ 𝑔nnstr ) produce constant stresses over all the basis of two vertical modes and taking a modal damping
distributed elements, which are assumed to be equal to a fixed ratio equal to ] = 0.05. The moving system is assumed to
design value, namely, 𝑆𝑔𝐻. Such design stress is defined on proceed at constant speed 𝑐 from left to right along the
the basis of the ratio between live (𝑝) and self-weight loads bridge development. In Figure 5 results concerning the DAFs
𝐺
(𝑔𝐺) and allowable cable stress (𝑆𝑎𝐻) by mean of the following for vertical displacement (Φ𝑈3 ) at 1/2 and 3/4 girder cross-
relationship: sections, that is, 𝑋1 /𝐿 = 0.50 and 𝑋1 /𝐿 = 0.75, respectively,
are presented. The DAF evolution curves denote a tendency to
𝑔𝐺 𝐻
𝑆𝑔𝐻 = 𝑆 . (11) increase with the speeds of the moving system. In particular,
𝑔𝐺 + 𝑝 𝑎 the DAFs at 𝑋1 /𝐿 = 0.75 are generally larger than the
6 Mathematical Problems in Engineering

Freq. = 0.3249 Hz Freq. = 0.6981 Hz

(a) (b)

Freq. = 1.1407 Hz Freq. = 1.2791 Hz

(c) (d)

Freq. = 5.0403 Hz Freq. = 6.0962 Hz

(e) (f)

Figure 4: Representative mode shapes of the bridge.

L = 300 (m), m = 15, 𝜀F = 0.1, 𝜀A = 1, p/gD = 0.67, L/L p = 1

3.50
𝐺
Φ U3
3.25 Lp
c
ct
3.00 f

U3G
X1
2.75
L

2.50

2.25

2.00

1.75

1.50

1.25

1.00 𝜗
0.4 0.8 1.2 1.6 2.0 2.4 2.8

X1 /L = 0.50, MFM X1 /L = 0.75, MFM

X1 /L = 0.50, SA X1 /L = 0.75, SA
X1 /L = 0.50, NSA X1 /L = 0.75, NSA
𝐺
Figure 5: Dynamic amplification factors for girder vertical displacement (Φ𝑈3 ) versus normalized speed parameter (𝜗).
Mathematical Problems in Engineering 7

corresponding ones observed for the midspan cross section which a refined description of the inertial forces including
for each value of the normalized speed. The mass of the nonstandard acceleration terms in the inertial forces is
moving system affects the dynamic behavior of the bridge considered. This aspect can be well appreciated by means
mainly at high range of speed, that is, for 1.60 ≤ 𝜗 ≤ of the FFT diagram reported in Figure 6(c), which presents
2.60, where nonstandard terms in the acceleration function several peaks of values close to the natural frequencies of
provide the largest amplification. In this context, considerable the bridge, that is, 0.325 Hz, 0.701 Hz, 1.012 Hz, and 1.207 Hz
underestimations in the DAF predictions are noted if the (Figures 4(a), 4(b), and 4(c)). Moreover, in the range of
travelling mass is not properly evaluated. In particular, for low or medium speeds, NSA and MFM formulations lead
the midspan cross section, the increments of the maximum basically to the same predictions, since the contributions
value of the DAFs are from 1.12 to 1.83 and from 1.27 to of nonstandard acceleration become quite negligible. The
1.93 for MFM and SA formulation, respectively, and from influence of the external mass on the internal stress resultants
1.53 to 2.89 for the NSA formulation. Similarly, at 𝑋1 /𝐿 = variables of the bridge in terms of moving mass descrip-
0.75, the DAFs increase in the ranges of [1.20–2.18], [1.24– tion is also examined in Figures 7 and 8, in which the
2.39], and [1.69–2.86] for MFM, SA, and NSA formulations, distributions of DAFs for bending moment and axial force
respectively. Contrarily, for reduced values of moving system in the girder and arch profiles, respectively, for increasing
speeds, results arising from dynamic and static solutions are values of normalized speeds are depicted. For the sake of
practically coincident and, consequently, the influence of the brevity, only results at high speeds of the moving system are
external mass becomes negligible. It is worth nothing that reported, in which typically the major dynamic amplification
the bridge is affected by notable dynamic amplification also is observed. Similar results are presented in Figure 9, in which
for medium speeds, since large peaks of values in the DAF the distributions of the DAFs for the maximum axial force
curves, that is, close to 1.75, are observed, especially for the in hangers are illustrated. The results indicate that at high
analysis at 𝑋1 /𝐿 = 3/4. This behavior can be explained speeds relevant DAFs are observed with values much larger
by resonance issues, which occur when the moving system than those determined for the kinematic quantities in the
excitation frequencies are close to ones involved in the bridge arch and girder. Moreover, underestimations in the DAFs
structure. In order to verify such aspect and the differences in prediction are noted, if nonstandard inertial forces arising
the dynamic behavior of the bridge for various moving system from Coriolis acceleration and centripetal acceleration are
speeds, vertical acceleration at 𝑋1 /𝐿 = 3/4 is analyzed in the neglected. In particular, for the girder or the arch, the
frequency domain, by means of the Fast Fourier Transform maximum values of DAFs for bending moment achieved
(FFT) analysis. In particular, comparisons in terms of mass by NSA are larger than those predicted by other moving
description, that is, between NSA and MFM, are proposed system models and the corresponding percentage errors are
by means of time histories of displacement and acceleration between [28.69/27.5] or [24.21/22.88] for the MFM and SA,
functions and force magnitude of the FFT (Figure 6): respectively. Moreover, the differences between the NSA and
other moving system models in terms of the maximum DAFs
(i) Dynamic response of the bridge for a relatively low of the axial force are equal to 11.22% and 8.42%, for the girder,
speed of the moving system, that is, 𝜗 = 0.76 and 21.33% and 16.66%, for the arch, respectively. For the
(Figure 6(a)). hangers, the maximum value of DAFs obtained by the NSA
(ii) Results for normalized speed values equal to 𝜗 = differs with errors equal to 6.75% and 8.10% for MFM and
1.102 and 𝜗 = 1.235, which represent the resonance SA formulations, respectively. Moreover, the maximum DAF
speeds in the case of NSA and MFM formulations observed for hangers is equal to 1.49, which is smaller than
(Figure 6(b)). the failure stress typically observed in cable elements; that is,
(iii) Dynamic response for moving system speeds which 𝑆/𝑆𝑎 = 2.25. It is worth nothing that the DAFs of the bending
involve the maximum DAFs for vertical displacement moment in the girder are much larger than those observed for
of the girder in the case of NSA and MFM at 𝜗 = 2.28 the arch with percentage errors equal to 44%, 45%, and 47%
and 𝜗 = 2.66 (Figure 6(c)). for MFM, SA, and NSA, respectively.
Additional analyses, reported in Figures 10(a) and 10(b),
From the results, it transpires that both NSA and MFM lead are developed with the purpose to investigate the influence
to comparable predictions in terms of vertical displacement of the loading strip length ratio (𝐿 𝑝 /𝐿) and the normalized
and acceleration for low values of speeds since the effects of speed (𝜗) of the moving system on the DAFs of the vertical
the external mass of the moving system are quite reduced. displacement at 𝑋1 /𝐿 = 0.75 and 𝑋1 /𝐿 = 0.5 girder cross
The FFT analysis denotes that, in the range of the investigated sections. For the sake of brevity, only results achieved by
moving system speed, the dynamic response of the bridge is NSA model are presented. However, for completeness, the
dominated mainly by its fundamental mode (Figure 4(a)), percentage errors in terms of the DAFs between NSA and
since peaks of values in the FFT diagram at a value of other moving system models are reported in Tables 1 and
frequency close to the fundamental one of the bridge, namely 2. From the analyses, it transpires that the dynamic bridge
0.325 Hz, are observed. However, for high-speed values, that behavior appears to be quite dependent from the loading
is, 𝜗 = 2.28 or 𝜗 = 2.66, the results show that contributions strip length. As a matter of fact, results at 𝑋1 /𝐿 = 0.75
arising from high frequencies start to affect the dynamic girder cross section reported in Figure 10(a) show that the
behavior of the structure. Such influence is much marked dynamic amplification generally grows with the loading the
for the analysis developed in the case of NSA model, in strip length and strongly depends on the moving system
8 Mathematical Problems in Engineering

0.75 0.75 350

0.325
0.50 0.50 300

Vertical acceleration (m/s 2 )

Vertical displacement (m)

Fourier magnitude
250
0.25 0.25
200
0.00 0.00
150
−0.25 −0.25 100

−0.50 −0.50 50

0
−0.75 −0.75
0 5 10 15 20 25 0 5 10 15 20 25 0 1 2 3
Time (s) Time (s) Frequency (Hz)
MFM, 𝜗 = 0.76 MFM, 𝜗 = 0.76 MFM, 𝜗 = 0.76
NSA, 𝜗 = 0.76 NSA, 𝜗 = 0.76 NSA, 𝜗 = 0.76
(a)
0.75 3 1750
0.325
0.50 1500
2
Vertical acceleration (m/s 2 )
Vertical displacement (m)

Fourier magnitude
0.25 1250
1
0.00 1000
0
−0.25 750

−1 500
−0.50
−2 250
−0.75
0
−1.00 −3
0 5 10 15 20 25 0 5 10 15 20 25 0 1 2 3
Time (s) Time (s) Frequency (Hz)
MFM, 𝜗 = 1.235 MFM, 𝜗 = 1.235 MFM, 𝜗 = 1.235
NSA, 𝜗 = 1.102 NSA, 𝜗 = 1.102 NSA, 𝜗 = 1.102
(b)
2.0 10.0 4500
0.325
1.5 7.5 4000
Vertical acceleration (m/s 2 )

3500
Vertical displacement (m)

1.0 5.0
Fourier magnitude

3000
0.5 2.5
2500
0.0 0.0 2000 0.701
−0.5 −2.5 1500 1.012
−1.0 −5.0 1000
1.207
−1.5 −7.5 500
0
−2.0 −10.0
0 5 10 15 20 25 0 5 10 15 20 25 0 1 2 3
Time (s) Time (s) Frequency (Hz)
MFM, 𝜗 = 2.66 MFM, 𝜗 = 2.66 MFM, 𝜗 = 2.66
NSA, 𝜗 = 2.28 NSA, 𝜗 = 2.28 NSA, 𝜗 = 2.28
(c)

Figure 6: Time histories of vertical displacement and acceleration for girder cross section at 𝑋1 /𝐿 = 0.75 and analysis in frequency domains
of vertical acceleration.
Mathematical Problems in Engineering 9

L = 300 (m), m = 15, 𝜀F = 0.1, 𝜀A = 1, p/gG = 0.67, L/L p = 1

MFM SA NSA
M2𝐺 Lp M2𝐺 M2𝐺
6.0 Φ c 6.0 6.0 Φ 6.0 6.0 Φ 6.0
ct
5.0 f 5.0 5.0 5.0 5.0 5.0
M2G
4.0 X1 4.0 4.0 4.0 4.0 4.0
L
3.0 3.0 3.0 3.0 3.0 3.0

2.0 2.0 2.0 2.0 2.0 2.0

1.0 1.0 1.0 1.0 1.0 1.0

0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0
X1 /L X1 /L X1 /L

X1 /L X1 /L X1 /L
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0

1.0 1.0 1.0 1.0 1.0 1.0

1.1 1.1 1.1 1.1 1.1 1.1

Lp
1.2 c 1.2 1.2 1.2 1.2 1.2
ct
1.3 f 1.3 1.3 1.3 1.3 1.3
NG
X1
1.4 𝐺 1.4 1.4 𝐺 1.4 1.4 𝐺 1.4
ΦN L ΦN ΦN

𝜗 = 1.52 𝜗 = 2.28 𝜗 = 1.52 𝜗 = 2.28 𝜗 = 1.52 𝜗 = 2.28

𝜗 = 1.90 𝜗 = 2.66 𝜗 = 1.90 𝜗 = 2.66 𝜗 = 1.90 𝜗 = 2.66
Figure 7: DAFs curves for bending moment and axial force in the girder.

L = 300 (m), m = 15, 𝜀F = 0.1, 𝜀A = 1, p/gG = 0.67, L/L p = 1

MFM SA NSA
3.5 M2A
Lp 3.5 3.5 A 3.5 3.5 A 3.5
Φ c M2A Φ M2 Φ M2
3.0 ct 3.0 3.0 3.0 3.0 3.0
f

2.5 2.5 2.5 2.5 2.5 2.5

X1
L
2.0 2.0 2.0 2.0 2.0 2.0
1.5 1.5 1.5 1.5 1.5 1.5
1.0 1.0 1.0 1.0 1.0 1.0
0.5 0.5 0.5 0.5 0.5 0.5
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0
X1 /L X1 /L X1 /L

X1 /L X1 /L X1 /L
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0

1.0 1.0 1.0 1.0 1.0 1.0

1.2 1.2 1.2 1.2 1.2 1.2

Lp
c
NA
1.4 ct 1.4 1.4 1.4 1.4 1.4
f

1.6 X1
1.6 1.6 1.6 1.6 1.6
A A A
ΦN
L
1.8 ΦN 1.8 1.8 1.8 1.8 ΦN 1.8

𝜗 = 1.52 𝜗 = 2.28 𝜗 = 1.52 𝜗 = 2.28 𝜗 = 1.52 𝜗 = 2.28

𝜗 = 1.90 𝜗 = 2.66 𝜗 = 1.90 𝜗 = 2.66 𝜗 = 1.90 𝜗 = 2.66
Figure 8: DAFs curves for bending moment and axial force in the arch.
10 Mathematical Problems in Engineering

L = 300 (m), m = 15, 𝜀F = 0.1, 𝜀A = 1, p/gG = 0.67, L/L p = 1

MFM SA
1.6 1.6 1.6 1.6
𝐻
ΦS Φ S𝐻
1.5 1.5 1.5 1.5

1.4 1.4 1.4 1.4

1.3 1.3 1.3 1.3

1.2 1.2 1.2 1.2

1.1 1.1 1.1 1.1

1.0 1.0 1.0 1.0

0.9 0.9 0.9 0.9

0.8 0.8 0.8 0.8

0.7 0.7 0.7 0.7

0.6 0.6 0.6 0.6

0.5 0.5 0.5 0.5

0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0
X1 /L X1 /L

𝜗 = 1.52 𝜗 = 2.28 𝜗 = 1.52 𝜗 = 2.28

𝜗 = 1.90 𝜗 = 2.66 𝜗 = 1.90 𝜗 = 2.66

NSA
1.6 1.6
S𝐻
1.5 Φ 1.5

1.4 1.4

1.3 1.3

1.2 1.2

1.1 1.1

1.0 1.0

0.9 0.9

0.8 0.8

0.7 0.7

0.6 0.6

0.5 0.5
0.0 0.2 0.4 0.6 0.8 1.0
X1 /L

𝜗 = 1.52 𝜗 = 2.28
𝜗 = 1.90 𝜗 = 2.66

Figure 9: DAFs curves for the maximum axial force in hangers.

speeds. In particular, for short loading strip length, the bridge with the contributions arising from Coriolis acceleration
achieves the maximum amplification in the medium range and centripetal acceleration (Table 1); as a consequence, the
of speeds, that is, for 1.5 ≤ 𝜗 ≤ 1.7. Contrarily, for large maximum amplification is observed in the high range of
loading strip lengths, the inertial forces of moving system speeds. On the other hand, results concerning DAFs at the
greatly affect the dynamic behavior of the bridge, especially midspan cross section (Figure 10(b)) are quite unaffected
Mathematical Problems in Engineering 11

L = 300 (m), m = 15, 𝜀F = 0.1, 𝜀A = 1, p/gG = 0.67 L = 300 (m), m = 15, 𝜀F = 0.1, 𝜀A = 1, p/gG = 0.67
3.50 3.25
𝐺 𝐺
Φ U3 Φ U3
3.25 3.00
Lp
3.00 c
ct 2.75
f
2.75 U3G Lp
2.50
X1 c
2.50 L ct
2.25 f

2.25 U3G
2.00 X1
L
2.00
1.75
1.75
1.50
1.50
1.25
1.25

1.00 1.00
𝜗 𝜗
0.4 0.8 1.2 1.6 2.0 2.4 2.8 0.4 0.8 1.2 1.6 2.0 2.4 2.8

L p /L = 0.25 L p /L = 0.75 L p /L = 0.25 L p /L = 0.75

L p /L = 0.50 L p /L = 1.00 L p /L = 0.50 L p /L = 1.00

(a) (b)
𝐺
Figure 10: Influence of moving system length [𝐿 𝑝 ]: DAFs for vertical displacement [Φ𝑈3 ] versus normalized speed parameter [𝜗] at 3/4 (a)
and 1/2 (b) girder cross sections.

𝐺
Table 1: Percentage errors of vertical displacement dynamic amplification factors (Φ𝑈3 ) at 𝑋1 /𝐿 = 0.75 between the Moving Force Model
(MFM), Standard Analysis (SA), and Nonstandard Analysis (NSA) for different normalized speed parameters (𝜗).

𝐿 𝑝 /𝐿 = 0.25 𝐿 𝑝 /𝐿 = 0.50 𝐿 𝑝 /𝐿 = 0.75 𝐿 𝑝 /𝐿 = 1.00

𝜗 Error (%) Error (%) Error (%) Error (%)
MFM SA MFM SA MFM SA MFM SA
0.38 0.08 0.11 1.50 0.08 1.12 1.44 1.82 1.47
0.57 4.82 2.47 5.21 0.44 1.79 0.78 6.43 1.99
0.76 1.27 1.28 2.32 0.19 7.50 1.03 1.89 4.49
0.95 7.31 2.97 16.23 4.73 8.54 1.24 17.54 3.52
1.14 7.26 2.01 18.12 6.75 35.21 20.94 5.21 4.16
1.33 7.37 4.75 16.50 8.90 35.57 18.39 40.37 8.62
1.52 7.60 9.27 14.49 9.98 35.98 20.63 29.01 26.61
1.71 5.22 3.69 12.45 9.87 29.35 17.85 41.33 33.23
1.9 2.19 1.74 7.15 6.48 25.34 16.98 46.05 31.59
2.09 6.42 2.19 3.19 4.00 20.09 14.74 46.44 31.97
2.28 8.66 9.28 5.09 3.47 10.72 6.23 40.53 28.28
2.47 0.33 0.49 9.48 6.74 1.29 1.45 31.88 22.93
2.66 7.32 8.01 14.04 13.05 2.68 3.43 23.50 16.28

by the loading strip length, since comparable predictions inertial forces in the moving system description involve the
are obtained from each of the investigated moving system largest dynamic amplification effects, only results arising
lengths. from the NSA model are proposed. In particular, Figures
The dynamic behavior of the bridge is investigated with 11(a) and 11(b) depict the variability of the DAFs for vertical
respect to the relative dimensionless arch/girder stiffness displacement at the center of the arch and at 𝑋1 /𝐿 =
ratio (𝜀𝐹 ). Such quantity is able to identify the interaction 0.75 girder cross section, respectively, as a function of the
between arch and girder in terms of relative and global normalized speed and for several values of the relative
stiffness of the bridge. For conciseness, since nonstandard bending stiffness ratio; namely, 𝜀𝐹 = [0.05, 0.10, 0.15, 0.20].
12 Mathematical Problems in Engineering

L = 300 (m), m = 15, 𝜀A = 10 · 𝜀F , p/gG = 0.67, L p /L = 1 L = 300 (m), m = 15, 𝜀A = 10 · 𝜀F , p/gG = 0.67, L p /L = 1
3.50 3.75
𝐺 A
Φ U3 Φ U3
3.25 3.50
Lp Lp
c c
3.00 ct
3.25 ct U3A
f
U3G 3.00 f
2.75 X1
L 2.75 X1
2.50 L
2.50
2.25
2.25
2.00
2.00
1.75 1.75
1.50 1.50

1.25 1.25

1.00 1.00
𝜗 𝜗
0.4 0.8 1.2 1.6 2.0 2.4 2.8 0.4 0.8 1.2 1.6 2.0 2.4 2.8

𝜀F = 0.05 𝜀F = 0.15 𝜀F = 0.05 𝜀F = 0.15

𝜀F = 0.10 𝜀F = 0.20 𝜀F = 0.10 𝜀F = 0.20
(a) (b)
𝐺
Figure 11: Influence of relative bending stiffness [𝜀𝐹 ]: variability of DAFs for vertical displacement at 3/4 girder cross section [Φ𝑈3 ] (a) and
𝐴
at the center of the arch [Φ𝑈3 ] (b) as a function of the normalized speed [𝜗].

Moreover, in Figures 12(a) and 12(b), DAFs curves of bending is supported by closely spaced intermediate support, which
moment and axial stress of the girder and the arch profile limits the deformability and, consequently, the internal stress
are reported, respectively. Results indicate that, for low values distribution in the structural elements. Moreover, the results
of bending stiffness ratio (𝜀𝐹 ), the dynamic amplification denote that, for low range of transit speed of the moving
of both kinematic and stress variables is strongly reduced. system, the DAFs are quite unaffected by the number of
This happens because the arch bridge tends toward a girder- elements in the cable system. As far as the speed of the moving
dominated scheme, involving deep beams for the girder and system increases, the influence of the hanger spacing step
a very shallow member for the arch. On the other hand, for becomes important, leading to strong amplification in the
increasing values of 𝜀𝐹 , a prevailing arch dominated bridge stresses variables.
scheme is achieved, in which the girder is basically lighter
and more flexible. In such case, the arch bridge is affected
by notable dynamic amplification in the medium range of
4. Conclusions
speeds, namely, for 0.6 ≤ 𝜗 ≤ 1.1, because of resonance issues, The main aim of the present analysis is to evaluate the
as well as in the high range of speeds, in which the effect dynamic amplification effects on tied-arch bridges produced
of nonstandard forces of the moving system arising from by moving loads. To this end, a parametric study in terms
Coriolis acceleration and centripetal acceleration becomes of dimensionless variables, strictly related to both bridge and
quite relevant. moving system characteristics, is developed emphasizing the
Finally, results are proposed to evaluate the influence of effects produced by the external mass of the moving system
the number of hangers (m) on the dynamic behavior of the on the dynamic bridge behavior. In particular, the analysis
bridge. Figures 13 and 14 show the distribution of DAFs for the focuses attention on the influence of nonstandard inertial
maximum axial force in hangers and the bending moments forces involved in the moving system mass description arising
along the girder, respectively. The dynamic behavior of the from Coriolis acceleration and centripetal acceleration. In
bridge appears to be quite affected by the total number of order to quantify the amplification effects produced by the
hangers of the structure. moving loads over the static solution, numerical results are
In particular, the results show that, as far as the total proposed in terms of dynamic amplification factors (DAFs).
number of hangers increases, the DAFs for both axial force From the analyses, the following conclusions can be drawn:
and bending moment tend to be reduced. Such prediction
can be explained by the fact that, in the case of a bridge (i) Extended analyses on DAFs of typical design variable
structure with a high number of hangers, the stiffening girder have shown that relevant amplification is observed for
Mathematical Problems in Engineering 13

L = 300 (m), m = 15, 𝜀A = 10 · 𝜀F , p/gG = 0.67, L p /L = 1, 𝜗 = 2.66 L = 300 (m), m = 15, 𝜀A = 10 · 𝜀F , p/gG = 0.67, L p /L = 1, 𝜗 = 2.66
7.0 Lp 6.0
𝐺 Lp
Φ M2 c A M2A
6.0 ct Φ M2 c
f 5.0 ct

M2G f
5.0
X1
L
4.0
4.0 X1
L
3.0
3.0

2.0 2.0

1.0 1.0
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0
X1 /L X1 /L

X1 /L X1 /L
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0

1.0 1.0

1.2 1.1

1.4 1.2
Lp
1.3 c
1.6 Lp NA
ct
c
ct
1.4 f
1.8
f
1.5
2.0 𝐺 NG A
X1
ΦN X1
1.6 ΦN L
L
2.2

𝜀F = 0.05 𝜀F = 0.15 𝜀F = 0.05 𝜀F = 0.15

𝜀F = 0.10 𝜀F = 0.20 𝜀F = 0.10 𝜀F = 0.20
(a) (b)

Figure 12: Influence of relative bending stiffness [𝜀𝐹 ]: DAFs curves for bending moment and axial force of the girder (a) and the arch (b).

𝐺
Table 2: Percentage errors of midspan vertical displacement dynamic amplification factors (Φ𝑈3 ) between the Moving Force Model (MFM),
Standard Analysis (SA), and Nonstandard Analysis (NSA) for different normalized speed parameters (𝜗).

𝐿 𝑝 /𝐿 = 0.25 𝐿 𝑝 /𝐿 = 0.50 𝐿 𝑝 /𝐿 = 0.75 𝐿 𝑝 /𝐿 = 1.00

𝜗 Error (%) Error (%) Error (%) Error (%)
MFM SA MFM SA MFM SA MFM SA
0.38 0.68 0.67 1.21 1.44 0.78 0.56 0.48 0.91
0.57 2.03 1.18 1.84 3.23 1.36 1.78 2.14 3.53
0.76 10.36 8.30 4.29 6.50 3.88 5.26 2.43 3.67
0.95 1.30 5.13 19.84 22.04 7.86 7.60 7.72 4.26
1.14 15.25 6.28 26.24 26.53 3.86 3.17 17.53 13.46
1.33 15.73 7.83 1.42 6.07 20.39 11.83 11.58 10.32
1.52 17.80 10.57 18.19 7.63 24.23 15.31 29.17 20.05
1.71 17.15 12.97 23.97 14.07 31.85 23.08 29.81 20.82
1.9 20.23 17.80 25.81 17.50 32.42 25.55 31.33 18.16
2.09 17.00 15.54 28.41 21.31 34.48 27.89 29.80 23.10
2.28 17.36 16.20 28.77 23.69 34.49 28.48 30.05 28.94
2.47 17.93 15.84 30.46 25.10 35.55 29.95 34.13 31.09
2.66 16.74 16.71 30.15 26.43 35.56 30.45 36.63 33.16
14 Mathematical Problems in Engineering

L = 300 (m), 𝜀F = 0.15, 𝜀A = 1.5, p/gG = 0.67, L/L p = 1

2.4 2.4 2.4 2.4

𝐻
ΦS 𝜗 = 1.52 Φ S𝐻 𝜗 = 1.90
2.2 2.2 2.2 2.2
Lp
2.0 c 2.0 2.0 2.0
ct

1.8 f SH 1.8 1.8 1.8

1.6 X1 1.6 1.6 1.6

L

1.4 1.4 1.4 1.4

1.2 1.2 1.2 1.2

1.0 1.0 1.0 1.0

0.8 0.8 0.8 0.8

0.6 0.6 0.6 0.6

0.0 0.5 1.0 0.0 0.5 1.0
X1 /L X1 /L
2.4 2.4 2.4 2.4
𝐻 𝐻
ΦS 𝜗 = 2.28 ΦS 𝜗 = 2.66
2.2 2.2 2.2 2.2

2.0 2.0 2.0 2.0

1.8 1.8 1.8 1.8

1.6 1.6 1.6 1.6

1.4 1.4 1.4 1.4

1.2 1.2 1.2 1.2

1.0 1.0 1.0 1.0

0.8 0.8 0.8 0.8

0.6 0.6 0.6 0.6

0.0 0.5 1.0 0.0 0.5 1.0
X1 /L X1 /L
m = 11 m = 19 m = 11 m = 19
m = 15 m = 23 m = 15 m = 23
𝐻
Figure 13: Influence of the number of hangers [𝑚]: DAFs for the maximum axial stress in hangers [Φ𝑆 ].

kinematic and stress variables, which are much larger analyses denote that nonstandard inertial forces aris-
than the ones obtained from generalized formula ing from Coriolis acceleration and centripetal accel-
existing in common bridge codes. eration determine the largest dynamic amplification
in both kinematic and stress variables, mainly at high
(ii) The dynamic behavior of tied-arch bridges appears to speeds of the moving system.
be quite dependent from the effect of the travelling (iii) Parametric studies in terms of bridge characteristics
mass and large underestimations in dynamic amplifi- have shown that that for low values of bending
cation factors are noted if the inertial forces of moving stiffness ratio, that is, in the framework of girder-
system are not properly evaluated; in particular, the dominated bridge schemes, dynamic amplification
Mathematical Problems in Engineering 15

L = 300 (m), 𝜀F = 0.15, 𝜀A = 1.5, p/gG = 0.67, L/L p = 1

10 10 10 10
Φ M2𝐺 𝜗 = 1.52 M2𝐺 𝜗 = 1.90
9 9 Φ 9
9
Lp
8 c 8 8 8
ct

7 f 7 7 7

M2G
6 6 6 6
X1
L
5 5 5 5

4 4 4 4

3 3 3 3

2 2 2 2

1 1 1 1

0 0 0 0
0.0 0.5 1.0 0.0 0.5 1.0
X1 /L X1 /L
10 10 10 10
𝐺
M2𝐺 𝜗 = 2.66
Φ 𝜗 = 2.28 Φ M2
9 9 9 9

8 8 8 8

7 7 7 7

6 6 6 6

5 5 5 5

4 4 4 4

3 3 3 3

2 2 2 2

1 1 1 1

0 0 0 0
0.0 0.5 1.0 0.0 0.5 1.0
X1 /L X1 /L
m = 11 m = 19 m = 11 m = 19
m = 15 m = 23 m = 15 m = 23
𝐺
Figure 14: Influence of the number of hangers [𝑚]: DAFs curve for the bending moment of the girder [Φ𝑀2 ].

of both kinematic and stress variables is strongly configurations and scenarios have been investigated,
reduced; contrarily, in the case of arch dominated emphasizing the influence of DAFs of typical design
bridge schemes, that is, for large values of relative variables on the number of hangers adopted in the
bridge stiffness, notable dynamic amplification is definition of the cable system.
observed also in medium range of speeds.
Appendix
(iv) The analyses in terms of hanger discretization have
shown that a large number of hangers in the cable The analytic description of the moving mass function 𝜆,
system lead to a considerably reduction of the DAFs acting on the girder profile, is defined as
involved in the bridge especially in the high range
of moving system speeds. In this context, several 𝜆 = 𝜆 (𝑋1 , 𝑡) = 𝜆 ML 𝐻 (𝑋1 + 𝐿 𝑝 − 𝑐𝑡) 𝐻 (𝑐𝑡 − 𝑋1 ) , (A.1)
16 Mathematical Problems in Engineering

where 𝐻(⋅) is the Heaviside step function, 𝐿 𝑝 is the length Moreover, the derivation of the explicit expressions of the
of the moving loads, and 𝜆 ML is the mass linear density of finite element matrixes reported in (4) can be obtained by
the moving system. Moreover, the expression of the moving using the discrete approximation defined by (3) as follows:
loads, for a fixed inertial reference frame (0, 𝑛1 , 𝑛2 , 𝑛3 ), is 𝑖+1
̃ ̃ ̃by the
defined by the weight and the inertial forces produced [𝑀𝑛𝑠 ]ℎ𝑘 = ∫ 𝜆𝑁ℎ 𝑁𝑘 𝑑𝑋1 ,
inertial characteristics and the unsteady mass distribution of 𝑖−1
the moving loads, as follows:
[𝐶𝑛𝑠 ]ℎ𝑘
𝑚 𝑖+1 (A.6)
𝑑 𝑑𝑈 𝑑𝜆 𝑑𝜆 𝜕𝑁
𝑝𝑋𝑖 = 𝜆𝑔𝑛𝑖 × 𝑛3 + [𝜆 𝑖 ] =∫ [ 𝑁ℎ 𝑁𝑘 + 2𝜆𝑐 Ξ1 ℎ 𝑁𝑘 ] 𝑑𝑋1 ,
̃ ̃ 𝑑𝑡 𝑑𝑡 𝑖−1 𝑑𝑡 𝑑𝑡 𝜕𝑋1
(A.2)
𝑚 𝑚 𝑖+1
𝜕2 𝑁ℎ 𝑑𝜆 𝜕𝑁ℎ
𝑑𝜆 𝑑𝑈𝑖 𝑑2 𝑈𝑖 [𝐾𝑛𝑠 ]ℎ𝑘 = 𝑐 ∫ [𝜆 𝑁 + 𝑁 ] 𝑑𝑋1 .
= 𝜆𝑔𝑛𝑖 × 𝑛3 + +𝜆 , 𝑖−1 𝜕𝑋12 𝑘 𝑑𝑡 𝜕𝑋1 𝑘
̃ ̃ 𝑑𝑡 𝑑𝑡 𝑑𝑡2
𝑚 Competing Interests
where 𝑈 is the moving load kinematic which can be
expressed̃ as a function of the displacement and rotation fields
The authors declare that there are no competing interests
of the centroid axis of the girder, that is, (𝑈1𝐺, 𝑈2𝐺, 𝑈3𝐺) and regarding the publication of this paper.
(Ψ1𝐺, Ψ2𝐺, Ψ3𝐺):
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