Full-bridge aeroelastic model wind tunnel tests for the Stonecutters Bridge

Abstract

Owing to the topographic and/or temperature effect, atmospheric boundary layer winds are invariably turbulent in nature. The gustiness of turbulent wind-flow over bridge deck causes pressure fluctuations on the deck and hence resulting in random response of the bridge. This phenomenon is known as buffeting. An accurate prediction of buffeting response is an important aspect in the design of long-span cable-supported bridges. On the basis of the concept of stationary time series which had been applied to solving the problems of gust-loading of aircraft by Liepmann [On the application of statistical concepts to the buffeting problem. J Aeronaut Sci. 1952;19(12):793], Davenport [The application of statistical concepts to the wind loading of structures. Proc Instit Civil Eng. 1961;19:449-472] first applied the statistical concepts to predicting buffeting response due to gusts on civil engineering structures. Over the years, there have been continuous refinements in the buffeting analysis methodology. Before finalising the design of long-span bridges, it is prudent to conduct full-bridge aeroelastic model tests in a wind tunnel with the objectives to verify the:(1) aeroelastic stability of the bridge and (2) buffeting response of the bridge to turbulent wind, as compared with the calculated results.With the above objectives in mind, the full-bridge aeroelastic model wind tunnel tests for the Stonecutters Bridge was carried out in FORCE Technology of Copenhagen, Denmark. Whilst the objective (1) is the subject of another publication [Hui MCH, Larsen A, Falbe-hansen K. Full bridge aeroelastic model tests for Stonecutters Bridge.

Flutter Derivatives Identification and Aerodynamic Performance of an Optimized Multibox Bridge Deck

“…As it can be noticed from Figure 7(a), almost all the flutter derivatives extracted at 0 ∘ angle of attack from the experiments by employing ILS method, for the multideck bridge section, registered similar trends with Theodorsen's theoretical estimation for the thin plate, except for [28], Stonecutters Bridge, a twin-box deck [13], Messina Bridge three-box deck [29], and multibox bridge deck (current experiment). the flutter derivative * 4 , for which the experiment showed larger variation.…”

“…where is the mean wind speed, is the width of the bridge deck, and is the natural frequency of the bridge deck. Comparison with the flutter derivatives reported for 0 ∘ angle of attack for Höga Kusten Bridge, which has a single box deck [28], for Stonecutters Bridge, with a twin-box deck [13], and for Messina Bridge, which has a three-box deck [29], is collected and the results are presented below.…”

“…The "spindle-type" bridge deck he proposed had the deck divided into two symmetric box decks on the main span only, while on the lateral spans a conventional closed box deck was used; however the critical flutter modes proved to be asymmetric for the main span and symmetric for the side spans. Several twin-box deck bridges have been constructed recently, such as Stonecutters Bridge of 1,377 m main span [13], Tsing Ma Bridge with main span of 1,650 m [14], and Xihoumen Bridge of 1,410 m main span [11], and three-box bridge decks have also been designed for Messina Bridge [7,15], Gibraltar Strait Bridge [16], and Sunda Strait Bridge [17]; however none of these bridges were constructed yet. In order to investigate the impact of different deck cross-sectional configurations for bridges with torsional to vertical frequencies ratio lower than unity, on the aerodynamic stability, but also on the cost reductions, implied by the construction solution, Bartoli et al [18] analyzed several deck cross sections using the same width and then increased width with regard to the reference Messina Bridge, but eliminating the middle deck.…”

The Effects of Bituminous Binder on the Performance of Gussasphalt Concrete for Bridge Deck Pavement

“…The Shenzhen Bay Highway Bridge and Stonecutters Island Bridge adopted MA + SMA double deck pavement which has been in service for more than 10 years and remains in good condition. To meet the strict requirements of quality control, a new Guss-Mastic Asphalt (GMA) system was developed, which combines the advantages of MA and GA technology, and was developed and applied for the construction of the Hong Kong-Zhuhai-Macao Bridge [18].…”