http://www.paper.edu.

cn

Journal of Wind Engineering

and Industrial Aerodynamics 89 (2001) 9871000

Parametric study on multiple tuned mass dampers

for bueting control of Yangpu Bridge
Ming Gua,*, S.R. Chena, C.C. Changb
a

State Key Laboratory for Disaster in Civil Engineering, Tongji University, 1239 Siping Road,
Shanghai 200092, Peoples Republic of China
b
Department of Civil and Structural Engineering, Hong Kong University of Science and Technology,
Clear Water Bay, Kowloon, Hong Kong

Abstract
A study on bueting control of the Yangpu Bridge using a multiple tuned mass damper
(MTMD) system is performed in this paper. The MTMD system consists of a set of TMDs
which are attached to the center region of the bridges main span and are symmetrical about
the center of the main span as well as about the central line along the bridge span. It is found
that the control eciency of the MTMD system is sensitive to its frequency characteristics,
namely, the central frequency ratio and the frequency bandwidth ratio. On the other hand, the
damping ratio of the TMDs has less signicant eects on the control eciency. A total of
seven MTMD systems with dierent mass ratios are designed. Each one of these seven
MTMD systems can be used for the bueting control of the Yangpu Bridge, depending on the
required control eciency and the available budget. r 2001 Elsevier Science Ltd. All rights
reserved.
Keywords: Bueting; Control; Yangpu bridge; Multiple tuned mass damper

1. Introduction
Nowadays, many bridges with signicant span lengths have been completed or are
being constructed in the world, such as the Akashi Kaikyo Bridge (center span
1990 m) in Japan, the Normandy Bridge (856 m) in France, the Tsingma Bridge
(1377 m) in Hong Kong, the Jiangyin Bridge (1385 m) and the Yangpu Bridge
(602 m). The latter two are in China. With the increase of the bridge span, research
on controlling bueting response of these bridges has been a problem of great
*Corresponding author. Tel./fax: +86-21-6598-1210.
E-mail address: minggu@mail.tongji.edu.cn, mgutju@citiz.net (M. Gu).
0167-6105/01/$ - see front matter r 2001 Elsevier Science Ltd. All rights reserved.
PII: S 0 1 6 7 - 6 1 0 5 ( 0 1 ) 0 0 0 9 4 - 0


988

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

concern, especially for those bridges located in the regions where typhoon often
occurs.
All the theoretical analyses, experimental researches and practical uses have
proven that the tuned mass damper (TMD) is an eective device for controlling
structural vibration. The TMD has many advantages, such as compactness,
reliability, eciency and low cost. Ever since Den Hartog [1] proposed an optimal
design for a TMDs properties under harmonic conditions, the TMD has been
extended to control vibration of structures under various types of external force
conditions [24].
It is well known that the performance of a TMD is sensitive to the frequency ratio
between the TMD and the structure. A slight deviation of the frequency ratio from
its design value, either due to a drift of the TMDs frequency or the structural
frequency, would render a drastic deterioration in the TMDs performance.
Igusa and Xu [5] proposed a new concept of multiple tuned mass damper
(MTMD) for controlling structural vibration with variable frequencies. The basic
idea is to use a large number of small TMDs whose natural frequencies are
distributed around the dominant natural frequency of a structure so as to have a
TMD system with more robust performance. The model characteristics and
eciency of the MTMD was studied by Abe and Fujino [6] using the perturbation
technique. The dynamic characteristics and performance of the MTMD system
under random loading were further analyzed by Kareem and Kline [7]. Igusa and Xu
solved the optimal control problem [8]. Recently, the MTMD system has been
extended to control structures with closely spaced natural frequencies [9] using the
perturbation technique.
For a long-span cable-stayed bridge under wind excitation, the bueting response
is usually contributed from its rst vertical bending mode [10]. Normally, the vertical
vibration frequencies of a bridge tend to increase due to the action of the utter
derivatives H3* and H4* [11], and tend to decrease due to vehicle loads. To design a
TMD system under this situation is an interesting problem worth considering.
A study on the bueting control of the Yangpu Bridge using an MTMD system is
performed in this paper. A total of seven sets of MTMD systems corresponding to
dierent mass ratios between the MTMD and the bridge are studied. The optimal
properties for these seven MTMD systems are determined numerically.

2. Basic theory of bueting control using MTMD

2.1. Equations of motion and frequency response functions
Assume that an MTMD system is used to control the bueting response of cablestayed bridge which mainly comes from its rst symmetric vertical mode. The bridge
is excited by uctuating wind forces and its dominant response is in the vertical
direction described by yx; t: The MTMD system consists of a set of N TMDs
attached to the center region of the bridges main span, where the mode shape
amplitude of the rst symmetric mode is the largest (see Fig. 1). The TMDs are

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

989

Fig. 1. Layout of the MTMDs on a bridge.

symmetrical about the center of the main span as well as about the centerline along
the bridge span. Igusa and Xu pointed out in Ref. [5] with a rigorous proof that the
damping ratio of the TMDs has less signicant eects on the control eciency. Thus,
the damping ratios for all the TMDs are assumed to be the same as zt for
simplication.
To ensure the symmetry of the TMDs installed on a bridge, the number of TMD
sets on each side of the bridge should be odd, and the total number of the TMDs will
be even, such as 10, 14, 18, 22,y
Assuming that the frequency of the central TMD, namely TMD1 in Fig. 1, is the
lowest, and the frequencies of the other TMDs increase with an equal frequency
increment towards both ends (TMDks) of the MTMD system, the ratio between the
MTMD systems frequency-band width and the structural frequency (hereafter
referred to as frequency-band width ratio), gfw ; is dened as
j fk  f1 j
;
1
gfw
fs
where f1 and fk are the frequencies of TMD1 and TMDk, respectively, the former is
the smallest frequency and the latter is the largest one in the MTMD system; k
N 2=4; N is the total number of the TMDs; fs is the natural frequency of the
bridges rst symmetric vertical mode. Another important factor describing the
frequency characteristics of the MTMD system is the ratio between the MTMDs


990

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

central frequency, fm ; and fs : It is hereafter referred to as the central frequency ratio,

gcf ; and is dened as
gcf

fm
;
fs

where fm can be calculated by

fm

k
1X
fi :
k i1

Together, these two parameters, gfw and gcf ; completely describe the frequency
characteristics of the MTMD, so they are taken as the basic design variables for the
MTMD system.
Once the above two parameters are optimally determined, the frequency increment
of the MTMD, D; and the frequency of ith TMD (see Fig. 1) can be found,
respectively, as
D

j fk  f1 j gfw fs

k1
k1

and
fi fm 

k1
DX
j i  1D
k j1

i 1; 2; y; k:

Based on the theory of MTMD and the bueting analysis method proposed by
Scanlan and Gade [12], the dierential equations governing the motions of the bridge
deck and the TMDs expressed in the matrix form are derived as
M fx. g C fx g K fxg fFg;

where
fxtg f Y1 t;
2
6
6
M 6
4

Yt1 t;

y;

Ytn t gT ;

7
7
7;
5

m1
&

mn
2
6
6
6
K 6
6
4

o2sT

Pn

K1

K1

K1

&

Kn

i1

Ki

Kn

7
0 7
7
7;
0 7
5

Kn

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

2
6
6
6
C 6
6
4

2zsT os

Pn

C1

C1

C1

&

Cn

fFg f F1* ; 0;

i1

Ci

y; 0 gT ;

Cn

991

7
0 7
7
7
0 7
5

10

Cn
11

Ki mi o2i ;

12

Ci 2mi oi zt ;

13

F1* FL =Ms ;

14

where Y1 t is the generalized vertical coordinate of the rst symmetric vertical mode
of the bridge; Yti t the rst mode generalized vertical coordinate of ith TMD; os and
oi are the circular frequencies of the bridge and the ith TMD, respectively; the
aerodynamically modied damping ratio of the structure, zsT ; which is the sum of the
structural damping ratio, zs ; and the aerodynamic damping, is expressed as
zsT zs  rB2 H1* G1 =2Ms ;

15

the aerodynamic modied circular frequency, osT ; is assumed herein to include only
the eect of the utter derivatives H4* but not H3* because only vertical mode
bueting without coupling eects is studied. Thus, osT is derived as

1=2
rG1 B2 *
H4
16
osT os 1 
Ms
with
G1

L
0

f21 x dx;

17

where zt and oi are the damping ratio and the circular frequency of the ith TMD,
respectively; mi Mti =Ms is the generalized mass ratio between the ith TMD and the
structures; L is the total length of the bridge; f1 x is the rst mode shape function of
the bridge; Mti and Ms are the rst mode generalized masses of the ith TMD and the
bridge, respectively, which can be calculated using the following equations:
Mti mti f21 xi
and
Ms

Z
struct

mxf21 x dx;

18

19

where mti and mx are the mass of the ith TMD and the mass of the bridge structure
per unit length. In Eq. (14), FL is the rst mode generalized bueting lift force, which


992

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

can be expressed based on the Scanlan method as




Z Lm 
1 0
A
CL ux; t  CL CD wx; t f1 x dx;
FL rUB
2
B
0

20

where r; U and B are the air density, the mean wind speed and the bridge deck width,
respectively; CL ; CL0 and CD are the aerodynamic coecients; ux; t and wx; t are
the longitudinal and the vertical components of the uctuating wind speed,
respectively; Lm is the length of the main span of the bridge.
The rst mode frequency response function of the bridge can be obtained from
Eq. (6) and is shown as follows:
1
Hy o
;
21
H1 H2 i
where
H1 o2 o2s

n
X
mi o2 o2 o2  o2  4z2 o2
i

i1

H2 2zsT os o

n
X
i1

o2i  o2 2 4z2t o2i o2

2mi oi o5 zt
:
o2i  o2 2 4z2t o2i o2

22

23

The frequency response function of the ith TMD is

Hti o Hy o

o2i

o2
:
 o2 2zt oi oi

24

2.2. Bueting response of the bridge and the TMDs

From Eq. (6), the formulas for the RMS values of the bueting displacements of
the bridge deck and the TMDs can be derived and are shown, respectively, as
follows:
Z N
1=2  2 Z N
1=2
f1 x
2
2
Sy o do

jJoj jHy oj SF o do
;
25
sy x
Ms2 0
0
sti xi

1=2

Sti o do
0

 2
1=2
Z
f1 xi N
2
2
jJoj
jH
oj
S
o
do
;
ti
F
Ms2 0
26

where jJoj is the so-called joint acceptance function and is expressed as

Z Lm Z Lm
2
f1 x1 f1 x2 expcjx1  x2 j=Lm dx1 dx2
jJoj
0

and

"
SF o rUB

27

CL2 Su o

2
1 0
A
CL CD Sw o ;
4
B

28

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

993

Su o and Sw o are the power spectra of ux; t and wx; t; and can be assumed to
be of Kaimals and Panofskys forms [12], respectively; also, c 7Lm o=2Up:
2.3. Optimization of the TMDs parameters
Dening a reduction ratio, Z; as
sy w  sy
100%;
Z
sy w

29

where sy w and sy are the maximum RMS values of the bueting response of the
bridge deck without and with control, respectively. The optimal parameters of the
MTMDs can be found by maximizing the reduction ratio.
For the practical application of a MTMD system, there exist three possible
physical constraints where the rst and the second are the static strength and the
fatigue strength for the springs of the TMDs, respectively, and the third is the space
limitation for the TMDs motions on the bridge deck. These constraints have been
theoretically studied and the constraint equations have been established by Gu and
Xiang [3].

3. Application of MTMD in bueting control of the Yangpu Bridge

The Yangpu Bridge, which is a cable-stayed bridge with a composite deck and a
center span of 602 m, is located in Shanghai, China. Both the theoretical and
experimental studies indicated that the bridge may vibrate rather strongly under the
action of natural wind [10]. The inclined cable plans of the bridge make the
frequency of the rst torsional mode much higher than that of the rst vertical
bending mode. Furthermore, the vertical bueting response is much larger than the
torsional response. Fig. 2 shows the vertical bending displacements of the bridge
deck [10]. In light of this condition, it is proposed that the vertical bueting
responses should be controlled by using some mechanical countermeasure. The
MTMD system is nally chosen due to its convenience, low cost and eectiveness for
the variable frequency of the controlled mode.
Both the experimental and the numerical calculations show that the vibration
frequency, which is denoted here as fv ; of the bridge varies in the neighborhood
of the rst vertical bending natural frequency due to the action of wind and
the vehicle loads. Based on the utter derivatives obtained from the wind tunnel
tests, the vibration frequency is calculated to be as large as about 1.05 times
than that of the rst vertical frequency of the bridge under 38 m/s wind speed, which
is the basic design wind speed at the bridge deck level [10]. On the other
hand, the maximum reduction of the rst vertical frequency is about 10% due to
the vehicle loads which is determined according to the Chinese Code [13]. So the
variable range of the rst vertical bending vibration frequency of the bridge may
be taken to be between 0:9 and 1:05fs : This frequency variation would be taken
into consideration in the analysis of the TMDs and can be quantied in the


994

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

Fig. 2. Bueting response at the center of the main span of the Yangpu Bridge.

following non-dimensional form:

fv
gdf
fs

30

which is hereafter referred to as the drifting frequency ratio. Since the drift frequency
ratio depends on both wind speed and vehicle loads, for the purpose of conciseness in
the following study, the drifting frequency ratio rather than wind speed and vehicle
loads is taken to be the variable, which, of course, varies with wind speed and vehicle
loads.
3.1. Total mass of the MTMD system and mass distribution
For the practical application, the larger TMDs mass would give a better control
performance, so we expect the total mass of the TMDs to be as large as possible.
However, the total mass of the TMDs shall also be limited according to the required
reduction ratio and the available budget. As a preliminary plan of the MTMD design
for the bueting control of the Yangpu Bridge, seven sets of MTMDs are designed
and one of these will be selected for the practical use. These seven MTMDs have the
total masses of 30, 50, 75, 100, 125, 150 and 200 t, corresponding to the generalized
mass ratios of about 0.3%, 0.5%, 0.75%, 1.0%, 1.25%, 1.5% and 2.0%,
respectively.
In the practical application, after the frequency for each individual TMD has been
determined, the designers are free to adjust the mass and the stiness of the TMD in
order to provide the required frequency value. Basically, three methods are possible:

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

995

(1) the mass of each TMD is the same while the stiness varies;
(2) the generalized mass of each TMD is the same while the stiness varies;
(3) the stiness of each TMD is the same, while the mass varies.
Of the three methods, the third one is the most applicable in the practical situation
because the stiness of each TMD is dicult to adjust, while adjusting the mass of
each TMD is much easier. The analytical results indicate that there is little dierence
between the reduction ratios of the above three methods, thus, the third method is
adopted in the following analyses.
3.2. Number of TMDs
Generally speaking, if only a small number of TMDs are used, the MTMD system
might not be robust enough to handle the frequency variation due to the wind and
vehicle eects. On the other hand, the cost of the MTMD system would increase
signicantly as the number of the TMDs increase for a given total mass of the
MTMD system. As a result, a proper number of the TMDs should rst be chosen
before optimization analysis on the parameters of the TMDs can be conducted.
Fig. 3 shows the typical calculated results of the reduction ratio versus the number of
TMDs for the total generalized mass ratio of 1%. It is seen that the reduction ratio
seems to converge as the number of TMD reaches beyond fourteen. Similar trends
can be seen on the results of the other six MTMD systems. So the number of TMDs
used are determined to be fourteen for all the seven MTMD systems.

Fig. 3. The eects of number of TMDs on the reduction ratio Smi 1:0%; gcf 0:96; gfw 0:175;
zt 0:03:


996

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

3.3. Selection of frequency distribution

The frequency distribution of the MTMDs is a main factor that aects the control
eciency. As stated above, two factors, gcf and gfw ; completely describe the MTMD
systems frequency characteristics. These two factors will be numerically optimized
in the following.
3.3.1. Central frequency ratio gcf
Analysis of the central frequency ratio is conducted for all the seven MTMD
systems. Fig. 4 shows the reduction ratios as a function of the central frequency ratio
gcf and the drifting frequency ratio gdf for the total generalized mass ratio of 1.0%.
The vertical dashed lines, e.g., gdf 0:9 and 1.05 for the left and right dashed lines,
respectively, indicate the range of the potential vibration frequency drifting due to
the eects of wind and trac loads. The reduction ratio is higher at the left vertical
dashed line while is lower at the right one for smaller values of gcf (such as
gcf 0:92). As the value of gcf increases, the reduction ratio increases on the left
while decreases on the right. In addition, in spite of the variance of the reduction
ratio at the two dashed lines, the maximum values within the potential vibration
frequency range are almost the same for dierent values of gcf : Fig. 5 shows the
reduction ratios versus the central frequency ratio gcf for the drifting frequency ratio
gsf equal to 0.9 and 1.05, respectively. It is seen that the two curves cross at the
central frequency ratios gcf ; equal to approximately 0.96. These results seem to
suggest that the performance of the MTMD systems with gcf 0:96 are more robust
for the drifting frequency ratio range between 0.9 and 1.05.

Fig. 4. Reduction ratio versus drifting frequency ratio for various gcf values.

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

997

Fig. 5. Reduction ratios at gdf 0:9 and 1.05 versus central frequency ratio.

Fig. 6. Reduction ratio versus gdf for various gfw values gcf 0:96; zt 0:03:

3.3.2. Frequency band width ratio gfw

Fig. 6 shows the reduction ratio versus the drifting frequency ratio and frequency
bandwidth ratio gfw for the mass ratio of 1.0%. It is seen that the reduction ratio
curves of larger frequency bandwidth ratios are atter than those of smaller values of


998

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

gfw : In addition, larger frequency bandwidth ratios lead to the reduction ratios larger
at both sides of the potential range of the vibration frequency and smaller at the
drifting frequency ratio of about 1.0. With the decrease of the frequency bandwidth
ratio, the maximum reduction ratio increases. When the value of frequency
bandwidth reduces further, the value of the reduction ratio at the center of the
potential vibration frequency increases slowly while at the two edges of the frequency
range the reduction ratio decreases faster. It is obvious that there exists an optimal
value of the frequency bandwidth ratio among these values. To obtain this optimal
value, a weighted mean reduction ratio Z% is dened as
Z% AZ1 BZ2 CZc ;

31

where Z1 and Z2 are the reduction ratios for gdf 0:9 and 1.05, respectively; Zc is the
maximum reduction ratio; A, B and C are the weighting factors, which are assumed
to be 0.25, 0.25 and 0.5 roughly considering the probability of appearance for the
vibration frequency.
Fig. 7 shows the values of weighted reduction ratio versus the frequency
bandwidth ratio. From this gure, the optimal frequency bandwidth ratio for each
mass ratio can easily be determined based on the maximum weighting mean
reduction ratio. The optimal frequency bandwidth ratio for the seven sets of MTMD
systems can be found in Table 1.
3.4. Selection of damping ratio
The damping ratios for all the TMDs of each of the seven sets of MTMD
systems are assumed to be the same, as stated above. The analysis shows that

Fig. 7. Weighted mean reduction ratio versus gfw for Fig. 6.

http://www.paper.edu.cn
999

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

Table 1
Optimal parameters of MTMD systems
Total mass of MTMD (t)
P
mi (%)
gcf opt
gfw opt
zt opt
Zopt (%)

30

50

75

100

125

150

200

0.30
0.96
0.15
0.02
11.5

0.50
0.96
0.15
0.03
15.2

0.75
0.96
0.175
0.03
18.2

1.0
0.96
0.175
0.03
20.8

1.25
0.96
0.20
0.03
22.3

1.50
0.96
0.20
0.03
23.4

2.0
0.96
0.25
0.04
25.5

the optimal damping ratios for the seven sets of MTMD systems vary between
0.02 and 0.04. The reduction ratios, however, are not very sensitive to the MTMDs
damping ratio within the potential range of the vibration frequency, so the
detailed results are not shown here. The optimal damping ratios can also be found in
Table 1.
3.5. Optimal parameters for MTMDs
Based on the above analysis, the optimal parameters of the MTMD systems are
nally determined. The results are listed in Table 1. For the practical implementation, the total mass of the MTMD can rst be chosen from the seven sets of MTMD
systems based on the required reduction ratio and the allocated budget for these
devices, and then the parameters, e.g., the central frequency ratio and the frequency
bandwidth ratio, etc., of the MTMD system can be determined from Table 1.

4. Conclusions
The MTMD system is an eective device for controlling bueting response of
bridges. In the present study, seven sets of MTMD systems are studied and their
optimal properties are numerically obtained. Each of these seven sets of MTMD
systems can be used for the bueting control of the Yangpu Bridge. The numerical
results suggest the following conclusions:
(1) In the practical design of the MTMD system, the stiness of the springs of all
the TMDs could be designed to be the same, while the mass of each TMD could
be determined based on its frequency and stiness. This method may simplify
the design and implementation of the TMDs.
(2) The control eciency is sensitive to the frequency characteristics of the MTMD
system, namely the central frequency ratio and the frequency bandwidth ratio
dened in this paper.
(3) The damping ratio of the TMDs has less signicant eects on the control
eciency than the frequency characteristics. For simplication, the damping
ratios of all the TMDs are assumed to be the same.


1000

http://www.paper.edu.cn

M. Gu et al. / J. Wind Eng. Ind. Aerodyn. 89 (2001) 9871000

(4) The optimal parameters of the seven sets of MTMD systems are obtained and
presented. Each of these seven sets of MTMD systems can be chosen for the
practical installation.
In this study, the optimal frequency parameters, the central frequency ratio gcf and
the frequency bandwidth ratio gfw ; have been determined based on some reasonable
assumptions. More accurate estimation of these two parameters can be obtained if
the probability distribution of the drifting frequency ratio of the bridge can be
prescribed.

Acknowledgements
The project is co-supported by National Science Foundation for the Outstanding
Youth and Foundation for University Key Teacher by the Ministry of Education,
which are gratefully acknowledged.

References
[1] J.P. Den Hartog, Mechanical Vibrations, 1st Ed., Dover, New York, 1934.
[2] N. Isyumov, J. Holmes, A.G. Davenport, A study of wind eects for the rst national city
corporation projectFNew York, U.S.A, Research Report BLWT-551-75, University of Western
Ontario, London, Ontario, Canada, 1975.
[3] M. Gu, H.F. Xiang, Optimization of TMD for suppressing bueting response of long-span bridges,
J. Wind Eng. Ind. Aerodyn. 42 (1992) 13831392.
[4] M. Gu, H.F. Xiang, A.R. Chen, Apractical method of passive TMD for suppressing wind-induced
vertical bueting of long-span cable-stayed bridges and its application, J. Wind Eng. Ind. Aerodyn.
51 (1994) 203213.
[5] T. Igusa, K. Xu, Vibration reduction characteristics of distributed tuned mass dampers, in: M. Petyt
et al. (Eds.), Proceedings of the fourth International Conference on Recent Advances in Structural
Dynamics, Southampton, USA, 1991, pp. 596605.
[6] M. Abe, Y. Fujino, Dynamic characterization of multiple tuned mass dampers and some design
formulas, Earthquake Eng. Struct. Dyn. 23 (1994) 813835.
[7] A. Kareem, S. Kline, Performance of multiple mass dampers under random loading, J. Struct. Eng.
ASCE 121 (SE2) (1995) 349361.
[8] T. Igusa, K. Xu, Vibration control using multiple tuned mass dampers, J. Sound Vib. 175 (4) (1994)
491503.
[9] M. Abe, T. Igusa, Tuned mass dampers for structures with closely spaced natural frequencies,
Earthquake Eng. Struct. Dyn. 24 (1995) 247261.
[10] M. Gu, H.F. Xiang, Analysis of bueting response and its control of the Yangpu Bridge, J. Tongji
Univ. 21 (1993) 307314 (in Chinese).
[11] R.H. Scanlan, J.J. Tomko, Airfoil and bridge deck utter derivatives, J. Eng. Mech. Div. ASCE 97
(EM6) (1971) 17171737.
[12] R.H. Scanlan, R.H. Gade, Motion of suspended bridge spans under gusty wind, J. Struct. Div. ASCE
103 (1977) 18671883.
[13] Current Code for Design of Bridges and CulvertsFCode of the Ministry of Communications of
China, JTJ-021-89, Renming Jiaotong Pub., 1989.