Journal of Civil Structural Health Monitoring

https://doi.org/10.1007/s13349-018-0294-3 (0123456789().,-volV)(0123456789().,-volV)

ORIGINAL PAPER

Experimental and numerical dynamic structural analysis of footbridges

when subjected to pedestrians walking loads
Irwing Aguiar Ribeiro da Silva1 • José Guilherme Santos da Silva1,2

Received: 6 April 2018 / Accepted: 3 July 2018

 Springer-Verlag GmbH Germany, part of Springer Nature 2018

Abstract
This research work aims to investigate the dynamic structural behaviour and assess the human comfort of footbridges,
when subjected to pedestrian walking, based on experimental tests and tuning of finite element model. This way, the test
structure is related to a real pedestrian footbridge, located at the Osvaldo Aranha Street, route of great importance and so
very heavy traffic of vehicles along the day, next to the new Maracanã Stadium, in the city of Rio de Janeiro/RJ, Brazil.
The investigated footbridge presents two spans with length equal to 29.5 and 24 m, respectively, and a total length of
53.5 m. Initially, to identify and assess the global dynamic structural behaviour of the structural model an operational
modal analysis (OMA) was performed on the investigated footbridge. After that, several forced vibration tests were
performed on the footbridge, considering the pedestrians walking with different step frequencies. In sequence, a finite
element model was developed based on the ANSYS computational program. This model was used for the calibration of
results, obtained based on the footbridge experimental monitoring. Finally, a human comfort assessment was performed,
based on the comparisons between the results (peak accelerations), of the dynamic experimental monitoring and the
recommendations provided by design guides HIVOSS and SÉTRA.

Keywords Pedestrian footbridges
Experimental monitoring
Vibration analysis
Human comfort

1 Introduction Hence, the frequencies of the actions associated with

Pedestrian footbridges are becoming more and more the
modern landmarks of urban areas. At the same time,
structural engineers, with their experience and knowledge
coupled with the use of newly developed materials and
technologies, have designed pedestrian footbridges with
daring structures. These facts have contributed to the
design of very slender pedestrian footbridges, sensitive to
dynamic excitation, and, consequently, changed the ser-
viceability and ultimate limit states associated with their
design. A direct consequence of this design trend is a
considerable increase in excessive vibration problems
[1–6].
& José Guilherme Santos da Silva
jgss@uerj.br
1
Civil Engineering Post-graduate Programme (PGECIV/
UERJ), Rio de Janeiro, Brazil
2
Structural Engineering Department (ESTR), State University
of Rio de Janeiro (UERJ), Rio de Janeiro, Brazil
pedestrians (walking or running) may coincide with the
fundamental frequency of the structure (resonance), and
dynamic effects cannot be neglected. It is also known that
the dynamic response of footbridges in resonance with
human-induced dynamic loads is considerably amplified
when compared to the static response. Thus, these struc-
tures may vibrate excessively and cause human discomfort
[1–3].
In footbridge design, it is extremely important to con-
duct an investigation that takes into account the dynamic
interaction between the people and the structure (pedes-
trian–footbridge dynamic interaction), bearing in mind that
this interaction also depends on the pedestrian density, so
that a reliable dynamic structural response can be obtained,
when subjected to pedestrian walking loads [1–6].
Živanović, Pavic and Reynolds [7] have described a
lively full-scale footbridge, its numerical modelling and
dynamic testing, based on procedures available for finite
element modelling and frequency response function-based
modal testing. The identified vibration parameters compare

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well with those from an ambient vibration survey where
only the bridge responses were measured. The correlation
between a finite element model and experimental results
was studied. For this particular structural system, stiff-
nesses of girder end supports in the longitudinal direction
and bending stiffness of inclined columns were identified
as the modelling parameters which influenced most
strongly the vertical and the horizontal modes of vibration,
respectively.
Brencich and Sabia [8] have developed a comparative
characterization of the brickwork performed by means of
compressive tests on cylinders, flat jacks, sonic and scle-
rometer tests of the Tanaro Bridge, an 18 span masonry
bridge built in 1866. The natural frequencies and mode
shapes of the bridge and the brickwork damping have been
identified by dynamic tests on the structure. Data from
material testing were used to set up FEM models, so that
the reliability of the material characterization procedures is
demonstrated by comparison between the dynamic tests
and FEM results.
Bayraktar et al. [9] developed an analytical modelling,
modal testing, and finite-element model updating for a two-
span masonry arch bridge. In this research work, an ana-
lytical modal analysis is performed on the developed 3D
finite-element model of the bridge to obtain dynamic
characteristics. The operational modal analysis was carried
out using peak picking method in the frequency domain
and stochastic subspace identification method in the time
domain, and dynamic characteristics of the investigated
bridge were determined experimentally. Finite-element
model of the structure were updated to minimize the dif-
ferences between analytically and experimentally esti-
mated dynamic characteristics by changing boundary
conditions. At the end of the study, maximum differences
in natural frequencies were reduced by an average of
18–7% after updating the finite element model.
Pieraccini et al. [10] developed an investigation aiming
to summarize the results of a two-day dynamic monitoring
of Michelangelo’s David subject to environmental loads
(city traffic and pedestrian loading induced by tourists
visiting the Academia Gallery). The experimental moni-
toring was carried out by a no-contact technique using
interferometric radar, whose effectiveness in measuring the
resonant frequencies of structures and historic monuments
has proved over the last years through numerous moni-
toring activities. All the measurements were carried out in
the presence and absence of visitors, to assess their influ-
ence on the dynamic behavior of the statue. Finally, a FE
model of the statue was employed to evaluate the experi-
mental results.
Bendon, Dilena and Morassi [11] have presented the
results of an experimental and theoretical investigation on
the Pietratagliata cable-stayed bridge (Udine, Italy).
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Journal of Civil Structural Health Monitoring
Ambient vibration tests were performed to estimate the
dynamic characteristics of the lower vibration modes of the
analysed bridge. Structural identification was carried out by
means of a manual tuning procedure based on FE models.
The analysis allows improving the description of boundary
conditions and mechanical interaction between the bridge
components. Results from local dynamic experimental
testing were used to estimate the traction on the cables and
to assess the integrity of the suspending system of the
bridge.
Therefore, considering the increasing number of repor-
ted excessive vibration problems in footbridges [1–3], this
research work aims to investigate the dynamic structural
behaviour and assess the human comfort of pedestrian
footbridges, when subjected to pedestrian walking, based
on experimental tests and tuning of finite element model.
This way, the test structure is related to a real pedestrian
footbridge, located at the Osvaldo Aranha Street, route of
great importance and so very heavy traffic of vehicles
along the day, next to the new Maracanã Stadium, in the
city of Rio de Janeiro/RJ, Brazil. The investigated foot-
bridge presents two spans with length equal to 29.5 and
24 m, respectively, and a total length of 53.5 m.
Initially, to identify and assess the global dynamic
structural behaviour of the structural model an Operational
Modal Analysis (OMA) was performed on the investigated
footbridge. After that, several forced vibration tests were
performed on the footbridge, considering the pedestrians
walking with different step frequencies. In sequence, a
finite element model was developed based on the ANSYS
computational program [12]. This model was used for the
calibration of results, obtained based on the footbridge
experimental monitoring. Finally, a human comfort
assessment was performed, based on the comparisons
between the results (peak accelerations), of the dynamic
experimental monitoring and the recommendations pro-
vided by design guides HIVOSS [13] and SÉTRA [14].
2 Investigated pedestrian footbridge
The analysed structural model is related to a pedestrian
footbridge, located at the Osvaldo Aranha Street, route of
great importance and also very heavy traffic of vehicles
along the day, next to the new Maracanã Stadium, at the
city of Rio de Janeiro/RJ, Brazil [1]. Composed of rein-
forced concrete elements and also steel ones, the footbridge
presents two continuous spans with length equal to 29.5
and 24 m, respectively, totalizing a length of 53.5 m, see
Fig. 1. The investigated span is located next to the Social
Security Building and presents a total length equal to
29.5 m. That span was reinforced with steel profiles welded
Journal of Civil Structural Health Monitoring
(a) Top view of the footbridge
Fig. 1 Investigated steel–concrete composite footbridge located next to the new Maracanã Stadium
to the lower bottom of the original longitudinal steel beams
of the footbridge, see Figs. 1 and 2.
The footbridge design was provided by the General
Project Coordination (CGP) of the Rio de Janeiro City Hall
[1]. It must be emphasized that, originally, there was a
concrete column that divided the studied span
(L = 29.5 m), see Fig. 2. However, the CGP did not con-
firm real reason of the non-existence of this concrete col-
umn after design conclusion. This way, in the authors’
opinion, the structural reinforcement has been a conse-
quence of this fact [1], see Figs. 2 and 3. It should be noted
that the structural model presents infrastructure and
mesostructure based on reinforced concrete sections and
the superstructure is formed by steel sections, see Figs. 1,
2, and 3. In sequence, the structural details of the foot-
bridge typical cross-section and also the reinforcement
steel beams are presented in Fig. 3.
3 Finite element model
In this research work, a three-dimensional numerical–
computational model was developed to represent the
dynamic structural behaviour of the investigated pedestrian
Investigated Adjacent
Span Span
(a) Top view
Fig. 2 Structural design of the pedestrian footbridge [Dimensions in mm]
Social Security Building
Investigated Span (L = 29.5m)
(b) Lateral view of the structural model
footbridge. Such model was used in the modal analysis and
vibration tests from pedestrian walking, where the dynamic
behaviour of the structure was evaluated. Aiming to cali-
brate the numerical model from experimental results
(modal analysis), the footbridge finite element model was
updated with such results.
The three-dimensional computational model, developed
for the dynamic analysis of pedestrian footbridge, was
generated using the usual mesh refinement techniques
present in the simulations of the finite element method
implemented by the ANSYS structural analysis software
[12]. This way, Fig. 4 shows the structural model of
pedestrian footbridge under analysis, where the dis-
cretization of the FE model and its characteristics can be
verified. The longitudinal steel beams, reinforcement steel
beams and the floor of the structures were modelled, based
on the use of shell finite elements (SHELL63 [12]) that
have bending and membrane capabilities, six degrees of
freedom at each node (translations in the nodal x, y, and
z directions and rotations about the nodal x, y, and z-axes).
The bracing system was represented by beam finite ele-
ments (BEAM44 [12]), uniaxial elements with tension,
compression, torsion, and bending capabilities and that
have six degrees of freedom at each node.
Investigated Adjacent
Span Span
Missing column
(b) Longitudinal view
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 Journal of Civil Structural Health Monitoring

Floor
CH#5/16
Stiffeners
CH#5/16”
Welded Steel Profiles
Web: CH#5/16” x 775mm
Flange: CH#1/2” x 300mm
Reinforcements
Rolled Steel Profiles
I 12” x 60.6

(a) Typical cross section of the structure (b) Reinforcement steel beams: I 12” x 60.6

Fig. 3 Typical cross-section and reinforcement steel beams of the footbridge

FEM OF THE FOOTBRIDGE

NODES : 51256
ELEMENTS : 46164
SHELL63 : 45404
BEAM44 : 760
DOF : 275608

Lateral View

Fig. 4 FEM of the analysed steel–concrete pedestrian footbridge

4 Numerical modal analysis
In this section of the paper, the classical eigenvalue prob-
lem associated to a free vibration analysis was solved based
on the use of the ANSYS computational program [12]. The
main objective is to identify the natural frequencies and
vibration modes of the investigated footbridge.
The natural frequencies values are of extreme relevance
for this research work, since the objective is to assess the
footbridge dynamic structural behaviour and the human
comfort, when the dynamic loading associated to pedes-
trian walking is considered, once the proximity of
fundamental frequency of the structure with the frequency
range of human walking is one of the most common causes
of footbridge vibration problems.
In sequence, Table 1 shows the frequency values and
Fig. 5 identifies the mode shapes of the structure. It is
possible to observe the predominance of combined bending
and torsional effects in the first two mode shapes for the
studied and adjacent footbridge spans, respectively. On the
other hand, the third and fourth vibration modes have
predominance of bending for the two spans, previously
mentioned, as presented in Fig. 5.

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Journal of Civil Structural Health Monitoring
Table 1 Natural frequencies of
Vibration mode Frequency (Hz)
the footbridge: numerical
analysis (FEM) 1st 1.99
2nd 3.70
3rd 3.83
4th 6.05
(a) f01=1.99Hz (b) f02=3.70Hz
(Torsion and Bending) (Torsion and Bending)
Fig. 5 Footbridge vibration modes: numerical analysis (FEM)
5 Dynamic experimental monitoring
In this investigation, the dynamic experimental monitoring
of the investigated pedestrian footbridge was conducted
based on two different tests. Initially, the operational modal
analysis measurements were carried out on the structure,
based on the use of an USB digital accelerometer [Digi-
ducer: 333D01 model], using the Signal Scope application
installed on an IOS platform IOS device. The system was
connected by a cable to an IOS device through Signal
Scope application, to perform the reading, recording and
display of the experimental structural dynamic response
values in the time domain or frequency domain, see Fig. 6.
On the other hand, it must be emphasized that for the
human walking vibration tests, considering the walking of
pedestrians on the footbridge floor, the dynamic structural
response was measured based on the use of a 603C01 PCB
Piezotronics accelerometer, using a dynamic signal analy-
ser 80-CoCo, see Fig. 6. In sequence, a brief technical
specification about equipment, sensors and software is
presented in sequence:
• A CoCo-80X Dynamic Signal Analyser, 2 channels,
0.48 Hz–102.4 kHz with 54 stages, 24 bits, 1.71 kg
including battery (see Fig. 6);
• Two ceramic shear ICP accelerometers, 100 mV/g,
0.5–10 kHz, top exit, 2-pin conn., single point ISO
17025 accredited calibration, 51 grams (see Fig. 6);
Physical phenomenon Maximum amplitude
Torsion and bending Span 1 (29.5 m)
Torsion and bending Span 2 (24 m)
Bending Span 1 (29.5 m)
Bending Span 2 (24 m)
(c) f03=3.83Hz (d) f 04=6.05Hz
(Bending) (Bending)
• A SignalScope Pro for iOS by Faber Acoustical with
dual-channel system analyser and sensitivity recogni-
tion of Digiducer (see Fig. 6);
• One 333D01 USB Digital piezoelectric ceramic shear
accelerometer, 4.3% FSV/g, 2 Hz–8 kHz, top exit,
131 g (see Fig. 6);
The human walking vibration tests performed on the
pedestrian footbridge through the dynamic experimental
monitoring (structure and pedestrians), aims evaluating the
dynamic structural response (human comfort), and also to
provide the support for the calibration of the pedestrian–
footbridge dynamic interaction numerical modelling, based
on the use of biodynamic systems, still in progress. In
sequence, Table 2 and Fig. 7 present a summary of the
experimental tests carried out.
It is fair to mention that, to control the synchronization
of the pedestrian step frequency while walking on the
footbridge floor, aiming to identify the step frequency
values in the experiments, a metronome was used to each
test. The metronome produces controlled sound pulses with
regular duration and its representative unit is the ‘‘BPM’’
(Beats Per Minute). This way, each sound beat is related to
the contact step of the pedestrian walking. Finally, it must
be emphasized that the pedestrian, in each of the experi-
mental tests, have walked only along the longitudinal axis
of the footbridge floor.
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(a) USB digital accelerometer Digiducer 333D01 and IOS
device application Signal Scope
(c) Data acquisition system and CoCo-80 Analyser
Fig. 6 Dynamic experimental monitoring: data acquisition system and accelerometers
Table 2 Summary of the
Test Walking
experimental dynamic
monitoring: forced vibration 1 Slow (1 Pedestrian)
tests
2 Normal (1 Pedestrian)
3 Fast (1 Pedestrian)
4 Resonance (1 Pedestrian)
4 Random (8 Pedestrians)
5.1 Operational modal analysis
The operational modal analysis (OMA) was performed
(free vibration tests: see Fig. 7), based on the dynamic
experimental monitoring, considering a single pedestrian
jumping at the central section of the footbridge span. At
this point, the vertical accelerations were recorded in time
domain with a sampling rate of 2.56 kHz for a time suffi-
cient for all the energy of the jumping to be dissipated. This
way, Fig. 8 shows the experimental results, obtained in the
frequency domain, aiming to identify the natural frequen-
cies that produce the main energy transfer peaks of the
footbridge dynamic structural response.
Based on the results shown in Fig. 8, frequency domain
acceleration obtained by fast Fourier transform (FFT), it
can be observed that the largest contribution of energy
transfer to the structural model (highest peak) corresponds
to the vertical bending vibration mode with frequency
value of 3.83 Hz (f03OMA = f03FEM = 3.83 Hz, see Table 1
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Journal of Civil Structural Health Monitoring
(b) Mobile application: metronome beats
(d) Accelerometer PCB Piezotronics 603C01
Gait frequency (fp in Hz) Frequency (BPM)
1.60 96
2.00 120
2.45 147
1.90 114
Random –
and Fig. 5) related to the investigated span (L = 29.5 m).
The peak with the second largest contribution is referred to
the frequency of 5.94 Hz corresponding to the vertical
bending (f04OMA = 5.94 Hz and f04FEM = 6.05 Hz: differ-
ences equal to 2%; see Table 1 and Fig. 5), associated to
the adjacent span (L = 24 m). It is also possible to observe
another energy transfer peak contribution related to the
footbridge dynamic response, corresponding to the torsion
vibration mode, which correspond to the third largest
contribution with frequency value of 1.99 Hz (f01OMA-
= f01FEM = 1.99 Hz, see Table 1 and Fig. 5), related to the
investigated span (L = 29.5 m). Comparing the footbridge
natural frequency values obtained based on the experi-
mental dynamic monitoring and also numerical modelling,
it can be verified an excellent agreement between these
results (numerical and experimental). This fact has indi-
cated an adequate finite element modelling of the investi-
gated structural model and the refined FE model has
produced numerical values very close to the experimental
Journal of Civil Structural Health Monitoring
(a) Free vibration
(c) Normal walking
(e) Resonance walking
Fig. 7 Dynamic experimental monitoring of the pedestrian footbridge ‘‘in situ’’
results. This way, it was necessary no calibration of the
developed footbridge FE model, but only validation of the
results in relation to the experimental ones.
(b) Slow walking
(d) Fast walking
(f) Random walking
5.2 Pedestrian walking vibration tests
The investigated pedestrian footbridge was subjected to
five types of pedestrian walking according to step fre-
quency and number of individuals present on the path (see
Table 2 and Fig. 7), and the dynamic structural response
was analysed, based on the vertical acceleration values, in
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1st Peak (1st Vibration Mode)
(Span: 29.5m) f01=2.03Hz
2nd Peak (3rd Vibration Mode)
(Span: 29.5m) f03=3.83Hz
3rd Peak (4th Vibration Mode)
(Span: 24m) f04=5.94Hz
Fig. 8 Identification of the experimental frequencies at the central
section of the footbridge
the time domain and frequency domain, through the
dynamic experimental monitoring, see Figs. 9, 10, 11, 12,
and 13. It is important to point out that the acceleration
experimental signals were recorded in time domain with a
total length of 20 s (sufficient time for the slowest walking
on the footbridge) and a sampling rate of 2.56 Hz for all
walking types. Such signals were then converted posteri-
orly into frequency domain by FFT.
In quantitative terms, it should be noted that the maxi-
mum accelerations values (peak accelerations) at the
footbridge investigated central section (Span: L = 29.5 m),
respectively, are equal to 0.24 m/s2 (ap = 0.24 m/s2; slow
walking: 1 pedestrian, Fig. 9); 0.28 m/s2 (ap = 0.28 m/s2;
normal walking: 1 pedestrian, Fig. 10); 0.30 m/s2 (ap-
= 0.30 m/s2; fast walking: 1 pedestrian, Fig. 11); 0.23 m/
s2 (ap = 0.23 m/s2; resonance: 1 pedestrian, Fig. 12) and
0.77 m/s2 (ap = 0.77 m/s2; random walking: 8 pedestrians,
Fig. 13).
It should be noted that, the peak acceleration value
obtained at resonance walking was lower when compared
with the other experimental tests. However, analysing the
structural project of the investigated footbridge, it can be
verified that there are structural sections of the floor that
present significant less structural stiffness (without bracing
system), along the longitudinal axis of the footbridge. This
way, it was observed that when the slow, normal and fast
ap = 0.24 m/s²
(a) Time domain
Fig. 9 Experimental test 1 (slow walking: fp = 1.6 Hz): central section (L = 29.5 m)
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Journal of Civil Structural Health Monitoring
walking were considered in the tests, the pedestrian stepped
on the floor region with less structural stiffness, very close
to the accelerometer. This fact has produced slightly higher
values of peak acceleration, due to the pedestrian step
characteristics (frequency, velocity and step distance).
Analysing the investigated footbridge dynamic struc-
tural response, based on a qualitative point of view, in
general, it seems that the most significant energy transfer
peak corresponds to the contribution of the third natural
frequency of the studied structural model, associated with
the third vibration mode [L = 29.5 m: f03 = 3.83 Hz
(Bending), see Table 1 and Fig. 5], see Figs. 9, 10, 11, 12,
and 13.
It is worth mentioning that the dynamic response of the
footbridge was modified when the pedestrian–footbridge
dynamic interaction effect was considered and it is
important to emphasize that this interaction tends to modify
the natural frequencies of the structure, especially when the
pedestrian step frequency was highly synchronized, see
Figs. 9, 10, 11, and 12.
This conclusion becomes evident when the Tests 1–4 are
investigated, in which the pedestrian step frequencies were
synchronized based on the use of a metronome, see Fig. 6
and Figs. 9, 10, 11, and 12. In these loading situations, it
seems that the third natural frequency of the structure
[L = 29.5 m: f03 = 3.83 Hz (Bending), see Table 1 and
Fig. 5], was modified clearly based on the pedestrian–
footbridge dynamic interaction effect, see Figs. 9, 10, 11,
and 12.
On the other hand, in the case of Test 5 (see Figs. 7 and
13), in which 8 pedestrians walk freely on the footbridge,
randomly, without synchronizing the step frequency with a
metronome, the predominance of the system dynamic
response is governed exclusively by the third natural fre-
quency [L = 29.5 m: f03 = 3.83 Hz (Bending), see Table 1
and Fig. 5], and after that, the fourth natural frequency
[L = 29.5 m: f04 = 5.94 Hz (Bending); Table 1 and Fig. 5].
In this situation, the footbridge natural frequencies were
f = 3.75 Hz
f = 5,94 Hz
(b) Frequency domain
Journal of Civil Structural Health Monitoring

f = 3.75 Hz

f = 5.86 Hz

ap = 0.28 m/s²

(a) Time domain (b) Frequency domain

Fig. 10 Experimental test 2 (normal walking: fp = 2.0 Hz): central section (L = 29.5 m)

ap = 0,25 m/s²
f = 3.75Hz

f = 2.48Hz

(a) Time domain (b) Frequency domain

Fig. 11 Experimental test 3 (fast walking: fp = 2.45 Hz): central section (L = 29.5 m)

ap = 0.23 m/s²
f = 3.67Hz

f = 5.86Hz

(a) Time domain (b) Frequency domain

Fig. 12 Experimental test 4 (Resonance: fp = 1.90 Hz): central section (L = 29.5 m)

not modified by the pedestrian–footbridge dynamic inter-
action effect, see Fig. 13.
Finally, it is important to emphasize that when the Test 3
was considered (see Figs. 7 and 11), the second largest
energy transfer peak was associated to the excitation fre-
quency induced exclusively by the pedestrian walking (fp-
= 2.48 Hz), see Fig. 11. In addition, it is important to
point out the energy transfer peak related to the torsion
vibration mode is not present in Figs. 9b, 10, 11, 12, and
13b, due to the fact that the pedestrian, in each of the
experimental tests, has walked only along the longitudinal
axis of the footbridge floor.
6 Human comfort assessment
In this section of the paper, the footbridge human comfort
levels are investigated. Traditional design guides (HIVOSS
[13] and SÉTRA [14]), recommend a reduction coefficient
of dynamic actions induced by pedestrians called ‘‘w’’,
which varies from a range of 0–1 [w: 0–1], according to the

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 Journal of Civil Structural Health Monitoring

f = 3.83Hz

f = 5.94Hz

ap = 0.44 m/s²

(a) Time domain (b) Frequency domain

Fig. 13 Experimental Test 5 (Random walking: 8 pedestrians): central section (L = 29.5 m)

risk of resonance between the frequency of excitation
(pedestrians) and the footbridge natural frequency. This
coefficient has non-zero values for a given range of fre-
quencies, particularly in each design guide [13, 14].
The investigated footbridge presents a natural frequency
value equal to 3.83 Hz [L = 29.5 m: f03 = 3.83 Hz
(Bending), see Table 1 and Fig. 5], associated to the fre-
quency range with maximum risk of resonance related to
the second harmonic of the dynamic loading. In this situ-
ation, the coefficient w assumes the maximum value and
the evaluation of human comfort is required [13, 14].
This way, Table 3 shows the peak accelerations values
obtained by the performed dynamic experimental moni-
toring and the human comfort evaluation based on the
classification ranges proposed by the design guides
[13, 14]. Therefore, when the acceleration experimental
values obtained in the Tests 1–4 were considered in the
analysis, the footbridge human comfort was classified as
‘‘maximum’’. On the other hand, this classification was
considered as ‘‘medium’’, when Test 5 accelerations were
investigated.
It must be emphasized that the results provided by Test
5 were effectively compared with the design guides
(HIVOSS [13] and SÉTRA [14]), due to the fact that the
density of pedestrians per m2, considering the effect of the
second harmonic of the crowd, in this experimental test
was equal to 0.2 pedestrian/m2, corresponding to the class
TC2 (HIVOSS [13]) and close of the category II (SÉTRA
[14], which presents a value equal to 0.8 pedestrian/m2.
Therefore, the best acceleration value correlation was
observed when the Test 5 and HIVOSS [13] were com-
pared. The difference between the acceleration values in
relation to the SÉTRA recommendation [14] is due to the
different pedestrian’s density for the studied class (Cate-
gory II [14]).
However, it is important to emphasize that, based on
several observations made at the footbridge location, dur-
ing the experimental monitoring, and also based on the
interviews made with the participants of the experimental
tests (pedestrians), it was observed that most of the people
that cross the structure feel uncomfortable with the
excessive vibration levels of the investigated footbridge.
Finally, the authors would like to emphasize that this
investigation will continue based on the development of a
mathematical model, aiming to numerically simulate the
pedestrian–structure dynamic interaction, considering the
use of biodynamic models of people. This way, the results
of the pedestrian walking vibration tests can also be vali-
dated and represented by FEM simulations. These models
simulate the dynamic characteristics of the pedestrians
(mass, stiffness and damping) and have been used as an
efficient alternative to better evaluate human comfort rather

Table 3 Human comfort investigation

Experimental tests HIVOSS [4] SÉTRA [5]
Tests Human walking ap Comfort class Class of traffic ap Comfort class Class of traffic ap Comfort class
(m/s2) (m/s2) (m/s2)

1 Slow 0.24 Maximum – – – – – –

2 Normal 0.28 Maximum – – – – – –
3 Fast 0.25 Maximum – – – – – –
4 Resonance 0.23 Maximum – – – – – –
5 Random 0.44 Medium TC2 0.74 Medium II 2.47 Minimum

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than the traditional ‘‘force-only’’ model widely used for
dynamic analysis of footbridges.
7 Conclusions
The main objective of this research work was to develop a
study based on the dynamic experimental monitoring and
numerical modelling, to identify, characterize and also
evaluate the dynamic structural behaviour of pedestrian
footbridges. To do this, the human comfort analysis of a
real and existing steel–concrete composite pedestrian
footbridge, located in the city of Rio de Janeiro/RJ, Brazil,
was investigated. Thus, the main conclusions of the present
investigation are:
1. Operational modal analysis: The highest energy trans-
fer peak contribution related to the dynamic structural
response of the analysed footbridge is associated to the
vertical bending vibration mode with frequency equal
to 3.83 Hz [L = 29.5 m: f03 = 3.83 Hz]. The energy
transfer peak with the second highest contribution is
related to the frequency corresponding to the vertical
bending mode shape with frequency equal to 5.94 Hz
[L = 24 m: f04 = 5.94 Hz). The peak with the third
largest contribution, but much smaller than the first and
second ones, corresponds to the torsion vibration mode
with a frequency of 2.03 Hz [L = 29.5 m:
f01 = 2.03 Hz].
2. Forced vibration experimental tests: The maximum
acceleration values (peak accelerations) related to the
central section of the investigated span (L = 29.5 m),
respectively, are equal to 0.24 m/s2 (ap = 0.24 m/s2;
slow walking: 1 pedestrian); 0.28 m/s2 (ap = 0.28 m/
s2; normal walking: 1 pedestrian); 0.25 m/s2 (ap-
= 0.25 m/s2; fast walking: 1 pedestrian); 0.23 m/s2
(ap = 0.23 m/s2; resonance: 1 pedestrian) and 0.44 m/
s2 (ap = 0.44 m/s2; random walking: 8 pedestrians).
3. Human comfort assessment: Based on the peak accel-
eration values, observations made at the footbridge
location and also several interviews with the participants
of the experimental tests, it was concluded that the
investigated pedestrian footbridge becomes uncomfort-
able for the people, as the traffic density increases.
Finally, the authors would like to emphasize the
understanding of the necessity of a study based on the
evaluation of the pedestrian footbridge dynamic interaction
effect, considering experimental tests and numerical mod-
elling, using representative biodynamic models to simulate
the pedestrians, to contribute with a more realistic assess-
ment of the dynamic structural behaviour and human
comfort evaluation of footbridges subjected to pedestrian
walking.
Acknowledgements The authors gratefully acknowledge the financial
support for this work provided by the Brazilian Science Foundation’s
CAPES, CNPq and FAPERJ.
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