1. 2 Problem statement and objectives Since the vibration amplitudes have to be controlled in order
to comply with serviceability (e.g., passenger comfort)
and load carrying capacity (fatigue) criteria, the accurate
Szabó et al.
Period. Polytech. Civ. Eng.
calculation of VIV amplitudes is of primary importance.
Simplified closed formulas (e.g., Eurocode, ), section
[5, 6] and full aero-elastic wind tunnel models  or fluid-
structure interaction simulations  are widely used, but
there are still uncertainties as to the prediction of the VIV
amplitudes . In this paper a slender cable-stayed bridge
at Komárom was considered, which was equipped with
monitoring sensors during the most critical construction
period; therefore, precise wind and vibration data series
were available. The main goal was to validate our numer-
ical (structural and fluid dynamics) models in order to
improve the reliability of the VIV amplitude calculations.
2 The new Komárom Danube Bridge project The Komárom Danube Bridge is a cable stayed structure
with unusual, one-sided single pylon arrangement, which
is therefore fully fixed at the bottom. The main span L is 252 m. The orthotropic deck has trapezoidal ribs and
two I-shaped stiffening girders at both sides. The curved
cross girders are placed at every 3.00 meters. The deck has
a width B of 20.40 m, and a depth D of 2.50 m. The stay
cables are composed of A = 150 mm
(f u = 1860 N/mm
) with a strand number of 43, 55 and 85.
The cross section is shown in Fig. 1 with the team of
designers ready to make pedestrian excitation tests at the
end of the deck. Considering the slenderness of the bridge,
6 pieces of tuned mass dampers (TMD) were installed on
the deck in order to mitigate vortex induced vibration.
A single TMD has a moving mass, stiffness and damping
of M = 5 t, K = 36.5 kN/m and C = 3.4 kNs/m, respectively.