Vortex-induced Vibration Performance Research Articles

Vortex-Induced Vibration Performance and Mechanism Analysis of a Suspension Bridge Affected by Water-Filled Barriers

The existence of water-filled barriers alters the cross-sectional shape of the main girder, which may lead to vortex-induced vibrations (VIVs) in suspension bridges. However, the mechanism and occurrence conditions of VIVs in the main girder that is affected by water-filled barriers are still unclear. To this end, this study investigates the effect of water-filled barriers on the VIV performance of suspension bridges. The evolution of the vortex structure during one VIV cycle and the corresponding pressure variations, including the average and fluctuating values on the surface, were analyzed. Additionally, the spatiotemporal distribution of the surface pressure was studied using proper orthogonal decomposition (POD). The results show that VIV occurs in the main girder when the height of the water-filled barriers exceeds a threshold value of 0.317. Moreover, a significant negative pressure vortex occurred when the barriers were installed. The vortex underwent the following distinct phases in one VIV cycle: generation, separation, reattachment, and shedding. However, the negative pressure vortex behind the barrier did not vary substantially when the water-filled barriers were installed without VIV. Additionally, the average pressure on the surface of the main girder remained constant regardless of the occurrence of VIVs. In the presence of VIVs, the pressure fluctuations became much more pronounced and were mainly concentrated on the top surface and leading edge of the main girder. Additionally, the dominant modes of the pressure variations correlated with the evolution of the vortices and pressure distribution.

Influence of non-uniform grid plates on the vortex-induced vibration performance of twin-box girder section

The wind resistance design of long-span bridges necessitates addressing the issue of vortex-induced vibration (VIV) and implementing appropriate counter measures to mitigate it. The present study focused on the examination and comprehensive analysis of a self-anchored suspension bridge. Wind tunnel tests were conducted on sectional models to analyze the effect of wind attack angles on the VIV performance of the girder. Moreover, the investigation examined the impact of opening slot ratio and the configuration of grid plates on the trigger mechanism and performance of VIV. From the results, it is observed that the main girder displays vertical VIV when the damping ratio reaches 0.25%. At wind attack angle of − 3°, 0°, and + 3°, the dimensionless maximum amplitude of the vertical VIV normalized by the height of the girder section, represented as ymax/D, is measured to be 0.032, 0.033, and 0.023 correspondingly. When the opening slot ratio of the grid plates reaches 50%, and the grid plates are non-uniformly arranged on the opening slot, that is the sides of the opening slot position, the vertical VIV becomes non-existent. Furthermore, it is observed that when the grid plates are arranged uniformly with the same opening slot ratio, the suppression effect on VIV is relatively worse and the dimensionless maximum amplitude of the vertical VIV is reduced to 0.013 from 0.032. The flow structure mechanism is that the upside airflow is separated at the windward edge of the girder section, leading to the formation of a large upper vortex. The upper vortices interact with the airflow passing through the upper and lower portions of the central slot, colliding with the top and bottom surfaces of the downstream section. Eventually, the vortices are shifted towards the tail side of the girder section and eventually shed, causing VIV. After implementing grid plates, vortices with a certain size still form at the gap. The grid plate effectively separates the vortices from the upper and lower sections of the girder, reducing their impact on the downstream section and optimizing the VIV performance of the main girder. These research findings could serve as a guide for designing the two-box girder section.

Experimental study on the influence of maintenance track position on vortex-induced vibration performance of a box girder suspension bridge

To study the influence of maintenance track on the vortex-induced vibration (VIV) performance of main girder, the VIV response and time history of surface pressure data of a section model were obtained by wind tunnel vibration and pressure measurements for a large-span steel box girder suspension bridge. The VIV performance of the main girder was tested at ±5° attack angles of various maintenance track positions, including 1, 2.5, and 5 m away from the outer edge of the girder bottom plate. The mean values, root variances and amplitude spectra of vortex-induced force and the correlation and contribution coefficients of local aerodynamic force to overall aerodynamic force were analyzed. The results show that when the maintenance track is 1 m away from the outer edge of the bottom plate, the main girder exhibits the worst VIV performance with a maximum amplitude of 0.457 m, far beyond the allowable value of the specification. The VIV performance of the main girder was greatly improved by moving the maintenance track inward. The pressure analysis indicates that the large pressure fluctuation at the front and rear parts of the upper surface is attributed to the strong VIV of the main girder. In this sense, the improved VIV performance is mainly contributed by the weakening of pressure fluctuation in these two areas and the reduced local aerodynamic force. When the distance between the maintenance track and bottom plate is adjusted to 2.5 m, a 3.5 m wind barrier with a ventilation rate of 30% effectively inhibits the VIV of the box girder. The main reason for the suppression is that the elimination of pressure fluctuation on the upper surface of the girder disturbs the correlation between local aerodynamic force and overall aerodynamic force, consequently diminishing the contribution of local aerodynamic force to the vortex-induced force.

Vortex-induced vibration performance and mechanism of long-span railway bridge streamlined box girder

To investigate the vortex-induced vibration (VIV) characteristics of a narrow-streamlined railway box girder and optimize its VIV performance, a long-span railway cable-stayed bridge was analyzed. Based on sectional model wind tunnel tests, the influence of the wind attack angle and the damping ratio on the VIV performance of the girder was investigated. The main inducing factors of the VIV of the narrow railway box girder were explored and a series of corresponding optimization schemes was put forward. The results show that there is no VIV when the wind attack angles are −5°, −3° and 0°, and the damping ratio is 0.2%. The non-dimensional maximum amplitudes 1000 y/ D of the girder at wind attack angles of +3° and +5° are 14.4 and 19.4, respectively. The maximum amplitudes decrease with the increase of the damping ratios. The railing base is the influence factor that induces the vertical VIV, because the separation vortices between the railing base and ballast wall, as well as behind the railings, cause the VIV of the railway steel box girder. Compared with that of the girder section with the ballastless track board, the non-dimensional maximum vertical VIV amplitude of the girder without the ballastless track board greatly increases from 19.4 to 63.5, which could effectively suppress the VIV of the main girder. Lastly, in the construction state, vertical VIV occurs for girder sections I and II, which have respective aspect ratios of 4.3 and 4.6, at wind attack angles of +3° and +5°. Girder section III, which has a 6.7 aspect ratio and is more streamlined, does not have a VIV. The greater the aspect ratio of the bridge girder, the better the VIV performance. The relevant results could serve as a guide for wind resistance design of railway streamlined box girders.

Experimental study on distributed aerodynamic forces of parallel box girders with various slot width ratios and aerodynamic countermeasures during vortex-induced vibration

The widespread adoption of parallel box girders in bridge engineering is attributed to their superior traffic-bearing capacity and streamlined construction methodologies. Nevertheless, these structures are confronted with exacerbated vortex-induced vibration (VIV) challenges stemming from aerodynamic interference and intricate vortex shedding phenomena between the girders. In the present study, a series of extensive wind tunnel experiments are conducted to scrutinize the VIV behavior of parallel box girders with diverse slot width ratios, taking into account both sectional model oscillations and surface pressure. The mean pressure coefficient, fluctuating pressure coefficient, time-frequency attributes of the distributed aerodynamic force, and the contribution value of distributed aerodynamic force to vortex-driven force are meticulously analyzed and compared to ascertain the impact of slot width ratio on VIV. Drawing on the empirical findings, we put forth and assess aerodynamic countermeasures aimed at augmenting the VIV performance of parallel box girders. Furthermore, the control mechanism for VIV is studied with respect to alterations in the distributed aerodynamic force. Our investigation reveals significant aerodynamic interference between parallel box girders featuring distinct slot width ratios. The frequency multiplication effect and signature turbulence in the aerodynamic force amidst VIV is observed, although the oscillation characteristics persist primarily at a singular frequency. The VIV of parallel box girders is instigated by the marked fluctuating pressure on the upper surface in proximity to the slot side and the inclined web of the leeward girder, accounting for the heightened severity and intricacy of VIV in these configurations as opposed to single closed-box girders. The synergistic implementation of skirt plates and wind fairings or winglets efficaciously eradicates the root causes of VIV in the original girders and even transmutes the contribution value of the distributed aerodynamic force from positive to negative, thereby suppressing VIV.

Prediction of Vortex-Induced Vibration Response of Open Bridge Girder Based on Machine Learning Method

The [Formula: see text]-shaped open section girder is a very common section, which has been widely used in the construction of modern bridges. However, compared with a streamlined box girder, it is easy to cause vortex-induced vibration (VIV) in bridges due to its bluff section shape and poor aerodynamic stability. In this paper, a typical open section with a height–width ratio of 10:1 is taken as the research object. Through wind tunnel tests and numerical simulation technology, the time-history data of VIV of the [Formula: see text]-shaped section are obtained. By selecting three different neural network models to establish the relationship between external parameters (wind attack angle, wind speed, turbulence) and structural response parameters (the onset wind speed of VIV, the length of the lock-in interval). After comparing different machine learning methods, the most suitable machine learning model is selected to predict the VIV response characteristics of the main girder. The research results show that the typical open section has a serious VIV phenomenon. The BP neural network model has the best performance in predicting the VIV performance of the open section in terms of calculation speed, prediction accuracy and solving nonlinear adaptability. At the same time, it is found that different characteristic parameters of the incoming wind field have different influences on the prediction results of the VIV response. Among them, the wind attack angle is the key parameter that affects the onset wind speed of VIV, but the turbulence intensity has a greater impact on the maximum amplitude of VIV. At the same time, the optimized BP model can predict the characteristic parameters of VIV response under unknown wind fields. This paper provides a new idea to study the effect of different incoming flow parameters on the performance of section VIV and further improves people’s understanding of VIV system.

Experiment study on vortex-induced vibration of a twin-box girder with large cantilever plates

Due to their good aerodynamic stability performance, twin-box girders are frequently adopted in long-span cable-supported bridges. However, they are also susceptible to vortex-induced vibration (VIV) since the central slot changes the flow patterns around a bridge girder. In this paper, the VIV performance of a twin-box girder with large cantilever plates was investigated through wind tunnel tests of sectional models with 1:75 and 1:30 scale ratios. Furthermore, the effects of increasing the damping ratio and installing various conventional aerodynamic countermeasures such as guide vanes, grid plates, and central stabilizers on VIV suppression of the twin-box girder were investigated. A new type of aerodynamic countermeasure named the L-shaped windshield was proposed to suppress the VIV response of the twin-box girder to an acceptable level. The results indicated that significant vertical VIV occurred for the twin-box girder, and increasing the damping ratio and installing conventional aerodynamic countermeasures could not suppress the VIV response of the twin-box girder effectively. The attachments obviously worsened the vertical VIV performance of the twin-box girder, and the attachments on the upper surface showed a more significant effect. It was further demonstrated that the L-shaped windshield is an effective countermeasure that can completely suppress the vertical VIV of the twin-box girder by greatly reducing the motion-induced vortexes in the central slot with the help of low turbulence in the turbulent flow field.

Effects of wind barriers on VIV performances of twin separated parallel decks for a long-span rail-cum-road bridge

Wind barriers are frequently used on the railway bridges to improve operational safety of high-speed trains. However, the effects of wind barriers along the railway on the separated decks' Vortex-induced vibration (VIV) for rail-cum-road bridges are not fully known, whose VIV characteristics are more complicated because of aerodynamic interference effect (AIE). A number of dynamic sectional model wind tunnel tests for VIV performance were carried out. Three different heights (H) varying from 2 m to 4 m and four different ventilation ratios (R) varying from 20% to 50% for wind barriers on railway decks were examined under two opposite incoming flow directions at a fixed spacing. Results indicated that twin separated decks' overall VIV performance are poor when the wind flows from the railway upstream to the highway downstream. The wind barrier on railway deck can weak the remarkable fluctuating wind pressure coefficients, change the correlation coefficients and reduce the contribution coefficients of local distribution aerodynamic forces to the overall aerodynamic forces. It was effective to suppress VIV of the railway deck, and it also had a greater impact on the adjacent highway deck. The VIV-suppress ability of wind barriers is determined by the parameters of H and R. The wind barriers with H = 3 m and R = 30% were recommended to satisfy the requirements of twin decks after a comprehensive evaluation.

Experimental investigation on the vortex-induced vibration of an arch steel bridge tower

This paper reports the wind tunnel study of the vortex-induced vibration (VIV) of a free-standing steel arch bridge tower with pentagon cross-section. The tests were carried out at different yaw angles β (0°–90°) of wind flow by employing a 1:50 scaled aeroelastic model. A series of aerodynamic measures were studied to mitigate the VIV of the tower at the most unfavorable yaw angle. Effects of turbulence intensity and structural damping on the VIV performance of the tower were evaluated. A sleeve-type eddy current damper (ECD) for increasing the structural damping of aeroelastic model was designed for reserved emergency measures. Experimental results indicate that the VIV occurs for a few yaw angles at wind velocity of 15–18 m/s and the maximum VIV amplitude happens for β = 35°. The aerodynamic measures are effective for some yaw angles but become invalid for other yaw angles. Compared to those in smooth flow, the VIV amplitude drops by 65% for a turbulence intensity of 8.5%. The VIV of the tower can be effectively suppressed by the eddy current damper which provides additional damping to the aeroelastic model. The sleeve-type eddy current damper is shown to be a convenient device to adjust the damping for aeroelastic models.

Probabilistic vortex-induced vibration occurrence prediction of the twin-box girder for long-span cable-stayed bridges based on wind tunnel tests

The twin-box girder is a recommendable structural style for long-span cable-supported bridges due to its excellent aeroelastic stability. Vortex-induced vibration (VIV) is a typical wind-induced vibration for this kind of girder with a high occurrence probability associated with wind characteristics, structural properties and aerodynamic configuration under uncertainty. Therefore, probabilistic approaches should be adopted to predict the occurrence of VIV under uncertainty. This paper presents such an approach to predict the VIV occurrence using the decision tree method. Wind tunnel tests on a large-scale section model are conducted to investigate the effects of structural damping ratio and wind speed on VIV performance. Uniform and turbulent wind flow fields under three attack angles of −3°, 0°, and −3° are tested. Moreover, wind direction at the bridge site is determined as a parameter affecting VIV occurrence. As a result, a decision tree considering the effects of structural damping ratio, wind direction and wind speed is formulated to estimate the probability of VIV occurrence. In order to suppress VIV, aerodynamic countermeasures (ACMs) with L-shaped windshields are applied. Furthermore, the probabilistic cost-benefit analysis of the application of ACMs is developed using a decision tree, and the probability of the positive cost-benefit from ACMs application is accordingly estimated. The application of the proposed probabilistic approach is investigated on a long-span cable-stayed bridge with two separated steel boxes.

An integrated approach of vortex-induced vibration for long-span bridge with inhomogeneous cross-sections

Conventional models resolve the vortex-induced vibration (VIV) problem for long-span bridge with an essential assumption that the cross-section is uniform. When the cross-sections are altered in span-wise direction, i.e., inhomogeneous cross-section design, conventional approaches are inapplicable, and the global VIV becomes ambiguous and difficult to evaluate directly. This paper presents an integrated approach which combines the Scanlan's nonlinear VIV model and an aerodynamic damping model to characterize the global VIV for long-span bridge with inhomogeneous cross-section design. In the proposed approach, the Scanlan's nonlinear model is utilized to characterize the vortex-induced motivating force on cross-sections at lock-in whereas the aerodynamic damping model is employed to describe the air-induced hindering effect on cross-sections away from lock-in. The parameters in the integrated model are identified using either a ‘decay-to-resonance’ method or free decay vibration test via sectional model tests. The proposed approach is validated through a proof-of-concept wind tunnel experiment. An engineering practice of an urban rail-road long-span bridge with span-wise inhomogeneous cross-section design is demonstrated and discussed as an example. The VIV performance with and without considering inhomogeneous effects are evaluated and compared. The effects of various section deployment plans as well as their global performance are investigated and discussed.

Study on the Correspondence of Vortex Structures and Vortex-Induced Pressures for a Streamlined Box Girder

The main goal of this paper is to explore the mechanism of vortex-induced vibration (VIV) of a streamlined box girder from the perspective of flow field and pressure distribution. In this paper, using the computational fluid dynamic method, the VIV performance of fluid under specific working conditions is simulated and analyzed, especially the distribution and evolution laws of vortex structures in the whole process of VIV are studied in depth. Based on the analysis of the flow field distribution, the corresponding relationship between vortex structures and vortex-induced pressures (VIPs) is discussed. The results demonstrate that the primary cause of VIV for streamlined box girders at large attack angles is the circulation process of the massive vortex structures production and dissipation on the upper surface, rather than the alternate shedding of symmetrical vortex pairs. When vortex structures remain stable, negative VIPs rise in absolute value, negative VIPs occur when vortex structures move backward, and positive VIPs increase when vortex structures fall off.

Control of Vortex-Induced Vibration of a Long-Span Bridge by Inclined Railings

The addition of railings inevitably changes the aerodynamic shape of a main girder, which in turn has a great effect on the vortex-induced vibration (VIV) of a long-span bridge. To ensure the railing has a positive effect, this study presents an inclined railing with improved columns arranged with a spanwise distance of 1–5H (H is the height of the bridge). The design of the improved column is inspired by a passive vortex generator (PVG). The streamwise vortices developed downstream of PVG columns can trigger the three-dimensional instability of a wake, making the shear layer less susceptible to rolling up into mature vortex streets, which are the source of VIV. An experimental study is conducted to compare the influence of traditional and inclined railings on the VIV performance of a closed-box section bridge. It is shown that the addition of a traditional railing deteriorates the VIV performance of the bare girder. However, both vertical and torsional VIVs can be completely suppressed by installing an inclined railing. The results of wake analysis indicate that an inclined railing can greatly decrease the streamwise fluctuation velocity and reduce the spanwise correlation of the streamwise velocity in the wake.

Experimental investigation on vortex-induced vibrations of a triple-box girder with web modification

Split type box girder is a recommendable structural style for long-span cable-supported bridges due to its excellent aeroelastic stability. A major issue of this kind of girder is its susceptibility to vortex-induced vibration (VIV), which has not been adequately investigated. This paper presents an experimental study on VIV of a triple-box girder with three different web modifications (namely curved web and linear-type webs with different slopes). Both small- and large-scale sectional models were employed for wind tunnel tests considering the Reynolds number effect. Results indicated that the triple-box girder showed poor VIV performances in both construction and completed phases. Generally, linear-type web was superior to curved web in terms of VIV performance. Increasing the structural damping and turbulence intensity of incoming flow were helpful for VIV mitigation. Geometric profiles and arrangement of appurtenant facilities on the girder have significant effects on the VIV performance. Aerodynamic optimal schemes were proposed for VIV mitigation both in construction and completed phases. Obvious discrepancies in VIV responses were observed between the small- and large-scale tests for several scenarios. Possible factors being responsible for the discrepancies were Reynolds number, turbulence intensity, nonlinearity of model structural damping, blockage ratio and geometric accuracy of the sectional models.

Experimental and numerical studies of wind-resistance performance of twin-box girder bridges with various grid plates

The thin-walled grid plate is one of the passive aerodynamic measures for suppressing vortex-induced vibration (VIV) of twin-box girder bridges. However, the effectiveness of the grid plate in aerodynamic stabilization is not fully known. In this study, we compared the flutter performance and aerostatic performance, as well as VIV performance, of a twin-box girder suspension bridge with four different grid porosities, through a series of wind-tunnel tests and three-dimensional nonlinear finite-element analyses. Results show that a thin-walled grid plate with larger grid porosity could effectively improve both the flutter performance and aerostatic performance of the bridge. This was particularly true with a plate of 100% grid porosity. Based on the 3D nonlinear bridge finite-element model, the flutter divergence mode of a 3D bridge is caused mainly by symmetrical vertical bending as grid porosity increases. Furthermore, the torsional VIV performance of a twin-box girder with smaller grid porosity is superior to those with larger grid porosity, and the application of grid plates of 30% and 50% porosity can result in VIV performance that complies fully with both the wind-resistance specification of China and the Sperling indicator.

Experimental and numerical study on vortex-induced vibration of a truss girder with two decks

Vortex-induced vibration (VIV) depends on aerodynamic shapes of bridge girders, which should be treated carefully in the design of long-span bridges. This paper studies the VIV performance of a suspension bridge with the truss girder which contains two separated decks. Although truss girders generally show better VIV performance than box girders, significant vibrations of this type of girders occurred in the wind tunnel tests based on a large-scale sectional model. Several lock-in regions with the same vibration frequency were observed, corresponding to different shedding vortices. Computational fluid dynamics (CFD) simulations were carried out, and monitoring points were set behind different components to study the characteristics of the shed vortices. As the truss girder consists of many members, the results show that various vortices with different dominant frequencies are formed in the wake flow. The vertical VIV of the bridge is probably driven by the vortices behind or above the upper deck, which is related to the guardrails. The torsional VIV of the bridge is probably driven by the vortices behind or below the lower deck, which is related to the service road at lower wind speeds while may be related the vertical stabilizers at higher wind speeds.

Effects of Secondary Elements on Vortex-Induced Vibration of a Streamlined Box Girder

Box girders are aerodynamically favorable, and the paper presents a study on the vortex-induced vibration (VIV) of this girder type at large angles of attack. Taking a box girder as an example, the form of the guardrails and the position of the maintenance tracks were improved to increase the VIV performance. The aerodynamic mechanism was further investigated according to the change in flow field around the girder. Results showed that the VIV performance of the box girder at positive angles of attack is worse. Improving secondary elements is an effective way to increase the VIV performance. Adding four rectangle bars above the original guardrails could achieve the target by preventing the generation of the vortex and blocking its movement. Moving the maintenance tracks inwards with a reasonable distance could also achieve the target as the flow passes through the girder more smoothly. With the combination of the optimal form of the guardrails and the optimal position of the maintenance tracks, the VIV performance of the bridge is higher. The countermeasures provide reference for the inhibition of the VIV of box girders.

An alternative aerodynamic mitigation measure for improving bridge flutter and vortex induced vibration (VIV) stability: Sealed traffic barrier

This study proposes an alternative aerodynamic mitigation measure, i.e., sealed traffic barrier, for bridges and verifies its efficacy in improving the flutter and vortex induced vibration (VIV) stability of bridges through wind tunnel tests for three distinctive real-world bridge projects. The results show that: (1) The measure of the sealed traffic barrier with regular intervals along the bridge deck has a significant influence on the flutter and VIV performance of the bridge. Thus, a reasonable design of the traffic barrier can simultaneously improve the bridge’s flutter and VIV stability; (2) The sealed traffic barrier with vertical intervals along the bridge can effectively suppress the vertical VIVs of the bridge, while the sealed traffic barrier without vertical intervals, i.e., configured continuously along the bridge, has a better vibration suppression effect on the torsional VIV than that on the vertical VIV; (3) This proposed measure installed on both sides of the bridge deck imposes favorable suppression effect for the flutter vibration, similar to the upward central stabilizer. In case with the sealing form fixed, but a reduced height, for the barrier, the flutter stability at different wind attack angles is slightly decreased; and (4) In certain scenarios, increasing the ventilation rate of the traffic barrier results in an increase for the flutter critical wind speed at positive wind attack angles, but a decrease for the flutter critical wind speed at negative wind attack angles. This aerodynamic mitigation measure has been successfully applied to more than ten other bridge projects based on the wind tunnel tests by the leading authors, offering a reliable approach in improving both flutter and VIV for bridges.

Influence of Girder Spacing on Vortex-Induced Vibration Performance and Flow Field Characteristics of Double-Layer Box Girder

Through wind tunnel tests and computational fluid dynamics (CFD), the vortex vibration performance and flow field characteristics of double-layer box girder with different girder spacings were studied. The results showed that the double-layer box girder has vortex-induced vibration phenomena at 0 ° and positive wind angle of attack. Among them, at 0 ° wind angle of attack, the double-layer box girder’s vortex performance gradually became better with increasing girder spacing. Under the wind attack angles of +3° and +5°, the vertical bending vortex vibration performance of the double-layer box girder showed a trend of first optimizing and then worsening with the increase of the girder spacing, and the torsional vortex vibration performance of the double-layer box girder showed a tendency to deteriorate first and then improve with the increase of the girder spacing. The development of vortices caused by the enhancement of the flow separation between the upper surface of the upper girder and the lower surface of the lower girder caused by the aerodynamic interference between the upper and lower girders of the double-layer box girder, and the magnifying effect of the upper girder on the vortex in the wake area of the upper surface of the lower girder were the internal reasons for the influence of the girder spacing on the vortex vibration performance of the double-layer box girder.

Aerodynamic performance evaluation of different cable-stayed bridges with composite decks

The aerodynamic performance of long-span cable-stayed bridges is much dependent on its geometrical configuration and countermeasure strategies. In present study, the aerodynamic performance of three composite cable-stayed bridges with different tower configurations and passive aerodynamic countermeasure strategies is systematically investigated by conducting a series of wind tunnel tests in conjunction with theoretical analysis. The structural characteristics of three composite bridges were firstly introduced, and then their stationary aerodynamic performance and wind-vibration performance (i.e., flutter performance, VIV performance and buffeting responses) were analyzed, respectively. The results show that the bridge with three symmetric towers (i.e., Bridge I) has the lowest natural frequencies among the three bridges, while the bridge with two symmetric towers (i.e., Bridge II) has the highest natural frequencies. Furthermore, the Bridge II has better stationary aerodynamic performance compared to two other bridges due to its relatively large drag force and lift moment coefficients, and the improvement in stationary aerodynamic performance resulting from the application of different countermeasures is limited. In contrast, it demonstrates that the application of both downward vertical central stabilizers (UDVCS) and horizontal guide plates (HGP) could potentially significantly improve the flutter and vortex-induced vibration (VIV) performance of the bridge with two asymmetric towers (i.e., Bridge III), while the combination of vertical interquartile stabilizers (VIS) and airflow-depressing boards (ADB) has the capacity of improving the VIV performance of Bridge II.