V o l . 36 N o .

2 J u n e 2003

Design of “Tatara Bridge”

YABUNO Masashi : Design Department, Bridge & Road Construction Division,

Logistics Systems & Structures
FUJIWARA Toru : Manager, Planning & Development Department, Honshu-
Shikoku Bridge Authority
SUMI Kazuo : Manager, Bridge Maintenance Section, Naruto Operation
Office, Honshu-Shikoku Bridge Authority
NOSE Takashi : Manager, Overseas Project Department, Bridge & Road
Construction Division, Logistics Systems & Structures
SUZUKI Masanao : Manager, Design Department, Bridge & Road Construction
Division, Logistics Systems & Construction

The “Tatara Bridge” is the world’s longest steel-concrete hybrid cable stayed bridge. It measures 1 480 m in
total length and 890 m in the center span. The side spans consist of steel and prestressed concrete (PC) girders.
IHI, as one of the joint venture member companies, received the order for design, fabrication, and erection of
the Ohmishima Island side of the bridge in 1994. The bridge design is described.

1. Introduction 2. Outline of the “Tatara Bridge”

Located almost at the center of the Honshu-Shikoku The “Tatara Bridge” is the world’s longest cable stayed
Bridge Onomichi-Imabari Route (Nishiseto Expressway bridge, whose 890 m center span is longer than that of
or popularly called “Shimanami Kaido”), the “Tatara the “Normandy Bridge” in France by 34 m. Fig. 1
Bridge” is the world’s longest cable stayed bridge shows the general arrangement of the “Tatara Bridge,”
measuring 1 480 m in total length and 890 m in center while the main tower and the main girder section are
span, linking Ikuchijima Island in Hiroshima Prefecture shown in Fig. 2 and Fig. 3, respectively. The section
and Ohmishima Island in Ehime Prefecture. The Third distribution is shown in Fig. 4. The main tower is 220
Construction Bureau of the Honshu-Shikoku Bridge m high and designed as an inverted Y shape. It has a
Authority placed orders for design, fabrication and cross-shaped section with corners cut for higher wind
erection of the bridge in January 1994 and the IHI- stability and better landscaping.
Yokogawa-NKK-Takigami-Matsuo Specified Construction The main girder section consists of three spans, 270
Joint Venture was put in charge of the Ohmishima m, 890 m, and 320 m, and measures 1 480 m in total
Island (Ehime Pref.) side of the bridge. length. As either side span is shorter than the center
This paper provides general information on the design span, PC girders are installed at each end of both side
of the “Tatara Bridge.” span sections as counterweight girders to resist negative

1 480 000
50 000 50 000 170 000 890 000 270 000 50 000

T.P.+226.000 T.P.+226.000

Ikuchijima Island side Ohmishima Island side

(Hiroshima Pref.) (Ehime Pref.)
T.P.+47.661
T.P.+44.460 T.P.+44.135
M M M K T.P.+46.215 T.P.+28.200 K T.P.+46.215 M M
19 000

T.P.+6.000 N.H.H.W.L. T.P.+2.200 T.P.+6.000

39 000

T.P.+0.000
T.P.-13.000
T.P.-33.000
1A P1 P2 2P 3P P3 4P

25 000
25 000
105 500 1 312 000 62 500
PC girder Steel girder PC girder
(Note) T.P. : Mid-tide in Tokyo Bay (unit : m)
N.H.H.W.L : Nearly highest tide level (unit : m)

Fig. 1 General arrangement (unit : mm)

40
 V o l . 36 N o . 2 J u n e 2003

2P 3P
6 000 6 000
T.P.+226.000 T.P.+226.000

C4

C8 C8 C8 C7 C7 C7 C7 C7 C6
C8 C8 C7 C7 C7 C7 C7 C6 C6
2 C4 3 4
C1 C 1 C4 C4

4 2 0 8 6
3 1 9 7 5 3 1 9
C3 2 6
C3 C4 9 C4
0 C4
5 C4
8
6 C4

C3
7
5 C4

C3
C C3

7
C C3 0

8
8 5 9 C 5
C
7 C
0
6 C4 2
C5

C3
C 1 1
C5

C3 C3 C3 C2
3
C3
C9 4
C5

4 2 0
1

6 4 2
3

C1 C1 C1
1 C5 6
C1 C5

C2 C2
5

4
C5

8
3
C1

C5

2
7
7

C5
8
5

1 0
C1

9 8

C2 C24

0
C6 C6
C1 C1

7
5

9
C2

C5
7

8
C1

C66 5
C6
C62
C23
C20
180 600
220 000

180 600
220 000

C64
C63
C21

C22
32 500 32 500
3 000
6 000

3 000
▽T.P.+46.215 ▽T.P.+46.215

6 000
T.P.+45.400 T.P.+45.400
T.P.+38.500 T.P.+38.500
15 420 15 420
3 000

3 000
36 900

36 900
32 500

32 500
T.P.+6.000 T.P.+6.000

N.H.H.W.L.T.P.+2.200 N.H.H.W.L.T.P.+2.200

2 500
2 500

12 000 12 000 12 000 12 000

19 000
17 000 8 500 17 000 8 500
T.P.-13.000
39 000

43 000 25 000

T.P.-33.000

43 000 25 000

Fig. 2 General arrangement (main tower) (unit : mm)

Cross section of steel girder Cross section of PC girder

Diaphragm section Lateral rib section Side span section Supporting point
30 600 30 600
295 295 260 260 295 295
260 2 500 2 245 9 500 1 000 9 500 2 245 2 500 2 500 2 245 9 500 1 000 9 500 2 245 2 500 260

Road for Road for

bicycles Road for bicycles Road for
and Shikoku-bound lane Honshu-bound lane motorized and Shikoku-bound lane Honshu-bound lane motorized
pedestrians bicycles pedestrians bicycles

1% 2% 2% 1% 1% 2% 2% 1%
2 700

2 700

6 380 9 040 6 380 4 400 21 800 4 400

4 400 21 800 4 400
Center distance of cable anchor points 23 000
Center distance of cable anchor points 23 000

Fig. 3 General arrangement (main girder section) (unit : mm)

reaction. This cable stayed bridge thus uses a steel and

PC connection girder.
The bridge has a total width of 30.6 m, including a
road for motorized bicycles and pedestrians (hereafter
called sidewalk) and a girder height of 2.7 m. It uses
flat box girders attached with fairings to ensure wind
stability. Cables installed in 21 levels were two-plane
Fig. 5 Indent of cable surface
multi-fan cables (maximum cable length: about 460 m).
Cables of the bridge have indented surfaces in the
polyethylene cable coating, similar to dimples on a golf The main girders were erected in a balancing method,
ball, to resist vibration caused by both windy and rainy in which girders for the main span and side spans are
weather (rain vibration) (Fig. 5). erected alternately block by block, up to the seventh
The outline of the erection is illustrated in Fig. 6. level. Then, about 100 m long steel girders were
41
42

V o l . 36 N o . 2 J u n e 2003
1 480 000
Side span length 50 000 50 000 170 000 890 000 270 000 50 000
Interval of cable
anchor points 2 000 10 × 8 000 9 000 13 000 4 × 20 000 22 000 28 000 19 × 20 000 = 380 000 30 000 19 × 20 000 = 380 000 22 000 28 000 8 × 20 000 = 160 000 15 000 10 000 7 × 8 000 2 000
= 80 000 = 80 000 28 000 22 000 28 000 22 000 = 56 000
9 000 16 000 14 000 12 000
11 000

CL

1A P1 P2 2P 3P P3 4P

5 500 Steel girders 1 312 000 12 500

Section number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Section classification N H I J L M L J I G E D C B A B C D E G I J L M L K I F D N
Sectional change 32 500 21 000 14 000 21 000 60 000 60 000 60 000 250 000 60 000 60 000 60 000 21 000 14 000 61 000 28 000
length 10 500 60 000 32 000 32 000 20 000 20 000 40 000 40 000 20 000 20 000 32 000 32 000 20 000 98 000 10 000
Steel plate deck thickness 16 14 12 14 16 14 16
Steel plate deck trough rib 320 × 240 × 8
Steel plate deck
flat rib 250 × 25 200 × 19 230 × 22 200 × 19 190 × 19 200 × 19 230 × 22 200 × 19 250 × 25
External web plate
thickness 22 16 19 22 19 16 19 22 19 16 22
External web
plate flat rib 250 × 25 200 × 22 250 × 25 200 × 22 170 × 16 200 × 22 250 × 25 200 × 22 250 × 25
Internal web plate
thickness 22 16 19 22 19 16 14 16 19 22 19 15 22
Internal web
plate flat rib 250 × 25 200 × 22 250 × 25 200 × 22 160 × 16 200 × 22 250 × 25 200 × 22 250 × 25
Lower flange thickness 15 13 14 16 22 16 14 12 11 10 11 12 14 16 22 16 14 11 15
Lower flange trough rib 320 × 240 × 8 320 × 240 × 6 320 × 240 × 8
(Note) All materials are SM990Y.

Fig. 4 Section distribution (unit : mm)

 1. Making preparations for installing the
overhangs in the center span portion
2. Installing the joint girders
Step 1 Step 4
(600-tf floating crane)
1. Grinding the base concrete of the tower 1. Making preparations for the cantilever erection in the center span 3. Balancing erection in the center and side
2. Installing the base of the tower (600-tf floating crane) portion span portions (4 times in the center span
3. Installing the large lower block of the tower (3 500-tf floating crane) 2. Installing the connection girders (2 200-tf floating crane) portion and 3 times in the side span
3. Installing the large main-girder blocks in the side span portion portion)
(3 500-tf floating crane)
Tower top crane (30-tf hoisting capacity)

3 500-tf floating crane
Ikuchijima Island side
Large lower main-tower
block
3 500-tf floating crane 3 500-tf floating crane Tower top crane (30-tf hoisting capacity)
600-tf floating crane
Traveling crane
Ohmishima Island side Ikuchijima Island Traveling crane Ohmishima
Large lower main-tower Island side
block side

Displacement protective facility

1A P1 P2 2P 3P P3 4P 1A P1 P2 2P 3P P3 4P
Large block in the side span
(L = 109 000)

Step 2 Step 5 1. Installing the large main-girder block

1. Installing the diagonal bents and the tower as a single structure (1 300-tf floating crane) 1. Installing the overhangs in the center span portion in the side span portion
2. Installing the large main-girder block and the tower as a single structure (3 500-tf floating crane) (3 500-tf floating crane)

3 500-tf floating crane Traveling crane Traveling crane 3 500-tf floating crane
3 500-tf floating crane
Large block and the
Ikuchijima Island side Large block and the tower as a single Ohmishima Island side Ikuchijima Island Ohmishima
tower as a single structure side Island side
structure (L = 163 200)
(L = 123 200)
Displacement protective facility
1A P1 P2 2P 3P P3 4P 1A P1 P2 2P 3P P3 4P
Displacement protective facility
Large block in the side span
( L = 102 000 )
Step 3 Step 6
1. Installing the climbing crane (3 500-tf floating crane) 1. Installing the overhangs in the center span portion
2. Installing the upper single members of the tower 2. Closing the girders in the center span portion
3. Installing the tower top crane Tower top crane
Tower top crane (160-tf hoisting capacity) Traveling crane Traveling crane
(160-tf hoisting capacity)

V o l . 36 N o . 2 J u n e 2003
Ikuchijima Island Ohmishima
Ikuchijima Island side Ohmishima Island side Island side
side

50 000 50 000 Displacement Displacement

1A P1 P2 2P 3P 50 000 P3 4P 1A P1 P2 2P 3P 50 000 P3 4P
protective facility protective facility
50 000 170 000 890 000 170 000 50 000 50 000 170 000 890 000 170 000 50 000
1 480 000 1 480 000

Fig. 6 Procedure of erection of superstructure (unit : mm)

43
V o l . 36 N o . 2 J u n e 2003

altogether erected as a single large block with floating Table 1 Design specification
cranes to the PC girder section. Item Description
The length of the large girder block in the side span, Road name Route 317 (Onomichi-Imabari route)
which is about 100 m, was determined and designed Bridge name Tatara Bridge
to be self-supporting as a single beam. It is the first Bridge type Three-span continuous composite cable stayed bridge
time in the world that both balancing erection and large Bridge length (m) L = 1 480
block erection were used for erection of girders. For Span length (m) L = 270 + 890 + 320
the center span, the work of main-girder cantilever B live load (Specifications for Highway Bridges)
Design live load Feb. 1994
erection using traveler cranes was conducted block by
block for both work areas. Road specification Category 1, Class 3
Design speed (km/h) V = 80
3. Basic design conditions Number of lanes 4 lanes (9.5 m × 2) + sidewalk (2.5 m × 2)

3.1 Design conditions Roadway (%) 2.0 straight line

Cross grade
The Joint Venture started its detailed design work in Sidewalk (%) 1.0 straight line

January 1994 and continued for about one and a half Side span on the 1A side (m) A = 300, R = 600
Horizontal
years. Table 1 shows the design specifications, while alignment Center span Straight line to a plane

Table 2 shows a list of quantities used in the design. Side span on the 4P side (m) A = 539.838, R = 599.700
3.2 Loads Vertical Side span (%) 0.65 grade to straight line
alignment Center span (%) 0.325 parabola
Table 3 and 4 show design loads and combinations of
loads, respectively. Under clearance (m) 26 m from nearly highest tide level
(T.P.+2.200+26.000)
4. General structural analysis Shape
Inverted Y shape with steel slits (base designed
as a trapezoidal structure with the bottom side
shorter than the topside)
4.1 Analytical procedure
Tower height (m) H = 220 (T.P. + 226.000)
The general structural analysis flowchart is shown in Main tower
Base : 12TT × 8.5LL, Top : 6TT × 6LL
Fig. 7. To begin with, cable prestress was determined Sectional dimension (m) (LL : direction of bridge axis; TT : direction
by infinitesimal deformation analysis to finalize the perpendicular to bridge axis)
condition of the final profile. Then, sectional force Shape Steel girder section: 3-cell steel box girder
PC girder section: 3-cell PC box girder
analysis was conducted for each loading case by
Main girder
linearized finite displacement analysis using this Girder height (m) H = 2.7
(at the center of the bridge of the standard part)
completed system model in which initial internal force
Girder width (m) Total width : 30.6, Outside web interval : 21.8,
was set under this condition of the final profile. Then, Cable anchoring width : 23.0

sectional force, displacement and reaction were Two-plane multi-fan 21-level non-grout PWS
Cable shape (strand f 7 mm)
calculated and the results were edited for use in design Asphalt pavement
Type
of each member. Roadway (mm) Steel girder section : 65, PC girder section : 75
Pavement
4.2 Analytical model Sidewalk (mm) 30
4.2.1 Modeling of main girders Steel girder section : Steel plate deck,
Deck slab type
A three-dimensional skeleton model was used for PC girder section : PC slab
analysis of the overall structure (Fig. 8). It is a fishbone Anchoring Main tower side Fixing block method
model in which each girder is a single road and virtual method Main girder side Web-mounting square column anchoring method
members are extended to cable anchor points. During Main steel Main tower SS400, SM490Y, SM570
members
modeling, the axial centers of girders were placed at Main girder SS400, SM490Y
the middle point between the diagram center and the PC girder member standard (N/mm2) sck = 24
design strength
shear center so as to allow it to be used also as a {kgf/cm2} {sck = 240}
dynamic analysis model. Cable strand allowable ( N/mm2) s = 640
4.2.2 Modeling of main tower stress {kgf/cm2} {s = 6 400}
Cable length was taken into consideration for analysis 1A P1 P2 2P 3P P3 4P
of the main tower by creating a main tower model in Vertical direction F F F F F F F
which virtual members are extended from the axial Supporting
conditions Direction perpendicular to bridge axis F M M F F M F
center of the tower to cable anchor points (Fig. 9). In Direction of bridge axis M M M K = 2 000 t/m K = 2 000 t/m M M
reality, even though the target points of cables for the (Note) F : FIX
center span and the side spans are set on the axial line M : MOVE

of the main tower with some deviation from each other,

they are sometimes designed as identical in structural
analysis. In this case, it is easy, in analysis, to make
bending moment of the main tower zero by balancing
the horizontal components of cable tension in the final
profile. But if we try to manage an actual bridge with
44
this tension and balance horizontal components of force,
bending moment will occur in the tower and can slope
the tower due to misaligned setting of target points in
the actual structure and the defective consequence will
appear in the form of camber errors in girder.
 V o l . 36 N o . 2 J u n e 2003

Table 2 Amount of quantity

Phase 1 Phase 2 IHI portion Total of entire Mass of Mass of

Item work - total work - total Tatara Bridge steel/m steel/m2 Remarks
(t) (t) (t) work (t) (t/m) (t/m2)
Steel girder 7 499 8 902 910 16 401 12.501 0.607
Main girder Calculated assuming steel girder length is 1 312 m
Steel girder - subtotal 7 499 8 902 910 16 401 12.501 0.607
Base structures of accessories A 137 148 19 285 0.193 0.009
Base structures of accessories B 3 3 0 6 0.004 0.000
Drainage A 6 8 1 14 0.009 0.000
Access door 1 1 1 2 0.001 0.000
Rail for maintenance vehicle A 94 115 13 209 0.141 0.007
Rail for maintenance vehicle B 24 28 3 52 0.035 0.002
Supporting member in girder A 17 19 2 36 0.024 0.001
Supporting member in girder B 5 3 0 8 0.005 0.000
Bridge light base 3 6 3 9 0.006 0.000
Maintenance gangway 58 69 8 127 0.086 0.004
Safety fencing for vehicles A (median strip) 75 82 9 157 0.106 0.005
Safety fencing for vehicles B (shoulder) 146 159 18 305 0.206 0.010
Calculated assuming bridge length is 1 480 m
Main girder Safety fencing for vehicles B2 (shoulder integrated) 6 6 0 12 0.008 0.000
accessories
Fairings A (shop attachment) 118 160 20 278 0.188 0.009
Fairings B (field attachment) 232 260 31 492 0.332 0.016
Fairings C (PC) 68 41 0 109 0.074 0.004
Sidewalk (1) (shop installation) 421 496 72 917 0.620 0.030
Sidewalk (2) (shop installation) 295 356 31 651 0.440 0.021
Handrailing of sidewalk 159 164 18 323 0.218 0.011
NTT supporting (1) 5 5 1 10 0.007 0.000
NTT supporting (2) (PC) 1 1 0 2 0.001 0.000
Chugoku Electric Power Co. supporting (1) 29 32 2 61 0.041 0.002
Chugoku Electric Power Co. supporting (2) (PC) 5 5 0 10 0.007 0.000
Main girder accessories - subtotal 1 908 2 167 252 4 075 2.753 0.134
Main girder related - total 9 407 11 069 1 162 20 476 15.254 0.740 Total for steel girder section
Cable 1 678 1 763 476 3 441 2.325 0.113
Cable Socket 58 58 16 116 0.078 0.004
Cable - subtotal 1 736 1 821 492 3 557 2.403 0.117
Anchor block for main tower 28 28 0 56 0.038 0.002
Anchor block for main girders 39 38 0 77 0.052 0.003
Cable
Shim plate 8 8 0 16 0.011 0.001 Calculated assuming bridge length is 1 480 m
attachments
Cable cover 6 7 1 13 0.009 0.000
Cable attachments - subtotal 81 81 1 162 0.109 0.005
Cable related - total 1 817 1 902 492 3 719 2.513 0.122
Main tower 5 720 5 756 3 387 11 476 52.164 2.532
Remaining materials for erection of main tower 12 12 6 24 0.109 0.005
Main tower Welding of main tower 411 418 274 829 3.768 0.183
Fixing block 165 165 0 330 1.500 0.073
Main tower proper - subtotal 6 308 6 351 3 667 12 659 57.541 2.793
Connecting corridor 52 52 28 104 0.473 0.023
Accessories for internal tower 74 74 32 148 0.673 0.033
Accessories for external tower 17 17 8 34 0.155 0.008
Calculated assuming tower height is 220 m
Main tower Accessories of tower top 5 5 0 10 0.045 0.002
accessories Cable waterproofing pipe 7 6 0 13 0.059 0.003
Obstacle light 6 6 0 12 0.055 0.003
Tower-attached management equipment 2 2 0 4 0.018 0.001
Accessories of main tower - subtotal 163 162 68 325 1.477 0.072
Main tower related - total 6 471 6 513 3 735 12 984 59.018 2.865
Grand total of Tatara Bridge 17 695 19 484 5 389 37 179 25.121 1.219 Calculated assuming bridge length is 1 480 m
(Note) The mass of steel per square meter was calculated based on the effective width of 20.6 m.

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V o l . 36 N o . 2 J u n e 2003

Table 3 Design loads

Completed system Remarks

Dead load strength (tf/m/Br)
Steel girder PC girder
11.01 63.91
Bridge proper ∼ ∼
17.05 92.14
Sidewalk 1.00 ── PC section included in the bridge proper
Bridge
proper Fairing (including inspection road) 1.10 1.10
Erection reinforcement 0.36 ──
13.47 65.01
Subtotal ∼ ∼
19.51 93.24
Road section 3.13 3.46
Sidewalk section 0.43 0.35
Pavement
Cable anchor points ── 0.25
Subtotal 3.56 4.06
Median strip ── 0.14
Shoulder ── 0.46
Ground Inside of sidewalk ── 0.16
Bridge covering
surface work
Outside of sidewalk ── 0.17
Subtotal 0.00 0.93
Median strip 0.14 0.11

Handrail Shoulder 0.24 0.21

of safety Inside and outside of sidewalk 0.18 0.18
fence
Safety fence against falling objects 0.04 0.04
Subtotal 0.60 0.54
Bridge surface work - subtotal 4.16 5.53
Drainage device 0.03 ──
Maintenance vehicle rail 0.18 ──
Management Road lights 0.05 0.05
facilities Fire hydrants 0.06 0.06
Electric equipment 0.20 0.20
Subtotal 0.52 0.31
Accessories Chugoku Electric Power Co. 0.15 0.15
Utility NTT 0.02 0.02
Subtotal 0.17 0.17
Rail for maintenance vehicles inside girders 0.03 ──
Accessories Cable attachments 0.10 ──
Subtotal 0.13 0.00
Accessories - subtotal 0.82 0.48
18.45 71.02
Dead loads - total ∼ ∼
24.49 99.25
Live loads
Vehicle live load B live load (Feb. 1994, Specifications for Highway Bridges)
Management road live load Superstructure design standard 2.3.2
L (EQ) = 1/2 [L* (H) ]
Seismic live load
L* (H) : p2 (equivalent distribution) of main load and sub load was provided to the entire bridge.
Wind load
Applicable standard Onomichi-Imabari Route Wind Resistance Design Standard and its Commentaries (fourth plan), May 1994
Seismic force Purpose
Short-cycle spectra Acceleration response spectra for Tatara Bridge substructure design For design
Long-cycle spectra Design acceleration response spectra of the seismic design standard For design
Input Long-cycle time history waveform For check
Earthquake waveform for checking of superstructure of Tatara Bridge
waves
Vertical spectra One half of both long-cycle and short-cycle spectra For design
Hyogoken Nambu Earthquake Seismic motion (spectra) observed at the Kobe Marine Meteorological Observatory For check

46
 V o l . 36 N o . 2 J u n e 2003

Table 4 Combinations of loads

Additional factor Members applied

Steel structure section of Main Main Remarks
allowable stress girder tower Cable Support
1 P + Li + T + SD + E 1.00 P = D + PS + PT + CR + SH + CW

2 P + W + T + SD + E 1.50 Li = L + I

1.40 L (EQ) : live load during earthquake

3 P + W + T + SD + E
For temperature during a storm (+15°C), both cases with and without its
4 P + EQ + L (EQ) + T + SD + E 1.50
influence should be considered and extracted.

Additional factor Allowable bending Allowable

PC girder section of compression stress tensile stress Remarks
allowable stress N/mm2 {kgf/cm2} N/mm2 {kgf/cm2}

1 P 1.00 14 {140} 0 { 0} P = D + PS + PT + CR + SH + CW
2 P + Li + SD 1.00 14 {140} 0 { 0} Li = L + I
L (EQ) : live load during earthquake
3 P + Li + T + SD 1.15 16 {161} 0.5 { 5}
SD should take a value 50% reduced.
4 P + Li + W + SD 1.50 21 {210} 2.5 {25}
5 P + EQ + L ( EQ ) + T + SD 1.50 21 {210} 3.0 {30}
(Note) P : Main load W : Wind load CR : Creep Li : Live load (including impact) EQ : Seismic load
SH : Dry shrinkage T : Temperature L (EQ) : Live load during earthquake CW : Counterweight SD : Movement of supporting point
PS : Prestress L : Live load E : Fabrication/erection error load PT : Prestress inside PC girder I : Impact coefficient

Analysis of final profile Analysis of erection stage

Preparation of simple Preparation of two

Preparation of 3D skeleton for the entire bridge
beam PC girder model dimensional skeleton
Preparation of final profile model

Loading of dead loads (D2) Loading calculation of Loading of PC girder

excluding PC girder dead load (D1) counterweight (CW) dead load (D1)

Calculation of cable
prestress (PS)

Determination of PS

Determination of final profile (D1 + D2 + PS + CW)

Preparation of two
Preparation of 3D erection stage model dimensional final profile
model for erection stage

Erected system seismic Gust response analysis at

Analysis of sectional force

Creep and dry shrinkage Seismic response Analysis of erection

Static analysis analysis analysis response analysis the erection stage
stage
for final profile

Li, T, SD, W, L (EQ) CR, SH EQ (at the time of balancing erection) (at the time of balancing erection)
(all erection step)
(at the time of cantilever erection) (at the time of cantilever erection)

Summation of sectional force, displacement and reaction of completed system Summation of sectional force, displacement, reaction, acceleration, and response
(ordinary time, storm and earthquake) amplitude of erected system (ordinary time, storm and earthquake)
Individual
analyses

Main tower buckling analysis Skeleton analysis for floor FEM analyses for
individual reviews, such
Main girder buckling analysis arrangement system as cable fixing points
Section
design

To design of each To PC girder To member check, erection reinforcement

member’s section section design and erection machinery and equipment

Fig. 7 Flowchart of analysis

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V o l . 36 N o . 2 J u n e 2003

L : Horizontal projection length of cable

4P
(mm)
s : Tensile stress of cable = T/A (N/mm2)
w : Weight per unit length of cable
L side (south side) 3P
(N/mm)
T : Cable tension (N)
R side (north side) A : Cable sectional area (mm2)
Point of intermediate member Note that the value of T is the value when the final
Cable Direction of bridge axis profile is prepared (when prestress was studied, T = (D
+ PS) given in the basic design was used). When the
Main girder Pin structure
loading was calculated for each loading case after
2P Virtual member Panel point at fixing position
( A, I, J = ∞ ) determination of the final profile model, cable tension
1A (Note) A : Sectional area
T = (D2 + PS) determined in the detail design phase
I : Inertia moment of section was used to set Eeq (where D, PS, and D2 represent
J : Torsion modulus
dead load, cable prestress and dead loads other than
Fig. 8 Skeleton model for analysis PC girder dead load).
4.3 Cable prestress (PS)
(a) Main tower fixing point structure (b) Main tower fixing point model When cable prestress for the “Tatara Bridge” was
Virtual member determined, the following points were considered.
(1) Bending moment of steel girders should be reduced
Horizontal
and made uniform.
Fixing point (2) The main tower should have no displacement in
of cable strand Tower Tower shaft
wall Modeling the direction of bridge axis in the condition of (D2
Cable
+ PS) (bending moment of the main tower M ≒
Cable 0).
(3) There should be no void of cable tension.
Side span Center span Side span Center span (4) Cable section should be uniform.
(5) Girders’ sectional force at the center of the center
Fig. 9 Modeling of main tower span should be reduced (axial force N = 0, M →
small).
For ordinary bridges, such an impact is not so The bending moment at the PC girder section due to
influential and causes no practical damage, but the the dead load of PC girders (D1) is extremely large
Tatara Bridge is very long and its girder rigidity is compared with the steel girder section and adjustment
relatively soft and thus any slight error in target points of such bending moment by means of cable prestressing
will give a serious impact on the girder camber shape. alone is not realistic. Therefore, it was decided that no
In order to reduce the influence of such minor error in improvement of bending moment of PC girders by
target points on the model, prestress was determined means of cable prestressing would be made. The
and the actual structure of the bridge was precisely counterweight CW for the PC girder section was excluded
simulated in the initial modeling stage in which the final from the conditions used for determination of cable
profile is generated. Then, the deviation of target points prestress because of the following reasons.
was reflected on the model. (1) The counterweight itself is effective against
4.2.3 Cable modeling reaction, but its impact on the final profile is small
A cable is converted to a rod model, with its sectional and therefore may be ignored when determining
area alone being considered. The bending rigidity of prestress.
the cable is ignored. Converted modulus of elasticity (2) The counterweight CW was to be determined so
Eeq by the equation of H. J. Ernst, as shown below, is as to satisfy the negative reaction check method,
used to consider reduction of rigidity by the influence but if the counterweight CW is to be involved in
of cable sag. determination of prestress, it will require a
convergent calculation with the entire analysis,
Eeq = E0 complicating the setting conditions of the
γ ⋅ L2 ⋅ E0
2
counterweight CW and requiring a convergent
1+
12σ 3 ..........................(1) calculation for the final profile. Thus, the entire
analysis can be very complicated.
E0 : Modulus of elasticity of a straight (3) In case the unit weight of the counterweight or
cable (2.0 × 105 N/mm2) the range of counterweights CW to be driven
g : Unit volumetric weight of cable changes for some reason, it will become unclear
= w/A (N/mm3) about for which final profile’s cable prestress was
48
 V o l . 36 N o . 2 J u n e 2003

set. Thus, it is desirable not to relate the

5. Seismic design
counterweight CW to determination of cable
prestress. 5.1 Seismic analysis
The relative rigidity method was therefore used for Design and design check were carried out by two seismic
calculations to determine cable prestress. analytical methods: spectral response analysis, which
4.4 PC girder deadweight loading for composite is one of the mode analysis techniques, and time history
cable stayed bridge response analysis, which is a time-domain analysis
For a steel and PC composite cable stayed bridge, the using mode analysis. Load combinations used in the
difference of girder dead loads is so large that it becomes design are shown by the following equation.
difficult to make uniform the bending moment of all
girders by cable prestress. The major role of PC girders D + PS + CW + EQ + L ( EQ ) +
used for part of the side spans of the “Tatara Bridge” T + SD + E ..............(2)
is to serve as a counterweight. Then, there are two
options, whether we should make the dead load of PC D :
Dead load
girders, which are part of the girders, influence the CW :
Counterweight
final profile or not influence it by taking the PC girders L(EQ) :
Live load during earthquake
merely as counterweights. Which method is favorable SD :
Influence of supporting point
should be reviewed depending on the structural movement
characteristics or conditions of each bridge. PS : Prestress
For the “Tatara Bridge,” the dead load of PC girders EQ : Influence of earthquake
at the side spans (D1) was not loaded on the final profile T : Influence of temperature change
model, but the structural design of the bridge was made E : Fabrication/erection error
by combining the values obtained from analysis with The safety factor of allowable stress is 1.5 for
a simple beam PC girder model with the analysis of earthquake. Seismic analytical cases are shown in Table
the final profile model. In conclusion, in our model 5.
calculation, rigidity alone is present in the entire bridge 5.2 Results of seismic analysis
model, girders are those with no deadweight, and the 5.2.1 Results of spectral response analysis
PC girders are treated completely as counterweights. Cross section design of major structural parts, or main
4.5 Fabrication/erection error load (E) girders, main tower and cables, was not based on any
1/2 000 of the tower height for error of inclination of condition in case an earthquake occurs. Of bearing,
the tower and 5% of working stress for main girders reaction in the direction perpendicular to bridge axis
and cables are generally allowed for in a basic design was largest in an earthquake. Movement of the supporting
with regard to fabrication and erection error loads. But points in the direction of bridge axis and the direction
as the error of inclination of the tower ended up being perpendicular to bridge axis was greatest in an
within 5% of working stress, 5% of working stress was earthquake. Therefore, the values of bearing movement
allowed for as fabrication/erection error in the detail and those of expansion devices for the earthquake case
design. were used as the standard.

Table 5 Earthquake analysis cases

Input direction
Analysis Calculation of ground
Analytical method Input wave Input method
spring Bridge axis Perpendicular
No. to bridge axis Vertical
Same phase
Response spectral analysis
1 A short-cycle spectra (multiple point Kurushima Method
(CQC method) simultaneous input)

Response spectral analysis Same phase

2 (CQC method) B long-cycle spectra (multiple point Aseismic Method
simultaneous input)

Time history response Same phase

3 analysis C long-cycle time history (multiple point Aseismic Method
simultaneous input)

Time history response

4 analysis D long-cycle time history Phasal difference Aseismic Method

Response spectral analysis E Spectra observed from Same phase

5 (CQC method) the Hyogoken Nanbu (multiple point Kurushima Method
Earthquake simultaneous input)
(Note) Ground spring was calculated based on the following standards:
- Kurushima Method: Kurushima Bridge Steel Foundation Aseismic Calculation Method (proposed)
- Aseismic Method: Honshu-Shikoku Bridge Authority Aseismic Design Standard (February 1977)

49
V o l . 36 N o . 2 J u n e 2003

5.2.2 Results of time Table 6 Drag coefficient

history response
Drag coefficient
analysis Subject structure
CD
Remarks Schematic diagram
Sectional force, displacement Windward 1.2
and acceleration of major Perpendicular Upper part of the lee side 0.6
Upper
to bridge axis Lower part of the lee side 1.2
structural components, or main Main
part
Upper part 1.3 Wind tunnel
tower, main girders and cables, tower
Lower part 1.8 test value
were generally smaller in value Bridge axis Intermediate horizontal beam at the upper part 1.3 Lower
part
than those obtained from the Horizontal beam at the lower part 1.8
Main Perpendicular to bridge axis 1.0
analysis of spectral response.
girder Bridge axis 0.3 Wind resistant
This fact confirmed safety from Cable 0.7 design standard
the design viewpoint. Bearing
reaction and movement were
also confirmed to be below the design value by the Table 7 Corrective coefficient for Gust responce
results of time history response analysis. For design of girders For design of towers
Direction Direction
6. Wind resistant design perpendicular
Direction
perpendicular
Direction
of bridge axis of bridge axis
to bridge axis to bridge axis
Wind resistant design was carried out in accordance with Main girder m2 1.90 1.35 1.65 1.35
the “Onomichi-Imabari Route Wind Resistant Design Cable m2 1.90 1.35 1.65 1.35
Standard and its Commentaries (fourth draft), May
1.50
Main tower m3 1.90 1.50 1.65 Before cable erection
1994, Honshu-Shikoku Bridge Authority.” Various wind
(1.80)
tunnel tests were also conducted, which will be reported
some other time.
6.1 Wind resistant design for completed system equally to each cable fixing point of the girder
6.1.1 Design wind resistance side and the tower side.
Wind load to be applied to girders and cables: In applying wind loads in the direction
perpendicular to the bridge axis, it was known
PD = 1/2 · m2 · r · Uz2 · CD · An ......................(3)
from wind tunnel tests that quartering wind near
Wind load to be applied to the tower around a horizontal deflection angle of 35 degrees
PD = 1/2 · m3 · r · Uz2 · CD · An ....................(4) prevails. So, the load in the direction of the
bridge axis was simultaneously applied in order
Where to take quartering wind into consideration. At
Uz = m1 · U10 ..............................................(5) this time, the strength against wind load in the
direction of the bridge axis used was 50% of
m1 = (Z/10)1/7 ............................................(6) total strength.
(2) Wind load in the direction of bridge axis
m2 : Corrective coefficient for gust q For girders, wind loads in the direction of
response for girders and cables bridge axis were uniformly applied.
m3 : Corrective coefficient for gust w For the tower, wind loads calculated assuming
response for the main tower all sections including the tower blocks and
Z : Average elevation horizontal members are effective were uniformly
r : Air density (1.225 N · s2/m4) applied.
CD : Drag coefficient e For cables, wind loads were caused to work
An : Projected area on cables by considering the slope of the cables
Note that design standard wind speed U10 is 37 m/s and applied half by half equally to each cable
(29 m/s during erection). See Table 6 for drag coefficient fixing point at the girder side and the tower side
and Table 7 for corrective coefficient for gust response. as intensive loading.
6.1.2 Wind load application (3) Displacement
(1) Wind load in the direction perpendicular to bridge In designing structural components, such as
axis bearings and expansion devices, for which
q For girders, all loads were applied to the displacement would be a major issue, the total
effective projected area at the windward side. strength against wind load in the bridge axial
w For the tower, the wind load was applied to direction and 50% strength against wind load in
the axial line of the tower block each at the the direction perpendicular to bridge axis were
windward and leeward side. simultaneously applied.
e For cables, wind loads working on the cables 6.2 Wind resistant design for erection system
were applied as intensive loads half by half For wind loads to be applied to the bridge during
50

erection, the two conditions that were considered very
susceptible to wind load, or the maximum overhang
condition immediately before center span closing, and
the maximum balancing condition before large side-span
block erection, were studied to determine appropriate
wind loads.
6.2.1 Maximum balancing condition
When cables are installed to the seventh level, the
bridge would look like a balancing toy. As it was
important to ensure stability of the bridge under such
a condition against wind, wind tunnel tests were
conducted, which indicated that excessive negative
reaction would occur at the diagonal bent by gust
response. Subsequent analytical study lead to re-
examination of the erection procedure to reduce negative
reaction at the diagonal bent. To be specific, large
main-girder blocks in side spans were erected at the
lower first and second level cables under the side spans.
No tension was given until the system became stabilized
so as not to generate negative reaction at the diagonal
bent.
6.2.2 Maximum cantilever condition
The maximum cantilever erection of the center span
goes to about 430 m, the largest ever in the world. How
to stabilize the cantilever against wind load had been
one of the earliest issues. Before commencement of the
design work by the Joint Venture, various wind tunnel
tests were conducted to work on the issue. Major points
of focus were identified as follows.
(1) Characteristics of local wind were studied by a
wind tunnel test using a model formed after the
local topography. It was found that quartering wind
with very hard turbidity is likely to blow because
of the influence of the mountains behind the “Tatara
Bridge.”
(2) The maximum cantilever span length is 430 m
and its primary natural frequency is about 16 sec.
If this condition is handled by a conventional
vibration-damping device, the device would have
to be very big and could not be manufactured
because of its size.
With these points in mind, analyses and wind
tunnel tests were conducted to work on the design
of sections and vibration control during actual
erection. The following points were actually
reviewed.
q Erection machinery was converted into a model,
which was used in an erection system wind force
test. Then, detailed data, such as aerodynamic
coefficient, necessary for design work were
obtained.
w Gust response analysis of the maximum
cantilever erection system was conducted and the
gust response coefficient for the main girder
erection stage was newly established to be 2.0
(while it is 1.9 for the final profile).
e Considering the effect of quartering wind on
V o l . 36 N o . 2 J u n e 2003
reduction of wind speed and spatial correlation
of quartering wind, it was confirmed that the
safety factor of allowable stress is 1.7, and that
the first horizontal bending mode would be
satisfied.
r As an extra vibration-damping countermeasure,
a tie-down plan to connect sinkers under the
water and girders was checked by wind tunnel
tests and analyses, which confirmed the
effectiveness of the method and indicated a
possibility of reducing both girder horizontal
displacement and bending moment of girders at
the bases of the towers to about 60% compared
with the case of no such plan.
t It was finally decided that no special
countermeasure would be taken because of the
special characteristics of wind direction and
speed, low reproduction probability and the
proven fact that the first horizontal mode would
be satisfied.
7. Check of stability of main girders
against buckling
In case axial compressive stress in the bridge axial
direction prevails for a long-span cable stayed bridge
with flattened box girder, such as the “Tatara Bridge,”
it is essential to study stability against whole buckling.
One of the standard methods to evaluate stability
against whole buckling is use of the stability inspection
equation using effective buckling length (Le), as given
in the Specifications for Highway Bridges (“SHB”).
But if this method is applied to variable sectional
members, as seen in main girders of a cable stayed
bridge, the effective buckling length at the center span
where axial compressive strength level is low becomes
too long and the resultant design would have to be
made based on a practically unassumable buckling
length. Then, uneconomical cross sections could result.
Today, thanks to the improved capability of computers,
in some cases, elastoplastic analysis of an entire system
with residual stress and initial irregularity taken into
consideration is conducted to carry out stability
inspection. For the “Tatara Bridge,” the Bridge Planning
Committee for the “Tatara Bridge” (hereafter called
Tatara Committee) of the Honshu-Shikoku Bridge
Authority decided to carry out elastoplastic analysis
for an entire system and also carried out buckling
experiments using an entire system model. It was
ultimately found that the experiment results have a
good agreement with the elastoplastic analysis results
for buckling modes and buckling load capacity and
confirmed the validity of the analysis.
These reports indicated that critical points in terms
of buckling are the same members whose effective
buckling length was found shortest by the buckling
analysis. For the “Tatara Bridge,” the sectional design
that satisfies the stability inspection equation given in
51
V o l . 36 N o . 2 J u n e 2003
the SHB by using their effective buckling length was
used only for members whose effective buckling length
was shortest, located near the main tower.
When the effective buckling length was calculated,
the effective shearing modulus method (Ef method)
was used. As a result, the effective buckling length for
the main girders (Le) turned out to be 34.9 m, almost
twice (40 m) the cable fixing interval. This value was
rounded off to 35 m and the stability inspection equation
was applied only to the main girders near the towers.
Fig. 10 shows the portions to which the buckling stability
inspection was conducted. For allowable stress relative
to local buckling, values given by the block model
approach were used.
8. Design of main tower
8.1 Design outline of main tower
The design of the main tower was developed based on
supplementary review, including FEM, in addition to
the use of the sectional force used in the whole bridge
analysis. The major components to be designed were
as follows.
(1) The tower anchor frame and the base of the
tower
(2) Tower blocks
(3) Crossing zone and knuckle parts
(4) Lower horizontal beam (horizontal beam at the
level of the road)
(5) Upper and intermediate horizontal beam
(6) Cable anchor
The major design points of the tower are as follows.
q The shape of the main tower is an inverted Y
with a cut-off corner section, which was found
to be excellent in wind resistance by the wind
tunnel tests. Corner cut-off is different between
the lower part of the tower and the upper part.
The corner cut-off for the lower part is effective
in controlling the vortex induced vibration. The
corner cut-off for the upper part is designed to
provide a section effective against galloping.
w For the cross section of the main tower, as
ease of production and erection was considered
important, a single chamber box section was
adopted. A three-chamber section divided by
vertical diaphragms had to be used for the
crossing zone and knuckle of the lower horizontal
members and the cable anchor in the upper part
for unavoidable structural reasons.
The minimum effective buckling
length was used.
The stability inspection equation was applied only to this range.
Fig. 10 Check for buckling stability of main girder
52
e The tower blocks were designed as block
members for the axial force and two-directional
bending. Since the in-plane effective buckling
length is close to the out-plane effective buckling
length, the bi-axial bending stability inspection
equation was adopted.
r Since the large blocks for the lower part were
to be assembled on the ground, each block volume
was determined to be 160 tons considering the
lifting capability of companies. Single member
erection blocks for the upper parts were
determined to be less than 145 tons each so that
they could be handled by cranes to be set up at
the site.
t Blocks were all connected by friction joints
using high tensile bolts (HTB). The steel plates
were to be designed as 50% metal touch. Large
block interfaces and horizontal members were
designed as 100% high tensile bolts to absorb
production and erection errors.
8.2 Effective buckling length of main tower
The effective buckling length of the main tower was
determined based on the values calculated from the
three methods as follows.
(1) The effective buckling length of all members
was calculated based on Pcr (buckling load) of the
primary mode.
(2) The effective buckling length was calculated
based on Pcr of the primary mode of each member.
(3) Inflection points of a mode in which each member
buckles were selected from the mode diagram and
the effective buckling length was calculated using
the mode diagram.
8.3 Design of crossing zone and knuckle
At a crossing zone of a conventional rectangular cross-
section, flange forces of horizontal members are
transmitted to the webs of the tower blocks as shear
via the diaphragms of the crossing zones. But since the
“Tatara Bridge” has a single-chamber 12-angle cross
section with cut-off corners, stress would not smoothly
transmit. For stress of webs of horizontal members,
smooth stress transmission would not be realized due
to the small width of the webs in the tower blocks.
Thus, internal webs were extended for the crossing
zones of the horizontal members to turn the cross section
near the crossing zones into a three-chamber shape for
positioning stays of horizontal members (Fig. 11). In
terms of calculation, the plate thickness of the internal
web and the external web was converted as a single
plate so that the cross-section is interpreted as a single-
chamber rectangular shape and the Okumura-Ishizawa
Method was used to carry out simple design. Then, the
3D FEM analysis was used to check the design before
finally determining the plate thickness.
For the “Tatara Bridge,” knuckle points of the tower
blocks were aligned with the line of the girder edge
for the appearance and thus there is a clearance of
 V o l . 36 N o . 2 J u n e 2003

(a) Crossing zone section in basic design stage the knuckle part would be the largest plate thickness
Internal web External web Horizontal beam web in this bridge (t = 44 mm, SM 570).
8.4 Cable anchor of main tower
For the structure of the cable anchor, it was decided
that cast fixing blocks would be fixed to longitudinal
Flange Elevator Horizontal beam flange
opening girders of the main tower via HTB M30. Fixing blocks
are aligned to the positions of the horizontal diaphragms
so that horizontal force of center span and side span
Internal web External web Horizontal web cables will be transmitted via longitudinal girders and
Strees concentration caused diaphragms (Fig. 13).
by the suddenly change of
stress transmission
9. Design of steel main girders
9.1 Design outline of steel main girders
(b) Crossing zone section in detailed design stage Major design review items for steel main girders are
Internal web extended as follows.
Internal web External web
Horizontal beam web (1) Design of steel deck and floor
(2) Design of sidewalk
(3) Design of main girder cross section
Elevator
Flange
opening
Horizontal beam flange (4) Design of cable anchor
(5) Strengthened design of supporting point
(6) Design of connection girder
Internal web External web Horizontal web Major points to note for design consideration are as
The internal web was extended to follows.
modify the structure for smooth
transmission of stress q U-formed ribs with 8 mm thickness are used
for longitudinal ribs of steel plate decks. The
Fig. 11 Crossing zone section
standard interval of lateral ribs is 2.5 m. Joints
of steel plate decks are welded, while HTB
about 4 m between the knuckle of the lower part of the friction jointing is used for longitudinal ribs.
main tower and the upper flanges of the lower horizontal For shop-assembled joints, such as large blocks
beams. Therefore any sudden change in bending moment and the tower as a single structure, longitudinal
could cause a large stress to the knuckle parts. As a ribs are also welded.
solution, the structure of the crossing zone was extended w If stress of the main girder system is applied
to the knuckle part to broaden the internal web to to the sidewalk, its design will become
provide a strengthening member to the structure. At the uneconomical. To avoid this, expansion joints
same time, the cross section of the longitudinal rib of are to be installed at an interval of 10 m and
the flange was also broadened to cope with the secondary designed as non-composite separate structures
stress due to the curvature of the knuckle part. Finally, independent of main girders.
the design results, including the crossing zone, were e The main girders are flattened box girders with
checked by 3D FEM analysis (Fig. 12). As a result, a height of 2.7 m and a total width of 30.6 m.
Its structure is a single-box girder with three-
chamber structure composed of four web plates.
The center cell, in which the interval of web
plates is largest, has a width of 9.04 m. Thus,
the main girders were designed as wide stiffened
plates. For steel plate decks, a bi-axial

Fixing longitudinal girder

Diaphragm

Fixing block

Cable
Tower wall (flange)
Tower wall (web)

Fig. 12 Analysis model for 3-D FEM Fig. 13 Cable anchor (tower)

53
V o l . 36 N o . 2 J u n e 2003

compression check was conducted since it was bridge, axial compressive force acts on them due to
impossible to ignore stress in the direction horizontal components of cable tension. Therefore, it
perpendicular to the bridge axis caused by cable is necessary to check longitudinal ribs for their resistance
fixing. to local buckling.
r For the cable anchor, square column anchors For 8-mm-thick trough ribs, blocks composed of deck
were used at the outside of external web plates. plates and trough ribs were put to load capacity tests
The detailed structure was determined after to confirm that no local buckling will occur. Based on
fatigue testing and FEM analysis. the results of buckling tests and elastoplastic analysis,
t Composite girders play a pivotal role in a structural arrangement in which another row of bolts
connecting PC girders to steel box girders. Rear is added only to splice plates at one side, as shown in
face fixing, a composite girder system with Fig. 14, was applied to reduce the stress concentration
proven performance from the “Ikuchi Bridge” immediately before the splices so as not to reduce load
experience, was used. For backing concrete, high- capacity at joints. For 6-mm-thick trough ribs, elastic
fluidity concrete was cast in-situ to realize buckling analysis was made to set allowable stress with
downsizing of blocks, use of smaller erection regard to local buckling to 167 N/mm2 {1 700 kgf/cm2}.
cranes, and reduction in site work. 9.4 Design of cable anchor
9.2 Design of wide stiffened plates Web plate fixing square column anchors were used for
At the center cell of the “Tatara Bridge,” the interval cable fixing. Where stress was expected to intensify,
of web plates is 9.04 m and that of lateral ribs is 2.5 the results of large fatigue tests, conducted in an earlier
m. They are sufficiently wide compression-stiffened stage of design, as well as other reviews including FEM
plates with an aspect ratio (a) of 0.277. The SHB, analysis were used to determine shapes of elements,
however, assumes compression stiffened plates of about such as the fillet shape of bearing plates used for cable
2 in aspect ratio and defines a level of stiffness of fixing assemblies. The structure of the cable anchor is
stiffened plates that makes the buckling mode become shown in Fig. 15.
nodes at the lateral rib positions. According to the The following points were reviewed in designing the
regulation of compression-stiffened plates in the section of the cable anchor.
superstructure design standard of HSBA, the definition (1) Structure of bearing plate (FEM analysis)
of the SHB is used as an applicable specification. But (2) Stress check at anchor and the area near it (FEM
for such wide compression-stiffened plates as used for analysis)
the “Tatara Bridge,” the required stiffness for a stiffened (3) Load sharing ratio of vertical component of cable
plate would be so large that it would be a large cross- tension (grid analysis)
section of unrealistic size. (4) Main girder in-plane bending stress distribution
The Tatara Committee then came up with the Tatara (FEM analysis)
Bridge Design Procedure (draft), based on which wide
stiffened plates were designed for longitudinal and 75
lateral stiffeners and allowable stress of local buckling
was calculated using the block model approach. For A A
longitudinal ribs of the “Tatara Bridge,” closed section
ribs (U ribs) were to be used both at the steel plate 5
deck side and the bottom flange side and thus the load
capacity curve in the Buckling Design Guideline (Japan
Road Association) that is almost equal to the Standard
Load Capacity Curve (V) in the SBH (Feb. 1994, Japan
A-A
Society of Civil Engineers) was used for ultimate
strength of effective stiffeners used in the block model
Fig. 14 Joint of longitudinal rib (unit : mm)
approach. Since steel plate decks are supported at cable
fixing points and loaded by in-plane compression in the Deck plate
direction of bridge axis and the direction perpendicular
ragm
to bridge axis, they were given bi-axial buckling checks. Anchor Diaph
flange
9.3 Longitudinal ribs Square
column Anchor rib
Trough ribs (320 × 240 × 8) were used for all anchor Auxiliary rib
longitudinal ribs at the steel plate deck side and almost Bearing plate Internal
strengthening Internal
all other longitudinal ribs except for those of bottom web strengthening
Internal structure
flanges around the center of the center span. Ribs strengthening
flange
measuring 320 × 240 × 6 were used for some bottom Bottom flange External web plate
flanges near the center of the center span. Since
longitudinal ribs form part of the main girders of the Fig. 15 Cable anchor (main girder)

54

(5) Main girder axial direction stress distribution
(FEM analysis)
(6) Main girder internal strengthening structure
Based on the results of these reviews, stress sharing
ratio and stress concentration coefficient were examined
to check the level of working stress. For stress
concentration at some special positions, such as near
the scallop, the cross section design was developed
directly from FEM analysis results.
9.5 Design of connection girders between PC
deck and steel deck
9.5.1 Stress transmission mechanism of connection
girders
The “rear face plate method of partial connection backing
concrete type” adopted for the “Ikuchi Bridge” was
used for the structure of connections jointing steel and
PC girders. The structure of the composite girder is
illustrated in Fig. 16. Connections are located near the
P2 and P3 intermediate piers. Focusing on negative
reaction on supporting points and girder bending
moment, the positions optimal for both of them were
determined. The structural arrangement was developed
so that stress working on the steel girders is dispersed
by steel girder strengthening members and ultimately
transmitted smoothly to PC girders via backing concrete.
The arrangement for axial direction compressive force
working on steel cells is that it is transmitted to PC
girders by three stress transmission mechanisms, or q
rear face plate, w stud pins, and e adhesion and
friction of steel plate and concrete, via backing concrete.
As in the case of the “Ikuchi Bridge,” adhesion and
friction were not considered in the cross-section design
so as to be on the safe side. The sharing ratio of stud
pins against axial direction compressive force in a
system that ignores adhesion and friction is as follows
for a 19-to-25-mm-thick rear face plate.
· Headed stud (f22 × 80 mm, 3 × 7 rows) -- 35%
· Angular steel block (28 × 28 × 250 mm) -- 50%
The following three measures were reviewed for
tensile force in the axial direction.
q Adhesion and friction of steel and concrete
w Stud pins
e PC steel members
Axial compressive stress prevails at composite girders
and tensile stress is very small. Therefore, the design
e
sid
der
gir
el
e Ste
sid
der
gir
PC
Fairing
Fig. 16 Joint structure of concrete and steel girders
V o l . 36 N o . 2 J u n e 2003
check was made assuming tensile force is transmitted
only by w stud pins. For the mechanism to transmit
shear to backing concrete, q adhesion and friction and
w stud pins may be considered effective, but to be on
the safe side, adhesion/friction is ignored and w stud
pins alone were included in the design consideration.
For the shear fracture mode at PC girders, the following
two points were focused upon, while the design check
for shear was made and shear reinforcement using
rebars was considered:
· Fracture by shear cracking at PC beams
· Fracture by direct shear at the interfaces between
PC girders and backing concrete
9.5.2 Field construction of connection girders
High-fluidity concrete was used for backing concrete
for composite girders and was cast in-situ. This aimed
at reducing the weight of composite girder blocks,
eventually helping downsize crane ships for erection.
Prior to field casting, a casting experiment using a full-
size model was conducted to check if concreting would
be feasible or not. Gap filling between composite girders
and PC girders was also conducted together with placing
of backing concrete. These gaps also play a role of hinge
connection to prevent PC girder construction error from
affecting steel girders. To be specific, composite girders
are placed in the direction of the steel girder target
regardless of the workmanship of PC girder erection
so as to prevent workmanship error of PC girders from
affecting the entire system.
With this method, if PC girder dead load error or
rigidity error occurs, the road surface should break at
the gaps. As it turned out, however, no major error
actually occurred and if any had it could be absorbed
by the pavement. No actual problem prevented the
work.
10. Displacement control mechanism
Elastic rubber bearing shoes were used for vertical
bearing shoes on the tower of the “Tatara Bridge.” In
case spring constant in the direction of bridge axis is
low, the buckling mode of the tower will appear first
and as spring constant rises, the buckling mode of the
girder will become critical. As spring constant increases,
the total load capacity also increases, but when it comes
to a certain level of elastic fixed spring, the total load
capacity will not change with any further increase of
the spring. Raising the spring constant can limit girder
displacement in the direction of bridge axis. For the
“Tatara Bridge,” the buckling mode, total load capacity
and bridge displacement in the bridge axial direction
were totally considered and the spring constant of 39.2
× 103 kN/m {4 000 tf/m} was adopted for the entire
bridge.
In addition, one of the special characteristics of the
“Tatara Bridge” is that PC girders at the side spans
serve as a counterweight and that the dead load reaction
of the vertical bearing shoes at PC girders (BP-B shoe)
55
V o l . 36 N o . 2 J u n e 2003

is large. As a proactive safety measure against huge

earthquakes, it was confirmed that if friction of this
bearing is considered as attenuation, response
displacement decreases to about 20%.
According to this review, stoppers in the bridge axial
direction, which were to be installed in the basic design
stage, were canceled in the detailed design stage based
on the assumption that frictional force of bearings will
work in the case of anomalies or earthquakes. It is
therefore a matter-of-course that movement was
calculated at the design seismic level assuming that
they were ordinary movable bearing shoes and that no
frictional force is expected.

– Acknowledgment –

The authors acknowledge the staff of Third Construction

Bureau of the Honshu-Shikoku Bridge Authority and
the members of the Tatara Committee for their guidance
and cooperation in planning, designing, fabrication and
erection of the Tatara Bridge construction work. In
particular, the authors wish to thank Prof. Toshiyuki
Kitada of Osaka City University for his valuable
comments on application of wide stiffened plate design
for main girders and Prof. Chihiro Miki of Tokyo
Institute of Technology for his valuable instructions on
detailed review of fatigue of steel plate decks.
The authors feel that all our hard work in solving
numeral technological difficulties and developing safety
measures for work instantly turns into a heart-warming
satisfaction the moment we see the beautiful shape of
the “Tatara Bridge” located at the middle of the
Shimanami Kaido (Fig. 17).
REFERENCES
(1) T. Fujiwara and A. Moriyama : Wind-Proof
Design on the Tower of Tatara Bridge, Honshi
Technical Report Vol.19 No.74 Apr. 1995 pp.24-
37
(2) M. Kitagawa, R. Toriumi and H. Katsuchi :
Study on Large Scale Wind Tunnel Test of Tatara
Bridge, Honshi Technical Report Vol.19 No.20
Jan. 1996 pp.38-45
(3) H. Akiyama, R. Toriumi and Y. Ohtani : Large
Fig. 17 View of “Tatara Bridge”
Scale Wind Tunnel Test of the Tatara Bridge (2nd
report) –Gust Response in Complicate Topography–,
Honshi Technical Report Vol.21 No.83 July 1997
pp.30-36
(4) N. Hirahara : Erection of Superstructure of Tatara
Bridge (Report I) –Tower Erection and Large Block
Erection of Deck at Tower–, Honshi Technical
Report Vol.21 No.84 Oct. 1997 pp.33-40
(5) N. Hirahara and T. Murata : Erection of
Superstructure of Tatara Bridge (Report II)
–Erection of Steel Girder and Cables–, Honshi
Technical Report Vol.22 No.88 Oct. 1998 pp.28-
37
(6) T. Nose, T. Murata and M. Yabuno : Precision
Control during Balancing Erection for Tatara Bridge,
Proceedings of the 54th Annual Conference of the
Japanese Society of Civil Engineers, 1-(A) Sep.
1999 pp.724-725

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