DEVELOPMENT OF HYBRID PRESTRESSED CONCRETE BRIDGES WITH CORRUGATED STEEL WEB CONSTRUCTION

Shoji Ikeda*, Professor Emeritus of Yokohama National University, Japan

M Sakurada, Society for Research on Composite Structures with Corrugated Steel Webs, Japan

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Abstract

Recently, hybrid prestressed concrete bridges with corrugated steel webs have been increasing rapidly in Japan. In general a hybrid prestressed concrete bridge with corrugated steel webs is a sophisticated modification of the conventional prestresssed concrete box girder bridges by replacing the concrete webs with corrugated steel plates. Reducing the dead load of main girders, improving the prestress efficiency, and reducing the construction work and cost are principally main advantages of this structure. The hybrid prestressed concrete bridge with corrugated steel webs was originally developed in France in the 1980’s, and later introduced to Japan in the 1990’s. Thereafter, researching into this structure has been increased and several unique techniques have been developed in Japan. As a cost reduction technique, the hybrid prestressed concrete bridge with corrugated steel webs has been gaining attention based on a number of constructions increasing every year in Japan. Recently, the hybrid prestressed concrete bridge with corrugated steel webs has been applied to long span bridges, for example, extradosed bridges and cable stayed bridges with spans in excess of 200m.

Keywords: Hybrid prestressed concrete bridge, Corrugated steel web, Extradosed bridge, Cable stayed bridge, Construction.

1. Introduction

Recently, there have been many attempts in Japan to reduce the dead load of the superstructure of bridges, and reduce the work and cost involved in construction. One attempt is hybrid prestressed concrete bridges with corrugated steel webs (hereafter, corrugated web bridges), which is currently gaining attention as a method to reduce the cost of prestressed concrete bridges. In Japan, all over 50 bridges of this type were either completed or are under construction. The idea of using corrugated steel plate as webs was presented in Japan in 1965 [1] and was realized in 1976 as the supporting girders for the crane in the steel factory as shown in Photo1 [2]. The technique of using corrugated steel plate as the webs in prestressed concrete bridges was originally developed in France, and realized in 1986 [3]. The first corrugated web bridge in Japan was completed in 1993 [4]. Thereafter, experimental and analytical researches into this structure increased, and several unique techniques were also developed in Japan [5][6][7]. This paper describes the basic properties, latest technology, and actual construction of corrugated web bridges which have been developed rapidly in the last 10 years.

2. Features of Corrugated Web Bridges

As shown in Fig. 1, the corrugated web bridge, developed in France in the 1980’s, was hybrid structures in which the webs of conventional prestressed concrete bridges were replaced by corrugated

DEVELOPMENT OF HYBRID PRESTRESSED CONCRETE BRIDGES WITH CORRUGATED STEEL WEB CONSTRUCTION

Shoji Ikeda*, Professor Emeritus of Yokohama National University, Japan M Sakurada, Society for Research on Composite Structures with Corrugated Steel Webs, Japan

steel plates. By replacing the concrete webs with corrugated steel plates, the following benefits can be obtained: (1) reduced self weight of the main girder, (2) improved efficiency of the prestress, (3) improved shear resistance, (4) reduced manpower in construction work, and (5) reduced cost.

In conventional prestressed concrete box girder bridges, the concrete webs account for 30~40% of the self weight of girder; therefore, this self weight can be greatly reduced by replacing the concrete webs with corrugated steel plates. Furthermore, the corrugated steel plate does not resist axial forces and bending moments but has high resistance to shear buckling as shown in Fig. 2. According to these characteristics, the corrugated steel plates are quite beneficial for the webs of presstressed concrete bridges for the efficiency of prestress and the shear force resistance. In the construction, formworks, reinforcement, and other site operations are not required since the construction of concrete webs can be neglected. As a result, the construction work on site can be reduced. In addition, the environmental impact can be reduced in accordance with the reduction of formworks.

Concrete Slab

Corrugated Steel Web

External Tendons

Internal Tendons

Concrete Slab

Corrugated Steel Web

Concrete Slab

Corrugated Steel Web

External Tendons

Internal Tendons

Concrete Slab

Corrugated Steel Web

Photo 1 Crane girder Fig. 1 Schematic diagram of corrugated steel web prestressed concrete box girder

3. Structural Behavior 3.1 Flexural Behavior

As shown in Fig. 2, the axial stiffness of corrugated steel webs can be neglected in engineering point of view. Furthermore, only upper and lower concrete slabs are considered on resisting the axial forces and bending moments as shown in Fig. 3. Based on the many experiments and analyses, the assumption that plane sections remain plane was verified and the similar ultimate flexural moment between corrugated web bridges and conventional prestressed concrete bridge was also verified [5][7]. Therefore, apart from ignoring the stiffness of corrugated steel webs, the design for bending moments and axial forces is the same as the conventional prestressed concrete bridges [8].

Shear Force

Shear Force

No Bend ingMomentNo Ax ia l Force

Fig. 2 Properties of corrugated steel plate webs

ＣＬ Ｎ／Ａc

Ax ia l Force Bend ingMorment

Ｍ／Ｚc

Fig. 3 Effective cross-section for axial forces and bending moments

3.2 Shear Behavior As shown in Fig. 2, the shear forces are resisted by the corrugated steel webs. Based on the

experiments and analysis carried out to date, it has been confirmed that the applied shear forces are mostly resisted by the corrugated steel webs [7]. Therefore, the shear forces are designed by assuming that all applied shear forces are resisted by the corrugated steel webs as shown in Fig. 4, which is certainly on the safe side [8].

ＣＬＳ／Ａw

Shear Force

Fig. 4 Effective cross-section for shear forces 3.3 Shear Buckling Behavior

There are three modes of shear buckling of corrugated steel webs: (1) local buckling, (2) general buckling, and (3) combined buckling. Since no post buckling strength can be expected from corrugated steel webs, it is necessary to design the webs without buckling at the ultimate limit state. Formulae and analysis methods for calculating the strength have been proposed for these three buckling modes, and their validity has been verified in many experiments as shown in Photo 2 and analysis [9][10][11][12].

(1) Local buckling: Mode in which buckling occurs between fold lines of the corrugated steel web (2) General buckling: Mode in which the entire corrugated steel web buckles (3) Combined buckling: Mode which is a composite of the above two shapes.

a) General Buckling

b) Combined Buckling

Photo 2 Shear buckling of corrugated steel webs 3.4 Torsional Behavior

Compared with the conventional prestressed concrete box girders, the stiffness in out-of-plane direction of corrugated steel webs is relatively small. Thus, the cross-section tends to deform easily as shown in Fig. 5. When the cross-section deforms, it causes a reduction in the cross-sectional stiffness or increases warping torsional stresses. Therefore, on curved or skewed bridges it is necessary to place the diaphragms at suitable intervals in order to restrict the cross-sectional deformation. Past researches showed that the effect of cross-sectional deformation is virtually eliminated when the diaphragms are reinforced at suitable intervals [13][14]. In Japan, the curved bridge with corrugated steel webs has been constructed with a minimum radius of curvature of 140m.

a) St.Venant deformation b) Warping deformation

Fig. 5 Torsional deformation 4. New Technologies

4.1 Connections In hybrid structures, the connections between the concrete and steel greatly affect on the structural

performance and cost. Initially studs or angle shear connectors were used to connect the concrete slabs and corrugated steel webs. However, unique connections were developed in Japan in order to reduce the cost of connections and improve the structural performance as shown in Fig. 6. (1) Embedded Connection

In an embedded connection, the corrugated steel webs are directly embedded in the concrete slabs. Since the steel flange plates fitted with shear connectors are not required, this is the most economical connection method [6][7]. According to its characteristics, fatigue durability is high and construction tolerances are easy to absorb. However, there is a concern that rain water or condensation might be led to the webs and seepage into the connections, causing the corrosion of connections. Therefore, the waterproof is necessary as shown in Photo 3.

a) Stud connection b) Angle connection c) Embedded connection

d) S-PBL connection e) S-PBL + stud connection f) T-PBL connection

Fig. 6 Methods of connecting slab and web (2) Perfobond Strip Connection (S-PBL)

A perfobond strip connection is a connection using a plate with holes as shear connector. Compared with stud connectors, the stiffness of shear connection is higher. This connection is a comparatively economical because welding of the shear connector is simpler. Nevertheless, the combination between plate and studs is frequently applied since the plate cannot solely resist transverse bending moments [15]. (3) Twin-Perfobond Strip Connection (T-PBL)

Different from perfobond strip connection, a twin-perfobond strip connection has two rows of perforated steel plates; therefore, the use of studs is not required since the transverse bending moments can be resisted with two rows of perforated steel plates. The load resistance and fatigue durability of twin-perfobond strip connection was confirmed by many experiments [16][17].

Photo 3 Water proof of embedded connection

4.2 Joints The details of the joint between steel plates largely influence on the structural performance and

cost of corrugated web bridges. Unlike conventional steel bridges, the web of corrugated web bridges resists shear forces without any effect of axial forces; thus, the joint is not necessary to have the axes of the web plates in one line [6][7]. Accordingly, single shear friction joints or lapped fillet welded joints, as shown in Fig.7, can be applied to corrugated web bridges. Compared with conventional double shear friction joint or butt welded joints, single shear friction joints or lapped fillet welded joints are much simpler, and construction work and cost can be reduced.

a) Single shear friction joint b) Double shear friction joint

c) Lapped fillet welded joint d) Butt welded joint

Fig. 7 Methods of connecting web plates 4.3 Corrosion Prevention

Methods to prevent the corrosion of corrugated steel webs include painting, use of weather proof steel, metal spray, and galvanized steel. Normally, painting is necessary to re-paint every 20 years. On the other hands, weather proof steel, metal sprays, and galvanized steel, which have longer service life compared with painting method, are expected to reduce the life cycle cost of a bridge [18][19][20]. (1) Weather Proof Steel

The weather proof steel takes advantage in the condition that stable rust can form on the steel surface, and corrosion of the steel is then prevented as shown in Photo 4 and Photo 5. The weather proof steel is used bare or with coating. By this method, painting is not necessary and almost no maintenance would be required. Painting is frequently used as the corrosion prevention method by considering the initial cost whereas weather proof steel is considered more economical in life cycle cost. However, in regions where there is much airborne chloride like coastal area, the weather proof steel may not be applicable since the stable rust is difficult to be formed.

Photo 4 Atmospheric corrosion resistant steel

(bare) Photo 5 Atmospheric corrosion resistant steel

(with coating) (2) Metal Spraying

Metal spraying is a method in which zincs, aluminum, or zinc-aluminum alloy is heated up to melt and sprayed onto the steel plate to form a membrane. The service life in a city environment, where there is no airborne chloride, is expected over 100 years. In much airborne chloride areas, coating is frequently used with painting over it. (3) Galvanized Steel

Galvanizing is a corrosion prevention method in which the steel element is dipped in a bath of molten zinc at about 440C to form a membrane of iron and zinc alloy and pure zinc as shown in Photo 6. The service life of galvanized steel in a city environment, where there is no airborne chloride, is about 60 years or longer.

Photo 6 Galvanized steel plate 4.4 Extradosed Bridges, Cable Stayed Bridges

By applying corrugated webs to extradosed bridges and cable-stayed bridges, it is possible to further increase the span. In Japan, there are two examples of extradosed bridges and one example of cable stayed bridge, with maximum spans of 180m and 235m, respectively [21][22][23][24]. In extradosed bridges and cable-stayed bridges with corrugated steel webs, there was a concern regarding the cross-sectional deformation of the main girders at the cable anchorages and localized stresses due to the low stiffness of the webs. To prevent these, steel diaphragms are normally placed near the anchorages of cables. 5. Examples of Corrugated Web Bridges 5.1 Japanese Cases

In Japan, corrugated web bridges have been gaining attention as a measure for reducing the cost of prestressed concrete bridges. Currently, at least 50 bridges were either completed or are under construction. The representative corrugated web bridges are introduced as follows: (1) Shinkai Bridge

The Shinkai bridge, as shown in Photo 7, was the first corrugated web prestressed concrete bridge built in Japan [4]. It is single span box girder bridges with length of 31m, span of 30m, and width of 14.8m. As shown in Photo 8, the erection method was the launching girder method, in which the girders were constructed at an on-site fabrication yard. This method was applied since the foundations at the erection location were weak, and the space below the girders was narrow so that the fixed shoring construction method was difficult. The connections between concrete slabs and webs were stud shear connectors, and the joints between corrugated steel plates were butt welding. Erection of the girders was carried out using equipments to ensure that no torsional moment would be subjected to the girders.

Photo 7 Shinkai Bridge (completed) Photo 8 Shinkai Bridge (during erection)

(2) Ginzan-Miyuki Bridge The Ginzan-Miyuki bridge in Akita Prefecture, as shown in Photo 9, was the second corrugated

web bridge constructed in Japan [25]. The construction of this bridge was the incremental launching method using the main girder cross-section as a launching nose with cable supported from pylon towers as shown in Photo 10. This bridge was a five spans continuous girder bridge with length of 210.0m and maximum span of 45.5m. In addition, this bridge was the first corrugated web continuous girder bridge in Japan. The connections between the concrete slabs and corrugated steel plates were stud shear connectors, and the joints between corrugated steel plates were single shear friction with additional plates. Besides that, weather proof steel was used.

Photo 9 Ginzan-Miyuki Bridge (completed) Photo 10 Ginzan-Miyuki Bridge (during erection) (3) Hondani Bridge

The Hondani bridge, as shown in Photo 11, was the third corrugated web bridge constructed in Japan. It is three spans continuous prestressed concrete rigid frame box girders bridge, with a length of 198.2m, maximum span of 97.2m, and width of 11.04m [6][7]. Erection was carried out by the cantilever method. The dead load of main girder was smaller than that of a conventional prestressed concrete box girder; thus, each cantilever segment was made longer and fourteen cantilever segments of conventional prestressed concrete box girders bridge were reduced to eleven cantilever segments of corrugated web bridge. Accordingly, the time required for building one segment could be shorten in 1~2 days compared with the conventional method since the work associated with the web, such as reinforcement assembly, cable layout, and formwork assembly, could be neglected. By this method, the construction time for this bridge was possible to be reduced greatly. In addition, the connections between the concrete slabs and webs were embedded connection as shown in Photo 12, and the joints between web plates were single shear friction joints, permitting further rationalization. The safety of these connection methods was confirmed by loading experiments on the half scale specimens of the actual bridge cross-section.

Photo 11 Hondani Bridge Photo 12 Embedded Connection

(4) Kurobegawa Bridge Kurobegawa bridge , as shown in Photo 13, is the first corrugated web bridge constructed for

railway in the world [26][27][28]. The total length of the bridge is 761m, in which 344m is the corrugated web bridge. Erection was carried out using the fixed scaffolding erection method. As ratio of live load to total load is higher for railway bridge than that of road bridge, for consideration of the fatigue durability, embedded connection using steel flat plate were adopted between the corrugated webs and the concrete slabs in this bridge (Fig. 8). The flat plate was connected to the corrugated steel plate with bolts. With this type of connection, the inclined panels of the corrugated steel plate act as shear connectors against horizontal shear forces. Also, the holes in the corrugated steel plate and the flat plate filled with concrete are expected to resist the transverse bending moment of the bridge. By static and fatigue tests on full size specimens and FEM analysis, the basic properties and high fatigue durability of this type of connection have been confirmed.

Photo 13 Kurobegawa Bridge Fig. 8 Connection of Kurobegawa Bridge (5) Himiyume Bridge

The Himiyume bridge, as shown in Photo 14, is three spans continuous extradosed box girder bridge with length 365.0m, central span of 180.0m, and effective width of 9.75m [21]. This bridge was the first bridge in the world, where corrugated steel webs were applied to an extradosed bridge. In addition, the span length of 180m was the longest class span of extradosed bridge in Japan. There was such a concern in the extradosed bridge with corrugated steel webs that there would be cross-sectional deformation of the main girder or highly localized stresses at the location of the anchorage of stay cables due to the low stiffness of webs. Therefore, the steel diaphragms, as shown in Photo 15, were located at the positions of the anchorage of every stay cable in order to restrict the cross-sectional deformation at the anchorages and to ensure smooth transfer of the tension forces of the cables to the main girder. The influence of steel diaphragm was confirmed by three dimensional finite element analysis and loading experiments using half scale model specimen.

Photo 14 Himiyume Bridge Photo 15 Steel diaphragm at cable anchorage

(6) Ritto Bridge The Ritto bridge, as shown in Photo 16, is four spans continuous extradosed bridge with length of

495m, maximum span of 170m, and width of 19.6m, constructed by the cantilever erection method, as shown in Photo 17 [22][23]. The main girder of this bridge is three cells box girder, and steel diaphragms were located at the cable anchorages, same as Himiyume bridge. The safety of the three cells box girder, steel diaphragm, and cable anchorages was confirmed by three dimensional finite element analysis and loading experiments using half scale model specimen. The location of this bridge is a production area of ceramic goods (Shigaraki ware). Therefore, the concrete portions were made with earthenware colored concrete. Furthermore, the main pylon of this bridge was designed with the motif of cranes.

Photo 16 Ritto Bridge Photo 17 Cantilever election (7) Yahagigawa Bridge

The Yahagigawa bridge, as shown in Photo 18, is four span continuous hybrid cable-stayed bridge composed of prestressed concrete girders and a steel girder. In the part suspended by cable, prestressed concrete box girder with corrugated steel webs was used, and in the part upon the central support in the middle of the river, steel box construction was used [24][29][30][31]. Corrugated steel webs were applied to concrete girders for the first time as a cable-stayed bridge. The bridge is 820m long with the main span of 235m long, and both lengths are the longest in the world as a prestressed concrete bridge with corrugated steel webs. In addition, its girder, suspended as a single-plane with the width of 43.8m, is one of the widest bridges in Japan. Steel anchorage beams and steel cross beams, as shown in Fig. 9, were used for the anchorage structure of the cables. By this way, most parts of the girder can be made in factory so that the work on construction site has been reduced.

Primary Steel Plate Cross Beam

Steel PlateAnchor

Secondary SteelPlate Cross Beam

Stay Cable

Photo 18 Yahagigawa Bridge Fig. 9 Steel anchor structure (8) Shigaraki 7th Bridge

The Shigaraki 7th bridge, as shown in Photo 19, is five spans continuous bridge with length of 384m, maximum span of 89.0m, and width of 17.6m [32]. This bridge was constructed using corrugated steel webs by a new cantilever erection method. This is a method in which the corrugated steel webs are erected first, and then a traveler is placed on them in order to construct the main girder rationally. The loads during construction were resisted by the corrugated steel plates. Therefore, the traveler

could be simplified. Furthermore, by effectively using precast concrete panels as embedded formwork, as shown in Photo 20, execution was rationalized and proceeded faster.

Photo 19 Shigaraki 7th Bridge Photo 20 Construction of slab plates (9) Katsurashima Viaduct

The Katsurashima viaduct, as shown in Photo 21, is four spans continuous bridge with the length of 216m, maximum span of 54.0m, and width of 17.8m [33]. A cross-section with struts and ribs was adopted as shown in Photo 22. Erection by incremental launching method was carried out with only the core cross-section, without casting the wing slab in order to rationalize and speed up the construction. Precast concrete panels as embedded formwork were effectively used as same as in the Shigaraki 7th Bridge.

Photo 21 Katsurashima Viaduct Photo 22 Struts and Ribs

5.2 French Cases Corrugated steel web bridges are initially developed in France, and three representative bridges

are introduced as follows: (1) Cognac Bridge

The Cognac bridge, as shown in Photo 23 was the world’s first corrugated steel web bridge completed in 1986. It is three spans continuous box girder bridge with the total length of 105m and maximum span of 43.0m. The cross-section is a box with the height of 2.285m with both upper and lower slabs made of concrete and webs slanted at about 35 of 8mm thick corrugated steel plate. Construction was carried out by the fixed scaffolding method. The prestressing cables were presstressed using the external cable, and are possible to be entirely replaced in the future [3][34]. (2) Maupre Viaduct

The Maupre bridge, as shown in Photo 24 is a development of the Cognac bridge and completed in 1987. It is seven spans continuous bridge with the total length of 324.5m and maximum span of 53.6m. The cross-section is novel: 3m height triangular shaped girder in which bottom flange is 610mm diameter steel pipe filled with concrete. It was the first corrugated web bridge erected by the incremental launching method, with the steel pipe of the bottom flange used as the launching nose. The prestressing cables were prestressed using the external cable in order to use in incremental launching method, and are possible to be entirely replaced in the future [3][34].

Photo 23 Cognac Bridge Photo 24 Maupre Viaduct

(3) Dole Bridge The Dole bridge, as shown in Photo 25 was

the forth corrugated web bridge constructed in France, following the Cognac Bridge, the Maupre Bridge, and the Asterix Bridge. It was completed in 1993. It is seven spans continuous box girder bridge with the total length of 497.6m and maximum span of 80.0m. The depth of cross-section was varied from 2.5 ~ 5.5m where both upper and lower slabs were made of concrete, and webs were made of 8~12mm thick corrugated steel plate. It was the first corrugated web bridge constructed by the cantilever erection method. The prestressing were arranged by both external and internal cables [3][35]. 5.3 German Case

The Altwipfergrund bridge, as shown in Photo 26 was the first corrugated web bridge constructed in Germany [36]. The bridge was erected by the cantilever method whereas the corrugated steel plates were erected in advance as erection members. Then, the upper and lower concrete slabs were cast. It is three spans continuous bridge with the length of 280.0m and maximum span of 115.0m. The connections between the upper slab and corrugated steel web were basically studs with U-shaped square bars in order to resist transverse bending moments as shown in Photo 27. On the other hands, the lower slab concrete was cast over lower flange of corrugated steel web. The jointing between corrugated steel plates was used single or double shear friction connection. Corrosion prevention of the corrugated steel plate was painting method.

Photo 26 Altwipfergurund Bridge Photo 27 Structure of the upper slab connection

Photo 25 Dole Bridge

5.4 Korean Case The Ilsun bridge, as shown in Photo 28 was the first corrugated web bridge in Korea [37]. This

bridge consists of a twelve spans continuous box girder bridge and two spans continuous box girder bridge, with a length of 801m, width of 21.2m, and maximum span of 60m. The twelve spans continuous portion was erected by the incremental launching method, and the two spans portion was erected by the fixed scaffolding method. In order to reduce the self weight of the main girder during incremental launching, the concrete cross beams, apart from the end support cross beam, were not placed during erection. In this method, launching was possible with only the internal prestressing cables, and allowed the cost reduction of launching equipments such as launching nose, launching jacks, etc. During launching, the cross-section was maintained by the steel sway bracing at 5m intervals as shown in Photo 29. When launching had finished, the concrete cross beams were installed and then the steel sway bracing was removed.

Photo 28 Ilsun Bridge Photo 29 Construction yard (reproduced from the brochure of Hyundai Engineering & Construction)

6. Conclusion

The corrugated web bridge introduced here are the structures with lower self weight, improved prestress efficiency, reduced construction work, and lower cost compared with conventional prestressed concrete box girder bridges. Currently in Japan over 50 corrugated web bridges were either completed or are under construction, which are the evidence of the effectiveness of this structure. Also, this type of bridges is aesthetically appreciated.

In preparing this paper, technical documents gathered in the society for research on composite structures with corrugated steel webs were used. The society for research on composite Structures with corrugated steel webs was founded in 1993 with the objectives of promoting, developing and improving corrugated steel web bridges. The society has been playing an important role in the development of corrugated web bridges in Japan. The authors hope that this paper can contribute to the promotion and development of corrugated steel web bridges, and to the provision of quality social capital. Acknowledgement

In preparing this paper, the authors received assistance from the following members of the society for research on composite structures with corrugated steel webs: Mr. Takashi Oura, President, Dr. Hisao Tachikami, Mr. Akira Morohashi, Mr. Keisuke Takaba, Mr. Tsutomu Machi, and Mr. Shuuji Tachida. The authors would like to express their deep gratitude to them for their assistance. References [1] Shimada, S.: Shearing Strength of Steel Plate Girder with Folded Web Plate (Ripple Web Girders),

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