Introduction of Detailed Design of Main Bridge (For Project)

Indonesian Suramadu Bridge
Detailed Design of Main Bridge
Consortium of Chinese Contractors

November, 2005
Indonesian Suramadu Bridge Detailed Design of Main Bridge
CONTENTS
1 Detailed Design................................................................................................. 1
1.1 General Introduction.....................................................................................................1
1.2 Technical Criteria .........................................................................................................1
1.3 Structural Design ..........................................................................................................2
2 Structural Analysis and Calculations .............................................................. 14

2.1 Actions on the Structure .............................................................................................14
2.2 Integral Analysis of the Whole Bridge .......................................................................14
2.3 Seismic Analysis.........................................................................................................15
2.4 Calculation of Foundation ..........................................................................................17
2.5 Transverse Analysis of Pylon .....................................................................................17
2.6 Local Analysis of Deck ..............................................................................................18
2.7 Local Analysis of Anchorage System.........................................................................19
2.8 Buckling Stability Analysis ........................................................................................21
2.9 Wind Stability Analysis ..............................................................................................22
3 Monographic Studies ...................................................................................... 24

3.1 Seismic Hazard Evaluation on Site ............................................................................24
3.2 Study of Seismic Dynamic Parameters ......................................................................24
3.3 Geophysical Survey....................................................................................................25
3.4 Geological Investigation.............................................................................................25
3.5 Wind Tunnel Study on Wind-resistance Performance................................................25
3.6 Anchoring System Analysis of Stay Cable in the Pylon ............................................26
3.7 Mechanics Analysis of Shear Connectors of Composite Girder ................................27
3.8 Underwater Topographical Survey.............................................................................27
3.9 Study on Topographical Evolution and Local Scour Caused by Suramadu Bridge ...28
Consortium of Chinese Contractors -1-

1 Detailed Design
1.1 General Introduction
Suramadu bridge is located in the northern part of east Java province of Indonesia. It spans
Madura Strait and connects Surabaya with Madura island.
The main bridge is cable stayed bridge with steel-concrete composite beam and twin tower
pylons and twin cable planes. The span arrangement is 192+434+192m=818m. The approach
bridge at each side is prestressed concrete continuous beam with box section and span length
40+7×80+40m=640m. Main bridge and approach bridge are connected with the V-pier.
1.2 Technical Criteria
(1) Design safety level: level I;

(2) Design reference period of the bridge: 100 years;
(3) Design running speed of vehicle: 80km/h;
(4) The width of bridge deck: dual running, 0.4m (side parapet) + 3.05m (pedestrian and
motorcycle way) + 1.3m (side reserve) + 9.75m (carriageway) + 1m (central reserve) +
9.75m (carriageway) + 1.3m (side reserve) + 3.05m (pedestrian and motorcycle way) +
0.4m (side parapet) = 30m;
(5) Longitudinal gradient of deck: ≤1%;
(6) Transverse gradient of deck: 2%, two-way slope;
(7) Navigation headroom: 400×35m;
(8) Vehicle load: Highway-I class in JTG D60-2004;
(9) Load on motorcycle way: For integral structural analysis, p = 4.0kPa; for calculating
members directly acted by pedestrian load, p = 5.0kPa;
(10) Wind load: basic wind velocity is 27m/s;
(11) Design criteria of earthquake resistance
Level I: For 10% exceeding probability within 50 years (475 years return period),
horizontal peak acceleration at ground surface PGA = 0.15g;
Level II: For 2% exceeding probability within 50 years (2500 years return period),
horizontal peak acceleration at ground surface PGA = 0.24g;

(12) Ship collision force

Collision with 30° angle to the surface of foundation: collision force = 14356kN;
Collision perpendicular to the surface of foundation: collision force = 8282kN;
(13) Temperature action
Maximum system temperature is taken to be 40.0°C, minimum system temperature is
taken to be 15.0°C, reference temperature is taken to be 30.0°C.
1.3 Structural Design
1.3.1 Structural system
The main bridge is in floating system. Vertical bearings are set only at side piers. To limit the
movement along the bridge, longitudinal earthquake-resistance dampers are set at pylon towers.
In transverse direction, rubber positive blocks are arranged between main girder and pylon
shaft at pylon, and concrete stoppers are set on the V-pier to restrain the transverse movement
at bridge end.
Figure 1.3.1-1 shows the general arrangement of the main bridge, and Figure 1.3.1-2 shows the
typical cross section of deck.
1.3.2 Superstructure
1.3.2.1 Steel girders
Steel girders are composed of main girders, floor beams and stringers. In the cross section of
the bridge, 2 main girders are arranged at outer side and 2 stringers at inner side. For standard
segment, floor beams are set every 4m along the bridge. Connection between main girders,
floor beam and main girders, and stringer and floor beams all adopts high strength bolts.
Steel main girder is in welded box section. For ordinary segments, the height at the central line
of the box is 2800mm, and 2% transverse slope, same with the deck slab, is set on the top
flange. Transverse distance between the outsides of webs is 2300mm. To meet the needs of
fabrication and connection with floor beams, the actual width of top flange and bottom flange
is all 2420mm.

Figure 1.3.1-1 General Arrangement of Superstructure

Figure 1.3.1-2 Typical Cross Section of Deck
Floor beam and stringer all adopt welded I-section, including top flange, web, and bottom
flange.
1.3.2.2 Deck slab
Concrete deck slab comprises two parts: prefabricated slab and cast-in-situ slab. The thickness
of prefabricated slabs is 250mm, and the thickness of cast-in-situ slab is 270mm. When
installing the prefabricated slabs, the top surface should be aligned with the design surface of
cast-in-situ slab, and supported on the top flange of steel girders via Φ20mm rubber band to
prevent the cement paste from leaking when cast the joint concrete.
Transverse prestressing tendons are arranged in concrete deck slab in the whole bridge. At
bridge end and mid span where horizontal components of stay cables are small, longitudinal
prestressing tendons are also arranged in the deck slab.
1.3.2.3 Pylon tower
The pylon tower is in door shape including tower seat, lower pylon shafts, mid pylon shafts
and upper pylon shafts. The total height is 141.331m. Lower transbeam between the lower and
mid pylon shafts, mid transbeam between the mid and upper pylon shafts, and upper transbeam
between the upper pylon shafts are set. Pylon shafts and transbeams are all in hollow box
section.

Figure 1.3.2.3 shows the general dimensions of pylon tower.
Figure 1.3.2.3 Pylon Tower
1.3.2.4 Stay cable
Cross section of stay cable is galvanized parallel steel wires of Φ7mm with high strength, and
extruded with two layers of high density polyethylene, of which the inner layer is in black, and

the outer layer in color. Standard strength of steel wires is fpk=1670MPa.
Stay cable is tensioned at the pylon end and fixed at the main girder end, and cold cast anchor
devices are adopted to anchor the cable. Distance between anchor points of stay cable in the
pylon is 2.2m, in the main girder along the bridge is 12m for standard girder segment.
General design drawing of stay cable is shown in Figure 1.3.2.4-1.
Figure 1.3.2.4-1 Stay Cable
To control the vibration of cable, vibration absorber is placed in the cable sleeve, and the
surface of outer HDPE sheath is set as bifilar helix. In addition, according to the actual
situation and measured vibration properties of cables after bridge completed, HCA viscid
dampers will be also installed outside to lessen the vibration. Figure 1.3.2.4-2 is the diagram of
HCA damper installed between stay cable and deck.

Figure 1.3.2.4-2 HCA Viscid Damper
1.3.2.5 Anchorage of stay cable
Except stay cables SC16 and SC17 which are anchored in the counterweight concrete block at
bridge end, at the lower end of other cables, steel anchor boxes, composed of anchor plates,
cushions, bracing ribs, and stiffeners, are all set for the cables in the main girders.
Figure 1.3.2.5-1 is the illustration of half of an anchor box and the main girder.
Figure 1.3.2.5-1 Steel Anchor Box and Main Girder

In the pylon tower, steel anchor beams and loop prestressing tendons are adopted for the
anchorage system respectively. For C0, SC1, MC1, SC2 and MC2, stay cables are anchored on
the corbels extruded from the inner wall of tower, and loop prestressing tendons are used to
reinforce the concrete. Other cables are all anchored with the steel anchor beams inside the
pylon shaft.
Figure 1.3.2.5-2 is the illustration of a steel anchor beam in the pylon shaft.
Figure 1.3.2.5-2 Steel Anchor Beam in the Pylon Shaft
1.3.2.6 Bearing
2 sets of earthquake-resistance steel spherical bearings are arranged under the main girders at
each side pier of main bridge, of which one is movable in two directions, and the other is
movable in longitudinal direction and fixed in transverse direction. Vertical supporting capacity
of one bearing is 8000kN, and horizontal supporting capacity of the transversely fixed bearing
is 6000kN. Maximum movement of bearing along the bridge is ±60cm, and the maximum
rotation angle is 0.02rad.
Figure 1.3.2.6 shows an assembled steel spherical bearing to be installed.

Figure 1.3.2.6 Earthquake-resistance Steel Spherical Bearing
1.3.2.7 Longitudinal damper
2 longitudinal viscous dampers are set under the main girders at each pylon tower. Main
parameters of damper are: exponent of velocity, α = 0.4; damping coefficient, C = 3000kN
(m/s)-0.4; normal damping force, F = 2400kN; length of stroke (mm) ±600; minimum safety
factor of damping force = 1.5.
Figure 1.3.2.7 shows an example of the longitudinal damper installed under steel girder.

Figure 1.3.2.7 Longitudinal Viscous Damper
1.3.2.8 Expansion joint
For the main bridge, expansion joint at bridge end should adapt to the large and complex
movements under different load cases. The joint should not only follow the main movement
along the bridge but also distinctive movements in the 2 spatial directions perpendicular to the
main direction. Even rotations of the bridge about the three special axes should also be easily
coped with.
To meet the requirements above, Maurer swivel-joist expansion joint is to be chosen the bridge.
With special seismic devices, the expansion joint can also be used under seismic action.
Figure 1.3.2.8-1 is schematic drawing of the swivel-joist expansion joint, and Figure 1.3.2.8-2
shows the state when the expansion is being installed.
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Figure 1.3.2.8-1 Swivel-joist Expansion Joint
Figure 1.3.2.8-2 Expansion Joint Being Installed
1.3.3 Substructure
Figure 1.3.3 shows the general arrangement of piles and pile cap of pylon.
Piles foundation is cast in-situ, and the holes are formed using steel pile casings. The diameter
of piles is 2.4m, and the minimum distance between piles from center to center is 6m. There
are 56 piles for every pylon.
Dimension of pile cap normal to the bridge direction is 57.2m, 34m along the bridge, and 6m

in thickness.
Figure 1.3.3 General Arrangement of Pile Cap and Foundation
1.3.4 Prevention of corrosion for steel structure
Climate at the bridge site belongs to typical tropical rainforest climate. The major natural
corrosive mediators to steel structure are chloride ion, oxygen, moisture and strong ultraviolet
ray. For the external surface of steel structure, coating to prevent corrosion includes: 1 coat of
inorganic zinc silicate primer at workshop (20µm), 2 coats of improved epoxy zinc rich primer
(2×40µm), 2 coats of MIO epoxy undercoating (2×50µm), and 2 coats of polyurethane top
coating (2×50µm). The total thickness of dry film is 300µm.
To protect the inner box surface of main girders and steel anchor beams in the upper shafts, and
to prevent the anchor devices from corrosion, dehumidifiers will be placed in the upper shafts
of pylon towers and the box section of main girders.
1.3.5 Construction method

1.3.5.1 Pile foundation
Hole of pile will be drilled on the off-shore platform and protected with steel casing.
Underwater concrete will be cast in-situ continuously and under strict control. Quality of pile
will be checked using ultrasonic testing method, and the bearing capacity will be tested with
Osterbog method.
1.3.5.2 Pile cap
Pile cap is to be constructed with steel caisson. Since the pile cap is a bulk concrete structure,
influence of hydration heat on the quality of pile cap must be effectively decreased. The pile
cap will be cast with several layers and cooling circulation water pipes will be placed to control
the temperature.
1.3.5.3 Pylon tower
Roll-over and climbing formwork methods are to be used for the construction of pylon tower.
1.3.5.4 Deck girders
Steel girders and concrete deck slab of the bridge will be constructed with balancing cantilever
method segment by segment. Temporary bracket at pylon and bridge end and temporary pier at
side span will be set up to assist installing the girders.

2 Structural Analysis and Calculations
2.1 Actions on the Structure
Structural actions include: permanent action, variable action, and accidental action.
Classification of the structural actions in detail is shown in Table 2.1. Combinations of all
possible actions will be used in the design.
Table 2.0 Classification of Actions

No. Permanent action Variable action Accidental action
Self-weight of structure (including Collision force of ship or
1 Vehicle load
superimposed dead load) drifter
2 Prestressing force Vehicle impact force Collision force of vehicle
Soil lateral pressure caused
3 Concrete shrinkage and creep Seismic action
by vehicle
Pedestrian load (including Dynamic rupture force of
4 Water floatage force
motorcycle) stay cable
5 Foundation settlement Vehicle braking force
6 Wind load
7 Water pressure
8 Temperature effect
9 Bearing frictional resistance
Static rupture force of stay
10
cable
11 Replacement of stay cables
2.2 Integral Analysis of the Whole Bridge
In integral analysis of the whole bridge, co-operation of steel girders, stay cables, deck slab
(including prestressing action in it) and pylon towers are taken into consideration. In
accordance with the actual construction procedures, the whole structure is analyzed using
programs MIDAS, and statuses of construction step by step and service are simulated
respectively.
Totally 564 elements are divided for the whole bridge, in which girder and pylons use beam
elements, stay cables use cable element, and pile foundation of pylon is incorporated in the

integral model by simulating it as gantry structure in the rule of equivalent displacement.

Figure 2.2 is the analysis model of the whole structure.
Figure 2.2 Integral Analysis Model of the Whole Structure
2.3 Seismic Analysis
Seismic analysis of the main bridge includes the selection of parameters of damper, structural
analysis under seismic action and evaluation of earthquake-resistance performance of structure.
The structure is three-span continuous composite girder cable stayed bridge with totally
floating system and twin pylons, i.e., girder can float longitudinally relative to the pylon but is
restricted by the pylon, and girder can slide on the side pier in longitudinal direction.
Main girder and pylons are simulated with space beam element, and stay cables are simulated
with truss elements, but allowing for the effects of sagging of cables and geometric stiffness
due to dead load. Main girder and pylon are relatively free in longitudinal direction, and
connected with springs in transverse direction.
For the pile group foundation, two methods are adopted to simulate the interaction among pile,
soil and superstructure. One method is to use 6 springs to imitate the restraints of pile to the
pylon along and about three directions, the other is to fix the piles under a certain distance
below the scouring line.
Time-history analysis is carried out to calculate the structure under horizontal and vertical
earthquake action. The input time-history curves are synthesized targeted at response spectrum.

Seismic analysis models with the two methods are shown in Figure 2.3.
(a) Six-spring model
(b) Pile fixed model

Figure 2.3 Seismic Analysis Models

2.4 Calculation of Foundation
Piles are designed as friction type. Pile group is calculated with “m” method, and allowable
bearing capacity of one pile is calculated in accordance with Equation 2.4:
1
[ P] = (Ulτ p + Aσ R ) (2.4)
2
where U is the parameter of pile, l is the length of pile under local scouring line, A is the cross
sectional area of pile, τp is the average ultimate friction force of soil around the pile, and σp is
the ultimate bearing capacity of soil at pile tip.
2.5 Transverse Analysis of Pylon
In addition to the integral analysis model of the whole bridge which will calculate the pylon in
longitudinal direction, transverse analysis model is also formed to calculate the pylon under the
most unfavorable load combinations of dead load, cable force, wind and temperature, etc.
Transbeams of pylon are fully prestressed concrete structure, and pylon shafts are ordinary
reinforced concrete structure. Stress of transbeams and strength of pylon shafts at different load
cases are checked in the calculations.
Figure 2.5 is the transverse analysis model of pylon.

2.5 Transverse Analysis Model of Pylon
2.6 Local Analysis of Deck
In order to get to know the stress distribution of each main components of composite grider,
especially in deck slab, certain length of deck girders under the pylon and at bridge end are
chosen to carry out the local analysis, respectively. Space models are built up and block, shell
and 3-D frame elements are adopted to simulate the structure, and main girders, floor beams,
stringers, deck slab and anchor boxes are all incorporated.
Figure 2.6 is the local analysis model of deck under the pylon.

Figure 2.6 Local Analysis Model of Deck under Pylon
2.7 Local Analysis of Anchorage System
2.7.1 Steel anchor box in the main girder
To calculate the local stress of anchor box in the main girder under the cable force, analysis
models of anchor boxes for different specifications of cables are formed, and stress fluctuation
in anchor box and main girder is acquired for different anchor boxes along the bridge. Figure
2.7.1 is a local analysis model of anchor box in the main girder.
(a) The whole model (half)

(b) Anchor box (half)

Figure 2.7.1 Local Analysis Model of Anchor Box in Main Girder
2.7.2 Steel anchor beam in the pylon
For different types of anchor devices and steel anchor beams, several models are built up to
calculate the stress in the steel anchor beams under different load combinations. Figure 2.7.2.2
shows a local analysis model of steel anchor beam in the pylon.
Figure 2.7.1 Local Analysis Model of Anchor Box in Main Girder

2.8 Buckling Stability Analysis
To calculate the structural buckling stability both under construction and at service stage, three
the most unfavorable states are considered in the structural analysis model: service state, the
longest single cantilever state (at mid span) at construction stage, and the longest double
cantilever state at construction stage. Figure 2.8-1 and 2.8-2 show the calculation models of the
latter two states.
Figure 2.8-1 The longest Single Cantilever State (at Mid Span) at Construction Stage

Figure 2.8-2 The longest Double Cantilever State at Construction Stage
2.9 Wind Stability Analysis
To ensure the structural safety of the bridge during construction and service stage, the bridge is
analyzed to check the wind stability, including:
(1) To determine of wind speed parameters for wind resistance study;
(2) Modal analysis
(3) To check flutter stability of the bridge and determination of the aerodynamic derivatives of
the bridge deck for both the service state and the most unfavorable construction state;
(4) To study the performance of vortex-excited resonance of the bridge at both the service state
and the construction state;
(5) To determine the aerodynamic coefficients of the bridge deck at both the service state and
the construction state;
(6) To perform CFD simulation of the deck of the bridge, and compare the CFD results with

the test results.
Table 2.9 shows the calculation models for different states and using different simulation
methods.
Table 2.9 Calculation Models of Wind Stability Analysis

State Triple Girder Model Single Spine Girder Model
Service State
Longest
Single-cantilever
State
Longest
Double-cantilever
State

3 Monographic Studies
3.1 Seismic Hazard Evaluation on Site
Main work of seismic hazard evaluation includes:
(1) Investigation, survey and analysis of earthquake fault and its impact analysis in the near
field region;
(2) Engineering geological survey in field region;
(3) Analysis and evaluation of seismic-geological catastrophe at the location of the bridge;
(4) Fatalness analysis of earthquake, response analysis of soil layer, and determination of
dynamic parameters at the location of bridge for design purpose.
3.2 Study of Seismic Dynamic Parameters
The study is to determine the design earthquake motion parameters, which correspond to the
earthquakes of return period of 475 and 2500 years, respectively. Study report of seismic
dynamic parameters will provide the following results:
(1) Horizontal PGA and its exceeding probability curve;
(2) Horizontal and vertical design acceleration response spectra (critical damping is 0.05 and
0.02, period not less than bridge’s natural period) at the base of pylon tower;
(3) Duration of earthquake motion which contains 95% of the total energy;
(4) Several groups of time-history curves;
(5) Horizontal shear-wave velocity and horizontal compression-wave velocity.

3.3 Geophysical Survey
The objectives of geophysical survey are as follows:
(1) To divide and compare vertically and horizontally the rock layer within the pylon area, and
determine the engineering category of the site.
(2) To find out the fault features at pylon area.
(3) Combined with measurement of wave speed inside the hole and dynamic 3-axis test, to
determine the earthquake guarding level at the pylon area.
3.4 Geological Investigation
Main purposes of geological investigation are:
(1) To determine the subsurface stratigraphy and stratigraphic relationships (and their
variability);
(2) To obtain lithological and mechanical characteristic of soil;
(3) To give comprehensive information for suitable foundation system;
(4) To evaluate the investigating and testing data and provide solutions to the geotechnical
problems.
3.5 Wind Tunnel Study on Wind-resistance Performance
To ensure the wind-resistant safety of the bridge under construction and during service stage,
wind tunnel study mainly includes the following parts:
(1) Determination of wind speed parameters for wind resistance study;

(2) Modal analyses of bridge structure;
(3) Wind tunnel study on wind-resistant performance;

(4) Full bridge aeroelastic model test.
Figure 3.5 shows the sectional models in the wind tunnel test.
a. Sectional model at construction state
b. Sectional model at service state

Figure 3.5 Sectional Model in the Wind Tunnel Test
3.6 Anchoring System Analysis of Stay Cable in the Pylon
For different anchorage systems in the pylon, main contents of the study are as follows:

(1) Comparison of several kinds of anchorage systems. Steel anchor beam, steel anchor box
and loop prestressing concrete are compared.
(2) Steel anchor beam in the pylon. Strength and rigidity of steel anchor beam, bearing capacity
of concrete corbel under steel beam, and strength and reinforcement of concrete pylon wall will
all be checked under the maximum cable force and other load cases such as replacing the cable
or rupture of one cable.
(3) Prestresed concrete structure for anchoring the cables. Patterns to prestress the concrete
pylon will be compared and determined, and strength of pylon wall under cable forces will be
checked.
3.7 Mechanics Analysis of Shear Connectors of Composite Girder
Mechanics analysis of shear connectors of composite girder mainly aims at:
(1) Studying the behavior of the studs between the box girder and concrete slab, quantitatively
analyzing the shear strength of stud shear connectors, especially for studs at the girder section
where there are cables.
(2) Analyzing the shear strength of stud shear connectors on the floor beams and stringers.
(3) According to the result, analyzing if the arrangement and number of stud shear connectors
on the steel girders are reasonable.
3.8 Underwater Topographical Survey
Main tasks of underwater topographical survey include:
(1) By investigating and collecting the existing marine chart information, to verify whether the
existing data could meet the requirements for the study of sea bed evolvement and hydrograph
analysis;

(2) To carry out underwater topographical survey to get to know the seabed morphology;
(3) To obtain the data of the transition of water courses and coastal line and some relevant
technical requirements for the design work, which will provide basic information for
hydrographical analysis and design of the bridge.
3.9 Study on Topographical Evolution and Local Scour Caused by Suramadu Bridge
The objective of the study is to understand the change of tide level and tidal flow caused by the
construction of Suramadu bridge, to predict the sediment transport and its resulting change of
topography, and to estimate the local scour near the bridge piers.
Main contents of the study include:
(1) The tidal flow before the construction of the bridge;

(2) Change of the tidal flow after construction of the bridge;
(3) Tidal flow after construction of the bridge under the average tide and the tides with return
period of 20-year and 100-year, respectively;
(4) Seabed change caused by the bridge;
(5) Local scour near the key piers of the bridge under various conditions.

Introduction of Detailed Design of Main Bridge (For Project)

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Indonesian Suramadu Bridge

Detailed Design of Main Bridge

Consortium of Chinese Contractors

2 Structural Analysis and Calculations .............................................................. 14

3 Monographic Studies ...................................................................................... 24

Consortium of Chinese Contractors -1-

1.1 General Introduction

1.2 Technical Criteria

(1) Design safety level: level I;

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(12) Ship collision force

1.3 Structural Design

1.3.1 Structural system

1.3.2.1 Steel girders

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Figure 1.3.1-1 General Arrangement of Superstructure

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Figure 1.3.1-2 Typical Cross Section of Deck

1.3.2.2 Deck slab

1.3.2.3 Pylon tower

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Figure 1.3.2.3 shows the general dimensions of pylon tower.

Figure 1.3.2.3 Pylon Tower

1.3.2.4 Stay cable

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the outer layer in color. Standard strength of steel wires is fpk=1670MPa.

General design drawing of stay cable is shown in Figure 1.3.2.4-1.

Figure 1.3.2.4-1 Stay Cable

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Figure 1.3.2.4-2 HCA Viscid Damper

1.3.2.5 Anchorage of stay cable

Figure 1.3.2.5-1 Steel Anchor Box and Main Girder

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Figure 1.3.2.5-2 Steel Anchor Beam in the Pylon Shaft

Figure 1.3.2.6 shows an assembled steel spherical bearing to be installed.

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Figure 1.3.2.6 Earthquake-resistance Steel Spherical Bearing

1.3.2.7 Longitudinal damper

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Figure 1.3.2.7 Longitudinal Viscous Damper

1.3.2.8 Expansion joint

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Figure 1.3.2.8-1 Swivel-joist Expansion Joint

Figure 1.3.2.8-2 Expansion Joint Being Installed

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Figure 1.3.3 General Arrangement of Pile Cap and Foundation

1.3.4 Prevention of corrosion for steel structure

1.3.5 Construction method

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1.3.5.1 Pile foundation

1.3.5.2 Pile cap

1.3.5.3 Pylon tower

1.3.5.4 Deck girders

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2 Structural Analysis and Calculations

2.1 Actions on the Structure

Table 2.0 Classification of Actions

2.2 Integral Analysis of the Whole Bridge

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integral model by simulating it as gantry structure in the rule of equivalent displacement.

Figure 2.2 Integral Analysis Model of the Whole Structure

2.3 Seismic Analysis

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