Extradosed bridges in Japan
A. Kasuga
Extradosed bridges are similar to cable-stayed bridges in that stay cables are used for strengthening. The concept of
extradosed bridges has been taken up in Japan, where several bridges of this type have now been constructed. This
paper shows five extradosed bridges that were designed and built by the author, and explicates the difference
between extradosed and cable-stayed bridges in terms of structural aspects. In addition, the method of design for
stay cables in Japanese specifications is introduced.
Akio Kasuga
Sumitomo Mitsui
Construction Co., Ltd.,
Tokyo, Japan
Introduction
The boldness of the extradosed structural
concept, first proposed by Mathivat for the
Arret-Darre Viaduct in 1988,1 is in its
use of stay cables with allowable stress of
0.6fpu—the same value as for ordinary pre-
stressed concrete steel. This concept was well
received in Japan, where the extradosed
approach soon gained popularity as a means
of reducing costs. Table 1 lists major highway
extradosed bridges. The extradosed solution
was also used in France, its country of origin,
to construct the Saint-Remy Bridge in 1996.
Bridges using this technique are currently
under construction or have been planned in
the United States, Taiwan, India and Korea,
and have already been completed in Spain
and Mexico.
Although in France one bridge has been
built with this method, the extradosed-bridge
construction method has not come into wide-
spread use there. This is reputedly due to a
lack of design standards for the stay cables.
There are also difficulties in Germany, owing
to regulations that specify that the external
cable system must not be placed on the
outside of the girders. However, experience to
date in the construction of extradosed bridges
has greatly clarified their relationship to cable-
stayed bridges, which use 0.4– 0.45fpu as the
1464–4177 # 2006 Thomas Telford and fib
allowable stress for the stays. Together with
the fact that suspending the structure from
stays greatly increases the degree of freedom
of the design, practical experience has
induced great admiration for the incisiveness
of Mathivat’s concept.
This paper presents an overview of extra-
dosed bridges from a structural perspective,
based on the author’s experience in the
construction of five extradosed bridges in
succession using this new form, and also
introduces the stay cable design in Japanese
specifications.
General structural features
Figures 1 –10 show general views and photo-
graphs of five extradosed bridges. The ratio
of centre span to side span of the Odawara
Blueway Bridge2 is the same as that of a
normal box-girder bridge. However, on the
Tsukuhara Bridge,3 the side span is extremely
short owing to the topography. As a result, a
large counterweight was placed on the inside
of the side-span girders. Both the Ibi River4
and Shin-Meisei5 bridges span rivers, so they
have long side spans. Moreover, as in both
cases it was not possible to locate the struc-
tures being erected near to the embankments,
the side spans were constructed using an erec-
tion method in which the centre core section
cantilevering was advanced. On the Himi
Bridge,6 the ratio between the centre and
side spans was 1 : 2 : 1. However, even this
ratio results in side spans that are rather short
for extradosed bridges as opposed to cable-
stayed bridges, because the structural beha-
viour is close to ordinary girder bridges.
The height of the main towers is in accord-
ance with Mathivat’s theory on the Odawara
Blueway Bridge and Tsukuhara Bridge – in
other words, half the main tower height of a
cable-stayed bridge. The Ibi River Bridge is the
same as the other bridges in terms of the pro-
portion of main tower height to span length,
but as the sections where the stay cables are
placed are the concrete girder sections, the
average angle of the stays is 258 or almost
the same as that for a cable-stayed bridge.
On the Shin-Meisei Bridge and Himi Bridge,
the girders are somewhat slender, so the
main tower height is slightly higher.
The interval between stays is affected by
not only structural considerations but by
construction-related factors as well. The
interval between stays for the Odawara
Blueway Bridge and the Shin-Meisei Bridge is
about four metres, and the stays are anchored
to each segment. On the Tsukuhara Bridge, the
stays are anchored to every other segment, so
the interval between stays is seven metres.
The Ibi River Bridge uses the precast segmental
construction method, so the interval between
stays is 5 m controlled by the segment
length. The Himi Bridge is a corrugated steel
web bridge, so the interval is set at 6.4 m
based on the waveform of the corrugated
steel web.
Girders
The sectional configurations of the bridges are
shown in Figures 11 to 15. The Odawara
Blueway Bridge, Tsukuhara Bridge and Himi
Bridge have two planes of stays, while the Ibi
River Bridge and Shin-Meisei Bridge use a
92 Kasuga

Table 1 Extradosed highway bridges in Japan

Bridge name Completion Span: m Width: m Girder height: m Tower height: m

year
Pier Centre

1
Odawara Blueway Bridge 1994 73.3 þ 122.3 þ 73.3 13.0 3.5 2.2 10.7
2
Tsukuhara Bridge 1997 65.4 þ 180.0 þ 76.4 12.8 5.5 3.0 16.0
3
Kanisawa Bridge 1998 99.3 þ 180.0 þ 99.3 17.5 5.6 3.3 22.1
4 Karato Bridge 1998 74.1 þ 140.0 þ 69.1 11.5 3.5 2.5 12.0
5 Mitanigawa Bridge 1999 57.9 þ 92.9 20.4 6.5 2.5 12.8
6 Shikari Bridge 2000 94.0 þ 3@140.0 þ 94.0 23.0 6.0 3.0 10.0
7 Matakina Bridge 2000 109.3 þ 89.3 11.3 6.0 3.5 26.4
8 Sajiki Bridge 2000 60.8 þ 105.0 þ 57.5 11.0 3.2 2.1 12.3
9 Yukizawa Bridge 2000 70.3 þ 71.0 þ 34.4 15.8 3.5 2.0 11.5
10 Surikamigawa Bridge 2000 84.82 9.2 5.0 2.8 16.5
11
Hozu Bridge 2001 33.0 þ 50.0 þ 76.0 þ 100.0 15.3 2.8 2.8 10.0
þ 76.0 þ 31.0
12 Nakanoike Bridge 2001 60.6 þ 60.6 21.4 4.0 2.5 11.8
13 Miyakoda River Bridge 2001 133.0 þ 133.0 19.9 6.5 4.0 20.0
14 Kiso River Bridge 2001 160 þ 3@275 þ 160 33.0 7.3 4.3 30.0
15
Ibi River Bridge 2001 154 þ 4@271.5 þ 157 33.0 7.3 4.3 30.0
16

Shinkawa Bridge 2002 38.5 þ 45.0 þ 90.0 þ 130.0 þ 80.5 25.8 4.0 2.4 13.0
17
Fukaura Bridge 2002 62.1 þ 90.0 þ 66.0 þ 45.0 þ 29.1 13.7 3.0 2.5 8.5
18 Sashikubo Bridge 2002 114.0 þ 114.0 11.3 6.5 3.2 22.0
19
Shin-Meisei Bridge 2004 89.63 þ 122.34 þ 82.35 19.0 3.5 3.5 16.5
20
Himi Bridge (CSW) 2004 91.75 þ 180.0 þ 91.75 12.45 4.0 4.0 19.8
21
Tatekoshi Bridge 2004 56.3 þ 55.3 19.14 2.9 1.8 10.5
22 Ritto Bridge (CSW) 2005 140.0 þ 170.0 þ 115.0 þ 70.0 16.5 7.5 4.5 30.5
155.0 þ 160.0 þ 75.0 þ 90.0 þ 75.0
23 Sannohe Bridge 2005 99.9 þ 200.0 þ 99.9 13.45 6.5 3.5 25.0
24
Yanagawa Bridge 2006 130.7 þ 130.7 17.4 6.5 4.0 24.0
25
Tagami Bridge 2006 80.2 þ 80.2 17.8 4.5 3.0 14.5
26 Tokuyama Bridge 2006 139.7 þ 220.0 þ 139.7 9.6 6.5 3.5 22.5
27
Nanchiku Bridge 2006 68.05 þ 110.0 þ 68.05 20.55 3.5 2.6 11.0

B designed by author;
constructed by Sumitomo Mitui; CSW, corrugated steel web

single plane. Moreover, with extradosed bridges
like the Odawara Blueway Bridge and Tsukuhara
Bridge, on which the stays are anchored near
74 000
4 Figure 1 Odawara Blueway Bridge (general view)
the web, it was learned that the vertical making it unnecessary to install structural dia-
component of stay-cable forces is low and is phragms at the stay anchorage positions as in
transmitted immediately to the main girder, the case of a cable-stayed bridge. This has
greatly increased the ease with which extra-
dosed bridges can be constructed.
In the case of a single-plane stay, the most
important consideration for the section con-
270 000
figuration was how to efficiently transmit
122 000 74 000 the stay-cable forces to the main girder. As
the Ibi River Bridge uses a width of 33 m, a
structure for main girders that would transmit
the stay-cable forces efficiently without pro-
viding diaphragms at each stay location was
adopted. As a result, it was decided to set
the interval for the internal web at 3 m, the
minimum size. It was also determined that
upper deck ribs, web ribs and three
structural diaphragms in one cantilever were

Structural Concrete  2006  7  No 3

 Extradosed bridges in Japan 93

needed, in order to ensure the transverse

rigidity of the main girder section. Moreover,
on the Shin-Meisei Bridge, as on the Ibi
River Bridge, it was decided to make the
intervals for the internal web as narrow as
possible, and to use an inverted trapezoid
section to concentrate the shear forces at
the internal web, in order to enable the ribs
and structural diaphragms to be eliminated.

Towers

Figures 16 to 20 show the towers of the five

extradosed bridges. As towers of extradosed
bridges are low in height, there are not many
variations in the shape of the towers as in the
case of cable-stayed bridges, and the interface
between the towers and the bridge piers will
4 Figure 2 Odawara Blueway Bridge affect the bridge aesthetics, particularly in the
case of two-plane stays. On the Odawara
323 000
Blueway Bridge and Tsukuhara Bridge, the
66 000 180 000 77 000 main towers are connected directly to the
two-legged bridge piers, and in terms of form
it has an exceptionally high degree of purity.
On the Ibi River Bridge and Shin-Meisei
Bridge, towers are arranged on the centres of
girders. The bottom section of the towers is
widened because of earthquakes in the trans-
verse direction.
In terms of the stay-cable anchorage
4 Figure 3 Tsukuhara Bridge (general view) configuration of the towers, the Odawara
Blueway Bridge and Tsukuhara Bridge use a
saddle, while the other bridges use a steel
box anchorage. The use of a steel box ancho-
rage made it possible to provide an inspection
manhole on the inside of the towers, allowing
the stay cables to be inspected from the inside
during maintenance. Figure 21 shows the
inspection path on the Ibi River Bridge. The
later Shin-Meisei Bridge and Himi Bridge have
followed this precedent.

Extradosed cable

The development of the extradosed bridge,

whose main feature is the ability to use an
external cable system for the extradosed
cables, is said to have been made possible by
the development of the stay-cable system. It
4 Figure 4 Tsukuhara Bridge is not too much to say that the development

Structural Concrete  2006  7  No 3

94 Kasuga

1 397 000
154 000 4 @ 271 500 = 1 086 000 157 000
concrete steel concrete steel concrete steel concrete steel concrete
girder girder girder girder girder girder girder girder girder

4 Figure 5 Ibi River Bridge (general view)

of the extradosed cable system is synonymous

with the development of corrosion protection
technologies. There are various types available,
from epoxy-coated strand and galvanised
strand with polyethylene coating to pre-
fabricated galvanised wire with polyethylene
sheathing. Additionally, cable installation
methods will also vary depending on whether
the strand-by-strand type or the prefabricated
type is used.
An allowable stress of 0.6fpu is used for
the extradosed cables on each of the
bridges. However, in fatigue design, it is diffi-
cult to evaluate the vibration of the stay
cables due to the wind. For this reason,
dampers were provided for the extradosed
cables. The high damping rubber dampers
(Figure 22) developed for the Odawara
Blueway Bridge were also used on 30 extra-
dosed and cable-stayed bridges including
4 Figure 6 Ibi River Bridge
the Tsukuhara Bridge, the Ibi River Bridge,
the Shin-Meisei Bridge and the Himi Bridge.
In terms of economy and aesthetics, the
high damping rubber dampers are suitable
for stay-cable lengths up to 250 m to obtain
0.03 logarithmic decrements against rain-
294 321 induced vibrations. The approximation
88 501 122 340 81 220 method to design for high damping rubber
dampers and the test results (Figure 23)
were shown in the Odawara Blueway
Bridge.7 The advantage of this damper is
that it is possible to tune the optimised
elastic spring constant by selecting the
number of high damping rubbers. In the
model shown in Figure 24, the optimum
4 Figure 7 Shin-Meisei Bridge (general view) elastic spring constant Kopt is obtained

Structural Concrete  2006  7  No 3

 Extradosed bridges in Japan 95

by following equation.7

Kopt ¼ (vn )(g)=0:72(a)(2v) (1)

where

v ¼ (4g)=(4 þ g 2 ) (2)

and

a ¼ (vn )(Xi)(L  Xi)=(T )(L) (3)

where g is the loss factor for the rubber, vn is

the nth circular frequency mode, L is the
length of the stay cable, Xi is the location
of a damper and T is the cable tension. The
development of such damping technologies
also played a role in the development of
extradosed bridges.

4 Figure 8 Shin-Meisei Bridge

92 500
corrugated steel web
4 Figure 9 Himi Bridge (general view)
4 Figure 10 Himi Bridge
Extradosed cable anchorages
365 000
The tower saddle developed for the Odawara
180 000 92 500
Blueway Bridge (Figure 25) was also used on
the Tsukuhara Bridge. The Japan Prestressed
Concrete Engineering Association’s Specifica-
tions for Design and Construction of Cable-
Stayed Bridges and Extradosed Bridges,8
states that the saddle can be used under
the condition that stress variation generated
by design live loads is less than 50 N/mm2.
This is based on the research for fretting
fatigue test data up to the tendon system
of 37 strands of 15.2 mm in diameter. The
radius of saddle may be the same as that
of deviators of external cables. Moreover,
in the saddle, stay-cable force difference
between the right- and left-hand sides,
owing to creep and earthquakes, should be
fixed. From an ease of maintenance perspec-
tive, the steel anchorage box structure in the
tower is useful. However, it is a heavy struc-
ture, and although there is no problem
when it can be erected in one piece using a
floating crane, as in the case of the Ibi River
Bridge (Figure 26), when it must be erected
on land where big cranes cannot be used,
such as in the cases of the Shin-Meisei
Bridge (Figure 27) and the Himi Bridge, the
structure must be separated into sections of
such a weight that allows them to be
erected on land. Moreover, when the stay
forces are carried by the steel box, as in the

Structural Concrete  2006  7  No 3

96 Kasuga

Centre Pier head 14 900

2200

16 500
3500

10 700
3500

3500
150 1335 5165 4515 1985 150

23 000
13 300
4500

23 813
4 Figure 11 Cross-section of the Odawara

16 000
Blueway Bridge

Centre Pier head

7700 21 200
3000

4 Figure 16 Pier and tower of the

5500

4 Figure 19 Pier and tower of the

Odawara Blueway Bridge Shin-Meisei Bridge

1050 1050
150 801 4399 3286 1914 150
12 800
10 700
4000 16 800
4 Figure 12 Cross-section of the

19 800
Tsukuhara Bridge
5500 16 000

4000
Centre Pier head
3926

27 475
6926

35 500

3000
8400 8100 6779 9721
33 000
12 000

19 000
4 Figure 13 Cross-section of the Ibi River
12 000 18 200
Bridge

4 Figure 17 Pier and tower of the 4 Figure 20 Pier and tower of the Himi
Tsukuhara Bridge Bridge
Centre Pier head
3500

steel box anchorage

200 1300 6000 4000 6000 1300 200

19 000
A–A
A A
30 000

4 Figure 14 Cross-section of the

B
Shin-Meisei Bridge
7334

B
Centre Pier head
17 600
4000

corrugated
steel web

2225 8500 2225 700 mm

12 950

4 Figure 15 Cross-section of the Himi 4 Figure 18 Pier and tower of the Ibi River 4 Figure 21 Inspection path of the Ibi
Bridge Bridge River Bridge

Structural Concrete  2006  7  No 3

 Extradosed bridges in Japan 97

case of the Ibi River Bridge, the separate sec-

f 80 tions must be assembled and then a thick
steel plate must be bolted or welded to
connect the sections. In such cases, bolts
and welding become a major obstacle, from

40
a detail standpoint in the case of bolts and
from a time and cost standpoint in the case
of welding. For this reason, on the Shin-
high damping rubber
Meisei Bridge, concrete was placed around
the anchorages to form composite structures
4 Figure 22 High damping rubber damper for anchoring the extradosed cables
(Figure 28). In this method, the horizontal com-
Without damper (d = 0·002)
ponent of stay-cable forces is carried only by
steel, and vertical ones are carried by steel
and concrete. Each steel anchorage box is
30 mm

metal-touched. The upper and lower surface

was planed by machine to control the
gap between each box to be less than
0.5 mm. This method was also used on the
With damper Himi Bridge.
1st mode (2·57 Hz, d = 0·068)
On the Himi Bridge, whose girder was a
corrugated steel web, a major problem was
how to ensure that the vertical component
30 mm

of the stay forces would not be applied

directly to the joint between the corrugated
steel and the concrete deck. Finally, it was
2nd mode (5·14 Hz, d = 0·062) decided to adopt a steel diaphragm ancho-
rage structure like that shown in Figures 29
and 30. The concept behind this structure is
10 mm

that the steel frame would carry the vertical

component of the stay forces and the shear
forces from the corrugated steel, while the
concrete slab would bear the bending
3rd mode (7·71 Hz, d = 0·061) moment and the horizontal component of
the stay forces. At the same time, this
10 mm

diaphragm would also function as a rib

reinforcing the upper and lower decks. The
ultimate strength of this new structure was
confirmed by a half-size model test before
4 Figure 23 Test results of high damping rubber damper construction (Figure 31).

outer pipe
shim

k (u + iv)

T
inner pipe

Xi ge
hora
L anc

4 Figure 24 Analysis model 4 Figure 25 Concept of tower saddle

Structural Concrete  2006  7  No 3

98 Kasuga
4 Figure 26 Erection by a floating crane
4 Figure 27 Installation of a steel box
Stay cable design
Difference between cable-stayed
bridges and extradosed bridges
Since the time of the construction of the
Odawara Blueway Bridge and Tsukuhara
Bridge, the differences between cable-stayed
bridges and extradosed bridges have been
debated. Both of these bridge types have
structures that use stays for reinforcement.
However, rather than simply assuming that an
allowable stress of 0.6 fpu could be used in
the case of an extradosed bridge, it became
desirable to provide some structural rationale.
At that point, attention focused on the distri-
bution ratio of vertical load borne by the
girders and the stay cables. For the cable-
stayed bridges and extradosed bridges con-
structed up to now, plotting the value b9
which expresses the distribution ratio of the
stay cables for the horizontal axis – and the
value for maximum stress change of the stay
cables due to design live loads for the vertical
axis reveals that there is a considerable corre-
lation between these values, as shown in
Figure 32. Two things can be concluded from
this figure. First, it is difficult to clearly dis-
tinguish extradosed bridges and cable-stayed
bridges in terms of structural mechanics,
since many of the cable-stayed bridges
constructed up to now are very similar to
extradosed bridges. Second, in designing
stay cables, stress change owing to design
live loads provides an effective index that can
be easily determined through the design
process.
Approximated design method
for stay cables
In the design of stays, the fatigue limit state is
usually critical. When designing structures
that are reinforced using stays, rather than
defining in advance whether the bridge will
be a cable-stayed bridge or an extradosed
bridge and then determining the allowable
stress for the stays, the more rational
approach would be to design the stays by
focusing on the stress change caused by live
loads that affect fatigue. This would make it
possible to design each stay separately and
enable the allowable stress to be set individually
Structural Concrete  2006  7  No 3
 Extradosed bridges in Japan 99

for each stay. From the outset, unlike suspen-

sion bridges, the stress change on a cable-
cross-section stayed bridge will differ depending on the
stays, so it is not rational to define the
allowable stress using a single value of 0.4
fpu. This knowledge is reflected in Specifica-
tions for Design and Construction of Cable-
Stayed Bridges and Extradosed Bridges.8
The specification allows two kinds of design
method. One is normal fatigue design using
fatigue load and design lifetime of a bridge
concrete after completion (Method A). However, it is usually difficult
to estimate the amount of future traffic and
heavy trucks, especially in local roads. In
that case, another approximation method
using stay-cable stress change owing to
designed vehicular live loads is introduced
(Method B). Figure 33 shows the design
flow for stay-cable design. In order to derive
the tensile stress of stay cables at service
loads, design under fatigue limit state should
be done first. Figure 34 shows the relation-
ship between the allowable tensile stress for
stays of highway bridges and the stress
change owing to live load DsL regulated in
4 Figure 28 Composite anchorage at tower the specifications. Fatigue-strength difference
between prefabricated wire type and strand
type is considered. Using prior experience in
Japan with cable-stayed, extradosed and
similar bridges having spans of up to about
250 m, Method B is defined so as to ensure
adequate safety in comparison with bridges
designed using Method A.
Fatigue design was performed for the esti-
mation line of stress range for two million
cycles (Ds2E6) including secondary flexural
bending owing to girder deflection, deter-
mined according to design conditions on a
design service life of 50 years and average
daily traffic of 70 000 (of which 50% would
be trucks), by using the structural models of
the Odawara Blueway Bridge, the Tsukuhara
Bridge, and the Ibi River Bridges, as shown in
Figure 32. That is to say, based on the calcu-
lations that stress change owing to fatigue
load is about one-third of that owing to design
live loads and the stress level owing to second-
ary flexural bending is the same as that owing
to axial forces of stay cables, the estimation
line of Ds2E6 assumes 2(1/3)(Max DsL). The
safety margin of Method B can be confirmed
compared with Ds2E6 and fatigue strength
4 Figure 29 Diaphragm anchorage structure ( fscrd) divided by safety factor (gb).

Structural Concrete  2006  7  No 3

100 Kasuga

For a strand stay cable fabricated on

4 Figure 30 Inside view of the Himi Bridge
4 Figure 31 Half-size test model
site using wedges, the relationship between
fscrd/gb and the Ds2E6 estimation line is
shown in Figure 35, based on a system with
fatigue strength of at least 120 N/mm2 at
0.6fpu or at least 200 N/mm2 at 0.4fpu. In
this situation, gb is 1.4. The shaded section
of the figure is the range determined by
Method A with the fatigue design conditions
indicated above, and since this is two-thirds
of the DsL, as prescribed by Method B,
there is a safety factor of around 2.0 with
respect to fscrd/gb. For a galvanised wire
stay cable made at a factory as a cold-cast
cable or as a cable with buttonhead
anchorages, the relationship between the
fscrd/gb and the Ds2E6 estimation line is
shown in Figure 36, based on a system with
fatigue strength of at least 180 N/mm2 at
0.6fpu or at least 230 N/mm2 at 0.4fpu, and
similar to the figure for the cable fabricated
on site. It can be seen from the figure that
the factory-made cable also has a safety
factor of around 2.0 with respect to fscrd/gb.
Therefore, in the stays designed by Method
B, DsL is determined to require a safety
factor of about 2.0 for Ds2E6 with respect to
fscrd/gb, in order to take into consideration
the fact that the method includes more uncer-
tainties than Method A, and in order that the
safety of stays does not vary greatly from that
of cable-stayed and extradosed bridges con-
structed to date. In most extradosed bridges
and some cable-stayed bridges, 0.6fpu as the
tensile stress can be used because their stress
changes are low, 20 to 50 N/mm2. Moreover,
the most rational point of this specification is
that we can choose the tensile stress in each
stay cable from 0.4fpu to 0.6fpu continuously.
This is based on the concept that one value
of tensile stress in one bridge in not structurally
rational.
In 2004, the Himi Bridge (Figure 37) was
completed. This bridge incorporates all of the
prestressed concrete bridge technologies up
to the present, and would not have been pos-
sible without the concepts of J. Mathivat and
the realisation of the Odawara Blueway
Bridge. The author would like to pay tribute
to the wise decision of the Japan Highway
Public Corporation engineers in choosing an
extradosed solution for the Odawara Blueway
Bridge.

Structural Concrete  2006  7  No 3

 Extradosed bridges in Japan 101

Max DsL

130
Stress change of stay cable due to
Ibi
Kanisawa
live load DsL: N/mm2

100
Okuyama

(84)
70
(64) Estimation line of Ds2E6
( 2/3 Max DsL)
Odawara (44)
Himi single span (CSB)
Miyakoda
Tsukuhara 2-span (CSB)
3-span (CSB)
Shinmeisei
EDB
0
20 40 60 80 100
Distribution ratio of vertical load b: %

4 Figure 32 Distribution ratio versus stress change owing to live load

START

Determine structural parameters

(Design of fatigue limit state)

Method A Method B
(railway and highway bridges) (highway bridges only)
Which method?

Fix design service life, traffic level

(and proportion of trucks)
Calculate variable stress for stays (DsL) due
to design live load
Calculate variable stress for stays Ds2E6 due (1) Strand system
to tension (axial force) and secondary bending (cable fabricated on site)
i) DsL £ 70 N/mm2; fa = 0·6fpu
m
ÊDs Ê NB ii) 70 N/mm2 < DsL 100 N/mm2;
2E6
Á Á =
fa = (1·067 – 0·00667 DsL)fpu
Á
Á
Á

Á
Á
Á
Á
Á

Ë DsFL Ë 2·0 × 106

iii) DsL > 100 N/mm2; fa = 0·4fpu
Ds2E6 : Equivalent stress amplitude (N/mm2)
for stay as for 2 million cycles (2) Wire system
DsFL : Variable stress (N/mm2) for stays (cable fabricated at factory)
under fatigue loading i) DsL £ 100 N/mm2; fa = 0·6fpu
m : Reciprocal of S–N curve gradient ii) 100 N/mm2 < DsL £ 130 N/mm2;
if data is not available, m = 3·3 fa = (1·267 – 0·00667 DsL)fpu
can be used iii) DsL > 130 N/mm2; fa = 0·4fpu
NB : Number of fatigue loading cycles in
design service life (cycles)

(fscrd : Design fatigue strength for stay system)

(gb : Safety factor for stays)
(fa : Limit value for stress of stays at
Ds2E6 £ Dfscrd /gb serviceability limit state)
NO

YES

Determine fa corresponding to fscrd

(Design of serviceability limit state) (sD+L : Maximum value for stress of

stays at serviceability limit state)
sD+L £ fa
NO
YES
(Design of ultimate limit state) (sU : Maximum value for stress of
Confirm sU £ fy stays at ultimate limit state)
(fy : Stress of stays at yield point)

END

4 Figure 33 Design flowchart for stay cables

Structural Concrete  2006  7  No 3

102 Kasuga

fa
Stand system
Wire system

0·6fpu

0·4fpu

70 100 130

DsL: N/mm2

4 Figure 34 Allowable stress versus stress change owing to live load

fa
Ds2E6
86/44 = 1·95 fscrd / gb
¥ 2/3
(44) (86) (120)
0·6fpu
fscrd

¥ 2/3
(64) (143) (200)
0·4fpu

143/64 = 2·23 DsL

0 70 100 130 200 230

DsL: N/mm2

4 Figure 35 Safety margin of Method B in strand system

4 Figure 36 Safety margin of Method B in wire system

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 Extradosed bridges in Japan 103

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4 Figure 37 Himi Bridge

Structural Concrete  2006  7  No 3