fib Symposium Keep Concrete Attractive, Budapest 2005

ATTRACTIVENESS OF SHAPE AND MAKING OF CONCRETE

Jun Yamazaki
Nihon University
Kanda Surugadai, Tokyo, JAPAN
SUMMARY
Compressive strength was selected as the origin of the attractiveness of concrete. The bridges
in recent two decades built in our country were presented and related to the manners in which
they resist design forces. For the ground of bridge construction, the economics growth is
continuing low, some of public works plans are frozen and investment in road construction
has been reduced due to split in opinion on vision of infrastructure. In spite of seemingly
unfavorable ground, numbers of bridges of the new types and greater scales emerged,
showing imaginative efforts of public owners and construction industry. Visits of the members
of the fib for participation to the first fib congress 2002 Osaka gave unusually lively
international exchange. This must have added to the vigor of bridge and concrete engineers of
our country.
1. INTRODUCTION
1.1 Attractiveness of concrete
Everybody is familiar with concrete in day to day life. Human sense is attracted to the texture,
shape, mass and making of concrete structures. Attractive characteristics of concrete to the
ordinary people, designers, architects, engineers, students, youngsters, researchers,
businessmen and builders are versatile. In this paper the shape and mass of recent concrete
structures are watched. Mostly bridges are mentioned and only a few buildings are referred
due to writers limitation in the knowledge of architecture.
Compressive strength capability is selected as a major element of attractiveness. Versatile
shapes created by designers and engineers cited herein are all attributed to the compressive
strength capability of concrete. The creativity and mechanics logic utilized to create civil and
architecture structures are sustained through the decades across the boarders and the
generations. In that argument, concrete cemented peoples together as well as structure
components, which is also an attractive character of concrete and ethos of fib.
1.2

Compressive strength capability and enhancement by prestress

The higher the compressive strength, the slimmer the structure shapes can be. The prestress
introduces pre-compression which can compensate for tensile stress occurring due to design
loads, and hence, prestress enhances capability of concrete, i.e., the invention of prestress has
given the concrete capability to resist both compression and tension.
1.3

Member forces and structural types that concrete is suited

Thus, concrete is used in the structural members subject to any member forces, compression,
tension, shear, flexure and torsion. Logically, concrete is used in the most structure types, i.e.,
arches, columns, beams, tension and compression chords in trusses, tension members like

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suspension cables, and straight horizontal girder subject mainly in compression in cable
stayed bridges.
2. VARIOUS SHAPES OF STRUCTURE
2.1 Slim shaping and gain in room
Slim shaping of infrastructures gives more room to the activity space and serves to make
human lives more attractive. A slim pedestrian bridge is in the serenity of a gentle living
environment in a northern town of Sakata embraced in farmland. Fig.1. Another slim concrete
pedestrian bridge provides an aerial passage in a business quarter clammed with electronics
shops of Akihabara. Fig. 2.

Fig.1, 2

Fig. 1

Sakata Mirai

Fig. 2

Akihabara square

Both bridges have the shapes much slimmer than common concrete bridges due to a very high
strength of the concrete, in the range of about 150 N/mm2 and 200 N/mm2.
Sakata Mirai (Future) bridge is the first bridge in our country which is made of the ultra high
strength concrete referred the reactive powder compound, PRC, with steel fibers. The material
is a product of France known as Ductal, and used under license agreement. The characteristic
strength used for design was 180 N/mm2. For the first construction in our country, an advisory
board was created being participated by representatives from universities, government,
prefecture and city governments, public third sector, highway public corporation, construction
companies, design consultants and materials and products manufacturers. [1].
The pedestrian bridge of Akihabara square uses a very high strength concrete created by a
domestic construction company. It incorporates the silica-fume, does not contain steel fibers
and is cured in ambient temperature. The characteristic strength used for design was 120
N/mm2. Studies were made to identify and improve autogenous shrinkage of the magnitude
about 600 millionth inherent to very low water to cement ratio in guard against time
dependent prestress loss. [2,3].
2.2 Arch
As a typical structural member resisting in compression the arch is frequently and fondly
selected. Fujikawa,[4], Beppu Myouban, and Ikeda-Hesokko, are large-scale arches.
The span lengths and the years completed are 265m (2004), 235m (1989) and 200m (2000).

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Beppu Myouban bridge had to span a long distance over a hot spa resort (onsen), the photo
shows an outdoor bath pool and the looks of the bridge had to be pleasant for the people
residing and visiting in the view to the sea. Because of poor ground bearing capacity
spreading the footings and additional horizontal resistance against horizontal thrust was
necessary. Against sulfate attack the resin mortal layer was attached to the surface in contact
with the ground. [5,6].

Fig. 3

Fijikawa

Fig. 4

Beppu-Myouban

Ikeda bridge in Tokushima is 5 span continuous deck stiffened arch. The maximum span
length is 200m (2000). The depth of stiffening girder and that of arch rib was 4m and 1.25m
respectively. Seismic resistance was verified by assuring the response curvature at arch
springing is smaller than the ultimate curvature capacity when subjected to the ground surface
acceleration record at Kobe marine meteorology observatory during the earthquake 1995 with
peak acceleration of 0.88g. [7,8].

Fig. 5 Ikeda-Hesokko

Fig. 6 Balanced cantilever construction

Balanced cantilever construction method was employed for Ikeda bridge.

For Beppu Myouban bridge the backstays were connected to relatively heavy foundation
during free cantilever construction. The center portion of arch was built around the Melan
member of steel truss type, which was lifted vertically.
For Chamagawa bridge on Kobe-Naruto route of Honshu-Shikoku Crossing, 103m (1997),

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backstays were ground anchored, and the entire arch ring was built by free cantilever
construction. [9].

Fig.7

Melan member of truss type

Fig.8

Chammagawa,
Ground anchored backstays

Kashirajima bridge in Okayama prefecture spans 218m (2003) of the waters of the inland sea
of Seto. Prefecture governments face constant overdue obligation to provide passage for the
people living in islands who suffer from usual wants and fatal threats in case of emergency.
The arch ribs are of steel and concrete composite section. The steel girders are cantilevered
first and later wrapped into concrete. To close the mid-span space, a Melan member of steel
girder type, 130m in length, was hoisted by a crane ship of 13000KN lifting capacity. [10,11].

Fig. 9 Kashirajima

Fig. 10 Melan member of girder type

Arch is used also for a long bridge with short repetitive spans. Haebaru bridge in Okinawa is
828m in length consisting of 18 spans each being 39m in length (1996). The design base shear
factor due to earthquake design force was 0.17. The zone factor was 0.7 and dynamic
magnification was 1.25. The rank of seismic hazard is relatively low in Okinawa. The natural
period of the bridge was computed to be about 1.30 seconds in longitudinal direction, and that
in transverse direction was about 0.75 seconds. [12].

Fig. 11

Haebaru

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2.3 Vertical construction

High piers have been built. Height of the pier of Washimi bridge (2001) is 118m and that of
Shibakawa viaduct in Shizuoka is 83m (2004). For Washimi pier the characteristic strength of
concrete is 50N/mm2 and that for reinforcing bars is 685 N/mm2. Use of the higher strength
materials made reduction in cross sectional area of the pier as compared to the case where
concrete and steel strengths were 30 and 345 N/mm2. That resulted in increase in natural
period from 2.1 second to 2.6 second. [13].

Fig. 12

Washimi bridge and high piers utilizing high strength concrete and steel

For Shibakawa piers, the steel tubular columns are wrapped around by strands for prestressing
steel and are incased in concrete. [14].

Fig. 13

Shibakawa viaduct and composite high piers

The same type of the composite pier was used for Miyakodagawa bridge in Shizuoka, of
which, the height of the pier was 56m (2001). [15,16].

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Fig. 14

Miyakodagawa bridge and composite high piers

The piers that continue to the pylons of the cabled stayed Egypt-Japan Friendship bridge over
Suez canal, is 154m high (2001), and built by slip-form method. [17,18].

Fig. 15 Egypt (Suez), high piers

Fig. 16

Ikara bridge and high pylons

2.4 Cable stayed bridge and the role of the girder in taking compression
Ikara bridge has the span length maximum in our country at 260m (1996). [19].
Ohshiba bridge in Hiroshima prefecture with a center span of 210m (1997) has the edge
girders of which the depth is 1.0m. This depth is very small for cable stayed bridge in our
country. [20].
Worldwide, Evripos bridge in Greece designed by Prof. Jorg Schlaich with a span 214m has
girder of which the depth is 0.45m. [54]. Diepoldsau bridge in Switzerland designed by Prof.
Rene Walther with a span 97m has a girder of which the depth is 0.55m. [60].

Fig. 17 Oshiba bridge and slender deck

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Hence, it is seen that the girder of cable stayed bridge is a compression member. The flexural
rigidity is not an indispensable requirement for the girder. Even the thin girders are capable to
withstand high compression of horizontal component of tension in stay cables. The
compressive capability of concrete is seen to be very high since a cross sectional area is much
smaller as compared to that of the girder bridge of the same span.
2.5 Corrugated steel web and its suitability to the girders of cable stayed bridges
The forgiveness to compression makes the corrugated steel webs logically suitable element
for the girder of cable stayed bridge. Yahagigawa bridge has cantilever length of 166m (2005).
A single plane stays support the road deck that carry 6 traffic lanes. The depth of the girder is
6m on support at pylon and 4m elsewhere. Its resistance against buckling due to diagonal
compression due to shear in the girder has been studied by analysis and load tests. The bridge
is now a gateway to the Aichi Eco Expo. [21,22,23].

Fig.18

Yahagigawa bridge which incorporates girders with corrugated steel webs

The corrugated steel webs are logically suitable structure elements for the girders in any
structure type where longitudinal prestressing is applied.
Shimoda bridge has the longest span length in our country, 130m (2002). [24].

Fig. 19 Corrugated steel web,

forced to buckle in
diagonal compression due to shear

Fig. 20

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Shimoda

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2.6 Bridge with extradosed prestressing cables

St. Remy de Maurienne bridge in France has extradosed cables continuous between two ends
of two spans continuous girder with a single center pylon. Its low profiled pylons and stays
should provide the passers an open feeling visibility.

Fig. 21 Extradosed prestressing of St. Remy de Maurienne of France,

Open feeling visibility
Whereas, another structural configuration of multiple straight cables as depicted by Mathivat
was accepted fondly in our country, maybe partly due because that structure configuration is
conveniently built by the free cantilever construction method which is extensively common in
our bridge construction industry. Odawara bridge is the first of its kind in our country and its
center span length is 122m (1994). [25].

Fig.22

Free cantilever construction, and,

Extradosed prestressing of Odawara bridge

Fig.23

Mandaue-Mactan,
Philippines

The span length of Mandaue-Mactan bridge in Philippines reached 185m (1999). [26].
As the span lengths become larger, it became logical to reduce the dead load of the girder. The
center portion of the span has been made of steel girders in several bridges.
For Palau-Japan friendship bridge, 247m (2001) span of which the central portion of the
girder is 82m in length, and was lifted from a barge. The depth of the concrete girder at the
pylon is 7m. [27,28].
Kiso-gawa bridge and connecting Ibi-gawa bridge also have mid-span portions of steel girders.
The span length is 271.5m for Ibi and 275m for Kiso (2001). A single plane stays carry a road
deck 28m in width. The depth of the girder at piers is 7m. The continuous girder is supported
on base isolating rubber type bearings. [29,30,31].

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Fig. 24 Palau, mid span section

is of steel

Fig. 25

Kiso-gawa and Ibi-gawa

The longest span of genuinely concrete girder bridge with extradosed prestressing in our
country is 200m of Sannohe Boukyou bridge in Aomori prefecture (2004). [32].

Fig. 26

San-nohe
boukyou

Smaller bridges also adopt extradosed prestressing. Choujaga bridge in Sado island of Niigata
prefecture has center span length of 90m(2002).A box section is protected with polymer
coating materials. [33].

Fig. 27 Chouja-ga
Shin Meisei bridge in Nagoya city has a refined shape of deck. A trapezoidal section is
composed of precast central cores which are connected longitudinally first, and then the both
sides of the core box are joined by the wing elements composed of deck slab and an inclined
web. The effective deck width varies between 18.6m and 22.6m, and the span length is 122m
(2004). [33,34].

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Fig.28

Shin-meisei bridge, Nogoya

The sub-structuring division of the total structure into smaller elements requires
sophistication and elaboration in design and construction than the case where the
segmentation of the girders is in transverse plane only. Nonetheless, successful sub-division
of the members into small elements opens a chance to utilize the precast concrete elements
fabricated in the precasting plants. The legal limit of the weight on public roads in our country
is 300 kN. For construction near residential or commercial areas the smaller and lighter
concrete segments are more conveniently handled by smaller construction equipments.

Fig. 29

Shin-meisei, smaller precast elements and construction sequence

To the same end but a different way of sub-structuring was invented for Kamikazue and Anjo
viaducts in Aichi prefecture. The deck which carries 3 traffic lanes is composed of two
separate boxes, of which the sides of the upper flanges are jointed by lapping the loop
reinforcement. A thorough verification of static and fatigue strength of the joints was
performed. [36].

Fig. 30

Kamikazue and Anjo viaduct, with smaller precast elements joined longitudinally

For Shikari bridge in Hokkaido 70% of the cables is straight stay cables and 30% continuous
cables. Span length is 140m (2000). Shikari bridge has a relatively low profile of extradosed
cables. It appears as though the external tendons are slightly projected above the top surface

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of the girder. The builders of this bridge refer this bridge in Japanese terminology meaning
bridge with tendons of large eccentricities. The term suggests that extradosed prestressing
tendons are a variation of classic prestressed concrete internal tendons in the girders.

Fig. 31

Fig. 32

Shikari

Strait stay cables and continuous cables of large eccentricities

2.7 Girder bridge

Fig.33

Eshima

Eshima bridge in Shimane prefecture has a center span length 250m (2004). It is a rigid frame
structure with a hinge at span centers and similar to a classic structure type such as the ones
created by Finsterwalder in 1950s. The depth of the girder is 15.5m at supports. [37].
2.8 Truss bridges
Yamakuragawa railway bridge in Niigata prefecture has steel truss diagonals and concrete top
and bottom chord, and prestressed by internal tendons in the bottom chords. The span length
is 51.8m (2003). [38].
The steel diagonals are not directly connected but compression force and tension force are
transferred to horizontal concrete chord by bond between steel diagonals and concrete. To
each end of the tension diagonals a steel box is welded. The ends of compression diagonals
are encased in the steel boxes without contact. The perforations on the box walls allow
concrete to fill in. [39].
This type of connection was invented by the contractor and used for Kinokawa road bridge in
Wakayama prefecture also,
as a
value engineering
alternative. [40].
Fig. 34 Yamakuragawa

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Fig. 36 Steel box encasing an

end of compression
diagonals
Fig. 35

Kinokawa

Kaman-tani bridge in Tokushima prefecture has concrete truss diagonals and prestressed with
external tendons. The span length is 51.7m (2004). The truss unit consisting of top chord,
bottom chord, compression and tension diagonals, is prefabricated. [41].

Fig. 37 Kaman-tani

Fig.38 Truss panel units

2.9 Stress ribbon, Decked stress ribbon bridge and Curved chord truss bridge
The term stress ribbon is after Finsterwalder, and a number of bridges of this type have been
built in our country. Umenoki-Todoro park bridge in Kumamoto has 105m span (1989). [42].
Kikko bridge in Aoyama Kohgen golf club is a three-directional structure. The length of the
three branches is about 45m (1991). [43].

Fig. 39 Umenoki Todoro

Fig. 40 Kikko, three directional

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The innovators of Nozomi bridge in Gifu refer this type of structure in Japanese term meaning
Decked stress ribbon bridge in which the top part is separated from the bottom part at bridge
ends. The stress ribbon is built first. On top of it the struts and top deck are built. Eight
tendons (primary tendons) are used in the stress ribbon, and additional six tendons (secondary
tendons) are attached and are self anchored to the bridge ends. The ground anchors of primary
tendons stay in place. The span length is 90m (2003). [44],[45],[46].

Fig. 41

Nozomi bridge, decked stress ribbon

Ganmon bridge in Ishikawa prefecture and Seiun bridge in Tokushima prefecture are
developed by the same contractor. The type of these bridges is referred as curved chord truss
bridge by the innovators. The stress ribbon bridge is first built. Then diagonal struts and top
deck are built on top of the stress ribbon. Finally the tensile force in the stress ribbon is
transferred to the entire structure to make a self anchored system. This type of bridge does not
rely on the ground anchor after completion. The span of Ganmon bridge is 37m (2001) and
that of Seiun bridge is 93.8m (2004). [47],[48],[49].

Fig. 42

Ganmon, stress ribbon, self anchored

Fig.43 Sei-un, similar type

2.10 Construction method to keep environment attractive

Environmental protection during construction is strictly enforced. Hamayuu bridge crosses
Hamana lake in Shizuoka prefecture. The lake is rich in fish resources. The surface of the lake
had to be protected. The bridge is 790m long and has 9 spans (2003). In usual situation the
free cantilever construction method using the form travelers would be employed, and a
temporary platform parallel to the bridge will be built in the water. In stead, a girder in a form
similar to the erection girder which passes above the bridge was used during construction. The
girder provides a guide of the mobile carts for personnel and materials transportation. This
construction method was proposed by the contractor to the public owner as a value
engineering alternative.

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Fig. 44 Hamana-ko

Fig. 45

Hamayuu bridge, a temporary girder for

transporting personnel and materials during
construction, for environment protection

2.11 Buildings: pleasant and safe

Precast and prestressed concrete is used for condominiums. Ance for Decse is the name
which the developer created in the hope that the building be durable so that the ancestors
affection of giving last long to the descendents.

Fig. 46 Condominium of quality and long life, lasting from Ancestors to Descendents
Karato fish market in Shimonoseki of Yamaguchi prefecture is built with precast and
prestressed members and external prestressing. This structural scheme gives a large space.
Even though the shape of precast element is functional in resisting the forces, it gives
artistically pleasing appearance when assembled into the ceiling.[50].

Fig. 47

Karato fish wholesale market

Fig. 48

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2.12 Seismic safety of the buildings

The office building of Nada ward office of Kobe city was destroyed by Hansin Awaji great
earthquake in 1995. A floor at about the mid-height of the building was smashed. The new
building uses precast and prestressed concrete members with base isolation.

Fig. 49

Reconstructed Nada ward office of Kobe, precast prestressed and base isolated

2.13 Seismic safety of the road and rail bridges and viaducts
In Niigata (Chuetsu area) earthquake 2004 the peak ground surface acceleration in some of
the observation places exceeded 1500gals. A more accurate assessment is not available to the
writer to date. For a continuous girder bridge the movable metal shoes were broken but the
superstructure could stay in place. It may have been mostly because the dominant shaking
was in the direction of the axis of the bridge, and the parapet backed by in-filled earth stopped
the longitudinal movement of the girder. A common structure type of viaduct for Joetsu
Shinkansen (the maximum speed between Tokyo and Niigata is 230 km/h) is reinforced
concrete frame. Derailment occurred even though structural damages to the viaduct were
moderate. Challenge continues to assure safety of the public transportation.

Fig. 50

A common highway bridge

Fig. 51

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A common railway viaduct

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3. CONCLUSIONS
In view of the examples of construction presented the following was concluded.
1. Examples of the shapes of concrete structures were presented, and some thoughts were
given to their relationship to the compressive strength capability of concrete.
2. Even in the decade (1995 2005) of freeze of construction schedule for roads and cut of
public works investment, numbers of bridges emerged with the shapes with progressive
ideas backed by logic of mechanics, durability and safety.
3. Regional public bureaus of state or autonomy as well as railroads and highway public
corporations have been instrumental to realization of imaginative design and construction
methods. Regional public bureaus are providing, through road and bridge construction,
rescue to the needs of inhabitants in islands and mountainous regions suffering from wants
in commodity, human communications and fatal threats in case of emergency. Japan
Highway Public Corporations have succeeded in realizing numbers of bridges with
progressive ideas, through technology innovations, overcoming the problems of budget
cut due to split in opinion on construction of the second life line between Tokyo, Aichi
industrial area, and Kansai area, in guard against great earthquakes.
4. Large scale bridges surpassing the records of various categories of the structure type, or
shape, are:
Arch (Fujikawa, 265m), Deck stiffened arch (Ikeda-Hesokko, 200m),
Composite arch (Kashirajima 218m), Cable stayed with girder incorporating corrugated
web (Yahagigawa, cantilever portion 166m), Extradosed prestress with steel girder in
midspan portion (Kisogawa, Ibigawa, 275m, Palau 247m), Girder with corrugated webs
(Shimoda, 130m), Extradosed prestressing (San-nohe Boukyou, 200m), Girder (Eshima,
250m), Hybrid truss for railroads (Yamakuragawa, 51m), road (Kinokawa, 85m), Stress
ribbon (Umenoki-Todoro, pedestrian, 104m), Deck stiffend stress ribbon, Self-ancored
(Seiun 93m), Half-self-anchored (Nozomi), High piers, with high strength materials
(Washimi, 118m), with hybrid (Shibakawa, 83m).
5. Challenges were not only for large scale constructions. Engineers expertise is also
exercised including that for medium to small scale structures. Developments in several
categories are noted.
6. Slim shaping of the structures reduced the bulk and mass of the structure effecting sparing
use of materials, reducing disturbance of natural environment during construction. For
example, Shibakawa viaduct.
7. Transparency of the concrete structures allows the view through the structure by
adopting the common truss and an exotic truss utilizing the stress ribbon for the bottom
chord which have elegant catenary shape. For example, Kinokawa, Yamakuragawa, and
Kaman-tani of the trusses with constant depth, and Nozomi, Ganmon, and Seiun with the
catenary shaped bottom chord.
8. Reducing the size of precast elements through sophistication of design, manufacture and
construction procedures allows higher utilization of plant productivity, transportation into
densely populated areas in urbanity and soothing environmental impacts during
construction. For example, Shin-meisei, Kamikazue and Anjo.
9. Hybrid arches are finding increasing usage, incorporating steel skeletal structure which
advances by free cantilever construction, later to be wrapped in concrete. Example,
Kashirajima.
10. One effective form of maintaining competence and transparency in conducting public
works was effected by inviting world eminent engineers as well as domestic engineers and
academics representing all conceivable sectors of construction technology of the bridge
projects reported herein.

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11. The imaginative improvements probably owe great deal to the prevailing construction
schemes characterized by use of segmental and cantilever construction and external
prestressing. The fundamentals and previous successful applications are well documented
for those key technologies, among which are literature by Muller [53], Combault [60] and
Virlogeux [56].
12. In ideals conceiving, target focusing and methods creating by contemporary engineers
when striving for realization of bridge projects, the works and words of predecessors gave
encouragement, in particular, of those who visited our country and gave lectures, among
the names of whom are, including the ones already mentioned herewith, Muller [56],
Leonhardt [55], Virlogeux [59], Walther [60], Combault [52], Schlaich (Whose works
were compiled by Holgate) [54], Troyano [58], Strasky [57], Astiz [51], and, those whom
we know only by their works and writing, Freyssinet [53], Finsterwalder, and others
whom we know by the literature.
13. Therefore, the attractiveness of concrete is to drive engineers to attain the better, and that
has been sustained through generations and across the man-made boarders.
4.

ACKNOWLEDGEMENTS

The owners, designers and contractors of the bridges and buildings reported herein are
gratefully acknowledged for trying and realizing the better structures and making valued
information available. To the members of fib who visited our country to give lectures, to
fulfill their professional duties, or, on the occasions of the congress, for your interests,
guidance, discussions, arguments and even disagreement on various bridge construction
projects, in common pursuit of better engineering, through the years since the inception of this
federation, your associations have been always stimulating and enjoyable. Mr. Kazuo Otsuka
of Kajima Corporation, and Mr. Nobuyoshi Wada of Retec Engineering Co. taught me on the
subject of this report and always share their engineering experiences and expertise. Mr. Keiji
Yamazaki of Kajima Corporation helped me with gathering references.
To all of them the writer is sincerely indebted.
5. REFERENCES
Abbreviations for fib documents; NR: National Report for Congresses, Proc., fib2002 Osaka:
First fib Congress, page numbers in the condensed papers in Vols. 1 and 2, serial within in
each session only, S1, etc, is session number.
[ 1 ] Tanaka, Y., Musha, H., Ootake, A., Shimoyama, Y., and O. Kaneko (2002), Design and
Construction of Sakata Mirai Footbridge Using Reactive Powder Concrete, Proc.,
fib2002 Osaka, S1, pp. 103-104.
[ 2 ] Kita, S., Okamoto, H., Ichinomiya, T., and K. Suzuki (2003) , Planning and Design of a
Pedestrian Bridge Made of Low-Shrinkage Ultra-High-Strength Concrete, Proc., The
12th Symposium on Developments in Prestressed Concrete, JPCEA, 2003, pp. 75-78. (in
Japanese)
[ 3 ] Takeda, K., Yanai, S., Watanabe, T., and T. Ichinomiya (2003) , Controlling Method for
Autogenous Shrinkage of Ultra-High-Strength Concrete, Proc., Annual Meeting, Japan
Concrete Institute, Vol. 25, 2003. (in Japanese)
[ 4 ] Fukunaga, Y., Ichihashi, T., Osada, K., and M. Sadamitsu (2002), Planning and Design
of the New Tomei Expressway Fijikawa Bridge, Proc., fib2002 Osaka, S1, pp. 33-34.
[ 5 ] Wada (1989), Reinforced Concrete Fixed Arch Bridge, - Beppu Myoban - , NR
FIP1990 Hamburg, pp. 5-8

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[ 6 ] Ito, Y., Ichinose, H., Sakae, K., and N. Wada (1989) , Design and Construction of Beppu
(Tentative Name) Bridge , Journal of Prestressed Concrete, Japan, JPCEA, Vol. 31,
No.5, Sept., 1989, pp. 43-56. (in Japanese)
[ 7 ] Ando, H., Shoda, K., and A. Nakamura (2002), Long Span Deck Stiffened Concrete
Arch Bridge, - Ikeda Hesokko Ohashi - , NR fib2002 Osaka, pp.97-100.
[ 8 ] Ando, H., Mochizuki, H., Suzuki, K., and Y. Kogure (2002), Aethetic Design of Long
Span Arch Bridge - The Ikeda Hesokko Ohashi Bridge - , Proc., fib2002 Osaka, S1, pp.
31-32.
[ 9 ] Kawado, A., Yoshii, M., Okawa, M., and I. Oda (1997) , Design and Construction of the
Chamagawa Bridge , Bridge and Foundation Engineering, Kensetsu Tosho, Oct., 1997,
pp. 9-16. (in Japanese)
[10] Nakamura, A., Sugita, K., Yamawaki, M., and T. Aramaki (2002), Design and
Construction of the Kashirajima Bridge, Proc., fib2002 Osaka, S1, pp. 31-32.
[11] Hoaki, J., Ito, T., Aramaki, T., and A. Nakamura (2003) , The Single Lift Erection
Method and Construction of the Melan Section Applied to Kashirajima Bridge , Proc.,
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Bridge - , Concrete Journal, Vol. 21, No. 1 , JCI, Jan, 2003. (in Japanese)
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fib Symposium Keep Concrete Attractive, Budapest 2005

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