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Abstract: This paper provides a critical analysis of the Donghai Bridge which includes aesthetics, loading,
structure, construction, durability, vandalism, future changes and improvements. It gives the idea how to look a
bridge from an aesthetic view and also how a bridge is actually built. Especially for a crossing-sea project, the
special construction methods are designed due to harsh site conditions and limited construction period.
1 Background information
Donghai bridge is located at north of Hangzhou Bay
in East Sea of China. It can also be called as the East Sea
Bridge. By being one of the three collaboration works,
part of Shanghai international shipping center, Donghai
Bridge is the connection in Yangtze Delta vest area (i.e.
Shanghai City, Jiangsu Province and Zhejiang Province).
It services for the overland transport of containers of
Yangshan Deep Water Port of International Shipping
Center and it offers water supply, electricity supply and
communications, etc. The Yangshan Deep Water Port is
China’s first free-trade port upon its completion in 2010.
The Donghai Bridge starts from the Luchao Port in Figure 1: Location of Donghai Bridge
Shanghai and goes across north area of Hangzhou Bay,
and finally, reaches the small Yangshan Island in Zhejiang In March 2001, the deep water port project in
Province. The location of site is shown in Fig 1. Donghai Shanghai is formally agreed by the nation. After one year,
Bridge is the first truly offshore bridge in china’s bridge in March 2002, the State Council examined and passed
history and it is also the longest cross-sea bridge in the the feasibility research on the first phase of this project.
world. The total cost of project is about 11.8 billion CNY The construction commenced in June 2002 and continued
(1.64 billion USD). for three and half years. In Dec 2005, Donghai Bridge
The overall length of Donghai Bridge is 32.5km and was completed together with the deep water port (Phase I)
width of the bridge is 31.5m. It is designed to be a and opened to traffic. Ref. [1] Innovative anti-corrosion
motorway bridge which carries 6 lanes of traffic. This technique is used to prevent the marine corrosion in
includes 3.7km onshore section (Luchao Port, Shanghai), Donghai Bridge. So the bridge is designed to stand for
25.3km offshore section (between Luchao Port and Big 100 years.
Tortoise Island) and 3.5km sea embankment including
another cable stayed bridge – Kezhushan Bridge (between
Big Tortoise Island and Kezhushan Island). The 2 Aesthetics of the Bridge
Kezhushan Bridge is not analyzed in this paper. The aesthetics of bridges plays a very important role
in the overall success of building a bridge. Fritz
Leonhardt, the most famous bridge engineer of the 20th
E-mail: cs283@bath.ac.uk
century, defined ten aspects of aesthetics of bridges, because different thickness of deck is used for the
which are used to analyze the aesthetic design of Donghai auxiliary navigation span which is shown in Fig 3. This
Bridge. can be covered by varying the box girder section
thickness internally, but it is very inefficient and huge
waste of materials.
2.1 Fulfillment of Function
The structure of Donghai Bridge is very simple and
clearly shown to the public. The main span of the bridge
is a cable-stayed bridge with double pylons. The deck is
held by groups of cables connecting to two pylons. Two
inverse Y- shaped massive pylons give confidence in
stability of the bridge. Cable-stayed bridges are very often
chosen for large span crossing-sea projects due to its
simple construction and clearly fulfillment of functions.
Simplicity leads to the successful design of function of
Donghai Bridge.
2.2 Proportions
Proportions have significant effect on designing
Figure 3: Various thickness of deck at auxiliary
bridges. All balances between masses and voids, depths
navigation spans
and spans need to be achieved. As shown in Fig 2,
Donghai Bridge displays excellent proportions across the
sea. The masses and voids are perfectly balanced. The 2.4 Refinements
height of pylons also matches the maximum span. The
There are only two piers at each support across the
thickness of deck is just correct to the breath of piers.
width of deck so that no views of opaque barrier will
Everything are balanced and perfectly fit to each other. All
appear from oblique angles. Not much more refinements
these balances give an impressive aesthetic view of the
have been done to create the aesthetics of Donghai Bridge.
bridge.
For the improvement of the refinements to the bridge,
tapering piers can be used rather than a straight one.
from graph by calculated b/d value. Ref. [2] C D =1.2 for The bridge is designed in S-shape from the plan view
with the minimum radius 2500m. This is not only due to
the deck.
the aesthetic appeal, but also for the construction
Other elements such as parapets and piers must also
requirements of highway bridge. Firstly, too long straight
be considered according to wind load. The wind load
section will cause drivers’ visual fatigue and increase the
results for 350m span are shown in Table 1 below:
accidents. Secondly, the central axis of each section
should perpendicular to the direction of rising tide and
Table 1: Pt values of different elements of bridge falling tide. This method not only reduces water influence
2 2 to the bridge, but also helps safe navigation for ships
q(kN/ m ) A1 ( m ) CD Pt (kN)
when passing the Donghai Bridge.
Deck 1.61 1400 1.2 2705
Piers 1.61 6×60 1.2 696
4.1 Main Navigation Section
Parapets 1.61 350×0.3 1.2 203
The width of the beam is 33m and the depth is 4m. It
is a single box with three chambers. The Main span is
E-mail: cs283@bath.ac.uk
420m. Large span induced huge moment and shear on the box-sections. The depth of deck is much thicker at
deck. If using concrete box-section, the thickness of supports than where else. The thickness of deck varies
flanges and webs will be much larger than other spans to along the span with the minimum thickness at mid-span
take the moment and shear. Therefore, the weight of each and maximum at supports. Stiffer section attracts bending
box-section will be extremely massive and cannot be moment. So the deck on the support is built thicker to
lifted by crane boat. Even concrete box-section can be resist the bending moment. All concrete box-sections are
stiffened by adding steel inside the camber, but still not prestressed by internal prestressing.
very efficient and economic. Steel box sections are chosen
to use instead of concrete. The problem of steel box
4.4 Main Navigation Span – Cable -stayed Bridge
sections is buckling and this may lead to collapse. In order
to overcome this problem, the top flange is stiffened by
casting a concrete slab on the top. This forms a
concrete-steel composite box section. The top concrete
flange is treated as a continuous slab and webs carry the
shear. The bottom flange is in compression in hogging
regions. Other steel plates are also stiffened by adding
steel profile and bracings inside. As shown in Fig. 7, all
steel plates are surprising thin and lightweight.
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6. Install stays from tower to the segment to pull the The span of offshore non-navigation section is either
deck up in position. 60m or 70m. All the segments are prefabricated on the
7. Crane lift next segment on and repeat all the steps prefabricate site on island and transport to the wharf each
from step 1 as a whole section by the way of transverse moving and
longitudinal moving. All the piers and girders are
transported to the site by boats.
The 60m box girders are lift to the position and
erected using crane boat and “Hercules” (2500 tonnes
capacity). The 70m box girders are lift to the position and
erected using crane boat and “Little Swan” (3000 tonnes
capacity), shown in Fig. 16 .
Each box section is first lift to the top of pier and
supported by temporary supports. All connection works
are done in-situ on the temporary supports. After all
segments connected to each other, the deck is converted
into a continuous beam.
There are two piers at each support. All the piers for
non-navigation section are precast on island and
transported to site. Each pier is lift to the top of pile cap
and connected to the foundations as shown is Fig. 15. Figure 17: Cast in-situ using balanced cantilever
construction
E-mail: cs283@bath.ac.uk
6 Durability 7 Protection from vandalism
Donghai Bridge is located at wretch marine
environment. In order to make sure the bridge can stand 7.1 Anti-collision system
for 100 years, a serial of completely, economical and
In order to protect the bridge from vandalism by
reasonable anticorrosion system is drafted and applied to
boats and ships, both of VTS (Vessel Traffic
the construction of the bridge. Each element of bridge has
Administrative System) and safety protection system are
its own strategy and corresponding system due to the
applied.
variation of structures, materials and environments.
Some independent anti-collision piers are arranged at
All the technological requirements are drafted as well.
both sides of main navigation channel around tower bases.
E.g. raw materials of high performance concrete, ratios of
The light collision can be absorbed and resisted directly
mixture, production processes, construction methods, etc.
by the anti-collision piers. But for the heavy collisions,
So the site construction can all be guided by these
anti-collision piers are not strong enough, so that the pier
standards.
foundation together with other anti-collision facilities will
restrict the impact.
6.1 Anticorrosion Strategies for Different Elements: According to the navigation standard, boats shapes,
collision forces and anti-collision facilities, for the
6.1.1 PHC (Prestressed High Strength Concrete) piles auxiliary navigation channel, a special orange colour
High performance concrete + steel reinforcement protective box is adopted. The pile cap of each pier is
protection layer + FRP (Fiber Reinforced Plastics) wrapped by the orange protective box. There are lots little
wrapping reinforcement + filling core reinforcement
holes on the protective box which can absorb and reduce
method
the impact. This system is very economic because no
6.1.2 Steel piles
extra protective piers are required.
Sacrificial anodes protection method (replacement
every 35 years) + heavy-duty anticorrosive coating
protection (1000µm, life-time 10 years) + filling core
reinforcement method + predicted steel piles corrosion
amount (7mm). Ref. [3]
Temporary anode pieces are installed during
construction and they are left on it (life-time≥2 years).
6.1.3 Drilling piles
Concrete with mineral admixture + steel protective
canister + steel reinforcement protection layer
6.1.4 Pile caps, piers and girders
High performance concrete + steel reinforcement
protection layer
The surfaces of piers in splash zone are coated by
waterproof painting.
6.1.5 Stay Cables Figure 18: Orange protective box
All the cables are made by galvanized steel wires
which are coated by a layer of zinc to prevent corrosion. 7.2 Anti-collision Parapets
Hot extrusion HDPE (High Density Polyethylene) cable
jacket is wrapped to each cable and sealed to prevent Donghai Bridge services for the ports. High standard
storm water logging. requirements for safety are very important and must be
6.1.6 Bearings achieved. Special researches have been done to the
Triple anti-corrosion methods are used on bearing: anti-collision system of parapets. The anti-collision
weathering steel (including 09CuPCrNiA, 15CrCuMn and parapets are designed for standard containers which have
ZG20Mn) + metal coating + heavy-duty anticorrosive a weight up to 55 tones. Designed maximum colliding
painting. Ref. [3] speed is 60km/h and colliding angle is 15 degree. After
6.1.7 Expansion joints and handrails several tests and comparisons, the steel-concrete
Expansion joints and handrails are protected by hot composite material is selected for parapets.
dip galvanizing anticorrosive method.
8 Future Changes and Improvements:
6.2 Exposed Testing Station: There are 4 navigation channels in Donghai Bridge.
The reason for setting the exposed testing station is to One is located in the main navigation section. It is for
monitor the actual effects of anticorrosive systems in 5000DWT vessel and the clearance is 300x40m. It is a
Donghai Bridge. It also provides important basis and single channel with double directions. One is for
testing results for future maintenances of bridge. On the 1000DWT vessel and the clearance is 100x25m (double
other hand, the exposed testing station collects data of channels single direction);And Two are for 500DWT
offshore anticorrosive technique used in Donghai Bridge vessel, the clearance is 56x17.5m (double channels single
and accumulates experiences for the future applications direction), located near the Luchao harbor and little
with improvements. The exposed testing station is built at Wugui Island. Ref [1]
north-west of Big Tortoise Island. Considering the overall length of Donghai Bridge is
32.5km, 4 navigation channels may not enough for the
E-mail: cs283@bath.ac.uk
future. One of the solutions is that one more cable-stayed
bridge is added to the route of bridge on the Luchao Port
side. But this will make the structure very complex
because another cable-stayed bridge, Kezhushan Bridge,
which is connect to the Donghai Bridge already. The
maximum span of Kezhushan Bridge is 332m and it
connects the end of Donghai Bridge to the Yangshan Deep
Water Port. In fact, Kezhushan Bridge does not have any
navigation requirements, so it is quite a waste to having a
long span cable-stayed bridge there.
9 Summery
For a bridge have overall length 32.5km, the Donghai
Bridge is excellently designed and dramatically
constructed in three and half years. It also gives
impressive aesthetic feeling while the philosophy of
simplicity applies.
References
[1] http://dorim.mokpo.ac.kr/~kwerc/data_file/Symposiu
m/session2/Zeng-Huan%20Zhang.pdf
[2] Ibell, T., c. 1997. Bridge Engineering 1 lecture notes,
University of Bath
[3] Deep Water Port and Donghai Bridge Project
http://co.163.com/neteaseivp/forum/dirSearch.jsp
[4] http://en.spccc.com/website/searchProductSingle.acti
on?proId=8080808016c1e8130116c1f670ed0002
[5] Lin, Yuanpei. Shanghai Lupu Bridge and Donghai
Bridge
E-mail: cs283@bath.ac.uk