Portal Frame Bridges in Japan: State of the Art Report

Nobumasa Iwasaki, P.E.Jp, Fukken Co., LTD., Osaka, Japan; Shinji Tenma, P.E.Jp, Fukken Co., LTD., Hiroshima, Japan and
Akimitsu Kurita, Prof., Dr., Dept. of Civil Engineering and Urban Design, Faculty of Engineering, Osaka Institute of Technology,
Osaka, Japan. Contact: kurita@civil.oit.ac.jp
DOI: 10.2749/101686611X12994961034093

Abstract Brief History and the Number

In Japan, the portal frame bridge (PFB) has been exclusively used in lieu
of Completed PFBs
of the integral abutment bridge (IAB) from about 1995. In the design of the Various framed steel or concrete
PFB, the structural detailing of the girder–abutment connection becomes very bridges of short and medium span
important. Up to now, some structural details for girder–abutment connections lengths, which were designed as the
have been proposed for bridges constructed in Japan. forerunners of PFB and IAB, can also
A brief history and a few completed PFBs are reported in this paper. The focus be seen in Japan. Framed steel or con-
lies on PFB with steel composite girders in roadways. Some typical structural crete bridges have expansion joints or
details of the girder–abutment connection and few constructed examples are both expansion joints and bearings.
introduced and discussed. A new type of approach slab, which has shear projec- Accordingly, those bridges require sig-
tions on its upper surface, has been developed in Japan and there are already nificant maintenance. To avoid main-
some applied examples. A finite element analysis of the interaction among soil, tenance and also to reduce the initial
asphalt pavement and approach slab was conducted and the results are reported construction cost, IABs were devel-
and discussed in comparison with the conventional design. oped mainly in the United States.1–4
Keywords: portal frame bridge; roadway bridge; steel composite girder; approach The PFB and IAB are defined as a
slab with shear projection; completed bridge example; prospect of integral bridge type with no expansion joints
abutment bridge. and bearings. An IAB is composed of
the bridge girder, the reinforced con-
crete abutment with a small depth
and flexible piles. Therefore a hinged
Introduction for the design of the substructure,
connection can be assumed at the
both the allowable stress design
The jointless bridge type, such as connecting part between the super-
method and the ultimate strength
the portal frame bridge (PFB) or the and substructures in the design of
method are applied depending on
integral abutment bridge (IAB), has the IAB. On the other hand, in case
the magnitude of the earthquake. In
obvious advantages with respect to of PFB, a rigid connection is applied
the near future, these methods will
construction and maintenance costs, in the design, because this bridge is
be unified as the limit state design
driving quality and earthquake resis- constructed by using a stiff concrete
method.
tance. However, till 1995, this type of abutment and a footing with or without
bridge was nearly not adopted in Japan The paper presents the history and piles.
because of the complicated response brief reports of completed PFBs col-
Since 1995, PFBs have been exclu-
behaviour during earthquake, and fur- lected from background information.
sively applied in Japan instead of
ther, there existed no design concept Next, focusing on the PFBs using
IABs. The main reasons for replacing
for PFB and IAB. steel composite girders in roadways,
IAB by PFB in Japan are as follows:
some typical structural details of the
From about 1995, the PFB has been girder–abutment connection and some
exclusively designed in Japan in con- 1. Response behaviour of IABs dur-
constructed examples are introduced
trast to the IAB. Design of the rigid ing a strong earthquake has not yet
and discussed herein. In order to
frame bridge with expansion joints been studied thoroughly.
maintain the comfort level for driv-
and/or bearings brought in valuable 2. There is no suitable design concept
ing of vehicles, approach slabs are
information and experience. for IAB.
installed at both ends of the PFB. A
3. Traditionally two companies share
A performance-based design method new type of approach slab, which has
the construction efforts where one
is adopted for designing of bridges shear projections on its upper sur-
company gets the substructure
in Japan. In this design method, the face, has been developed in Japan and
and the other company gets the
allowable stress is applied for check- there are already some constructed
superstructure.
ing the safety of superstructures examples. The finite element (FE)
with span lengths up to 200 m. But analysis results of the interaction So far 19 PFBs and one IAB have
between soil, the asphalt pavement been completed in Japan. Table 1
and the approach slab are reported shows major constructed examples
and discussed in comparison with the of PFB and the only example of an
Peer-reviewed by international ex-
perts and accepted for publication
regular approach slab. Finally, a new IAB, the Nishihama Overpass. From
by SEI Editorial Board design method for the girder–abut- this survey regarding the com-
ment connection in PFBs is proposed pleted PFB and IAB s t r u c t u r e s in
Paper received: November 8, 2010 and the prospect of IABs in Japan is Japan, it was found that there exist
Paper accepted: January 17, 2011 presented. almost as many bridges having steel

290 Scientific Paper Structural Engineering International 3/2011

 Completed Bridge name Number of Type of superstructure Bridge length (m) Type of connector Place of construction
year spans
1996 Ofukishi 1 Steel I-girder 42 Stud Hokkaido
River Bridge (multiple girder)
1996 Otamoi River 3 PC T-girder 101,5 — Hokkaido
Bridge
2000 Nishihama 1 Steel I-girder 29 Perforated steel Hyogo
Overpass (Multiple girder) plate
2000 Shirarika 3 PC box-girder 96,2 — Hokkaido
River Bridge
2003 Shikibuto 1 Steel I-girder (twin 50 Stud Mie
third bridge girder)
2004 Nakataharuki 1 Steel I-girder 45,5 Perforated steel Yamagata
River Bridge (multiple girder) plate
2006 Shimotani ike 1 Steel I-girder 45 Perforated steel Wakayama
Bridge (multiple girder) flange and web
plates
Table 1: Major constructed examples of PFB in Japan5

composite girder as superstructure as 42 000

bridges having prestressed concrete 2000 2000
girder as superstructure. Evaluation
of these constructed bridges shows
the structural design features in case
of steel composite girder application.
12 000

Hereafter, this paper deals with PFBs

12000
having a steel composite girder as the
superstructure.

Three Constructed Examples

(a)
of PFB 1500 900

It is obvious that the most important Headed studs (f 22 × 150)

11 900
point in the plan of the PFB is how

34
to design the girder–abutment con-

2100
nection in order to transfer bending
3300

moment, shear force and normal force.

2100

34
300
Based on the constructed examples of
PFB in Japan5, the girder–abutment
1450 3 × 3000 = 9000 1450 Steel member
connection detailing is classified into
three groups with regard to the con- (b)
nection type: the headed stud, the
3550

perforated steel plate and the per-

forated steel flange and web plates.
The connection type using perfo-
rated steel plates is based on the
idea of a concrete dowel. The use
of headed studs is common practice
in composite design of steel–concrete
members.
Ofukishi River Bridge
This bridge6 was constructed as the
first application of a PFB in Japan. As
shown in Fig. 1 the length and width
of the Ofukishi River Bridge are 42,0
and 11,9 m respectively. The abutment
of this bridge has a wall thickness of
2,0 m. The structural detailing of this
bridge’s girder–abutment connec-
tion has a conservative configuration.
Two steel columns to be buried in
Fig. 1: Ofukishi River Bridge: (a) side view; (b) cross-sectional view; (c) detail of the
corner6 (Units: mm)
the abutment are connected at both
ends of the steel I-girder. The headed
studs welded on the flange and web
plates are used to ensure composite
action between steel and concrete
members. This bridge was completed
in 1996 in the Hokkaido prefecture.
The design concept of this bridge is as
follows:
1. The shared stress resultants of
the steel and concrete members
in the abutment are calculated in
(c)
accordance with the ratio of both
cross sectional areas of the mem-
bers. The numbers of studs are deter-
mined by the shared stress resultant
of the concrete member.
2. The bending moment acting at the
girder–abutment connection is
transmitted through the force cou-
ple generated by the studs welded
on the two steel flange plates. Axial
and shear forces are transmitted by
the studs welded on the steel web
plate.

Structural Engineering International 3/2011 Scientific Paper 291

 45 500 1. The girder–abutment connection is
2000 2000 assumed simply as a reinforced
structure. Therefore, section C in
Fig. 2c is designed by using the
entire reinforced cross section of
13 800

the abutment. For the design at sec-

13 800
tion A, only the steel cross section is
considered as the resisting member
against external forces.
2. Horizontal axial force and bend-
ing moment are transferred at the
(a) girder–abutment connection by
the resisting forces generated at the
perforated steel plate on the flange
PBL 100 × 25 × 1400
plates. Shear force of the steel girder,
12 950 namely, axial force at the abutment

16
is calculated by the bearing stress of
A B the concrete under the steel girder.
2000
2000

C In order to increase the strength and

28

ductility of the perforated steel plate,

700 5 × 2250 = 11 250 1000
re-bars were inserted into the holes of
(b) (c) this plate.
Fig. 2: Nakataharuki River Bridge: (a) side view; (b) cross-sectional view; (c) detail of steel
girder end 7 (Units: mm) Shimotani ike Bridge
47 000
To achieve a more economical design
2000 2000
for the girder–abutment connection
of the PFB, a first attempt was made
at t h e Shimotani ike Bridge,8,9
where holes for concrete dowels
were directly drilled on the two
10 000

12 000

flange plates and web plate instead of

using a perforated steel plate, as shown
in Fig. 3c. The Shimotani ike Bridge has
(a) a length of 47,0 m and width of 11,5 m.
The wall thickness of the abutment is
2,0 m (same as the precedent).
650 1000
This bridge consists of twin composite
65 3 × 130 5 × 130 155
girders and was completed in 2006 in
11 500 390
the Wakayama prefecture. Figure 4
159,5
43

shows the end detail of this bridge at

4 × 130

the construction site. The design con-

cept of this bridge is as follows:
3000

20 × 130
2919

Holes (f 65) 1. The horizontal force of the girder–

2750 6000 2750
abutment connection is transmitted
to the abutment through the resist-
4 × 130

(b) ing forces generated by the holes in

159,5

the two flange plates and web plate.

38

Temporary
bearing 2. The moment is transmitted through
the resisting forces caused by all
(c)
Fig. 3: Shimotani ike Bridge: (a) side view; (b) cross-sectional view; (c) detail of steel
girder end8 (Units: mm)

Nakataharuki River Bridge Ofukishi River Bridge. The perforated

Figure 2 shows the general view of the
Nakataharuki River Bridge7, which has
a length of 45,5 m and width of 12,95
m. The wall thickness of this abut-
ment is 2,0 m. The girder–abutment
connection detailing of this bridge is
very simple compared with that of the
steel plates (100 × 25 × 1400), where the
diameter of a hole is 50 mm and hole’s
lateral spacing is 100 mm, are welded
on the upper and lower steel flange
plates at the ends of the steel I-girder.
This bridge was completed in 2004 in
the Yamagata prefecture. The following Fig. 4: End detail of the Shimotani ike
basic concept was applied in this design. Bridge8

292 Scientific Paper Structural Engineering International 3/2011

 t h e holes in the two flanges and
partly by holes in the quarter depth
of the web plate.
3. Shear force is transmitted through
the resisting force caused by the
holes in the web plate.
The resistance force per one hole
(diameter: 65 mm) was evaluated by
using a safety factor of 3,0 for the
ultimate strength obtained from the
test. Bending test results concerning
the ultimate strength per hole with
and without insert rebar were 242 and
168 kN, respectively.
Comparison of Three Design
Concepts
Table 2 shows a comparison of the three
design concepts introduced above.
In the case of the Ofukishi River
Bridge, a conservative structural detail-
ing of the girder–abutment connection
was applied. It was the first attempt to
construct a PFB in Japan.
Concerning the Nakataharuki River
Bridge, a new connection method
was developed and applied, where
perforated steel plates were used as
shear connectors at the girder–abut-
ment connection. By using the perfo-
rated steel plate, a simple structure
at the girder ends and also a ratio-
nal design concept for the girder–
abutment connection were realised for
this bridge.
Instead of using the perforated steel
plate as shear connector it is pos-
sible to perforate the upper and lower
flange plates as well as the web plate
directly. This was first attempted at
the Shimotani ike Bridge. It appears
that the design concept of transmit-
ting the shear force only to the girder–
abutment connection in this bridge has
to be improved to a more economical
one.
When the steel composite girders are
selected as the superstructure, the
reinforced concrete slab contains the
longitudinal re-bars which are very
effective in interconnecting the girder
and abutment. However, the longitu-
dinal re-bars in the concrete slab have
been neglected in the design of the
girder–abutment connection in PFBs.
Therefore, to improve the designing
method for the girder–abutment con-
nection, longitudinal re-bars should
be taken into account as a mem-
ber producing the resisting couple
moment.
Structural Engineering International 3/2011
Bridge name
Transmission mechanism of corner forces at the girder-abutment connection
Axial force Bending moment Shearing force
Ofukishi river
bridge
Studs on web Studs on flange Studs on web
Nakataharuki river
bridge
Perforated steel plates Perforated steel plates Bearing force of concrete
(PSP) (PSP)
Shimotani ike
bridge
Perforated steel flange plates Perforated steel flanges and web Perforated steel web plate
Table 2: Design concepts for transmission mechanism of corner forces6–8
5000
100
400
200
200
400
20
200 200
Fig. 5: Approach Slab of Nishihama Overpass10 (Units: mm)
A New Approach Slab Finite Element Analyses for
A rectangular approach slab,10 which
Stress in Asphalt Pavements11
has the same shape as applied in con- In order to clarify the effects of the
ventional bridges, was used from the approach slab on the stresses of
first stage onwards to construct the asphalt pavement, FE analyses were
PFB in Japan. However, the structural carried out for the loading case of
details of the approach slab have temperature. The computer program
been constantly improved in order to DIANA was used for numerical
prevent asphalt pavement cracking due analysis. Analysis parameters are the
to temperature changes and backfill shapes of the approach slab and the
settlement. Figure 5 shows an improved installed depth of the approach slab.
approach slab where the shear pro- In the analysis, the shape and dimen-
jections are attached to the slab and sions of the Nishihama Overpass
the thickness of the slab at the tip is approach slab were applied, as
thinner than the rest. Also, the slab is shown in Fig. 5. The approach
recessed 400 mm deep into the ground. slab has a length of 5 m and three
Therefore, the strains caused by any shear projections of 200 × 200 mm.
deformations of the abutment are Its surface is inclined towards the
smoothly distributed by the backfill. tip.
Case 1 Case 2 Case 3 Case 4
Shear projection Yes No
Installed depth Hg from road surface (mm) 450 650 850 450
Table 3: List of analytical cases
Scientific Paper 293
Hg
Fig. 6: FE analytical model (Case 1)
The installed depth of the approach
slab in Nishihama Overpass was 400
mm from the lower surface of the
asphalt pavement. In this analysis,
three cases regarding the installed
depth were evaluated for the new slab
type, as shown in Table 3. Further, cal-
culation for the approach slab without
shear projection was done to compare
the types.
Figure 6 shows the FE analytical model
for Case 1. It comprises the asphalt
pavement, the backfill soil and the
approach slab. The mechanical proper-
ties of all materials were assumed as in
linear elastic models. Two-dimensional
stress analysis was performed by
using 3-node triangular and 4-node
quadrilateral iso-parametric plane
stress elements and line-interface ele-
ment for interactions between the soil
and the approach slab. The FE ana-
lytical model is 15 m long, which is
three times the slab length, and 6 m
deep. Both dimensions were decided
after taking into account the effects
of ground deformation. The FEs of
the asphalt pavement are divided into
upper and lower layers. The mechani-
cal properties of all the materials
required for the numerical calculations
are listed in Table 4.
The boundary condition between the
approach slab and soil was treated
as non-linear, that is, the boundary
between two elements was restrained
by the upper value of shear stress
obtained from the Mohr’s envelope
when normal stress in soil was com-
pressive. On the other hand, the
Compulsory deformation
d
6000
15 000
Fig. 7: Compulsory deformation and
boundary conditions (Units: mm)
294 Scientific Paper
Asphalt
Roadbed in upper layer
Roadbed in lower layer
Approach slab
Subgrade
Table 4: Properties of materials
contact surface between two elements
was treated as free when tensile stress
occurred between them.
Compulsory deformation was applied
at the end of the approach slab, consid-
ering the load case of low temperature,
as shown in Fig. 7. In the analysis, the
temperature-induced deformations
(d) were increased from 1 to 10 mm
in 1 mm intervals. The deformation of
d = 10 mm corresponds to the design
load case with low temperature and a
bridge length of about 50 m.
Calculated Results and
Discussion
FE analysis was carried out for four
cases, as shown in Table 3. From the
calculated results it was found that
the maximum stress in the asphalt
pavement occurred at the point near
the approach slab tip.
Figure 8 shows the relationship between
the maximum tensile stresses measured
at the upper and lower surfaces of the
asphalt pavement and the installed
depth of the approach slab with shear
projection. It is clear from Fig. 8 that
the tensile stresses of the asphalt pave-
ment decrease in proportion to the
installed depth of the approach slab.
The stress distributions of the asphalt
pavement along the length and
0,9
0,8
Horizontal tensile stress (N/mm2)
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0,0
400
Fig. 8: Maximum tensile stress of asphalt pavement (with shear projection)
Young’s modulus E Poisson’s ratio µ Unit weight f
(N/mm2) (kN/m3)
9000 0,35 22,5
300 0,35 20
200 0,35 20
25 000 0,17 24,5
40 0,40 18
measured over a distance of 7 m from
the edge of bridge are depicted in
Fig. 9 for Case 1 and Case 4. From the
comparison in Fig. 9a and b, it is recog-
nised that the stress distribution of
Case 1, where the approach slab has
the shear projection, is smoother than
that of Case 4. The maximum stress of
about 0,8 N/mm2 is consistent in both
cases and the maximum occurs at 5,5
and 4,7 m from the edge of bridge
for Case 1 and Case 4, respectively.
These maximum stresses indicate the
mean values. However, the maximum
stress of 0,86 N/mm2 in Case 1 shows
a slightly smaller value than that of
0,93N/mm2 in Case 4.
As shown in Fig. 9a, for Case 1 the
difference between the stresses at the
upper and lower surfaces of the asphalt
pavement is not much. Therefore, a
uniform tensile stress distribution can
be assumed as acting throughout the
thickness of the asphalt pavement as
a result of the low temperature around
the bridge. However for Case 4, where
the approach slab has no shear projec-
tion, the stress distribution at the upper
surface of the asphalt pavement shows
a large change as shown in Fig. 9b.
Accordingly, stress resultants of tensile
force and local bending moment exist
for Case 4. Figure 10a and b shows the
analytical results of deformation for
Cases 1 and 4 at the loading condi-
tion of d = 10 mm. From the results
Case 1
Case 2
Case 3
Maximum stress at upper surface of pavement
Maximum stress at lower surface of pavement
500 600 700 800 900
Installed depth Hg (mm)
Structural Engineering International 3/2011
 (a) 0,9 for Case 4 it is found that the gap
0,8 occurs between the back surface of
the abutment and the soil at the left
Horizontal tensile stress (N/mm2)
0,7

0,6
end of the approach slab. But in Case
1, such gap is not seen.
0,5

0,4 Finally, from the two points of view

0,3
regarding the stress distribution gener-
ated in the asphalt pavement and the
0,2
gap that occurred between the back
0,1 Upper surface of pavement
surface of the abutment and the soil,
Lower surface of pavement
0,0 it appears that the adoption of shear
–0,1
0 1 2 3 4 5 6 7
projection for the approach slab is a
Horizontal distance (m) good solution for the design of a PFB.
(b) 0,9 However, additional calculations are
0,8 required for more detailed discussions
concerning the approach slab.
Horizontal tensile stress (N/mm2)

0,7

0,6

0,5
Conclusions
0,4 A state of the art report regarding
0,3 the PFB in Japan was given in this
0,2 paper. The reason why IAB has not
0,1
been developed in Japan in spite of
Upper surface of pavement
numerous constructed examples in the
0,0 Lower surface of pavement
United States1 was also given.
–0,1
0 1 2 3 4 5 6 7
Horizontal distance (m)
Three typical structural detailing of
the girder–abutment connection which
Fig. 9: Effects of shear projection for stresses in asphalt pavement (a) Case 1: with shear links the superstructure and substruc-
projection (installed depth Hg = 450 mm); (b) Case 4: without shear projection (installed ture in the PFB, using steel compos-
depth Hg = 450 mm) ite girders were reported in relation
with the design concept. Naturally,
the improvement of structural detail-
ing of the girder–abutment connec-
tion was recognised from recently
constructed PFBs. To arrive at a
more economical solution for the PFB
design it was pointed out that the
longitudinal re-bars in the concrete
slab should be taken into account for
0,8
0,7
the design of the girder–abutment
0,6
0,5
connection, as is done in European
0,4
0,3
0,2
countries.
0,1
0
A new type of approach slab devel-
0,93 mm (a) oped in Japan was introduced and the
results of its numerical calculation by
a FE analytical model were also pre-
sented. The acceptance of this new
approach slab type will influence the
design of PFB or IAB in the future.
With regard to the future develop-
ment of IAB in Japan, behaviour
against seismic motion and low cycle
fatigue at the top of steel piles as a
result of the temperature change are
0,8
important topics to be addressed. It
0,7
0,6 also appears that the semi-IAB, which
0,5
0,4 does not have any specific design
0,3
0,2
0,1
problem, will develop faster than the
0 IAB. All said and done, the jointless
bridges such as PFB, IAB and semi-
(b)
IAB are welcomed by vehicle users
Fig. 10: Deformations in Case 1 and Case 4 at the loading condition of d = 10 mm and road administrations, because of
(a) Case 1: with shear projection (installed depth Hg = 450 mm); (b) Case 4: without comfortable driving and low main-
shear projection (installed depth Hg = 450 mm) tenance costs. The social demand to

Structural Engineering International 3/2011 Scientific Paper 295

construct such bridges, therefore, will
be on the increase year after year in
Japan.
References
[1] Federal Highway Administration. Integral
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[2] Collin P, Veljkovic M, Petursson H.
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[3] Zordan T, Briseghella B. Attainment of an
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[6] Okubo N, Murata Y, Hiroe S. Design and con-
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[7] Konami T, Hiruta K, Anbo R, Chiba Y.
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bined with abutment. Bridge Found. Eng. 2008;
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[8] Sako S, Kiso S. Design and construction of
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ded in RC abutment. Haltech Technical Report
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[9] Ashizuka K, Miyata H, Sakate M, Kiso S,
Kurita A. Design of hybrid frame bridge having
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[10] Public Works Research Center: Draft guide-
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