KOREAN BRIDGE TECHNOLOGY 18th IABSE CONGRESS Seoul, Korea September 19-12, 2012 Yi Sun-sin Suspension Bridge, Gwangyang aX Korean Group of IABSEKorean Bridge Technology EDITORS Chang-Su SHIM, Chung-Ang University, Korea Hyun-Moo KOH, Seoul National University, Korea ISBN 978-89-89793-94-6 93540 Copyright © 2012 Korean Group of |ABSE 18" |ABSE Congress, Seoul, Korea September 19-21, 2012 KIABSE (Korean Group of IABSE) A 37-115, Seoul National University 1 Gwanak-ro, Gwanak-gu, Seoul 151-744 Korea IABSE Tel, 82-2-880-9083 Fax. 82-2-884-8339 Korean Group Email. secretary@iabse.or.kr 10. 1. 12. 13. CONTENTS State of the Art of Bridge and Tunnel in the Busan-Geoje Fixed Link Sang-Kyoon Jeong, Je-Chun Kim, Daewoo E&C, Korea Design and Construction of Incheon Bridge Duk-Ki Im, Jong-Ho Yang, Hyun-Yang Shin, Wan-Soo Lee, Samsung C&T Corp, Korea ACable-stayed Bridge with Elliptic Pylons Dong-Keun Kim, Hyun-Kioo Kim, Se-Hoon Choi, Jae-Geum Kim, Dong-Ho Lee, SK E&C, Korea Design and Construction of Yeongduk 1° Cable-stayed Bridge Sung-Don Yang, Jin-lI Jung, Han-Rok Ji, Eun-Hyung Cho, POSCO E&C, Korea Construction and Geometry Control of Machang Cable-stayed Bridge Juwon Seo, Moseh Kim, Hyuntae Lim, Joongho Song, Hyundai E&C, Korea Single Central Side & Bundle Type Cable-stayed Bridge with Double Composited Warren Truss Girder: Geogeum Bridge Chang Kyu Park, In-Ho Jang, Keun Young Kim, Young Jin Park, Hyundai E&C, Korea Construction of the Largest Cable-stayed Bridge with Concrete Girder: Hwamyung Bridge Kwang-Soo Kim, Eun-Chul Lee, Chun-Soo Lee, Eui-Taek Yoon, Jong-ll Jung, Hyundai E&C, Korea Introduction of Mokpo Cable-stayed Bridge Byung-Ki Yoon, Han-Su Chai, Kyoung-Hoon Leem, GS E&C, Korea ‘A Cable-stayed Bridge: The Geobukseon Bridge Kwang-Min Lee, Dae-Young Park, Joo-Taek Park, Sang-woo Lee, Jahgeol Yoon, Daelim Industrial Co., Korea Design and Construction of Cable-stayed Bridge: Yeosu Bridge Jin-Sang Joo, Young-Jun Hong, Jeong-Gu Kim, GS E&C, Korea A Suspension Bridge: The Yi Sun-Sin Bridge Si-Chul Kim, Min-Jae Lee, Jae-Hong Kim, Jong-Hoon Moon, ‘Seung-Wook Jeong, Young-Hwa Seo, Daelim Industrial Co., Korea Wando Unsymmetric Cable-stayed Bridge Design and Construction Won-Jin Yu, Jong-Ho Yang, Samsung C&T Corp, Korea Design and Construction of Keumgang Bridge in Honam High Speed Railway Project Jong-Young Song, Tu-Sung Park, Chang-Hyun Kim, Samsung C&T Corp, Korea 13 19 25 33, 39 45 51 57 65 71 1714. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. Guem-Ga Extradosed Bridge Young-Tae Choi, Dong-Keun Kim, Se-Hoon Choi, Dong-Ho Lee, Yang Kwang Ahn, SK E &C, Korea Design and Construction of Curved Cable-Stayed Bridge: The Sepoong Bridge Jung-Min Nam, Sang-Woo Lee, Joong-San Ahn, Jung-Nam Lee, Daelim Industrial Co., Korea 3-D Cable Suspension Bridge with Inclined Pylon: The 2nd Namhae Bridge Hyoung-Woon Kim, Yoon-Soo Lee, See-Woo Lee, GS E&C, Korea Design of FCM-Anchored Hybrid Cable-stayed Bridge in New Millennium Lom Young-Hak Kwak, Young-Min Kim, Myeong-Su Choi, Woo-Jong Kim, Daewoo E&C, Korea Gyopo Bridge: A Double Tied Arch Bridge in Poseung-Pyoungtack Railroad Woo-Jong Kim, Kyung-Sik Cho, Chi-Dong Lee, Ki-Up An, Jong-Oh Kim, DM Engineering, Korea A Suspension Bridge: The Jeokgeum Bridge Gu-Sang Jeong, Jung-In Kim, Ho-Jin Cho, Jahgeol Yoon, Jong-ll Lee, Daelim Industrial Co., Korea Planning and Design of 1-Pylon Suspension Bridge: The Dandeung Birdge (South Korea) Hyun-Sok Choi, Jahgeol Yoon, Daelim Industrial Co., Korea 3 Pylon Suspension Bridge with Two Main-Spans: The Saecheonnyeon Bridge (South Korea) ‘Si-Chul Kim, Do-Gyun Kim, Jahgeol Yoon, Daelim Industrial Co., Korea ACable-Stayed Bridge with Hybrid Girder: The Cheongpung Bridge Do-Gyun Kim, Tae-Kwun Park, Joo-Dong Kim, Daelim Industrial Co., Korea A Cable-Stayed Bridge with Curved Pylon: The 2" Geumgang Bridge Hyo-Chang Kwon, Seo-Kyung Cho, Yeong-Dae Lee, Daelim Industrial Co., Korea Geum-Gang 1st Bridge-Extradosed Bridge with V-Shape Hyun Kioo Kim, Jae Kwang Lyoo, Yang Kwang Ahn, Jae Kweon Cheong, SKE 8C, Korea Development of High Performance Steel and Cable for Super Long-Span Bridges in Korea ‘Taek-Ryong Seong, Woo-Yeon Cho, Soo-Chang Kang, Jin-Kook Kim, Ki-Seok Kim, Jong-Kwan Lee, RIST, Korea Application of Ultra High Performance Concrete to Cable Stayed Bridges Byung-Suk Kim, Seungwook Kim, Young-Jin Kim, Sung Yong Park, Kyung- Teak Koh, Changbin Joh, KICT, Korea 83 89 95 101 107 413 119 125 131 137 143 149 167 BRIDGE MAP Gangneung : ee © SEOUL ° Suwon — ° Wonju a © e Dok-do hungju SOUTH KOREA VEST SEA ® EAST SEA © Daejeon ® © consan Pohange ® Jeonju Daeque weg Q © Gwangju ° Busan o A ifokeo o oo oreo eo @ Jeju-do © Busan-Geoje Fixed Link @ Incheon Bridge © Cable-stayed Bridge with Elliptic Pylons @ Yeongduk 1" Cable-stayed Bridge © © Machang Cable-stayed Bridge © ©@Geogeum Bridge @ Hwamyung Bridge © Mokpo Cable-stayed Bridge © Geobukseon Bridge @ Yeosu Bridge @ YiSun-Sin Bridge @ Wando Unsymmetric Cable-stayed Bridge ® Keumgang Bridge ® Guem-Ga Extradosed Bridge @® Sepoong Bridge The 2 Namhae Bridge @ New Millennium LOT1 © Gyopo Bridge @® The Jeokgeum Bridge ® Dandeung Bridge @Saecheonnyeon Bridge © Cheongpung Bridge @® The 2" Geumgang Bridge ® Geum-Gang 1° Bridge-Extradosed BridgeSTATE OF THE ART OF BRIDGE AND TUNNEL IN THE BUSAN-GEOJE FIXED LINK Sang-Kyoon Jeong’, Je-Chun Kim? ‘Ph.D., Daewoo Engineering & Construction Co., Ltd, Korea, sangkyoon jeong@daewooenc.com *Ph.D., Daewoo Engineering & Construction Co., Lid, Korea, kic66@dwconst.co.kr 1. INTRODUCTION The Busan-Geoje Fixed Link is a major infrastructure development in the south-eastern part of Korea and construction was completed December 2010. The link provides easy access between metropolitan Busan and Geoje Island. The Busan-Geoje Fixed Link has a total length of 8.2km and comprises three major elements: two bridges (Lot | and Lot 2) and an immersed tunnel (Lot 3). In addition, roads and bored tunnels are provided on the two intermediate islands to connect the major elements as well as buildings for operation and maintenance and toll station The project is developed as a SOC project (Public-Private-Partnership project), where GK Fixed Link Corporation has been awarded the concession to design, construct and operate the Link for 40 ye« The concession was based on a conceptual design for the link. The GK Fixed Link Corporation is formed by seven Korean contractors. Daewoo Engineering & Construction Co., Ltd. is the leading company of the concessionaire. The design was developed in two phases - basic design, where principles and outlines were established and detailed design, where the structure was finally detailed ‘This paper describes the special technique of the bridges and immersed tunnel during construction. 2. GENERAL PRESENTATION OF THE PROJECT Figure | shows plan view and elevation of GK Fixed Link. Each of the two bridge sections consists of a cable-stayed bridge and approach bridges. The cable-stayed bridge in Lot 1 is a three pylon cable- stayed bridge with main spans of 230m, while the cable-stayed bridge in Lot 2 is a traditional two pylon cable-stayed bridge with a main span of 475m. ‘The bridges carry a four lane motorway. In addition, there is a climbing lane in one direction in Lot 2. A distinct feature of the bridges is their diamond shaped pylons with curved legs based on assessment of the surrounding environment, Korean Bridge Technology 4State of the Art of Bridge and Tunnel in the Busan-Geoje Fixed Link ‘The immersed tunnel consists of 18 elements and each element is approximately 180m long. The standard Taal sloments El to E16 have exterior dimensions of 2646m width and 9.97m height. Th width of element 17 to 18 increased to 28.46m considering climbing lane. The immersed tunnel ‘elements and bridge elements excluding pylons are prefabricated of reinforced concrete in the pre- casting yard (Figure 2) and are towed to the site and installed into final position. PLAN VIEW ELEVATION - Figure 2. Pre-casting yard 3, NEWLY DEVELOPED SPECIAL METHODS DURING CONSTRUCTION ‘The site locates in an exposed offshore, which is subjected to strong winds, large swell waves and strong tidal currents. These conditions together with the tunnel being at a deepest immersed tana! ever built and the bridges being at a high wind speed and the foundation condition is consisting of a very soft, normally to slightly over-consolidated marine clay, makes the project unique and one of the most challenging structures ever built. Due to these conditions, there is no choice but to have very strict accuracy for operations such as precise installing of structures, trench dredging, gravel bedding and backfilling works that could induce possible risk during construction. | Several special methods are developed and applied to overcome the difficult conditions mentioned above. TMD on pylon of Lot 1 cable-stayed bridge, accurate gravel bedding equipment and EPS (External Positioning System) of immersed tunnel were developed for this project. 2 Korean Bridge Technology State of the Art of Bridge and Tunnel in the Busan-Geojo Fixed Link 3.1 TMD on the Pylon of Lot 1 Cable-stayed Bridge TMD (Tuned Mass Damper) means the control devices that utilize the inertial force of additional mass. Mass damper reduces the vibration of the main system by absorbing and dissipating the kinetic energy of the main system due to extemal excitation, The reduction of the vibration results in decrease of dynamic load effects and improvement of structural performance against wind and earthquake. Figure 3 illustrates the principle of vibration control using mass damper. ———— @ | { structure Simple Madel — T™ 7 (Absorber of Energy) === e stuctue Simple Model Figure 3. The principle of TMD Arse Figure 4. The 1" Vertical mode (the 1* Pylon Mode) shape and modal displacement ‘TMD was designed to control the 1" pylon mode (namely, the 1" vertical mode from a point of the girder view) for obtaining structural stability of bridge during construction that is expected to contribute dominantly to the base moment of the pylon. TMD location was assumed to be on the beam close-by the top of the pylon, Modal mass of the bridge during construction (96%) for the 1" pylon ‘mode was calculated to be 2760 ton at the end of the girder when the maximum displacement shall be 1 shown in Figure 4. However, it should be considered the location of TMD on the upper cross beam. ‘Thus the modal mass was calculated to be 6000 ton using the normalized mode shape that has the ‘modal displacement of | at the TMD location. Critical damping ratio was assumed to be 0.5%, From the results of the pressure model test, the aerodynamic admittance function for the bridge during construction has been calculated by designer’s report (COWL, BGFLB-MEMO-441, 2008). The admittance function significantly reduces the wind load. However, the reduction is not large enough to Korean Bridge Technology 3State of the Art of Bridge and Tunnel in the Busan-Geoje Fixed Link not to demand any stabilizing measures, Based on the calculations TMD should provide a reduction of the response of the first pylon mode of minimum 26%. It was selected the target reduction to 30% in consideration of some uncertainties, The pendulum type TMD on the upper cross beam of the pylon is considered as shown in Figure 5(a). The impact on the permanent bridge structure from TMD installation and the connection members were reviewed and checked as well as the structural safety of the TMD itself, The performance test after fabrication of TMD was carried out in the factory. In addition, the performance test after transportation from the factory to the site and installation on the ‘eross beam of the pylon was carried out again in the site (Figure 5(b)). If there are warming system alarms before typhoon, the frequency of TMD should be tuned according to the information of the accelerometer on the bridge structure by the structural health monitoring system (SHMS). This was very challengeable and demands high technical engineering regarding bridge aerodynamics and vibration controls. But, this method could solve the environmental problem by dredge, avoid the risk of ship collisions, and be a more economical way. (@) Drawings of TMD (b) Produced and installed TMD Figure 5, TMD on the upper cross beam of pylon 3.2 Gravel Bedding Equipment for Immersed Tunnel ‘The construction of marine structure foundation consisting of a flat layer of suitable material for immersing, tunnel elements or caissons has always been difficult due to constraint of time and strict requirements for accuracy of construction. Severel methods using sand or grout underfilling have been applied. In this methods, a tunnel element is initially placed on the temporary hydraulie support after that, a sand-water mixture or grout is injected into space between bottom of element and dredged trench through a pipe system until enough pressure has been built up to support the element sufficiently. However, experience has shown this method have difficulties and disadvantages as ‘mentioned below, «+ Full ballast and stability of the clement are only reached after completing the underfilling + Element safety can be endangered in severe offshore conditions such as high current and heavy ship traffic ‘The alternative method called scrading overcome above mentioned disadvantage by using gravel. The concept of scrading is to deposit the material and level it simultancously. Material is fed to a fall pipe; the end of fall pipe is positioned and kept at the desired depth. At first material will start to build up ‘under the fall pipe until it reaches the end of fall pipe. Then the material starts to accumulate in the fall pipe as a stone columa, By continuously maintaining material in the lower section of the pipe while shifting the pipe sideways, the deposited material is levelled by the end of fall pipe. Thus, the material can be deposited and levelled in one process. This method has proven accurate, reliable, and has reduced construction time on several projects, while this method has a necessary and sufficient requirement to secure the equipment which can do a stable and accurate work in exposed offshore 4. Korean Bridge Technology State of the Art of Bridge and Tunnel in the Busan-Geoje Fixed Link condition. The special equipment was developed for this project since Boskalis’s vessel used for the Oresund project could not be available. Trial test to verify a feasibility of scrading concept was carried out in onshore as shown in Figure 6 before starting the development of equipment. The result of this trial test showed that the scrading ‘method can make even gravel bed foundation. Offshore trial test at site also was successfully performed using a modified gravel bedding equipment (Figure 7). The result of this trial test was that the scrading system accuracy is better than the given accuracy 440 mm. A very accurate work can be carried out because this work using jack-up barge would not be disturbed by the sea weather condition. Figure 6. Onshore trial test Figure 7. Developed gravel bed equipment Hydraulic jack-up barge was modified to suit an exposed offshore work. Dimensions of modified equipment are 61m length and 36m width. Maximum length of the fall pipe is 16.5m (Figure 8). Maximum 33.5m length Gravel bed berm can be made at one time travel of fall pipe. Maximum number of the gravel bed berm can be made at one setting of barge depend on the maximum allowed aa leneth of the bogie; this travel length can be sufficiently extended by modification of the barge Figure Figure 8. Mounted fall pipe on the bogie Figure 9. Rail for travelling of the bogie All the main equipments can be controlled by computer in central control room. The gravel bedding work was done within the given tolerance up to 240mm and was verified by survey carried out in the tunnel after immersion. 3.3 EPS (External Positioning System) Once the element arrives at the immersion site, the element is started to lower about S0em behind the previously installed element under the control of a positioning system with pre-installed wire and anchors. After that final connection work is prepared. At first, pulling jacks are installed between the previous element and the new one. Then, the tunnel is slightly lifted by a steel frame structure installed Korean Bridge Technology 5State of the Art of Bridge and Tunnel in the Busan-Geojo Fixed Link ‘outside the element, called External Positioning System (EPS) to reduce friction force between the gravel bed and the underside of the element (Figure 10). The EPS is an external jacking system in a shape of a portal frame, which is connected at the tunnel element. The EPS consist of two legs with a oad spreading foot on the end of each leg. The horizontal jacks attached at the foot are used for the realignment procedure. This frame is suspended (o the lifting lugs of the tunnel element. Two EPS are used at both primary and secondary side. Figure 10. With External Positioning System, it was possible to i Full view of EPS. tall tunnel elements very precisely since small adjustment toward up, down, forward and backward can be controlled easily. This equipment was developed first in the world to get over difficult construction at direct open sea condition. 4. CONCLUSION Busan-Geoje Fixed Link locates in an exposed offshore, which is subjected to strong winds, large swell waves and strong tidal currents, Therefore, the design and construction technique have been developed in order to overcome a number of difficult conditions. This Link will also become a landmark in the development of Korean capability in major ‘Owner. GK Fixed Link Corporation Structural design: Cowi A/S, DM Engineering Co., Ltd. Dasan Consultants Co., Lid. Contractors: ‘Daewoo Engineering & Construction Co., Ltd Service date: December 2010 Concrete (m°): 466,000 project construction, with a number of | - Deck: 24,000 innovative solutions to overcome. significant challenges. 6 Korean Bridge Technology = Pylon & Piers: 36,000 = Caisson: 67,000 = ETC (Piles, Tremie and Abutment): 39,000 Structural Steel (t): 23,000 Reinforcement (t): 22,000 Cable (1): 2,000 Total cost (USD million): 2,500 DESIGN AND CONSTRUCTION OF INCHEON BRIDGE Duk-Ki Im’, Jong-Ho Yang’, Hyun-Yang Shin® , Wan-Soo Lee* ‘General Manager, P.E., Samsung C&T Corporation, Korea, dk.im@samsung:com ?General Manager, Samsung C&T Corporation, Korea, yjngen@samsung.com General Manager, Ph.D., Samsung C&T Corporation, Korea, shynis@samsung.com “Vice President, Ph.D., Samsung C&T Corporation, Korea, wsboss@samsung.com 41. INTRODUCTION Incheon Bridge is a core infrastructure connecting Incheon intemational airport with Songdo International New city designated as IFEZ (Incheon Free Economic Zone). It was initiated by signing Korea-Canada Investment Agreement to make economic ties in July 1999. The total project length is 21.384km including 18.8km sea crossing bridge. It consists of private and government section. The private section was performed as PPP (Public Private Partnership) type and Incheon Bridge Co. Ltd was designated as concessionaire, Since commencement of Incheon Bridge construction on 1 July 2005, it was completed successfully and opened on 22 Oct 2009. Lots of state- of-the art construction technologies were applied to Incheon Bridge project. Incheon Bridge has been awarded many international prizes such as being selected as ‘10 Wonders in the Construction World’ by UK construction News, ‘The Best Deal of the Year 2005”, ‘Top Newsmaker of the Year 2007 by ENR magazine and ‘Outstanding 5 Civil Engineering Project’ by ASCE. 2. DESIGN CHARATERISTICS OF THE PROJECT 2.4 General Description Incheon Bridge consists of a cable-stayed bridge, approach bridges and viaducts. The cable-stayed bridge has 5 continuous steel cable-stayed bridge with 800m in the main span length, It is I* longest cable-stayed bridge in Korea and 7" longest cable-stayed bridge in the world in terms of main span length. ‘The approach bridge is 7-span continuous PSC box girder bridge with 145m in the span length and viaduct is 5-span continuous PSC box girder with 50m in the span length. Ship impact prot. dolphins around the foundation in cable-stayed bridge were installed to protect bridge from coll with the vessel of max. 100,000 DWT. Korean Bridge Technology 7Design and Construction of Incheon Bridge 2.2 Design Criteria ‘The project contract document, PPR (Project Performance Requirement) and CSR (Concessionaire Supplementary Requirement) specify AASHTO LRFD Bridge Specification (Limit state design principle) and PT1 recommendation 4th edition for stay cable were also applied to the detail design ‘The main design criteria can be summarized as follows: + Design Speed for Highway: 100 km/hr + Navigational clearance 625.5mx74m + Durability 100 years; + Traffic Volume + 2040 year, 33,000,000 vehicle/year, 90,0000 vehicle/day + Major Design Loads Design Truck and Lane Load: HL-93 (AASHTO LRFD), DB24,DL24(KBDC) Wind speed £ Vjo= 35nd, Critical velocity : 72m/see (completion stage) Earthquake Coefficient +: A=0.154 g (from the KBDC) Ship collision load DWT 100,000 with 10 knots Tidal difference 29.27 2.3 Design Characteristics of Incheon Bridge 2.3.1 Cable-stayed Bridge Figure 1. General view of cable-stayed bridge The cable-stayed bridge is 5 continuous span steel deck cable-stayed bridge with 6 traffic lanes in dual direction (Figure 1). Its total length is 1480m (L=80+260+800+260+80-1480m). The pylon was designed as an inverted “‘Y” shaped concrete structure of 238m in the height. 208 numbers of New PWS cables were applied, which diameters of cable varies from 109 to 301.7mm. The foundation consists of 3.0m conerete bored piles and rectangular pile cap with PC house. The pier and pylon foundations consist of 3.0m in the diameter bored piles up to 82m in the length, which is supported at hhard rock layer, confirmed their bearing capacity of 6,800 ton per pile through the pile load test performed up to 29,000t. The pile groups consist of 3 rows of 8 for the pylons (PY), 2 rows of 4 for the intermediate piers and end piers. The pylon pile caps are 69m x 24m x 4.8m and other piers are 33m x 17m x 3.8m deep. 2.3.2 Approach Bridges Figure 2 shows approach bridge that has 7-span continuous PSC box girder bridge with 145m in the span length (L=82+5@145+82=889m, Total Length=1,778m). The box girder varies its height from 3.0m to 8.5m and its concrete compressive strength was 45 MPa. The pier is hollow rectangular conerete pier and foundation consists of 8 numbers having 2.4m in the diameter concrete bored pile and rectangular concrete pile cap with PC house. (Ave. length of pile: 58m, Max. bearing capacity: 63.5 MNVpile) The rigid connection was applied to the connection between superstructure and substructure without shoes. 8 Korean Bridge Technology Design and Construction of Incheon Bridge 2.3.3 Viaduets Figure 3. General view of Viaduct ‘The viaduct is 5-span continuous PSC box girder with 50m in the span length (Figure 3) and 3.0m in the height (L=5@50m-250m, Total length=8,400m). The concrete compressive strength is 45 MPa. ‘The pier is bent type of circular concrete drilled shaft. The foundation consists of 2 numbers of 1.8m concrete bored piles in shallow water area and & numbers having 1.8m of concrete bored piles with rectangular concrete pile cap with PC house in deep water area. 2.3.4 Ship Impact Protection Dolphin ‘A dolphin type of ship impact protection (Figure 4) was applied to Incheon bridge considering the site geological condition and ship operation. It consists of cellular sheet piles filled with sand or crushed stones inside. It resists the ship impact force by deflecting plastically when ship collides. Total ‘numbers of 38 protection dolphins were applied around the foundation in cable-stayed bridge section, Each dolphin has 25m or 20m in the diameter and consists of 12.7mm thin flat type of sheet piles. The height of dolphin is about 38m including the embedded length of 13m below sea bed level. The layout and geometry was determined through the reduced 1/200 size model test, FEM model using nonlinear dynamic analysis based on establishing several collision scenarios. Korean Bridge Technology 9Design and Construction of Incheon Bridge Figure 4. General view of SIP 3. CONSTRUCTION CHARATERISTICS OF THE PROJECT 3.1 General Description ‘The site condition considering high tide of 9.3m difference and rapid current of 1.7m/sec, it was expected the difficulties of marine equipment operation and construction. Due to the fog, strong wind and rainfall, the working days per month was expected less than 25 days, it could make it difficult to complete the project within 52 months when using normal construction method. To overcome this severe construction condition, several advanced and innovative construction methods were applied to the construction of Incheon Bridge. 3.2 Cable-stayed Bridge ‘The pylon consists of 4 parts, which are lower part, cross beam, middle part and upper cable anchorage part. For construction, the pylon was divided into 4m high 57 lots and auto climbing form ‘was applied (Figure 5). Each lot was constructed at a rate of 11-day cycle per lot at lower part and 4- day cycle at the middle part. The cross beam was prefabricated at the factory to save the construction time and erected by floating crane. Related to superstructure erection, the side span was fabricated by 4 large blocks, which are about 2,700 tons at the factory and erected on the temporary bents by 3,000ton floating crane. Center span was fabricated by 15m in the length having 300 tons and erected by Derrick crane along with stayed cable installation. Total 208 numbers of cables were installed in semi-fan shaped arrangement and 4 numbers of cables were stressed simultaneously. Approximately 6 ~7 days of cycle time were achieved for superstructure erection. Considering of 800 m in the main span length, integrated geometry control system was developed and applied to geometry control and cable adjustment during rection. Since starting of girder erection in March 2009, all the cable and decks of 1480m in the length were completed within 10 months, 10. Korean Bridge Technology Design and Construction of incheon Bridge Figure 5. Construction of cable-stayed bridge 3.3 Approach Bridges ght concrete bore piles having 2.4m in the diameter per pier were constructed by Reverse circulation method. Self-clevated barge was used for its construction. For pile cap construction, PC house was fabricated at the casting yard and erected by 3,000 ton floating crane. After installing of PC house, rebar installation and concrete poring inside the PC house were carried out, The superstructure of approach bridges consists of pier head unit, typical segments and match cast block which connects pier head unit and pier rigidly. Pier head unit is 20m-long segments and fabricated at casting yard and erected at site by 3,000 ton floating crane. Match cast block was fabricated with matching with pier head unit at casting yard when pier head unit was fabricated. Typical segments were divided by 3 or 4m long segments considering of lifting capacity of derrick crane (150 ton). They are fabricated by short line method at the casting yard and erected by balanced free cantilever method at the site (Figure 6). Figure 6. Construction of Approach Bridge 3.4 Viaducts The viaducts are covered about 8.4 km-long distance and marine equipment could not approach to the site in shallow water depth in low tidal period. Segments of 50m full span were fabricated at the casting yard, transported by overhead crane and barge to the marine location, which has enough water depth for the equipment, and erected on the deck by 2,000 ton floating crane. FSLM (Full span Jaunching method) was applied to the superstructure erection, which erects a full span segment of 50m in the length at a time using specially manufactured carrier and launching girders. As erection of girders were progressed, continuous works for the separately installed girders were followed by stressing of prestressing tendon. FSLM was applied to the bridge roads for the first time in the world ‘A segment of 50m-long span about 1,350 ton was fabricated in only 2 days including 17 hours steam curing. The segments of total 336 numbers were completed within 33 months with I day/segment of cycle time (Figure 7). Korean Bridge Technology 11Design and Construction of Incheon Bridge Figure 7. Construction of Viaduct 3.5 Ship Impact Protection Dolphins ‘Total 160 flat type of shect piles per 1 unit of dolphin were assembled around the template through tag welding after the template was installed. It took 12 days to complete the assembly of sheet pile including application of corrosion protection painting. After finishing assembly, template with sheet piles of 1,000 ton weight were lifted from the factory and transported to the site by 3,000 ton floating ‘rane, The template was fixed to the ground by driving 8 pin piles. After driving of sheet piles by vibration hammer, the template was removed and then filling crushed stone and pouring concrete for the cap were followed (Figure 8), Figure 8. Construction 0 4. CONCLUSION New administration method for the project [[Information: Incheon Bridge = =| management and several innovative construction | Owner. methods were applied to Incheon Bridge project | _ Incheon Bridge to satisfy the short construction period and severe | Structural design: environmental conditions. The —_ Integrated ‘Seoyoung Engineering Co., Ltd., CHODAI geometry control system for cable-stayed bridge | CCRWACtOrS: enabled the short cycle time of erection and a) Service date: secured better quality of the bridge. The precast | ~Gctober 2009 segment erection by PFCM and FSLM for the Lggumete un) superstructure and the automated rebar cage | Cope IT) a production system for foundation construction | ~ pyion: 21,000, could reduce the construction period of the bridge | - Foundation: 22,365 innovatively. The successful experience of | Structural Steel (t): 28,595 Incheon Bridge project is expected to provide a | Cable (t): 3915 positive stimulus and good examples for the | Total cost (USD million): 300 bridge project not only to Korea but also to other countries. 142 Korean Bridge Technology A Cable-stayed Bridge with Eliptic Pylons ACABLE-STAYED BRIDGE WITH ELLIPTIC PYLONS Dong-Keun Kim’, Hyun-Kioo Kim?, Se-Hoon Choi’, Jae-Geum Kim‘, Dong-Ho Lee* 'Vice President, P-E., SK Engineering & Construction Go., Ltd, Korea, dkkim@sk.com “Team Leader, P.E., SK Engineering & Construction Co., Ltd, Korea, skkhk@sk.com General Manager, P.E., SK Engineering & Construction Co., Ltd, Korea, shchoi-c@sk.com Senior Manager, P.E., SK Engineering & Construction Co., Ltd, Korea, jaegeum.kim@sk.com ®Manager, Ph.D., SK Engineering & Construction Co., Ltd, Korea, dongho2@sk.com 1. INTRODUCTION ‘The Section 4 is located between the Incheon Bridge and Section 5 connecting the Incheon Bridge to the 2” Seoul-Incheon Expressway (Figure 1). There are bridges in Section 4, PSC box girder bridge (L=770m, constructed by Movable Scaffolding System), steel box girder bridges and cable~ stayed bridge (L=2@115=230m). Figure 1. Overview of Section 4 2. ORIGINALITY AND INNOVATION 2.1 Unique Design of Main Bridge The main bridge of Section 4 is crossing over artificial lake park formed by reclaimed land. The Korean Bridge Technology 13A Cable-stayed Bridge with Elliptic Pylons design motif is “Lotus flower on the calm lake’. The structural type is proposed as cable-stayed bridge, ‘and the pylon is designed as oval shape to impart outstanding figure, #s shown in Figure 2 Figure 3. Profle of bridge ‘The Section 4 road is crossing by artificial lake and there is no ship passage, road or other things that have to be passing over. Because it doesn’t require long span bridge, the structure type is determined to be small scale cable stayed bridge that is symmetric and 2-span continuous bridge with one pylon. Generally, 2-span continuous cable stayed bridge is vulnerable to fatigue and the deflection behaviour of live load unless the pylon has enough stiffness. So as to impart enough fixity of vertical behaviour, the pylon usually becomes very massive. In this project, the pylon is planned to be divided into 2 legs forming V-shape, expecting that this will give enough fixity of vertical deflection and slender impression considering that the main bridge is viewed near from the residence and office area (igure 3). Because the V-shape pylon in combination with the cable system is similar to the warren truss system, the vertical deflection is very effectively limited, compared to that of the vertical pylon system (Figure 4). MISS Figure 4. Structural behavior of one-pylon cable stayed bridge & similarity of warren truss system 2.2 Construction Method of Pylon In the original design, temporary bents on the deck have been planned to erect the pylon. But considering the height of pylon (h=41.0m), it was expected to be difficult to achieve precise geometry control using temporary bents on the deck. So an alternative of erection method was needed. 14 Korean Bridge Technology A Cable-stayed Bridge with Elliptic Pylons As shown in below table, the elliptical pylon was fabricated on the deck and the roll-up devices were set and winch wire were installed, and then the pylon were rolled up one by one using two numbers of 400 tonnage crawler cranes. The Rolling-up Method is safer and higher workability than original method and we could reduce construction time and cost of pylon by using that method. Original Method (Using temporary bents) = Requiring Steel Bents - High cost and require installing time = Welding on High Place - Low Workability - Increasing welding time - Less safety than Rolling-up Method ‘Alternative Method (Rolling-up Method) | Requiring Roll-up Devices - Reducing cost of bents Welding on Bridge Deck - Higher Workability than - Decreasing welding time - More safety than original method 3, CONSTRUCTION METHODS 3.1 Construction of Substructure This bridge is located on the sea. The sea bed is exposed during ebb tide and the water level during flood tide is 5.0m. Sheet piles were applied for temporary copper dam to acquire an enough dry working space during bridge construction, ‘The length of sheet pile is 1Sm and the penetration depth is 9m. The total length of temporary copper dam is about 4,400 m, which was constructed with 4 groups of barge and vibro-hammer for 3 months (Figure 5). After completion of it, reclamation was done for the passage of successive equipments, This copper dam has been monitored continuously for stability and dismantled after the completion of bridge construction. ‘The foundation of cable stayed bridge pylon is composed of 15 numbers of CIP (cast-in-place) pile (Figure 6). The diameter of CIP piles supported on mild rock layer is 2,500mm and the length of it ranges from 30m to 40m. During the excavation of CIP piles, an empty hole was sustained by # sacrificial steel pile. Reinforcements have been installed into the hole and then concrete-casting was done directly at the site ‘The monolithic concrete casting is done for the pier foundation of which dimension is 35m*20m*3m applying pipe cooling method (Figure 7). The pier is erected on the foundation with the height of 10.94m. The anchor frame and the base of the pylon are embedded on the top of pier and made one body together with concrete structure using 34 numbers of Dywidag thread bar, diameter of 47mm. Figure 7. Pier Figure 5. Copper dam Figure 6. C.LP pile Korean Bridge Technology 15A Cable-stayed Bridge with Elliptic Pylons 3.2 Erection of Deck Deck of bridge has been manufactured by 20 segments. One segment was divided into 12 pieces for ‘easy transportation purpose and transported to the construction site as shown in Figure 8. The total weight of steel deck is 2,884 tons and the weight of each segment is about 240 tons. ‘Twenty pieces of segment were transported to the site and assembled by welding on land as shown in Figure 8. After the completion of site assembly, 3 segments under the pylon were erected. ‘After the site-assembly of steel decks and the erection of pylon, bent foundation was installed. 2 numbers of bent foundations have been used to support one segment of steel deck so that 38 steel bents could be, in total, used to support one steel deck. Bents have been installed after estimating the bearing strength of ground to check the settlement might be occurred during the erection of deck. ‘After the erection of bents, the steel decks of segment connected to pylon were installed. The installation of bents and segments has been preceded repetitively in both longitudinal directions, t Figure 8. Fabrication of steel deck & erection lower parts of pylon, bent and seg, steel deck 3.3 Erection of Pylon 'As shown in Figure 9, the elliptical pylon was fabricated on the deck and the roll-up devices were sot ‘and winch wire were installed, and then the pylon were rolled up one by one using two numbers of 400 ton crawler cranes, Figure 9, Pian of rollup Figure 10. 3D Simulation of rolling up ‘After rolling up the pylon, eight fixing pins were fastened and top and lower parts of pylon were connected by site-welding and another pylon was rolled up in the same method. In order to secure the safety during the pylon rolling up process, a lifting analysis was performed and local strength of the roll-up devices was checked. Before rolling up pylons, the interface problem between a crane boom and the pylon and the fairing of deck during The Rolling up was checked by Roll-up 3D simulation (Figure 10). To solve this problem, firstly, the Rug position had been changed to have a distance of 2.0m between pylon and crane boom and secondly, the installation sequence of the fairing of Segment had been changed after the completion of pylon roll-up. 16 Korean Bridge Technology A Cable-stayed Bridge with Elliptic Pylons ‘After the fabrication of pylon on deck, the roll-up of pylon was done with 2 numbers of 400 tonnage crawler crane. During Rolling up, rolling up speed must be synchronised with two cranes to prevent torsioning of pylons. The rolling up of each pylon was done for 5 hours (Figure 11). ‘After the roll-up of pylon, guying winch wires was used for preventing pylon’s displacement, And the top and bottom parts of pylon were adjusted each other accurately by hydraulic jack and then the top and bottom of pylon was fixed temporarily by tensioning 8 numbers of Dywidag thread bar, diameter ‘of 60mm, After the connection between top and bottom of pylon by welding, rolling & fixed bracket had been removed. (b) 40° Roll-up 6) 10° Roll-up (Complete) (@) Fasten fixed bracket Figure 11. Rolling up pylon 3.4 Construction Cables Cable installation sequence was decided as shown in Figure 12 based on the case study described in Section 2.1 in this paper. After erecting pylons, 4 tie cables were installed and the stay cables were installed from the vicinity of the pylon, Initial tension force of cable was 20 tons. After the compl of cable installation, bent had to be removed and the 2 dead load like pavement to be loaded. Finally cable force came to be increased to the designed force by adjusting cable force. fo Say cae ve _ te CEErarrit | (@ Install tie cables (b) Install stay cables ih "+H eegiejoysidqer |! aa enge coventeon a (©) Remove bents (@ Pavement & tunning cable foree Figure 12. Construction sequence of cables ‘The cable type applied for this bridge is PWS type. Tie cable is 91 numbers of 7mm wire strand and stay cable is 61 10 91 numbers of 7mm wire strands. Installation of cables was done as follows (Figure 13), First, unfold the cables produced at the factory on the decks. Second, install those cables at pylon Korean Bridge Technology 17‘A Cable-stayed Bridge with Eliptic Pylons land stiffened girder by crane. Finally tensioning is done at stiffened girder position. This tensioning ‘work was done at 4 places in parallel by hydraulic jack and the initial tensioning force was 20 tons. The bellows are the photos taken from the construction site. (a) Layout cables (@) Removing bents (f) Final tensioning cables Figure 13, Cable wark ‘After installing cables, pylon displacement and girder elevation were observed. As shown in Figure 14 and Figure 15, the deviations are within the allowable range. The deviations of them are within the allowable range. CS1 means the stage that the initial tension force was applied. CS2 means the stage that the bents were removed, and CS3 means the stage that the adjustment of cable force was completed. = (orstrusion Stage Figure 14, Measured displacement of pyion 4. CONCLUSION In this paper, design and construction of cable stayed bridge with elliptic pylon are introduced, This bridge has not only creative and unique shape but also perfect harmony with scenery of the surroundings, Take park, and center of Songdo New City in Incheon, In design, the bridge secured the structural safety based on various case studies and computational analysis. In construction, the bridge secured the structural safety and workability based on Roll-up method. ‘Through intensive camber control of girder and pylon, safe and precise construction has been completed. We hope it will be a landmark of Incheon. 18 Korean Bridge Technology ‘Station fd Figure 18. Measured elevation of girder ‘Owner: Korea Expressway Corporation Structural design: Kunhwa Consulting & Engineering Co., Ltd. ‘Structural Steet (t): = Deck: 3,224 - Pylon: 894 Cable (1): 63 Conerete (m°) ~ Foundation: 6,700 Total cost (USD million): 28.6 DESIGN AND CONSTRUCTION OF YEONGDUK 1°" CABLE-STAYED BRIDGE Sung-Don Yang’, Jin-Il Jung’, Han-Rok Ji, Eun-Hyung Cho* ‘\General Manager, POSCO E&C Co. Ltd, Korea, ysdon@poscoenc.com *Depuly General Maniager, POSCO E8C Co.,Ltd, Korea, jinli@poscoene.com ‘Section Manager, POSCO E&C Co., Ltd, Korea, jhr?7@poscoonc.com “Engineer, POSCO EAC Co., Ltd, Korea, ehcho@poscoenc.com 41. INTRODUCTION ‘The Yeongduk 1" Cable-stayed bridge is the connection way between Yongin-Seoul Expressway and Unam crossroad. The purpose of the construction of the Yeongduk 1* Cable-stayed bridge is to disperse traffic volume, enhance transportation service and induce balanced regional development. This Bridge as the landmark of Gyeonggi-do adjacent to Suwon IC is a symbolic 1 pylon steel composite cable-stayed bridge. ‘The original design of Yeongduk 1" Cable-stayed bridge was 4 span PSC box bridge and this bridge iransverses Route 42 used by 45,000 cars daily. Because the traffic control of Route 42 was difficult considering the traffic volume and potential claims due to this, it was judged as reasonable that the span design concept of this bridge should have to minimize the scope of the traffic control, natural destruction and numbers of piers. 2. BRIDGE DESIGN 2.1 Selection of Bridge Type A cable bridge was chosen regarding the outstanding view to users of the sub-road. Also, the main span length was planned as asymmetric (L=90m+115m=205m) considering conditions of the construction site (Figure 1). ‘The basic structural concepts of Yeongduk 1* Bridge are as follows. First, the composition of long span bridge is possible by the induction of tensile cable forces. Second, the vertical flow of forces is Korean Bridge Technology 19Design and Construction of Yeongduk 1 Cable-stayed Bridge induced by a pylon integrated with a pier and steel sections of the bridge were designed regarding the vertical flow of forces. Last, counter-weight method using varying cross-sectional areas was applied to supplement a structural weakness due of an asymmetric structure, nie ne : : pete oe Figure 1. General arrangement of Yeongduk 1" Cable-stayed Bridge 2.2 Design of Stiffening Girder The steel composite stiffening girder was applied to the gitder of Yeongduk Ist cable-stayed bridge considering its large strength, light weight compared to concrete girder. Through pre-analysis and LCC, optimized sections were determined and stee! stiffening girders (2m*2m) were placed in 4 rows (Figure 2). These girders were connected with cross boxes to procure the strength of torque and ‘moment. 27 MPa in-situ concrete was applied in slab. at = Figure 2. Typical section of stiffening girder Unbalanced moment is measured in an asymmetric cable-stayed bridge such as Yeongduk 1" cable- stayed bridge due to the difference of a dead load between left and right part of the pylon. So, extremely large moment is generated in the pylon. Counter-weight method by varying sections was selected to control the unbalanced cable forces, minimize the displacement of pylon, and restrain the occurrence of negative reactions at abutment and horizontal forces transmitted to bottom side (Figure 3). | ao pa, Sam a "LT Ee 1. igure 3. The contro! of unbalanced force in an asymmetric cable-stayed bridge (counter-weight) 20 Korean Bridge Technology Design and Construction of Yeongduk 1" Cable-stayed Bridge 2.3 Design of Pylon ‘The original planning for the pylon of Yeongduk 1* Bridge was concrete pylon, But the planning was changed as steel pylon of HSB600 to secure quality, the reduction of construction period, the enhancement of constructability and create demand for newly developed steel. The height of pylon ‘was selected as the target value 45m which was the 1/5 of (1.8% maximum span length of the bridge). ‘Also, the section of pylon was optimized as streamlined shaped square section. 12 cables were arranged and each 6 cable was arranged in 1" span and 2" span of the bridge. 2.4 Design of Cable NPWS cable was applied regarding the following items; a high tensile strength and fatigue strength, an excellent durability, a good view and wind design by a small section, a good quality by a factory manufacturing. Cable support itself was selected and cable was anchored using nuts. In detail, dead anchors were constructed in a pylon part and live anchors were constructed in stiffening girders regarding the space of the construction site (Figure 4), DETAR OF SOCKET High Camping Rubber Damper —_ Figure 4. The detail drawing of NPWS cable Cables were designed to install from the pylon of the bridge to each abutment sequentially. It was planned that cables were tensioned primarily in the phase of the installation of cables and secondly after the construction of top slabs. Also, the final camber state would be reached by the change of a camber according to each construction phase. 3. CONSTRUCTION OF BRIDGE ‘The main construction flow of Yeongduk 1" cable-stayed bridge was as follows. The construction of stiffening girders and a steel pylon was launched after the installation of temporary bent. Then, cables ‘ere installed and tensioned primarily. After these processes, temporary bents were removed and in- situ concrete method was applied in slab parts. Last, secondary tension forces were leaded in cables and pavement and secondary works were done. Korean Bridge Technology 21Design and Construction of Yeongduk 1% Cable-stayed Bridge 3.4 Construction of Stiffening Girder and Pylon ‘The main members of steel boxes were manufactured using SMS520B and the minor member ‘composed of SM400B. The construction planning of girders was established considering conditions of the construction site, the installation location of temporary bents, minimization of a traffic control (Figure 5). ‘The steel pylon of the bridge was manufactured using High performance steel for Bridge (HSB600) and divided into 5 small blocks considering conditions of the construction site and equipment specification. The control of the displacement of a pylon due to construction and welding was performed by sequential measurements of each step (Figure 6). pe Be | Figure 5. The installation of temporary bents and construction of stiffening girders Figure 6. The construction of cross boxes and steel pylon 3.2 Installation of Cables ‘The NPWS cables of the Yeongduk Bridge consist of $7%367EA and high-density polyethylene (HDPE) was layered on the surface (Figure 7). Figure 7. The composition and section of NPWS cable ‘The installation sequences of cables were as belows. First, cables were leaded in and fixed in the fixation of a pylon (Figure 8). Second, same procedures were done in the fixation of stiffening girders and primary tensile forces were introduced by tension jacking equipments (Figure 9). 22 Korean Bridge Technology Design and Construction of Yeongduk 1* Cable-stayed Bridge Figure 8. The cable leading in a dead and live anchor wal se Figure 9. The construction of cable and slab concrete 3.3 Management of Tension and Camber Cable tension not only affects weight of the structure but also consists of cable strength in a cable- stayed bridge. Thus, applying moderate strength of the cable is one of the most important factors in design and construction. Yeongduk 1" cable-stayed bridge is statically indeterminate structure of high degrees in which the tension of cable and change of the shape are mutually related. This is why tensile force management is handled within the pre-fixed tolerance level of 5% from goal tension during construction. ‘The management of a tension force is performed by NUT which is capable of adjusting millimeter level. This management was performed during night time in order to avoid the effect of temperature change. The measurement of tension during construction was performed using force measurement values by hydraulic jack and vibration method was used in the measurement of tension at a completion stage (Table 1), Table 1. The final tension force considering long term force (unit: tonf) No. of cable | CL1 | CL2 | CL3 | CL4 | CLS | CLO Tension force [641.7 [718.7] 778.3 | 7802 | 769.1 [7695 No. of cable | CRi | CR2 | CR3 | CR4 | CRS | CRO Tension force | 630.2 | 656.4 | 733.8 | 749.7 | 793.1 | 743.6 Because the management of camber affects member stresses closely, the management of camber and shape in the construction site was done thoroughly to satisfy with allowable values (Figure 10). Slope gradients of a pylon, relative settlement values to stiffening girders, support settlements were measured and a jack at the upper side of bents were up/down in the occurrence of errors if necessary. The errors of camber values between design phases gradual measurement of camber values of each step. and construction phases were minimized by Korean Bridge Technology 23,Design and Construction of Yeongduk 1% Cable-stayed Bridge Figure 10, The management of camber of each step 4, CONCLUSION ‘The planning and construction processes of Yeongduk 1* cable-stayed bridge designed through altemative design is summarized in this paper. As an asymmetric cable-stayed bridge, the control of unbalanced moment and displacement of a pylon was reviewed in design and, construction stage. It was planned that cables were tensioned primarily in the phase of the installation of cables and secondly after the construction of top slabs. It required high technical skills from design to construction which contributed to the technological improvement of our company through thorough pre- review and construction management. By applying high strength steel instead of concrete pylon, we expect great ripple effect in advancement of bridge construction technique in design and construction. On the Basis of vast construction experiences using high strength steel, it will be possible for our company to accumulate technologies and construction know-how through design, construction experiences and various researches. 24 Korean Bridge Technology | information: Yeongduk "Bridge | Owner. Korea Land & Housing Corporation ‘Structural design’ ‘Saman Corporation Contractors: POSCO E&C Co., Lid Service date: July 2008 Steel () = Deck: 2,000 - Pylon(HSB600): 550 Concrete (m°) ~ Pier: 2,300 + Slab: 1,200 Cable (NPWS): $7 367EA (12EA) Total cost (USD million): 10 CONSTRUCTION AND GEOMETRY CONTROL OF MACHANG CABLE-STAYED BRIDGE Juwon Seo', Moseh Kim? , Hyuntae Lim® , Joongho Song’ ‘Chief Researcher, Ph.D., Hyundai E&C Co., Ltd, Korea, jwseo@hdec.co.kr *Senior Researcher, Hyundai E&C Co,, Ltd, Korea, kimms@hdec.co.kr 8genior Researcher, P.E.. Hyundai E&C Co.., Ltd, Korea, hilim99@hdeo.co.kr “Vice executive officer, Hyundai E&C Co., Ltd, Korea, jnsong@hdec.co.kr 4. INTRODUCTION ‘The Machang Bridge Project forms part of the South Korean National Road No. 2 (Mokpo - Busan), in the southern province of Gyeongsangnam-do, approximately 60km west of Busan, This bridge is crossing Masan bay to link Masan and Changwon city. This bridge is divided into three structures; West approach bridge, main cable stayed bridge and East approach bridge. The main bridge is 740m Jong and consists of 400m cable-stayed central span with 2 side spans of 170m each. It has a composite deck and is supported by reinforced concrete pylon with 164m height ‘The construction was commenced in April 2004 and was finished in 2008 as a privately financed project as a Design, Build, Transfer and Operate concession by HYUNDAI Engineering & Construction Co. The girder segments at mid and side span are erected by balanced cantilever erection method which is supported by step by step erection planning and construction analysis with site geometry control. A pylon table of composite cable-stayed bridge is installed using temporary bracket or temporary cable generally. The deck near the pylon is designed asymmetric shape, and the composite deck weighing 2400 ton was fabricated before erection. In order to accomplish erecting the deck both with 3000 ton floating crane and without temporary bent or temporary cable, precise construction planning was established and performed success-fully. 2, GENERAL DESCRIPTION OF BRIDGE 2.1 Cable-stayed Bridge The main bridge is 740m long and consists of the central 400m cable-stayed span with 2 side spans of 170m (Figure 1). It has a composite deck and is supported by reinforced concrete pylons some 164m Korean Bridge Technology 25Construction and Geometry Control of Machang Cable-stayed Bridge high. This structure crosses the main 350m wide navigation channel. The east approach bridge is 550m long and consists of 8 spans, all 70m except for the 65m end spans. It has a composite deck and is supported on reinforced concrete piers up to 60m high. The deck is supported by two reinforced conerete portal frame pylon with vertical legs from which radiate four planes of 30 prefabricated wire strand (PWS) cables in a modified fan formation, making a total of 120 PWS cables. ‘The construction sequence of a conerete composite cable-stayed bridge is more complicated than the other type cable-stayed bridge. The fabrication camber should be confirmed before construction as a steel stayed-cable bridge and the material nonlinear of concrete slab should be considered in the analysis as a concrete stayed-cable bridge at the geometry control work Figure 1. General arrangement of Machang Bridge ‘Typical section through the deck is shown in Figure 2. The 2 main longitudinal plate girders are 2.15m_ — deep and 20.2m apart, linked by 185m deep oye [on “EP oto, SP transverse plate girders, generally spaced at 4.15m. ‘At each stay cable anchorage position, which is 2.35m from the centre of the main longitudinal aS I T 1 kritder, there is an additional transverse plate girder, § “| { angled to suit the direction of the cable. The 21m ff] | “a wide, reinforced concrete deck is 350mm thick at the support positions of the longitudinal and transverse girders and 290mm elsewhere. The deck is composed of both in situ concrete and precast panels. The running surface of the deck consists of 80mm of asphalt, laid on the deck waterproofing system, Both the edge barriers and the median barrier are open type, aluminum post and rail barriers to minimize wind loads. For stability of the cross section a steel plate "wind nose" is provided, the shape of which has been finalized during ‘wind tunnel testing. To counter the imbalance of forces in the cables due to the shorter side spans, there is a combination of mass concrete counter-weight in 3 of the last few segments before P4 and PS ‘together with "tie-down pre-stress at these pier positions. The bridge deck is fixed, longitudinally, at ‘the west pylon, PY1 using shear keys and is restrained from moving longitudinally at the east pylon, PY2 using special damping units (STUs). Figure 2. Typical section of deck 2.2 Erection Plan of Superstructure ‘The main span is planned to be erected by balanced cantilever erection method. But, the pier table upon the pylon segmented asymmetrically and fabricated in working yard, was installed by floating crane of 3000 tonf capacity without temporary bracket or temporary cable (Figure 3). ‘The geometry control of the cable-stayed bridge is work for the minimization of the displacement of pylon and the stress of girder, the satisfaction of target level at final stage. ‘This successive work consists of initial shape determination that minimization of member force at the completed stage, initial equilibrium state analysis for the determination of fabrication camber and cable unstressed length, erection analysis for the calculation of target level and cable force of each construction stages 26 Korean Bridge Technology Construction and Geometry Control of Machang Cable-stayed Bridge ‘and in-site geometry control, During the crection, the deviation of geometry was controlled within the allowance limits shown in ‘Table 1 that the error of the girder geometry, displacement of pylon and cable force. The tension forces of stay cables were evaluated using vibration method and the geometry survey was done at midnight to rule out temperature effect. Table 1. The allowable tolerance of the Machang Cable-stayed Bridge Tem ‘Geometry Control Allowable Tolerance Pylon Vertical #F/2000(longitudinal direction) Girder Elevation 41/2000 Min, 25mm Stay cable Tension Force 25% 3. ERECTION OF ASYMMETRIC PIER TABLE 3.4 General Issue on Erection Plan Erection of pylon table is often time consuming and unsafe process in case of cantilever method erection. It should be made enough space at pylon table for setting derrick crane or form traveler. A pylon table of composite cable-stayed bridge is installed using temporary bracket or temporary cable generally and a steel girder of pylon table is set up at first and concrete slab is cast-in-situ to decrease self weight The pylon table (W 21m x L 48,75m) and the slab was fabricated in working yard at working yard and installed by large block erection method using 3000 tonf F/C. The segment of 23.85m long on the pylon and two additional typical segments of 12.45m long in main span make the length 48.75m. The length can give enough space for two derrick cranes. Two additional typical segments in one direction ‘make the total block asymmetric. So the interference between boom and pylons could be avoided. This erection method shortens construction duration, saves construction cost and is more safe method. 3.2 Erection Plan with Floating Crane Stay cables were used to support the pylon tables without temporary stay cables or bracket. Stay cables could be used in two favorable conditions. The ebb and flow is about Im at Masan Bay ordinarily, so floating crane keep the levet during construction, Prefabricated parallel wire cable (PWS) is used as stay cable, so cables can be installed at the pylon before erection of pylon table and be installed at girder rapidly. The stay cables at near pylon are used 7121, but first stay cable in the main span is used 7 x 139 to support the asymmetric pylon table. The weight of pylon table was calculated at 1410tonf in detail design. The first stay cable force was calculated at 462 tonf that was up to 90.3% of allowable tension force 0.56f 4-512. tonf and the stress of girder & slab were up to 46% of allowable stress. Figure 3. Erection of asymmetric pier table with 3000 tonf floating crane Korean Bridge Technology 27Construction and Geometry Control of Machang Cable-stayed Bridge ‘The weight of the pylon table with working loads was re-estimated at 1917 tonf that was 7.6% larger than those of detail design results. In this ease, there was no problem at the stress of girder and slab but the cable tension force would be almost the allowable tension force. Figure 4 shows the support and shear Key of the pier table on the pylon cross beam, Two jacks with 600 tonf capacity adjust the position between shear key & concrete block. The support condition of pylon table is assumed that rotation is free in the detail design, but this system is not rotation free, and neither is completely fixed. Figure 4. Support system of pier table during erection ‘The jacks are set only for setback. If the rotation is fixed, the reaction force of jack when floating crane remove as follows ‘M= 6388.32 tonf'm 2 P= 33.69 tonf Re (6388.32 /4.3433,69)/2= 759.67 tonf >600 tont Support reaction moment Horizontal reaction force Reaction force of jack ‘The quantity of rotation restraint could be fixed. The erection schedule witich floating crane set table ‘on pylon and remove after cables are fabricated was rechecked in case support condition was completely fixed or free. Finally, the erection schedule was modified that the stay cables would be tensioned and the lifting force of floating crane would be decreased step by step for reducing the reaction force of jacks. Table 2 shows the construction sequence of the pier table and the reaction force. Table 2. Results of reaction forces during the installation of pier table Sequence Reaction ofjack (tonf) Lifting force of FIC (tonf) Stay cable force (tonf) Tensioning stay cable 350.7 a 100.0 Reducing lifting force of FIC 58.02 on 1163 ‘Tensioning Stay cable 2315 197 350.0 Remove F/C. 337.4 0 313 During construction of the pier table, the cable tension forees, the pressure of jacks and floating erane lifting force were monitored. Table 3 & Figure 5 are the stay cable tension force and the elevation of the pylon table after the pier table erection. The results show almost same the case that the restraint of rotation is fixed. Table 3. Caloulated and measured stay cable tension force after the pylon table erection Stay cable Tocation Calculation (joni) Measured (tonf) _Diference (ton) Ratio (%) Pylon leg 1 3713 382 10.07 27 Pylon leg 2 313 393. 21.07 57. 28 Korean Bridge Technology Construction and Geometry Control of Machang Cable-stayed Bridge 80.35 633 69.28 saz Elovatlon(n) Yo 10 ‘eo 58.15: sar —etergat eight Le 60.05 Lovatentm Figure 5. Result of geometry and target configuration 4, ERECTION OF MAIN SPAN 4.4 Stay Cable 120 ea of prefabricated parallel wire strands were applied to Machang Bridge as stay cables. 15 couples of cables were arranged from each of two pylons as fan type at the side span & main span, A Nut type sockets are used for the anchorage and the stay cables are tensioned by a lump at Girder. Fatigue test was carried out to the three type of fabricated cables of 97 X 121, @7 X 187, 7 X 253 according to ‘2001 PTI recommendation for stay cable design and testing and evaluation, section 4.2 acceptance test of stay cables’. Figure 6, Steel girder lifting by derrick crane, PC panel installation & closing segment 4.2 Tie Down and 1d Cable ‘The side span pier tables as steel box type in the pier 4 & 5 were made at factory yard and the ballast concrete was placed in the box before the fabrication, Gross weight P4-1320 tonf / P5-1314 tonf of blocks were installed by floating crane. To control the negative reaction force by the live load at the side span piers, tie-down cables were installed in the pier tables of side span with the ballast concrete The tie down was tensioned of 456 tonf (12 strand x 4ea) at P4 and 1450 tonf (31 strand x dea) at PS. To resist storm during the construction of gitder, wind cables were installed (Figure 7). Storm cable was connected with concrete blocks that were already placed under water and then tensioned at anchorages on the main span and side span when storm attack. Korean Bridge Technology 29Construction and Geometry Control of Machang Cable-stayed Bridge Figure 7. Main span erection and wind cable 5. CONSTRUCTION OF APPROACH BRIDGE 5.1 Heavy Lifting Erection with Floating Crane The approach bridge at Masan side is designed with continuous steel-concrete composite bridge consists of 3 spans: 130.0+-150.0+130=410m, The each span was fabricated as a large block at the yard at near the Masan harbor, and then each block was transport to Masan harbor quay by module transporter. Next, the block was transported on sea and installed directly by 3000 tonf floating crane (Figure 8). Slab was casted successively by form traveler and a ballast wagon was installed for reducing the stress of steel girder and preventing the crack of slab. When a slab of long span composite bridge is casted, upper panel exceeds the allowable limits originated from upward displacement by the casting of the second span. So pre camber at the first span was made by installing ballast wagon on the second span for preventing the crack. The weight of the ballast wagon is controlled by water in the ballast wagon and is 648 tonf at the second span & 900 tonf at third span. Figure 8. Erection of approach bridge with heavy lifting crane 5.2 Incremental Launching of Curved Approach Bridge Substructure of the Changwon side bridge is composed of seven piers and one abutment, in addition, direct foundation which transfers the load of superstructure to the ground directly was applied. The average height of piers is S0m and pier stem was divided & casted by 4m using climbing form, Plane shape of the Changwon side bridge is straight, clothoid, and curved line. At the clothoid line part, ILM (Incremental Launching Method) was applied. In this method, the steel girder was fabricated and it is launch from launching yard located in the back of abutment. The part including clothoid and straight line, large block erection method using 3000 tonf floating crane was applied together with 30 Korean Bridge Technology Construction and Geometry Control of Machang Cable-stayed Bridge ILM (Figure 9). To transport the segment through road, one segment was divided and produced to three parts in the longitudinal direction, Erection of superstructure was followed to this order; plant production of 37 segment, segment transportation to construction site, segment fabrication, transportation to launching yard, seg to seg large block fabrication, launching. Form of upper part of slab was changed to lattice bar attached PC panel to reduce construction period, Lattice bar attached PC panel is for both form and PC floor slab. It is unified with in-situ conerete, and then it resist to external forces by complete interaction action. Figure 9. Incremental launching of curved approach bridge 6. CONCLUSION ‘The Machang Bridge construction was finished : in June 2008, It was reflected in detail in the [Iformation: Machang Bridge | construction analysis and geometry control | Owner: . analysis results with site-conditon, construction | « Mathang Bridge Corporation sequence and structural characteristics changed ener fiom the design step for the stability of pylon | ,,/¥undal Engineering Co. Lid. table erection, The pylon table with asymmetric | “iy indat E&C Co,, Ltd shape was fabricated in advance, and was | Senjcedate: successfully installed by floating crane of | July 2008 3000tonf capacity without temporary bracket Conerete (m°) and temporary cable, During the planning stage | - Deck: 5,600 | for the erection of pier table with asymmetric | - Pylon: 36,000 | sequence, the stability and geometry at each | _~ Foundation: 86,000 | sequence was precisely checked. It was rancn (#) 16,500 | successfully calculated with in-house program F : (ByunPSC*) for construction analysis and Telal cost UEP milon} 250 geometry control. Overall erection method was planned to minimize the interference of ship route so that the mega block erection method was successfully utilized both the main span and approach span with floating crane, REFERENCES {1] Machang Bridge Co. Ltd. (2005). Report ofthe detail design & calculations of Machang Bridge roject, [2] Ann, 8.8. (1999). The design and construc Civil Engineering, Vol. 47, No. 12, pp. 46-52 n of the Seo Hae Grand Bridge. KSCE Journal of Korean Bridge Technology 31SINGLE CENTRAL SIDE & BUNDLE TYPE CABLE-STAYED BRIDGE WITH DOUBLE COMPOSITED WARREN TRUSS GIRDER: GEOGEUM BRIDGE Chang Kyu Park’, In-Ho Jang’, Keun Young Kim®, Young Jin Park’ ‘Senior Engineer, Ph.D., Hyundai E&C Co., Ltd, Korea, pog2213@hdec.co.kr General Manager, Ph.D., Hyundai E&C Co., Ltd, Korea, inho@hdec.co.kr *Projact Manager, P.E., Hyundai E&C Co., Ltd, Korea, kimky@hdec.co. kr “Chief Engineer, COW! KOREA, Korea, yjpark@cowi.co.kr 1, INTRODUCTION ‘The Geogeum Bridge is a part of fixed connection of Geogeum Island to Sorok Island located in the southernmost part of Korean peninsula. This project was placed an order by the Ministry of Land, ‘Transport and Maritime Affairs of Korea for design, fabrication, and construction in 2002. Hyundai Engincering & Construction Co. was put in charge of this bridge. ‘The Geogeum Bridge is composed of a 912m approach bridge and 1,116m main bridge. The main bridge is the world’s first bundle type cable-stayed bridge with double composited warren truss girder. ‘The construction work of this project begun in December 2002. The erection of truss girder for approach bridge was started in August 2009. 120m 8 Spans were erected by span-by-span floating crane method for 2 months. The installation of 72m long segment for main bridge was started on June 2010, and the closer segment erected in March 2011, Opening of this bridge is planned in December 2011. ‘This paper describes the main methodologies to construct the bridge by means of a series of drawings, photographs, and major characteristic documentations. 2. OUTLINE OF THE GEOGEUM BRIDGE 2.4 General Description ‘The Geogeum Bridge carries a 2-lane national highway and has a total length of 2,028m. The bridge is composed of a 912m (=72+7@120m) approach bridge and a 1,116m (=120+198+480+198+120m) main bridge, crossing a 350m wide navigation channel for 5,000 DWT ship capacity. The main bridge a two pylon cable-stayed structure with a main span of 480m, 198 m side spans and 120m end spans (Figure 1). ‘The bridge girder is a 6.0 m double composited warren steel truss girder with carriageway on the ‘upper concrete deck and a walk and bicycle path on the lower steel deck. The girder was erected in large prefabricated segments with a length of typically 72m and weights of up to some 25MN. The pylons are diamond shaped concrete structures with a height of 167.5m. At the upper part of the pylon, Korean Bridge Technology 33‘Single Central Side & Bundle Type Cable-stayed Bridge with Double Composited Warren Truss Girder: Geogeum Bridge at approximately El. +85.0m, the legs merges together into a double leg structure, where the legs are connected by the anchor boxes for the stay cables. A bell-type steel Caisson method was applied to pylon bases, combined on the top of cast-in-place piles. ah = — a f “ (c) Bird's-eye view of main bridge (d) Pyion Figure 1, General arrangement of Geogeum Bridge The stay cables are for cach pylon arranged in 3 bundles in one central plane, anchored at the top of the bridge girder and at steel anchorage boxes in the centre plane of the pylons. The stays in the in cach of the 3 bundles contains 55 strands for the first bundle, 61 stands for second bundle and 75 strands for the third bundle (Figure 2). 34 Korean Bridge Technology Single Central Side & Bundle Type Cable-stayed Bridge with Double Composited Warren Truss Girder: Geogeurn Bridge ‘The prefabricated 72m large gitder segments [PSW (Parallel strand wire) including concrete deck were transported 10 = INo.I-7 58 strands the construction site by barge. The girder Tes ,] -— WNo. 814.61 strands jo.15-21 + 75strands lifted up and placed on temporary support ‘on jack-up barges by using a floating crane. 7 stays in each bundle were stressed all [Rea] / \ together. Based on this construction method, ~~ it took 9 months for construction. [ See ras Comparing to a traditional erection method, L where short segments are erected by derrick { crane, it is believed that the chosen method with large segment is superior in terms of construction speed and minimizing the amount of work at site, Figure 2. Cable arrangement 2.2 Participants + Owner: The Ministry of Land, Transport and Maritime Affairs of Korea + Structural design: DM Engineering (main bridge) / CHUNGSUK Engineering (approach bridge) + Contractor: Hyundai Engineering & Construction Co. LTD + Sub-contractor: Hyundai Engineering & Steel industries Co. Ltd., OWI A/S & COWI Korea, Freyssinet Korea, VSL Korea + Service date: December 2011 2.3 Main-Quantities. = Deck: 15,449 m° - Pylon: 692 tonf + Conerete: - Foundation: 77,276 m* ~ Pylon & Pier: 16,417 m1 + Structural steel: - Caisson: 5,198 tonf —_- Truss girder: 17,002 tonf + Cable: 1,141 tonf + Pile: 4,413m + Total cost: 244 Million (USD) 2.4 Equipments + Floating Crane + Lifting capacity in the range of 12 to 36 MN + Jack-up Barge :48 MN holding capacity, including self-weight of 18MN + Transporting Barge: 8000 or 12000 DWT 3. CONSTRUCTION 3.1 Foundation & Pylon The pylons are located at approximately 35m water depth and the construction works were complicated by sloping sea bed and some 20m thick layer of soil with poor carrying capacity. The foundation type adopted consisted of a bell type foundation supported on RCD piles, The applied foundation type has several merits that minimizing of environmental pollution through drilling in casing, and reducing the construction period as construction of RCD pile and manufacturing of steel caisson is conducted at the same time (Figure 3). Pylons were constructed by auto-climbing form system (hereafter called ACS), using a tower erane for inner form (Figure 4). Simultaneously, piers were constructed by ACS. Two temporary struts were used to prevent excessive loadings on the legs during construction of the inclined legs. Stay anchorage boxes are installed in three separate blocks per pylon. Height of each anchorage block is 15.5m and weight is approximately 1.5MN. After completion of the pylon legs, the prefabricated stecl anchor blocks were installed sequentially, starting with the upper block. Each anchor block was delivered to the Pylon oss beam by floating crane and subsequently hoisted up to final position by means of strand jacks. Korean Bridge Technology 35‘Single Cental Side & Bundle Type Cable-stayed Bridge with Double Composited Warren Truss Gitder: Geogoum Bridge The connection between the anchor block and pylon legs was established by casting out the voids between anchor blocks and pylon legs with non-shrinkable grout. The shear forces at the joint were transferred by shear studs and post-tensioning at top and bottom of the anchor block (a) Caisson supported on RCD piles. ifting anchorage boxes. 36 Korean Bridge Technology ; Single Central Side & Bundle Type Cable-stayed Bridge with Double Composited Warren Truss Girder: Geogoum Bridge 3.3 Truss Girder ‘The principles of the double warren type truss girder erection by using of jack-up barges and floating cranes at the Main Bridge is to erect two 72m long girder segments — one on each side of the pylon ‘and support the segments temporarily on jack-up barges until a bundle of stays in each segment has heen installed and the girder was free from the temporary support. All segments had beer prefabricated at yard, The concrete deck on top and bottom slab was also casted at yard. The concrete dt the joint between segments was casted at the site. After 1" stressing of the stays, the girder was free from the temporary support on the jack-up barge and the jack-up could be moved to next position, As shown in below Figure 5, the cable-stayed bridge was erected sequentially from step! to step 9, bate gat att - TT Se foe =e 2S Figure 6. n procedure of cable-stayed bridge “The detailed construction sequence for a typical erection cycle was as follows: Stage 1: Erection of segment in side and main span (2 days) Stage 2: Check and repair of welding works (2 days) Stage 3: Placing formwork reinforcement and casting joints in deck slab (3 days) Stage 4: Installation of stays (1" stressing) (7-10 days) Stage 5: Global control and 2 stressing of stays (4 days) The closure of the main span was originally planned to be carried out by means of tie-down cables, Which enabled the two cantilevers to be pulled down to correct geometry prior to closure of the main span. To optimize the construction cost and simplify the off-shore work, the method for closure of the ‘main span was revised and alternative method without the use of tie down cable has been adopted, Figure 6 shows the overview for construction of cable-stayed bridge. As show in below Figure 6(0), the setting beam with maximum capacity of 3.5MN was installed at the both ends of closure segment in order to place the segment to the correct position. Prior to closure, it could be achieved the correct geometry by using ballast and self-weight, instead of using tie down cable. Korean Bridge Technology 37Single Contal Side & Bundle Type Cabiestayed Brige wth Double Composted Warren Truss Girder: Geogeum Bridge (6) Erection of Pylon Segment (e) Side span closure (f) Main span closure Figure 6, Overview for construction of cable-stayed bridge 4. CONCLUSION ‘The bridge girder is a 6.0m double composited warren steel truss girder with carriageway on the upper conerete deck and a walk and bicycle path on the lower steel deck. The typical girder length is 72m and weights of up to some 25MN. The jack-up barge and floating crane are required to erect the long girder segment, The stay cables are arranged in 3 bundles in one central plane. 7 stays composed in each bundle were stressed all together. Due to the long girder segment and the stressing work of the bundled stay cable, it possible to reduce the off-shore works and imize the construction time, When the 2" Geogeum Bridge is completed, it will improve island living environment and the means of transportation for residents, Furthermore, the bridge will be one of the most attractive landmarks on a coastal tourist road at the South Korean Peninsula 38 Korean Bridge Technology ‘Owner. ‘The Ministry of Land, Transport and Maritime Afiairs Structural design: DM Engineering Co., Ltd, (main bridge) CHUNGSUK Engineering (approach bridge) Contractors: Hyundai E&C Co. Lid. Sub-Contractors: Hyundai Engineering & Steel industries Co., LTD., COW! A/S & COW! Korea, Freyssinet Korea Co., Lid., VSL Korea Sorvice date: December 2014 Conerete (m°) ~ Foundation: 77,276 - Pylon & Pier: 16,417 - Deck: 15,449 Structural Stee! (1): 500 ~ Caisson: 5,198 ~ Truss girder: 17,002 = Pylon: 692 Cable (1): 1,144 Total cost (USD million): 244 CONSTRUCTION OF THE LARGEST CABLE-STAYED BRIDGE WITH CONCRETE GIRDER: HWAMYUNG BRIDGE Kwang-Soo Kim’, Eun-Chul Lee”, Chun-Soo Lee’, Eui-Taek Yoon’, Jong-II Jung’ * Manager, Ph.0., Hyundal E&C Co., Ltd, Korea, biocon@hdec.co.kr 2 Deputy Manager, M.S., Hyundai E&C Co., Ltd, Korea, muckkaby@hdec.co.kr ® Manager, B.S., Hyundai E&C Co., Ltd, Korea, 8210864@hdec.co.kr “Deputy Manager. P.E., Hyundai E&C Co., Ltd, Korea, etyoon@hdec.co,kr 5 Director, P.E., Dohwa Engineering Co.., Ltd, Korea, jongil2000@dohwa.co.kr 4. INTRODUCTION Hwamyung Bridge forms the key section of the external ring road connecting the east to the west of ‘Busan, which is the second largest city in Korea after Seoul. It is a part of a construction project to build the “Chojeong-Hwamyung Road’ providing a link between Hwamyung-dong of Busan and Gimhae-si. The bridge is composed of a prestressed concrete cable-stayed bridge and three steel box girder bridges ‘The cable-stayed bridge is 500m long, and its main span is 270m long. The contract for the project ‘was entered into in March 2007 to commence the construction work in August. At the center span closure in November 2010, the erection of cable and box girder, which is a major portion of the bridge construction, was completed, 2. GENERAL PRESENTATION OF THE PROJECT The main bridge is 500m long and consists of the central 270m cable-stayed span with 2 side spans of 115m. It has a PSC girder deck and is supported by reinforced concrete pylons 93m high. The Approach bridges have steel box girders with reinforced concrete deck. The Contract for the Project ‘was entered into in March, 2007 to commence the construction work in August 2007, With the center span closure in November 2010, the erection of cable and box girder, which is a major portion of Hwamyung Bridge construction, was completed. Hwamyung Bridge may be opened to traffic in 2012, considering the funding problem. Korean Bridge Technology 39Construction of the Largest Cable-stayed Bridge with Concrete Girder: Hwamyung Bridge 3. CABLE-STAYED BRIDGE 3.1 Description ‘The general arrangement of the Hwamyung Bridge is shown in Figure 1. The cable-stayed bridge is symmetrical, comprising a main span of 270m and two equal side spans of 115m. The stay-cables are spaced at 6.8m along the box girder and arranged in a semi-harp configuration. They are anchored at central single towers with vertical legs extending 65m above the deck. cccaras.o sisi 500 aaroescs ec age Figure 1. General arrangement of Hwamyung Bridge 3.2 Substructure ‘The cable-stayed bridge is located in the deepest part of the Nakdong River whose water level rises to 8 meters or higher during the rainy season. Taking such hydrological features into account the bridge, substructure of Hwamyung Bridge was constructed using a cofferdam in place of pier. ‘The cofferdam applied to Hwamyung Bridge was built by setting up a single layered sheet piles in the shape of a circle, thereby drastically improving structural efficiency. Also, the entire space in the cofferdam was filled up with sand, so that the piling work could be done in a dry condition. Figure 2 shows conceptual drawings for the single layered circular cofferdam with ring wales applied to Hwamyung Bridge. rer (@) General plan view (0) Cross section of coffer dam Figure 2. General view of circular cofferdam The cofferdam for the Hwamyung Bridge pylons was designed to be 3m larger than the diameter of the pile cap (D=22m). The structural and hydrological analyses indicated that a sheet pile should be driven to the depth of 24.0m from the riverbed. The load-supporting ring wales were prefabricated before installation. Figure 3 illustrates the construction process of pylon using circular cofferdam. 40 Korean Bridge Technology Construction of the Largest Cablo-stayed Bridge with Concrete Girder: Hwamyung Bridge (a) Installation of guide pile (b) Driving ofsheet pile (c) Digging of soil inside casing (@) Excavation of soil (©) Construction of pile cap (0 Construction of pylon Figure 3. Construction of pylon using circular cofferdam 3.3 Prestressed Concrete Box Grider 3.3.1 Design of Box Girder ‘The box girder was constructed in segments, each 6.8m long, to match with the space between cable anchorages. A typical segment of box gitder is 27.8m wide by 6.8m long by 4.0m deep. The scale of cantilever launching is the world’s greatest among those using the same construction method, thereby reducing the construction time. It consists of a single cell box with inclined webs and a transverse diaphragm wall with tie tendons provided to transfer the stay cable forces from the anchorage area at the top slab to the bottom slab and over the full depth of the box. Flat type tendons were arranged in the diaphragm wall to control tensile stress of concrete. Figure 4 shows the cross section and transverse diaphragm wall of the box girder. (a) Typical cross section of box girder (b) Anchoring of stay cable Figure 4. Design of box girder 3.3.2 Construction of Box Girder The box girder was constructed in segments, each 6.8m long, to match with the space between cable anchorages. A typical segment of box girder is 27.8m wide by 6.8m long by 4.0m deep. The scale of cantilever launching is the world’s greatest among those using the same construction method, thereby reducing the construction time. Korean Bridge Technology 41Construction of the Largest Cable-stayed Bridge with Concrete Girder: Hwamyung Bridge The box girder of the Hwamyung Bridge is constructed in a sequence of concrete casting, curing movement of the form traveler and the erection of the stay cable by balanced cantilever method. Steel reinforcing is done in the lower slab and the web, and then in the upper slab with the sheath pipe installed at the same time. Following the steel reinforcing concrete is poured into, and then cured before tensioning of the internal tendon is started. The typical cycle time for the casting of a pair of new segments including the erection of the stay cable was 20 working days. The box girder of Hwamyung Bridge was constructed in a sequence of form traveler setting, rebar arrangement, concrete casting, launching of form traveler and the erection of stay cable as shown in Figure 5. Concrete for the box girder segment was poured monolithically to reduce the cycle time for construction of box girder. The typical cycle time for the construction of a pair of segments was 20 ‘working days including the erection of stay cable. (a) F/T setting & rebar work (b) Concrete casting (©) FT launching Figure 6. Construction sequence of box girder 3.4 Stay Cable 3.4.1 Design of Stay Cable ‘The MS (Multi-Strand) type cable was adopted for Hwamyung Bridge as it offers a wide range of options responding to various factors that may occur during the construction of conerete cable-stayed bridge and also enhanced durability. This type of cable necessitated installing a larger duct pipe, ‘compared to PWS (Parallel Wire Strand), putting it into a disadvantageous position in terms of wind load. However, it was considered that this type of cable would enhance workability, including the stressing and adjusting of the stay cable. In comparison with PWS type, the cable installation in ‘Hwamyung Bridge could be reduced by moving the form traveler to the following position prior to stay cable stressing, The stay cables are spaced at 6.8m along the box girder and arranged in a semi- harp configuration. They are anchored at central towers with vertical legs extending 65m above the deck (Table 1) Table 1. Description of stay cable aoa TE 7 si a 7 7 0 o pa 7 7 0 ozs 8 8 oo, | Fre | (era ea ae | ea [meer | —aewx | es] | rt | re ten] ree —] F commer es _| (eniavaee | tsxtamenn | cicmean | ita | OSetama | aires | KG 42. Korean Bridge Technology Construction of the Largest Cable-stayed Bridge with Concrete Girder: Hwamyung Bridge 3.4.2 Introducing the Cable Force Preparatory work for laying the stay cuble for Hwamyung Bridge does not differ much from that for laying the typical MS type cable. The formwork tube, which is used to install the stay eable at the ‘anchorage part of the pylon and at the box girder, needs to be installed prior to placing of reinforcement for the cable anchorage part. Sinice the tube needs to be installed at the precise location find angle in the longitudinal direction taking into account the longitudinal and angle displacement occurs during concreting of the box girder, the process is usually time-consuming Each HDPE tube (stay cable duet) was manufactured in a standard length of 11.8m at the factory prior to delivery to the construction site to minimize its loss, and then connected with one another end-to- tend to obtain the required length. The connected HDPE tube was spread out over the box girder, and then the master strand was inserted into the tube for installation. Subsequently the cable was pulled up towards the pylon using the shuttle, and then temporarily anchored with a wedge to cut into the required length on the cutting bench on the box girder. The cutting position of the cable is determined taking into account the extra length required in anticipation of the cable stressing and adjusting work. The PE sheath was removed appropriately considering the Iength of the anchorage and the jaw position prior to cutting the strand, It is important to control the tension level evenly distribute among the strands in MS type cable, For tensioning work of stay cable, Hwamyung Bridge employed the AQ Stressing System used by SE Corporation of Japan. Once the design tension force was determined, an unstressed length was calculated, Figure 6 shows the basic algorithm and the application of AQ System. Figure 6, Stressing system of stay cable (AQ System) The initial state was evaluated prior to cable installation but the key factor is the distance between the pylon and the anchorage position of the box girder. By inputting such data into the AQ System, the stressing process was started by means of an oil jack controlled by the AQ System. Figure 7 shows the installation of stay cable at gitder and pylon side. 3.5 Installation of Key Segment The longitudinal length of key segment is 5.0m in side span. The longitudinal lengths of key segments for the closure of box girder are 5 m and 2.5m long in side span and central span, respectively. The deflection was expected to exceed 200mm at the fore-ends of the box girder in side spans during concrete casting, To control the displacement caused by casting the key segment concrete, a temporary device was introduced as shown in Figure 7. Korean Bridge Technology 43Construction of the Largest Cable-stayed Bridge with Concrete Girder: Hwamyung Bridge To control the tensile stress of temporary device and displacement of box girder within an allowable level, numerical analysis was performed. In addition, to keep the displacement controlled within a range of Imm during the concrete casting, key segments of side spans were constructed in two stages. Concrete for key segment was placed at the midnight to reduce the effect of solar radiation. (a) Longitudinal cross section of side span (b) Analysis model (c) Strut against deflection of fore-end of box girder Figure 7. Temporary device for the key segment in side span 4, CONCLUSION With the center span closure in November 2010, | Owner the erection of cable and box girder, which is a | Busan City major portion of Hwamyung Bridge construction, | Structural design: ‘was completed. Hwamyung Bridge may be opened | _ Dowha Engineering Co., Ltd Contractors: to traffic in 2012, considering the funding problem, Hwamyung Bridge connecting Busan Metropolitan City and Gimhae-si provides momentum to the increasing of construction of concrete cable-stayed bridges, which has stopped for quite a while in Korea. A large-scale form traveler operation, a new type cofferdam and the advanced box girder shape are expected to set a good example to developing the construction technology of prestressed concrete cable-stayed bridge in the future. Hyundal E&C Co. Ltd Service date: December 2011 Concrete (m") - Deck: 9,596 = Pylon: 1,256 ~ Foundation: 10,170 Structural Steel (t): 3,891 Cable (t): 564 Total cost (USD million): 42.5 REFERENCES [1] Kim, K.S., Lee, E.C., Lee, CS. (2010). "Design and Construction of Hwamyung Bridge." Proceedings of 2011 KSCE Structures Congress, Incheon, Korea (2] Kim, KS., Lee, E.C. (2010). "Construction of Stay Cable and Box Girder in Hwamyung Bridge." Journal of the Korea Concrete Institute, Vol. 22, No. 2, pp. 55-59. [3] Kim, K.S (2009). "Construction of Substructure in Hwamyung Bridge." Journal of the IABSE Korean Group, Vol. 1, pp. 28-36. [4] Kim, K.S., Cho, E.K., Lee, CS., Jun, H.G, and Lee, M.S. (2007). "Design and Construction of Hwamyung Bridge." Journal of the Korea Concrete Institute, Vol. 19, No. 5, pp. 58-61 44 Korean Bridge Technology INTRODUCTION OF MOKPO CABLE-STAYED BRIDGE Byung-Ki Yoon’, Han-Su Chai’, Kyoung-Hoon Leem? ‘Managing Director, GS E&C Co., Ltd, Korea, bkyoon@gsconst.co.kr *Project Manager, GS E&C Co., Ltd, Korea, hschai@gsconst.co.kr *Senior Engineer, GS E&C Co., Ltd, Korea, khleem@gsconst.co.kr 1, INTRODUCTION ‘The Mokpo Bridge construction project has been designed as a detour connecting the North Harbor to Goba Island (Figure 1), to improve the accessibility between the New Harbor and logistics facilities near Mokpo city, such as the West Coast Highway and Muan International Airport and to respond to the transportation demand in the region, The total project length of this sea-crossing infrastructure construction project is 4.13km Eo Ae and the total length of the bridge structures is GS onea 3.06km. The bridge structures take the bulk of re the construction, and in particular the main Le aa bridge going across the main seaway of the Ky Mokpo Harbor is Korea's first cable-stayed bridge that adopts the 3-way cable system. Mokpo Cable ron Stayed Bridge When completed, the main bridge with a total span length of 900m will be the second longest span cable-stayed bridge in Korea, and it is expected to be a landmark for Mokpo city and a gateway to the Mokpo Harbor. The approaching bridges connected to both the start and end point of the cable-stayed bridge, are precast concrete box girder bridges with a total length on both sides of 2.16km. CEN This project was initiated in 2005, and will be completed in June 2012. Harbor Figure 1. Project location Korean Bridge Technology 45Introduction of Mokpo Cable-stayed Bridge 2. DESIGN 2.1 General Description ‘The main bridge of the project is a 3-span cable-stayed bridge. Figure 2 shows plan and elevation. The type of the main girder is a steel box with a 24.5m wide roadway (4 lanes, excluding fairings) and the pylons are conerete structures. The total length of the main bridge is 900m. It consists of a center span ‘of 500m and side spans of 200m on each side (200m+ 500m+200m). The clearance and width of the navigational channel is 53m and 400m, respectively. Figure 2. Plan and elevation 2.2 Superstructure Main Girder The cross-section of the deck of the cable-stayed bridge was designed in a streamlined shape with fairings on both sides of the section for wind stability (Figure 3). The upper and lower flanges consist of 14mm and 10, 12, 18mm steel plates, respectively and the flanges are reinforced by Usribs and [-ribs longitudinally, Figure 3. Typical section of main girder The length of a typical girder segment is 15m and the plate-type diaphragms are placed at every 3m and 3.25m. The steel category for the primary members is SM520 (Korean specification for highway bridge, Allowable stress 210 MPa). 46 Korean Bridge Technology Introduction of Mokpo Cable-stayed Bridge Stay Cable The 3-way cable system is adopted Center Span, for the stay cable arrangement from the aesthetic, point of view. So, in the center span, the stay side Sear cables are anchored at the outer webs of the ‘eross-section and in the side spans, they are anchored at the center line of the road as shown in Figure 4, For this purpose, structural salety, especially against torsional moment of the side spans was verified. The anchorages of the center span are designed to be exposed above the upper flange and those of the side spans are placed in the interior of the girder as shown in Figure 5. Figure 4, 3-Way cable system abi Figure 5. Anchorages of deck Bundle of strands Golvanised The Multi-Strand (MS) type (Figure 6) is adopted 4 A¥2°9 for the stay cables, and they are classified by 4 a groups according to the number of strands in a stay Wax (33, 55, 61, 73 strands). The Strand is 7-0.62"° galvanized PC strand and its tensile strength is 1770 Te densay Pe The HDPE pipe that protects the strands is a helix type advantageous for wind-rain vibration and a friction damper is adopted as a countermeasure for cable vibration. polyeinylene Figure 6. Cross section of MS cable The typical stay cables are anchored at intervals of 15m, but on the other hand, at intervals of 6.5m for the back stays of side spans (five pairs of stays anchored at the end of the side span). 2.3 Substructure Foundation & Pylon As there are many vessels navigating the main seaway of the Mokpo Harbor it was necessary to find a quick way to erect the foundations of the main bridge, because the amount of time available to work using the floating crane was restricted. Thus, caisson foundations were adopted considering site conditions. The caisson foundation consists of @ steel caisson (steel form), a RC structure as the body with the shape of grid cross section and filling concrete. a The pylons are concrete structures with a diamond shape, and a height of 167.5m. The cross beam of the pylon is a PSC box girder and it is located 45m above from the base of the pylon (Figure 7). Figure 7. Foundations of main bridge & pylon Korean Bridge Technology 47Introduction of Mokpo Cable-stayed Bridge 3. CONSTRUCTION Foundation & Pylon The 4 steel caissons (as formwork) were fabricated on the ground of a dock near the site (Figure 8). ‘They were lifted and set to their design positions by 3,000 tonf and 1, 500 tonf floating cranes for pylons (PY1, PY2) and side piers (P18, P19) respectively. alsson & erection of pylo ‘The self climbing form was used for the conerete work of pylons. The post tensioning tendons were designed in the cross beam, and. the stay cable’s anchorages of the pylons were reinforced by PT bars. Pylon Table The first large block of girder segments was installed by a 3,600 tonf floating i Secsay crane and temporarily ‘stayed by temporary on qo cables and temporary supports on the cross beam (Figures 9 and 10). Then, the second large block was installed by 2,200 tonf floating crane and also stayed by temporary cables with connecting joint devices. The temporary cables were removed after the second pair of permanent stay cables had been installed, The temporary cables made it possible for the floating crane to leave as soon as possible so that joint welding and bolting could be done quickly in static circumstances with — the floating crane’s wires disconnected and without any dynamic influences due to the waves rection of the ite ables block with Completion of p 48 Korean Bridge Technology Introduction of Mokpo Cable-slayed Bridge Stay Cable The stay cables are post-tensioned at the anchorages of the pylon by a mono strand jack ‘The strands in a cable are stressed one by one, but all the strands in one cable end up all at the same tcnsion forees though equalizing process (Figure 11). © 11, Installation of stay cables Typical Segment The typical segments with a length of 15m are designed to be erected by derrick ranes, and they are erected by using the Balanced Cantilever Method (Figure 12). This process is now in progress as of April 2011 Figure fection of typical segment Side Span & Center Span Closing Two large blocks of each side spans with a length of 31.95m are planned to be erected by using a floating crane (Figure 13). They will connect the side spans to the approaching bridges in early May 2011. And, the final key segment closing of the center span is planned to be done by the end of July 2011. The key segment will be lifted by using the derrick crane. Figure 13. Landscape before side span clo Korean Bridge Technology 49Introduction of Mokpo Cable-stayed Bridge A CABLE-STAYED BRIDGE: THE GEOBUKSEON BRIDGE A CABLE-STAYED BRIDGE: THE GEOBUKSEON BRIDGE Approaching Bridge The approaching bridges are connecied to both the start and nd station of the main bridge, respectively. Each approaching bridge consists of three 6- span continuous PSC box girders with a 60m span length, The length of each bridge is 1,080m (3x6@60m) thus, the total length is 2,160m. There are 4 lanes in the Tbox 2cell cross-section with a 20.9m wide width. ‘They are erected by using the Precast Segmental Method (PSM) with the above type launching girder. The erection is now in progress and will be finished in November 2011, Figure 14 shows the erection view of t he approaching bridge. Kwang-Min Lee’, Dae-Young Park’, Joo-Taek Park’, Sang-woo Lee’, Jahgeol Yoon” ‘Manager, Ph.D., Daelimn Industrial Co., Ltd, Korea, kmlee@daelim.co.kr *Manager, Ph.D., Daelim Industrial Co., Ltd, Korea, dyperk@daelim.co.kr Sassistant Manager, Daelim Industrial Co., Ltd, Korea, house @daelim.co.kr “associate, Daelim Industrial Co., Ltd, Korea, iswassa@daelim.co.kr *Senior Manager Ph D.,Daelim Industrial Co., Ltd, Korea, joonjg@daelim.co.kr Figure 14. Approaching bridge, PSM bridge has a 230m main span with two 117m-long side spans, bringing the total length of the main | 1, INTRODUCTION Construction of the Geobukscon Bridge (2° Dolsan Bridge) in YEOSU Korea was being carried out 4, CONCLUSION by Daclim and structural works were completed in April, 2012. The new link was intended to reduce congestion and acted as an important infra-structure link during the Yeosu Expo which had been held Mokpo Bridge is Korea’s exemplary cable- in May, 2012. The bridge had been built by contractor Daclim for client Iksan Regional Construction stayed bridge, combining a practical design, [One 1 & Management Administration, and designed by Daelim Consortium — a team of Daelim Industrial sophisticated geometry control method and |“ iinistry of Land, Transport and Maritime Affairs Company and Yooshin Engineering Corporation. The Geobukseon Bridge with 744m long is divided state-of-the-art technology of GS E&C | structural design: } into an approach bridge and a cable-stayed main bridge. The approach viaduct is 280m long, with 8 Corporation. Upon its completion in June Dasan Consultants Co., Ltd. | spans of 35m in length consisting of post-tension beams and cast-in-situ slabs. The main cable-stayed 2012, with high caliber technology accompany | Contractors: ing its beautiful appearance and scenic GS E&C Co., Lid. : bridge to 464m. The aim of this article is to describe the planning, design and construction of the surroundings, Mokpo Bridge will serve for safe | Service date: Bbridge. transportation, and will contribute to the | June 2012 region for development in transportation, logistics and the economy, while positioning itself as a symbol of Mokpo city. Also, the design and construction technology developed through this project will help advance construction technology for the long span cable-stayed bridge. Conerete (m°) = Pylon: 12,700 - Foundation: 45,600 ‘Structural Steel (t): 11,000 Cable (t): 1,400 Total cost (USD million): 285 a eysaas e838 ey Spas Figure 1. Layout of the Geobukseon Bridge (Units: m) 50 Korean Bridge Technology Korean Bridge Technology 51A CABLE-STAYED BRIDGE: THE GEOBUKSEON BRIDGE 2. CHARACTERISTICS IN DESIGN ‘The main bridge has four lanes of traffic on a concrete deck which has an edge girder of reinforced concrete consisting of two edge beams that are approximately 1.5m deep and 24.2m wide, with a deck slab thickness of 0.25m between the edge beams. The edge beams are about 24m apart, and at every 4.5m a post-tensioned transverse beam connects the two edge beams. The width of the edge girder of the full staging method (FSM) part was designed to be larger than that of the free cantilever method (ECM) part in order to control the negative reaction at the end pier as the weight of the side span increased. The bridge has two side span key segments and one main span key segment, All key segments have an equal length of 1.25m as shown in Figure | When the pier table is supported on the cross-beam of pylon with a number of bearings, relatively large negative moment develops and the tensile stress may exceed the allowable stress limit at the top of the deck. Using a floating system can decrease this negative moment remarkably, as the pier table is supported only by permanent stay-cables. As a cross-beam is not needed, installing the pier table on the pylon was simply done via a heavy lifting method, However, this system required control of the ongitudinal displacement during the construction of the deck and the installation of additional cables on the pier table. The deck, using a floating system, is restrained transversely at the pylons and is free to translate longitudinally and transversely at the piers during service. Supports for the bridge deck consist of two pylons and four piers. The pylons are “H” type pylons with a height of about 90m with a cross-beam at the height of about 60m (Figure 2). The pylon eross~ section is a hollow box with a wall thickness 0.6m. The inclined leg of ubout 85° of the hollow box from the foundation top at 56.6m has a sections of 2.5~4.5 x 4.5m. And, the vertical leg of the hollow box from 56.6m to 90m has 2.5 x 4.5m. The upper cross-beam of the pylon has a hollow box section of 3.5 x 3.2m with a wall thickness of 0.6m. It was pre-stressed. Piers are located at the ends of the side span and at the intermediate position in the end span (about 35m from the end). Each pier cross- section is a hollow box of 3.0 x 3.0m with a wall thickness 0.6m. By installing the piers, the variance of the moments is reduced compared to the large variance when not using these components. Moreover, tensile stress does not occur at the deck and structural efficiency and reliability are increased. In addition, a tie down cable is not required because the weight of the edge girder between the intermediate pier and the end pier can be increased. Therefore, installing piers stabilized the structural behavior and minimized the force on the members. ‘The deck girders, slabs, and pylons are designed with characteristic cylinder strength of 40 MPa. aa sm, pa ae a ee ct remy ee {lal fel Bla goa te ea q il te eee ee a lars? Gne eave (crea aileg (a) FOM Part a vue xu “aaa yp 3 ui \ . Wp Lata ie AT a e aa = a is as ae (0) FSM Part (c) Pylon Configuration Figure 2. Cross-section of Girder and Pylon (Units: mm) There are two planes of stay-cables arranged in a fan configuration. There are 52 cables on cach plane, ranging in size from 23 to 49 multi-strands of 15.7mm. The tensile strength of a strand is 1860 MPa 52 Korean Bridge Technology A CABLE-STAYED BRIDGE: THE GEOBUKSEON BRIDGE and the total weight ofthe slay-cables is about 350 tons. Live anchorages of the stay-cables exist at the pylon, and dead anchorages are atthe deck. 3, MAIN FEATURES OF THE CONSTRUCTION METHOD 3.1. Foundation ‘The caisson and cast-in-place conerete piles were used for the foundation of PYI and PY2 respectively (Figure 3). For the foundation of PY1, two small caissons were chosen. The biggest benefit of this decision was that only the 1,300 ton floating crane was needed to install the caisson foundations, which was cheaper and did not interfere with shipping at the site. Cast-in-place concrete piles were chosen for PY2 because of the difficulty of waterproofing such a shallow foundation and {he fact that the shallow depth of just 3.9m restricted access by the floating crane. After reclamation ‘work had been carried out, 15 drilied shaits of 2.4m in diameter and up to 55m deep were installed. Figure 3. Caisson (PY1) & Cast-in-place concrete pile (PY2) 3.2. Pylon Construction of the tower legs was carried out using automatic climbing system formwork, in lifts varying from 3m to 4m height. Each segment took about seven days to complete. When the climbing form reached a height of 72.9m, it is initially planned to construct cross-beam and tower simultaneously. However, in order to minimize construction cost and facilitate the construction work, we decided to construct eross-beam and tower separately. Figure 4. Construction of Pier Using ACS (Auto Climbing System) Form Korean Bridge Technology 53A CABLE-STAYED BRIDGE: THE GEOBUKSEON BRIDGE 3.3. Girder The pier table was cast at the bottom level of the tower and raised to its final level by jacks with a pacity of 120 tons, When lifting the pier table, the assumed weight was 540 ton. After setting the pier table, the distribution of cable stress and the variation of the forces in each stay had to be considered in order to maintain successful geometry control igure 8. Heavy lift le table an slung form An underslung FT (form traveler) supported by permanent stays was chosen — this self-launching, system is designed for in-situ casting of the segment using the free cantilever method (Figure 6). During casting of the segment, the traveller is supported at the leading edge by permanent stays which are threaded through the stressing block anchored at the longitudinal truss, and by hanger bars anchored to the previously-cast segment at the ough the hanger frame. Using an underslung form traveller supported by permanent stays, however, means that the tensile stress in the deck falls within the service limits at all times, Also the time taken to cast each segment was reduced, due to the fact that it was possible to east the edge and the stab at the sare time, Figure 6, Underslung form traveller supp manent sta The PTI and FIB recommendations specify a directional installation tolerance of the bearing plates and guide pipes of about #03 degrees around the theoretical axis of the stay-cable and a tolerance on the position of the reference point of the anchorage in x, y, and z-directions of :10mm. Satisfying the directional installation tolerance is not simple in the case of cast-in situ anchorage due to the complex interaction between the guide pipe and the reinforcing steel of the deck, Moreover, some movement occurs during the casting of the concrete, Therefore, for convenience of construction and the accurate setting of the deck anchorage, a part of the deck anchorage, the stay blister, was 54 Korean Bridge Technology A CABLE-STAYED BRIDGE: THE GEOBUKSEON BRIDGE precast precisely at a separate, After launching the FT, the stay blister was installed using a tower crane, Figure 7, Pre-casting of the deck anchorage (Stay blister) After the erection of the last-segment in PY1 main span, the underslung FT was launched back to position of middle segment. The underslung FT heavy lowered to the barge by jacks with a capacity of '20 tons. Heavy lowered underslung FT was moved at the pylon 2 foundation and lifted to the deck again. aveller 3.4. Cable Choice of a dual-plane stay cable system is intended to increase the resistance and aerodynamic stability of the structure, The external pipe of each cable also has helical lines around its surface to improve the aerodynamic behavior of them. The strands are galvanized, covered with wax, individually sheathed, and then placed inside a plastic pipe without grout. The cables were supplied by VSL. and installed with a mono strand jack using strand by strand installation method. Strand installation and stressing was carried out after installation of HDPE stay pipe. They were stressed from the upper end in the tower, where the concentration of anchorages makes the process more efficient, Korean Bridge Technology 55A CABLE-STAYED BRIDGE: THE GEOBUKSEON BRIDGE 4. CONCLUSION Construction of the Geobukseon Bridge started in June of 2008 and the main span key segment was erected in November of 2011. The completion of the entire link was done at June of 2012. This article briefly described key technologies for the planning, design and construction of the Bridge. The various structural systems applied in the construction of the bridge proved to be very economical and efficient compared to those used with conventional steel-cable-stayed bridges. Various techniques adopted for this bridge can be applied for the construction of similar concrete cable-stayed bridge projects. 56 Korean Bridge Technology [i Owner. Iksan Regional Construction & Management Administration Structural design: Yooshin Engineering Corporation Contractors: Daelim industrial Co,, Ltd Service date: June 2012 Concrete (my = Deck: 7,495 = Pylon: 3,119 - Foundation: 7,025 Cable (1): 350 Total cost (USD milion): 30 DESIGN AND CONSTRUTION OF CABLE-STAYED BRIDGE; YEOSU BRIDGE Jin-Sang Joo’, Young-Jun Hong’, Jeong-Gu Kim* “project Manager, GS E&C Co. Ltd, Korea, jsjoo@gsconst.co.kr ®genior Manager, GS E&C Co., Ltd, Korea, |g60578@gsconst.co.kr SSenior Engineer, GS E&C Co.,Ltd, Korea, kjk1020@gsconst.co kr 1, INTRODUCTION The construction of the access road to the Yeosu National Industrial Complex is the one linking Yeosu, Myodo, and Gwangyang as @ national highway route; this project was publicly announced in design build practice during bidding by dividing all work zones (a total length of 9,S82km with total construction costs amounting to 969.5 billion won) into 5 zones in 2006 through the process of a preliminary feasibility test in 2004 and the framework plan establishment in 2005, Afterwards, contractors were selected by work zone through the basic design in 2006, and its construction was, launched at the end of 2007 with the completion of the final design in 2007. The work zone 1 including Yeosu Bridge (a total length of 1.945km containing 1.41km of sea crossing bridge) for construction of the access road to Yeosu National Industrial Complex is being carried out by GS E&C vith a total construction cost of up to 192.6 billion won (Figure 1). rangement of Yeosu Bridge igure 4 2, GENERAL PRESENTATION OF THE PROJECT 2.1 General Description Yeosu Bridge is the one belonging to work zone 1 for building the access road to the Yeosu National Industcial Complex which links the Yeosu Industrial Complex and Gwangyang Industrial Complex (Figure 2), and it was designed in a four-lane composite cable-stayed bridge with a main span length of 760m and width of 25.9m among a total length of 1.945km linking Wolnedong and Myododong in Korean Bridge Technology 87Design and Construction of Cable-stayed Bridge: Yeosu Bridge Yeosu-sis its total construction period was planned as 60 months (from November 2007 to October 2012). However, at the same time of the start of construction, the necessity of the early opening of the access road to the Yeosu National Industrial Complex in order to substitute for national highway 17 which was already overcrowded greatly came to the fore for the successful hosting of the Yeosu World Fair (May, 2012). GS E&C examined and applied multilateral plans for reducing the construction period while retaining structural stability by aggressively reflecting on-site conditions like this Figure 2. Location 2.2 Design Criteria ‘Yeosu Bridge was designed based on the Korean Standards, Specifications and Guidelines (2005) and design guidelines of the cable steel bridge (2006) and partially on foreign spec criteria, The major criteria of the design are as follows: * Design Speed: 60 knv/h + Facility Limit: 300m x 52m (sailing boat 4,000 TEU) + Basic Wind Speed: 40.4 m/s + Acceleration Coefficient of Earthquake: 0.154g (Ist grade in Earthquake-proof) 2.3 Cable-Stayed Bridge 2.3.1 Description Figure 3. General arrangement of Yeosu Bridge Yeosu Bridge is a S-span cable-stayed bridge and its span length consists of 430m main span and 105m--60m side span, and its tower was designed in a gate-shaped (H-shape) concrete pylon of 166m 58 Korean Bridge Technology Design and Construction of Cable-stayed Bridge: Yeosu Bridge (162m) while its stay cable is placed as 9 semi-fan of 34 strands of cable per tower in the form of a ‘Multi Strand (Figure 3). 2 Superstructure - ae mitginder of the Ycosu Bridge is the form of the composite stel gir, adopting the method of indirectly delivering the tensile force of stay cable to the main girder through an anchorage girder and tmucket. Accordingly, the Ishape main gitder of 2.6m in height and the Il-shaped anchorage girder of Dom in height are tightly connected by @ cross beam with an interval of 4.0m and the floor plate ‘consists of pre-cast concrete pane! of 370mm in thickness (Figure 4). | “axa ‘oto 230. cagwsa "Naat Sate i —————— ELT Figure 4. Typical section of the deck 2.3.3 Substructure For the pylon, the design simplified its load transfer system for securing the structural stability by placing 2 main pylons which have a pentangular cross section vertically in parallel with each other, and placing a rectangular cross beam which introduces pre-stressing as a steel girder support and the ‘upper part of the main pylons, directing a deft and refined eye catching view at the same time (Figure 5). t 4 — Figure 5. Arrangement of the pylon Korean Bridge Technology 59