Akashi Kaikyo Bridge

Address: 4 Higashimaikocho, Tarumi Ward, Kobe, Hyogo 655-0047,

Country: Japan Japan

Name ID

Md. Saiful Islam 190320134

Mehedi Hasan Shourov 210220098

Pankaz Dhali 210220159

Md Nasir Uddin 210220084

Md.Shofiullah 210220148
Introduction
The Akashi Kaikyo Bridge is a suspension bridge which links the city of Kobe on the Japanese island of
Honshu to Iwaya on Awaji Island. It is part of the Kobe-Awaji-Naruto Expressway, and crosses the busy and
turbulent Akashi Strait. The Akashi Kaikyo Bridge is a suspension bridge which links the city of Kobe on
the Japanese island of Honshu to Iwaya on Awaji Island. The construction work was started in May, 1988
and completed in April, 1998 after 10 years’ construction period.
Location: Kobe, Awaji Island, Awaji
Opened: April 5, 1998
Total length: 3,911 m
Construction started: May 1988
Bridge type: Suspension bridge
Height: 282.8 metres (928 ft)
Background

The Akashi Kaikyo Bridge replaced a ferry service that used to connect the city of Kobe and the island
of Awaji across the Akashi Strait. The ferry service was vulnerable to the frequent storms that plague
the strait and as a result construction on the bridge began in the late 1980s. The Akashi Kaikyo Bridge
forms part of the Kobe-Awaji-Naruto Expressway, the easternmost route of the bridge system linking
the islands of Honshu and Shikoku. The bridge crosses the Akashi Strait (width 4 km) between Kobe
on Honshu and Iwaya on Awaji Island; the other major part of the crossing is completed by the Ōnaruto
Bridge, which links Awaji Island to Ōge Island across the Naruto Strait.
Investigations
Investigations for a bridge across the strait were first conducted by the Kobe municipal government in
1957, followed by an evaluation by the national Ministry of Construction in 1959. In 1961, the
Ministry of Construction and Japan National Railways jointly commissioned the Japan Society of Civil
Engineers (JSCE) to conduct a technical study, and the JSCE established a committee to investigate
five potential routes between Honshu and Shikoku. In 1967, the committee compiled the results of the
technical study, concluding that a bridge across the Akashi Strait would face "extremely severe design
and construction conditions, which have no similar examples in the world's long-span bridges" and
recommending additional study.

Quick Facts

1. Spans the width of the dramatic Akashi Strait

2. The bridge was opened in 1998
3. Illuminated by over 1,600 lights
4. You can climb to the top of the towers

What to see
Beneath the bridge from the Kobe side, you can access the Maiko Marine Promenade, which affords
views of the interior of the colossal bridge, as well as the Akashi Strait and Osaka Bay.
For a more exclusive all-access pass to the bridge, consider one of the guided tours by a company a
company called Honshu-Shikoku Bridge Expressway Company. These tours enable you to climb to the
top of the bridge's 300-meter tall towers and give access to areas of the bridge usually restricted to the
public.
Construction
Akashi-Kaikyo Bridge was constructed under such severe natural and social conditions.
The Bridge was designed to resist both strong wind, 80m/sec, and great earthquakes such as an inter-
plate type earthquake which predicts to occur around Pacific Ocean and an earthquake directly above
its epicenter like the Southern Hyogo Prefecture Earthquake in 1995.
In addition, huge foundations had to be constructed in the deep sea of 60m and under the fast tidal
current of 4.5m/sec. The structure also has to support the vertical force of 120,000t.
Although the central span length of the Bridge is about twice as long as those of previous suspension
bridges, the girder of 1,991m long had to be erected. Even under such circumstances, the Bridge was
constructed by adopting Japanese own techniques and newly developed technologies. The great
earthquake of Magnitude 7.2 in Richter scale occurred around Akashi Strait, whose epicenter was
10km to 20km deep, at 5:46 on January 17, 1995.
There were a lot of damages during the Earthquake around Kobe and Awaji Island.
At that time, Akashi-Kaikyo Bridge was under construction, in other words, both the towers were
completed and main cables of the Bridge were being built. After the Earthquake, comprehensive
investigation was done. As a result of the survey, it was observed that the span lengths were changed
by the Earthquake.
However, it was confirmed that the foundations of the Bridge were moved with the bearing ground
without sliding between the foundations and the ground.
After several analyses considering such conditions, it was clear that the influence of the moving was
minimal and the construction work was able to continue as it is.
The girder length had to be revised because the length between the towers was changed.
 This was solved by changing the girder length which was not fabricated. Although the severest
earthquake hit the Bridge, Akashi-Kaikyo Bridge was completed after 10-year construction period.
Inspection, maintenance and operation have to be given to keep the Bridge in good conditions for more
than 200 years from now.
In order to do appropriate management, new technology for the maintenance has been researched and
developed. One of them is “Dry air injection system”.
“Dry air injection system” is to protect main cables from corrosion. The system is to inject dry air into
main cables and to keep the humidity inside the cables constant. This system is revolutionary idea
because the maintenance cost can be saved.

W ind tunnel laboratory test with a full Akashi-Kaikyo Bridge and residential
Buoy tilted by tide area in Kobe just after the Earthquake
model
Change of the span lengths
by the Earthquake
Construction Full Summery
Superstructures
The bridge has three spans. The central span is 1,991 m (6,532 ft), and the two other sections are each
960 m (3,150 ft). The bridge is 3,911 m (12,831 ft) long overall. The two towers were originally 1,990 m
(6,530 ft) apart, but the Great Hanshin earthquake on January 17, 1995 (magnitude 7.3, with epicenter
20 km west of Kobe) moved the towers (the only structures that had been erected at the time) such that
the central span had to be increased by 1 m (3.3 ft).The central span was required to be greater than
1,500 m to accommodate maritime traffic; it was concluded before construction began that a larger span
between 1950 and 2050 meters would minimize construction costs.
The bridge was designed with a dual-hinged stiffening girder system, allowing the structure to withstand
winds of 286 kilometres per hour (178 mph), earthquakes measuring up to magnitude 8.5, and harsh sea
currents. The bridge also contains tuned mass dampers that are designed to operate at the resonance
frequency of the bridge to damp forces. The two main supporting towers rise 282.8 m (928 ft) above sea
level, and the bridge can expand because of heat by up to 2 m (6.6 ft) over the course of a day. Each
anchorage required 350,000 tonnes (340,000 long tons; 390,000 short tons) of concrete. The steel cables
have 300,000 kilometres (190,000 mi) of wire: each cable is 112 centimetres (44 in) in diameter and
contains 36,830 strands of wire.
The Akashi–Kaikyo bridge has a total of 1,737 illumination lights: 1,084 for the main cables, 116 for the
main towers, 405 for the girders and 132 for the anchorages. Sets of three high-intensity discharge
lamps in the colors red, green and blue are mounted on the main cables. The RGB color model and
computer technology make for a variety of combinations. Twenty-eight patterns are used for occasions
such as national or regional holidays, memorial days or festivities.
 Comparison of the side elevations of the Akashi Kaikyo Bridge and some notable
bridges at the same scale

Structure

The bridge was built under severe conditions, such as extremely strong currents Strait and tidal
depth, using the latest technologies developed for the construction of bridges. Japan experiment one
of the worst conditions on the planet. Floods, earthquakes, high tides and tsunamis.
The Japanese engineer familiar with the terrible weather conditions, placed the bridge deck on a
support frame formed by a complex network of triangular support below the road. The open network
of triangles gives rigidity to the bridge and also allow the wind to pass through the structure.
The total weight of the super-structure is distributed as follows: 46.200tn tower, 57.700tn cables,
beams 89.200tn.
Foundations

Two main springs as an extension for laying the foundations of the towers were built with
round and flat, the largest with a diameter of 80m and the other 78m. Drawer descending
method was used for large profundad position and ocean currents in its construction. Each
anchor requires, an average of 350,000 tons of concrete. Also, large deep foundation
anchors were built on reclaimed land with many new technologies. All foundations were
well designed to cope with the strong earthquakes with a seismic design method of new
research, together with a new kind of concrete result of a mixture of different water
resistant cements and erosion. Test your ability is to have withstood the earthquake of
January 17, 1995 with almost no incidents, just the displacement of 1m of the towers,
that given the strength of the movement can be considered minimal.
Dampers

In the two main towers 20 mass dampers, TMDs, were placed, pivoting in the direction
opposite to the wind when it blows on one side of the bridge, dampers sway in the opposite
direction, effectively balancing the bridge and placed negating the influence of wind. In
the bridge design system strengthening beams with two hinges allow the structure to
withstand winds of 290 km / hour, earthquakes with a magnitude of up to 8.5 on the
Richter scale and strong currents was also applied. The bridge also contains pendulums
which are designed to operate at the resonant frequency of the bridge to dampen forces

Towers

The two main supporting towers rise 282.8 meters above sea level, 297.30m to the end of
the anchor cable, the bridge can be expanded by the heat of up to 2 m in the course of a
day. Steel cables with a diameter of 112cm contain 36,830 lines of wire. The bridge is
supported by two cables basically the central section, considered the toughest in the world
constructed. he primary tower is made of steel, and the shaft has a cruciform cross section
which is insensitive to wind-induced oscillation. However, tuned mass damper is installed
within the shafts to suppress oscillation is anticipated that during erection of the tower,
and even at the stage of completing the bridge. A shaft of the tower is divided into 30
levels and almost all levels are composed of 3 blocks. Each block was made in factories
and transported to the site and then hoisted by crane climbing tower that had a lifting
capacity of 160 tons. Articulating high tension bolts were used to connect field.
A foundation of the main tower weight of 120,000 tn weighing bridge from the main towers footbed
transmitted. The footbed, 60 meters under water, was excavated by a dredger bucket. To overcome
the difficult conditions of the strait, including deepwater strong currents and waves that caused
vibration in the dredger during excavation, high-tech devices are used, such as Remotely Operated
Vehicle System.
The drawers are installed using the “method of adjustment”, which involved the manufacture of the
drawers in a factory, then towed to the site, submerging, and eventually, filling underwater concrete.
The circular-shaped drawer has no directional property, and thus makes them more stable and easier
to handle in strong currents of the Strait.
The construction of the stiffening beam, by the method of flat blocks, begins in the towers and main
anchors, where a floating crane was used to install six cell blocks in the towers, and 8 anchors.
Circulation ways

The 4km of the pathway for vehicles that crosses the Akashi Strait is divided into 6 lanes. Is
suspended and supported by the cables cover is held by its own weight, resulting in
thousands of steel beams positioned to form a triangular grid. It took 15 months to put the
280 beam sections.
As added reinforcement, below deck, a vertical stabilizer with a form like the fin of a plane
that runs through the center of the bridge and balances the pressure, both below and above
deck. A steel mesh was placed in the center and side rails to allow passage of the wind.

M aterials

The main material used in the bridge superstructure is steel. Has also been used reinforced
concrete. For the foundation, underwater towers developed a new type of mixing a
“concrete submarine that is not broken” (a “nondisintegration concrete).

Lighting

The Akashi Kaikyo Bridge-has a total of 1,737 light fixtures: 1084 for the main cables, 116 for the
main towers, beams and 405 to 132 for the anchors. In the main cables are placed three high capacity
lighting tubes, red, green and blue. The RGB model and computer technology contribute in making a
wide variety of combinations. A minimum of 28 patterns are used for special occasions such as
regional public holidays or commemorations.
 Cables

The length of the cables used in the bridge amounts to 300,000 kilometers,
enough to circle the earth 7.5 times. Steel cables with a diameter of 112cm
contain 36,830 lines of wire.

Cable Specifications:

Method of construction: PS (Precast Strand) –ultimate tensile strength cable:

approx. 62,500 tonnes
Resistance to high tensile rope hanger approx. 560 tons –Material: galvanized steel
wire of high resistance.
ensile cable: 180 kg / mm 2 –Cable diameter: 1122 mm (not including packaging)
Composition: 5.23 mm wire diameter * 127 / * 290 stranded wire / cable wire *
2 –Total Number of Conductors: 36830
Strand Length: 4,071m – 4,074m –Total cable length: 300,000 km
Weight of main steel cable: 50,500 tons –suspension ropes, etc ashlar: 7,200 tons
Beams
In beams were used 90.000tn reinforcement steel. Due to the large size of the bridge, the
wind load which must face is higher than that of any other existing bridge when
construction was completed. Using steel with high tensile strength for the beams made
​very strong yet lightweight, and thus cheaper.
The reinforcing elements were prefabricated shaped panel were transported to the
construction site where they were erected into the interior of the anchorages and towers
with floating cranes.
M aintenance

In order to make a proper, new technologies have been investigated for the proper
maintenance and long life of the bridge. Among them the “air injection system dry”. This
system protects the main cable corrosion
The system consists of injecting dry air into the main cables to maintain a constant humidity
inside thereof. This is a revolutionary idea because the cost of periodic maintenance is
avoided.
The towers and suspended structure coated with newly developed fluorine resin paint, which
has high durability. This coating system, zinc-rich paint, put directly on the steel surface
makes an important prevention work before the advancing corrosion.

Cost
The total cost is estimated at 500 billion or US$3.6 billion (per 1998 exchange rates). It is
expected to be repaid by charging drivers a toll to cross the bridge. The toll is 2,300 yen
and the bridge is used by approximately 23,000 cars per day.

Overview of the tour Akashi Kaikyo Bridge

 Thank
You

European University ofBangladesh