DEVELOPMENT OF HYBRID PRESTRESSED CONCRETE BRIDGES

WITH CORRUGATED STEEL WEB CONSTRUCTION

Shoji Ikeda*, Professor Emeritus of Yokohama National University, Japan
M Sakurada, Society for Research on Composite Structures with Corrugated Steel Webs, Japan

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30th Conference on OUR WORLD IN CONCRETE & STRUCTURES: 23 24 August 2005, Singapore

DEVELOPMENT OF HYBRID PRESTRESSED CONCRETE BRIDGES

WITH CORRUGATED STEEL WEB CONSTRUCTION
Shoji Ikeda*, Professor Emeritus of Yokohama National University, Japan
M Sakurada, Society for Research on Composite Structures with Corrugated Steel Webs, Japan

Abstract
Recently, hybrid prestressed concrete bridges with corrugated steel webs have
been increasing rapidly in Japan. In general a hybrid prestressed concrete bridge with
corrugated steel webs is a sophisticated modification of the conventional prestresssed
concrete box girder bridges by replacing the concrete webs with corrugated steel
plates. Reducing the dead load of main girders, improving the prestress efficiency,
and reducing the construction work and cost are principally main advantages of this
structure. The hybrid prestressed concrete bridge with corrugated steel webs was
originally developed in France in the 1980s, and later introduced to Japan in the
1990s. Thereafter, researching into this structure has been increased and several
unique techniques have been developed in Japan. As a cost reduction technique, the
hybrid prestressed concrete bridge with corrugated steel webs has been gaining
attention based on a number of constructions increasing every year in Japan.
Recently, the hybrid prestressed concrete bridge with corrugated steel webs has been
applied to long span bridges, for example, extradosed bridges and cable stayed
bridges with spans in excess of 200m.
Keywords:

Hybrid prestressed concrete bridge, Corrugated steel web, Extradosed bridge,

Cable stayed bridge, Construction.

1.

Introduction
Recently, there have been many attempts in Japan to reduce the dead load of the superstructure of
bridges, and reduce the work and cost involved in construction. One attempt is hybrid prestressed
concrete bridges with corrugated steel webs (hereafter, corrugated web bridges), which is currently
gaining attention as a method to reduce the cost of prestressed concrete bridges. In Japan, all over 50
bridges of this type were either completed or are under construction. The idea of using corrugated steel
plate as webs was presented in Japan in 1965 [1] and was realized in 1976 as the supporting girders
for the crane in the steel factory as shown in Photo1 [2]. The technique of using corrugated steel plate
as the webs in prestressed concrete bridges was originally developed in France, and realized in 1986
[3]. The first corrugated web bridge in Japan was completed in 1993 [4]. Thereafter, experimental and
analytical researches into this structure increased, and several unique techniques were also developed
in Japan [5][6][7]. This paper describes the basic properties, latest technology, and actual construction
of corrugated web bridges which have been developed rapidly in the last 10 years.
2.

Features of Corrugated Web Bridges

As shown in Fig. 1, the corrugated web bridge, developed in France in the 1980s, was hybrid
structures in which the webs of conventional prestressed concrete bridges were replaced by corrugated

steel plates. By replacing the concrete webs with corrugated steel plates, the following benefits can be
obtained: (1) reduced self weight of the main girder, (2) improved efficiency of the prestress, (3)
improved shear resistance, (4) reduced manpower in construction work, and (5) reduced cost.
In conventional prestressed concrete box girder bridges, the concrete webs account for 30~40% of
the self weight of girder; therefore, this self weight can be greatly reduced by replacing the concrete
webs with corrugated steel plates. Furthermore, the corrugated steel plate does not resist axial forces
and bending moments but has high resistance to shear buckling as shown in Fig. 2. According to these
characteristics, the corrugated steel plates are quite beneficial for the webs of presstressed concrete
bridges for the efficiency of prestress and the shear force resistance. In the construction, formworks,
reinforcement, and other site operations are not required since the construction of concrete webs can
be neglected. As a result, the construction work on site can be reduced. In addition, the environmental
impact can be reduced in accordance with the reduction of formworks.

Concrete Slab
Corrugated
Steel Web
Corrugated Steel Web
External Tendons
Concrete Slab
Internal Tendons

Photo 1 Crane girder

Fig. 1 Schematic diagram of corrugated steel web

prestressed concrete box girder

3. Structural Behavior
3.1 Flexural Behavior
As shown in Fig. 2, the axial stiffness of corrugated steel webs can be neglected in engineering
point of view. Furthermore, only upper and lower concrete slabs are considered on resisting the axial
forces and bending moments as shown in Fig. 3. Based on the many experiments and analyses, the
assumption that plane sections remain plane was verified and the similar ultimate flexural moment
between corrugated web bridges and conventional prestressed concrete bridge was also verified [5][7].
Therefore, apart from ignoring the stiffness of corrugated steel webs, the design for bending moments
and axial forces is the same as the conventional prestressed concrete bridges [8].
No Ax ia l Force
No Bend ing Moment

rce
Fo
r
ea
Sh

r
ea
Sh

rce
Fo

Fig. 2 Properties of corrugated steel plate webs

Ax ia l Force

Bend ing Mormen t

Fig. 3 Effective cross-section for axial forces and bending moments

3.2 Shear Behavior

As shown in Fig. 2, the shear forces are resisted by the corrugated steel webs. Based on the
experiments and analysis carried out to date, it has been confirmed that the applied shear forces are
mostly resisted by the corrugated steel webs [7]. Therefore, the shear forces are designed by assuming
that all applied shear forces are resisted by the corrugated steel webs as shown in Fig. 4, which is
certainly on the safe side [8].

Shear Force

Fig. 4 Effective cross-section for shear forces

3.3 Shear Buckling Behavior
There are three modes of shear buckling of corrugated steel webs: (1) local buckling, (2) general
buckling, and (3) combined buckling. Since no post buckling strength can be expected from corrugated
steel webs, it is necessary to design the webs without buckling at the ultimate limit state. Formulae and
analysis methods for calculating the strength have been proposed for these three buckling modes, and
their validity has been verified in many experiments as shown in Photo 2 and analysis [9][10][11][12].
(1) Local buckling: Mode in which buckling occurs between fold lines of the corrugated steel web
(2) General buckling: Mode in which the entire corrugated steel web buckles
(3) Combined buckling: Mode which is a composite of the above two shapes.

a) General Buckling
b) Combined Buckling
Photo 2 Shear buckling of corrugated steel webs
3.4 Torsional Behavior
Compared with the conventional prestressed concrete box girders, the stiffness in out-of-plane
direction of corrugated steel webs is relatively small. Thus, the cross-section tends to deform easily as
shown in Fig. 5. When the cross-section deforms, it causes a reduction in the cross-sectional stiffness
or increases warping torsional stresses. Therefore, on curved or skewed bridges it is necessary to
place the diaphragms at suitable intervals in order to restrict the cross-sectional deformation. Past
researches showed that the effect of cross-sectional deformation is virtually eliminated when the
diaphragms are reinforced at suitable intervals [13][14]. In Japan, the curved bridge with corrugated
steel webs has been constructed with a minimum radius of curvature of 140m.

a) St.Venant deformation

b) Warping deformation

Fig. 5 Torsional deformation

4.

New Technologies

4.1 Connections
In hybrid structures, the connections between the concrete and steel greatly affect on the structural
performance and cost. Initially studs or angle shear connectors were used to connect the concrete
slabs and corrugated steel webs. However, unique
connections were developed in Japan in order to
reduce the cost of connections and improve the
structural performance as shown in Fig. 6.
(1) Embedded Connection
In an embedded connection, the corrugated
steel webs are directly embedded in the concrete
slabs. Since the steel flange plates fitted with shear
connectors are not required, this is the most
economical connection method [6][7]. According to
its characteristics, fatigue durability is high and
construction tolerances are easy to absorb.
However, there is a concern that rain water or
condensation might be led to the webs and
seepage into the connections, causing the
Photo 3 Water proof of embedded connection
corrosion of connections. Therefore, the waterproof
is necessary as shown in Photo 3.

a) Stud connection

b) Angle connection

c) Embedded connection

d) S-PBL connection

e) S-PBL + stud connection

f) T-PBL connection

Fig. 6 Methods of connecting slab and web

(2) Perfobond Strip Connection (S-PBL)
A perfobond strip connection is a connection using a plate with holes as shear connector.
Compared with stud connectors, the stiffness of shear connection is higher. This connection is a
comparatively economical because welding of the shear connector is simpler. Nevertheless, the
combination between plate and studs is frequently applied since the plate cannot solely resist
transverse bending moments [15].
(3) Twin-Perfobond Strip Connection (T-PBL)
Different from perfobond strip connection, a twin-perfobond strip connection has two rows of
perforated steel plates; therefore, the use of studs is not required since the transverse bending
moments can be resisted with two rows of perforated steel plates. The load resistance and fatigue
durability of twin-perfobond strip connection was confirmed by many experiments [16][17].

4.2 Joints
The details of the joint between steel plates largely influence on the structural performance and
cost of corrugated web bridges. Unlike conventional steel bridges, the web of corrugated web bridges
resists shear forces without any effect of axial forces; thus, the joint is not necessary to have the axes of
the web plates in one line [6][7]. Accordingly, single shear friction joints or lapped fillet welded joints, as
shown in Fig.7, can be applied to corrugated web bridges. Compared with conventional double shear
friction joint or butt welded joints, single shear friction joints or lapped fillet welded joints are much
simpler, and construction work and cost can be reduced.

a) Single shear friction joint

b) Double shear friction joint

c) Lapped fillet welded joint

d) Butt welded joint

Fig. 7 Methods of connecting web plates

4.3 Corrosion Prevention
Methods to prevent the corrosion of corrugated steel webs include painting, use of weather proof
steel, metal spray, and galvanized steel. Normally, painting is necessary to re-paint every 20 years. On
the other hands, weather proof steel, metal sprays, and galvanized steel, which have longer service life
compared with painting method, are expected to reduce the life cycle cost of a bridge [18][19][20].
(1) Weather Proof Steel
The weather proof steel takes advantage in the condition that stable rust can form on the steel
surface, and corrosion of the steel is then prevented as shown in Photo 4 and Photo 5. The weather
proof steel is used bare or with coating. By this method, painting is not necessary and almost no
maintenance would be required. Painting is frequently used as the corrosion prevention method by
considering the initial cost whereas weather proof steel is considered more economical in life cycle
cost. However, in regions where there is much airborne chloride like coastal area, the weather proof
steel may not be applicable since the stable rust is difficult to be formed.

Photo 4 Atmospheric corrosion resistant steel

(bare)

Photo 5 Atmospheric corrosion resistant steel

(with coating)

(2) Metal Spraying

Metal spraying is a method in which zincs, aluminum, or zinc-aluminum alloy is heated up to melt
and sprayed onto the steel plate to form a membrane. The service life in a city environment, where
there is no airborne chloride, is expected over 100 years. In much airborne chloride areas, coating is
frequently used with painting over it.
(3) Galvanized Steel
Galvanizing is a corrosion prevention method in which the steel element is dipped in a bath of
molten zinc at about 440C to form a membrane of iron and zinc alloy and pure zinc as shown in Photo
6. The service life of galvanized steel in a city environment, where there is no airborne chloride, is about
60 years or longer.

Photo 6 Galvanized steel plate

4.4 Extradosed Bridges, Cable Stayed Bridges
By applying corrugated webs to extradosed bridges and cable-stayed bridges, it is possible to
further increase the span. In Japan, there are two examples of extradosed bridges and one example of
cable stayed bridge, with maximum spans of 180m and 235m, respectively [21][22][23][24]. In
extradosed bridges and cable-stayed bridges with corrugated steel webs, there was a concern
regarding the cross-sectional deformation of the main girders at the cable anchorages and localized
stresses due to the low stiffness of the webs. To prevent these, steel diaphragms are normally placed
near the anchorages of cables.
5. Examples of Corrugated Web Bridges
5.1 Japanese Cases
In Japan, corrugated web bridges have been gaining attention as a measure for reducing the cost
of prestressed concrete bridges. Currently, at least 50 bridges were either completed or are under
construction. The representative corrugated web bridges are introduced as follows:
(1) Shinkai Bridge
The Shinkai bridge, as shown in Photo 7, was the first corrugated web prestressed concrete bridge
built in Japan [4]. It is single span box girder bridges with length of 31m, span of 30m, and width of
14.8m. As shown in Photo 8, the erection method was the launching girder method, in which the girders
were constructed at an on-site fabrication yard. This method was applied since the foundations at the
erection location were weak, and the space below the girders was narrow so that the fixed shoring
construction method was difficult. The connections between concrete slabs and webs were stud shear
connectors, and the joints between corrugated steel plates were butt welding. Erection of the girders
was carried out using equipments to ensure that no torsional moment would be subjected to the girders.

Photo 7 Shinkai Bridge (completed)

Photo 8 Shinkai Bridge (during erection)

(2) Ginzan-Miyuki Bridge

The Ginzan-Miyuki bridge in Akita Prefecture, as shown in Photo 9, was the second corrugated
web bridge constructed in Japan [25]. The construction of this bridge was the incremental launching
method using the main girder cross-section as a launching nose with cable supported from pylon
towers as shown in Photo 10. This bridge was a five spans continuous girder bridge with length of
210.0m and maximum span of 45.5m. In addition, this bridge was the first corrugated web continuous
girder bridge in Japan. The connections between the concrete slabs and corrugated steel plates were
stud shear connectors, and the joints between corrugated steel plates were single shear friction with
additional plates. Besides that, weather proof steel was used.

Photo 9 Ginzan-Miyuki Bridge (completed)

Photo 10 Ginzan-Miyuki Bridge (during erection)

(3) Hondani Bridge

The Hondani bridge, as shown in Photo 11, was the third corrugated web bridge constructed in
Japan. It is three spans continuous prestressed concrete rigid frame box girders bridge, with a length of
198.2m, maximum span of 97.2m, and width of 11.04m [6][7]. Erection was carried out by the cantilever
method. The dead load of main girder was smaller than that of a conventional prestressed concrete box
girder; thus, each cantilever segment was made longer and fourteen cantilever segments of
conventional prestressed concrete box girders bridge were reduced to eleven cantilever segments of
corrugated web bridge. Accordingly, the time required for building one segment could be shorten in 1~2
days compared with the conventional method since the work associated with the web, such as
reinforcement assembly, cable layout, and formwork assembly, could be neglected. By this method, the
construction time for this bridge was possible to be reduced greatly. In addition, the connections
between the concrete slabs and webs were embedded connection as shown in Photo 12, and the joints
between web plates were single shear friction joints, permitting further rationalization. The safety of
these connection methods was confirmed by loading experiments on the half scale specimens of the
actual bridge cross-section.

Photo 11 Hondani Bridge

Photo 12 Embedded Connection

(4) Kurobegawa Bridge

Kurobegawa bridge , as shown in Photo 13, is the first corrugated web bridge constructed for
railway in the world [26][27][28]. The total length of the bridge is 761m, in which 344m is the corrugated
web bridge. Erection was carried out using the fixed scaffolding erection method. As ratio of live load to
total load is higher for railway bridge than that of road bridge, for consideration of the fatigue durability,
embedded connection using steel flat plate were adopted between the corrugated webs and the
concrete slabs in this bridge (Fig. 8). The flat plate was connected to the corrugated steel plate with
bolts. With this type of connection, the inclined panels of the corrugated steel plate act as shear
connectors against horizontal shear forces. Also, the holes in the corrugated steel plate and the flat
plate filled with concrete are expected to resist the transverse bending moment of the bridge. By static
and fatigue tests on full size specimens and FEM analysis, the basic properties and high fatigue
durability of this type of connection have been confirmed.

Photo 13 Kurobegawa Bridge

Fig. 8 Connection of Kurobegawa Bridge

(5) Himiyume Bridge

The Himiyume bridge, as shown in Photo 14, is three spans continuous extradosed box girder
bridge with length 365.0m, central span of 180.0m, and effective width of 9.75m [21]. This bridge was
the first bridge in the world, where corrugated steel webs were applied to an extradosed bridge. In
addition, the span length of 180m was the longest class span of extradosed bridge in Japan. There was
such a concern in the extradosed bridge with corrugated steel webs that there would be cross-sectional
deformation of the main girder or highly localized stresses at the location of the anchorage of stay
cables due to the low stiffness of webs. Therefore, the steel diaphragms, as shown in Photo 15, were
located at the positions of the anchorage of every stay cable in order to restrict the cross-sectional
deformation at the anchorages and to ensure smooth transfer of the tension forces of the cables to the
main girder. The influence of steel diaphragm was confirmed by three dimensional finite element
analysis and loading experiments using half scale model specimen.

Photo 14 Himiyume Bridge

Photo 15 Steel diaphragm at cable anchorage

(6) Ritto Bridge

The Ritto bridge, as shown in Photo 16, is four spans continuous extradosed bridge with length of
495m, maximum span of 170m, and width of 19.6m, constructed by the cantilever erection method, as
shown in Photo 17 [22][23]. The main girder of this bridge is three cells box girder, and steel
diaphragms were located at the cable anchorages, same as Himiyume bridge. The safety of the three
cells box girder, steel diaphragm, and cable anchorages was confirmed by three dimensional finite
element analysis and loading experiments using half scale model specimen. The location of this bridge
is a production area of ceramic goods (Shigaraki ware). Therefore, the concrete portions were made
with earthenware colored concrete. Furthermore, the main pylon of this bridge was designed with the
motif of cranes.

Photo 16 Ritto Bridge

Photo 17 Cantilever election

(7) Yahagigawa Bridge

The Yahagigawa bridge, as shown in Photo 18, is four span continuous hybrid cable-stayed bridge
composed of prestressed concrete girders and a steel girder. In the part suspended by cable,
prestressed concrete box girder with corrugated steel webs was used, and in the part upon the central
support in the middle of the river, steel box construction was used [24][29][30][31]. Corrugated steel
webs were applied to concrete girders for the first time as a cable-stayed bridge. The bridge is 820m
long with the main span of 235m long, and both lengths are the longest in the world as a prestressed
concrete bridge with corrugated steel webs. In addition, its girder, suspended as a single-plane with the
width of 43.8m, is one of the widest bridges in Japan. Steel anchorage beams and steel cross beams,
as shown in Fig. 9, were used for the anchorage structure of the cables. By this way, most parts of the
girder can be made in factory so that the work on construction site has been reduced.

Primary Steel Plate Cross Beam

Stay Cable

Secondary Steel
Plate Cross Beam

Photo 18 Yahagigawa Bridge

Steel Plate
Anchor

Fig. 9 Steel anchor structure

(8) Shigaraki 7th Bridge

The Shigaraki 7th bridge, as shown in Photo 19, is five spans continuous bridge with length of
384m, maximum span of 89.0m, and width of 17.6m [32]. This bridge was constructed using corrugated
steel webs by a new cantilever erection method. This is a method in which the corrugated steel webs
are erected first, and then a traveler is placed on them in order to construct the main girder rationally.
The loads during construction were resisted by the corrugated steel plates. Therefore, the traveler

could be simplified. Furthermore, by effectively using precast concrete panels as embedded formwork,
as shown in Photo 20, execution was rationalized and proceeded faster.

Photo 19 Shigaraki 7th Bridge

Photo 20 Construction of slab plates

(9) Katsurashima Viaduct

The Katsurashima viaduct, as shown in Photo 21, is four spans continuous bridge with the length
of 216m, maximum span of 54.0m, and width of 17.8m [33]. A cross-section with struts and ribs was
adopted as shown in Photo 22. Erection by incremental launching method was carried out with only the
core cross-section, without casting the wing slab in order to rationalize and speed up the construction.
Precast concrete panels as embedded formwork were effectively used as same as in the Shigaraki 7th
Bridge.

Photo 21 Katsurashima Viaduct

Photo 22 Struts and Ribs

5.2 French Cases

Corrugated steel web bridges are initially developed in France, and three representative bridges
are introduced as follows:
(1) Cognac Bridge
The Cognac bridge, as shown in Photo 23 was the worlds first corrugated steel web bridge
completed in 1986. It is three spans continuous box girder bridge with the total length of 105m and
maximum span of 43.0m. The cross-section is a box with the height of 2.285m with both upper and
lower slabs made of concrete and webs slanted at about 35 of 8mm thick corrugated steel plate.
Construction was carried out by the fixed scaffolding method. The prestressing cables were
presstressed using the external cable, and are possible to be entirely replaced in the future [3][34].
(2) Maupre Viaduct
The Maupre bridge, as shown in Photo 24 is a development of the Cognac bridge and completed in
1987. It is seven spans continuous bridge with the total length of 324.5m and maximum span of 53.6m.
The cross-section is novel: 3m height triangular shaped girder in which bottom flange is 610mm
diameter steel pipe filled with concrete. It was the first corrugated web bridge erected by the
incremental launching method, with the steel pipe of the bottom flange used as the launching nose. The
prestressing cables were prestressed using the external cable in order to use in incremental launching
method, and are possible to be entirely replaced in the future [3][34].

Photo 23 Cognac Bridge

(3) Dole Bridge
The Dole bridge, as shown in Photo 25 was
the forth corrugated web bridge constructed in
France, following the Cognac Bridge, the Maupre
Bridge, and the Asterix Bridge. It was completed in
1993. It is seven spans continuous box girder
bridge with the total length of 497.6m and
maximum span of 80.0m. The depth of
cross-section was varied from 2.5 ~ 5.5m where
both upper and lower slabs were made of
concrete, and webs were made of 8~12mm thick
corrugated steel plate. It was the first corrugated
web bridge constructed by the cantilever erection
method. The prestressing were arranged by both
external and internal cables [3][35].

Photo 24 Maupre Viaduct

Photo 25 Dole Bridge

5.3 German Case

The Altwipfergrund bridge, as shown in Photo 26 was the first corrugated web bridge constructed
in Germany [36]. The bridge was erected by the cantilever method whereas the corrugated steel plates
were erected in advance as erection members. Then, the upper and lower concrete slabs were cast. It
is three spans continuous bridge with the length of 280.0m and maximum span of 115.0m. The
connections between the upper slab and corrugated steel web were basically studs with U-shaped
square bars in order to resist transverse bending moments as shown in Photo 27. On the other hands,
the lower slab concrete was cast over lower flange of corrugated steel web. The jointing between
corrugated steel plates was used single or double shear friction connection. Corrosion prevention of the
corrugated steel plate was painting method.

Photo 26 Altwipfergurund Bridge

Photo 27 Structure of the upper slab connection

5.4 Korean Case

The Ilsun bridge, as shown in Photo 28 was the first corrugated web bridge in Korea [37]. This
bridge consists of a twelve spans continuous box girder bridge and two spans continuous box girder
bridge, with a length of 801m, width of 21.2m, and maximum span of 60m. The twelve spans
continuous portion was erected by the incremental launching method, and the two spans portion was
erected by the fixed scaffolding method. In order to reduce the self weight of the main girder during
incremental launching, the concrete cross beams, apart from the end support cross beam, were not
placed during erection. In this method, launching was possible with only the internal prestressing
cables, and allowed the cost reduction of launching equipments such as launching nose, launching
jacks, etc. During launching, the cross-section was maintained by the steel sway bracing at 5m
intervals as shown in Photo 29. When launching had finished, the concrete cross beams were installed
and then the steel sway bracing was removed.

Photo 28 Ilsun Bridge

Photo 29 Construction yard (reproduced from the

brochure of Hyundai Engineering &
Construction)

6.

Conclusion
The corrugated web bridge introduced here are the structures with lower self weight, improved
prestress efficiency, reduced construction work, and lower cost compared with conventional
prestressed concrete box girder bridges. Currently in Japan over 50 corrugated web bridges were
either completed or are under construction, which are the evidence of the effectiveness of this
structure. Also, this type of bridges is aesthetically appreciated.
In preparing this paper, technical documents gathered in the society for research on composite
structures with corrugated steel webs were used. The society for research on composite Structures with
corrugated steel webs was founded in 1993 with the objectives of promoting, developing and improving
corrugated steel web bridges. The society has been playing an important role in the development of
corrugated web bridges in Japan. The authors hope that this paper can contribute to the promotion and
development of corrugated steel web bridges, and to the provision of quality social capital.
Acknowledgement
In preparing this paper, the authors received assistance from the following members of the society
for research on composite structures with corrugated steel webs: Mr. Takashi Oura, President, Dr.
Hisao Tachikami, Mr. Akira Morohashi, Mr. Keisuke Takaba, Mr. Tsutomu Machi, and Mr. Shuuji
Tachida. The authors would like to express their deep gratitude to them for their assistance.
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