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Journal of Constructional Steel Research 62 (2006) 11921198 www.elsevier.

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Considerations on recent trends in, and future prospects of, steel bridge construction in Japan
Toshiyuki Kitada
Department of Civil Engineering, Osaka City University, Osaka, Japan

Abstract In this paper, consideration is given on recent trends in, and requirements for a bright future of, steel bridge construction in Japan. As far as recent trends are concerned, it is observed that the construction of long and big steel bridges has practically been completed. Consequently, the focus of recent main works is the maintenance of superannuated (overaged) bridges and the seismic retrotting of existing bridges. The refreshment and regeneration of some superannuated bridges is also needed recently in order to mitigate the uncomfortable inuence of these bridges on their surrounding environment. As for a bright future in steel bridge construction, rst and foremost it is emphasized that the steel bridge industry should be able to attract, train and retain better students and engineers. For this purpose, maintenance and retrotting works should be economically reasonable jobs. The necessity and importance of these works should be understood by the nation through retrotting existing bridges against disasters and mitigating the unfavourable inuence of bridge structures on the bridge environment on the basis of the code of ethics for civil engineers promulgated by JSCE. Moreover, bridge engineers should seek better social status and the bridge engineering eld should become attractive to young students who will bear the future of this eld. c 2006 Elsevier Ltd. All rights reserved.
Keywords: Steel bridge construction; Maintenance; Bridge environment; Civil engineering ethics; State of the art

1. Introduction The Akashi Kaikyo Bridge is now crossing the Akashi Strait with a centre span length of 1991 m, making it the longest suspension bridge in the world. Tatara Bridge, the longest cable-stayed bridge, with a main span length of 890 m, is standing now on one of the cross-sea routes connecting the Honshu and Shikoku Islands. Technological and nancial backgrounds have permitted the accomplishment of many large projects pertaining to the construction of these large-scale steel bridges in bay routes and cross-sea highways. At the time of their inception, Japan was still a developing country and more infrastructure was needed. These days, however, the planning for the construction of long-span steel bridges has practically nished due to serious economic recession. In the civil engineering eld (which should

Corresponding address: Bridge Engineering Laboratory, Department of Civil Engineering, Osaka City University, 3-3-138 Sugimoto Sumiyoshi-ku, 558-8585 Osaka, Japan. Tel.: +81 6 6605 2734; fax: +81 6 6605 2765. E-mail address: kitada@civil.eng.Osaka-cu.ac.jp.

be distinguished from the building industry), new construction is not large scale; in the fairly well developed Japan, it is no longer considered a main industrial sector [1]. In Japan, many bridges were intensively constructed in the 1960s80s, during the period of high economic growth, with the number of bridges constructed per year decreasing recently to half of the overall peak. More specically, the steel bridge industry reached the golden age in the latter half of the 1960s. However, the latest data indicates that the recent number of constructed steel bridges has declined to approximately 40% of its peak, though the number of constructed RC and PC bridges remains almost constant from the beginning of 1960 to date. After the construction of many bridges as one of the important infrastructures, bridges were constructed predominantly in places of direct need. Recently, it is observed that various kinds of damage have occurred to many bridges mainly constructed in the 1960s. Especially following the investigation of damage to steel structures due to the Hyogo-ken Nambu Earthquake which occurred in 1995, importance has been attached to seismic design for the construction of new bridges and to seismic

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retrotting for existing steel bridges, aiming to utilise the ductility of steel bridge members and structures. Many repair and seismic retrotting works of bridge structures damaged as a result of the earthquake have been carried out and these works are due to nish in the near future. Damaged parts in steel bridges were mainly classied into piers, bearings and restraining parts protecting bridges from falling down. Recently, the seismic retrotting works of long-span steel bridges has started. For example, the seismic retrotting work of the Minato Bridge in Osaka, a big cantilever truss bridge with a main span of 510 m is now under way, with an estimated budget of 6000 million Japanese Yen and a works duration of 5 years. The Maitani Bridge located in Nara Prefecture, a decktype steel girder bridge with the span length of 112 m is also undergoing seismic retrotting [2]. Nowadays, many existing steel bridges exhibit some form of deterioration, such as the corrosion of steel members, fatigue cracks in RC slabs, steel decks and steel members due to the passage of many overweight vehicles, much heavier than those specied in the Japanese Specications for Highway Bridges (JSHB), and so on. As a result, many bridges require substantial strengthening and repair works. Instead of the construction of large and long-span bridges, the retrotting, strengthening, repair and maintenance of existing steel bridges already constructed will take an increasingly important part of the future steel bridge market in Japan [36]. In Japan, many bridges have been constructed to establish an efcient highway network since World War II. Attention has been, however, paid mainly to the construction of safe and standard bridges with, as far as possible, uniform quality with regard to design loads. Until recently, governments could not afford to consider the harmony between the bridges and their surrounding environment. For example, it is very difcult to have a clear and unobstructed view of the beautiful and historically important Osaka Castle due to the high-rise buildings and elevated highway bridges. This is an example of the undesirable inuence of elevated bridges on their surrounding environment. On the other hand, many drivers complain about the uncomfortable feeling in driving over some bridges, as a result of big gaps and misalignment at their expansion joints. Many neighborhoods along some superannuated bridges also register complaints with regard to the noise and vibration stemming from existing bridges [7]. Considering these circumstances, the refreshment and re-creation of some superannuated bridges is needed because of bridge safety as well as the uncomfortable inuence of the bridges on their surrounding environment. Another example of an uncomfortable environment can be found where a hospital is located near elevated highway bridges. These tight situations can often be seen in Japan, since it is a mountainous country and has less at land over which the infrastructure needs to be developed. In this paper, consideration is given to the requirements for a bright future for the Japanese steel bridge industry by carefully analysing recent trends. The state of the art in bridge construction during both the developing era and the fairly developed era, and the considerations towards a

bright future in Japanese steel bridge construction could be useful also to various other countries, including, in particular, earthquake prone countries, and for various situations of bridge construction. 2. Recent trends in steel bridge construction in Japan 2.1. Construction trend The construction trend of steel bridges in Japan can be summarised as follows: (1) Technological and nancial backgrounds in the developing era enabled the accomplishment of big projects which led to the construction of large steel bridges. (2) Nowadays, however, the planning for the construction of long-span steel bridges has been almost nished due to serious economical recession. (3) Many steel bridges were constructed during three decades (1960s80s) to support the quick economical growth in the developing era. (4) However, the number of steel bridges constructed per year has declined to 40% of its peak approximately. (5) The number of constructed RC and PC bridges has remained almost constant from the beginning of 1960 to date. (6) Recently, various kinds of damage have started to occur in many bridges constructed in the decade of the 1960s. (7) After the Hyogo-ken Nambu Earthquake in 1995, importance has been attached to the seismic design of new bridges and the seismic retrotting of existing steel bridges, taking into account the ductility of the steel members and structures. (8) Many seismic repair and retrotting works of bridge piers, bearings and restrainers damaged at the earthquake have been carried out and these works will be completed in the near future. (9) In the near future, the seismic retrotting works for longspan steel bridges are due to start. (10) Instead of the construction of large bridges, the retrotting, strengthening, repair and maintenance of existing steel bridges will become an important part of the future steel bridge market. (11) During the developing era of Japan, attention was paid mainly to the construction of safe and standard bridges with uniform quality because governments could not afford to consider the harmony between the bridges and their surrounding environment until recently. (12) Nowadays, during the fairly developed era, many existing steel bridges have some problems, such as corrosion of steel members, fatigue cracks in RC slabs, steel decks and steel members due to overweight vehicles and other factors. (13) As a result, many existing bridges require substantial strengthening and repair works.

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(14) Furthermore, many drivers now complain about the uncomfortable feeling in driving over some bridges due to big gaps and misalignments at their expansion joints. Many neighborhoods in close proximity to some superannuated bridges also complain about noise and vibration from the bridges. (15) Considering these circumstances, the refreshment and re-creation of some superannuated bridges seems to be needed to address issues related to bridge safety and to the uncomfortable inuence of the bridges on their surrounding environment. (16) Recently jobs in steel bridge industry have declined substantially. 2.2. Recent main works (1) Construction of new bridges In the new construction sector, there is severe competition between the steel bridge and concrete bridge industries. This is because the construction of long-span and big bridges, which occupied the steel bridge industry, has declined and, consequently, the steel bridge industry tries to win jobs mainly in the construction of mid-span bridges, typically with a span length of 4080 m. As a result, many economical, rational and mid-span bridges with new types of structures have been developed by both steel and concrete bridge industries. The following new types of steel bridges were developed in seeking to expand the market for new construction, to include bridges with medium span length: Plate girder bridges made of thick steel plates, with fewer stiffeners and less welding lines for cost reduction. Two-main-plate girder bridges with PC decks. Continuous, composite and two-main-plate girder bridges. Two-narrow-box-girder bridges. Continuous composite two-narrow-box-girder bridges strengthened by cables to increase their economical span length. Cable stayed bridges with main girders of H-shaped steels. Steel bridges consisting of box girders in the vicinity of the interior supports and plate girders in the other parts. Open-box-girder bridges without stiffened upper anges. On the other hand, the following new types of PC bridges have also been developed in order to face the competition from the steel bridge industry: PC box girder bridges with corrugated steel webs. Compound truss bridges with steel diagonal members and PC anges. Extra-dosed PC bridges with PC cables similar to the cables of cable stayed bridges. Cable stayed PC box girder bridges with corrugated steel webs. (2) Other developments in steel bridge industry (i) Repair and strengthening works against fatigue damage and cracks in the following types of bridge members: Fatigue cracks of secondary steel bridge members.

(ii)

(iii)

(iv) (v) (vi) (vii) (viii)

Fatigue cracks of RC slabs. Fatigue cracks of steel decks (some cracks along welding parts between deck plates and trough ribs but a few cracks penetrating deck plates from the welding parts). Many cracks at ends of welding parts between the ange plates of column members and the lower ange plates of horizontal members in steel bridge piers. Repair and strengthening works of these cracks are carried out now. Retrotting works against increased design live load. Maximum design live load was changed from 200 kN to 250 kN. Retrotting works due to revised design specications. For example, there was no design method for stiffened plates in JSHB about 40 years ago. Seismic retrotting works. Development of bridge management systems based on Life Cycle Cost (LCC) and asset management. Repair and strengthening works of damage to bridge bearings and expansion joints. Maintenance works on deterioration of pavement and grade-up to permeable pavements. Maintenance works on damage to lighting and information poles on bridges mainly due to fatigue by trafc and wind loads.

2.3. Maintenance Regarding the maintenance of bridges, there are many issues that can be solved by the bridge engineering community, though there are also many political and economical problems which cannot be solved by the bridge engineering community alone. Issues and problems of bridge maintenance are listed below: (1) Denition of terminology and life cycle. Denition of bridge maintenance. Unication of the terminology on bridge maintenance. Decision of the life cycle of bridges, members and their parts. (2) Inspection and monitoring. Labour saving of inspection for maintenance through monitoring bridges, members and their parts. Rationalization and cost reduction of inspection methods. Education for maintenance engineers. Collection and storage of maintenance data by utilizing IT technology. (3) Evaluation/assessment methods. Establishment of methods for evaluating the safety and durability of existing bridges and the public announcement and communication of evaluated results. Development of method for deciding the priority ranking of repair and retrotting of existing bridges. (4) Maintenance system, and repair and retrotting technique. Development of bridge maintenance system including repair and retrotting technique. Development of effective feedback system from maintenance to design.

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Development of techniques for replacing deteriorated bridge structures. Development of new materials and techniques for maintenance. Standardization of bridge members and storage of spare members. Development of emergency repair and response system. (5) Harmony between bridges and their surrounding environment. Maintenance considering the co-existence and harmony of aesthetics, seismic performance and ease of carrying out maintenance works. Improvement and refreshment of environment surrounding bridges for users, inhabitants, and nature. (6) Budget for maintenance. Maintenance in case of insufcient budget. Asset assessment and effective budget. 2.4. Seismic design and retrotting [811] Various design methods, retrotting methods, technologies and materials for seismic design and retrotting have been developed after the Hyogo-ken Nambu Earthquake. The seismic design procedures after the Hyogo-ken Nambu Earthquake are highlighted below: (1) Design seismic loads. There are two levels and two types of design earthquake specied in JSHB. Level 1: Maximum elastic response acceleration 300 gal. Level 2 Type I (ocean plate slip type): Maximum elastic response acceleration 1000 gal. Level 2 Type II (inland fault slip type): Maximum elastic response acceleration 2000 gal. (2) Elastic design is carried out against the Level 1 earthquake with the safety factor of 1.13. (3) Elasto-plastic deformation is allowed against Level 2 earthquakes. The safety of a bridge dimensioned on the basis of a Level 1 earthquake is veried by using a Level 2 earthquake. (4) Two types of seismic design methods against Level 2 earthquakes; Design method A in which the seismic load is reduced by taking into account the elasto-plastic deformation of main structural members. Design method B in which the seismic load is reduced by introducing seismic dampers, fuse members, key plastic members, bracing members, and so on. 2.5. Design tools (1) Analytical methods The computer programs developed in Japan are principally used for almost all the elastic linear analyses associated with bridge design. In investigating issues to which JSHB can not be applied, the elasto-plastic and nite displacement analyses for framed structures are sometimes carried out,

for example, by the computer program EPASS developed by our laboratory and JIP Techno Science Corporation [12, 13]. However, corresponding analyses for plated structures are carried out using computer programs developed mainly in other countries, such as ABAQUS, MARC, NASTRAN etc. and sometimes our own USSP [12,13]. Dynamic, elasto-plastic and nite displacement analyses for steel bridge piers subjected to the Level 2 earthquakes are carried out by using computer programs using the yield criterion developed in Japan in terms of cross sectional forces (rather than stresses). Our laboratory and JIP Techno Science Corporation have developed a computer program EPASS/USSP [1114], a multipurpose static/dynamic, elasto-plastic and nite displacement solver for spatial bridge structures consisting of thin-walled steel and composite members considering the local buckling of constituent stiffened plate panels of the members and the elastoplastic behaviour of the encased concrete of the composite members. (2) Experimental methods After the Hyogo-ken Nambu Earthquake, pseudo-dynamic tests have become very popular in Japan. Kyoto University and our Osaka City University [15] have developed a multiphase pseudo-dynamic testing system, which can simulate the dynamic behaviour of a structure with multi-mass involving collaboration of many different laboratories connected through the internet. 2.6. New materials and technologies New high-performance materials are continually developed for bridges. Examples include high-performance steel, highperformance bearings, high-ductility and high-strength bolts, carbon ber reinforced plastic sheets, carbon ber reinforced plastic cables and so on. Among them, carbon ber reinforced plastic sheets are used for the repair of superannuated steel girder bridges [10] and RC slabs, and the seismic retrotting of steel bridge piers with circular cross section [11]. However, it seems to be very difcult to identify structural members to which these high-performance materials can be properly applied. On the other hand, various high-performance technologies are being developed for seismic design, seismic retrotting, cost reduction, control of vibration, and so on [1]. 3. Considerations for a bright future in steel bridge construction 3.1. Key points The following key points should be considered to enable a bright future in steel bridge construction in Japan to be realised: (1) Vice-chancellor, Professor Dowling states in the February 2005 edition of Surrey Matters [16] that rst and foremost it is people, our staff and students that will make us a worldclass university. It is essential that we are able to attract and retain the best staff and students from around the world. Likewise, it is essential that the steel bridge industry in Japan is able to attract, train and retain better students and engineers from not only Japan but also around the world.

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(2) For this purpose, the maintenance of superannuated bridges, repair and strengthening of damaged bridges, and retrotting works of existing bridges should be economically reasonable jobs, because these jobs will surely increase in the future. (3) The necessity and importance of the bridge construction and maintenance should be understood by the nation, because the bridge infrastructure is supported by the tax from the nation. (4) For this reason, existing bridges should be refreshed to mitigate the unfavourable inuence of the bridges on the natural and residential environment surrounding the bridges. From now on, bridges that bring about favourable inuence on the surrounding environment should be constructed. (5) Bridge construction should attract young people, in order to become successful students and bridge engineers who will develop and support the industry in the future. (6) Bridge engineers should make the code of ethics for civil engineers promulgated by JSCE public and adhere to it, in order that the current bridge engineering industry may achieve the targets mentioned above and obtain better status in Japanese society. (7) It is necessary for bridge engineers to develop technologies applicable to not only bridges but also structures in other industries, because they can win jobs from other industries by using the technologies developed in such a way. (8) The safety of bridges, in particular against natural disaster, is still the most important central task, although the improvement and refreshment of existing bridges taking account of the bridge environment is important. (9) Preservation of old bridges is also very important, so that current and future generations may understand the history and importance of bridges. 3.2. Refreshment of bridge environment To establish a desirable bridge environment, it is also important to mitigate the uncomfortable inuence of the bridges on their surrounding environment. The most important factor in order to realize a desirable bridge environment is effective communication among the people concerning the bridge environment, such as bridge engineers, researchers, users and other relevant people to the bridge and the conservation of the natural environment, and habitants and workers near the bridges. The design, construction, and maintenance of almost all the bridges has so far been carried out considering mainly their safety, with less emphasis on communication among people until recently. In the near future, in order to create a desirable bridge environment and/or change the current bridge environment to a desirable one, it is considered that a new organization is necessary. This should offer a framework which promotes communication among the people, and hence enables stakeholders to nd out valuable and useful strategies and to investigate and develop core technologies necessary to solve many issues related to the bridge environment. For this

purpose, the author and his group are investigating the brief organization of a centre on bridge safety and environment. This centre is a place to communicate, to exchange information and to collaborate among the people concerned with the bridge environment in order to realize a desirable bridge environment. The key features of the centre are as follows: (1) The centre should be independent from all the organizations concerned with the bridge and the bridge environment. (2) The policy of the centre is not against the code of ethics for civil engineers promulgated by JSCE. (3) In particular, regional characteristics should be emphasized, because of tight communication, quick correspondence etc. The centre should be established in each domestic region, for example, in our case, the centre should be established in Osaka. (4) Domestic and international collaboration with other similar centres is considered to be one of the important objectives of the centre. (5) It is also important to develop new research elds, which are concerned with the core technologies to solve the various kinds of issues on bridges and their bridge environment. 3.3. Bridge engineering attractive to young people [17] The following points are important in order to make bridge engineering attractive to young people: (1) It is important that the main jobs in the bridge industry are not mundane, such as those typically associated with repair, strengthening and retrotting of superannuated bridges, but should be creative, such as the refreshment of existing bridges and the construction of new bridges in harmony with their environment. (2) It is necessary that the social status of civil engineers should be improved and that civil engineers should be well-off and live comfortably. (3) For this purpose, the maintenance of superannuated bridges, repair and strengthening of damaged bridges, and retrotting works of existing bridges should be economically reasonable jobs, since these jobs will surely increase in the future. (4) The present wide and deep bridge engineering experience, which has been developed for many years and resulted in the successful construction of world-class bridges, such as the AkashiKaikyo Bridge, the Tatara Bridge, and so on, should be summarized compactly for young engineers to study it easily. (5) IT, CAD, and CAM should be introduced into the bridge industry as much as possible, because the young generation is fascinated by computer technologies. 3.4. Importance of bridge safety The safety of bridges, in particular against natural disaster, is still important for bridge engineers, although the improvement and refreshment of existing bridges considering the bridge environment is equally important. Because bridges are one of the important elements of infrastructure supporting our

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everyday social activity, the collapse of bridges due to strong seismic action, oods and so on has the potential to stop our social activity completely and for a long time. For instance, the collapse and serious damage to many elevated bridges in the Kobe Line of Hanshin Express Highway due to the HyogoKen Nambu Earthquake stopped the Kobe Line and caused heavy trafc jams for about one year. The bridge industry is responsible for the safety of the bridges. 3.5. Ethics for civil engineers and improvement of social status of bridge engineers I think that all the bridge engineers must keep the code of ethics for civil engineers promulgated by JSCE in order to improve their social status. For your information, the code of ethics for civil engineers promulgated on May 7, 1999, by the Board of Directors, the JSCE [18] is highlighted below: A civil engineer shall (1) Apply his/her technical skills to create, improve, and maintain beautiful national land, safe and comfortable livelihood, and prosperous society, thus contributing to society through his/her knowledge and virtue with an emphasis upon his/her dignity and honor. (2) Respect nature while giving the highest priority to the safety, welfare, and health of generations today and in the future, and shall endeavor to preserve and work with nature and the global environment for the sustainable development of mankind. (3) Value traditional technology rooted in indigenous cultures, engage in research and development of advanced technology, promote international cooperation, deepen mutual understanding of other cultures, and enhance welfare and safety of human beings. (4) Perform civil engineering work from a broad perspective based on his/her specialized expertise and experience regardless of his/her organizational afliation. (5) Publish reports and express opinions based on his/her accumulated expertise and experience, and live up to his/her own beliefs and conscience. (6) Disclose all relevant information concerning public safety, health, welfare, and sustainable global development, in an effort to carry out irreversible civil engineering work that is of long-term and large-scale in nature. (7) Keep a fair and impartial attitude to the public, clients of civil engineering work, and him/her while performing work sincerely. (8) Act as an honest agent or trustee of the employer or client in regard to technical work. (9) Treat everyone fairly without any discrimination against race, religion, sex, or age. (10) Perform work in compliance with applicable laws, ordinances, rules & regulations, contracts, and other standards, and shall not give, ask, nor receive directly or indirectly any undue compensation. (11) Understand the function, forms, and structural characteristics of civil engineering facilities and structures. In their planning, design, construction, maintenance, and disposal,

(12)

(13)

(14)

(15)

apply not only advanced technology but traditional technology as well while preserving the ecosystem and the beauty it contains, while staying mindful to preserve historical heritage. Strive to enhance his/her own expertise, study diligently concepts and engineering methods, and contribute to technological development through informing academic societies of the results of these efforts. Endeavor to cultivate human resources by effectively utilizing his/her own personality, knowledge, and experience while providing support for others to enhance their professional prociency. Actively explain the signicance and role of his/her own work and respond sincerely to any criticism of such explanation. Further, evaluate objectively the work completed by himself/herself and by others, and express positively individual opinions. Live up to the Code of Ethics stipulated by the Society while continuously seeking to enhance the social status of civil engineers. In particular, members of the Society shall take the initiative of professional dignity by observing this Code of Ethics.

4. Concluding remarks In this paper, consideration is given to the bright future in steel bridge construction in Japan through the investigation of recent trends. The state of the art in bridge construction during the developing and fairly developed eras, and the issues related to a bright future in steel bridge construction in Japan could be useful to various other countries, including in particular earthquake prone countries nding themselves at different stages of bridge infrastructure development. References
[1] Kitada T, Matsumura M. A consideration for future steel bridge structures and constructions in Japan. Memoirs of the Faculty of Engineering, vol. 42. Osaka City University; 2001. p. 4154. [2] Kitada T, Matsumura M. Strengthening on strength and ductility of existing box columns built up with insufcient corner welding. In: Proceedings of 5th international conference on bridge management. 2005. p. 65462. [3] Kitada T, Nakanishi M, Ito T. Maintenance and management of bridges in Osaka City. In: Proceedings of 4th international conference on bridge management. 2000. p. 37077. [4] Kitada T, Seki K, Matsukura T, Nishioka T, Iwasaki K. Maintenance, service life and total cost of steel bridges in urban elevated highways. In: Proceedings of 3rd international conference on bridge management. 1996. p. 30412. [5] Kitada T, Maekawa Y, Nakamura I. A bridge management system for elevated steel highways. Computer-Aided Civil and Infrastructure Engineering 2000;15:14757. [6] Kitada T. On management of existing bridges in Japan from now on. Katayama technical report 24. 2005. p. 110 [in Japanese]. [7] Ymaguti T, Kitada T. Fundamental study on improvement and refreshment of existing bridges considering harmony with their safety and surrounding environment. In: Proceedings of 5th international conference on bridge management. 2005. p. 64753. [8] Kitada T, Yamaguti T, Matsumura M, Okada J, Ono K, Ochi N. New technologies of steel bridges in Japan. Journal of Constructional Steel Research 2002;58:2170.

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T. Kitada / Journal of Constructional Steel Research 62 (2006) 11921198 [13] Kitada T, Tanaka K, Kano M, Yamano T, Okada J. Verbesserte Computerprogramme f r u die Bemessung von r umlichen a Stahlbr ckenkonstoruktionen und deren Anwendung. Stahlbau 2003; u A6449:28998. [14] Kano M, Tanaka K, Yamaguti T, Kitada T. Nonlinear static/dynamic FEM system for analyzing spatial bridge structures consisting of thinwalled steel and composite members. In: Proceedings of 3rd international conference on structural stability and dynamics. 2005. [15] Yamaguti T, Kishimoto Y, Kitada T, Nagata K, Watanabe E, Sugiura K. Development and practical application of multi-phase pseudo-dynamic testing system by using the internet. IABSE reports 86. 2002. [16] Surrey Matters. In this issue making space affordable. University of Surrey; February 2005. [17] Kitada T. Bridge engineering from now on, Text for Technical Lecture in Yokogawa Bridge Corp. 2004 [in Japanese]. [18] http://www.jsce.or.jp/outline/soukai/85/rinnri-e.htm.

[9] Kitada T, Matsumura M, Otoguro Y. Seismic retrotting techniques using an energy absorption segment for steel bridge piers. Engineering Structures 2003;25:62135. [10] Matsumura M, Namiki H, Tanaka M, Ozasa H, Hojo M, Kitada T. Posttension strengthening via carbon ber sheet for existing steel bridge girders. In: Proceedings of 11th European conference on composite materials. 2004. [11] Kitada T, Matsumura M, Tokubayashi M. Seismic retrotting method for circular steel column members by CFRP. In: Proceedings of 4th international specialty conference on behavior of steel structures in seismic area. STESSA 2003. p. 70309. [12] Kitada T, Tanaka K, Kano M, Yamano T, Okada J. Computer programs for static/dynamic, elasto-plastic and nite displacement analysis of steel bridge structures. In: Proceedings of 5th KoreaJapan joint seminar on steel bridges, JSSB-KJ5 1999. p. 10920.

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