The Chaotianmen Bridge An arch bridge with a new world record span of

552 m
WANG Fu-Min
Senior Civil Engineer
Chongqing Communications
Research and Design Institute
Nanan District, Chongqing,
China
Wangfumin@ccrdi.cmhk.com

Summary
The Chongqing Chaotianmen Yangtse River Bridge is a steel truss arch bridge with a main span of
552 m. The main span of the bridge is currently the worlds longest. Its design and construction
overcame significant technical difficulties. This paper describes the innovative aspects of the bridge
with regard to selection of structural system, length of main span, and construction technology.
Keywords: Steel truss arch bridge; Yangtse River Bridge; world record; design innovations.

1. Introduction
The Chongqing Chaotianmen Yangtse river bridge was opened to traffic in May 2009.
The superstructure of the Chantianmen Bridge is a double-deck, three span continuous deckthrough truss tied-arch system. The upper deck, 36 m in width, carries six lanes of highway traffic
and sidewalks on both sides. The lower deck carries two tracks of light rail, arranged on either side
of centreline of bridge, plus two 7 m wide highway decks, one on each side of the railway tracks.
The transverse spacing between the two arch ribs is 29 m. The height from the middle support to the
top of arch is 142 m. The profile of the lower chord of the main span and of the central portion of
the upper chord are defined by parabolic curves. A reverse circular curve is used for the profile of
the upper chord as it transitions from the main span to the side spans. The height from deck to top
of arch is 128m and the depth to span ratio is 1/4.31.
Steel of grades Q420qD and Q370qD is used as the material of main truss. Grade Q345qD steel is
used in deck system and bracing members. Grade 16Mn(Q345) steel is used in rolled sections.
Maximum plate thickness 40mm in truss members and 80 mm in gusset plates. The longest member
is 41 m long and the heaviest member weighs 81 t.

2. Why the length of 552 m was chosen for the main span
2.1 Factors considered
The Chaotianmen Bridge connects several important transportation routes in the city of Chongqing.
The bridge is located near the Dafosi Yangtse River Bridge. In addition to its function within the
citys transportation network and requirements for navigation clearance, the bridge was required to
convey a novel and artistic visual impression, and to be well integrated into the visual fabric of the
city. The Chaotianmen Bridge most also carry light rail traffic. The following factors were therefore
considered in the selection of the bridge type and determination of main span length:
(1) Topography and its impact on connections to the transportation network
(2) Impact of light rail operations

(3) Visual impact of the bridge on the surrounding landscape

(4) Navigation on the Yangtse and characteristics of river flow
(5) Constraints on total duration of construction
2.2

Conception of bridge type

To determine the best means of satisfying the

previously stated requirements, a
comprehensive study was undertaken of box
girders, arches, rigid frames, suspension
bridges, and solutions combining elements of
these systems. Since the bridge is located at
the confluence of Yangtse and the Jialing
Rivers, the straightforward steel truss arch is
likely to give people an impression of
grandeur and reflect the achievements of
modern industry, strength, and structural
beauty. This system combines both
traditional and modern elements, and is a
Fig. 1: View of Chongqing Chaotianmen Bridge worthy enhancement to the landscape and
culture of Chongqing.
As part of the process through which the structural concept was developed, a study of bridges in the
USA, Australia, and other countries was undertaken in 2003. This study resulted in the presentation
of the general design concept. On this basis, the final design concept, shown in Figure 2, was
developed. Referring to the Sydney Harbour Bridge, many Chinese arch bridges of flying swallow
shape, and the cross sections of typical bridges in Japan, and considering that the bridge required
both highway traffic and rail traffic, the structural concept of the bridge was developed and three
alternatives were designed and compared:
Alternative one: Deck-through steel box tied arch (main span of 546 m)

Alternative two: Steel suspension bridge with stiffening truss (main span of 630 m)

Alternative three: Deck through steel truss tied arch (main span of 546 m)

Fig. 2: Alternative Design Concepts for the Chongqing Chaotianmen Bridge

Considering the development of Chongqing and the special location of the bridge, these three
alternatives were comprehensively compared. On this basis, Alternative 3 was selected.

2.3

Bridge span analysis

159.91

The Yangtse River flows quickly at the proposed bridge

location. If a main span of 400 m were used, the flow speed
near the north main pier would be 4 m/s, which would
imply that the pier would have a significant impact on flow
conditions. The river navigation authority proposed that the
south main pier should be out of the water when the river is
at its lowest level of 157.82 m, and that the north pier
should be placed on Guanyinyan and behind Yinzishi, to
facilitate future dredging of the waterway. To satisfy these
requirements, the span must not be less than 500 m. A main
span length 552 m of the main bridge was finally selected.

Fig. 3: Foundation of main pier

3. Innovations of the bridge structural system

The bridge carries eight highway lanes and two tracks
of light rail. An important challenge was to arrive at a
reasonable arrangement of traffic within the crosssection. Following careful studies, the rail traffic was
located under the deck, totally separated from the
highway traffic. This resulted in a reduction in total
deck width and maintained the overall visual aspect of
the bridge.
(1) The design of the truss references some bridges in
Japan that carry both highway and railway traffic. These
bridges are double-deck trusses. Highway vehicles and
trains are assigned to the upper and lower levels
respectively. The height of the truss girder is
Fig. 4: View of girder truss
approximately 13 m. The Tsing Ma Bridge in Hongkong and
another bridge in Japan are also referenced. These two bridges
use steel box girders. Highway vehicles and trains are likewise
assigned to the upper and the lower levels respectively. There are also two vehicle lanes in the box
girder. The double deck truss girder used in the bridge in Japan was designed to resist earthquake,
and the box girder of the Tsing Ma Bridge was designed to resist the severe wind load. Compared
with the above bridges, the Chaotianmen Bridge had more favourable environmental conditions. A
two level truss was selected on the basis of an analysis of the main girder of the above bridges.
Moreover, to improve the view for railway passengers, the truss was designed to be fully open with
only vertical members linking the upper and lower layers of the truss.
(2) The choice between a parallel rib arch and a basket handle arch was made in consideration of
some problems associated with the basket handle system for this particular situation. Although
basket handle arches are visually attractive and stable, the cost and difficulty of construction will be
greater than parallel rib arches. These difficulties include complications in the design of erection
equipment and more complicated field connections. On this basis, therefore, a deck-through truss
arch with composite decks and two parallel main arch ribs was selected.
(3) Arch structures can be divided into two categories according to whether their substructures carry
horizontal thrust. Both systems were in principle valid for the Chaitienmen Bridge. Most steel arch
bridges apply horizontal thrust to the foundations, such as the Lupu Bridge in Shanghai. A typical
arch bridge without horizontal thrust is the Sydney Harbour Bridge in Australia. An arch without
horizontal thrust, i.e., a tied arch, was designed for the Chaotianmen Bridge. This type of arch type
has the advantage of a clear and simple load path between superstructure and substructure. There is
no horizontal thrust applied to the substructure. In every part of the structure, temperature forces are

relatively small. By adjusting the elevation of

bearings during construction, internal forces of
components were easily reduced to acceptable levels.
Moreover, this type of arch bridge produced equal
internal forces in sections at the footing of arch.

4. Technical challenges and method of construction

4.1 Technical challenges
Technical challenges were mainly are reflected in the following aspects of the design: The local
distribution of load was complicated. There were difficulties in analysis and determination of the
main piers location. There were difficulties in analysis of rigid tie bars and flexible tie bars acting
together. Given the large size of the structural members, construction was difficult. The fabrication
precision of components was difficult. There were also difficulties in jacking up the side supports
and main piers to unstress the joints when the two half arches were closed at midspan, i.e., the first
change of structural system. There were difficulties in setting the pre-displacement of the main piers
and adjusting the location of these piers by jacks when the main girder and arch tie were connected,
i.e., the second change in structural system.
4.2 Method of construction
The construction of the bridge proceeded as follows: The moving cranes on the arch and temporary
stays were used to erect the main span truss arch. Temporary piers and stays were used to erect the
side spans. After the closure of truss arch, temporary horizontal cables were used to erect rigid tie
bars in both the upper deck and lower deck. Following this, the decks were closed. The key steps
are shown in the following figure.
11075KN
10396KN
13018KN
12401KN

25

11075KN
33

33

25

10396KN
13018KN
12401KN
1

1
y
x

120m

Fig. 6: Construction of the bridge

5. Conclusions
Early planning, conceptual design, and detail design of the bridge all aimed at producing a smooth
traffic flow after completion, beautiful appearance, safe service, reasonable cost, and a lasting
contribution to regional development. The design spirit of the bridge is that the technical
innovations are achieved. The new concept of life cycle cost was considered in the capital
investment required to construct this bridge. The design concept and technical innovations are
reflected in the completed bridge.

References
[1] WANG Fu-Min etc, Argumentation of bridge type and bridge location of Chongqing
Chaotianmen Bridge, Papers of national bridge technology conference 2004.
[2] WANG Fu-Min etc, Study of structure system of the Chongqing Chaotianmen Bridge,
Highway communications Techonology, July 2005.
[3] WANG Fu-Min etc, The Design of Chongqing Chao Tian Men Yangtse River Bridge,
Proceedings of Fourth PRC-US Bridge Engineering Workshop, 2006
[4] WANG Fu-Min, The achievements of large span bridges and example of large span steel arch
bridges design innovations, Proceedings of 22nd PRC-Japan Highway Technology
Conference, 2007