ISSUE 03/2025 SEPTEMBER

DANJIANG BRIDGE, TAIWAN PART I.

 LIST OF CONTENTS

DANJIANG BRIDGE ARCHITECTURAL DESIGN page 11

Shao-wei Huang, Associate Director, Zaha Hadid Architects

THE DANJIANG BRIDGE METHOD: STRATEGIC VISUALISATION

THAT ENHANCES PUBLIC TRUST page 16

Philipp Eckhoff, MOREAN

DESIGN AND CONSTRUCTION OF THE DANJIANG SINGLE TOWER

CABLE STAYED BRIDGE IN TAIWAN page 21
Kilian Karius, Leonhardt, Andrä und Partner, Germany

DANJIANG BRIDGE – GEOMETRY DEFINITION OF THE PYLON page 40

Claudio García, Compañía de Proyectos de Ingeniería S.R.L., Argentina

CONSTRUCTION PHOTOS page 48

By Zaha Hadid Architects

DANJIANG BRIDGE – STAY CABLE SYSTEM TESTING, DESIGN AND ERECTION page 52
Jannik Gawlista, Viviana Costa
DYWIDAG Systems International GmbH, Germany

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3/2025
Dear Readers

The first special edition about the Danjiang Bridge in Taiwan describes it from the first steps,
from concept to modelling, architecture and design of the bridge with emphasis on the pylon.
When complete, the bridge will stand not only as the world’s longest single-tower asymmetric
cable-stayed bridge but also as a testament to international collaboration, digital innovation, and
architectural vision.
In December, we will publish the second edition, focusing on various aspects of its design and
construction, including environmental considerations, seismic resistance and durability, and the
design of the excavation and retaining system used for the cofferdam during foundation
construction.
The December edition will also feature a comprehensive construction gallery, showcasing the
bridge's progress from the start of construction to its current state.
Later on, in the February 2026 e-BrIM magazine, we will publish two more articles – one about
3D Digital Bridge Design, Integration, and Management, and an article about monitoring of the
bridge.
I want to thank all authors, and also people helping us prepare both special editions, especially
Kilian Karius, LAP, who has been assisting us with both editions, connecting us with relevant
stakeholders, and helping with many other things. Further, I would like to thank Peter Walser of
LAP for bringing up the idea of publication, as well as other people, especially Wen-Kai (A-Kai)
Chen and Johnny Ro.
And I want to thank our Editorial Board, especially Richard Cooke and David Collings, for their
assistance with this edition and review of the articles.
We also thank our partners for their continuous support.
The next e-mosty will be published on 20th December.
The next e-BrIM will be released on 20th October. It will be the first edition to be published also in
Spanish, www.e-brim.com/es.
We welcome your articles for both the e-BrIM and e-mosty magazines. You can contact me at
[email protected].

Magdaléna Sobotková

Chief Editor

3/2025
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 DANJIANG BRIDGE, TAIWAN

View of the Bridge

Planned Opening of the bridge to traffic: 2026 Owner: Directorate General of Highways,
Taiwan, R.O.C.
Type of the bridge: Cable-Stayed with one pylon
Owner’s Project Manager: TYLin Taiwan
Length and spans: 920 m (75 m + 75 m + 450 m
+ 175 m + 75 m + 70 m) Employer: Kung Sing Engineering Co. (KSECO)
Height of the pylon: 200 m Employer's Technical Advisor: Wiecon
Navigation: 200 m wide navigation channel with Architect: Zaha Hadid Architects
a 20 m clearance Design Team: Sinotech Engineering Consultants
Width: 44.7 m between railings, expanding to and Leonhardt Andrä und Partner (LAP)
55.3 m in the cable-stayed section Visualisation: MOREAN
Lanes: Two lanes in each direction, 2.5 m lane for Wind Engineering: EZI-Ingenieure
motorbikes and a 5 m wide walkway
Stay Cables: DYWIDAG
Location: Tamsui and Bali in northern Taiwan
Exp. joints and bearings: mageba
Formwork: PERI

03/2025
Danjiang Bridge Main Span Closure on 16th September 2025
 DANJIANG BRIDGE ARCHITECTURAL
DESIGN
Shao-wei Huang, Associate Director
Zaha Hadid Architects

Figure 1: Night view of the Bridge

INTRODUCTION The Sinotech Engineering Consultants and

In the ever-changing urban landscape of Taiwan, Leonhardt, Andrä & Partner joint venture with Zaha
infrastructure is more than just a means of Hadid Architects won the international competition
transport. It reflects ambition, progress, and a vision to design the new Danjiang Bridge in Taipei for the
for the future. Directorate General of Highways, Taiwan, R.O.C.,
in 2015.
The Danjiang Bridge stands as a bold statement of
Taiwan’s infrastructural and cultural evolution. The success of the Danjiang Bridge competition
Situated at the estuary of the Tamsui River, where entry reflects the power of international colla-
land, water, and sky converge in dramatic harmony, boration. Zaha Hadid Architects, renowned for their
the bridge is not only a vital piece of transport fluid architectural language and innovative use of
infrastructure but also an iconic landmark for technology, partnered with Sinotech Engineering
Taiwan. Consultants (Taiwan) and Leonhardt, Andrä &
Partner (Germany).

03/2025
This collaboration combined global design expertise a trade artery and today forming a natural boundary
with local engineering knowledge and regulatory between the dense urban settlements on its eastern
understanding. banks and the growing communities on its western
side.
The international jury awarded the team first place,
ahead of other distinguished competitors, including The existing Guandu Bridge, located upriver, was
CECI with Nippon Engineering Consultants, Aecom built in the 1980s and has long struggled to cope
Asia with Resources Engineering Services, and with heavy traffic volumes. As Taipei’s northern
MAA Group with Cowi. The outcome demonstrated coast developed—spurred by the rapid expansion
how architectural vision and engineering ingenuity of the Port of Taipei (Taipei Harbour), Taiwan’s
could converge into a compelling, buildable busiest shipping hub—the need for a new crossing
proposal. became undeniable.
When completed, the Danjiang Bridge will claim an The Danjiang Bridge is designed to respond to this
extraordinary feat of engineering: the world’s demand, linking Highways 2 and 15 with the West
longest single-tower, asymmetric cable-stayed Coast Expressway (Route 61) and Bali-Xindian
bridge. Yet, its design goes beyond the technical Expressway (Route 64).
superlative. By reducing traffic congestion, In addition to alleviating road congestion, the bridge
extending public transport connectivity, and introduces a new dimension of multimodal
integrating seamlessly into the ecological and connectivity. By carrying an extension of the Danhai
cultural landscape of the Tamsui estuary, the Light Rail Transit (DHLRT) across the river, the
project embodies a holistic approach to bridge ties the western town of Bali and the port
infrastructure in the twenty-first century. directly into Taipei’s metropolitan transit system.
CONTEXT AND URBAN SIGNIFICANCE This integration of road, rail, and pedestrian
New Taipei City is a city shaped by its rivers. The connections within a single structure exemplifies
Danshui River, also known as the Tamsui River, is Taiwan’s forward-thinking approach to urban
particularly significant, having historically served as mobility.

Figures 2 and 3: Renderings of the pylon Figure 4: Connection of the Bridge

to its surrounding environment

03/2025
THE NATURAL SETTING: THE DANSHUI RIVER both structural stability and architectural clarity.
ESTUARY Positioned strategically, it avoids obstructing river
navigation channels while preserving unobstructed
Beyond its functional purpose, the Danjiang Bridge
sunset views. Its placement also minimises the need
is deeply attuned to its site. The Danshui River
for in-water supports, protecting the estuary.
estuary is a place of ecological richness and cultural
resonance. On the eastern bank lies Tamsui, The asymmetrical composition sets the Danjiang
a historic town with colonial architecture, temples, Bridge apart from conventional cable-stayed
and waterfront promenades. On the western bank bridges. Rather than relying on two balanced
lies Bali, renowned for its cultural sites and growing towers, the single tower creates a striking sculptural
recreational hub. presence.
Each evening, residents and visitors gather along The deck, gracefully extending from one side,
the riverbanks to witness the sunset over the achieves both economy and drama, presenting
Taiwan Strait. This daily ritual has made the estuary a dynamic gesture across the river.
one of northern Taiwan’s most beloved scenic
The bridge is designed not merely as infrastructure
spots. The design of the Danjiang Bridge
but as a civic landmark. From afar, its silhouette will
acknowledges this cultural practice, ensuring that
define the horizon, a symbol of connection between
the structure does not obstruct these views but
Taipei and the world beyond. From within, whether
instead frames them.
crossing by car, train, or on foot, users will
Equally important is the ecological integrity of the experience a unique journey over water, framed by
estuary. As a transitional zone between the river cables and sky.
and the ocean, it supports a diverse ecosystem.
HARMONISING INFRASTRUCTURE, ECOLOGY,
In line with Taiwan’s increasing commitment to AND CULTURE
environmental protection, the bridge was designed
The Danjiang Bridge exemplifies a new paradigm of
to minimise its footprint within the riverbed, reducing
infrastructure design—one that is not isolated from
potential disruption to aquatic habitats.
its context but harmonised with it. Its single mast
DESIGN CONCEPT: AN ELEGANT LANDMARK reduces ecological disruption, while its careful siting
respects cultural practices of sunset viewing.
At the heart of the design is a single concrete tower
rising with quiet elegance from the eastern bank. Its design embodies elegance and restraint,
From this tower, an array of steel cables fans out avoiding visual dominance over the river while
asymmetrically to support a 920m long deck. This asserting a clear architectural presence.
cable-stayed configuration is structurally efficient
This sensitivity reflects Zaha Hadid Architects’
while visually restrained.
broader design philosophy: that architecture should
The tower itself has been engineered to be as engage with landscape, culture, and community in
slender as possible, its geometry refined to achieve ways that are transformative yet respectful.

Figures 5 and 6: Sunset over the Strait with a rendering of the bridge

03/2025
 Its adoption for bridge design signalled a new era in
infrastructure delivery. The system provided
a shared data environment where architects,
engineers, and consultants could author, review,
and coordinate models in real-time, regardless of
their geographical location.
Design information was authored directly in CATIA,
ensuring consistency and accuracy. Specialist
engineering analyses—such as structural
optimisation, wind tunnel simulation, and seismic
modelling—were integrated through cyclical data
exchange, with custom scripts bridging external
Figure 7: The deck and pylon sections tools back into the master model.
The result was a Digital Mockup that served not just
ENGINEERING EXCELLENCE: WORLD’S as a visualisation tool but as a solid model
LONGEST SINGLE-TOWER CABLE-STAYED representation of the design itself.
BRIDGE
BEYOND DESIGN: INTEGRATION INTO
The designation of the Danjiang Bridge as the PROCUREMENT
world’s longest single-tower, asymmetric cable-
stayed bridge is not simply a record-breaking boast. One of the most innovative aspects of the Danjiang
It is the outcome of an engineering solution Bridge project lies in how its digital methodology
optimised for site conditions, urban needs, and influenced procurement.
environmental sensitivities. Traditionally, government procurement in Taiwan
The single-tower solution dramatically reduces the has relied on 2D drawings for tender
number of foundations required in the river, documentation. This approach often requires
lowering environmental impact and construction contractors to reconstruct 3D models at their own
complexity. At the same time, it requires rigorous expense, introducing inefficiency and the potential
engineering precision to balance the asymmetrical for error.
forces across a nearly 1km long deck.
Working with structural specialists Leonhardt,
Andrä & Partner, the design team employed
advanced modelling and simulation to test wind
loads, seismic resilience, and long-span dynamics.
The mast’s proportions were refined iteratively to
ensure stability without unnecessary bulk. The
result is a structure that is both lighter and more
economical than multi-tower alternatives, while
achieving an iconic profile.
DIGITAL INNOVATION: CLOUD-BASED 3D
DESIGN
The complexity of the Danjiang Bridge demanded
more than traditional design coordination. With
teams distributed across Europe and Asia, and with
the high precision requirements of long-span bridge
engineering, the project adopted an integrated
cloud-based 3D design methodology.
At the core was CATIA V6 (3D Experience),
a platform typically associated with aerospace and Figure 8: Walkway for pedestrians and bicycles
automotive industries.
03/2025
For the Danjiang Bridge, the Employer’s CONCLUSION: A SYMBOL OF CONNECTION
Requirements mandated a contractor-led BIM
The Danjiang Bridge represents more than
(Building Information Modelling) process. This
a transport crossing. It is a physical and symbolic
created an unprecedented opportunity to use the
connector—between east and west banks,
3D CATIA data as part of the contract
between road and rail, between local communities
documentation. By elevating the digital model into
and global networks. It embodies Taiwan’s capacity
contractual status, the project eliminated redundant
to embrace innovation while honouring natural and
3D model reconstruction and established a single
cultural heritage.
source of truth for design intent, construction
detailing, and lifecycle management. When complete, it will stand not only as the world’s
longest single-tower asymmetric cable-stayed
This approach positioned the Danjiang Bridge at the
bridge but also as a testament to international
forefront of digital delivery in infrastructure, setting
collaboration, digital innovation, and architectural
a precedent for future projects in Taiwan and
vision.
beyond.
For Taiwan, it will become a new national landmark,
A BRIDGE FOR PEOPLE
framing timeless sunsets and futures alike.
While the Danjiang Bridge addresses pressing
For the world, it will be a case study in how
infrastructural needs, it also prioritises human
infrastructure can inspire as much as it serves.
experience. The bridge deck accommodates not
only vehicles and trains but also pedestrian
pathways, inviting people to walk across the
Danshui River and engage with the landscape from
All renders in this article show
a new perspective.
the Danjiang Bridge by Zaha Hadid Architects
For locals, the bridge will significantly reduce travel
times, linking Bali and Tamsui within minutes. For Credits:
tourists, it offers a new vantage point over one of
Taiwan’s most picturesque estuaries. The Figures 1, 4, 7, 8 Render by VisualArch
integration of light rail encourages sustainable
mobility, reducing reliance on private cars and Figures 2, 3, 5, 6, 9 Render by MIR
contributing to Taiwan’s low-carbon ambitions.

Figure 9: Rendering of the complete bridge

03/2025
 THE DANJIANG BRIDGE METHOD:
STRATEGIC VISUALISATION THAT
ENHANCES PUBLIC TRUST

Philipp Eckhoff, MOREAN

Figure 1: Visualisation of the complete bridge

THE CHALLENGE EVERY INFRASTRUCTURE

LEADER FACES
When Zaha Hadid Architects designed the Danjiang • Without public support, even brilliant
Bridge, they faced a problem you know well: How infrastructure projects can stall, face costly
do you convince the competition jury of your design delays, or worse… get cancelled.
proposal and win the competition?
That was where we stepped in... initially as
The stakes were high, and it was necessary to visualisation producers, but what happened next
consider that: transformed how we work with infrastructure clients
today.
• Bold architecture often triggers scepticism;
• Complex engineering can breed doubt;

03/2025
HOW ONE PROJECT CHANGED EVERYTHING Strategic Breakthrough: We realised we were not
(AND CREATED OUR METHOD) just making visualisations... we were solving
communication problems for different stakeholder
We started this project the traditional way:
groups. Each audience required different proof
➢ Create a competition film points, emotional connections, and levels of detail.
➢ Make it look impressive
This project taught us that successful infrastructure
➢ Meet the deadline
visualisation is not about the images. It is about the
But the Danjiang Bridge demanded more. As strategy behind them.
mentioned above, the design was bold and the
engineering complex. We realised that pretty
pictures would not be enough to build the trust this
project needed.
When we realised that, we evolved our approach in
real-time:
Competition Film: Instead of just showcasing
beauty, we focused on building trust in feasibility
through clear construction sequences and real-
world context. Every shot had to prove that the
bridge was not just beautiful, but also buildable and
safe.
VR Installation: The client requested that we create
a showroom experience. We built a virtual reality Video 1: The Serene Dancer of the Night
experience that allows visitors to cross the bridge
by car, bike, or on foot. Suddenly, abstract plans Click on the image to play the video on Vimeo
became a visceral understanding.

Figure 2: On-site showroom for the bridge project

03/2025
 Figure 3: Virtual reality experience of the bridge, presented in the showroom

FROM PRODUCERS TO STRATEGIC PARTNERS: ➢ Evidence first: Build trust by showing how things
WHAT WE LEARNED work, not just how they look
Before Danjiang, we thought our job was to make ➢ Audience mapping: Engineers, decision-
technical designs look appealing. makers, residents, and media all need different
messages
After Danjiang, we understood that our real value
was connecting design teams with their ➢ One master, many outputs: Smart planning lets
stakeholders; translating complex engineering into one project serve multiple communication
a confident understanding for everyone who needs
needed to say "yes." ➢ Early involvement: The most significant impact
The lessons from this single project became the happens when we shape strategy, not just
foundation of how MOREAN works today: execute visuals
Below is a table comparing two ways we work, with
a focus on the differences we now make.

The old way (how we used to work) The new way (what we learned)

Focus on beautiful images Focus on communication outcomes

One film fits all audiences Targeted content for each stakeholder group

Called in when the design is finished Involved when strategy matters most

Deliver visuals and leave Partner through the entire project lifecycle

03/2025
THE METHOD THAT EMERGED • Fewer surprises, faster approvals, consistent
As the work on the Bridge continued with all the quality
challenges, we evolved a method that can be • Long-term partnerships that get better with
described in five words: Discover → Design → Build every collaboration
→ Validate → Deliver Build:
Discover: Our data discipline emerged from necessity.
We learned to map stakeholders and their specific • One source of truth.
concerns first.
• No duplicate geometry.
• Engineers want structural logic.
• No guessing.
• Residents want safety assurance.
• Files are organised by date and discipline.
• Media wants a compelling story.
Validate:
• Decision-makers want confident feasibility.
We found that lightweight reviews with the right
Design: decision-makers are more effective than hour-long
Based on those insights, we now create targeted calls with 50 people.
content strategies. Each piece serves multiple Deliver:
purposes while speaking clearly to its primary
Multiple outputs from one master project -
audience.
competition submissions, public meetings, press
Early involvement means: conferences, and social media.
• Visualisation strategy aligned with project goals
from day one
• Content that grows with your project through all
phases

Figure 4: Jury Presentation, Public Presentation, Team meeting, Trade Show, Board Meeting and Social Media

03/2025
 Figure 5: Visualisation of the construction process

WHAT THIS EVOLUTION MEANS FOR THE • Data workflows that integrate with your existing
FUTURE processes
The transformation we underwent with the Danjiang • Clear communication of complex concepts to
Bridge has enabled us to develop a strategic non-technical stakeholders
approach that our clients benefit from today.
For Stakeholder Relations:
For CEOs and Decision-Makers:
• Public content that builds trust rather than
• Reduced the risk of public opposition derailing confusion
projects
• Consistent messaging across all project
• Faster approvals through clear, confident communications
presentations
• Virtual experiences that let communities
• One visualisation strategy that serves multiple envision benefits
business needs
CONCLUSION
For Project Managers:
We learned through experience what we now know
• No more last-minute visualisation surprises from the start: The best infrastructure visualisation
• Clear deliverables, owners, and deadlines from strategies begin before the final design, when
day one stakeholder concerns can still be addressed, when
public input can still be integrated, and when
• Reusable assets that multiply ROI across communication can still shape outcomes. The
project phases strategic approach should be taken from day one.
For Technical Teams: MOREAN evolved from visualisation producers to
• Visualisations that accurately represent your strategic communication consultants through
engineering projects like the Danjiang Bridge.
We collaborate with leading architecture firms,
03/2025 engineering consultants, and government agencies
that recognise that great projects are not just built –
they are accepted.
 DESIGN AND CONSTRUCTION OF THE
DANJIANG SINGLE TOWER CABLE STAYED
BRIDGE IN TAIWAN
Kilian Karius
Leonhardt, Andrä und Partner Beratende Ingenieure VBI AG, Germany

Figure 1: Rendering of the bridge Source: Zaha Hadid Architects ©negativ.com

PROJECT DESCRIPTION • Contribute to the improvement of the Taipei

metropolitan expressway network in alignment
A major infrastructure project is currently
with the city's urban development plan,
underway at the Tamsui Estuary, Figure 2,
connecting the districts of Tamsui and Bali in • Extend the Light Rail Transit (LRT) system to
northern Taiwan. the Bali area.
The Danjiang Bridge, upon completion, is poised to Our team, comprising Sinotech Engineering
achieve several key objectives: Consultants, Leonhardt Andrä und Partner (LAP),
Architects of Zaha Hadid (ZHA), and MOREAN,
• Reduce travel time between Tamsui and Bali,
designed the iconic single-tower main bridge,
thereby expanding the region's economic and
which emerged as the winning proposal in an
social reach and fostering local development,
international design competition.
• Link key recreational areas to boost tourism,
The bridge is envisioned not only as a functional
• Provide critical access to Danhai New Town, transportation link but also as a cultural and
enhancing traffic flow along the northern coast, environmental landmark that harmonises with the
• Support the infrastructure of Taipei Harbour, surrounding landscape and complements the
famous Tamsui sunset.

03/2025
Bathymetry
The Tamsui River's drainage area spans 2,726 km²,
with the Danjiang Bridge designed to account for
flood levels with a 200-year return period.
Figure 3 below illustrates the riverbed topography
200 m upstream and downstream of the bridge
site. The riverbed's slope is gentler on the Tamsui
side and steeper on the Bali side, with bathymetry
ranging from 0 m to -8 m, and a maximum depth of
approximately 8.4 m.
Geology
Figure 2: Location of the bridge. Click on the map
The nearest geological faults - Hsingchuang, Source: Google Maps
Chinshan, and Shanchiao - are located 7–8 km
away, with the Shanchiao fault having last been
active about 10,000 years ago. The deck carries two lanes of traffic in each
direction, a 2.5 m scooter lane for motorbikes and
At approximately -33 m on the Tamsui side,
motorized scooters, and a 5 m wide walkway
bedrock begins and gradually descends to -66 m
shared by pedestrians and bicycles.
on the Bali side. This gradient indicates that
placing the Main Bridge foundation on the Tamsui During Phase 1, the deck also includes a high-
side is the most cost-effective and structurally occupancy vehicle (HOV) lane, which will be
sound option. adapted for light rail (LRT) tracks in Phase 2.
Bridge layout STRUCTURAL DESIGN
The 920 m Main Bridge features spans of 75 m + Mass distribution and balance
75 m + 450 m (main span) + 175 m + 75 m + The span lengths of Danjiang Bridge on either side
70 m, as illustrated in Figure 4. of the pylon are 450 m and 175 m, creating
The main span crosses a 200 m-wide navigation unbalanced reactions under all loadings. The first
channel with a 20 m clearance for fishing boats, design challenge was to optimise material
tourist boats, and private yachts. distribution while minimising the structure's total
weight (and seismic mass).
The bridge's typical total width is 44.7 m between
railings, expanding to 55.3 m in the cable-stayed Our solutions to optimise the permanent load
section. distribution and to reduce weight include using
concrete-steel composite sections and orthotropic
Here, the deck separates to accommodate the
steel deck sections where appropriate to address
5 m wide pylon legs.
the imbalance.

Figure 3: Bathymetry

03/2025
 ↑ Figure 4: Overall Bridge Layout

←↙ Figure 5: Deck typical

cross-section

03/2025
Figure 6 shows the 115 m long composite section Pylon
area with a 30 cm concrete slab connecting to the
The bridge's identity is largely defined by the pylon
660 m long orthotropic deck with additional
geometry. Therefore, it was crucial to translate the
concrete only over 22.5 m near P120.
architectural concept's free-flowing shapes into
To counterbalance, a 99 m composite section with a geometry that is both constructible and aligned
a 65 cm slab is placed near Piers P140 and P150, with the vision.
plus a 46 m section with 30 cm concrete near
This process began at the competition stage, as
P160 on the Tamsui side.
shown in Figure 7, resulting in a 200m high
Keeping the structure’s weight low was crucial for reinforced concrete pylon with two legs converging
the stay cable system, anti-seismic design, and 45 m above the deck, topped by two architectural
foundation, as well as enabling longer segments for extensions ("bunny ears").
faster cantilever erection.
During the preliminary design phase, the geometry
Using hollow steel pipes for the upper pylon and was further optimised in collaboration with
hollow sections for the piers. This design saved formwork manufacturers.
550 m³ (14%) of concrete in the upper pylon and
A key optimisation was transforming the double-
1200 m³ (20%) in the intermediate piers.
curved surfaces into single-direction radii, enabling
Employing higher-strength materials to minimise the use of climbing formwork.
dimensions:
This goal was achieved in all areas except for the
Pylon and Pier P140:f'c = 56 MPa self-compacting merging section (where the two legs converge)
concrete and the upper three segments ("bunny ears"),
which still required conventional formwork.
Other piers: f'c = 49 MPa
To facilitate this process, the shapes were
Reinforcement: fy = 420 and 490 MPa
mathematically formulated, which was also
Structural steel as per ASTM A709: Grade 50W, necessary for the construction tender.
fy = 350 MPa and Grade HPS70W, fy = 490 MPa
Figure 8 illustrates the transition from workshop
Other weight-reduction measures included using concepts to final design formulations. The final
steel crash barriers instead of concrete and steel design outer geometry is shown in Figure 9.
sleepers for the LRT rails.

Figure 6: Choice of bridge deck materials

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 Figure 7: Evolution of pylon shape at competition

Figure 8: Evolution of pylon shape at tender design

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 Figure 9: Pylon final geometry

Stay cable system The main span consists of 27 stay cable pairs, the
side span of only 20 pairs, which are spaced at
Stay cables are specified as a parallel strand
15 m intervals in the orthotropic deck and at 12 m
system made of individual high-density polyethene
intervals in the composite deck on the Tamsui side.
(HDPE) coated seven-wire steel strands with
galvanic coating inside an HDPE stay cable outer The stay cable forces under permanent loads at
pipe. The stays are arranged in an unsymmetrical traffic opening and at time infinite (t∞) differ from
fan shape pattern as shown in Figure 10. each other not only due to long-term effects, but

Figure 10: Stay Cable Layout

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also from replacing the HOV lane by LRT tracks
during the 120-year service life of the bridge.
Restressing is, however, not planned, as the stay
forces are configured to fulfil the following criteria
at all times: (1) Minimise the pylon shear force at
the merging point, (2) Ensure permanent
compression in the bearings, (3) Limit the deck
bending moments.
Architectural lamp posts
The Danjiang Bridge features a unique lighting
design, with conical and curved lamp posts
positioned between the cable stays. These posts Figure 11: Architectural Lamp Posts
reach a maximum length of approximately 30 m
and are inclined at angles matching those of the
adjacent stay cables. This makes them a distinctive
feature of the bridge's identity. Seven HFR devices connect the deck to the
Extensive dynamic analyses were performed to Tamsui pylon leg, acting as nearly rigid supports
assess the lamp posts' performance under various under non-seismic loads. Upon reaching the
conditions, including (a) buffeting caused by wind threshold force, an orifice opens and the HFRs
acting on the poles, (b) vortex-induced vibrations function as viscous dampers.
(VIV) from wind interaction, (c) dynamic excitation Additional redundancy and safety against
due to VIV of the bridge deck, and (d) dynamic unseating under extreme conditions are provided
excitation from the seismic response of the bridge by standard viscous dampers on transition piers
deck. and rigid pipe stoppers on both pylon legs.
To ensure optimal performance under conditions After a seismic event, the orifice closes, and the
(b) and (d), artificial damping is required. structure may require recentring after multiple
Therefore, the lamp posts will be equipped with smaller or extensive events.
tuned mass dampers and optional mass-detuning.
All substructures contribute lateral support. The
Articulation pylon and the transition piers have sufficient
Selecting and fine-tuning the seismic isolation capacity to cater for rigid lateral support.
devices has been a critical challenge throughout The intermediate piers, which are more slender,
the design. Seismic isolation is required in both would be overloaded during a seismic event, so
horizontal directions to reduce support reactions. unidirectional friction pendulum bearings (FPB)
While movements are necessary for energy were selected.
dissipation and frequency extension during
Their properties were tuned to provide adequate
a seismic event, seismic displacements must be
breakaway force under normal loads, limit seismic
limited due to expansion joint size, space
displacements, and ensure re-centring after
constraints at the piers and pylon, and forces
a seismic event. Only two property sets were
transferred to the pylon head through the stays.
specified to reduce testing and fabrication costs.
The challenge was to develop a system that meets
The deck is vertically supported at the piers and by
all requirements while preventing movement under
the stay cables.
regular service and typhoon loads. This ultimately
led to a system that changes its properties at At the pylon, it is free-floating. At Piers P120 and
a specific force level. P140, tie-down cables are installed in the piers to
eliminate any uplifting forces in the FPB.
In the longitudinal direction, hydraulic fuse
restrainers (HFR) were selected as the optimal Figure 12 shows the overall articulation scheme.
solution.

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 Figure 12: Articulation Scheme

Analysis Models The same procedure is applied at both the start

For the global analysis, a three-dimensional model and end of the twin decks. Between the two
was created using the SOFiSTiK software. The parallel spine beams, crossbeams are included,
structure is modelled using beam, cable, truss, and modelled as single beam elements.
spring elements. The pylon is modelled with a single spine beam at
The superstructure is initially modelled as a single the top and separate spines for the legs, which are
spine beam, continuing until the deck separates rigidly coupled at the merging point. The V-shaped
into twin decks. piers are modelled using the same approach as the
pylon. The tie-down cables are represented as
In this span, the superstructure is represented by
cable elements.
two parallel spine beams, rigidly coupled to the
single spine beam. Figure 13 illustrates the global model.

Figure 13: 3D SOFiSTiK Model for Global Analysis

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In addition to the global beam model, several local Non-linear time history analysis was conducted
shell models have been developed to further using seven ground motion records compatible
analyse the following: with the MOTC response spectra, considering
• The local and transverse load-bearing wave propagation effects and the significant
behaviour of the superstructure, nonlinear dynamic response of the structure,
• The verification of the cross-beams, driven by the friction pendulum bearings and
hydraulic fuse restraints.
• The merging point of the pylon.
Separate models were also created to analyse the A project-specific seismic hazard study was also
lamp posts. performed to evaluate local site effects, accounting
for the site’s unique geotechnical characteristics
Performance-Based Seismic Design (seismic “signature”). Three historical ground
Taiwan is one of the world’s most earthquake- acceleration time-histories from the Chi-Chi
prone regions. The site lies in Taipei Zone II Earthquake, Hualien Earthquake, and 331 events
according to the MOTC Highway Bridge seismic were scaled to match the hazard curve as per
design specification, with peak ground Figure 14.
accelerations (PGA) of 0.32 g at Maximum For the non-linear time history analysis, the energy
Considered Earthquake (MCE) and 0.24 g at dissipation offered by the components of the
Design Basis Earthquake (DBE) levels. isolation system, either as hysteretic damping
Performance-Based Seismic Design (PBSD) is through friction or as viscous via hydraulic
adopted as the framework to achieve a target post- dampers, is directly included in the nonlinear
event operational level (e.g., damage level) for analysis via suitable elements located at the
varying ground motion intensities. bearing positions.
The goal is to comply with the performance criteria The set of HFR is modelled as a nonlinear viscous
of Table 1 by achieving the following objectives: damper with a force limit. Each FPB is modelled
• Frequent small earthquakes (SEE): The with nonlinear hysteretic friction elements
structure behaves elastically, with no damage connecting the deck and the pier nodes at the
to components and immediate traffic access. actual location of the corresponding bearing.
Residual displacements from several small
In the longitudinal direction, the isolator element
events may require minor interventions for re-
behaves like a frictionless flat sliding bearing.
centring or realignment.
• Occasional earthquakes (DBE): The structure In contrast, in the transverse direction, the
incurs minimal damage and limited residual hysteretic relation of the bearing through the
displacements, requiring interventions for re- friction coefficient and the curvature of the sliding
centring or realignment. surface (hardening branch) is assigned via the
definition of the characteristic backbone curve.
• Rare large earthquakes (MCE): The bridge
avoids collapse, ensuring safe evacuation. It is Figure 15 shows the validation of the modelling.
considered a lifeline infrastructure, with
repairable components. Plastic hinges should
not form. The bridge remains operational for ↓ Table 1: Main performance levels
emergency traffic after the event.

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 Figure 14: Hazard curves for MCE, DBE, SEE

Figure 15: Validation of the seismic isolators

a) HFR hysteretic loop b) displacement TH c) FPB hysteretic loop

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Wind effects Wind Tunnel Test on Free-Standing Pylon (Scale
Taiwan is prone not only to earthquakes but also to 1:200)
tropical cyclones (typhoons), making the climate Pressure measurements and foundation reactions
severe at the Danjiang Bridge location. Prevailing were analysed for the free-standing pylon.
wind speeds were carefully studied by extreme Galloping was not detected, but vortex-induced
value analysis based on long-term wind records. vibrations are possible.
The results, confirmed by literature, indicate The maximum vibration amplitudes at the pylon top
a basic wind speed (10-minute mean) of 46.0 m/s range from 140 mm (perpendicular) to 200 mm
at a 100-year return period for the bridge at the (longitudinal), with accelerations of 0.84 m/s² and
final stage. For construction, the design wind 0.34 m/s², respectively.
speed is 38.1 m/s at a 25-year return period, and
Partial Model Tests for Traffic Vehicle Stability
the operational wind speed with traffic loads is
(Scale 1:175)
30.3 m/s.
Wind effects on passing vehicles were tested with
Wind Tunnel Tests on Deck Cross Sections (Scale
the full pylon model and part of the twin deck in
1:120)
three configurations: without wind screens, with
Various configurations were tested to evaluate wind screens, and with both wind screens and
aerodynamic and aeroelastic parameters, noise barriers.
considering twin deck gap, wind characteristics,
Wind velocities in sheltered zones with windbreaks
and deck configurations at different stages.
were lower, reducing the risk of wind-induced
The results confirmed that the deck cross sections hazards compared to open deck areas.
are stable against Flutter, Galloping, and
Divergence up to approximately 100 m/s wind
velocities.

Figure 16: Wind Tunnel Test Models

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Numerical Simulations for Buffeting Response and To ensure both economy and risk mitigation, the
Aerodynamic Instabilities design details and suggested erection sequence
are tailored to utilise well-established construction
A 3D aeroelastic model was used to simulate wind
methods, both in the industry and locally in Taiwan.
effects based on wind tunnel data. No instability
was found in the final bridge state or construction Steelwork fabrication
stages up to 100 m/s wind speeds.
Steelwork is fabricated locally on Taiwan's East
The bridge is stable against Flutter, Galloping, and Coast, then transported by truck to storage areas
Divergence. Vortex shedding and buffeting at the site and Taipei port. Partial steel segments
amplitudes remained below pedestrian threshold are assembled on-site before erection.
levels, with a recommendation to close the bridge
Figure 17 shows segment assembly and storage,
for winds exceeding 22 m/s at deck height.
while Figure 18 illustrates the metal workshop.
The model also provided wind load cases for
structural analysis.
Full Model Wind Tunnel Tests (Scale 1:175)
Full model tests validated earlier numerical
simulations and confirmed the bridge's structural
suitability.
The three tested configurations - bridge in service,
erection stage 1, and erection stage 2 -
demonstrated aerodynamic stability against Flutter,
Galloping, and Divergence for wind speeds up to at
least 90 m/s.
CONSTRUCTION
The construction method for the Danjiang Bridge Figure 17: Deck segment assembly on site
follows well-established procedures for this type of
bridge.

Figure 18: Metal workshop

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Pylon erection
Pylon erection is completed in 4 m segments,
utilising various formwork types. Self-compacting
concrete, commonly used in Taiwan, was chosen
to match the local workforce's experience.
Longitudinal bars are spliced using rebar couplers.
The PERI SCS climbing system was selected for
constructing the pylon’s lower inclined legs and
top.
Figure 19 illustrates the erection scheme for the
lower inclined legs, which includes temporary
struts to ensure correct geometry and section
forces. Concrete for the lower section is pumped
from the jetty, while above the elevation of +56 m, it
is delivered by bucket.
The pylon's central, straight section is built using
the PERI ACS self-climbing system, which ascends
the structure on rails. Figure 19: Construction scheme of lower pylon legs

Figure 21 shows the ACS system at the stay cable

section. No inner formwork is needed, as concrete
is cast against the stay cable anchor boxes.
Figure 22 shows the construction of the
characteristic “bunny ears” by conventional
methods and formwork.

Figure 20: PERI SCS climbing form at pylon legs

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 Figure 21: PERI ACS self-climbing system

Figure 22: Construction of the “bunny ears” at the top of the pylon

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 Figure 23: Bali side span installation

Deck Erection
A change was also made to the composite deck
Figure 27 shows and describes the overall deck slab design. The final design specified partial
erection sequence. Initially, the approach spans precast deck panels, identified as the most
and the pier table at the pylon are erected on economical option at the time. However, the
temporary supports. contractor implemented a cast-in-place solution,
which is common in building construction in
The original erection sequence anticipated that the
Taiwan.
approach span segments would be delivered by
barge and installed by sliding them toward land on Figure 24 shows the lost steel formwork panels
a skidding beam. used in this method.
However, due to permit issues and barge sourcing, In parallel with the erection of the approach spans,
the contractor decided to lift the segments by construction of the cable-stayed deck began with
crane from the landside and push them into the construction of the pier table segments on
position, as shown in Figure 23. a temporary shoring structure.

Figure 24: Formwork panels of composite slab

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Figure 25: Balanced cantilever deck erection

Figure 26: Free cantilever deck erection

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 Figure 27: Deck erection sequence

Once the pier table segments were connected by However, the current progress and quality of the
means of site welding, derrick cranes were work demonstrate that it is indeed possible to
assembled on top of the pier table. These cranes overcome these formidable challenges.
are used to lift deck segments from the barge This success highlights the power of collaboration,
during the cantilevered construction process, as with all project participants working together
shown in Figure 25. toward a common goal and prioritising the best
Stay cables from DYWIDAG are installed before the interests of the project.
next deck segment is lifted. This sequence
continued until the side span was closed.
From that point onward, only the main span is
being erected using the free cantilever method, as
shown in Figure 26.
REFERENCES
At the side span, the corresponding stay cables
are installed as part of the typical erection cycle to Karius K., Cheng S.-H., Chen W.-K., Krieger K.
balance the forces introduced to the pylon. (2019) „Structural Design of the Danjiang Bridge,
Taiwan, The largest asymmetric single tower cable
CONCLUSION
stayed bridge”, CECAR8 Conference, Tokyo,
The development of the Danjiang Bridge presented Japan.
significant challenges. The site’s location itself
Gutiérrez Manzanedo, F., Rodríguez Molina, R.,
posed a complex environment for any bridge, with
Müller, M., Karius, K., Chen, W.-K. (2025) „Diseño
risks from both earthquakes and typhoons.
y construcción del Puente atirantado de Danjiang
Designing an iconic architectural structure that met en Taiwán”, ACHE Conference, Granada, Spain.
the expectations of the Owner and the public,
while also staying within budget, posed additional
challenges to the project.

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Figures 28 – 35: Main Span Closure in September 2025

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unique
Beratende Ingenieure VBI AG
NL Frankfurt am Main

structures

Leonhardt, Andrä und Partner

Arch Bidges Pedestrian Bridges Cable-Stayed Bridges

 DANJIANG BRIDGE – GEOMETRY
DEFINITION OF THE PYLON
Claudio García
Compañía de Proyectos de Ingeniería S.R.L., Argentina

INTRODUCTION
The design alternative that won the competition has
a strong identity defined by the pylon shape, as
shown in Figure 1.
It features warped surfaces with continuously
varying angles and radii, creating a distinctive
aesthetic that had to be maintained in the
subsequent design stages.
At the same time, construction feasibility conditions
had to be met. The difficulty of designing the
formwork had to be minimised, while always
respecting the desired result.
The steps followed to define all the dimensions of
the pylon are described below.
THE START OF THE DESIGN PHASE
The designers met with companies that supply
complex formwork to learn about existing systems
for curved and warped surfaces and their
limitations. Compañía de Proyectos de Ingeniería
S.R.L. (Copiga) accompanied the design team and
provided its expert services in CAD rationalisation.
One such existing system for curved surfaces is
PERI RUNDFLEX Circular Wall Formwork®, which
allows different radii to be adjusted at various
heights, allowing for variable radii, see Figure 2.
Warped surfaces, though, would have to be
custom-manufactured in the workshop, Figure 3, so
for reuse and efficiency, the variation in the
Figure 1: Render view presented in competition
horizontal generatrix had to be fine-tuned to have
a constant angle change with height variation. Credit: Zaha Hadid Architects, render by MIR

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 Figure 2: Curved formwork, with radial Figure 3: Warped formwork panel prepared
adjustment at different elevations at workshop
Source: PERI

ANALYZING THE 3D MODEL

The existing base information to work off was a 3D
model of the pylon, designed by the architects,
Figure 4.
To analyse how the sections change along
elevation, we obtained equidistant sections,
Figure 5.
We exported these sections to CAD software so we
could compare them, superimposing them on three
different parts: legs (Figure 6), vertical shaft, and
‘bunny ears’.

↑ Figure 4: Initial 3D model

← Figure 5: Sections obtained from the 3D model

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The typical cross-section has an exterior face
formed by a curve at the bridge axis that continues
into one straight segment on each side, a similar
interior face (a curve at the bridge axis + a straight
segment on each side), and two straight side faces.
The figure shows that the radii are practically
constant in the lower part of the exterior face,
although they are not strictly the same. For this
reason, the dimensions and shapes were also
rationalised in the geometric definition of the pylon.
To this end, the typical points of the sections were
designated with the letters A to G, Figure 7.
In addition, the vertical layout of some of these
Figure 6: Superimposed sections of pylon legs
points (A, B, C, and F) was defined. This vertical
layout has a straight lower part, a curve with
a constant radius, a vertical segment, and a curved
upper part with a constant radius.
In this task, we also had to consider the segments
in which the pylon would be built. We considered 4m
high segments, and we sought to ensure that the
changes between straight and curved segments in
the vertical layout coincided with a joint between the
segments.
To meet all requirements simultaneously,
a spreadsheet was created that would allow us to
calculate all the points defining a cross-section
based on the coordinates of points A, B, and C and
the angles of the straight segments on the exterior,
interior, and lateral faces.

↑ Figure 7: Points and angles

considered for geometry
definition

← Figure 8: Some of the

formulas used in the
spreadsheet

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 Figures 9 and 10: Excerpts from Geometry Spreadsheet – Outside formwork (left) and Inner formwork (right)

The solver tool was used to ensure certain

transitions occurred at the desired points.
A spreadsheet was also created for the inner
formwork, Figure 10. It was developed considering
polygonal shapes and, where possible, keeping the
internal faces parallel to the straight segments of the
exterior formwork.
NEW RATIONALIZED 3D MODEL
With all this data available in the spreadsheets,
scripts were generated for the automatic drawing of
these sections in a CAD program, Figure 11,
avoiding mistakes and spending less time.
These sections were used to generate a 3D model
that allowed the architects to verify whether the
obtained solution met the required standards,
Figures 12 to 16.
The complete mathematical geometry definition
was then condensed to four design drawings,
Figures 17 to 20.

→ Figure 11: Excerpt from Geometry Spreadsheet – Script

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Figure 12: CAD 3D model based on the spreadsheet Figure 13: 3D models comparison

Figures 14 and 15: Example of architects checking Figure 16: Final result

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 ↑ Figures 17 and 18:
Geometry drawings

← Figure 19: Example of

cross-section definition

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Figure 20: Example of vertical definition

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 Figure 21: Original rendering and similar view of pylon under construction

CONCLUSION
After the challenge of precisely defining the pylon's Based on what has been achieved so far, the results
geometry, there is the even more complex are more than satisfactory, and this bridge will
challenge of its construction, which is currently become one of Taiwan's most recognisable symbols
underway, with the results shown in Figure 21. worldwide.

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CONSTRUCTION GALLERY

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All photos Credit: Zaha Hadid Architects

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DANJIANG BRIDGE – STAY CABLE SYSTEM
TESTING, DESIGN AND ERECTION
Jannik Gawlista, Viviana Costa
DYWIDAG Systems International GmbH, Germany
Authors, DYWIDAG

Figure 1: Sunset at Danjiang Bridge with ~50% of cables installed (May 2025)

INTRODUCTION
DYWIDAG designed and installs the stay cable
The Danjiang Bridge is currently being constructed system for this remarkable project and will deliver
in the north of Taiwan and is set to connect Bali and a total of around 2300 tons of stay cable strands.
Tamsui once completed in 2025. The iconic bridge
The bridge employs a state-of-the-art galvanized,
was designed by Sinotech Engineering Consultants,
waxed, and PE-sheathed parallel strand system,
Leonhardt Andrä und Partner (LAP) and the
fulfilling typical international PTI and fib guidelines.
Architects of Zaha Hadid.
A total of 94 Stay Cables is anchored using DYNA
The single-side main span reaches an astonishing
Grip sizes DG-P55, 61, 73, 91 and 109.
450 m, making it the largest asymmetric cable-
stayed bridge with a single tower in the world once Twelve Tie-Down cables of sizes DG-P43 and DG-
completed. The tower reaches approximately P127 are placed in piers P120 and P140 at the main
200 m in height, and within steel anchor boxes, stay span and back span to control uplift forces resulting
cables of up to 442 m are anchored. from the stay cables.

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Some special cable features include internal friction
dampers, a bending stopper at the deck and tower,
anti-vandalism protection pipes and fire protection
mats.
Rigorous full-size testing, design verifications and
iterations were performed specifically for the project
and will be described in more detail in this article.
TESTING
Wind Tunnel Tests
Due to their critical impact on the structural design
of the bridge, the stay cable specification required
experimental verification that drag force coefficients
Figure 2: Wind tunnel testing of 200 mm HDPE pipe
at a testing wind speed of 50 m/s do not exceed
drag coefficient CD at CSTB, France
0.65 for HDPE pipe diameters smaller than or equal
to 225 mm and 0.60 for HDPE pipe diameters
above 225 mm.
The effectiveness of the helix was proven by two
To address this requirement, DYWIDAG conducted wind tunnel tests, which were performed for
project-specific testing of drag (CD) and lift (CL) different pipe diameters at the Wind tunnel
values of the HDPE pipes with double helix of 200, at FORCE Technology, Denmark. Considering the
250 and 315 mm supplied for the project at the relatively low inherent damping of cables, elaborate
Jules Verne wind tunnel of CSTB in Nantes, France. additional damping evaluations were needed, which
are presented in more detail in the next chapter.
The test setup can be seen in Figure 2. Considering
blockage ratios of up to 6.3% at the largest pipe Full-size Tests
diameter of 315 mm, the corrective Maskell III
Acceptance testing of at least three representative
process was applied by the wind engineers.
stay cable specimens was specified in the project
The resulting drag coefficients of all test samples specification. DYWIDAG has successfully
met the project requirements. conducted over 50 full-scale tests in alignment with
the recommendations of either PTI, fib or SETRA
Considering the stay cables reach lengths of up to
over the last 25 years.
442 m, susceptibility against cable vibrations was
a critical design consideration. To minimise the Nevertheless, and despite the relevant PTI
effects of rain and wind-induced vibrations (RWIV), recommendation generally allowing acceptance of
DYWIDAG supplied all HDPE pipes with a double prior tests, it was decided that four new full-size
helical fillet. tests shall be conducted for the Danjiang project.

Anchorage size Test Condition Reference

DG-P61 Fatigue & Tensile 45% GUTS, 200 MPa Fib bulletin 89

DG-P55 Fatigue & Leak 45% GUTS, 159 MPa PTI DC45.1-12

DG-P109 Fatigue & Tensile 55% GUTS, 121 MPa PTI DC45.1-12

DG-P127 Fatigue & Tensile 45% GUTS, 200 MPa Fib bulletin 89

Table 1: Full-scale cable system testing

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The specified testing criteria require testing only at Displacements are also superimposed by
an upper load of 45% GUTS with 159 MPa, as well a significant earthquake contribution with 50% of
as 55% GUTS with 121 MPa stress range, which is the thermal action, which is crucial for the bridge
in alignment with PTI DC45.1-12 [1]. location. Consequently, tie-down cables are subject
DYWIDAG increased the testing criteria at two to substantial rotations at the Ultimate and Extreme
of the tests to comply with the even stricter testing Limit State.
requirements given in fib89 [2]. In the occurrence of large angular deviations,
Cable sizes were selected to be representative of DYWIDAG’s internal good practice is to limit cable
both the stay cable and tie-down system in rotations at the anchorage to 25 mrad.
alignment with section 4.2 of PTI DC45.1-12. This design value is a conservative and empirical
A summary of all conducted tests, their conditions criterion for the filtering apparatus according to PTI
and cable sizes are given in Table 1. DC45.1-12 (2.5% transversal load criterion, see
section 5.3.4.1).
All full-size tests were conducted by the TÜV Austria
GmbH at the laboratory of the Institute for Structural To cope with these requirements, HDPE deviators
Engineering in Vienna, Austria. All four tests were were placed at the ends of guide pipes at the deck
successfully completed and surpassed the and pier levels. It was thereby recommended that
requirements. There was not one wire fracture the application of HDPE deviators be made at the
observed in any of the performed fatigue tests. end of both.

All tensile tests fulfilled the given criteria and

reached more than 92% AUTS, 95% GUTS and
1.5% elongation at max. load, and there was no red
dye observed after the leak tests.
The results for one representative test are given in
Table 2, and a picture of the largest full-scale test
size 127, which reached a tensile strength of more
than 33 MN, is presented in Figure 3.
TIE-DOWN SYSTEM
Bending
Under different load combinations and temperature
variations, large displacements in longitudinal and
transverse directions are expected at Bridge Piers
P120 and P140, which contain tie-down cables for
uplift control up to +/- 550mm transversally and
+/- 300 longitudinally at one Pier (P120). Figure 3: Representative full-scale test setup (DG-P127)

Anchorage size Efficiency AUTS Efficiency GUTS Elongation at Fatigue failures

max. load

DG-P61 94.9% AUTS 96% GUTS 2.72% 0

≥ 92% AUTS ≥ 95% GUTS ≥ 1.5%

Table 2: Representative full-scale test result (DG-P61)

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 Specifically designed, patented HDPE stoppers are
provided at the end of the deck guide pipes. These
stoppers allow free cable movements under SLS
rotations and provide a controlled deviation point for
the cable bundle under ULS and Extreme rotations.
Similar to the deviators placed at the tie downs, see
one chapter above, this design controls the
resulting bending stresses at the cable anchorages
and minimises resulting damper stroke demands
and consequently damper housing diameter.

Figure 4: Bearing scheme

HDPE Deviators have a specific double functionality

as they serve as a bundling system and contain
cable rotations due to large movements at the deck
bearings.
The relative shortness of cables, and therefore
closeness of the HDPE Deviator to the anchorage,
has required a detailed study of the PE component
dimensions to make sure that:
a) In a straight configuration, the maximum
bundling deviation of the outer strands is below
the PTI full-size fatigue and tensile test criteria,
see Figure 5, left.
b) The expected ULS rotations can be
accommodated, see Figure 5, right.
Finally, HDPE deviators are designed in full
compliance with equation 5.2 of PTI. The cable is
deviated along the inner radius of the deviator, and
therefore, the cable radius of curvature is dictated
by the radius of curvature of the deviator.
This radius is specifically chosen to fulfill the
bending stress limits that are valid for the project.
STAY CABLE SYSTEM
Bending
According to project specifications, stricter bending
stress limits at ULS under maximum angular
deviations compared to PTI (bending stresses lower
than 241.7 MPa acc. to PTI vs 186 MPa according
to project specifications) and special requirement of
no planned deviation or blocking at SLS at deck,
have made the design of the angular deviations
filtering apparatus at Stay Cable challenging. Figure 5: Bundle deviation static (left), ULS rotations (right)

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 Figure 6: Tie Downs System Drawing

Such stoppers are also provided within the guide The friction damper performance chart is a design
pipe towers to control bending stresses within the tool that allows for the assessment of achieved
anchorage, avoid clashing of the strands and HDPE damping relative to the maximum cable amplitude,
sleeves with any steel edges given the maximum based on the equivalence principle ([3], [4]).
provided rotational angles, under Extreme or ULS As illustrated in the performance chart example in
load case combination whichever is higher, that Figure 7, friction dampers exhibit nonlinear damping
reach up to 60 mrad (either transversally or behaviour. For friction damper design, parameters
longitudinally) at the longest cable. such as (bm1) and (bm2) can be used to define the
Stoppers take only a fraction of the total deviation of friction force level (also known as capacity). Based
the cable. This fraction depends on the distance on this capacity, the design amplitude range, within
between the bundle and the stopper. which the provided damping exceeds the
requirements, can be calculated.
The resulting deviation at the stopper position is
then the total deviation minus the rotational angle The previously described method of performance
blockage portion imposed by the stopper as per charts has been validated through direct
design. calculations and numerous in-house verifications,
specifically for the dampers used at the Danjiang
Damping
Bridge in Taiwan. For each validation, a cable was
At the Danjiang Bridge project, a minimum damping numerically simulated using a finite element method
ratio of 0.67% (4.2 % logarithmic decrement) must (FEM) approach.
be achieved for modes 1 and 2 in any direction
Some simulation results are depicted in Figure 8.
perpendicular to the stay axis. This is to address the
rare susceptibility of the cables to parametric The simulated measurements indicated that the
excitation and more common wind phenomena performance chart method underestimates the
such as Rain-Wind Vibrations (RWIV). actual damping by 10 to 30%, which aligns with
large-scale testing results [5]. Therefore, relying on
The detailed wind engineering study also defines
a maximum damping value (as per the equivalence
the maximum tolerable dynamic amplitude as “1.5
principle), the performance chart approach is
times the diameter of the HDPE pipe”.
considered a conservative design method.
To verify these requirements, the so-called
As a result, the damping requirements for each
performance chart method was applied to design all
cable with a friction damper were met through
friction dampers.
careful design choices.

03/2025
Based on the friction damper design, the required
friction force level (referred to as capacity) for each
cable was determined. Consequently, a range of
damper capacities is necessary for the Dan Jiang
Bridge project.
Protection Systems
In accordance with the Stay Cable project
specifications, the stay cables are equipped with an
anti-vandalism pipe and fire protection necessary to
meet the requirements of the Bridge Protection
Plan.
The anti-vandalism steel tube shall accommodate Figure 7: Example of friction damper performance chart
cable sag and potential misalignment between the
cable and the exit pipe, also at ULS for the bridge in
service condition.
The high expected rotations and steep cable angle
of the first cables require a large diameter of the AV-
Pipe and special attention to prevent any clash with
the bundle.
For this specific case, AV-Pipe are connected in
a hinged connection on top of the Exit Pipe through
a supporting plate, replacing the damper housing as
otherwise incorporated.
Protection systems shall be designed such that in
Figure 8: Amplitude-dependent damping: Measured
a hydrocarbon fire event of 1100 °C, for a specified
by direct calculation (black crosses) and
period of time, the temperature measured at the performance chart method (blue line)
outer layer of the main tension element does not
reach 300 °C in the protected area.
The DYWIDAG cable fire protection at the free Assembly
length of the cable consists of a highly resistant
insulation mat which is wrapped around the The Guide Pipe design takes into consideration the
stressed strand bundle with longitudinal and rotational demand of the cable. The resistance of
transverse overlapping. It is fixed with stainless steel the steel pipes is verified to a transverse load (in
bands. agreement with the project's requirement).

The outer cover is an HDPE pipe with an increased Exit Pipe is rigidly connected to the Guide Pipe
diameter so that the mats fit into the HDPE pipe. flange and designed to allow free cable
displacement under service conditions and load
The direct fixation on the strand bundle assures cases. An accurate numerical and analytical
a safe and reliable fire protection of the cable. analysis has moreover been conducted to verify the
The mats have a hydrophobic behaviour to prevent bolted flange connection, including bolts and
the absorption of rainwater during installation or welding.
condensation during the service life of the cable. The adjustable anchorage is placed at the pylon
The system has been tested in several tests and side, where a ring nut is screwed onto the round
fulfils the requirements for fire protection anchor block with an external trapezoidal thread
according to PTI DC 45.1-12 as well as according and is supported by the bearing plate fixed to the
to project specifications. pylon steel structure.

03/2025
 Figure 9: Friction Damper System Figure 10: Fire protection system

The length of the anchorage external thread is For the friction cable damper, four friction joints are
determined for each cable to provide an adjustment used to provide symmetry with four connectors. The
possibility of the cable length in compliance with the friction damper is installed between the exit pipe
project specification requirements. At least 2.5% of flange and the compaction clamp and protected by
cable force adjustment should be ultimately an outer housing, see Figure 12.
guaranteed.
While the exit pipe flange is rigidly connected
The designed Rotational friction damper consists of (welded) to the exit pipe, the compaction clamp is
several types of steel plates pre-stressed together installed at the strand bundle. This fixation is
by steel bolts to form a V-shaped damper. Four V- subjected to various rotation and movement
shaped dampers are combined to create the demands and was specially designed to cope with
internal stay cable damper. Circular friction pad the following:
discs, made of special composite high-tech friction
• Expected axial cable elongation variations
materials, are placed between the steel plates.
resulting from load and temperature changes of
To maintain a constant pre-stressing force in the the up to 445m long cables.
bolts, several disc springs are used on both sides. • Free cable movements under Service Limit
Hardened washers are placed between the disc State (SLS) Rotations of up to 30 mrad.
springs and the two external steel plates to ensure • Ultimate Limit State (ULS) and Extreme
uniformly distributed pressure. The device’s energy- Rotations of up to 62 mrad.
absorbing performance can be adjusted at any • Additional consideration of fabrication and
stage by modifying bolt torque or by adding/ Installation Tolerances.
removing layers of steel plates and friction pads. • Maximum damper housing diameter allowance
due to the adjacent scooter lane.

Figure 11: Analytical model of exit pipe joint (left) and numerical analysis (right)

03/2025
 Figure 12: Friction damper assembly

ERECTION CONCLUSION
Tie-Down Erection A general overview of the stay cable system related
testing, design and assembly for the Danjiang
Tie-down cables at Pier P140 are planned by design
Bridge project have been presented with special
to be installed and stressed 80% of the design value
focus on the innovative applications and special
after back span closure, and the remaining 20%
design tailored to the project requirements that
after the main span closure. Tie downs at P120 will
boast the record of being the first largest
be fully stressed after the main span closure.
asymmetric cable-stayed bridge with a single tower
Stay Cable Erection in the world.
The first pair of lowermost stays on the Bali and
Tamsui sides (resp. BE0-BW0 and TE0 and TW0) REFERENCES
were erected at the end of September 2024, and
since then, installation of the stay cables has been [1] Post-Tensioning Institute (PTI). Recommendations
for Stay Cable Design, Testing and Installation.
underway. Two strands at a time are lifted through
Farmington Hills, USA: PTI DC45.1-12; 2012.
a hybrid centre wire coupler (combination of [2] Fédération internationale du béton (fib).
buttonhead and wedge). Acceptance of stay cable systems using
There are at least two stressing stages per cable, prestressing steels. Lausanne, Switzerland: fib
one installation and one restressing stage. In both Bulletin 89; 2019.
[3] Svensson E. Cable Stays - Mechanism generating
stages, strands are stressed by force using the
vibrations and the importance of damping. Proc.
ConTen system with reference strands, which 2005;1-2.
ensures equivalent strand forces at the end of [4] Svensson E. Vibration of Cable Stays. Proc DSBy.
stressing. Cycle time is around 2 days per cable. 2004;4.
[5] Zhou H, Xiang N, Huang X, Sun L, Xing F, Zhou
R. Full-scale test of dampers for stay cable
vibration mitigation and improvement measures.
Struct Monit Maint. 2018;5(4):489-506.
03/2025
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