The document outlines the design principles and performance expectations for the Messina Strait Bridge, highlighting the balance between structural excellence and feasibility. It presents a performance-based design approach, emphasizing the complexity of interactions within the structure and the need for comprehensive structural analysis. Additionally, it establishes reliability criteria, safety standards, and the importance of considering external and internal disturbances during the bridge's lifecycle.

1. BASIS OF DESIGN AND EXPECTED PERFORMANCES
FOR THE MESSINA STRAIT BRIDGE
BONTEMPI, Franco
University of Rome “La Sapienza”
ITALY
Summary
The purpose of this paper is to present from the scientific point of view the main ideas and the
consequent logic which form the basis of the design and of the definition of the performances levels for
the Messina Strait Bridge. With the general philosophy of design, one canalizes all the design
activities toward specific goals. With the explicit definition of the performances one must reach a
delicate balance between the demand for the construction of an appropriate, possibly outstandingly,
structure, and the feasibility, both from the engineering and from the economic point of view. Together
with the strategy necessary to originate the design of this exceptional bridge, the essential role of the
structural analysis supporting the decisional process is enlightened.
Keywords
Basis of Design, Performance-based Design, Dependability, Suspension Bridges, Structural Analysis,
Messina Strait Bridge
1. Introduction
In the mid of April 2005, the Official Italian Gazette and the Official European Gazette published the
tender notice for the General Contractor for the realization of the Messina Strait Bridge and the
connected works. Following the evaluations of the Awarding Committee, the 12 October 2005 the
group headed by Impregilo was appointed temporary winner of the tender for General Contractor,
while the contract was signed in March 2006. Actually, the new Italian Government, elected at the end
of April 2006, holds in stand by the overall project.
The Messina Strait Bridge has a relatively long history. Probably the first design with the spirit of the
modern engineering was developed by Mr. A. Carlo Navone for his Degree Thesis at the Polytechnic
of Turin in 1870. At the end of the Sixties / beginning of the Seventies, the first technical proposals
were compared after the conclusion of the international competition for a permanent link, compounded
by highway and railway, between Sicily and Mainland. The designs of this competition, organized by
ANAS (Italian National Administration for Highway) and Ferrovie dello Stato (Italian National
Administration for Railway), nowadays appear dated, based on at the knowledge and on the
technologies of those years, presenting ingenuities and inaccuracies. Specifically, there is a lack of
scientific data and computational tools, which instead are today available.
By the Law N. 1158 of December 17, 1971, Italy took the decision to create a public company for the
design, construction, operation and management of the permanent link between Sicily and the
Mainland, finalized with the constitution of the Stretto di Messina S.p.A. in 1981
[www.strettodimessina.it]. It is interesting to observe that in Japan, the Ministry of Construction
started the investigation for bridges over the Akashi Straits as well as over the Naruto Straits in 1959,
and the Honshu-Shikoku Bridge Authority was the founded on 1970.
After this first phase, a second one started around 1986, when Stretto di Messina S.p.A. presented the
feasibility study concerning different potential types of crossing: air, water, underwater ones. In 1988,
ANAS and Ferrovie dello Stato, taking into account the observations of the Consiglio Superiore dei
Lavori Pubblici (High Council of Public Works), choose to develop the air solution by a suspension

2. bridge. At the end of 1992, Stretto di Messina S.p.A. presented the so-called Progetto Preliminare
(Preliminary Project) (PP92), on which ANAS and Ferrovie dello Stato gave their technical opinion on
the project during 1994 and 1995. Furthermore, in 1999, in order to obtain further information for the
final assessment, the Interministerial Committee for Economic Planning (CIPE) appointed two
independent advisors: Steinman Int. - Parson Group for assessment of the technical aspects, and a joint
venture, led by PricewaterhouseCoopers, for assessment of the territorial, environmental, economic
and financial aspects.
A third crucial phase started at the end of 2001, when a Technical Scientific Committee of the Italian
Ministry for Transport and Infrastructures was appointed, with the duty to deeply review the Progetto
Preliminare (PP92), following a strong political motivation to develop the design itself. After one year
of work, at the end of 2002, this Committee summarized the suggestions for the project in the
document Indirizzi progettuali e deliberazioni per il progetto preliminare (Design criteria and
deliberations for the preliminary project) that led to the preparation of the Progetto Preliminare
(PP03), approved by CIPE in August 2003, which defines the unavoidable geometrical properties and
the mandatory performance requirements that had to be satisfied by any design proposals.
Contemporaneously and after these administrative developments, the activities of the Scientific
Committee, now inside the Stretto di Messina S.p.A., and of this company itself also with the aid of
Italian and international advisors, were specifically devoted to fix the basis of design and the expected
serviceability and safety performance levels. These points have been checked with reference to the
Progetto Preliminare (PP03) leading to a reference bridge configuration (colloquially denoted as
Progetto di Gara (PG04)) as the base for any improved design proposals that may be presented by the
future Tenders. All these activities led at the end of 2004 to the document Fondamenti progettuali e
prestazioni attese per l’opera di attraversamento (Basis of design and expected performance levels for
the bridge) that defines the basis of design and establishes the expected performance levels for the
bridge which shall be achieved and satisfied in all subsequent design development, in the construction
phases and by the completed and tested bridge structure.
In the following, one will remark, surely limited and biased by a personal witnessing, few main aspects,
both from the scientific and the engineering points of view, which were considered, discussed and
developed during the years 2001-2005 and laid the basis of design and expected performances for the
Messina Strait Bridge. One thinks that these considerations may be of some interest for other such
large bridge designs [CALZONA, 2005].
2. Performance-based Design, Complexity, Systemic Approach
The general framework for the design of an extraordinary structure like the Messina Strait Bridge can
be set with reference to the scheme of Fig.1. Here are collected the phases necessary to find in a
constructive approach the solution for the design problem:
a) definition of the structural domain, as bridge geometrical and material characteristics;
b) definition of the design environment where the structure is immersed with specific attention
to the specifications of the
i. natural actions (wind & temperature and soil & earthquake);
ii. antropic actions (related to highway & train traffic);
c) assessment of the performances obtainable by the current structural design configuration,
resulting from accurate and extensive structural analysis developed on models, both
analytically or experimentally based;
d) alignment of expert judgments and emergence of decision about the soundness of the design,
first in qualitative terms then in quantitative terms;
e) negotiation and reframing of the expected performances, in comparison with what has been
obtained by the analysis and by the knowledge acquired working on the problem.
This scheme is recognized as a Performance-based Design approach. It is worth to note two features:

3. 1. the strongly affection by heuristics and experience of the problem formulation and of the
recognition of the solution; particularly, the engineering deontology is the only capable to
correctly address the interest of all the stakeholders;
2. the central role of the numerical modeling, as the unique knowledge engine able to connect
all the details of the theory and of the experimentation in a truly comprehensive
representation of the problem and of its solution.
WIND & TEMPERATURE
b)
a)
b)
EARTHQUAKE
e)
c)
STRUCTURAL BEHAVIOR &
STRUCTURAL BEHAVIOR &
PERFORMANCE ASSESSMENT
ANTROPIC ACTIONS
ANTROPIC ACTIONS
ANTROPIC ACTIONS
(RAILWAY & HIGHWAY)
(RAILWAY & HIGHWAY)
(RAILWAY & HIGHWAY)
b)
d)
DECISION
NEGOTIATION & REFRAMING
Fig.1 Performance-based Design of the Messina Strait Bridge
Viewing the structural design of this long span suspension bridge as a solving problem process, it may
be useful to consider what makes difficult to find the solution, or, better, what makes complex the
problem. From the general point of view, this structural complexity increases itself when one moves
far from the origin of an ideal space which has the following dimensions (Fig.2.a):
1) raise of nonlinear behavior from linear ones;
2) increase of uncertainty in the data and ambiguity in the knowledge on the problem;
3) passage from loose to tight connections, interactions and coupling among different parts of
the problem itself.
The research and the study of scholars are usually focused on the first two dimensions: these are in fact
the parts of the complexity that can be better confined, formalized and taught. Real engineers, on the
contrary, face very often the third aspect of complexity. This last dimension is the one that renders
difficult, if not impossible, to develop a lineal hierarchical decomposition of the problem statement as
in Fig.2.b, being the only possible representation a not deployable one as in Fig.2.c.
It must be perceived how the complexity of structures such as the Messina Strait Bridge results just
from the matching and the interactions peculiar of this system at local scale: in fact, it is possible the
arise of secondary effects to jeopardize the design. The development of these mechanisms must be
identified by the modeling and opportunely dominated in the design strategy.
An effective approach considers the structure as a real physical object inserted in its environment
where a variety of factors should be taken into consideration. In this way, it is possible to contemplate
aspects associated both with the intricacy and the non-well posedness of the problem at hand. Some of

4. these aspects and it is worth to realize that these are the most important ones, belong to the economics
or to the politics, i.e. to the social spheres. The fact that different points of view interact reciprocally,
implicates that an eventual more or less substantial variation of any of these may change the
characteristics of the system as a whole. Just these connections form one of the signs of complexity
and an approach that doesn’t take into account this reality may be short-sighted.
With these considerations, a structure is better defined as a physical entity having a unitary character
that can be conceived of as an organization of positioned constituent elements in space in which the
character of the whole dominates the interrelationship of the parts.
This definition highlights that a modern approach in Structural Engineering has to evolve from the idea
of “Structure”, as a simple device for channeling loads, to the idea of “Structural System”, as “a set of
interrelated components which interact one with another in an organized fashion toward a common
purpose” [NASA, 1995]: this Systemic Approach includes a set of activities which lead and control the
overall design, implementation and integration of the complex set of interacting components.
(c)
(b)
(a)
Fig.2 (a) Dimensions of complexity for a structural problem; hierarchically (b) lineal and (c) not
deployable problem formulation
3. Problem decomposition
3.1 Structural decomposition
It is important to recognize that the way in which one describes the object of investigation manipulates
how one organizes the knowledge and the decision about the object itself [SIMON, 1998]. The whole
structure of the bridge is organized hierarchically as shown in Fig.3; one has considered structural
parts categorized in three levels:
I. MACROSCOPIC, related to geometric dimensions comparable with the whole construction or
with general role in the structural behavior; the parts so considered are called structural systems:
one has essentially three systems,
a. principal, connected with the main resistant mechanism,
b. secondary, connected with the structural part loaded directly by highway and railway
traffic,
c. auxiliary, related to specific operations that the bridge can normally or exceptionally
face during its design life: serviceability, maintainability and emergency.
II. MESOSCOPIC, related to geometric dimensions still relevant if compared to the whole
construction but connected with specialized role in the structural system; the parts so considered
are called structures or substructures;
III. MICROSCOPIC, related to smaller geometric dimensions and specialized structural role: these
are components or elements.
The meaning of this subdivision is manifold:
a) the organization of the structure is first of all naturally connected with the load paths that
must be developed by the structure itself; in this way, this subdivision can clear the vision of

5. the design team about the duties of each part of the structure; this identification is essential in
the Conceptual Design, and it is implicitly a precondition for the accomplishment of the
Performance-based Design, where the importance of form is strongly emphasized, leading,
for example, to concepts like integral bridges;
Fig.3 Structural decomposition of the bridge: left, macro-level, right meso-level
b) parts belonging to different levels of this organization require different reliability properties;
with regard to structural failure conditions, this decomposition allows single critical
mechanisms to be ranked in order of risk and consequences of the failure mechanism: for
example, in Fig.3 there are, indicated by yellow, orange and red frames, different level
(decreasing) of permissible damage; these qualitatively assumed requirements can be
quantitatively translated defining different levels of stress in the different bridge parts (see
Tab.2 and Tab.3 in the following); all these considerations lead to the so-called crisis
canalization;
c) there are strong relationships between life cycle and maintenance of the different parts: with
reference to their structural function, the safety required levels and their reparability,
structures and sub-structures are distinguished in primary components (critical, nonrepairable or which require the bridge to be placed out of service for a consistent period in
order for them to be repaired), and secondary components (repairable with minor restrictions
on the operation of the bridge). As specific case, one can consider the whole hanger system,

6. which can be classified as a main structural component in relation to the global structural
safety of the bridge, whereas a single hanger group can be considered a secondary component
due to its reparability and/or replacement ability.
Fig.4 Structural decomposition of the bridge
The structural decomposition of Fig.3 is also the manifestation of the strategy introduced with Fig.2
for the operative aspects: in fact, the whole structural analysis can be subdivided in coordinated phases
as shown in Fig.4. There, one has the connections among different performance levels and different
design variables, while the link is established by efficient modeling, at different structural scale but
globally related, being possible that the results from model at one level are the input for another model
at another scale [PRZEMIENIECKI, 1969]. To fix the concept, think for example to the fatigue checks
that requires fine description of the hot spots at a very micro-level scale coupled with the description
of wind global structural response.
3.2 Reliability establishment
The bridge design and building philosophy can be founded on the following basic principles:
a) to ensure structural safety and functional quality throughout its design service life (SAFETY
and SERVICEABILITY);

7. b) to reduce, or at least not amplify, effects due to external disturbances (such as natural
environmental or man-generated conditions) or internal disturbances (such as alteration of
materials and components and variability due to the manufacturing and assembly processes),
also thanks to the intrinsic ductility properties at the material, component and system levels
(STRUCTURAL ROBUSTNESS);
c) to pursue a suitable structural configuration that will ensure (STRUCTURAL
CONCEPTION):
• to pursue access for inspection, so that possible lacks and defects may be monitored,
detected and promptly identified;
• to guarantee maintainability and replaceability of the structural elements, via ordinary and
extraordinary maintenance works.
In particular, point b) empathizes the role of the intrinsic quality of the bridge concerning the necessity
to handle the uncertainties and the exceptionalities that can affect a so complex construction.
So, the design basis will foster a strong proactive approach to the structural design that will go beyond
the numerical verifications of usual limit states disequations or the local optimization of structural
sections or element arrangements. Specifically, with a passive attitude, non conformable solutions of
the structural problem (proposed/chosen by the Client) can be avoided; an active attitude leads to the
same working way, but there is an attempt to improve the proposed solution, always inside the given
definition of the structural problem; a proactive attitude can lead, if necessary and needed, to a change
of the definition given by the client about the structural problem, showing new aspects and different
viewpoints to obtain an excellent solution, even outside the given definition of the structural problem.
Points b) and c) regard pervasively the overall logic of the design and of the structural configuration,
assuring from the qualitative point of view the soundness of the bridge. Also regarding the
methodologies and the design solutions proposed by the Tenders / General Contractor, these will be
assessed, at each level, on the basis of their suitability, effectiveness, simplicity, robustness and
reliability.
The spreading out of the reliability basis of the bridge requires:
a) the definition of the design life:
Ld = 200 years;
b) the identification of the return periods for the actions shown in Tab.1 and the connections with the
Limit States: specifically, Level 1 regards the Serviceability Limit State (globally denoted by SLS)
with further distinction in two grades (SLS1 and SLS2) of increasing loss of functionality; Level 2
is the Ultimate Limit State (ULS), which refers to the attainment of the ultimate strength of a
structural component; Level 3 is the Structural Integrity Limit State (SILS), which refers to the
survival of the primary structure even if significant damage may have occurred.
Loading
Level
Limit
States
1
Serviceability
2
Ultimate
Structural
Integrity
3
Acronym
Return Period
SLS1
SLS2
ULS
50 years
200 years
2000 years
Accordingly to the
contingency scenarios considered
SILS
Table 1 Loading level and return period
The Structural Integrity Limit State (SILS - Level 3) concerns the ability of the structure to survive an
extreme loading event of a dynamic nature albeit with considerable residual damage. Complete loss of
serviceability, even in a protracted time, is permitted. If the SILS is not exceeded, the structure,
although severely damaged, will not loose its overall structural integrity, and in principle may be
structurally repairable. With reference to the structural decomposition of Fig.1, the survival of the
following elements of the main structural system must be guaranteed: restrain and support system,

8. main cables, saddles. Generally speaking, the SILS shall be considered under the following load
combinations:
• permanent and extreme seismic loading, in presence of frequent traffic loading;
• permanent and extreme wind load, in presence of frequent traffic loading;
• permanent loads and accidental impact loads (ship impact, aircraft impact) and tornado loading,
in presence of frequent highway and railway traffic loading.
Component capacities shall be determined as for the ULS.
3.3 Performance related to the structural safety
The organization of the safety of such a complex structure cannot be defined only in quantitative terms.
It is typical of real composite situations to express judgments by fuzzy terms instead of crisp ones. In
this sense, the safety requirements are arranged by the following steps.
I. Definition of the increasing grades of damage levels of Tab.2.
Damage grades
Acronym
1
NO DAMAGE
ND
2
DEGRADATION
DAMAGE
DD
3
MINIMAL
DAMAGE
4
REPAIRABLE
DAMAGE
5
SIGNIFICANT
DAMAGE
MD
RD
SD
Description
All structural elements and restraint systems retain their nominal performance
capacity remaining in the elastic field and do not present any significant
degradation due to fatigue.
Degradation of mechanical properties of materials after an appropriate period of
service due to environmental actions (corrosion) or cyclical actions (fatigue).
These effects shall be allowed for the over sizing of structural sections and shall
be eliminated or minimized through scheduled maintenance activities.
Occurrence of localized slight inelastic behavior which does not alter the overall
performance capacities of the bridge. This damage can be repaired by means of
ordinary maintenance operations, guaranteeing the road and rail traffic.
Occurrence of localized inelastic behavior which alters the overall performance
capacities of the bridge. This damage can be repaired by extraordinary
maintenance operations, involving partial and temporary closures of the bridge.
Occurrence of inelastic behavior which significantly alters the overall
performance capacities of the bridge. It corresponds to a serious damage of the
structure which may require the reconstruction of entire structural components.
The damage can be repaired by significant extraordinary maintenance operations,
which may involve prolonged closures of the bridge.
Table 2 Definition of damage grades
II. Association of the structural parts defined by the decomposition of Fig.3 to different damage
grades at the reaching of the different limit states as shown in Tab.3. In this way, for example,
for the towers, there will be the following sequence of states on the increase of the actions
intensity:
i. before the reaching of the SLS, there is no damage (ND);
ii. passing SLS, until ULS, towers suffer minor damage (MD) and, later on, repairable
damage (RD);
iii. over the SILS, towers reach significant damage (SD).
Specific attention is devoted to the components that can be substituted by maintenance process,
without serviceability interruptions.
III. Indications of the compatible stress levels, as in Tab. 4 for the crucial main suspension systems
and for the hangers.
IV. Remarks of the role of the structural robustness. In fact, the structural configuration of the
bridge must prevent the progressive propagation of failure mechanisms, by means of a suitable
definition, both at the local and at the global levels, of structural details and the provision of

9. appropriate lines of defense. A suitable structural compartimentation must therefore be sought,
if necessary by means of an appropriate arrangement of connections. In particular, the local
collapse of a section of the deck structure as a consequence of the failure of the corresponding
hangers and cross beams shall not propagate along the whole deck.
MacroLevel
Structural
Systems
MesoLevel
Structures
Restraint / support
system
Main
SLS
ULS
SILS
Sub-structures
Main suspension
system
Secondary suspension
system
Main standard deck
Special deck regions
Foundations of towers
Anchor blocks
Towers
Main cables
Saddles
Hangers system
Single hanger
Cross girders
Rail box girders
Road box girders
End restraint regions and
expansion joints
Internal restraint regions and
Restraint devices
ND
ND
ND
ND
ND
ND
DD
ND
ND
ND
MD
MD
MD
MD
MD
MD
RD
MD
MD
MD
RD
RD
RD
RD
RD
RD
SD
SD
SD
SD
SD
SD
SD
SD
SD
SD
SD
SD
SD
SD
DD
MD
SD
SD
DD
MD
SD
SD
Table 3 Association between damage grades and limit states conditions
for different structural parts of the bridge
Compatible stress levels
Main cables
Hangers
Serviceability Limit States
(SLS)
Ultimate stress / 2.10
Ultimate stress / 1.67
Ultimate Limit States
(ULS)
Ultimate stress / 1.67
Ultimate stress / 1.40
Table 4 Definition of compatible stress levels for the main structural systems
3.4 Performance related to the structural serviceability
The serviceability of the bridge is graded as in Tab.5 while the main different requirements are shown
in Tab.6. The last column of this table shows also the connection of the various performance
requirements to different kind of suitable and efficient modeling: as previously remarked, the structural
analysis is a multilevel process and different representations should be used.
Specific attention is devoted to the deck movements in relation with the design of expansion joints and
restraint devices. One must establish the configuration of these landing zones of the deck considering
the trade off among the:
• variations of the geometry of the structure and related dynamic effects;
• restraint forces;
• economy of construction and operation of the devices.
Generally speaking, the longitudinal and transversal movement of the deck at its ends and in proximity
of the towers will have to be controlled by damping devices.
Serviceability levels
Acronym
Description
Limit States
1
Complete functionality
CF
Roadway and railway runnability guaranteed
SLS1
2
Railway functionality
FF
Only railway runnability guaranteed
SLS2
3
Lack of functionality
AF
Neither roadway nor railway runnability guaranteed
ULS / SILS
Table 5 Definition of serviceability performance levels

10. Users
Maritime traffic
Railway serviceability
Railway and Roadway
traffic safety
Railway traffic safety
Railway and Roadway
traffic safety and
serviceability
Railway traffic safety
and serviceability
Comfort Performance
Performance defined by established values
Clearance of the established navigation channel (600 m wide)
Railway longitudinal slope: conventional mean slopes computed
with different length bases between the head and the end of the train
Transversal slope of deck and road
Rate of change of cant of the tracks
(maximum torsional deformations admitted)
Joint displacements
Vertical acceleration of the deck
Non-compensated acceleration
Roll speed
Recoil
Derailment check
Overturning check
Comfort Indexes
Models
Global Models
Global Models
Global Models
Interface Models
Interface Models
Global &
Interface Models
Meso-Level
Models
(Multi-scale)
Table 6: Main performances established for serviceability and safety of the traffic, with appropriate
structural models considered for the assessment
4. Definition of the design environment
Considering the scale of the bridge, in general terms, different intensity levels shall be recognized for
the variable actions. This aspect is revealed in Fig.5, where one has to compare the size of the small
box which represents the scale appreciated by the usual standards (as the so-called eurocodes), with
geometric dimension less than 300 m, and the large box related to the whole bridge with dimension ten
times greater.
In particular, for the antropic actions, two sets of loadings are identified for two structural scales:
• loadings for the design and the performance checks of the main structural system (macro-level);
• loadings for the design and performance checks at lower levels (meso- and micro-levels).
This last loading system is then related to structural parts, with geometric dimensions less than 300 m,
that can be enclosed in the previous small box; the box can be viewed like a mobile evaluation
windows, moving along the structure, where to apply the traditional check process.
The overall list of the loads is shown in Tab.7. The essential characteristics of the natural actions are
shown in Tab.8: mean wind speed for wind action, peak ground acceleration for seismic action; of
course, detailed description is needed, being these actions only partially described by these parameters.
By the way, both time (like turbulence and frequency content) and spatial characteristics (like
correlation and asynchronisms) are greatly necessary.
As said before, the traffic loading system for the macro-level is defined ad hoc, tailored by the global
iteration cycle of Fig.1: the specification for both highway ad railway loads is given in Tab.9, with
dense traffic values used essentially for ULS and rarefied ones for SLS.
It is intriguing to remark that the exact quantification of the eight numbers appearing in Tab.9 took
more than one year of work.
Fig.5 Different size level for the definition of the variable actions intensity

11. 1
2
3
4
Permanent actions (P)
Structural self weight
Non structural self weight
Antropic actions (Q)
Actions for local sizing of the structural systems
(strength and deformation at micro- and meso-level)
Actions for global sizing of the structural system and for
serviceability checks (strength and deformation at macro-level)
Natural and environmental actions (V)
Wind action
Seismic action
Thermal action
Accidental actions (A)
PP
PN
QL
Dense variable load
Rarefied variable load
QA
QR
VV
VS
VT
Table 7 Definition of the design actions
Mean wind speed (at 70 m above sea level)
Peak ground acceleration
SLS1
44 m/s
1.2 m/s2
SLS2
47 m/s
2.6 m/s2
ULS
54 m/s
5.7 m/s2
SILS
60 m/s
6.3 m/s2
Table 8 Natural actions intensity the different limit states
Dense variable
load (QA)
HIGHWAY
Intensity of the distributed load line for the most heavily loaded lane
Intensity of the distributed load line for the one of the other lane
RAILWAY
Number of 750 m long train loaded by 88 kN/m for each of the two railways
Rarefied variable
load (QR)
15 kN/m
5 kN/m
3.75 kN/m
1.25 kN/m
2
1
Table 9 Load definition for highway and railway traffic: dense loads for ULS, rarefied loads for SLS
5. Dependability
The quality of such a large bridge is multifaceted. The holistic and comprehensive measure of the
quality of this complex structure is called dependability. This concept can be synthetically defined as
the grade of confidence on the safety and on the performance of a structural system. It is an integrative
concept that, for a construction, encompasses the following attributes:
• availability: readiness for correct serviceability;
• reliability: continuity of correct serviceability;
• safety: absence of catastrophic consequences on the users and the environment;
• security: absence of catastrophic consequences for illegitimate antropic actions;
• integrity: absence of improper system state alterations;
• maintainability: ability to undergo repairs and modifications.
The means to attain dependability can be summarized as:
• fault prevention: how to prevent the occurrence or introduction of faults;
• fault tolerance: how to deliver correct service in the presence of faults;
• fault removal: how to reduce the number or severity of faults;
• fault forecasting: how to estimate the present number, the future incidence, and the likely
consequences of faults.
Absence of catastrophic consequences and fault tolerance are guaranteed by the structural robustness.
This is the capacity of the construction to undergo only limited reductions in its performance level in
the event of departures from the original design configuration as a result of a) local damage due to
accidental loads, b) secondary structural elements, c) being out of service for maintenance purpose, d)
degradation of their mechanical properties. In general terms, the following recommendations apply:
• appropriate contingency scenarios shall be identified, i.e. scenarios of possible damage together
with suitable load scenarios, able to characterize the structural robustness in the various
conditions of service;

12. •
analyses shall be conducted in order to explore and to bound structural safety and performance
levels of the structure in these conditions.
Specifically, it was requested that:
• for Ultimate Limit State (ULS), in addition to the accidental loads specifically defined, it was
necessary to consider the contingency scenarios that envisage the failure of the support of one
extremity of a cross beam, at the most unfavorable location along the structure; the analysis had
to be done in the dynamic field, assuming the instantaneous rupture of the support;
• for Structural Integrity Limit State (SILS), in addition to the accidental loads specifically
defined, it was necessary to consider the contingency scenario of the failure of one crossbeam
and the section of main longitudinal deck girders connected to it; the analysis had tol be done in
the dynamic range, considering the sudden detachment of a section of the main deck 60 m long,
at the most unfavorable location along the structure.
6. Conclusion
Behind the Messina Strait Bridge project there is a huge amount of work developed by an enormous
number of persons in several years. The crucial formulation of the basis of design and of the expected
performances of this suspension bridge has been briefly considered, from a very personal point of view.
The main ideas appear:
1) the Performance-based Design approach for the overall definition of the bridge qualities;
2) the necessity to deal with the complexity of the structural system and to recognize the strong
interactions among different parts of the design and among different structural parts, with
scale size effects;
3) the systemic approach to correctly deal with all the aspects of the design;
4) the structural decomposition as the main tool to assure the governance of the whole design
process, specifically in order to impose coherence among different levels of modeling
(multilevel analysis) and to canalize the structural behavior, first of all in relation to structural
crisis developments;
5) the description of safety and performance requirements in a format that can be described in
mathematical terms as fuzzy;
6) the development of the loading systems, both from natural and from antropic origins, which
take into account the size of the structure, which are iteratively tuned evaluating the structural
response obtained by the structural analysis;
7) pervasiveness of structural robustness in a general dependability oriented design.
Acknowledgments
The financial supports of University of Rome “La Sapienza” and Stretto di Messina S.p.A. are
acknowledged. The author wish to express his gratitude to Professors R. Calzona, F. Casciati, R.
Casciaro, P.G. Malerba of the Scientific Committee for fundamental considerations. Nevertheless, the
opinions and the results presented here are responsibility of the author and cannot be assumed to
reflect the ones of University of Rome “La Sapienza” or of Stretto di Messina S.p.A.
References
CALZONA R., 2005, Epistemological Aspects of Safety concerning the challenge of Future
Construction: the Messina Strait Bridge, Proceeding of the 10th International Conference on Civil,
Structural and Environmental Engineering Computing, CC2005 Rome (Italy).
NASA, National Aeronautics and Space Administration, (1995), Systems Engineering Handbook.,
Available online at: www.nasa.gov .
PRZEMIENIECKI J., 1969, Theory of Matrix Structural Analysis, Dover.
SIMON H.A, 1998, The Sciences of the Artificial, The MIT Press, Cambridge.

13. International Conference on
BRIDGE
, HONG KONG
ember 2006
ov
1-3N
ENGINEERING
– Challenges in the 21st Century
REGISTRATION AND
PROGRAMME
ANNOUNCEMENT
ORGANISED BY
Civil Division,
The Hong Kong Institution of Engineers
SUPPORTED BY
Highways Department,
The Government of the Hong Kong SAR, China
MAJOR SPONSORS
China Harbour Engineering Company Limited
Gammon Construction Limited
Chun Wo Holdings Limited
Dragages Hong Kong Limited and Bouygues Travaux Publics
Maeda-Hitachi-Yokogawa-Hsin Chong Joint Venture
VSL Hong Kong Limited
INTRODUCTION
The International Conference on Bridge Engineering – Challenges in the 21st Century is aimed at providing a forum
for dissemination of technical advances as well as exchanges of experiences and ideas among engineers, architects,
academics, researchers, developers, regulatory agents and project managers at an international level. A number of
keynote lectures presented by world renowned experts and parallel sessions will be organised to address both the
recent developments and experiences on a wide range of technical, social, environmental, financial and management
topics in the bridge engineering and construction.

14. CONFERENCE THEME
The following topics of interest will be addressed at the Conference:
v
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Aesthetics
Bridge Management Systems
Case Studies and Planning Projects
Codification of Bridge Design
Condition Assessment and Health Monitoring
Design, Analysis and Modeling
Dynamics and Aerodynamics
Environmental Impact Assessment
High Performance Materials and Components
Inspection, Rehabilitation and Retrofitting
Maintenance and Evaluation
Procurement, Construction and Project
Management
Reliability and Risk Management
Safety and Serviceability
Security against Terrorist Attack
Seismic and Wind Design
Smart Structures
Vehicle Bridge Interaction
Whole Life Costing
Others Themes
KEYNOTE SPEAKERS
Mr FENG Mao Run
Chief Engineer
Ministry of Communications
The People's Republic of China
Prof Yozo FUJINO
Professor
Department of Civil Engineering
The University of Tokyo
Japan
Prof Niels J GIMSING
Bridge Consultant
Gimsing & Madsen Ltd
Denmark
Ir Naeem HUSSAIN
WHO SHOULD ATTEND
The Conference will be of interest to policy makers, government
officials, planners, engineers, contractors, developers, manufacturers,
academics, financial specialists and environmental professionals
involved in business and development that will advance our abilities
in bridge engineering development.
GUESTS OF HONOUR
Permanent Secretary for
the Environment, Transport and Works (Works)
The Government of the Hong Kong SAR, China
Director
Ove Arup & Partners
UK
Ir Dipl.-Ing Holger S SVENSSON
Executive Director
Leonhardt, Andra und Partner Gmbtt
Germany
President
The Hong Kong Institution of Engineers
Dr TANG Man Chung
Chairman
T. Y. Lin International
USA
Dr-Ing M. Michel VIRLOGEUX
Honorary President
The International Federation for Structural
Concrete (fib)
France

15. PRELIMINARY PROGRAMME
The Conference is tentatively planned as a full three-day programme from 1 to 3 November 2006. It will comprise keynote sessions, oral
paper presentations and discussions. The official language of the Conference is English. It will be adopted in all the publications and
presentations.
Time
08:30 - 09:00
09:00 - 09:45
09:45 - 10:15
10:15 - 10:45
10:45 - 12:15
12:15 - 13:30
13:30 - 15:15
15:15 - 15:45
15:45 - 17:15
19:30 - 21:30
1 November 2006
(Wed)
Registration
Opening Ceremony
Keynote Session
Coffee Break
Keynote Session
Lunch
Parallel Sessions
Coffee Break
Parallel Sessions
Conference Dinner
Time
08:30 - 09:00
09:00 - 10:30
10:30 - 11:00
11:00 - 12:30
12:30 - 13:45
13:45 - 15:30
15:30 - 16:00
16:00 - 17:00
2 November 2006
(Thu)
Registration
Time
08:30 - 09:00
Optional Local
09:00 - 10:30
Technical Visits
(08:45 - 13:00) 10:30 - 11:00
Coffee Break
Parallel Sessions
11:00 - 12:30
Lunch
12:30 - 13:45
Parallel Sessions Optional Local 13:45 - 15:15
Coffee Break
Technical Visits 15:15 - 15:30
Parallel Sessions (13:45 - 18:00)
Parallel Sessions
3 November 2006
(Fri)
Registration
Parallel Sessions
Coffee Break
Parallel Sessions
Lunch
Keynote Session
Conclusion &
Closing Remarks
OPTIONAL LOCAL TECHNICAL VISITS
The Conference will offer delegates the opportunity of visiting the following technical sites relating to bridge engineering development in Hong
Kong. Delegates can participate in these visits at a seperate fee. A fee of HK$100 per person per visit will apply.
Visit A – Stonecutters Bridge
The new Stonecutters Bridge is an important part of the strategic east-west route linking Sha
Tin and the airport on Lantau Island in Hong Kong. It will straddle the Rambler Channel at the
entrance to the busy Kwai Chung container port. The bridge has a main span of 1,018m. When
completed, it will become one of the longest spanning cable stayed bridges in the world. It
will also be the first major bridge situated in the urban area of Hong Kong with Victoria Harbour
as the backdrop. The design of the bridge contains a number of aesthetic features to make it
blend with the spectacular Hong Kong skyline. It will become a new landmark in Hong Kong.
Visit B – Hong Kong – Shenzhen Western Corridor
Construction of the Hong Kong Section of Hong Kong-Shenzhen Western Corridor (HK-SWC)
commenced on 1 August 2003. The HK$2.2 billion contract comprises the construction of a 3.5
km long dual three-lane elevated viaduct with 3.2 km over water and 0.3 km on land, linking Deep
Bay Link at Ngau Hom Shek with the Shenzhen Section of HK-SWC at the boundary of the HKSAR
and Shenzhen at Deep Bay. Within the 3.5 km, a cable-stayed bridge with a single inclined-tower
is being constructed to provide the necessary navigation clearance for marine traffic and to form a
landmark over Deep Bay.
The work was substantially completed in end 2005. Upon commissioning, it will be the fourth vehicular
boundary crossing to alleviate the three nearly saturated existing crossings and satisfy the future
demand.
Remarks:
- Pre-registration is necessary for all optional technical visits.
- Final arrangements are subject to changes in schedule by the host of individual visits, weather / traffic conditions and whether the minimum
quota can be met.
- Registration will be accepted on a first-come-first-served basis.

16. REGISTRARION INFORMATION
Registration Fee
All registrations should be made via the online programme at the Conference wesbite: http://www.hkiecvd.org/BRIDGE2006.htm.
Please note that the deadline for early bird registration is 31 August 2006.
Early Bird
Registration
(On or before
31 August 2006)
Conference Dinner
(1 November 2006)
√
√
HK$3,800
Normal
Registration
(After 31 August
2006)
Full-day Conference,
Refreshments & Lunch
Entitlements
A Copy of
Proceedings
1 – 3 November 2006
Category
Registration Fee
(per person)
HK$4,200
Optional Technical Visit
HK$100
per person for one visit
Note: The Hong Kong dollar is pegged to the US dollar at a rate of US$1=HK$7.8.
Confirmation of Registration & Official Receipt
- Registrant will receive an acknowledgement by email immediately if the online registration process is successfully completed.
- An official receipt will be provided to all registered delegates upon receipt of the payment.
- All payments should reach the Conference Secretariat within 2 weeks after the Registration Form has been submitted online. The Organiser
reserves the right to release and cancel the booking if the appropriate payment is not received on time.
Payment Methods
- Payment can be made by crossed cheque, bank draft, telegraphic transfer or credit card (VISA / MasterCard).
- A Credit Card Authorisation Form is available at the Conference website.
- Crossed Cheque or Bank Draft made payable to “The Hong Kong Institution of Engineers” should be sent to the Conference Secretariat.
Letter of Invitation
The Conference Secretariat will send a letter of invitation upon request. The invitation is intended to facilitate participants’ travel and visa
arrangement and does not imply the provision of any financial or other support.
Please read the important notes overleaf.
Programme may be subject to change.
Please visit the website for more updates:
http://www.hkiecvd.org/BRIDGE2006.htm
CONFERENCE SECRETARIAT
Conference & Function Section
The Hong Kong Institution of Engineers
9/F Island Beverley, 1 Great George Street
Causeway Bay, Hong Kong
Tel
(852) 2895 4446
Fax (852) 2203 4133
Email conf3@hkie.org.hk
Photos Courtesy
Highways Department, The Government of the Hong Kong SAR
Hong Kong Tourism Board

17. VENUE INFORMATION
The Conference will be held at Kowloon Shangri-La Hotel
Address 64 Mody Road, Tsimshatsui East
Kowloon, Hong Kong
Tel
(852) 2721 2111
Fax
(852) 2723 8686
Website http://www.shangri-la.com
Conference Venue
Kowloon Shangri-La Hotel
Other nearby hotels:
• Hotel Nikko Hong Kong
• InterContinental Grand Stanford Hong Kong
• Park Hotel
• Ramada Hotel Kowloon
• Regal Kowloon Hotel
• Stanford Hillview Hotel
• The Royal Garden
HOTEL ACCOMMODATION & OPTIONAL SIGHTSEEING TOURS
You may seek assistance through the travel agent:
Associated Tours Ltd
Address Shop 113, 1/F Regal Kowloon Hotel
71 Mody Road, Tsimshatsui East
Kowloon, Hong Kong
Tel
(852) 2722 1216
Fax
(852) 2369 5687
Email
specialevents@associatedtours.com.hk
More information will also be made available at the Conference website.

18. HONG KONG INFORMATION
Local Area Information
• Area
Hong Kong can be divided into four distinct
parts: Hong Kong Island, Kowloon Peninsula,
New Territories and the outlying islands.
• Language
Cantonese is spoken by most people in Hong
Kong, though Mandarin (Putonghua) is
becoming increasingly widespread. English
is the language of international business.
• Population
The estimated population of Hong Kong is 7
million. Almost 98% is Chinese.
• Time Difference
GMT/UTC + 8 hrs
Entry Visa
For most nationalities, visitors not intending to
work require only a valid passport for short visits
and no tourist visa is required. You may also
check with the Immigration Department of the
Hong Kong SAR Government as to the need for
visas prior to entry into Hong Kong.
Address Immigration Department,
2/F Immigration Tower,
7 Gloucester Road,
Wan Chai, Hong Kong
Tel
(852) 2824 6111
Fax
(852) 2877 7711
Website http://www.immd.gov.hk/index.html
Currency
The Hong Kong dollar (HK$) is the official currency.
It is pegged to the US dollar at HK$7.8 to US$1.00
and is freely convertible. Travelers checks are
easily cashed and major credit cards are widely
accepted. ATM (ETC) facilities are widespread.
Tipping
10% service charge is added to hotels and
restaurants bills. It is also customary to leave a
small tip.
Climate
The average temperature for the months from
October to December is 18°C to 28°C. The
humidity will be around 72%.
During November there are pleasant breezes,
plenty of sunshine and comfortable temperatures.
Dress
Light suits and dresses are appropriate for business
attire. A light clothing is recommended for the
day, sweaters and light jackets for evening.
Health
Your temperature may be taken when you pass
through immigration upon arrival. Vaccination
certificates are usually not required. However,
as in other cities, health regulations are liable
to change at short notice and it is always
advisable to check current health regulations
with carriers when making reservations.
Visitor in transit through HK should also check
health regulations for subsequent destinations
to ensure that all necessary valid certificates
have been obtained.
Electricity
220 volts, 50 cycles. Three-rectangular pin plugs
are the norm.
Mobile Phone Network
GSM, PCS, CDMA, TDMA
Transportation
Metered taxis, frequent bus, MTR (underground
train) service provides fast, clean, air-conditioned
transport in Kowloon and on the Island. Combine
all this with famous ferries, trams, trains and local
transportation in Hong Kong is both safe, easy
and inexpensive.
Transportation To / From The Airport
Hong Kong International Airport is served by a
highly efficient and comprehensive transportation
network. The Airport Express is a dedicated airport
railway line providing fast and reliable service
operating daily from 0550 to 0115 hours at 12minute intervals. The journey to or from downtown
Hong Kong takes approximately 24 minutes.
Franchised buses also provide speedy transport
to different parts of Hong Kong. Other modes of
transportation include taxis, tour coaches and
hotel limousines. For details, please visit
http://www.hongkongairport.com/eng/index.html
Disclaimer: All information provided in this section
is considered to be accurate and correct at the
date of print. We cannot be held responsible
should the information change between the date
of print and the date of your arrival in Hong Kong.
If you are interested in knowing more about Hong
Kong, please visit
http://www.DiscoverHongKong.com

19. INTERNATIONAL ADVISORY COMMITTEE
Mr Chander ALIMCHANDANI
Ir Prof LAU Ching Kwong
Chairman & Managing Director
STUP Consultants P. Ltd, India
Executive Director
Maunsell China Engineering Services Ltd,
Hong Kong SAR, China
Prof Dr Mourad M BAKHOUM
Professor
Structural Engineering Department
Cairo University, Egypt
Ir P K K LEE
Ir Andrew BEARD
Head of Department
Department of Civil Engineering
The University of Hong Kong, Hong Kong SAR,
China
Commercial Director
Mott MacDonald Ltd, UK
Ir Prof Andrew Y T LEUNG
Prof Sung-Pil CHANG
Professor
Seoul National University, Korea
Chair Professor
Department of Building and Construction
City University of Hong Kong, Hong Kong SAR,
China
Ir Prof Moe M S CHEUNG
Prof Dr J Y Richard LIEW
Professor and Head
Department of Civil Engineering,
The Hong Kong University of Science and
Technology,
Hong Kong SAR, China
Ir Prof CHEUNG Yau Kai
Special Advisor to the Vice Chancellor
The University of Hong Kong, Hong Kong SAR,
China
Associate Professor
Department of Civil Engineering
National University of Singapore, Singapore
Prof John MILES
Head of Institute of Machines & Structures
Cardiff School of Engineering
Cardiff University, UK
Prof OU Jin Ping
Dr Christian CREMONA
Professor & Vice President
Harbin Institute of Technology, China
Head of the Structures Durability Unit
Laboratoire Central Des Ponts Et Chaussees, France
Prof Dr sc. techn. Mike SCHLAICH
Mr Peter DEASON
Professor
The Technical University of Berlin, Germany
Global Director, Bridges & Civil Structures
Hyder Consulting (UK) Ltd, UK
Dr Juan A SOBRINO
Mr Klaus FALBE-HANSEN
Director
PEDELTA, Spain
Director
Ove Arup & Partners, UK
Prof Hakan SUNDQUIST
Mr Ian FIRTH
Prohead
Department of Civil and Architectural Engineering
Royal Institute of Technology Stockholm, Sweden
Partner
Flint & Neill Partnership, UK
Prof Yozo FUJINO
Professor
Department of Civil Engineering
The University of Tokyo, Japan
Ir Dipl.-Ing Holger S SVENSSON
Executive Director
Leonhardt, Andra und Partner Gmbtt, Germany
Dr Gamil TADROS
Prof Niels J GIMSING
Structural Consultant
SPECO Engineering Ltd, Canada
Bridge Consultant
Gimsing & Madsen Ltd, Denmark
Dr TANG Man Chung
Dr Manabu ITO
Chairman
T. Y. Lin International, USA
Emeritus Professor
The University of Tokyo, Japan
Dr Jan A WIUM
Prof Jun KANDA
Senior Lecturer
Department of Civil Engineering
University of Stellenbosch, South Africa
Professor
Department of Environment Studies
The University of Tokyo, Japan
Ir Prof KO Jan Ming
Vice President
The Hong Kong Polytechnic University,
Hong Kong SAR, China
Prof Dr Hyun-Moo KOH
Professor & Director
Seoul National University &
Korea Bridge Design & Engineering Research Center,
Korea
Ir Dr Martin H C KWONG
Senior Advisor
Scott Wilson Ltd, Hong Kong SAR, China
Prof XIANG Hai Fan
President & Consulting Dean
College of Civil Engineering
Tongji University, China
Prof YANG Yeong Bin
Dean
College of Engineering
National Taiwan University, China
Eur Ing Jeff YOUNG
Project Director
Mott MacDonald Ltd, UK
SUPPORTING ORGANISATIONS
The Government of the Hong Kong SAR, China
Civil Engineering and Development
Department
Environmental Protection Department
Marine Department
Planning Department
Transport Department
American Society of Civil Engineers
(Hong Kong Section)
City University of Hong Kong, Department
of Building and Construction
Engineers Australia, Hong Kong Chapter
Hong Kong Institute of Environmental
Impact Assessment
Hong Kong Institution of Highways and
Transportation
Hong Kong Tourism Board
Institution of Civil Engineers, Hong Kong
Association
The Association of Consulting Engineers
of Hong Kong
The Chartered Institute of Logistics and
Transport in Hong Kong
The Hong Kong Construction Association
The Hong Kong Institute of Architects
The Hong Kong Institute of Planners
The Hong Kong Institute of Surveyors
The Hong Kong Polytechnic University,
Department of Civil & Structural Engineering
The Hong Kong University of Science and
Technology, Department of Civil Engineering
The Institution of Highways &
Transportation Hong Kong Branch
The Joint Structural Division of the
Hong Kong Institution of Engineers and
Institution of Structural Engineers
The University of Hong Kong, Department
of Civil Engineering
American Society of Civil Engineers, USA
China Civil Engineering Society, China
Indian Institution of Bridge Engineers, India
Institution of Civil Engineers, UK
Institution of Engineers, Singapore
Japan Society of Civil Engineers, Japan
Korean Society of Civil Engineers, Korea
The Canadian Society for Civil Engineering,
Canada
The Institution of Engineers, Malaysia
The Institution of Highways & Transportation,
UK
The Institution of Professional Engineers,
New Zealand
The Institution of Structural Engineers, UK
The Macau Institution of Engineers,
Macau SAR, China

20. ORGANISING COMMITTEE
ACKNOWLEDGEMENTS
IMPORTANT NOTES
Chairman
The Organiser would like to thank the following
organisations for their support and valuable
contributions to the Conference:
1. Registrations are subject to
acceptance on a first-comefirst-served basis.
Ir Francis W C KUNG
Members
Ir George C W CHENG
Ir Dr CHENG Hon Tung
Ir CHEUNG Tsz King
Mr LAI Kwong Hung
Ir Victor K Y LO
Ir Norman W P MAK
Ir Clement W T SIU
Ir Timothy K C SUEN
Ir WONG Chiu Yau
Ir Philco N K WONG
Ir YU Sai Yen
Platinum Sponsors
China Harbour Engineering Company Limited
Chun Wo Holdings Limited
Dragages Hong Kong Limited and
Bouygues Travaux Publics
Gammon Construction Limited
Maeda-Hitachi-Yokogawa-Hsin Chong
Joint Venture
VSL Hong Kong Limited
TECHNICAL SUB-COMMITTEE
Chairman
Ir Michael C H HUI
Members
Ir Dr Francis T K AU
Ir Eric K L CHAN
Ir Prof CHANG Chih Chen
Ir George C W CHENG
Ir Prof CHUNG Kwok Fai
Mr LAI Kwong Hung
Ir WONG Chiu Yau
Gold Sponsors
China Road and Bridge Corporation
Chiu Hing Construction and Transportation
Company Limited
Fuk Shing Engineering Company Limited
Ove Arup and Partners Hong Kong Limited
Welcome Construction Company Limited
Sliver Sponsor
FINANCE & SPONSORSHIP
SUB-COMMITTEE
Chairman
Ir Philco N K WONG
Members
Ir Clement W T SIU
Ir WONG Chiu Yau
Ir YU Sai Yen
Hop Tai Construction Company Limited
2. Each registrant should complete
a separate online registration
process.
3. The Conference Secretariat will
confirm the registration upon
receipt of the registration fee.
Please do not send cash.
4. The programme is subject to
change without prior notice.
5. All cancellations must be made
in writing to the Conference
Secretariat. If a written
cancellation of registration is
received by the Conference
Secretariat on or before 30
September 2006, a refund will
be made but a cancellation
charge of 25% of the
registration fee paid will be
deducted. We regret that no
refund will be made for
cancellations after this date. In
the latter case, the nonattending delegates will receive
a copy of the Conference
Proceedings.
6. It is at the discretion of
delegates to take out additional
cover to better protect their
liabilities. For the HKIE
members, the Institution has
effected an insurance cover *
to protect the legal liability of
members against property loss
/ damage or bodily injury / death
of third party. (*Coverage is
subject to terms and conditions
specified in original policy.) For
non-HKIE members, it is entirely
the participants’ responsibility
to take out insurance to cover
their participation in the
Conference. The Organiser
assumes no financial, legal or
any responsibility for any type
of claim whatsoever arising
from their participation.

21. PROGRAMME DETAILS
Time
08:30 – 09:00
09:00 – 09:45
09:45 – 10:15
1 November 2006
Wednesday
Registration
Opening Ceremony
Keynote Session 1
Prof Niels GIMSING, Denmark
Title of Presentation
10:15 – 10:45
10:45 – 11:15
Evolution in Span Length of Cable-Stayed Bridges
Coffee Break
Keynote Session 2
Prof FENG Mao Run, China
11:15 – 11:45
Technological Challenges for Bridge Construction in China in the Early 21st Century
Keynote Session 3
Ir Dipl.Ing Holger S Svensson, Germany
11:45 – 12:15
Protection of Bridge Piers against Ship Collision
Keynote Session 4
Pro Yozo FUJINO, Japan
Title of Presentation
Title of Presentation
Title of Presentation
12:15 – 13:30
13:30 – 15:15
15:15 – 15:45
15:45 – 17:15
19:30 – 21:30
Lessons Learned from Health Monitoring of Instrumented Long-Span Bridges
Lunch
Parallel Sessions
Room-Fanling
Room-Tai Po
Room-Shek O
Session 1A
Session 1B
Session 1C
Stonecutters Bridge I
Design
Construction
Stonecutters Bridge - International Design PC Box-Girder Bridges with Large Spans Chongzun Expressway - The Mountain
Competition and Reference Scheme
in China
Challenge
Review
FU Yu Fang
Michael Z YU
Klaus FALBE-HANSEN
Scenario of Expected Seismic Damage
Theories and Practices for 30 Years
Stonecutters Bridge - Design for Extreme to Main Road Network in N.E. Italy
Modern Cable-Stayed Bridge
Paolo FRANCHETTI
Events
Constructions in China
Steve KITE
LEI Jun Qing
Design of Mainland - Peljesac Bridge
High Reynolds' Number Aerodynamics Jure RADIC
The Geometry Control of Sutong Bridge
of the Stonecutters Bridge Deck
Wind Engineering of a Large Vertical Lift LAU Ching Kwong
Allan LARSEN
Bridge in Rouen (France)
Design and Construction of a Launched
Michel VIRLOGEUX
Detailed Design of Stonecutters Bridge
Footbridge
Superstructure
Bahman KERMANI
The Bridge of San Giuliano in Venice:
Tina VEJRUM
The Design Process
Design and Construction of Freezing and
Detailed Design of Stonecutters Bridge
Enzo SIVIERO
Row of Piles Method in South Anchorage
Towers
Foundation Pit of Runyang Yangtze River
Improvements to San Tin Interchange
Don BERGMAN
Bridge
Contract No. HY/2004/09 Contractor's
Erection Analysis and Geometry Control Design for Precast Segmental Viaducts FENG Zhao Xiang
for Stonecutters Bridge
Jon VARNDELL
Design and Construction of the Lai Chi
S H Robin SHAM
Innovations in the Zhoushan Xihoumen Kok Viaduct
James PENNY
Challenges in Construction of
Bridge Design
Stonecutters Bridge and Progress Update SONG Hui
The Challenge for the Construction of the
Michael TAPLEY
Lai Chi Kok Viaduct in Hong Kong
Henry LIU
Coffee Break
Parallel Sessions
Room-Fanling
Room-Tai Po
Room-Shek O
Session 2A
Session 2B
Session 2C
Stonecutters Bridge II
Design
Others
Examination of Aerodynamic Coefficients Value Engineering Design of T3 Viaducts Structural and Aesthetical Challenges - A
of Inclined Cables with Different Surface in Hong Kong
Three-Arch-Footbridge in Vienna
Configurations
Bahman KERMANI
Gerald FOLLER
Kelvin C F KWOK
Full 3D Finite Element Model for Criticality Practical Solutions for Improving
Studies of Temperature Distribution and Analysis of Tsing Ma Bridge
Aerodynamic Stability During Bridge
Thermal Stress in Large Concrete Pour Y F DUAN
Tower Construction
of Large Pile Cap
XIE Ji Ming
Identification and Prediction of
Carlos WONG
Parameters Error in Construct Control
Toward More Realistic Predictions of
Structural Verification of Stonecutters
of Long Span Pre-Stressed Concrete
Long-Span Bridge Flutter
Bridge by Spine-Beam Model
Cable-stayed Bridge
XIE Ji Ming
CHONG Kwok-wai
CHEN Chang Song
Aerodynamic Flutter Stabilization for the
Cofferdams for Stonecutters Bridge
Improvement of Low-Cycle Fatigue
East Sea Bridge
Foundations - Design Aspects
Strength of Steel Bridge Piers by Fatigue YANG Yong-xin
Chris K W CHEUNG
Crack Arrester
Stability of Suspension Bridges during
Taro TONEGAWA
Highway Traffic Loads Monitoring in
Early Construction Stages
Stonecutters Bridge
Design Vessel Load for Ship Collision
Anna BAGNARA
WONG Kai Yuen
Impact Analysis of Sea-Crossing Bridge Measurement of Buffeting Mitigation for
A Heavy Lift Scheme for the Erection of LEE Seong Lo
a Cable-Stayed Bridge in Construction
the Steel Deck of Stonecutters Bridge
Traffic Safety of Vehicles on Long Bridges KIM Ho Kyung
Christian VENETZ
in Strong Wind Prone Areas
CHEN Ai Rong
Conference Dinner (Cocktail Reception will start at 18:45)

22. PROGRAMME DETAILS
Time
08:30 – 09:00
09:00 – 10:30
10:30 – 11:00
11:00 – 12:30
12:30 – 13:45
2 November 2006
Thursday
Registration
Parallel Sessions
Room-Fanling
Room-Tai Po
Session 3A
Session 3B
Maintenance & Management
Design
Design Approaches and Guidelines of Health
The Shanghai Yangtze Bridge
Monitoring Systems for Major Bridges
SHAO Chang Yu
LI Hui
Ductility of Partially Prestressed Concrete
SVBS - An Assessment Tool for Bridges Under Structures with External Tendons
Francis T K AU
Seismic Loads
Philippe RENAULT
Assessment of the Seismic Performance of the
Sutong Bridge
Condition Assessment of Bridges Under
Masaaki YABE
Earthquake Loading
X Y LI
Innovative Composite Bridge Structure with
Concrete Filled Steel Tube Girder
Tsing Ma Control Area Bridge Inspection and
KANG Jae Yoon
Maintenance Issues
James GIBSON
A New Concept for a Large Vertical Lift Bridge
Over the River Seine in Rouen (France)
Monitoring and Evaluation of Shear Crack
Initiation and Propagation in Webs of Concrete Michel MOUSSARD
Box-Girder Sections
Donghai Bridge
Richard MALM
SHAO Chang Yu
Experimental Applications of a Structural Health
Monitoring Methodology
Sherif BESKHYROUN
Coffee Break
Parallel Sessions
Room-Tai Po
Room-Fanling
Session 4B
Session 4A
Maintenance & Management
Design
Research and Practice of Health Monitoring
Twin Off-Set Pylons Cable-Stayed Bridge in
for Major Bridges in the Mainland of China
Ningbo
James PENNY
OU Jin Ping
The Design and Analysis of Twin Skewed Arch
Measurement of Bridge Cable Forces and
Dynamic Displacement Using Digital Camcorder Bridges for Castle Peak Road, Hong Kong
JI Yun Feng
Anthony M R PEARSON
Evaluating the Cable Forces in Cable Supported An Analytical Study on the Mechanical
Characteristic of Joint System in Prestressed
Bridges Using the Ambient Vibration Method
Composite Truss Bridge
Andreas ANDERSSON
Natsuko KUDO
Experimental Investigation of Damping in
Confining Steel Design of Bridge Columns
Cracked Concrete Beams Usable in Bridges
based on Ductility Demand for Earthquake Load
(Beam-Slab)
LEE Jae Hoon
Alireza GHARIGHORAN
Comparative Study on Ultimate Strength of
Geometry Control of Ching Chau (Min Jiang)
Super Long-Span Self-Anchored and Partially
Bridge Under Construction Stage
Earth-Anchored Cable-Stayed Bridges
MAK Yu Man
Masatsugu NAGAI
Static and Dynamic Load Testing of the New
Recent Developments and Some Technical
Svinesund Arch Bridge
Raid KAROUMI
Issues about Precast Segmental Construction
in China
XU Dong
Optional Local
Technical Visits A
(08:45 – 13:00)
A1 Stonecutters Bridge
A2 Hong Kong -Shenzhen
Western Corridor
Lunch
Continue on next page

23. PROGRAMME DETAILS
Continued from previous page
Time
12:30 – 13:45
13:45 – 15:30
15:30 – 15:45
15:45 – 17:15
2 November 2006
Thursday
Lunch
Parallel Sessions
Room-Fanling
Room-Tai Po
Session 5A
Session 5B
Maintenance & Management
Design
The Integrated Operation of Bridge Design
Pounding Analysis of Elevated Bridges
Database Using the Open Standards
Subjected to Earthquake Excitation by Using
LEE Sang-Ho
Explicit Finite Ellement Method
A X GUO
Criticality and Vulnerability Analyses of Tsing
Ma Bridge
Design of Dampers for Mitigation of Stay Cable
WONG Kai Yuen
Vibrations
Optimal Deployment of Sensors for Cable Stress Allan LARSEN
Monitoring in a Long-Span Cable-Stayed Bridge A Numerical Study on the Damage Evaluation
of Abutment by Pounding of Bridge Girder
NI Yi Qing
Strategic Study on Structural Health Monitoring Hiroki TAMAI
A Bridge Over Birds' Paradise
of Concrete Viaduct Bridges in Hong Kong
Stephen F L YIU
Kenneth W Y CHAN
Elaso-Plastic Behaviors of Four Long-Span
Precast Segmental Concrete Bridge
Continuous Suspension Bridges and Selection
Construction in Hong Kong
of Optimal Flexural Rigidity of Steel Towers
CHUNG Hak Kong
Atsonori SOMEYA
Severe Cracking in Insitu Concrete Bridge
Plan and Design of Jeokgeum Bridge
Substructures Due to Delayed Ettringite
Formation (DEF): Diagnosis, Assessment and KIM Jae Hong
Remediation
Study of Vertical Seismic Response of SelfRoger BUCKBY
Anchored Suspension Bridges
Insight of Durable and Cost-Effective Cathodic LIU Chun Cheng
Protection Systems
Miki FUNAHASHI
Coffee Break
Parallel Sessions
Room-Fanling
Room-Tai Po
Session 6A
Session 6B
Others
Design
The Development of Cable-Supported Bridges Connecting Force Between Concrete Deck Slab
in Hong Kong- My Personal Experience
and Steel Girder at Intermediate Cross Beams
LAU Ching Kwong
in Composite Two-I-Girder Bridges
Yasutaka SASAKI
Steel Arches for Small and Medium Span
Punching of Concrete Bridge Decks and
Bridges
Footings with a Special Reference to Scale
Enzo SIVIERO
Effect and Uneven Moment Distribution
Design and Appearance of Bridge Structures
Hakan SUNDQUIST
in Korea
Parametric Analysis of Steel Arch Bridges
HONG Namhee Kim
Jure RADIC
Innovations Driven by International Design
The Challenge of Super-Long Spans: Lessons
Competitions in China
Mark Z H WANG
from Messina
Ian FIRTH
Design Validation of Bus Containment Bridge
Parapets
A Construction Method of Rumpiang Arch
LEE Ping Kwan
Bridge in South Kalimantan of Indonesia
Bambang MUSTAQIM
Basis of Design and Expected Performances
for the Messina Strait Bridge
Aspects of Wind Buffeting Response and NonFranco BONTEMPI
Linear Structural Analysis for Cable Stayed
Bridges
Dorian JANJIC
Optional Local
Technical Visits B
(13:45 – 18:00)
B1 Stonecutters Bridge
B2 Hong Kong -Shenzhen
Western Corridor

24. PROGRAMME DETAILS
Time
08:30 – 09:00
09:00 – 10:30
Room-Fanling
Session 7A
Stonecutters Bridge III
(Dynamics & Aerodynamics)
Experimental Investigation of Pendulum
Mass Damper Performance for Reducing
Vibration of Long Span Cable-Stayed
Bridge Tower
Doris M S YAU
Buffeting Response Reduction of Long
Span Cable-Stayed Bridge Tower During
Construction Using Pendulum Mass
Damper
Simon C H LEUNG
Erection Stage Buffeting Analyses of
Stonecutters Bridge
Guido MORGENTHAL
Wind Tunnel Investigations for
Stonecutters Bridge Construction
S H Robin SHAM
Flutter Analysis of Stonecutters Bridge
Using a Single-Parameter Searching
Approach
Michael C H HUI
Buffeting Analysis of Stonecutters Bridge
Based on Experimentally Determined
Aerodynamic Parameters
Michael C H HUI
10:30 – 11:00
11:00 – 12:30
12:30 – 13:45
13:45 – 14:15
Room-Fanling
Session 8A
Maintenance & Management
Design of Damper for Mitigating Vibration
of Long Stay Cables
SUN Li Min
Structural Health Monitoring Oriented
Finite Element Model of Tsing Ma Bridge
Tower
C L NG
Conceptual Design of Bridge Health
Monitoring System Based on Structural
Seismic Vulnerability Analysis
SUN Zhi
Bridge Management - the Value of
Implementing an Asset Management
Philosophy
Dick FEAST
Combating Corrosion Through Novel
De-Icing Agents
Alexandros KATSANOS
Seismic Retrofit Design of Bridges Using
a Tuned Mass Damper Analogy
Nam HOANG
3 November 2006
Friday
Registration
Parallel Sessions
Room-Tai Po
Session 7B
Design
Seismic Capacity and Performance
Evaluation of Taiwan High-Speed Rail
Viaducts
Jeder HSEIH
Design Method for Sleeve Joints Between
Steel Beams and Concrete-Filled Steel
Tubular Columns
Teruhiko YODA
The Secret of Originality. A View on
Signature Bridges
Poul Ove JENSEN
A Multiple Span Cable Stayed Bridge to
Close Antwerp Ring Over Canal Albert
and Harbour Docks
Michel MOUSSARD
Design and Construction of Bai Chay
Bridge- The World Longest Single Plane
PC Cable Stayed Bridge
Kouji HAYASHI
Experimental and Theoretical Research
on Real Behaviour of Composite Bridge
Structures
Jan BUJNAK
Coffee Break
Parallel Sessions
Room-Tai Po
Session 8B
Deep Bay Link/
Shenzhen Western Corridor
Deep Bay Link - Design and Construction
of a Fast-Tracked Project
CHOW Chun Wah
Contractor's Challenges at Deep Bay Link
Northern Section
Rayland LEE
Deep Bay Link - Construction of a Cast
In-Situ Viaduct Using Balanced Cantilever
Method
Daniel John IP
Fast Track Implementation of Hong KongShenzhen Western Corridor
Joseph T K LEE
Design of Hong Kong-Shenzhen Western
Corridor
CHAN Siu Yuen
Construction of the Hong Kong-Shenzhen
Western Corridor Cable-Stayed Bridge
Aidan ROONEY
Room-Shek O
Session 7C
Others
Stability of Continuous Welded Rail on
Bridge Structures for Korean High-Speed
Railway
CHIN Won Jong
A Bridge of Glass
Philip TINDALL
Bridge Deck and Parapet Design by Vehicle
Impact Simulation
YEUNG Ngai
Influence of Geometrical Nonlinearities
on Stability and Collapse Behaviour of
Long Span Cable Supported Bridges
P.Giorgio MALERBA
Finite Element Analysis of High Tension
Bolted Joints
KIM Dong Hyun
Slab-Column Composite Structures with
HPC/FRHPC Precast Members for
Subways and Small Bridges
Andrzej AJDUKIEWICZ
Room-Shek O
Session 8C
Others
Wavelet-Based Identification of Modal
Parameters of Akashi Kaikyo Bridge
Hiroshi KATSUCHI
Vulnerability of Long-Span Cable-Stayed
Bridges Under Terrorist Event
YAN Dong
Challenging the Open Sea – the
Compendium of Innovative Technologies
in Donghai Bridge
HUANG Rong
Optimising Packing Density for Production
of Flowing High-Performance Concrete
Albert K H KWAN
Resurfacing of Orthotropic Bridge Decks
in the UK - Design and Practice
Neil MCFADYEN
The Junk on Haihe River
Rocky TAY
Lunch
Keynote Sessions 5
Ir Naeem HUSSAIN, UK
Title of Presentation
14:15 – 14:45
Delivery of Quality Design and Construction for Bridge Projects
Keynote Sessions 6
Dr TANG Man Chung, USA
14:45 – 15:15
Why, Why Not, What If
Keynote Sessions 7
Dr-Ing M. Michel VIRLOGEUX, France
Title of Presentation
Title of Presentation
15:15 – 15:30
Some Aspects of the Design of Stay-Cables
Conclusion & Closing Remarks