bluuebunny/crossref_metadata_2025_split huggingface dataset:
16.02: “La Belle Liégeoise”, the new footbridge in Liège
Authors: Gens Frédéric , Servais Vincent 
Published: September 2017

ABSTRACTThe new footbridge in Liège, known as “La Belle Liégeoise”, was opened on 2 May 2016. Located upstream of the landscape window created by the new Guillemins Esplanade, this bridge provides a connection for soft transport modes from the railway station across the Meuse to La Boverie Park, maintaining clearance for navigation.The site presents a dissymmetry: an urban bank faces a wooded bank. Reflecting this, the structure of the main section on the left bank develops a suspended typology, while the second section on the right bank is supported by struts.The main span over the Meuse is 163 metres for a total length of 294 metres. The 5.5 metre wide decking is positioned laterally to the supporting structure.The footbridge is accessible to “soft” transport modes via the provision of ramps made of variable height steel boxes, supporting the 3.5 metre wide decking of azobé wood. On the right bank, the bridge crosses La Boverie Park through the canopy, offering a new vision of this urban park.The desire to design a thin and elegant structure integrated into the site, combined with the need to restrict navigation on the Meuse as little as possible, led to the obvious use of steel for the main structure.Construction involved 740 tonnes of steel. Structural elements 15 metres long were trucked onto a temporary assembly site. These elements were assembled on the ground in six sections, the largest weighing 400 tonnes for a 150 metre length. These six sections were finally transported by barge, lifted and positioned by three floating cranes. The most impressive section, consisting of the suspended part, was transported horizontally before being re‐erected on site.Finite element analysis was used to determine the reduction elements and check for strength and stability. Funicular geometry tends to maximize the axial forces of elements. For some critical elements (hangers, suspension, pylon, etc.) non‐linear calculations were performed. The same applied for determining the reverse deflection, which reaches 160 cm in the main span.Adopting a minimalist design for the nodes, the hanger connections are welded, meaning the screed or assembly members do not have to be visible.This particularly slender type of structure is sensitive with respect to its vibratory dynamic behaviour. Tuned mass dampers were designed to allow the project to meet the required conditions of comfort.Bureau Greisch, in association with the landscaping architect Corajoud, was responsible for the full architectural and structural design for the footbridge.
Retracted: 01.01: Placement of nut determining failure mode of bolt and nut assemblies
Authors: Grimsmo Erik L. , Aalberg Arne , Langseth Magnus , Clausen Arild H. 
Published: September 2017

ABSTRACTBolt and nut assemblies under tension loading can either fail by bolt fracture or thread failure. The latter failure mode is arguably undesired because it leads to failure at a comparatively low deformation level. Moreover, incipient thread failure is challenging to detect in the case of over‐tightening since the bolt remains in the bolt hole after this type of failure occurs. The failure mode of bolt and nut assemblies is determined by several well‐known factors such as the thread engagement length and the relative strength of the bolt and nut. However, one factor that has received limited attention in the literature is the placement of the nut along the threaded portion of the bolt shank. We have performed a series of direct tension tests on various single M16 bolt and nut assemblies, where the placement of the nut was varied. Some of the assemblies experienced that placing the nut close to the thread run‐out, i.e., near the unthreaded portion of the bolt shank, led to thread failure, whereas placing the nut sufficiently far from the thread run‐out led to bolt fracture. We carried out finite element simulations of the tests in order to further investigate the mechanisms occurring during failure. In the case where the nut was located close to the thread run‐out, the simulations revealed that necking of the bolt shank affected the effective overlap of the internal and external threads. This effect seemed to contribute to thread failure in both tests and simulations.
16.12: Winning steel solution for flat arch bridge
Authors: Stroscio Riccardo 
Published: September 2017

ABSTRACTAs part of a new University Campus development in the city of Northampton (UK), a new road access bridge was required to span over the river Nene. The client's aspirations and the planning requirements were set to keep the character of the existing landscape while creating an appropriate landmark structure for the new campus. The client's specimen design included a concrete flat arch bridge spanning 49m with a shallow rise of 3.7m above the navigable channel of the river.During the tender design competition, closer reviews of the concrete solution were undertaken by the design and build team, concluding that the imposed loads to the foundations and the construction method required to build the concrete deck would not prove to be economical. Thus, an alternative design was developed using a steel‐concrete composite structure. The awarded solution includes 220 tonnes of welded steel plates to form a shallow and flat arch structure with deck cross girders.This bridge case study paper discusses the design aspects from development at planning phase to tender design and detail design as well as the specific construction stages related to the steelwork erection.
16.16: Medium span steel‐concrete composite bridges: plate girders or box girders
Authors: Stroscio Riccardo 
Published: September 2017

ABSTRACTIn today's environment and client's requirements, solutions for medium span road and rail bridges within the UK tend to result in an overlap between three types of steel‐concrete composite decks. From the ban and moratorium imposed on grouted post‐tensioned concrete bridges since the early 1990s, braced pairs of plate girders, twin plate girders with cross girders (ladder‐deck) as well as steel box sections have dominated the British construction market for spans varying between 30m and 70m.Open box sections (bath tub) are sometimes preferred due to specific geometry requirements or even purely from aesthetic requirements. This paper reviews and compares the options based on the available design guidelines as well as the author's recent experience in delivering detail designs of each alternative arrangement.The aim of this paper is to summarise the main driving factors leading to the choice of a specific arrangement. A discussion on geometrical considerations (skew, curve, span to depth slenderness ratios) as well as a comparison of estimated weight of steel per metre square of deck for each option are included. Each solution is presented from the detail design and fabrication point of views including the transport criteria, the erection consideration and the temporary stability stages. The aesthetic and the whole life cost aspects (such as durability, inspection and maintenance) are also considered in the comparison.
16.24: Load‐carrying capacity of steel girder damaged by collision
Authors: Yamaguchi Eiki , Tsuji Hiroyuki , Tanaka Yukito 
Published: September 2017

ABSTRACTIt happens sometimes that a truck running on a highway collides with the main girder of a bridge over the highway. The influence of the damage due to collision on the mechanical behavior of the bridge has to be evaluated for the safety of traffic on the bridge. Yet it is not always an easy task, since the mechanical capacity of a deformed girder has not been studied much. One of the authors has been involved in the safety evaluation of a steel girder bridge damaged by collision. The bridge consisted of two steel main‐girders and one of them looked badly damaged: the web was deformed outwardly; some transverse stiffeners were buckled; some other stiffeners were separated from the web; and bolted connections between some lateral struts and the web were broken. Making use of the information on the actual damage, the collision load is estimated by the finite element analysis and the deformation of the main girder is reproduced. The load‐carrying capacities of the main girder without damage, the main girder damaged by collision, the main girder with larger damage are then studied. Based on the results, the influence of the collision damage on the load‐carrying capacity is discussed.
16.28: High speed railway bridge – Copenhagen and Ringsted – TP 30: The longest composite railway girder bridge in Denmark
Authors: Thomsen Kjeld , Petersen Christian Riis 
Published: September 2017

ABSTRACTISC Consulting Engineers A/S as consulting engineers won the contract for the TP30 bridge in a turnkey competition.The total length of the bridge is 512 m split with one expansion joint in the center of the bridge. The spans for the bridge vary between 36 and 21 m at the outer spans. The two sections of the bridge with at length of approximately 256 meter are anchored in the abutments. The bridge crosses the motorway near Vallensbæk in a very small angle and this cause for an innovative design solution for establishing the supports in a comprehensive way without disturbing the traffic.The design is outstanding compared to earlier structures in Denmark for bridges as this is a composite box girder carrying the two rails which gives at total width of the bridge of 15 meters.Full composite action is established by means of welded dowels on the top flanges of the box girder. It is the first time this type of structure is built in Denmark for a railway bridge carrying high speed trains with a max speed of 250 km/h.The construction principle has been chosen in order to create as little disturbance to the motor roads as possible. Therefor the composite system was chosen and the steel bridge can be erected in full spans transported along the motor road and lifted into place with cranes.After finishing the construction of the steel bridge a movable scaffolding system is arranged on top of the steel bridge and applied for casting of the concrete step by step in the spans starting in the center of the spans and on the way back above the abutments. In this way pre‐stressing can be omitted in the concrete deck as the two moments above the supports are minimized. The design started in spring 2014 the construction took place in 2015–2016.
17.02: Strengthening of oil platform with submerged cables: Strengthening of offshore oil production platform with prefabricated submerged cables
Authors: Lee Sørensen Paw , Sørensen Ove , Linneberg Poul 
Published: September 2017

ABSTRACTCable stays were used to strengthen an offshore oil production platform that had suffered structural damage. Six cables were installed (nos. 169 parallel strands in each cable) in an x‐bracing configuration between the platform legs. The use of cable stays for cable supported bridges, roofs and buildings has been increasing over the last 40 to 50 years and the technology is still being optimized. One of the main durability issues is related to corrosion of the high strength steel wires caused by water ingress into the cables. Obviously, deliberately submerging such cable stays into seawater present a number of very complex challenges, both from a technical and an installation point of view. This paper focuses only on some of the technical aspects to solve these challenges and presents some of the many innovative solutions that were developed during the detailed design.
18.06: Preliminary transition piece design for an onshore wind turbine
Authors: Mohammadi Mohammad Reza Shah , Farhan Muhammad , Rebelo Carlos , Veljković Milan 
Published: September 2017

ABSTRACTSteel lattice structures are rather well established for very tall supporting structures for wind turbines. Recently, fully lattice towers and steel hybrid lattice/tubular towers are being investigated as a possible solution for taller onshore wind turbines for which convectional steel tubular towers are less competitive.The steel hybrid towers require a transition piece to establish a connection between lattice and tubular parts. The transition piece is transferring the loads from the tubular segment at higher elevation to the lattice structure which is fixed to the foundation. It is critical component to design, because non‐standardized solution is necessary to resist cyclic loading in a cost‐effective solution. Well‐designed transition pieces with optimized resistance and feasible for manufacturing and execution on site is important for the market acceptance of a new type of onshore wind towers.This research focuses on the investigation of the transition piece for an onshore wind turbine hybrid tower. The 5MW reference wind turbine and a hybrid lattice/tubular tower was simulated in the servo‐aeroelastic analysis tool (by ASHES software) from which the loads and dynamic response of the supporting structure was obtained. Cross‐section forces at the transition piece elevation were calculated and the connection with the lattice structure is designed.The transition piece was designed by FEM considering ultimate limit load and fatigue load, using nonlinear analysis and hot spot method for life time prediction, respectively. Potential of using high strength steel S690 was investigated.
19.01: A study on the prediction of welding effects in steel box girders
Authors: Krausche Thomas , Launert Benjamin , Pasternak Hartmut 
Published: September 2017

ABSTRACTFor standard sections including I‐girders and rectangular box girders, several approaches on geometrical and structural imperfections are given in the literature, which can be implemented in a numerical analysis. For complex sections, as found in many of today's lightweight roof structures, these assumptions are conservative due to the sections typically unique shape, which leads to increased thicknesses or additional stiffening of the plates. This, on the other hand, can significantly affect fabrication costs. This paper aims to provide an overview on the possibilities in the numerical prediction of weld residual stresses and weld‐induced deformations for these sections. The obtained values can be used in a subsequent numerical analysis to understand the structural behavior and optimize the design. A representative example on a section used in a steel compression ring is described and analyzed using the numerical welding simulation. A simplification of the originally transient weld procedure is used in order to reduce computation times to a practically reasonable level. In this context, the Abaqus Welding Interface (AWI) helps to automate working steps in conjunction with the definition of weld passes and their sequencing, which shall be shown in here. The applicability of this method is discussed showing also a need of further investigations in this field. This is especially with regard to result quality, which requires some experimental back‐up. Nonetheless, this method could already help to show up tendencies or to identify potential critical spots in the design.
21.05: Strength evaluation of steel beams prestressed with CFRP plates
Authors: Siwowska Paulina , Siwowski Tomasz 
Published: September 2017

ABSTRACTThe use of CFRP (carbon fibre reinforced polymer) material for repair and strengthening of steel members has numerous benefits over the traditional methods of bolting or welding of steel plates. However, research on the application of CFRP composites to steel structures has still been limited. The RUT's research work was conducted to evaluate the strength of steel I‐beams prestressed with CFRP plates and to study the effect of strengthening. The evaluation of flexural behaviour of passively and actively CFRP strengthened beams was the main goal of this research. The strengthening material included CFRP plates with high strength and intermediate modulus of elasticity. The active plates were prestressed with three different levels including 40%, 50% and 60% of the ultimate tensile strength of the CFRP. An innovative anchorage system was applied to posttension CFRP plates against the beam itself. Flexural tests were carried out under 4‐point bending on several medium scale steel beams. The beams were loaded in a force‐control mode to track their full load response and to reach the ultimate load carrying capacity. A set of performance indicators was evaluated to analyse the behaviour and verify the strength of the tested beams. The performance indicators that have been established are all related to the response of the beams in terms of displacement and these are: ultimate‐to‐yield load ratio, displacement ductility ratio, effective elastic stiffness, strengthening effect on moment at yield as well as strengthening effect on ultimate moment. On the basis of the test results, the following conclusions are drawn: CFRP prestressed system was effective enough, strengthening steel beam with CFRP plates does not increase the stiffness while enhance the ductility of beam in the plastic range, level of prestressing has no considerable influence on beam performance and failure of prestressed beam is sudden attributable to either anchorage slippage or CFRP rapture. Finally, the effectiveness of strengthening and the influence of various parameters on this effectiveness was established.
21.07: Refurbishment of the historical Eiffel‐hall in Budapest
Authors: Pap Zsuzsa B. , Horváth László. , Kövesdi Balázs 
Published: September 2017

ABSTRACTThe 130 years old Eiffel‐hall in Budapest is a single‐story historical steel building which function was a workshop for locomotives till 2009. The hall with a 95×235 m floor area is built up from 20 truss frames having 5 modules for each. In 2016 the change of the function of the hall was requested, and the workshop and rehearsal centrum of the Hungarian State Opera will be placed in the building. Therefore, the hall had to be checked if it satisfies the requirements of the present design codes containing fire and earthquake engineering and the requested safety level had to be proved. The structural system of the historical steel load‐bearing structure is very interesting and showed complex behaviour. Thus, the static and stability check and also the check against fire are made with the help of a finite element model developed in Ansys. To understand the behaviour of the structure GMNI analysis is performed on a more complex shell model. The current paper introduces the static check and reinforcement procedure of this historical building and points out some differences in the safety level and the design strategies nowadays and 130 years ago.
21.09: A study on repair method using TRS for fatigue cracks in orthotropic steel deck
Authors: Mizokami Yoshiaki , Kamata Masafumi , Kishi Yuki , Sakano Masahiro 
Published: September 2017

ABSTRACTFor the purpose of reducing dead load, an orthotropic steel deck is used in many long span bridges. The Honshu‐Shikoku Bridges use orthotropic steel decks stiffened by closed section ribs (trough rib) as well. With the increase of the service years, fatigue cracks resulting from large vehicles have been observed. For the bead‐penetrating cracks that initiate at weld root and grow toward bead surface in trough‐deck weld, several repair methods have been studied. However, effective methods that are applicable from the underside of the deck are still under development. In this paper, development of plate‐splicing methods that are applicable from the underside of the deck using Thread Rolling Screw and other fasteners and results of the fatigue tests to confirm their performances are described
01.08: Bolted bearing connection with high strength steel and grade 12.9 bolt
Authors: Wang Yan‐Bo , Lyu Yi‐Fan , Li Guo‐Qiang 
Published: September 2017

ABSTRACTThis paper presents an experimental program investigating the behavior of high strength steel connections consisting of one bolt in double shear. A total of 15 bolted connections fabricated from three grades of high strength steel with the nominal yield strengths of 550 MPa, 690 MPa and 890 MPa were tested. The effects of end distance and steel grade on the bolt bearing behavior were evaluated. The bearing resistances of the bolt on various high strength plates were determined and compared with respect to the tensile strength of the plates. The bolt hole elongation due to bolt bearing on high strength steel plate was measured and its implication on the plate bearing resistance was discussed. The test results were compared with Eurocode 3 and AISC 360‐10 predictions and it was found that Eurocode 3 could be used conservatively to predict the bolt bearing resistance on high strength steel with nominal yield strength up to 890 MPa whereas AISC 360‐10 method tends to overestimate the bearing resistance of the bolted connection. A regression analysis was performed based on the test data and those from the literature so that a more general method was proposed to predict the bolt bearing resistance on normal strength and high strength steel plate.
P11.01: A multi‐mode pushover analysis procedure to estimate seismic demands for steel moment‐resisting frames
Authors: Ferraioli Massimiliano , Lavino Angelo , Mandara Alberto 
Published: September 2017

ABSTRACTThe main objective of the paper is the development and evaluation of a multi‐mode pushover procedure for the approximate analysis of the seismic response of steel moment‐resisting frames. A generalized force vector derived from modal combination simulates the instantaneous force distribution acting on the structure when the interstorey drift reaches its maximum value during the dynamic response to a seismic excitation. A set of generalized force vectors (each associated to maximum drift at one story) is applied separately to the structure until the corresponding target interstorey drift is attained. The envelope of results gives the maximum value of each response parameter. The proposed pushover procedure allows a simple implementation, reducing the computational effort compared with adaptive nonlinear static procedures and nonlinear response history analysis. Moreover, it does not suffer from the statistical combination of inelastic modal responses calculated separately. Its effectiveness and accuracy are verified through a comparative study involving regular steel moment resisting frames subjected to acceleration records.
01.10: Different approaches towards numerical modelling of bolt bearing
Authors: Jakše Bojan , Može Primož 
Published: September 2017

ABSTRACTBolt bearing is characterized by large plastic deformations that occur mainly near the contact between bolts and plates and may possibly lead to fracture. Numerical modelling of such behaviour is not trivial. The paper focuses on the procedures for numerical analysis that allow numerical modelling of bolt bearing up to fracture. The commercially available software Abaqus software was used for this purpose, taking the advantages of built‐in material models and numerical procedures without introducing the user subroutines. The problem of bolt bearing is assessed using static stress analysis, explicit analysis and coupled Eulerian‐Lagrange analysis. The fracture model considered is based on stress modified fracture model and relies on the accumulating damage and on the reducing stiffness of finite elements to the point, where they offer no resistance and can be either removed from the model or are left with negligible stiffness. The required parameters (stress triaxiality, equivalent plastic strain to failure and displacement to failure) were determined from the experimental data.A few different bolted connections with different types of failure are analysed with full failure model and the results are compared with experiments. The advantage of Eulerian meshing is considered, where excessive plastic deformations lead to contact problems. Coupled Eulerian‐Lagrange analysis with model parts expected to have large deformations were modelled with Eulerian approach and the rest with more conventional Lagrange approach. Diverse material models, element options, time step and their impact on numerical simulation were compared and optimized for speed and accuracy.