bluuebunny/crossref_metadata_2025_split huggingface dataset:
16.26: Design and construction of composite bridges
Authors: Marcussen Jens Brolev 
Published: September 2017

ABSTRACTComposite bridges, where steel girders are used compositely with a concrete deck slab, can be preferred over steel or concrete bridges due several reasons. They are less expensive and require less maintenance than orthotropic steel decks and they are lighter than concrete girders. They often require less temporary structures for execution and by using prefabricated elements fast erection can be achieved. Composite bridges are often chosen for span ranges that are in between the typical span ranges of concrete and steel bridges.When designing a composite bridge deck it is important to carefully consider the different material characteristics of steel and concrete to achieve an optimum design both in respect of erection sequence and material quantities. The concrete slab has a high resistance to compression forces whereas steel is prone to buckling, but has a high tension capacity.The Constantine ramp bridges (Algeria, 2014) are open steel box girders with a filigran concrete slab. They are located on steep slopes in a congested urban area, which gave limitations to the construction methods. A composite deck solution was chosen so that steel segments could first be lifted into place by a medium size crane and secondly prefabricated concrete slab filigran members could be placed on the steel and used as formwork for the final in situ casting of the concrete slab. The construction sequence was planned so that the concrete slab would be mainly in compression in the dead load situation to optimize material quantities.Composite bridge decks are often applied in cable stayed bridges, since the concrete slab has good abilities to resist the high compression induced by the inclined cable stays particularly near the towers. Examples of recent composite cable stay bridges are Busan Bridges (Korea 2014, main span 475 m) and New NY Bridge (New York, under construction, main span 366 m) where bolted wide flange steel girders were used in combination with a concrete slab and Sungai Johor Bridge (Malaysia 2013, main span 500 m) where an open box section was applied.Composite bridge decks are often used in combination with all steel or all concrete decks to balance the weight when for example the main span is very large compared to the back spans such as for the Stonecutters bridge (Hong Kong, 2009, Main Span 1018m).
16.29: Determination of the residual stress distribution of steel bridge components by modelling the welding process
Authors: Van Puymbroeck Evy , Nagy Wim , Schotte Ken , Ul‐Abdin Zain , De Backer Hans 
Published: September 2017

ABSTRACTWelding operations are typically used for the connections in steel bridges. Several locations with residual stress concentrations exist within the welded parts due to the welding itself, but also because of the influence of geometric discontinuities on the flow of the stresses. This can result in fatigue failure. The knowledge of residual stresses is essential to determine the effect of the residual stresses on the fatigue life behaviour of the welded components [1].In this paper, the residual stresses of two flat plates of construction steel S235 welded together are determined by modelling the welding process. The temperatures during the welding operations are calculated in a thermal analysis, taking into account the thermal properties and behaviour of the steel. The heat input during welding is implemented on the model by defining a thermal flux for the different time steps representing the passage of the welding torch. A double ellipsoidal volume heat source is used to describe the heat flow through the material for a moving heat source. The distribution of the thermal flux is considered, taking into account the thermal material properties of steel as a function of temperature. After the calculation of the temperatures introduced during the welding process in the thermal analysis, a subsequent mechanical analysis is performed. The temperatures are introduced as a time dependent load onto the model. The elements of the model in the fusion zone of the welding are activated based on their reached temperature. The finite element modelling predicts the residual stresses induced by the welding procedure which can later be verified through comparison with measured residual stress distributions.
16.31: Use of API specified steel tubes for infrastructure applications in Europe
Authors: Karamichalis Nikolaos , Benfield Simon , Rafiu Hussain 
Published: September 2017

ABSTRACTThe lack of ready availability of large diameter steel tubes/pipes (greater than 508mm) which are CE marked for use in Europe can often cause delays in construction. There can also be minor or major alterations in design when alternative tube sections which are already available are proposed. In the UK highways network, large diameter tubes are extensively used for sign and signal support cantilever gantries and the demand for them can be very high for the highways market, often with very short delivery programme requirements. Following the cessation of the rolling of large diameter tubes from UK mills, the alternative options for cantilever gantries are either to amend the design using a truss leg formed from smaller hollow sections, to source a CE marked tube from outside the UK, or to use tubes specified to the American Petroleum Institute (API) which have ready availability from the oil and gas market.This last option is discussed and a comparison review is undertaken for tube sections specified between API Specification 5L [1, 2] and BS EN 10210/BS EN 10219 [3, 4] for hot rolled/cold formed sections. This study has already been used and accepted by the Technical Approval Authorities of the UK's primary road network, Highways England, for highway gantries, and therefore can validate the use of API specified tubes (which are a common by product material from the Oil and Gas industry, the tubes in question being effectively off cuts from pipeline construction), for broader infrastructure applications. This is a significant contribution in the construction sector especially in high demand periods for steel tubes, with added value from the reduction of carbon footprint caused by using already fabricated surplus material.
01.03: Behaviour of bolted endplate connections of beams subjected to bi‐axial bending moments and axial forces
Authors: Couchaux Maël , Rodier Anthony 
Published: September 2017

ABSTRACTIn recent years, the use of finite element analysis software even more efficient and the construction of more complex steel structures favoured 3D modelling. After performing the global analysis, designers often get forces and moments in three dimensions at the location of endplate connections, either for beam‐to‐beam joints or column bases. Eurocode 3 part 1–8 only provide method to check bolted endplate connections for the combination of an in‐plane bending moment and an axial force. The out‐of‐plane bending moment is not considered. A research has been conducted to provide a design method, based on the component method of EN 1993‐1‐8, to assess the resistance of endplate connections subjected to in‐plane and out‐of‐plane bending moments, and an axial force. The objective of the present paper is to present the results obtained for endplate connections of beams. The conservative aspect of the method was validated by comparison with numerical results.
17.05: Advanced framework for suction bucket jacket design
Authors: Clausen Henrik Bisgaard , Pedersen Ronnie Refstrup 
Published: September 2017

ABSTRACTThe suction bucket is a well know foundation concept from the oil and gas industry and the concept is now adopted in the foundation of jacket substructures for offshore wind turbines. The suction buckets transfer the loads from the jacket to the soil and it is essential to include the jacket‐bucket‐soil interaction.Ramboll has developed a framework for the design of suction buckets, where both in‐place and installation scenarios are included.In this paper, we will discuss the important features included in the framework and the steps required delivering an optimized and fabrication friendly bucket design. A major challenge is to determine the foundation loads and corresponding soil stiffness for the jacket design and installation support conditions for the bucket design.It is essential to assess the short and long‐term global and local interaction between jacket/bucket as well as the bucket/soil interaction during installation to ensure that the strong suction pressure can be safely applied. The interfaces between the structural and geotechnical designs are further challenging for multiple foundations in a wind farm with varying water depths and soil conditions. The importance of focus on the safe design of this thin walled structure and the importance of managing the interfaces in such projects are highlighted in this paper.The framework for verification of suction bucket foundations involves the interfaces between geotechnical design, efficient load calculation, structural design and production. A detailed design involves numerous calculations on the buckling capacity of the bucket skirt and lid subjected to ultimate loads as well as design for fatigue.
18.03: Comparative analysis of steel telecommunication tower: By using V shaped & L shaped hot rolled steel profiles under design & fabrication stage
Authors: Ciliz Serap , Tunc Bahadir , Guler Saziye Gulden 
Published: September 2017

ABSTRACTThe purpose of this paper is to minimise the cost of steel telecommunication lattice self‐supported towers by using V shaped hot rolled steel profiles. Comparative analyses were carried out for different tower heights using different configuration of V shaped and L shaped hot rolled steel profiles. An elastic 3D truss finite element model was used to determine the axial forces and stresses in each member under wind and various antenna load cases. Strength and serviceability limit states were controlled according to ANSI/EIA/TIA‐222‐G (addendum 2) during design stage. For the cost optimisation, both production, manufacturing, installation and material costs were addressed. During manufacturing stage, there are many obstacles to manufacture V shaped steel profiles, but the results indicate that the minimum cost solution corresponds to V shaped steel profiles.
19.02: Exploring the potentials of metal foams in structural elements for civil/building applications
Authors: Faiella Diana , Viscovo Simona , Mele Elena 
Published: September 2017

ABSTRACTSandwich foam beams and panels, made of solid skins and aluminium foam core, are widely applied in high‐tech engineering fields; on the contrary structural use in the civil engineering field is not so common.An initial, explorative study on the structural application of metal foams in the civil and building engineering field is presented in this paper. The potentials of sandwich foam beams, made of solid skins (aluminium or steel) and aluminium foam core, are studied through analytical models and parametric analyses. The sandwich flexural response is investigated under four point bending test. For this purpose, an analytical tool able to provide design indications for sandwich foam beams is presented and applied in a parametric analysis, adopting some commercial aluminium foams and skins both in steel and aluminium alloys.The cross section failure modes under bending action (namely: skin fracture, core fracture, face wrinkling,) are studied, and failure mode maps are proposed for different combinations of solid‐skins–foam‐core in order to identify the dominant failure mode varying the skin thickness to beam depth ratio for practical design purposes. An experimental campaign is being planned to validate the presented results.
19.03: Amager bakke: Design challenges for a steel building with a recreational roof
Authors: Nordestgaard Peter Madsen , Højgaard Arndt Casper , Rizvan Patrik , Husbjerg Jens 
Published: September 2017

ABSTRACTIn every way, Amager Bakke is a spectacular construction. The 43,000 m2 combined waste to energy plant and artificial ski slope has a full height of 85 m. In its final form, the roof will provide public access for a park with the size of 2½ soccer fields. The park includes hiking, climbing, skiing area, viewing platform, and a café.The building has a high complexity due to several reasons. The exterior architectural expressions require the correct shape for a double curved skiing slope. This is merged with the interior demands for waste to energy machinery. The result was a complex geometrical structure for which steel was the only feasible material to apply when forming the superstructure. Furthermore, the fire compartmentation of the energy plant and the park gave special design issues concerning structural robustness and municipality's approval of the regulatory fire safety strategy. Finally, the roof needed to be prepared to carry natural trees.Early in the engineering process it was decided that an innovative approach was required. Therefore, the limits of BIM tools were challenged and widened. The 3D‐model has produced more than 3,000 drawings, and all structures are designed in the model. The model was also used for design layout, collision check, quantity surveyor, and for performing a building sequence illustration the erection timeline. Additionally, the model was continuously operated for interchanges with the client, the architect, and the contractor.The steel superstructure was executed in S235, S355, and S460 steel. A total of approximately 7,500 tons of weight was applied to the building parts. Various forms of large span roof steel girders were used with different static systems, to carry ∼1,000 concrete slab elements on the roof. The facade is covered with ∼1,000 aluminum bricks on steel sandwich panels and the cantilevered chimney hangs on the gable side starting more than 50 m above ground level and reaching 124 m above ground level. This construction required a tuned mass damper in the top, which gave rise to an interesting calibration to the actual natural frequency. The building complex also includes an 11‐storey office building, which caused additional demands regarding acoustical vibrational damping through the structures. It was solved by an innovative damped floor construction.
19.04: Diagrid: the renaissance of steel structures for tall buildings geometry, design, behavior
Authors: Mele Elena 
Published: September 2017

ABSTRACTStructural configurations best addressing the traditional requirements of strength and stiffness for tall buildings are the ones employing the tube concept, whose efficiency, however, is strictly related to the involved shear‐resisting mechanism. In this perspective, diagrid structures – the latest mutation of tube structures – show an extraordinary efficiency, related to the adopted geometrical pattern: thanks to the triangle tessellation of the façades, internal axial forces are largely prevalent in the structural members, thus shear lag effects and racking deformations are minimized. Being also adaptable to whatever surface, diagrid is becoming the most used structural solution for tall buildings of complex form. In this paper some specific design issues for diagrid structures are identified, namely: the relative importance of strength and stiffness design criteria, as well as to the need of secondary bracing systems for counteracting the inter‐module flexibility effects. Simplified procedure for dealing with such issues are proposed and design implications are discussed.
19.06: The Blue Planet: A simple building concept for spectacular geometry
Authors: Nordestgaard Peter Madsen , Wyrtz Mikkel , Tinning Henrik 
Published: September 2017

ABSTRACTThe article is about how straight steel beams are used to form the spiral‐curved building of The Blue Planet.The building's architecture was inspired by the circulating currents of a whirlpool. From the entrance, the visitor steps into the vortex of the whirlpool – the round lobby – and is drawn inside the spiral. The building's form also provides a fifth façade, which can be seen from the air and thus during the descent to Copenhagen Airport.In order to make the structure buildable and at the same time keep the cost as low as possible the curving geometry is entirely made out of straight steel beams.The steel frames consist of many steel beams and the curving geometry of the building is formed from the multiple layers of the façade, which includes both C‐profile steel elements and a series of waterproofing and insulating membranes, fiber‐cement plates and aluminum plates that are bent to generate the curved shapes. Curving consists of 33,000 identical shingle elements that fold over the surfaces provided by the C‐profiles. The profiles rest on supports, here called swords, that are arranged according to an innovative concept in lengths adapted from the frames, so the façade plates can be bent on site. The relatively heavy and dense façade system is also necessary to exclude noise from Copenhagen Airport.The only curved steel element is found in the round shape of the foyer, which is formed by a ring beam 600 mm deep. All of the curves within the aquarium's five swirling arms are created by the careful arrangement of straight steel beams that form a total of 54 uniquely shaped frames. Built‐up sections form the different standard designed steel framing elements which are all welded individually due to the variation in frames. Although each frames cross section measures 300 mm in width, the depths range from 300 to 800 mm and the spans reach up to 30 m in length. The frames within each whirlpool arm feature the same radial center, meaning if they extended far enough they would all pass through the same point. A series of steel braces, X‐shaped in design, are also positioned at strategic locations to stabilize the structure against wind and other horizontal forces.
19.07: The steel roof of the new Lille Stadium: Its mechanical scheme, its assembly and erection sequences
Authors: de Ville de Goyet Vincent , Duchene Yves , Gens Frédéric , Seret Sébastien 
Published: September 2017

ABSTRACTFor the UEFA Euro 2016, France built 6 new stadiums including the stadium ‘Pierre Mauroy’ in Lille, whose total area is approximately 50000 m². Its steel roof is generated by simple cylindrical and spherical shapes. The stadium can house fully indoor or partly covered events thanks to a 120 × 80 m2 movable roof. Therefore, the North and South roof areas are locally lowered to allow the opening of the central movable sections. The main characteristics of the project are:
‐ the two 200 meters long mega‐trusses supporting the steel roof,
‐ the static scheme of the structure, limiting the internal forces induced by temperature variations,
‐ the technique used to assemble the mega‐trusses and the erection method, with, in both case, the same goal : to save time.
Valode & Pistre and Pierre Frenet are the architects of the project. Greisch provided the engineering office and Eiffage Métal was the steel construction company.
19.08: College of Falkonergården, Frederiksberg, Denmark: Structural and architecturally innovative multifunctional steel hall
Authors: Vanggaard Ole , Weidemann Hans Chr. , Nordestgaard Peter Madsen 
Published: September 2017

ABSTRACTThe new multifunctional hall of Falkonergårdens Gymnasium and the associated foyer opened in 2015 and can be used by up to 1,000 people. The same year, it was awarded a prize by Frederiksberg Municipality as one of the city's finest buildings. In 2016, the building also received this year's “Store Arne”, awarded annually by the Danish Association of Architects for work that raises the standards of architecture in Copenhagen.The ‘multihall’ for Falkonergården in Copenhagen has a covered steel structure. It is a structure that maximizes the use of the shape with interacting plate action and “membrane” action in the cylindrical walls. The basic structural behavior is without use of primary structural members in bending. It has an orthogonal space structure for the upper roof; it has no horizontal bracing, but is only stabilized for horizontal shear forces by a closed kidney‐shaped ring beam without bending. The structural spaceframe roof has maximized the production possibility of the use of large fully fabric‐welded trusses bolted together on site with welded plane cross members. The structural design of the roof space frame allowed erection in only two days without use of scaffolding. Very simple structural freeware has been a help in the sketch design stage.The aim of the steel design was to find a synthesis of architecture, structural behavior, productivity and buildability. It was a very challenging job, although full understanding is only for people with X‐ray eyes! (Fig. 1 and 2).
21.01: Fatigue prevention retrofit for connections of main girder to transverse beam or sway bracing in steel bridges
Authors: Ichinose Luiza Hiroko , Koyama Masahiro , Sakano Masahiro 
Published: September 2017

ABSTRACTIn recent years, a large number of fatigue damages in steel bridges has been successively reported in Japan and the numbers still show tendencies to increase with the progressive aging of the Japanese bridge stock. To assure the bridge safety and its adequate structural performance, appropriate fatigue counter‐measures are required, not only to retrofit the weakened structural members, but also to avoid the further growth of the existing cracks and prevent the occurrence of new ones.The present study focused on two different fatigue damage types, one occurring at the connection details of transverse beam flanges inserted through a slot in the intersecting girder web, and the other, occurring at the welding line between the upper end of vertical stiffeners and the girder upper flange. Preventive retrofitting measures were proposed for these details and applied to a bridge in service that had been constructed more than 40 years ago. Stress measurements under service load were carried out in situ, before and after the execution of fatigue preventive retrofitting works so as to verify the effectiveness of the proposed retrofit methods.The results showed that, for the details of transverse beam lower flange inserted through an intersecting girder web, the stresses around the slot end area were considerably reduced after the execution of the proposed retrofits. As for the details of vertical stiffeners upper end, the stresses around the plate edge after the execution of the retrofitting works decreased significantly.Based on the stress range obtained from field measurements, fatigue life for each location was evaluated. The results for the details of the transverse beam flange intersecting the girder web, lead to fatigue life values that were at least 4 to 6 times of their values before retrofitting and, with one exception, the results for vertical stiffener upper end detail retrofits presented fatigue life values that were more than 2 times the fatigue life of that of their original detail, confirming thus the effectiveness of the proposed retrofitting methods.