The report aims to investigate norms, standards, guidelines and experience within the industry for how to design CLT (cross-laminated timber) regarding vibrations induced from humans. The following is being researched, ISO137, KL-trähandboken, Eurocode 5 and a new unpublished working draft of Eurocode 5 final working draft, Canadian CLT handbook and Cross-laminated timber structural design according to Eurocode from Austria.The conclusion is that the literature for CLT is non-existent in the current Eurocode 5 which only addresses timber floors with joists, however the new Eurocode draft suggests an update to include CLT which is similar to the norm CLT from Austria.The report contains a calculation part in which an analysis is conducted for a real project with calculations based on Eurocode 5 and the Eurocode 5 final working draft, the design tool Calculatis and FEM program RFEM. The calculations are compiled and evaluated.The calculation results show differences between the different standards. The natural frequencies are typically the same. The biggest difference is between the accelerations which is in direct relation to the modal mass, and the modal mass differs a lot between the calculations. It is understandable how Eurocode 5 final draft and RFEM calculate the modal mass, but not so for Calculatis as it doesn’t show any calculations in the technical documentation.There is a difference of the modal mass between Eurocode 5 final draft and RFEM, likely because EK5 calculate the modal mass for a rectangular floor simply supported at two or four sides. Whereas the RFEM model is not strictly rectangular nor is it simply supported everywhere, instead there are beams in some places. This suggests that caution should be regarded in calculations where floor structures have been simplified. / I denna rapport undersöks hur ett KL-träbjälklag dimensioneras med hänsyn till vibrationer. Vibrationerna som beaktas är vibrationer från steg på bjälklaget. Rapporten är uppdelad i två delar. Del 1 är en litteraturstudie av normer och standarder. Del 2 är en beräkningsdel. Beräkningarna som utförs är handberäkningar från två av normerna, en beräkning med hjälp av Calculatis samt beräkningar med FEM-programmet RFEM. Alla beräkningar jämförs med varandra för att undersöka likheter och skillnader i resultaten.Slutsatsen från litteraturstudien är att det i dagens svenska dimensioneringsstandard (Eurokod 5) saknas bestämmelser för hur KL-trä ska dimensioneras, alla regler är anpassade för träregelbjälklag. Det kommer en uppdatering på Eurokod 5 om några år, ett slutgiltigt utkast på vibrationsdelen har studerats. Utkastet har regler som är anpassade för både KL-träbjälklag och träregelbjälklag.I beräkningsdelen är resultatet att det finns både skillnader och likheter mellan de olika beräkningsmetoderna. Egenfrekvenserna är relativt lika mellan de olika beräkningsmetoderna. Störst skillnad blir det för accelerationerna. Detta eftersom modalmassorna skiljer sig mellan de olika beräkningarna och accelerationsberäkningarna bygger på modalmassan. I Eurokod 5 final draft och RFEM är det tydligt hur modalmassan beräknas medan det är svårt att förstå hur den beräknas i Calculatis.En av anledningarna till att det blir så stor skillnad mellan egenmoden mellan Eurokod 5 final draft och RFEM är för att i Eurokod 5 final draft beräknas modalmassan enbart för rektangulära bjälklag som är fritt upplagda på 2 eller 4 sidor. Medan beräkningarna i RFEM har skett på ett bjälklag som inte riktigt är rektangulärt samt att delar av bjälklaget inte är fritt upplagt utan placerat på en balk. I detta fallet blir det stor skillnad på egenmoden vid förenkling av strukturen, förenklingar av strukturen bör därför beaktas med försiktighet för beräkningar.

Implementing pre-stressing cables is a viable option aiming at controlling deformation and cracking of concrete flat slabs in serviceability limit state. The pre-stressing cables also contribute to punching shear capacity of the slab when they are located in vicinity of the column. The positive influence of pre-stressing cables on punching capacity of the concrete slabs is mainly due to the vertical component of inclined cables, compressive in-plane stresses and counter acting bending moments near the support region. The method presented in Eurocode 2 to determine the punching capacity of the pre-stressed concrete flat slabs considers the in-plane compressive stresses but totally neglects the effect of counter acting moments. The effect of vertical forces introduced by inclined cables is only considered when they are within the distance 2d from the face of the column. This area is called basic control area in the Eurocode 2. In this master thesis nonlinear finite element analysis is carried out to study the effect of pre-stressing cables on punching shear capacity of concrete slabs respecting the distance of cables from the face of the column. To attain this objective, the concrete damage plasticity model is implemented to model the concrete. The results indicate that until the distance of 6d from the face of the column the contribution of pre-stressing cables in punching shear capacity of slabs is significant. Furthermore, comparing the numerical results with the punching shear capacity of slabs predicted by Eurocode 2 reveals that Eurocode tremendously underestimates the punching shear capacity when the cables are located outside the basic control area.

In Sweden, buildings are not designed to withstand earthquakes due to the rarity of an earthquake event and its consequential damage. However, the aim of this thesis was to study the seismic performance of some of the highest buildings in Stockholm, called Innovationen and Helix. The purpose of the study was to get an understanding of earthquake engineering for high rise buildings and to compare the behavior of the two towers during seismic action. In order to compare the two buildings and get an understanding of what will affect the seismic performance, Eurocode 8 was used. The Eurocode standard lists several properties that impacts the seismic resistance of buildings. One of the goals was to study how those factors influence the behavior of Innovationen and Helix and finally compare the results to each other in order to draw valid conclusions. The method to perform the analysis was a modal analysis using a finite element analysis program. The program used contains predefined response spectra’s based on Eurocode 8 which is used to define the seismic load acting on the structures. The extracted results are listed below: - Frequencies and mode shapes - Modal masses - Level and total masses - Accelerations - Displacements The conclusion of the study was that Innovationen and Helix have similar properties and some points from Eurocode 8 were better fulfilled by Helix and others by Innovationen: - Uniformity, symmetry and redundancy (Innovationen fulfills the requirements better than Helix) - Bi-directional resistance and stiffness (Innovationen fulfills the requirements better than Helix) - Torsional resistance and stiffness (Helix fulfills the requirements better than Innovationen) - Adequate foundation (Helix fulfills the requirements better than Innovationen) Of the two parameters studied, the height was the one with the most influence on seismic resistance.

Tunneling involves large uncertainties. Since 2009, design of rock tunnels in European countries should be performed in accordance with the Eurocodes. The main principle in the Eurocodes is that it must be shown in all design situations that no relevant limit state is exceeded. This can be achieved with a number of different methods, where the most common one is design by calculation. To account for uncertainties in design, the Eurocode states that design by calculation should primarily be performed using limit state design methods, i.e. the partial factor method or reliability-based methods. The basic principle of the former is that it shall be assured that a structure’s resisting capacity is larger than the load acting on the structure, with high enough probability. Even if this might seem straightforward, the practical application of limit state design to rock tunnel support has only been studied to a limited extent. The aim of this licentiate thesis is to provide a review of the practical applicability of using reliability-based methods and the partial factor method in design of rock tunnel support. The review and the following discussion are based on findings from the cases studied in the appended papers. The discussion focuses on the challenges of applying fixed partial factors, as suggested by Eurocode, in design of rock tunnel support and some of the practical difficulties the engineer is faced with when applying reliability-based methods to design rock tunnel support. The main conclusions are that the partial factor method (as defined in Eurocode) is not suitable to use in design of rock tunnel support, but that reliability-based methods have the potential to account for uncertainties present in design, especially when used within the framework of the observational method. However, gathering of data for statistical quantification of input variables along with clarification of the necessary reliability levels and definition of “failure” are needed. / <p>QC 20170407</p>

Vid samverkansbroar fästes tvärförband mellan huvudbalkar med funktion att leda laster ut mot huvudbalkarna. Dessa kan fästas via s.k. livavstyvningsplåtar mot huvudbalkens liv samt flänsar. Denna infästning kan ske med svetsförband. Vid ett antal fall har utmattningssprickor uppkommit i svetsanslutningen mellan livavstyvningsplåten samt överfläns på huvudbalk. Tydliga riktlinjer finns ej i dagsläget för vilken typ av svetsförband som bör nyttjas vid uppförande av benämnd konstruktionsanslutning. Här genomförs en jämförande studie av kälsvetsförband mot stumsvetsförband, med samt utan svetsutbredning. Då risk för sprickinitiering till följd av utmattning i kälsvetsförbandet studerades beaktades risk för brott i såväl svetstå som svetsrot. Den aktuella studien ämnade ge svar på huruvida en korrelation mellan geometriska parametrar såsom avstånd mellan huvudbalkar samt konsollängd på farbana kunde kopplas till rekommendation gällande vilket svetsutförande som borde nyttjas vid olika dimensioner av dessa båda geometrier. Vidare ämnade studien utröna om eventuella gränsvärden för val av svetsanslutningar kunde fastställas. För framtagande av data nyttjades BRIGADE PLUS, ett beräkningsprogram som nyttjar FEM-modellering. Här användes ett uppfört projekt, Viadukt Söder, beläget i Östersund, som grundmodell för parameterstudien i BRIGADE PLUS. Detta var projekterat av ELU Konsult, på uppdrag av Trafikverket. Beräkningsmodellen bestod av en begränsad del av den aktuella bron, där utmattningslastfordon 3 i SS EN 1993-2 användes för att via influenslinjer återspegla trafiklast på bron och därmed finna värsta lastpositioner. Dessa positioner nyttjades sedermera för beräkning av påverkan från Utmattningslastfordon 3 på den studerade detaljen i form av spänningsamplitud. Analys av dessa spänningsamplituder omräknades sedermera till ett antal lastcykler till brott som sedan ställdes mot de riktlinjer som återfinns i SS EN 1993-1-9:2005. Här nyttjades de förbandsklasser som enligt nationella normer ses som gällande. Resultatet påvisade en exponentiell minskning av antal lastcykler till brott, med avseende på utmattning, då brogeometrin utökades. Utmärkande här var att risk för brott i livavstyvningsplåten klart översteg risk för brott i överflänsen, som i sin tur näst intill kunde bortses ifrån. Den geometriska parameter som blev styrande var konsollängd på farbana. Tydlig differens i livslängd mätt i antal cykler gick att utläsa för de olika svetsförbanden, där styrande faktor blev de respektive förbandsklasserna vid analys av sprickinitiering. Gränsvärden för då antal cykler till brott understeg gränsvärden enligt SS EN 1993-1-9:2005 kopplat till de geometriska parametrarna, gick att fastställa för respektive svetsförband. Kälsvetsens kapacitet med avseende på utmattning understeg vida stumsvetsens kapacitet. / For composite bridges, transverse bracings are attached between main girders with the function of distributing loads between the main girders. These can be attached via so-called web stiffeners against the main girders web and flanges. This attachment can be done via welded joints. In the event of emergence, fatigue cracks have arisen in the welding connection between the web stiffener and the top flange of the main girder. Clear guidelines do not exist at present for the type of welded joints that should be used in the construction of the termed design connection. Here, a comparative study is carried out between fillet welded joints and butt welded joints, with flat and inclined welds. When the risk of crack initiation as a result of fatigue in the fillet weld was studied, the risk of breakage in both toe and root was considered. The current study intended to provide answers as to whether a correlation between geometric parameters such as distance between main girders and cantilever length of the deck slab could be linked to recommendation regarding which welding design should be used at different dimensions of these two properties. Furthermore, the study intended to determine whether any limit values for the selection of welding connections could be determined. For the production of data, BRIGADE PLUS, a calculation program that utilizes FEM modeling, was used. Here, a constructed project, Viadukt Söder, situated in Östersund, was used as the basic model for the parameter study in BRIGADE PLUS. This was designed by ELU Konsult, on behalf of the Swedish Transport Administration. The calculation model consisted of a limited part of the current bridge, where Fatigue Load Vehicle 3 in SS EN 1993-2 was used to reflect traffic loads on the bridge via influenza lines and thereby find the worst load positions. These positions were subsequently used for calculating the influence of Fatigue Load Vehicle 3 on the studied part in the form of stress amplitude. Analysis of these stress amplitudes was subsequently recalculated to a number of load cycles to offenses that were then set against the guidelines found in SS EN 1993-1-9: 2005. Here, the fatigue resistance values were used which according to national standards are regarded as valid. The result showed an exponential decrease in the number of load cycles to fracture, with respect to fatigue, as the bridge geometry was increased. The characteristic feature here was that the risk of breakage in the web stiffener clearly exceeded the risk of breakage in the upper flange, which in turn could almost be disregarded. The geometric parameter that became guiding was cantilever length on the deck. Clear difference in service life measured in number of cycles could be read out for the different welded joints, where the controlling factor became the respective fatigue resistance values when analyzing crack initiation. Limit values for when the number of cycles to break below the limit values according to SS EN 1993-1-9:2005 linked to the geometric parameters, could be determined for each welded joint. The capacity of the fillet weld with respect to fatigue is far below the capacity of the butt weld.

FEM-Design används i allmänhet för dimensionering av huskonstruktioner. Detta arbete syftar på att göra programmet mer anpassningsbart för brodimensionering. Examensarbetet går ut på att integrera militära fordon i FEM-Design modeller. I det här examensarbete har hjulfordon, bandfordon och konvojer modellerats. Ett tidigare examensarbete om modellering av typfordon och lastmodellering kontrollerades i detta arbete. Det kontrollerades för att säkerställa att modelleringen har skett på ett korrekt sätt. Lasterna analyserades genom att sätta in de tidigare modellerade lasterna på en platta respektive en balk, där momentdiagrammet skulle ge samma resultat som om den hade gjorts för hand. De militära fordonenslasterna beräknades efter trafikverkets krav och resultatet definierades i FEM- Design, så att resultatet ska kunna användas vid dimensionering. Arbetet tillsammans med Strusoft AB resulterade i att 128 nya laster modellerades i FEM-Design. Dessutom kontrollerades 30 redan modellerade typfordonslaster av lastmodellerna 1–3. Resultatet visar en stor mängd nya fordonslaster som definierats i FEM-Design efter trafikverkets standarder. Om programmet även lyckas tillämpa fler funktioner som är mer anpassade för att definiera laster, genom vidare studier kan FEM-design i framtiden vara mer konkurrenskraftigt med de andra brokonstruktionsprogrammen. / FEM-Design is generally used for structural design of buildings. This work aims to make the program more adaptable to bridge design. It is possible in this way that loads of military vehicles are modeled in FEM-Design. In this work Wheeled vehicles, tire vehicles, convoys have been modeled. A previous degree project on modeling of special vehicles and load modeling was checked in this work. It was made to ensure that they were modeled correctly. The loads were analyzed by inserting the modeled loads on a plate or a beam where the moment diagram would give the same result as if it had been made by hand. The military vehicle loads were calculated according to the Swedish transportation administration requirements and the result was defined in FEM-Design so that the result can be used for load modelling. The work together with Strusoft AB resulted in 128 new loads being modeled in FEM-Design. In addition, 30 already modeled special vehicle loads of load models 1-3 were checked. The result shows a large number of new vehicle loads that are defined in FEM-Design according to the Swedish Transport Administration's standards. If the program also manages to apply more functions that are more adapted to define loads, through further studies, FEM design in the future can be more competitive with the other bridge design programs.

The paper presents details of a numerical analysis and simplified construction of strengthened glue laminated beams. Glue laminated beams are strengthened through the use of steel reinforcements embedded between the lamellas of the beams. The study compares the numerical results from reinforced and prestressed beams, simply reinforced beams and non-modified beams. Parametric studies were undertaken to evaluate the effects on reinforcement thickness, beam span, prestressing force and prestressing loss. Modified and prestressed beams with wide spans and large dimensions had a significantly higher design load compared to non-modified beams with similar geometry and span. In the most beneficial cases, a load increase of 438% was observed for point load at midspan and 346% for uniformly distributed load.

A new version of EN 1992-1-1, Eurocode 2 for Design of Concrete Structures, is under development and one of the most discussed topics is shear capacity for prestressed concrete beams without shear reinforcement, partly because shear failure occurs suddenly and can have catastrophic consequences. For the new version of Eurocode, there are a total of three proposed equations to replace the two equations that currently exist in EN 1992-1-1 for shear capacity of prestressed concrete beams without shear reinforcement. One of the proposed equations is intended to replace the equation intended for beam regions where bending cracks do not occur. The other two equations are proposed for beam regions where bending cracks occur. One of the proposed equations for beam regions with bending cracks, is based on critical shear crack theory and takes the normal force in consideration, while the other equation for beam regions with bending cracks is like the one found today in Eurocode, an empirical equation, where the contribution of normal force is empirical. In this thesis, all equations have been set against each other and compared with the help of nonlinear finite element analyzes and experiments which Dr. De Wilder has done in his doctoral thesis. The impact of the prestressing force on the shear force capacity of beams has also been investigated. The results show that the equations for beam regions that do not have bending cracks give identical shear force capacities. While the equation which is based on critical shear crack theory takes the shear span into consideration and captures the effect of the shear span correctly, which the other proposed equation and the one found in Eurocode today do not and are on the unsafe side for increasing shear spans. Furthermore, it turned out that the equation which is based on critical shear crack theory was rather conservative, while the equation that exists today in Eurocode gives approximately the same shear capacity as the other proposed equation. Furthermore, it was found that if the amount of longitudinal reinforcement is reduced, at the same time as the prestressing force is unchanged, an insignificant reduction in the shear capacity on prestressed concrete beams is obtained. / En ny version av EN 1992-1-1, Eurokod 2 Dimensionering av betongkonstruktioner, är under utveckling och ett av de mest diskuterade ämnena är tvärkraftskapacitet för förspända betongbalkar utan skjuvarmering, bland annat eftersom huvudspänningsskjuvbrott uppstår plötsligt och kan få katastrofala konsekvenser. Till den nya versionen av Eurokoden finns det totalt tre föreslagna ekvationer för att ersätta de två ekvationer som för närvarande finns i EN 1992-1-1 för tvärkraftskapacitet för förspända betongbalkar utan skjuvarmering. En av de föreslagna ekvationerna är tänkt att ersätta ekvationen avsedd för balkregioner där böjsprickor ej uppstår. De andra två ekvationerna är föreslagna för balkregioner där böjsprickor uppstår. En av de föreslagna ekvationerna för balkregioner med böjsprickor är baserad på kritisk skjuvsprickteorin och tar hänsyn till normalkraftens bidrag till tvärkraftskapaciteten, medan den andra föreslagna ekvationen för balkregioner med böjsprickor är likt den som idag finns i Eurokoden, en empirisk ekvation, där normala kraftens bidrag är baserad på ett empiriskt tillägg. I detta examensarbete har alla ekvationer ställts mot varandra och jämförts med hjälp utav icke-linjär finit-elementanalyser samt experiment som Dr. De Wilder gjort i sin doktorsavhandling. Vidare har också förspänningskraftens påverkan på balkars tvärkraftskapacitet undersökts. Resultaten visar att ekvationerna för balkregioner som ej har böjsprickor ger identiska tvärkraftskapaciteter. Medan ekvationen som är baserad på kritisk skjuvsprickteorin tar hänsyn till skjuvspännvidd och fångar effekten av skjuvspännvidden korrekt, vilket den andra föreslagna ekvationen och den som finns i Eurokoden idag inte gör och är på den osäkra sidan för ökad skjuvspännvidd. Dessutom visade det sig att ekvationen som är baserad på kritisk skjuvsprickteori är tämligen konservativ, medan ekvationen som finns idag i Eurokoden ger ungefär samma tvärkraftskapacitet som den andra föreslagna ekvationen. Vidare visade det sig att ifall man minskar mängden längsgående armering, samtidigt som förspänningskraften är oförändrad, så fås en obetydlig minskning utav tvärkraftskapaciteten på förspända betongbalkar.

SammanfattningSvikt och vibrationer i bjälklag har sedan länge varit en vanlig orsak till klagomål frånbrukaren. Klagomålen kommer främst i samband med byggnader som är konstruerade medlätta bjälklag, alltså byggnader som har en stomme av stål eller trä. [6]Examensarbetet behandlar svikt och vibrationer i ett kassettbjälklag av massivträ som ärdimensionerad enligt gamla normen, det vill säga BKR. Arbetet omfattar litteraturstudier ochberäkningar i ett eget utvecklat beräkningsprogram för dimensionering av träbjälklag baseradpå Eurokod i MathCad. Det genomförs även en undersökning med hjälp av enkäter sombesvaras av boenden på Flintyxan i Uppsala.Resultaten av undersökningen och beräkningarna redovisas i form av tabell och diagram. Detgenomförs även en djupare analys av de två studierna i slutet av arbetet.Syftet med arbetet är att jämföra brukarens upplevelse av svikt och vibrationer som uppstår ibjälklaget med dagens dimensioneringskrav. Dessutom bedöma omdimensioneringsprinciperna och kraven verkligen fungerar i dagens samhälle.Enligt utförda beräkningar och litteraturstudier med avseende på svikt och vibrationerklassificeras bjälklaget som ”godtagbar”. Men däremot visar enkätundersökningen olika svarsom redovisas senare i arbetet.Nyckelord: svikt och vibrationer, träbjälklag, MathCad, kassettbjälklag, dimensionering,Eurokod. / AbstractSpring and vibrations in the frame has long been a common cause of complaint from theusers. The complaints will be mainly in connection with the buildings that are built withlightweight frame; this means buildings that have a framework of steel or wood. [6]This thesis will focus on spring and vibrations only in cassette joists of solid wood as isdimensioned according to old standard, BKR. This thesis covers literature studies on,calculations in computing applications for the dimensioning of wood joists based on Eurocodein MathCad. Studies will be made with the help of surveys that will be answered by residentat Flintyxan in Uppsala, Sweden.The results of the studies and calculations will be reported in the form of tables and charts.The aim is to compare users' interpretation of spring and vibrations that occur in the framewith today's dimensioning requirements and see if the dimensioning principles andrequirements actually work in today's society.The calculations and literature studies shows that the selected frame is classified as"acceptable". But at the same time the survey will show different answers that are reportedlater in the work.Keywords: spring and vibration, wood joists, Mathcad, cassette joists, dimensioning,Eurocode

This study consists of three self-standing parts, each dealing with a different aspect of design of composite steel-concrete flexural members. The first part deals with a new type of shear connection in composite joists. Composite steel-concrete flexural members have increasingly become popular in design and construction of floor systems, structural frames, and bridges. A particularly popular system features composite trusses (joists) that can span large lengths and provide empty web space for installation of typical utility conduits. One of the prominent problems with respect to composite joists has been the installation of welded shear connection due to demanding welding requirements and the need for significant welding equipment at the job site. This part of the study presents a new type of shear connection developed at Virginia Tech— standoff screws. Results of experimental and analytical research are presented, as well as the development of a recommended design methodology. The second part deals with reliability of composite beams. Constant research advances in the field of composite steel-concrete beam design have resulted in numerous enhancements and changes to the American design practice, embodied in the composite construction provisions of the AISC Specification (AISC 1999). Results of a comprehensive reliability study of composite beams are presented. The study considers specification changes since the original reliability study by Galambos et al. (1976), considers a larger database of experimental data, and analyses recent proposals for changes in design of shear connection. Comparison of three different design methods is presented based on a study of 15,064 composite beam cases. A method to consider effect of degree of shear connection on strength reduction factor is proposed. Finally, while basic analysis theories between the two are similar, requirements for determining the strength of composite beams in Eurocode 4 (CEN 1992) and 1999 AISC Specification (AISC 1999) differ in many respects. This is particularly true when considering the design of shear connections. This part of the dissertation explores those differences through a comparative step-by-step discussion of major design aspects, and accompanying numerical example. Several shortcomings of 1999 AISC Specification are identified and adjustments proposed. / Ph. D.