Precast concrete sandwich panels are a structural system consisting of concrete layers with insulation layers in between. The concrete layers are connected through the insulation with specially designed connectors. For engineers to properly design and analyze the strength characteristics of sandwich panels and their connectors, the engineers need to obtain recommendations from the individual connector manufacturers, which can be a very rigorous process. This project tested eight full scale precast concrete sandwich panels with two concrete layers on either side of an insulation layer with connectors concentrated at either end of each panel. The objectives of this project were to evaluate the interaction between the two concrete layers and how well the connectors transferred forces between the layers (percent of composite action) and to validate simplified methods of predicting properties of the panels by comparing the predicted panel properties to the results of the testing series. Additionally, this study evaluated the panel’s different thicknesses and lengths and compared their results.

This research has been aimed to introduce larger moment carrying connections for any type of buildings, in particular the metal building industry. A total of four connection configurations, namely eight-bolt extended four wide, eight-bolt extended stiffened, six bolt flush unstiffened and twelve bolt extended unstiffened, have been investigated. The last two configurations are proposed whereas the first two configurations have been tested before, but the design procedures need to be validated against the test results. Design procedures, namely yield line analysis and bolt force models, were proposed to calculate moment capacity for end-plate yielding, moment capacity at bolt rupture with prying action and moment capacity at bolt rupture without prying action. The calculated values from these procedures were compared with the values obtained from the experimental test data available (whether from the literature or from this testing program). The experimental data from already tested configurations, eight-bolt extended four wide and eight-bolt extended stiffened, was analyzed. It was concluded that for the eight-bolt extended four wide configuration, the experimental values matched with the calculated values. For the eight-bolt extended stiffened configuration reasonable match was found between the experimentally obtained data and theoretically calculated values only for shallower depths. Hence, it was concluded that two deeper tests need to be performed for this configuration. A full-scale testing program was conducted for ten specimens covering three configurations. The two new configurations (six bolt flush unstiffened and twelve bolt multiple row extended unstiffened) were designed for a shallow and deep beam depth and the behavior of each depth observed for a thin end-plate and a thick end-plate respectively (four tests for each configuration). Also, two deep beam tests, one each for thick and thin plate behavior, were done for the eight-bolt extended stiffened configuration. Based on the comparison, it was determined whether the predicted values were in reasonable agreement with the experimental values or not. The design procedures for both the new configurations appear to be validated for a range of design parameters. The calculated moment capacities for bolt rupture, based on the nominal material properties, were found to be safe when compared with the experimentally obtained moments. The calculations for end-plate yield moments was within ±10% of the experimental yield moment. Also, for the deep tests for eight-bolt extended stiffened the yield line analysis seems to be a valid model and the bolt force model appears to be safe in comparison to the experimental values. / Master of Science

In recent years civil engineering structures such as floors, footbridges, and staircases, have reported unacceptable vibration when they are dynamically excited by pedestrians. When such structures have a particular combination of high structural flexibility and low inherent damping, there is potential for excessive vibration. Pedestrian-structure interaction (PSI) is especially noticeable when the lowest structural natural frequencies are close to the dominant pedestrian pace frequency or its harmonics. Although most of these structures are designed according to existing standards and guidelines, there are still many uncertainties in the human actions that may lead to unexpected structural behavior, increasing the vibration responses and exceeding serviceability limit states. How a pedestrian excites a structure and how that structure affects a pedestrian's gait is not fully understood. Therefore, a realistic analysis of PSI must be performed to properly incorporate these effects toward more rational structural designs. This study aims to identify, within this class of the walking-induced load problem, the vibration mechanisms, the mathematical models, and methods, to address excessive vibration in pedestrian structures. After conducting an in-depth evaluation of current guidelines and provisions for analysis and design of pedestrian structures, models to enable more realistic design under such uncertainties have been developed. The results establish a body of knowledge regarding human loads and structural responses, yielding the potential for more rational approaches to improve the analysis and design of pedestrian structures.

A series of full-scale beam-to-column moment connection tests were completed to determine the effects of powder actuated fasteners (PAF) and puddle welds on the seismic behavior of steel moment connections.  In seismic regions, PAF are currently prohibited in the connection region (referred to as the protected zone) due to the concern of low-cycle fatigue fracture.  There is almost no information available in the literature regarding the seismic behavior of moment connections with PAF or puddle welds. Full-scale connection testing is the most accurate way to investigate the behavior of different moment connections with common defects and fasteners applied in the protected zone.  However, it is cost prohibitive to conduct full-scale testing programs that are sufficiently comprehensive to investigate a wide range of defect types, severity, and locations.  For this reason, it is desired to develop alternative methods of investigation.  A finite element (FE) model capable of simulating both the global deformation patterns and local buckling effects in a moment connection has been developed.  Validated FE models will allow for further evaluation through numerical simulation of additional configurations.  Furthermore, alternate, more economical, test configurations to experimentally investigate the effect of defects on steel moment connections were explored.  This report discusses the full-scale test setup, results and analysis of completed experimental testing, the development of an FE connection model, and the preliminary development of alternate test configurations. / Master of Science

Steel moment frames are a popular seismic-force resisting system, but it is believed that they are susceptible to early fracture if there is a stress concentration in the plastic hinge region, also known as the protected zone. If a defect is present in this area, it may be repaired by grinding and/or welding, but little research has investigated how the repairs affect the performance of full-scale moment connections subjected to inelastic rotations. Thus, the goals of this research were to establish the performance of full-scale moment connections with repairs and defects, then develop a method for predicting fracture of the full-scale specimens using more economical cyclic bend tests. To do this, six full-scale reduced beam section (RBS) connections were tested having arrays of repairs or defects applied to the flanges. The repairs were 0.125 in. deep notches ground to a smooth taper and 0.25 in. deep notches ground to a smooth taper, welded, and ground smooth. The defects were sharp 0.25 in. and 0.375 in. notches. In addition, 54 bend tests were conducted on beam flange and bar stock coupons having the same repairs and defects, power actuated fasteners, puddle welds, and no artifacts. Finally, Coffin-Manson low-cycle fatigue relationships were calibrated using results from the cyclic bend tests with each artifact (repair, defect, or attachment method) and used in conjunction with estimates of full-scale plastic strain amplitudes to predict fracture of full-scale specimens. All four of the full-scale moment connections with repairs satisfied special moment frame qualification criteria (SMF). One full-scale specimen with sharp 0.25 in. notches satisfied SMF qualification criteria, but the flexural resistance dropped rapidly after the qualification cycle. On the other hand, the specimen with sharp 0.375 in. notches did not satisfy SMF qualification criteria due to ductile fractures propagating from the notches. The proposed method for predicting fracture of full-scale connections was validated using the six current and six previous full-scale RBS specimens. This method underpredicted fracture for eleven of the twelve specimens. The ratio of the actual to predicted cumulative story drift at fracture had a mean of 1.13 and a standard deviation of 0.19. / M.S. / Moment connections in steel structures resist earthquake loads by permanently deforming the material near the connection. This area is called the protected zone and is critical to the safety of the structure in an earthquake. Due to this importance, no defects are allowed near the connection, which can include gouges or notches. If a defect does occur, it must repaired by a grinding or welding. These are the required repair methods, but there have be no tests to determine how the repairs affect the strength and ductility of the connection. This research tested six full-scale moment connections with defects repaired by grinding and welding, as well as unrepaired defects. A correlation was also developed and validated between the full-scale tests and small-scale bend tests of steel bars with the same defects and repairs. This relationship is valuable because the small-scale tests are quicker and less expensive to conduct than the full-scale tests, meaning other defects or repairs could be easily tested in the future. All but one of the six full-scale specimens met the strength requirements and had adequate ductility. The one test specimen that failed had an unrepaired defect. The relationship between the full-scale and small-scale tests underpredicted fracture (a conservative estimate) for the five of the full-scale tests and overpredicted fracture (unconservative estimate) for one test.

Three end-plate moment connection configurations are prequalified for special moment frames for seismic applications in AISC 358-10. The eight bolt extended stiffened connection is the strongest of the three configurations, but it can only develop approximately 30 percent of currently available hot-rolled beam sections. The strength of this configuration is limited by bolt strength. There is a need for a stronger end-plate moment connection, hence the reason for the development and validation of a twelve bolt configuration. Equations were developed for the design procedure using various analytical methods, which included yield line analysis and an effective tee stub model. An experimental program was conducted, which consisted of the full-scale cyclic testing of four end-plate moment connections. The intention of the testing was to develop and validate the design procedure, and prequalify a new twelve bolt configuration. A displacement-controlled loading protocol was applied according to AISC 341-10. The experimental results showed that the model for thick end-plate behavior is conservative by 6.7%, the model for end-plate yielding is conservative by 8.8%, and the model for bolt tension rupture with prying conservatively predicts by 18.5%. The specimens that were designed to form a plastic hinge in the beam fractured in a brittle manner. The deep beam specimen fractured in the first 2% story drift cycle, and the shallow beam specimen fractured in the second 3% story drift cycle. The fracture of the prequalification specimens was determined to have been caused by stiffeners of high yield stress relative to the beam yield stress. / Master of Science

In current design of steel eccentrically braced frames (EBFs), the yielding link is coupled with the floor beam. This often results in oversized link elements, which leads to over-designed structures and foundations. In addition, the beams are expected to sustain significant damage through repeated inelastic deformations under design level earthquakes, and thus the structure may require extensive repair or need to be replaced. These drawbacks can be mitigated by designing EBFs with replaceable shear links. Two different replaceable link types with alternate section profiles, connection configurations, welding details and intermediate stiffener spacing were tested. A total of 13 cyclic quasi-static full-scale cyclic tests were performed, which included tests on eccentrically braced frames with the replaceable shear links, to study their inelastic seismic performance. The links exhibited a very good ductile behaviour, developing stable and repeatable yielding. Additional inelastic rotation capacity can be achieved with bolted replaceable links when allowing bolt bearing deformations to occur. The on-site replaceability of the link sections is confirmed even in the presence of residual deformations of 0.5% drift.

In current design of steel eccentrically braced frames (EBFs), the yielding link is coupled with the floor beam. This often results in oversized link elements, which leads to over-designed structures and foundations. In addition, the beams are expected to sustain significant damage through repeated inelastic deformations under design level earthquakes, and thus the structure may require extensive repair or need to be replaced. These drawbacks can be mitigated by designing EBFs with replaceable shear links. Two different replaceable link types with alternate section profiles, connection configurations, welding details and intermediate stiffener spacing were tested. A total of 13 cyclic quasi-static full-scale cyclic tests were performed, which included tests on eccentrically braced frames with the replaceable shear links, to study their inelastic seismic performance. The links exhibited a very good ductile behaviour, developing stable and repeatable yielding. Additional inelastic rotation capacity can be achieved with bolted replaceable links when allowing bolt bearing deformations to occur. The on-site replaceability of the link sections is confirmed even in the presence of residual deformations of 0.5% drift.

Ultra-High Performance Concrete (UHPC) is a new class of concrete characterized by no coarse aggregate, steel fiber reinforcement, low w/c, low permeability, compressive strength exceeding 29,000 psi (200 MPa), tensile strength ranging from 1,200 to 2,500 psi (8 to 17 MPa), and very high toughness. These properties make prestressed precast UHPC bridge girders a very attractive replacement material for steel bridge girders, particularly when site demands require a comparable beam depth to steel and a 100+ year life span is desired. In order to efficiently utilize UHPC in bridge construction, it is necessary to create new design recommendations for its use. The interface between precast UHPC girder and cast-in-place concrete decks must be characterized in order to safely use composite design methods with this new material. Due to the lack of reinforcing bars, all shear forces in UHPC girders have to be carried by the concrete and steel fibers. Current U.S. codes do not consider fiber reinforcement in calculating shear capacity. Fiber contribution must be accurately accounted for in shear equations in order to use UHPC. Casting of UHPC may cause fibers to orient in the direction of casting. If fibers are preferentially oriented, physical properties of the concrete may also become anisotropic, which must be considered in design. The current research provides new understanding of shear and shear friction phenomena in UHPC including: *Current AASHTO codes provide a non-conservative estimate of interface shear performance of smooth UHPC interfaces with and without interface steel. *Fluted interfaces can be created by impressing formliners into the surface of plastic UHPC. AASHTO and ACI codes for roughened interfaces are conservative for design of fluted UHPC interfaces. *A new equation for the calculation of shear capacity of UHPC girders is presented which takes into account the contribution of steel fiber reinforcement. *Fibers are shown to preferentially align in the direction of casting, which significantly affects compressive behavior of the UHPC.

Cold-formed steel structures have been in service for many years and are used as shelters for both domestic and industrial purposes. To produce an economical product, manufacturers have typically based their designs on the simple portal frame concept. As there is almost a direct relationship between overall cost and the weight of steel in a portal frame structure, it is of great importance to provide a structure with the minimum amount of steel whilst providing structural adequacy. Portal frame sheds have been refined continuously for many years, with only minimal amounts of savings in steel. Therefore, to provide even greater savings in steel, an innovative building system is required. Modern Garages Australia (MGA) is one of the leading cold-formed steel shed manufacturers in Queensland. MGA has recently developed such an innovative building system that has significant economic savings when compared with portal frame structures. The MGA building system has two key differences to that of the conventional portal frame system. These differences are that the MGA system has no conventional frames or framing system, and it has no purlins or girts. This results in the MGA system being completely fabricated from thin cladding, which significantly reduces the quantity of steel. However, the key problem with this building system is that the load paths and structural behaviour are unknown, and therefore the structure cannot be analysed using conventional methods. Therefore, the objectives of this research were to first investigate the structural behaviour of this new building system and its adequacy for an ultimate design wind speed of 41 m/s using full scale testing. The next objectives were to use finite element analysis to optimise the original MGA building system so that it is adequate for an ultimate design wind speed of 41 m/s, and to develop a new improved cold-formed steel building system that has greater structural efficiency than the original MGA building system. This thesis presents the details of the innovative MGA building system, full scale test setup, testing program, finite element analysis of the MGA building system and the results. Details and results from the optimisation of the MGA building system, and the development of a new improved cold-formed steel building system are also presented. The full scale experimental investigation considered the required loadings of cross wind, longitudinal wind and live load test cases and simulated them on the test structure accurately using an innovative load simulation system. The wind loads were calculated for a 41 m/s ultimate design wind speed. Full scale test program included both non-destructive and destructive tests. The finite element analyses contained in this thesis have considered cross wind, longitudinal wind and live load cases, as well as the destructive load case of the MGA building system. A number of different model types were created and their results were compared with the experimental results. In general, two main model types were created. The first type consisted of a 'strip' of the MGA building system (Strip model) and the second modelled the full structure (Full model). Both of these model types were further divided into models which contained no contact surfaces and those which contained contact surfaces to simulate the interfaces between the various components such as the brackets and cladding. The experimental test results showed that the MGA test structure is not suitable for an ultimate design wind speed of 41 m/s. This conclusion is a result of a number of observed failures that occurred during the extensive testing program. These failures included local buckling, crushing failures, and distortional buckling of the cladding panels. Extremely large deflections were also observed. It was calculated that for the MGA building system to be adequate for the design wind speed of 41 m/s, a cladding thickness of 0.8 mm was required. This also agreed well with the finite element analysis results which concluded that a cladding thickness of 0.8 mm was required. In order to avoid the increased use of steel in the building system, a new improved cold-formed steel building system was developed and its details are provided in this thesis. A finite element model of this new improved cold-formed steel building system was created and the results showed that the new building system was able to achieve a load step equivalent to an ultimate design wind speed of 50.4 m/s and was approximately 250% stiffer than the original MGA building system, without any increase in the overall weight of the building system. It is recommended that this new improved cold-formed steel building system be further developed with the aid of finite element modelling and be tested using a similar full scale testing program that was used for the original MGA building system.