Residential roofs have traditionally formed the weakest part of the structure. The connections of roofs to the walls has lacked a clear load path with the result that the structure is weak at this point, leading to the compromise of the structure. Indeed roofs have multiple points of failure that lead to the weakness of the residential structure as a whole. Even if structural failure does not occur, compromise the roofing membrane can lead to high repair costs and property loss. The failure lies in the complex forming of the roof components as the roof aesthetics are placed to protect the underlayment and the underlayment protects the sheathing and trusses. However, the aesthetics, such as the roof tile, not being structural can be damaged easily and lead to the compromise of the roofing system as well as endangering surrounding structures. The shape of the roof tile lends itself well to structural design. The wave motion leads to structural redundancy and provides a significant ability to provide stiffness. Using the shape of the roof tile, a structure can be created to encapsulate the shape and provide structural strength. The aesthetics are already accounted for in the shape and the shape is strengthened according to necessity. A system has been devised for flexural strength and applicable connections to demonstrate the constructability and feasibility of creating and using such a system. Design concepts are accounted for, the components are tested and confirmed, and a full-scale test is carried out to demonstrate the concepts ability as a system. The outgrowth of this work is to produce design tables that allow the designer the ability to design for certain building conditions. Taking the concepts of flexural strength and wall to roof, panel to panel, and ridge connections, the design is broken down into appropriate design parameters. Tables are developed that allow the concept to be used under different structural conditions and geographical needs. The conclusion allows us to show specifically how the concept can be applied in specific geographical regions.

Following some incidents in high-rise buildings, such as Ronan Point London 1968, in which collapse of a limited number of structural elements progressed to a failure disproportionate to the initial cause, consideration of robustness was introduced in British Standard. The main method of preventing progressive collapse for providing robustness to steel framed buildings with precast concrete floor slabs focuses on the allowable tying forces that the reinforcement in between the slabs and in hollowcores should carry. However there are uncertainties about the basis of the practical rules associated with this method. This thesis presents the results of numerical and analytical studies of tie connection behaviour between precast concrete floor slabs (PCFS). It is shown that under current design regulations the tie connection is not able to resist the accidental load limit applied on the damaged floor slabs. By establishing the capability of a finite element model to depict and predict the behaviour of concrete members in situations such as arching and catenary action against several experimental tests, an extensive set of parametric studies was conducted in order to identify the effective parameters in enhancing the resistance of the tie connection between PCFSs. These parameters include: tie bar diameter, position, length, yield stress and ultimate strain; the slab’s height, length; and the compressive strength of the grouting concrete in between the slabs that encases the tie bar. Recommendations are made based on the findings of this parametric study in order to increase the resistance of the tie connection. Based on the identified effective parameters in the parametric study a predictive analytical relationship is derived which is capable of determining the maximum vertical displacement and load that the tie connection is able to undergo. This relationship can be used to enable the connection to capture the accidental limit load on a damaged slab. The identified parameters are examined in a three dimensional finite element model to assess their effect when columns of the structure are lost in different locations such as an edge, corner or internal column. Based on the findings of this study methods for improving the connections performance are presented. Also the effect of alternative transverse tying method is evaluated and it is concluded that although this kind of tie increases the load carrying capacity of the connection, its effect on the catenary action is not significant.

Orientador: Newton de Oliveira Pinto Junior / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo / Made available in DSpace on 2018-08-08T03:07:34Z (GMT). No. of bitstreams: 1 Fernandes_Andrea_M.pdf: 3789790 bytes, checksum: 3995163d23effcb84c04682718a55ef9 (MD5) Previous issue date: 2005 / Resumo: O reforço do concreto através da utilização de fibras de aço vem se mostrando, ao longo dos anos, como alternativa econômica e tecnicamente viável para diversos tipos de aplicações . Sua ampla utilização na indústria da construção mundial, em diversos casos de sucesso, despertou interesse também do segmento tuneleiro moderno. Passou-se a utilizar fibras para reforçar o concreto das aduelas dos anéis montados por tuneladoras (TBM- Tunnel Boring Machines ¿ máquina de escavar túneis) nas principais obras ao redor mundo. Desta forma, após diversos anos sem obras importantes de túneis metroviários no Brasil, a construção da linha 4 (Amarela) do Metrô de São Paulo, utilizará uma destas máquinas de escavar túneis, sendo do tipo EPBM (Earth Pressure Balanced Machine), cujo revestimento será feito com anéis segmentados (aduelas) de concreto. O projeto básico desta obra (década de 60) prevê armação das aduelas de forma tradicional (em desuso) com gaiolas de aço. Em virtude dos benefícios que o reforço com fibras oferece, e ainda, baseando-se no sucesso da experiência mundial, surgiu a necessidade de um estudo no Brasil sobre esta tecnologia. Assim, tomando como base os dados do projeto básico do projeto da linha 4 (cargas, geometrias, etc.), iniciou-se um estudo comparativo do reforço com gaiolas e do reforço com fibras de aço. Este trabalho apresenta algumas etapas deste estudo, procura abordar aspectos relevantes do processo desde a fabricação até a instalação das aduelas no túnel, explica os benefícios possíveis de serem atingidos, resume alguns dos principais motivos que levaram a indústria tuneleira a adotar a tecnologia de reforço com fibras de aço, vantagens e desvantagens / Abstract: The reinforcement of the concrete using steel fibers became possible, through the years, by it¿s economical and technical viability. It¿s wide range of utilization in civil construction, in several success work cases, made the modern tunneling industry realize the necessity of studding it as well. Concrete Segmental Lining Rings placed by TBMs - Tunnel Boring Machines - have been produced with Steel Fiber in the ultimate reference jobs around the world. After several years without of Metro projects in São Paulo Brasil, the already under construction line 4 with total 12,8 km of tunnels, will use one EPBM - Earth Pressure Balanced Machine ¿ witch lining is being considered made by reinforced concrete. The Basic Project (from the 60¿s) primarily considered steel bars as cage reinforcement. To benefit from the steel fiber reinforcement concrete, still, based on successful practical cases world wide, became the necessity to study this technology locally, in Brasil. Thus, taking the basic data from the original Line 4 project (geometry, etc.) a comparative study between steel cages and steel fibers started. This work contents some of the steps from this study and intents to evaluate key aspects from the whole process, since production phase at the segment plant, transport, installation and maintenance of the tunnel. Also explains the basic reasons of migration to the steel fiber reinforcement, including the benefits for the whole tunneling industry and society / Mestrado / Edificações / Mestre em Engenharia Civil

The aim of the thesis is to design a load-bearing precast concrete structure of production facility. Part of the diploma thesis is to design alternative roofing construction including economic comparison. Internal forces analysis was processed by Dlubal RFEM 5.16 software. In order to find out the expected results, were created simple bar models and the spatial model of the structure was processed later. Structural design report was created for selected elements of the concrete structure including drawings.

The diploma thesis deals with the design of selected parts of reinforced concrete elements of the exhibition room. Simultaneously, the optimization of selected elements according to valid standards and Eurocodes was carried out and the impact of these changes on the economy of construction was developed.

The subject of the diploma thesis is the project documentation of the dental center. The documentation is for the execution of the construction. The building has 2 floors above ground and one underground floor. The building is located in the inner city of Ostrava. The interior spaces provide 5 functional surgeries, laboratories for the production of dental supplies and office spaces located on the 2.NP floor. The building serves as a medical facility. The building is barrier-free thanks to the used elevator and meeting the internal parameters.

Precast concrete multistory buildings are used in an attempt to optimize the available construction space and reduce costs. However, little is known about predicting their capacity in a brittle response mode due to the sudden loss of a critical element that could induce a Progressive Collapse Scenario. Therefore, the National Institute for Standards and Technology (NIST) developed an explicit approach in the design of precast concrete systems that is intended to mitigate a progressive collapse by enhancing the rotational capacity of joints and the robustness of the structural system. A full-scale experiment was conducted to investigate the structural performance of a prototype design under a column-removal scenario. The test assembly frame, consisting of three columns and two beams, was subjected to a displacement controlled vertical force acting at the center to characterize the failure modes and collapse mechanisms. Brittleailures of critical structural elements were observed and significantly impacted the performance.

No description available.

Precast concrete hollow core floor units are frequently used in multistorey steel- framed buildings where they bear on to the top flanges of universal beams. The steel beam is normally designed in bending in isolation from the concrete slab and no account is taken of the composite beam action available with the precast units. Although some commercial data are avail- able, there is no general design guidance to cover the wide range of material and geometric variables found in this form of construction. This paper summarizes research carried out at the University of Nottingham on this form of construction and presents the results of three full-scale bending tests of steel beams acting com- positely with proprietary precast hollow core slabs. The 150 mm deep units were attached to the universal beams through 19 mm diameter headed shear studs, and tested in four-point bending over a span of 6 m. For typical geometry and serial sizes the composite beams were found to be twice as strong and nearly three times as sti as the equivalent isolated steel beams. The failure mode was ductile, and may be controlled by the correct use of small quantities of tie steel and in situ infill concrete placed between the precast units. To generalize the findings, isolated push- off tests and eccentric compression tests were used to study the horizontal interface shear resistance of the headed studs and the strength of the slab, respectively.

Both the identification and validation of expedient portland cement concrete (PCC) repair technologies have been the focus of the pavements research community for decades due to ever decreasing construction timelines. Precast concrete panel technology offers a potential repair alternative to conventional cast-in-place PCC because the panel is fully cured and has gained full strength prior to its use. This repaired surface may be trafficked immediately, thus eliminating the need for long curing durations required for conventional PCC. The literature reveals a number of precast PCC panel investigations in the past 50 years; however precast technology has only recently gained acceptance and increased use in the US for highway pavements. Furthermore, only limited information regarding performance of airfield applications is available. Following a review of the available technologies, an existing panel prototype was redesigned to allow for both single- and multiple-panel repairs. A series of various sized repairs were conducted in a full-scale airfield PCC test section. Results of accelerated testing indicated that precast panels were suitable for airfield repairs, withstanding between 5,000 and 10,000 passes of C-17 aircraft traffic prior to failure. Failure was due to spalling of the transverse doweled joints. The load transfer characteristics of the transverse joint were studied to determine if the joint load test could be used to predict failure. Results showed that the load transfer efficiency calculations from the joint load test data were not useful for predicting failure; however differential deflections could possibly be applied. Additionally, the practice of filling the joints with rapid-setting grout may have resulted in higher measurements of load transfer efficiency. To determine the stresses generated in the doweled joint, three-dimensional finite element analyses were conducted. Results indicated that the dowel diameter should be increased to reduce stresses and to improve repair performance. Finally, the precast repair technology was compared to other expedient repair techniques in terms of repair speed, performance, and cost. Compared to other methods, the precast panel repair alternative provided similar return-to-service timelines and traffic performance at a slightly higher cost. Costs can be minimized through modification to the panel design and by fabricating panels in a precast facility. Modifications to the system design and placement procedures are also recommended to improve the field performance of the panels. / Ph. D.