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The purpose of this paper is to investigate the structural interactions of stiffened box girders used in bridge construction and industrial facilities.

Numerical procedure is presented using combination of energy formulations and mathematical programming techniques to model the interaction between the box girder components.

Interactive buckling is a critical issue that must be accounted for in the design of box girders. Ignoring the structural interaction may lead to failures and damages prior to the expected design life.

Industrial examples are presented showing the variation of the flange buckling stress for various stiffening configurations. Graphs are presented for several box sections to provide cost‐effective design space that can be effectively used in the industry to optimize the sections proportions.

Limited literature dealt with these aspects in the design of box girders. Current design equations available in codes of practice ignore the interaction between the stiffened box girder components. The paper highlights the influence of the flange/web proportions on the behavior of box sections subjected to various types of loadings. It is shown that behavior of the flange is largely affected by the restraints imposed by the webs.

In this paper, taking a p-section girder cable-stayed bridge as an example, the construction monitoring and load test of the bridge are implemented.

In order to ensure the safety of cable-stayed bridge structure in construction and achieve the internal force state of the completed bridge, the construction process is monitored for liner and stress of the p-section girder, construction error and safety state during construction. At the same time, to verify whether the bridge can meet the design requirements, the static and dynamic load tests are done.

The results of construction monitoring show that the stress state of the structure during construction is basically consistent with the theoretical calculation and design requirements. The final measured stress state of the structure is within the allowable range of the cable-stayed bridge, and the structural stress state is normal and meets the specification requirements. The load tests results show that the measured deflection of the midspan section of the main girder is less than the theoretical calculation value. The maximum deflection of the main girder is 48.03 mm, which is less than 54.25 mm of the theoretical value, indicating that the main girder has sufficient structural stiffness. Under the dynamic load test, the natural frequency of the three spans of the bridge is less than the theoretical frequency.

This study can provide important reference value for the construction and maintenance of similar p-section girder cable-stayed bridges.

The purpose of this study is to explore the seismic damage mechanism of the Dayemaling Bridge during the Maduo earthquake and discuss the seismic damage characteristics of the high-pier curved girder bridge.

In this study, the numerical simulation method is used to analyze the seismic response using synthetic near-field ground motion records.

The near-field ground motion of the Maduo earthquake has an obvious directional effect, it is more likely to cause bridge seismic damage. Considering the longitudinal slope of the bridge and adopting the continuous girder bridge form, the beam end displacement of the curved bridge can be effectively reduced, and the collision force of the block and the bending moment of the pier bottom are reduced, so the curved bridge with longitudinal slope is adopted.

Combined with the seismic damage phenomenon of bridges in real earthquakes, the seismic damage mechanism and vulnerability characteristics of high-pier curved girder bridges are discussed by the numerical simulation method, which provides technical support for the application of such bridges in high seismic intensity areas.

This bibliography contains references to papers, conference proceedings, theses and books dealing with finite strip, finite prism and finite layer analysis of structures, materially and/or geometrically linear or non‐linear.

The origins of the roof of the Great Hall at Alexandra Palace go back to Owen Jones' project for a ‘Palace of the People’ to be built at Muswell Hill, published in the Illustrated London News in 1860, as North London's answer to the Crystal Palace which had newly moved to Sydenham. This was not built, but in response to public request, when the Great Exhibition of 1862 was dismantled, a large section including one of the lateral domes was erected at Muswell Hill to form the first Alexandra Palace. This was done under the direction of the architects, Meeson & Johnson, who produced the water colour painting now held at the Palace illustrating the project viewed from the north (Photo A). The building consisted of a long nave running east‐west with three transepts, the largest in the centre being on the site of the present Great Hall with the crossing crowned by the mammoth dome raised higher than it had been at South Kensington by the introduction of an upper clerestorey level (Figure 1). The diameter of the dome was approximately 160 ft —larger than either the Pantheon (143 ft) or St Peter's (138 ft) in Rome.

While calculating internal forces of a structure resulting from temperature it is necessary to know thermal conduction and what goes hand in hand to determine temperature distribution at various points of the analysed structures. Finite strip method (FSM) is very suitable for the analysis of thermal conduction, heating, heat and temperature distribution in engineering structures, especially rectangular of identical edge conditions. The paper presents several examples of FSM application for the analysis of conduction and heat and temperature distribution for various types of engineering structures which can appear, among others, while welding several joined elements with welds made at specified speed as linear and point welds. Bars, shields, square and rectangular plates, steel orthotropic plates, steel and combined girders (steel‐concrete), box girders subject to various loads connected with heat and temperature (loaded with temperature, non‐uniformly heated surface). The obtained results may be useful in engineering practice for determining actual temperature and load capacity in individual elements of the construction.

During the 1970s 4 steel bridges in Australia, England, Austria and Germany, failed due to the buckling of their compressed plates. As a result of these failures much research, both theoretical and experimental, has been initiated.

Describes the use of welding robots for making bridge panels. The system uses a total of 14 sets of High Speed Rotating Arc welding robots and newly‐developed arc sensor techniques are used with both joint end and bead end sensors. A teaching‐less direct CADCAM system was developed to control the robots. The welding robot system is now in commercial operation with welding efficiencies that are twice those possible with conventional processes.

In this study, a finite element model of a box-girder bridge along with the railway sub-track system is developed to predict the static behavior due to different combinations of the Indian railway system and free vibration responses resulting in different natural frequencies and their corresponding mode shapes.

The modeling and evaluation of the bridge and sub-track system were performed using non-closed form finite element method (FEM)-based ANSYS software.

From the analysis, the worst possible cases of deformation and stress due to different static load combinations were determined in the static analysis, while different natural frequencies were determined in the free vibrational analysis that can be used for further analysis because of the dynamic effect of the train vehicle.

The scope of the current investigation is confined to the structure's static and free vibration analysis. However, this study will help the designers obtain relevant information for further analysis of the dynamic behavior of the bridge model.

In static analysis, the maximum deformation of the bridge deck was found to be 10.70E-03m due to load combination 5, whereas the maximum natural frequency for free vibration analysis is found to be 4.7626 Hz.

IN the previous chapters consideration has been given generally to aircraft of composite construction in which the main structural members are of timber. In this article it is proposed to deal with aircraft having all‐metal structures, the materials employed in which are in general of steel, duralumin and aluminium.