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Das S.C.,International Design Hub | Pouya H.S.,Atkins Highways and Transportation | Ganjian E.,Coventry University
Proceedings of Institution of Civil Engineers: Construction Materials | Year: 2011

Corrosion is a worldwide problem and costs billions of pounds. The corrosion problem is not something new but awareness of the problem in association with civil engineering structures, particularly reinforced/prestressed concrete highway bridges, multi-storey car parks and buildings, is relatively new. Corrosion is insidious in nature and the corrosion of steel in concrete is only apparent when it is quite advanced and manifests itself progressively in the formof 'rust' stains, cracking, delamination and finally spalling with exposed and corroding steel reinforcement. The proper application of available science and technology can save a large amount of waste due to corrosion. Over the last two decades a number of corrosion mitigation techniques have been developed. Some are more successful than others. Cathodic protection is the only proven technique for stopping the corrosion of steel in chloride-contaminated concrete.

Smith N.,Atkins Highways and Transportation
Proceedings of the Institution of Civil Engineers: Bridge Engineering | Year: 2012

In accordance with BD12/01, end treatments to corrugated steel culverts have to be designed to support the face edges of the steel where it is unable to act in ring compression. One suitable form of end treatment is a reinforced concrete collar beam. A literature review prior to the design of Smallways North Bridge revealed that no specific guidance exists for the design of such collar beams, neither in standards nor in literature published by suppliers of corrugated steel culverts. The purpose of this paper is therefore to outline one potential means of designing such elements by studying the design of Smallways North Bridge.

Smith D.,Atkins Highways and Transportation | Smith T.,Atkins Highways and Transportation | Chiarello M.,Atkins Highways and Transportation | Ho A.,Atkins
Proceedings of the Institution of Civil Engineers: Bridge Engineering | Year: 2011

The Dubai Metro light-rail scheme is a flagship project in the United Arab Emirates and the longest fully automated rail system in the world. The first line of the rail system was opened in September 2009 with a second line due for completion in 2010. These first two lines include 35 elevated stations along their combined 76 km length. This paper describes the design and construction of the steel truss footbridges developed as part of the station context planning work for all of the elevated stations. The footbridges are all fully enclosed, air-conditioned corridors with the widths of many dictated by the provision of automated walkways. A key aspect to the footbridge design concept was to develop a modular system that could be rapidly designed for scores of differing span arrangements to be suitable for each unique location. Several of the footbridge truss elements comprised structural hollowsections, and the new rules in Eurocode 3 were adopted to design many of the connections between such members. With simply supported spans up to 45m long and external cladding creating irregular shaped cross-sections, wind tunnel testing was required to demonstrate aerodynamic stability of the footbridges. Several erection methods were also considered to minimise the installation time of completed footbridge spans over the major Dubai highways, and the pre-camber and deflection analysis associated with the methods adopted for lifting were also important aspects considered in the design. Other critical design issues resolved included the design of fillet-welded connections in place of full-strength full-penetration butt welds and the design of several special spans for connecting into non-standard stations and entrance structures.

Hendy C.R.,Atkins Highways and Transportation | Sandberg J.,Atkins Highways and Transportation | Iles D.,Steel Construction Institute
Proceedings of the Institution of Civil Engineers: Bridge Engineering | Year: 2013

Deck slabs in ladder decks span longitudinally between transverse cross-girders and the primary function of these cross-girders is to support the deck slab. The girders may, however, need to perform the secondary function of preventing the slab from buckling in compression. The concrete deck slab of a ladder deck can have a very large transverse span between main girders. This large unsupported width can lead to buckling of the slab in compression unless it is prevented from doing so by transverse girders. If the spacing of the cross-girders is large, it is still possible for second-order bending moments to develop in the slab under the effects of global compression. This paper sets out guidance on the limiting spacing of main girders and cross-girders to avoid consideration of second-order effects and also the means of determining second-order effects in slabs and cross-girders when this becomes necessary.

Mitchell R.,Atkins Highways and Transportation | Smith D.A.,Atkins Highways and Transportation | Dolling C.,British Constructional Steelwork Association Ltd
Proceedings of the Institution of Civil Engineers: Bridge Engineering | Year: 2011

The switch to Eurocodes from April 2010 requires the development and updating of many existing design tools. For many years Corus, and British Steel before them, have published preliminary design charts for steel-concrete composite highway bridges as part of their suite of design guidance for bridge engineers. These charts were originally developed using BS 5400 and the Highways Agency's design manual for roads and bridges. This paper describes the development of a new set of charts based on the structural Eurocodes. The new charts take advantage of benefits in efficiency permitted by the Eurocodes and also extend the scope of the original charts. The process adopted to generate the data for the charts is described and the key differences between the BS 5400 design approach and the Eurocode approach are discussed. © 2011 ICE Publishing: All rights reserved.

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