abstract - egsen.orgegsen.org/sites/default/files/bulletins/magazine/first_version_2014.pdf · 1970...
TRANSCRIPT
ABSTRACT
CD
:
(T)
:
(Yam Sufi)
(Maris Eretae) (Erythrism Thalassic)
(Ref. Wikipedia
History of Djibouti)
"Vasco da Gama"
2006 2005 2000 1990 1980 1970
Loaded Merchandises
7 416 7 109 5 983 4 008 3 704 2 566 - millions of tons Total 4.3 3.5 4.1 0.8 3.7 - - Average annual rate of growth (in %)
2 674 2 422 2 163 1 755 1 871 1 442 - Petroleum
1 828 1 701 1 288 968 796 448 - Five main raw materials
2 914 2 986 2 533 1 285 1 037 676 - Other products
Traffic
56 830
53 882
43 879
31 708
31 071
19 731
- Billions of tons-km Total
5.5
4.2
3.3
0.2 4.6
-
- Average annual rate of growth (in %)
22 504
21 759
19 011
14 484
17 418
12 014
- Petroleum
17 300
15 955
12 294
9 740
6 764
3 795
- Five main raw materials
17 029
16 168
12 575
7 484
6 889
3 923
- Other products
7 663
7 579
7 334
7 911
8 388
7 689
Average distance (km )
(Global Supply Chain)
SWOT
(Ref. Wikipedia
SWOT analysis)
Weaknesses
.
Threats
(Ref. www.forum.santabanta.com/Somaliapiracy )
(Ref. www.officerofthewatch.com/
Russia draws up business plan to revive the northern route)
Strength and Opportunities
2- Abbas H., Les Infrastructures Maritimes en Mer Rouge: Complémentarité ou Concurrence?, Compte rendu du colloque (Stratégie Logistique et de Transport au Service du Développement) du 15 et 16 Décembre 2013 a Djibouti, (
The Suez Canal Corridor Development: future challenges and their potential impact
Dr. Hussein Abbas*
ABSTRACT
This article provides an overview of existing and planned maritime infrastructure in the Red Sea. It describes the evolution of the international market in terms of supply and demand and the prevalence in maritime transport compared to other methods of transport. It then debates whether the infrastructures in the Red Sea are able to absorb the increase in trade flows or should expect in the medium term that the Asian infrastructures growth and therefore international trade bend.
It seems that no country is better positioned than Egypt to prosper in the emerging global economy. It is important to put in place the infrastructure and logistics systems that will enable Egypt to play a real role as a hub African point of entry and exit for trade between Asia, the Middle East and the Europe dominant directions from south to north bounding exports of oil and gas.
The risk is great to see a port appear overcapacity at the regional level of the Red Sea. Moreover, the risk of overcapacity could open a risk of dumping transport. Competition resulting in an even greater reduction in costs of using infrastructure and equipment make them difficult to amortization
The paper discusses the risks and opportunities of the Suez Canal Regional Development mega-project. This paper covers broadly from logistics activities to maritime transportation systems. It includes a review of logistics development, the characters of various transport operations in logistics activities, the applications of logistics in various fields, future direction in logistics development and its cooperation with transport systems.
The article concludes that competition is no longer linked to the importance of maritime artery or its infrastructure, but the services offered by this artery. Finally, it suggests that the countries belonging to the Red Sea must cooperate to move towards complementarities and avoid competition. Can we achieve complementarities between the ports of the Red Sea? Or by force of circumstance competition is in full swing, which could unbalance the economy and the finance of these huge projects and threaten their profitability.
Keywords: Red Sea
Maritime Transport
SWOT
Supply
Chain
Piracy in the Indian Ocean - Logistics
National Resources of Power
budget-energy-www.en.wikipedia.org/wiki/Earth s
The only imperative solution
250
Project of the century for developing Egypt
Renewable Energy
x(
1000 Gw x 3600 hr/year
(Photovoltaic Cells)
100
10030
Desert-Tech
"Bonds"
tech-Desert
.
(T)
:
:
.
(
:
.
.
.
.
1- Sayed El Touney The Designer in the Development Labyrinth, An Investigation into the Architects' and Planners' Roles in the Physical Development Processes in Developing Countries, IAHS & FIA World Congress on Housing, Miami, Florida, USA (1986).
(
E-Government
Information and Communications Technologies (ICT)
(ICT)
mafouad 66 @ hotmail.com
Information and CommunicationsTechnologies
(ICT)
(ICT)
E-Government
(OECD)
G2C)(Government to Citizen
Government to Business (G2B)
(G2G)Government to Government
G2G
Michiel Backus, (2001), p4
.
(Data Center)
.
'The E-Government Handbook for Developing Countries''
Patricia Pascual (2003)
StartupOne-way Interaction
Two-way Interaction
Transaction
Pascual (2003)
PresenceProcess Integration
TransformationConvergence
Lanvin , 2002 Pascual, 2003 'eGovernment: More Than an Automation of Government Services', 2003
Richard Heeks & Savita Bailur (2006)
Heeks & Bailur
Heeks & Bailur
'eGovernment:
More Than an Automation of Government Services' (2003)
Publish
Transact
Interact
.
.
Governorate Portal
Front Officer
Back Offices
www.escwa.un.org/wsis/meetings/135Feb07/.../Day.../SRadwan.ppt. slide 19.20,23.
e-Participation
*http://egypt.gov.eg/arabic/documents/EISI_Gov _Arabic_paper_05012010134553, p6
SWOT Analysis
Threats (T)Opportunities(O) Weaknesses (W) Strengths (S)
Publish
Governorate
Portal
(G2C)
(G2B)
(G2E)(G2G)
Web Site
GIS
(2D)(3D)
Interact
(Customer to Government)
WEB
Chat
(Video
(Conferencing
Transac
(G2G)
(G2C)
(G2B)
WEB Site
WEB
WEB
(G2G)
(G2C)
(G2B)
WEB Site
(Communication Links)
E-Government System Activating for Supporting Local Development Plans
Mahmoud Fouad Mahmoud*
ABSTRACT E-government is one of new and development ways which used by governments to provide citizens with
best, faster and easier methods for access to both information and service sources of government via the new technology. It gives the citizens a better opportunity to share their views and suggestions with all government authorities.
The Information and Communication Technology (ICT) is the essential foundation which supporting decision-makers at government and privet sector and also civil society, as partners in development, for achieving the desired development of all economic, social and political activities, as well as formulating of development perspectives.
Local development projects (LDPs) rely on the methods and mechanisms of participation during Public Hearings and Conferences. However, the absence of a clear understanding for some people about the necessity of E-Government system and its effective role to handle the problems of local development reflects the consideration that ICT is a stand-alone independent system and does not play an important role in local development.
This research aims to create formulating methodology of activating E-Government system for supporting integrated local development plans to be a link between the civil society entities, the private sector, citizens and units of local government on all of planning levels. *Associate Professor, Faculty of Engineering, Suez Canal University, Ismailia, [email protected]
This research followed inductive and analytical approach in dealing with the general framework of E-
Government and its concept, and highlighted some of the international experiences in the implementation of E-Government in United States, Singapore, and United Arab Emirates to extract the most important learned lessons. Thereafter, the research provided the programs and plans of using information technology in Egypt, in addition to analysis of the web portals of the Egyptian government to get proposed methodology of activating E-Government system for supporting local development plans in Arab Republic of Egypt at all levels (local, regional and national), and to achieve sustainable local development.
Key words: E-Government - Information Society - ICT - Local Development - Participatory Planning.
http://journal.cybrarians.info/index.php?option=com_content&view=article&id=425:2009-08-02-08-45-08&catid=147:2009-05-20-09-55-14
http://www.idsc.gov.eg/Publications/PublicationDetails.aspx?id=116
[3] Michiel Backus,(2001), E-Governance and Developing Countries, Introduction and examples, Research report, No. 3, April 2001. Available at: www.iicd.org/.../egovernance-and-developing-countries...
[4] The United Nations - Department of Economic and Social Affairs (UN/DESA) - Compendium of Innovative E-government Practices -Volume III-2009- ST/ESA/PAD/SER.E/114- p1, Available online: www.egov.infodev.org/
[6] 'e Government: More Than an Automation of Government Services' (2003), Information Society Commission. Available at: http://www.dcenr.gov.ie/NR/rdonlyres/B65A7E6E-7710-4879-A8BC-24714C6888C0/0/ eGovernmentOct03.pdf.
[7] Lanvin, Bruno (2002) 'The E-Government Handbook for Developing Countries'. InfoDev: Center for Democracy and Technology. Available at:http://unpan1.un.org/intradoc/groups/public/documents/ apcity/ unpan007462.pdf.
[8] Pascual, Patricia (2003) 'E-Government'. Philippines: e-ASEAN Task Force and Malaysia: the UNDP Asia Pacific Development Information Program. Available at:www.unapcict.org/ecohub/.../e-government/.../attachme...
[9] 'e Government: More Than an Automation of Government Services' (2003), Information Society Commission. Available at:http://www.dcenr.gov.ie/NR/rdonlyres/B65A7E6E-7710-4879-A8BC-24714C6888C0/0 /eGovernment Oct03.pdf.
[10] Heeks, Richard & Bailur, Savita (2006) 'Analyzing e-government research: Perspectives, philosophies, theories, methods, and practice'. DinceDirect: Government Information Quarterly, 389, 4C. Available at: http://www.sed.manchester.ac.uk/idpm/research/publications/wp/igovernment/documents/iGWkPpr16.pdf
[11] Dawes, Sharon (2004) '2004 Annual Report'. New York State: Center for Technology in Government. Available at:
http://www.ctg.albany.edu/publications/annualreports/ar2004/ar2004.pdf
...
http://www.egovconf.ly/papers/33.pdf
(UNDP)
www.escwa.un.org/wsis/meetings/13-15Feb07/.../Day.../SRadwan.ppt
EISI_Gov_Arabic_paper_05012010134553/egypt.gov.eg/arabic/documents/http:/
http://www.ad.gov.eg/NR/rdonlyres/E208C5DE-9682-4C09-A5E2-E595FC0C5735/2316/Annualprivew2009FINAL1.pdf
http://www.idsc.gov.eg/Publications/PublicationDetails.aspx?typeid=1&id=14
www.kantakji.com/fiqh/Files/Manage/a21.doc
Lynch
(1)Lynch, Kevin,1982, What Time is this Place, The MTT Press Cambrige London, England, p.p. 51, 52,
(4)Peter Larkham, 2002, Conservation and the City, Francis &Taylor, USA. (5)General Books LLC, Books, LLC, 2010, Historic Center, General Books LLC, USA.
(6)Frank B. Gilbert, Edmund Halsey Kellogg, 1983, Readings in historic preservation: why? what? How, Center for Urban Policy, USA.
GIS
(
Clearance and Replacement
(12)D. Appleyard, ed.1979, the Conservation of European Cities, Cambridge, Mass, Mit press, USA.
:
-
-
(Conservation)
(Williamsburg)
Rehabilitation
Urban renewal
(13) C. Tunnard, 1975 The United States: Federal Funds for Rescue, in the Consrvation of cities, Paris.
(Physical)
(Townscape)(Landscape)
Reconstruction &Redevelopment
Renovation & Restoration
Protection
(17)B. Feilden, 1982, Conservation of Historic Buildings UK: Butterworth & Co. Ltd. (18)Aga Khan Program for Islamic Architecture Adaptive Reuse: Integrating Traditional Areas into the Modern Fabric, Cambridge, Mass., 1983.
Adaptive Reuse
Conservation
*Source: James Grant, 2004, Pedestrian Wolves, Wildside Press LLC., USA.
*Source: James Grant, 2004, Pedestrian Wolves, Wildside Press LLC., USA.
http://www.jeddah.gov.sa/Business/SlumsDev/Rouais/index.php
.
(Conclusions)
(Recommendations)
POLICIES AND METHODS FOR DEALING WITH HOSTRIC, VALUABLE AREAS
Dr. Aly El-Bealy
ABSTRACT
Given the conservation importance of historic and valuable areas, as it represents the area of national wealth, and their historical and cultural values, economic and social , with the increase in the general direction of Tourism and progress of economic returns, there is a need to create policies and methods proposed to deal with the historical areas and value, and to reduce the deterioration of those urban areas, where research aims to study the problems dogging the historic areas.
In order to develop appropriate policies for each region according to their value, consequently, the rehabilitation of historical and heritage sites is an incentive for government investment.
Among the most important success factors for the development of these areas and maintain the vitality is:
the convergence of the various activities of religious activities, economic, social and tourism , but it must be done through a comprehensive strategy for urban development and integrated tourism development, according to the action plan and systematize clear and acceptable to all segments of society and population and away from the arbitrary decisions.
GIS
-
18- Lynch, Kevin, 1982, What Time is thise Place, The MTT Press Cambrige, London, England.
19- Peter Larkham, 2002, Conservation and the City, Francis & Taylor, USA.
20- Books, LLC, 2010, Historic Centres, General Books LLC, USA.
21- Edmund Halsey Kellogg, Frank B. Gilbert, 1983, Readings in Historic Preservation: Why? What? How, Center for Urban Policy, USA.
22- D. Appleyard, ed. 1979. The Conservation of European Cities, Cambridge, Mass, Mit Press, USA.
23- B. Feildenm 1982, Conservation of Historic Buildings, UK: Butterworth & Co. Ltd.
24- Aga Khan Program for Islamic Architrcture Adaptive Reuse: Integrating Traditional Areas into the Modern Fabric, Cambridge, Mass., 1983.
25- James Grant, 2004, Pedestrian Wolves, Wildside Press LLC., USA.
26- Mohared, Nabil, 2003. the Role of Urban Spaces in the Revitalization of Historic, Sites,Unpublished Thesis, University of Alexandria.
27- Cullen, Gordon, Townscape, Architectural Press, 2000, London.
28- Dale, A, 1983, Historic Preservation in Foreign Countries, Vol. 1.ed, R. Stipe, Washington D.C.: US National, Committee of the International Concil of Monuments and Sites.
29- Van Dijken et al., 2001, Management and Conservation in the Dutch Delta: The Delta Plan for the Preservation of the Cultural Heritage Evaluated, Zoetermeer, 100bv: Institute for Research on Public Expenditure.
30- Feiden, 1998, Conservation of Historic Building, ICCROM Rome.
31- Http://www.jeddag,gov.sa/Business/SlumsDev/Rouais/index.php\
http://www.beautiful-libraries.com http://al3loom.com
http://images.nationalgeographic.com
1Salim T.S. Al-Hassani, 1001 Inventions: The Enduring Legacy of Muslim Civilization, National Geographic
(NEPAD)
.
:
(Nano Technology)
.
Centers of Excellence
CSIR
http//dg.dk/en/centers-of excellence-2/what-is-a-center-of-excellence(3)http //www.nepadst.org/doclibrary/pdfs/doc08 11200 3a.pdf (4)Technology in Society Science and technology policies: The case of India, journal, page:242, 243 247, (2008) homepage www. elsevier.com/locate/techsoc.
(Malaysian Technology Development Corporation. MTDC)
(5)Professor samphantharak, Self-Study with Systems of The National Innovation, Singapore and Malaysia Trevor Monroe 4/07/06.
(7)The republic of turkey's model of instigating anSTI impetues
.
page 3
http://home.trc.gov.om/tabid/775/language/en-US/Default.aspx
STP
OECD MSTI Database, Nov.,2003
Monumentaly Symmetric
Zone
KAUST
King Abdullah University-Detailed program of requirements,Final Document,April20,2007
MIT
http://lists.w3.org
STP
EIT
Modules
Education and Research Complexes Centers of Excellence as Pillars of Sustainable Development in Egypt
Eng. Ghada Aly Raafat
Abstract Deep human excellence instead of superficiality is the new motto that education and research as well
related architecture are adopting. Human personal excellence was the initiative of Arab and Persian scientists in Middle Ages. Their achievements were translated to Latin creating European renaissance.
Centers of Excellence (C.O.Es) are institutions dedicated to research and technical innovations on boundaries of knowledge in Nano technology, advanced electronics, artificial intelligence advanced medical sciences, energy and environmental new technology. Their members should be subjected to strong scrutining. Centers should provide continuous relationship between advisors and research workers by close sleeping and workplaces.
India, Malaysia and Turkey started with us but advanced by working within research strategy with C.O.E in scientific technical parks (S.T.P). Applications of cooperation between universities, C.O.Es and industries were studied in King Abdullah University and Masdar in Abu-Dhabi. These experiences gave the research directive schedule. Comparisons were held with experiences in Egyptian-Japanese university and Zewail research universities, in both their institutional and liberal humanized versions.
The research conclusions were in proposing a research system of excellence in S.T.Ps under the auspices of mother organization that will help Egypt to bridge the gap in advanced technology. The research stated the strategy of planning architectural and technical conditions for C.O.E to achieve sustainable development and higher national income.
1-Salim T.S. Al-Hassani, 1001 Inventions: The Enduring Legacy of Muslim Civilization, National Geographic.
*Assistant Lecturer, Faculty of Engineering, Cairo University
http//dg.dk/en/centers-of-excellence-2/what-is-a-center-of-excellence
3- http //www.nepadst.org/doclibrary/pdfs/doc08 11200 3a.pdf 4- Technology in Society Science and technology policies: The case of India, journal, page:242, 243
247,
(2008) homepage www.elsevier.com/locate/techsoc
5- Professor samphantharak, Self-Study with Systems of The National Innovation, Singapore and Malaysia Trevor Monroe 4/07/06.
7- The republic of turkey's model of instigating anSTI impetues.page 3 .
http://home.trc.gov.om/tabid/775/language/en-
US/Default.aspx
. http://www.unesco.org
12- OECD MSTI Database, Nov.,2003 13- King Abdullah University-Detailed program of requirements,Final Document,April20,2007 14- http://www.anntv.tv/new/showsubject.aspx?id=5693
15- http://images.nationalgeographic.com 16- http://al3loom.com 17- http://www.beautiful-libraries.com 18- http://lists.w3.org
VOL. 53 NO. 1
2014 19
reduction in the deflection by about 30% due to the improved Young s Modulus for HSC. Meanwhile, post cracking behavior also improves due to the higher modulus of rupture, which raises the cracking load thus improves the beams stiffness at the same load level.
* The non-prestressing reinforcement ratio does not influence the deflection behavior prior to cracking, or the cracking moment. However after passing the cracking load, much higher stiffness is acquired for beams with higher reinforcement ratio.
* The prestressing reinforcement ratio also doesnot influence the deflection behavior prior cracking, unlike the cracking load, which is directly related to the prestressing force, thus as the prestressing reinforcement ratio increases, cracking load increases, which reduces the overall deflection at the same load level.
* At same applied to cracking loads ratio, beams
with different compressive strength showed the same value of crack width, which clarifies that compressive strength along service load, does not influence the crack width propagation.
* Crack width increases with respect to the applied load in linear fashion. The rate of crack width increases immensely after the non-prestressing reinforcement exceeds the yielding stress.
* The ductility index increases as compressive strength increases from 45MPa to100MPa, while it decreases when the reinforcement ratio increases.
* According to the ECP 203-2007 the tensile working stress limit controls the service load with conservative value of about 36% of ultimate load, while cracking and deflection limits are reached at approximately 60% of ultimate load. However, further experimental and analytical research is needed to study this aspect comprehensively to determine whether it is appropriate to change the tension stress limit specified in the code.
REFERENCES 1- J. C. M. Ho, J. Y. K. Lam and A. K. H. Kwan, "Flexural Ductility and Deformability of Concrete Beams Incorporating High-performance Materials," in The Structural Design of Tall and Special Buildings, 2010.
2- W. Choi, S. Rizkalla, P. Zia and A. Mirmiran,"Behavior and Design of High-strength Prestressed Concrete Girders," PCI Journal, pp. 54-69, September-October 2008.
3- A. A. Abdelrahman, Serviceability of Concrete Beams Prestressed by Fiber Reinforced Plastic Tendons, Winnipeg, Manitoba, 1995.
4- A. E. Naaman , M. H. Harajli and J. K. Wight , "Analysis of Ductility in Partially Prestresed Concrete Flexural Members," PCI Journal, pp. pp. 64-76, 1986.
5- A. E. Naaman, "Reader Comments - Structural Properties of High Strength Concrete and Its Implications for Precast Prestressed Concrete," PCI Journal, pp. V.30, No. 6, November-December, pp. 92-119, 1985.
6- R. Pendyala, P. Mendis and I. Patnaikuni, "Full-Range Behavior of High-Strength Concrete Flexural Members: Comparison of Ductillity Parameters of High & Normal-Strength Concrete Members," ACI Structural Journal, pp. V.93, No. 1, January-February, pp.30-35, 1996.
7- Permanent Committee for the Code of Practice for Concrete Structures, Egyptian Code of Practice for Design and Construction of Concrete Structures, 2007.
8- ACI-318-11, Building Code Requirments for Structural Concrete (ACI 318M-11), American Concrete Institute (ACI) Committee 318, 2011.
18 JL. EGYPTIAN SOCIETY OF ENGINEER
Fig. 12-Curvature ductility index versus non- prestressing reinforcement ratio
5- Determination of service load based on Egyptian Code of Practice
According to the Egyptian code of practice for concrete structures [7], there are several boun-daries that limit the service load of a prestressed member. Maximum allowable stress applied on the member, either compression or tension is consi-dered as one of the most influential boundaries that fall under the working stress design method. The Egyptian code classifies the partially prestressed members to category D , which limit the fictitious
tensile stress in concrete to (0.85 cuf ), neglecting
the cracks and reinforcement. Meanwhile, maxi-mum compressive stress allowed is (0.40 fcu).
For having a structural member with acceptable serviceability performance, the Egyptian code of practice also specifies serviceability limit states, which includes both deflection and cracking limits. The allowable immediate deflection for beams due to live load is 1/360 of the span length. From another point of view, the Egyptian code considers four categories for maximum crack width depen-ding on the concrete surface at the tension side; the maximum allowable crack width is set to be 0.3 mm or 0.2 mm for indoor or outdoor members respectively. In this study an approximate value between both has been suggested of 0.25 mm.
In order to determine the maximum service load allowed by the Egyptian code, the loads which caused the previous limits have been either calculated - in case of tension stress limit - or pointed out from load-deflection or load-crack width diagrams. The lowest load represented the maximum allowable service load. Table 4 represents these loads.
Table 4: Applied loads at working and serviceability limits
Beam designation
Allowable load (kN) & based on Working stress limits Serviceability limits Tension
(0.85 cuf ) Compression (0.40 fcu)
Deflection (L/360=12.5mm)
Crack-Width (0.25 mm)
T-84.5-2-2 27.81 (34%) 126.72 (155%) 46.85 (57%) 59.51 (73%) T-46.5-2-2 23.18 (33%) 71.47 (102%) 36.12 (52%) 40.14 (57%) T-101.3-2-2 25.94 (31%) 148.54 (176%) 51.25 (61%) 54.63 (65%) T-84.5-1-2 33.3 (49%) 130.37 (192%) 35.75 (53%) 40.94 (60%) T-84.5-2-1 26.49 (39%) 130.95 (191%) 42.78 (62%) 44.10 (64%) T-84.5-2-3 31.81 (30%) 129.38 (123%) 55.04 (52%) 80.32 (77%) * The underlined value represents the minimum value. i.e. service load. * The percentage is relative to the ultimate load.
As shown in Table 4, the allowable working tension stress in considered the parameter that controls the service load, approximately 36% of the ultimate capacity. The compression working stress limit, unlike the tension, is highly overesti-mated for these tested beams. For the deflection and cracking limits, they were reached at about 53% and 65% of the ultimate load, respectively. This indicates that the working load limit for tension stresses is highly conservative. Meanwhile according to the ACI code [8], class C which represents the partial prestressed sections does not indicate an allowable stresses for tension nor compression, as long as the deflection and crack
width do not exceed the allowable limits. Both American and Egyptian codes have the same allowable crack width and deflection limits. So for the tested beams it is obvious that neglecting the tension stress limit as specified in ACI would increase the service load by 47%, as it will be controlled by the deflection limit criteria.
Conclusions From the results of the experimental program reported above, the following conclusions could be pointed out: * For un-cracked sections, increasing compressive strength from 45 to 100 MPa confirmed obvious
VOL. 53 NO. 1
2014 17
4-3-Ductility
To compare between beams in terms of the ability to sustain inelastic deformation before collapse, both curvature and deflection ductility indices were calculated from the experimental results. It was important to measure both indices as curvature ductility represents mainly the sectional behavior ductility; while deflection ductility which evaluates the whole member s ductility behavior. Generally, the ductility index is the ratio of ultimate to yield deformations. Since partially prestressed members contain both prestressing steel and non-prestressing steel, many methods were provided to determine the yielding point of the member. A graphical method recommended by Namaan et al [4] was used to point out the yielding point by transforming the load-deflection curve into simplified bilinear relation defining the yielding point.
Mid-span curvature was calculated using the top mid-span concrete strain from the experimental results, and the calculated neutral axis depth based on strain compatibility approach. The moment-curvature diagram for mid-span section was plotted except for one beam, were the measurements contained some errors. To determine the yielding curvature point, the load that triggered the yield deflection was used to determine the yielding moment. Using the moment-curvature diagram the yielding curvature was indicated. Table 3 presents both deflection and curvature deformations and their ductility indices.
Table 3- Yielding and ultimate and ductility indices for both deflection & curvature
Beam
Desig-
nation
y
(mm) u
(mm)
Deflection
Ductility
( )
y
(mm-1)
u
(mm-1)
Curvature
Ductility
( )
T-85-2-2 15.42 117.05
7.59 5.47 37.85 6.92
T-45-2-2 15.97 105.8 6.62 7.48 38.47 5.14
T-100-2-2
9.11 75.94 8.34 6.85 63.22 9.23
T-85-1-2 11.47 146.53
12.78 - - -
T-85-2-1 15.45 139.94
9.06 3.75 35.08 9.35
T-85-2-3 17.7 135.52
7.66 8.45 55.96 6.62
The results show that as compressive strength increases from 45 MPa to 100 MPa the ductility index for both curvature and deflection increases, as shown in Figure (11). This confirms with several studies [5], [6]. Increasing the ordinary
reinforcement ratio from (0.17) to (0.47) reduced the ductility immensely as shown in Fig. (12), however further increase in the non-prestressing reinforcement reduced the ductility with much lower rate. Some studies attributed this reduction in ductility to the tension steel, which diminishes the rotation capacity of the member [6]. As for the prestressed reinforcement ratio, there were no sufficient data to adequately determine its influence on ductility.
(a) Deflection ductility
b)Curvature ductility Figure 11- Ductility indices versus concrete compressive strength
16 JL. EGYPTIAN SOCIETY OF ENGINEER
Figure 8- Applied to cracking load ratio vs. crack width for beams with various compressive strengths
On the other hand, changing the reinforcement ratio highly affected the crack width propagation as seen in Fig. (9). As non-prestressing steel ratio increased, crack width decreases, while crack spacing decreases as shown in Fig. (10). This concurs with most of literature conclusion, that ordinary reinforcement is considered the prime parameter used for crack control. It was noticed that beam T85-2-1 had relatively quick propagation of crack width, this is attributed to the
ordinary mild steel reinforcement used with 240 MPa yielding stress. Although crack spacing decreased to 80 mm from 200 mm while increasing ordinary steel ratio from 0.17 to 0.95, the permis-sible crack width was reached at much higher load level, increasing from 44.5 KN to 80.5 KN load level.
Figure 9- Applied to cracking load ratio vs. crack width for beams with various non-prestressing reinforcement
(a)T-85-2-1
(b)T-85-2-3 Figure 10- Crack Pattern for tested beam at service crack width of 0.25 mm
VOL. 53 NO. 1
2014 15
Figure 6-b-Various prestressing steel ratios Figure 6- Load-deflection behaviour at mid span
4-2-Cracking Behavior Cracking moment in non-prestressed members
depends mainly on the modulus of rupture of the material. However, for prestressed members, the prestressing force contributes in raising the cracking load level. In the experimental program, despite all beams were jacked with the same force, variation in anchorage losses affected the prestress-ing force. Thus both T85-2-2 & T100-2-2 cracked at the same load as the losses of the later were higher.The beam with lowest compressive strength cracked at 25% lower load due to the lower modulus of rupture as seen in table 2.While non-prestressing reinforcement hardly affected the cracking moment value, prestressing reinforcement role was obvious through beam T-85-1-2, which cracked at 40% lower level than the control beam.
Table 2: Measured response at service load
Beam Designation
1st crack load (kN)
Load Ps
(kN)
No. of Cracks
Av. crack width
(mm)
Av. Crack spacing
(mm)
Max. Crack spacing
(mm)
T-85-2-2 40.00 59.51 11 0.16 138 175 T-45-2-2 29.87 40.14 10 0.13 144 285 T-100-2-2 39.36 50.14 8 0.11 181 270 T-85-1-2 23.9 40.94 10 0.225 157 160 T-85-2-1 37.89 45.37 7 0.2 225 335 T-85-2-3 44.85 69.50 14 0.12 95 155
* Ps is the measured load at service maximum crack width of 0.25 mm.
The cracks in the constant moment zone were examined. Generally, the cracks started perpen-dicular to the centerline of the beam, and then they propagated almost vertically till it reached the flange. With load progression the cracks extended to top flange. As previously mentioned by several researchers experimental findings, the steel stirrups required for shear reinforcement actedas crack initiator [3]. All the beams had the same behaviour as shown in Fig. (7). The measurements show that the crack width increases almost linearly with the applied load. When reinforcement yields, the crack width increases with much higher rate.
While monitoring crack width propagation, results showed that at same load level relative to the cracking load, crack width increases with almost same rate and value for the beams with different compressive strength, as seen in Fig.(8), this behaviour is maintained during the service
load. It points out that compressive strength may affect the cracking moment through the modulus of rupture, yet it does not influence the crack width propagation rate during service load.
Figure 7- Typical load-crack width relationship for beam T-100-2-2
14 JL. EGYPTIAN SOCIETY OF ENGINEER
noticed that the rate of deflection at higher load level increased excessively and almost linearly to failure. This was attributed to yielding of reinforce-ment as shown in Fig. (4).
Figure 3 - Typical load-deflection behaviour at mid span deflections during load cycles
Figure 4 - Load-deflection Behaviour at mid span for control beam
For beams with various compressive strengths, load deflection behaviour is plotted in Fig. (5). It is clear that as concrete strength increases beams behaved in stiffer manner. The deflection increased as the compressive strength decreased. Prior cracking the stiffer manner is attributed to the
higher elastic modulus of HSC. The cracking load itself for HSC increases as it is highly dependent on the concrete modulus of rupture, which is relative to the concrete compressive strength. Thus, the uncracked phase was prolonged and reduced the overall deflection at the same load level.
Figure 5- Loa-deflection behaviour at mid span for beams with various compressive strengths
While studying the effect of increasing prestressing and non-prestressing reinforcement, both Fig.(6.a) and (6.b) indicate that deflection decreases as reinforcement ratio increases. However the section capacity relatively increases, thus at failure load, both upper and lower limit beams showed almost the same ultimate deflection.
Figure 6-a-Various non-prestressing steel ratios
VOL. 53 NO. 1
2014 13
3- Experimental Instrumentation & Loading Procedure
Two electrical strain gauges were installed on the bottom reinforcement bars for each beam before casting. They were positioned at mid-span. For measuring the strain in the concrete, four electrical strain gauges were installed on the concrete surface using epoxy based material. Two of them were used to measure the compression strain in the top flange. They were located at mid-span and next to the spreader beam support. The other two were used to measure the tension strain and were located on the bottom of the web, under the compression strain gauges. A donut shaped load cell was positioned between the anchor plate and the beam s end plate to accurately measure the
loss of prestressing force.
The beam s deflection was monitored using four linear variable differential transducers (LVDTs), which were positioned at mid-span, under the spreader beam supports and at 1.48 m from mid-span. The strain and deflection measurements were recorded approximately every 5 kN increment up to the failure load. The cracking behavior has been observed in terms of crack height, width and spacing within the constant moment zone in the beam. Crack widths were measured at constant level, 15 mm from the bottom surface of the concrete, which is the same level of non-prestressing reinforcement. Fig. (2) shows schematic drawing for the test setup and instrumentation positions.
Figure 2- Schematic of the test setup
The beams were tested using quasi-static monotonic two point concentrated loads. The load was cycled several times before the beam was loaded to failure. The aim of these loading cycles was to study the deflection behavior pre-cracking and post-cracking, and to examine the beam s loss of stiffness due to micro-cracking.
4-Experimental Results 4-1-Load-Deflection Behaviour
It was observed that Load-deflection relation
maintained its linear behaviour for all the tested beams before cracking occurred (cycle 1-2-3). Fig. (3) shows the typical load versus mid-span deflection during the first four cycles for the control beam. It clearly shows loss of stiffness and increase of deflection rate after passing the cracking load through the third cycle. After the third cycle a residual deflection was detected when the load was released, proving that cracks took place and the stiffness was reduced. During the final loading (indicated as 5th Cycle), it has been
12 JL. EGYPTIAN SOCIETY OF ENGINEER
In this paper an experimental program for
testing six beams is presented. Observations and results are discussed in terms of deflection and cracking behaviour, along with the ductility. The beams varied in compressive strength, prestres-sing and non-prestressing reinforcement ratios. Results were compared with the current provisions of Egyptian Code of Practice ECP 203-2007 to expand its applicability.
2- Specimens Details Six HSC post-tensioned partially prestressed T-
beams, with clear simple span of 4.5 m were tested. All beams were designed to have tensile failure, with safe shear capacity. It was considered necessary to test the beams with a realistic span-to-depth ratio that is appropriate and typically used in the design of bridge girders, accordingly all beams had depth of 250 mm and breadth of 150 mm, maintaining a span-to-depth ratio of 18, which is considered an acceptable value in practice. The flange width was 350 mm for all beams. Five of the tested beams were prestressed with one 0.6
inch steel strand, for the remaining two beams one and two 0.5 inch steel strands were used respectively to vary the prestressing steel area. All strands were prestressed by 75% of its ultimate tensile strength, which is 1860 MPa. Three mixes with target compressive strength of 45, 85 and 100 MPa were designed for the experimental program. Several trails were conducted to assure that the required strength is reached after 28 days. The average 28-days cube compressive strength for the three batches were 46.5, 84.5 and 101.3 MPa. The prestressed strands were positioned through the beam span with a polygonal profile as shown in Fig. (1) to decrease the eccentricity at supports and avoid tension stresses. The strand deviation was realized using an appropriate radius of curvature to reduce the friction losses. Beside prestressing reinforcement, ordinary non-prestressing steel bars were used as additional main reinforcement with different steel areas to study the effect of non-prestressing steel ratio. Table 1, presents the details of the experimental specimens in terms of the test parameters.
Figure1- Typical sectional elevation for beams
Table 1: Details of the experimental specimens
Beam Design-nation
fcu
(MPa)
Prest- ressing Strands
p
Asp/bdP
(%)
Non- Prest-
ressed
steel
s
As/bd (%)
Variable
T-85-2-2 84.5 1-0.6
0.43 2Y10 0.47 Control T-45-2-2 46.5 1-0.6
0.43 2Y10 0.47 fcu
T-100-2-2 101.3 1-0.6
0.43 2Y10 0.47 fcu
T-85-1-2 84.5 1-0.5
0.31 2Y10 0.47 p
T-85-2-1 84.5 1-0.6
0.43 2Y6 0.17 s
T-85-2-3 84.5 1-0.6
0.43 4Y10 0.95 s
The beams were reinforced for shear using normal rectangular stirrups, with diameter of 10 mm, uniformly distributed every 100 mm through the first and last 1.4 m, and between them uniformly distributed every 150 mm. In the first 200 mm of the beam two more stirrups were added to withstand excessive stresses at the anchorage zone that may occur from the prestressing force. The stirrups were tied to two top longitudinal steel
bars, 10 mm in diameter. The nominal yield stress of the stirrups steel and the top steel bars was 400 MPa. The flanges were reinforced with extra longitudinal bars at the edge of the flange each side. And a clip was tied to each stirrup. The extra bars and the clips were 6 mm diameter with nominal yield stress of 240 MPa.
The designation for each beam has the first letter as T, indicating that the beam is T-section. The first number represents the concrete target compressive strength, which ranges from 45 MPa to 100 MPa. The second number has the value of 1 or 2. This represents different prestressing steel ratios 0.31 & 0.43, respectively. The third number also has the value of 1, 2 or 3 but indicates the different non-prestressing steel ratios that range from 0.17 to 0.95.
VOL. 53 NO. 1
2014 11
EXPERIMENTAL STUDY ON THE BEHAVIOUR OF HIGH-STRENGTH
PARTIALLY PRESTRESSED T-SECTIONBEAMS
T. El-Hashimy1, K. Hilal Riad2, A. Abdelrahman3, A. Sherif Essawy4
Abstract In recent years, high strength concrete (HSC) has been widely used. With advent of super
plasticizers and micro-silica; HSC with strength higher than 100 MPa can be reached. This helped in many fields of construction; specifically pretensioned bridge girders. This high strength permitted longer spans, larger spacing between girders thus reducing total bridge cost. Lately, designers have been using partially prestressed members technique, which tends to decrease the prestressing steel and eventually leads to more economical sectional design. The Use of HSC partially prestressed girders is very promising, however HSC was found to be more brittle. Accordingly, the girder may exhibit brittle/less ductile behavior and less deformability. There is also lack of knowledge about the effect of HSC on cracking pattern of such members. This study presents experimental observations for the deflection and cracking behaviour along with ductility study of six tested partially prestressed beams.
Keywords: Partially Prestressed, High-strength Concrete, Deflection Behaviour, Cracking Behaviour, Serviceability.
1- Introduction In recent years, high strength concrete (HSC)
has been widely used. With advent of super plasticizers and micro-silica; HSC with strength higher than 100 MPa can be reached [1]. HSC shows a number of differences compared to normal strength concrete. The brittle behavior comes on top of the list, together with the relatively high Young s Modulus. Also the modulus of rupture, which represents the cracking boundary for the concrete section, its value for HSC is still argumentative till this point. Thus HSC exhibits less deformation, with higher cracking load. HSC helped in many fields of construction; one of these fields is pretensioned bridge girders, which has become an accepted practice in many countries. The high strength permitted longer spans, larger spacing between girders thus reducing total bridge cost. 1-Teaching Assistant, Structural Dept., Ain Shams University, Egypt, [email protected] 2-Associate Professor, Structural dept., Ain Shams University, Egypt 3-Professor, Structural department, Ain Shams University, Egypt 4-Professor, Structural department, Ain Shams University, Egypt
Contrary to the fully prestressed members, designers adopted partially prestressed members, as having sections free of cracks is not always a serviceability requirement. This technique leads to a cracked section accompanied with reduction in sectional stiffness and increase in deflection. At the same time partial prestressing decreases the prestressing steel, thus produces more economical sections. Using HSC with partially prestressed girders is very promising; however HSC ductility is questioned by several researchers. There is a lack of knowledge about the effect of HSC on the serviceability requirements of such partially prestressed members. Thus a need exists for reassessment of the design provisions for the analysis of these girders [2]. Accordingly, the primary objective of this research was to investigate the deformations for HSC partially prestressed members, and determine the influence of different parameters as the reinforcement ratio and concrete strength on the deflection and cracking behavior.
10 JL. EGYPTIAN SOCIETY OF ENGINEER
REFERENCES 1- ABAQUS, (2001) ABAQUS Standard User s Manual, Version 6.3, Volumes 1 to 3, Hibbit, Karlsson &
Sorensen, Inc., Pawtucket, Rhode Island, USA.
2- ABAQUS, (2001) ABAQUS Theory Manual, Version 6.3, Hibbit, Karlsson & Sorensen, Inc., Pawtucket, Rhode Island, USA.
3- Jong-Kook Hong [2007] Development of A Seismic Design Procedure for Metal Building Systems , University of California, San Diego
4- Jun Li and Guo-Qiang Li*[2002] Large-scale Testing of Steel Portal Frames Comprising Tapered Beams and Columns Advances in Structural Engineering Vol. 5 No. 4
5- Miller, B. S. and Earls, C. J. [2003] Behavior of Web-Tapered Built-up I Shaped Beams , Report CE/ST 28, University of Pittsburgh, Pittsburgh, PA.
6- Abbas et al. [2013] Nonlinear Analysis of Steel Frames: Comparison Between Some Design Methods, Journal of Al-Azhar University, Engineering Sector, JAUES, Vol. 8, No. 26, January 2013, Cairo, Egypt.
7- Hamouda Ayman. [2013] Nonlinear Analysis of Steel Frames , M. Sc. Thesis, Faculty of Engineering, Al Azhar University, Cairo, Egypt
VOL. 53 NO.1
2014 9
Fig. 16-A- Column Top Displacements (imperfection amplitude = Lb/500)
Fig. 16-B- Von Mises Stress Contour at Peak Load
Table 4- Imperfection Amplitude vs. Ultimate Load Lb/500 Lb/750 Lb/1000 Lb/3000 Lb/5000
Imperfection Amplitude (mm)
5.60 3.70 2.80 0.94 0.56
Ultimate Load (kN)
184 188 192 197 199
9- CONCLUSIONS The following conclusions are arrived at,
from this present work: 1- Approximate assumption of initial geomet-ric imperfections was necessary to predict the
frame behavior. Good results were reached with initial geometric imperfections introduced at the expected failure location. 2- Parametric studies show that the best result is achieved when using initial geometric imperfection equal to Lb/1000, where Lb is the unbraced length of the member. 3- Increasing imperfections amplitude results in reducing the ultimate load.
4- Distributed plasticity analysis (ABAQUS) accurately predicts the experimental behavior.
8 JL. EGYPTIAN SOCIETY OF ENGINEER
Fig. 14- Column Top Displacements (imperfection amplitude = Lb/1000)
Fig. 15- Column Top Displacements (imperfection amplitude = Lb/750)
VOL. 53 NO.1
2014 7
Fig. 12- Column Top Displacements (imperfection amplitude = Lb/5000)
Fig. 13- Column Top Displacements (imperfection amplitude = Lb/3000)
6 JL. EGYPTIAN SOCIETY OF ENGINEER
7-INITIAL GEOMETRIC IMPERFECTIONS
Introducing imperfections is necessary in performing nonlinear analysis. To generate the imperfected shape, four steps are required. Firstly, two concentrated loads were applied at the location of maximum compressive stress in the lower
flange as shown in Fig. (10). Secondly, the deformed shape from static analysis is generated as shown in Fig. (11). thirdly, the node displacements are added to the original joint coordinates. Finally, the new model joint coordinates are imported to ABAQUS to generate the imperfected shape.
Fig. 10- Imperfection Load in ABAQUS Model
Fig. 11- Imperfection Seed in ABAQUS Model
8-COMPARISON BETWEEN EXPERIMEN-TAL AND FINITE ELEMENT RESULTS
The finite element simulation (using ABAQUS) shows good agreement with the experimental results of the frame tested by [Jong-Kook Hong 2007]. The column top lateral displacement and the corresponding lateral load are shown in Figs (12, 13, 14, 15 and16), for both experimental and finite element simulation for different imperfection amplitudes related to Lb where Lb is the unbraced
length of the member. The von Mises stress contours at peak load are shown in Fig. (16-a,b).
Different imperfection amplitudes were selected between (Lb/500) and (Lb/5000), and their effect on the ultimate loads are shown in Figs (12, 13, 14, 15 and16-a,b). Table (4), summarizes the effect of the imperfection amplitude on the ultimate load.
VOL. 53 NO.1
2014 5
6- TEST ARRANGEMENT
Gravity load component of 2.52 kN/m' was applied on frame in the first step as uniform loads on flange. In the second step, a horizontal load of 198.75 kN was applied at column top as shown in Fig. (6).
Fig. 6-Frame Loading
In Hong s experiment, upon applying the gravity load, maximum vertical deflections at mid-span of 5.6 mm and 6.1 mm were observed for frames 1 and 2, respectively. The ABAQUS model reaches a total gravity load and deflects at the frame mid-span by10.6 mm. and 10.8 mm. for frames 1 and 2 respectively. The horizontal load reached a total value of 199.25kN before unloading and had a maximum horizontal deformation at the top of the column of 138.9 mm. The ABAQUS model reached a total load of 205.94kN before unloading and a maximum horizontal deformation at the top of column of138.18mm. Figure (7) shows a comparison between the deflections obtained experimentally and analytically. The results of the two models are almost similar as the two lines are approximately parallel throughout the tests. Plastic local buckling deformations were observed adjacent to the knee beam-to-column connection and the ridge beam-to beam connection, as shown in Figure (8).
The relationship between the horizontal dis-placement and horizontal jack load of the tested frame is given in Fig. (7).
In the analytical model, the buckling defor-mation is similar to the experimental one, as shown in Fig. (9).
Fig. 7- Column Top Displacements (no imperfections
(a) Frame 1 Failure Mode (b) Frame 2 Failure Mode
Fig. 8- Failure Modes (Experimental Test) (Hong 2007)
Fig. 9- First Buckling Mode Shape (Analytical Model)
4 JL. EGYPTIAN SOCIETY OF ENGINEER
Table 2- Web Plate Stress-Strain Curve Data Points
Point Nominal Stress (MPa)
Nominal Strain
True Stress (MPa)
True Strain
1 0.00 0.0000 0.000 0.0000 2 395.00 0.00197 395.780 0.0020 3 395.00 0.0250 404.875 0.0250 3 470.00 0.0600 498.200 0.0580 5 510.00 0.1000 561.000 0.0950 6 525.00 0.1500 603.750 0.1400 7 525.00 0.2000 630.000 0.1820
Table 3- Flange Plate Stress-Strain Curve Data Points
Point Nominal Stress (MPa)
Nominal Strain
True Stress (MPa)
True Strain
Plastic Strain
1 0.00 0.0000 0.00 0.0000 0.0000 2 360.00 0.0018 360.65 0.0018 0.0001 3 360.00 0.0200 367.20 0.0198 0.0181 3 410.00 0.0300 422.30 0.0296 0.0275 5 470.00 0.0600 498.20 0.0583 0.0559 6 500.00 0.1000 550.00 0.0953 0.0927 7 512.00 0.1500 588.80 0.1398 0.1370 8 512.00 0.2000 614.40 0.1823 0.1794
Fig. 4- Engineering and True Stress
Strain Curves for Web Plate
Fig. 5- Engineering and True Stress
Strain Curves for Flange Plate
VOL. 53 NO.1
2014 3
Fig. 1-Tested model dimensions (mm) (Hong 2007)
Table 1- Member Properties
Section
start (mm)
end (mm)
(mm)
inside (mm)
inside (mm)
outside
(mm)
outside
(mm) D1
D2 304.80
787.40
5.08 203.20
9.525 203.20
6.35 D2
D2 787.40
787.40
7.95 203.20
9.525 203.20
7.937 D3
D4 812.80
558.80
5.715
152.40
6.35 152.40
6.35 D4
D5 558.80
685.80
4.445
152.40
6.35 152.40
6.35 D5
D6 685.80
558.80
4.445
152.40
6.35 152.40
6.35 D6
D7 558.80
812.80
5.715
152.40
6.35 152.40
6.35 D8
D8 787.40
787.40
7.95 152.40
7.937 152.40
9.525 D8
D9 787.40
304.80
5.08 152.40
6.35 152.40
7.937
Fig. 2- Frame Loading (Hong 2007).
4- Example of Member Details (RF4) Properties of all sections of the tested frame are
given in table (1). All data for elements are written
from left to right (RF4 - RF3
RF2
RF1), i.e. start of element and end of element are written from left to right (D1 to D9). For example, member properties for (RF4) are shown in Fig. (3).
Fig. 3- Detail of Member RF4
5- STEEL MATERIAL PROPERTIES The properties of the materials used are shown
in Tables 2 and 3. The Nominal yield stresses ( y) for web and flanges are 395 MPa and 360 MPa, respectively. Engineering stress-strain and true stress strain curves, for web and flanges, are shown in Figs. (4 and 5). The data points shown on the nominal stress-strain curve will be used to determine the plastic data for web and flanges, respectively.
2 JL. EGYPTIAN SOCIETY OF ENGINEER
VERIFICATION OF NUMERICAL WITH EXPEREMENTAL
RESULTS FOR TAPERED STEEL FRAMES
Abbas. H, Salem. E. and Hamouda. A
ABSTRACT This paper presents a comparative study between experimental results available in literature
and a numerical analysis carried out by the authors dealing with the behavior of tapered steel frames. The effects of nonlinear stress-strain relationship, initial imperfections, and end-restraints (boundary conditions) are taken into consideration. ABAQUS is used for a nonlinear finite element model study. An experimental from literature test was used to verify the results obtained from ABAQUS.
Keywords: Tapered steel frames; Nonlinear analysis; Finite elements; Imperfections,
1- INTRODUCTION Steel building systems are widely used in
industrial building construction for economic causes. Tapered steel frames are used to optimize the cost of these buildings. This paper contains a detailed description of the frames tested by Hong (2007). Comparisons of the test results with analytical results are also provided. A full scale testing of tapered frames was used to provide experimental results for verification of the analytical model, and to examine the importance of nonlinear effects which should be added in further theoretical research.
2- FINITE ELEMENT MODEL The commercially general-purpose finite
element program [ABAQUS, 2001] was used in this study to model local buckling behavior of tapered steel frames. The purpose of these finite element simulations is to accurately predict both the strength and ductility of these frames as they are influenced by flange and web local buckling. A full scale tapered frame tested by Hong (2007) was used to calibrate the finite element model, as shown in Fig. (1). The web and flanges member properties are shown in Table (1). The failure mode of this frame was an interaction of local
flange instability, web local instability, and lateral instability. To accurately model these failure modes, the nonlinear geometry and nonlinear material capabilities of the [ABAQUS, 2001] program were used. The shell element used in the model is a general-purpose shell element, SR4, which can provide accurate solution for both thin and thick shell problems. In the formulation of these elements, the change in thickness as a function of in-plane deformation is also included. Four elements were used across the flange and eight elements across the web. The frame was restrained out of plane at the knee bracing locations shown in Figs. (1 and 2). Experimental full scales testing of tapered steel frames were performed by [Miller 2003, Jun Li 2002, and Hong 2007].
3-TESTED MODEL A steel building with a dimension of 115.3m2
(18.3mx6.3m) containing two frames tested by [Hong, 2007] was used to verify the finite element model. The span of the tested frame is 18.29m, the height of the frame columns is 6.096m and the roof slope was 1/24, more details can be found in [Jong-Kook Hong, 2007], as shown in Fig. (1).
JOURNAL OF THE EGYPTIAN SOCIETY OF ENGINEERS28 Ramsis St. Cairo ARE Tel: 25740488
VOL. 53 ISSUE No. 1 - 2014 ISSN 1110 - 1253
INSTRUCTIONS FOR AUTHORS OF ARTICLES
* Issued every six month - Contributors are invited to submit material for editorial consideration addressed to the Editor.
* The Journal publishes articles contributing to the advancement of engineering science and applications.
* Scientific articles are accepted after being evaluated by two professional judges and may be typewritten in Arabic or English and should start with abstracts in both languages.
* The Journal does not hold itself responsible for the opinions or the contents expressed by the authors.
* Authors' names should be given in full, in both languages, together with their academic titles and professional occupations
* Articles may not exceed eight pages. In this respect, mathematical derivations may be abbreviated and tables replaced by computer-devised curves. Three photocopies of the article are to be sent along with a compact disk (CD).
* Curves to be drawn on tracing paper, and to occupy half a page at most. Exceptionally, full-page curves or plates are admitted. Curves presented will be scaled down to these sizes. Figures and lettering on curves should not be less than 3 mm even after scaling down.
* References to be given at the end of each article and classified alphabetically according to author's name followed by the name of the journal or book and the date of issue.
YEARLY SUBSCRIPTION
Inland:
Engineers 40 L. E.
Non - Engineers 100 L. E.
Organizations 1000 L. E. Abroad:
Individuals 150 US $
Organizations 1000 US $
EDITORIAL BOARD
CHAIRMAN
Prof. Dr. M. El-Adawy Nassef
CHIEF EDITOR
Arch. Eng. Salah Hegab
TREASURER
Cons. Eng. Hassab El Naby Assal
MEMBERS
Prof. Dr. A. H. Hosny
Cons. Eng. M. S. Abdelkawi
Prof. Dr. Amr Ezzat Salama
Prof. Dr. Nabil El Husseiny Awad
Dr. Fayek Farid Faragallah
Prof. Dr. Mohsen Mashhour
Eng. Farouk Ali El Hakim
Cons. Eng. Mostafa Ramadan
Cover:
Suez Canal
