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In roof systems, a high strength steel profiled sheeting fastened to high strength steel cold-formed purlins of a lipped C- or Z-section is commonly used throughout the world. The design of such systems is performed according to the provisions of the limit states Australia/New Zealand Standard for Cold-Formed Steel Structures in Australia and the North American Specification for the Design of Cold-Formed Steel Structural Members in the United States. In both standards, which include the newly developed direct strength method of design (DSM), the method presented is limited to pure compression and pure bending. The situations of pure shear and combined bending and shear as occurs in a continuous purlin system are not considered. In order to extend the DSM to purlin systems, three different test series on high strength cold-formed C-section purlins have been performed at the University of Sydney. The test series include predominantly shear, combined bending and shear, and bending only test series. Two different section depths and three different thicknesses of the lipped channel section were tested in this study. Further, tests with and without torsion/distortion restraint straps screwed on the top flanges adjacent to the loading points were also considered. This paper summarizes the test results and formulas developed from the effective width method and the DSM. Proposals for design are included in this paper. Comparisons with the Australian Steel Structures Standard are also included to take account of the tension field action. [ABSTRACT FROM AUTHOR]

This paper reports the results of a chip seal research project in Texas where the researchers are using both quantitative and qualitative means to evaluate chip seal performance on rural roads. The team is making specific use of the Transit New Zealand (TNZ) T/3 “sand circle” test to measure the change in average texture depth over time and applying those measurements to the TNZ P/17 performance specification for allowable surface texture deterioration over the first year of chip seal performance. The results demonstrate the value of quantitatively characterizing the preseal surface condition as a benchmark against which to compare new chip seal performance. Those roads that had poor preseal surface conditions as exhibited by low macrotexture as measured by the T/3 sand circle test showed early loss of macrotexture and premature flushing after a new seal had been applied and failed the specified P/17 1-year texture loss performance criteria. Thus, the paper concludes that not only is having a quantitative metric essential to be able to accurately assess the performance of new seals but also that the use of the TNZ T/3 sand circle test furnishes an easy, cost-effective means to quantitatively characterize preseal surface texture. [ABSTRACT FROM AUTHOR]

The paper traces the development of the law relating to liquidated damages in Australia, New Zealand, England, and Singapore. The examination reveals that there is little difference because the courts in each jurisdiction have drawn on common precedents. The paper canvasses the distinction between a genuine pre-estimate of the likely damage and a penalty. Where a party has sought to guarantee compliance with a contract by use of a liquidated damages provision that coerces his or her contractual partner, there is a potential for the clause to be held to be void as a penalty. However, there is a developing reluctance on the part of the courts to interfere with the bargain made by the parties. The use of liquidated damages clauses adds to the predictability of the outcomes of construction contracts. The consequences of a liquidated damages provision being held to be void are discussed. The work concludes with an examination of situations where a party can elect to claim the damages assessed by common law principles in lieu of liquidated damages. [ABSTRACT FROM AUTHOR]

The ability to sustain and consistently drive integration practice is vital for alliance teams as it promotes a collaborative culture and the continuity of equitable relationships to improve project performance. An alliance team integration performance index (ATIPI) has been previously developed based on seven weighted key indicators for alliance projects as follows: team leadership; trust and respect; a single team focus on project objectives and key results areas; collective understanding; commitment from project alliance board; creation of single and collocated alliance team; and free-flow communication. The ATIPI provides a point of reference for alliance teams to monitor, measure, and improve the performance of their integration practice. Given that the ATIPI is still at a conceptual stage, an appropriate measure, preferably objective, needs to be established. Consequently, the main objective of this paper is to identify quantitative measures for each key indicator to provide an objective assessment based on quantitative evidence. Initially, structured face-to-face interviews with five alliance practitioners were conducted to recommend the appropriate quantitative measures. Then, two successive rounds of a Delphi questionnaire survey with 17 experts were conducted to rate the measures recommended by the initial group of five interviewees. Finally, a set of quantitative measures was recommended based on their levels of importance, measurability, and obtainability, to assess each of the seven weighted key indicators. The identified quantitative measures provide an enhancement to the existing ATIPI model in terms of the objective quantification of the key indicators. This will also help fill a knowledge gap by strengthening researchers' and academics' understanding and existing knowledge on measuring team integration. [ABSTRACT FROM AUTHOR]

The performance of road bridges undergoing liquefaction in the foundation soils and substantial lateral spreading during the 2010-2011 Christchurch earthquakes is discussed in this paper. Three, well-documented case studies are presented in detail to illustrate the performance of bridges and their typical damage associated with lateral spreading. The short-span bridges on pile foundations have a very stiff superstructure (deck), which was a key factor in the seismic response of the bridges. It led to a characteristic deformation mechanism for all bridges involving lateral spreading-deck pinning-abutment backrotation with consequent damage to the abutment piles and slumping of the approaches. Overall, road bridges performed relatively well in the 2010-2011 earthquakes compared to other engineering structures, despite the high seismic demands including substantial liquefaction and large kinematic and inertial loads due to spreading and strong ground shaking, respectively. [ABSTRACT FROM AUTHOR]

Sediment discharge from erosion, urban runoff, and construction can cause environmental degradation. Governments try to regulate sediment, but the regulatory approach is costly to land owners. In principle, a market-based system could reduce costs, but the associated transaction costs are far too high, because market participants must find trading partners, negotiate, and seek government approval. This paper proposes a smart market design with an associated market clearing model for sediment discharge. Market participants offer and bid for tradable discharge allowances to a central auctioneer. The allowances correspond to kilograms of sediment discharge per year, as estimated by an erosion model. The auctioneer then uses a linear program to price and allocate sediment allowances in a given catchment. Participants do not trade bilaterally, but rather through a central pool, reducing transaction costs. The market design uses the relevant hydrological data, quantifies environmental effects explicitly, and gives price signals based on the environmental features. Additionally, the initial rights could be scaled back or up when catchment is over-allocated or under-allocated to keep a market operating with revenue neutrality. The smart market is simulated for two catchments in Auckland, New Zealand. [ABSTRACT FROM AUTHOR]

The course of settlement, development, and economies within nations has long been deeply affected by the availability of water. In a New Zealand context, Maori (the indigenous people) cannot divorce themselves from the challenges associated with setting environmental flows and allocating water. In the last two decades, Maori have become more vocal in seeking greater recognition of their cultural beliefs, values, and practices. Maori, however, face the challenge of conveying to decision makers how environmental flows affect their cultural interests. This paper introduces a cultural flow preference study, which is a tool that has been developed for Maori to assess their opportunities to engage in a range of cultural experiences in a catchment under differing stream flows. The process was applied in the Kakaunui River and enabled Maori to identify their flow preferences, together with the dependencies of a number of cultural values and uses on specific flows at a particular time of year. The results suggested that the current flow regime, which only prescribes a minimum flow, is unsatisfactory. A number of flow-related issues that can only be investigated as part of a collaborative investigation involving biophysical scientists and Maori were identified. [ABSTRACT FROM AUTHOR]

Recently ways of assessing the need for and providing for improved passing opportunities on rural two-lane (single-carriageway) highways has been investigated in New Zealand. This paper focuses on studies of the performance of slow-vehicle bays (SVBs), also known as “turnouts.” Field surveys at eight sites identified the effect of different features on SVB usage and on reduction in following. Higher levels of SVB use than reported overseas were observed; however, this use appears to be very dependent on the location and design of each site. The SVBs’ effects on vehicle following was generally not substantial, although the short-term benefits probably reduce driver frustration. Minimum desirable lengths for SVBs were also reviewed, and it was found that the current New Zealand guidelines for SVB lengths may be inappropriate, given the number of merged area conflicts and multivehicle queues SVBs create on the roads. From these findings, project evaluation methods were developed using simplified analytical procedures and a simulation modeling package. [ABSTRACT FROM AUTHOR]