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A novel prefabricated segmental guardrail is proposed to facilitate connections between guardrails and between guardrails and bridge decks by casting ultrahigh-performance concrete (UHPC) joints in situ. Through finite element crash simulation analysis of three types of vehicles and crash tests of real vehicles, the prefabricated segmental guardrail with a UHPC connection was systematically evaluated in terms of its energy-absorbing capacity, vehicular acceleration, post-impact trajectory of the impacting vehicle, and behaviour of the guardrail upon impact. During the evaluation process, performance comparisons of the prefabricated segmental guardrails are made with the monolithic concrete guardrails. The results indicate that the performance of the prefabricated segmental guardrail with a UHPC connection was superior to that of the conventional concrete monolithic guardrails: it exhibited a higher level of crash performance, the occupants of the impacting vehicle were better protected, and the impacting vehicle exhibited better post-collision stability. Finally, the convenience of the prefabricated segmental guardrails with UHPC connections was proven in practical engineering applications. [ABSTRACT FROM AUTHOR]

Copyright of Tunnel Construction / Suidao Jianshe (Zhong-Yingwen Ban) is the property of Tunnel Construction Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The narrow-width steel box girder is an important type of steel–concrete composite bridge structure, which is usually composed of reinforced concrete wing plates, narrow steel boxes partially injected with concrete, and shear connectors that promote shear force transfer. The utilization of narrow-width steel box girders, augmented by partially filled concrete, embodies the synthesis of steel and concrete elements, fostering structural efficiency. Moreover, its attributes, including reduced structural weight, diminished vertical profile, enhanced load-bearing capacity, and augmented stiffness, have prompted its gradual integration into bridge engineering applications. In this study, the calculated values of shear strength under three current design codes were reviewed, and the shear failure phenomena and its determinants of narrow-width steel box–ultra-high-performance concrete (UHPC) composite beams under negative bending moment conditions were investigated, which were mainly determined by shear span ratio, concrete wing plate, UHPC steel fiber content, UHPC plate thickness, and transverse partition inside the box. Concurrently, this paper evaluates two innovative structural designs, including a double-narrow steel box girder and a three-narrow steel box girder. In addition, strategies to reduce crack formation under the negative bending moment of long-span continuous narrow and wide box girder abutments are discussed, and we show that this measure can effectively control the formation of cracks to support the negative bending moment zone. At the same time, the scope of the application of a narrow-width steel box girder composite bridge is reviewed, and the conclusion is that a narrow-width steel box girder is mainly used in small-radius flat-curved bridges or widened-ramp bridges with a span of 30 m or more in interworking areas and in the main line with a 60–100 m span in mountainous or urban areas. Finally, the research direction of the shear resistance of the UHPC–narrow steel box girder under negative bending moments is proposed. [ABSTRACT FROM AUTHOR]

Abstract A novel prefabricated segmental guardrail is proposed to facilitate connections between guardrails and between guardrails and bridge decks by casting ultrahigh-performance concrete (UHPC) joints in situ. Through finite element crash simulation analysis of three types of vehicles and crash tests of real vehicles, the prefabricated segmental guardrail with a UHPC connection was systematically evaluated in terms of its energy-absorbing capacity, vehicular acceleration, post-impact trajectory of the impacting vehicle, and behaviour of the guardrail upon impact. During the evaluation process, performance comparisons of the prefabricated segmental guardrails are made with the monolithic concrete guardrails. The results indicate that the performance of the prefabricated segmental guardrail with a UHPC connection was superior to that of the conventional concrete monolithic guardrails: it exhibited a higher level of crash performance, the occupants of the impacting vehicle were better protected, and the impacting vehicle exhibited better post-collision stability. Finally, the convenience of the prefabricated segmental guardrails with UHPC connections was proven in practical engineering applications.

Copyright of Guangdong Architecture Civil Engineering is the property of Guangdong Architecture Civil Engineering Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Construction Technology is the property of Railway Construction Technology Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In this study, the structural details of a hinge connection for steel girder segments were developed to improve the process of rapid and easy construction. In the connector developed in this study (referred to as the "speedBridge" hereafter), the compression load exerted on the upper flange is resisted by two bearing blocks in contact with each other, and the tensile force on the bottom flange is resisted by the hinge structure installed at the lower part of the steel girder. The structural behavior of the developed connection was investigated experimentally. It was shown that the developed connection details could develop an excellent connection plastic rotation of 5% rad without fracture. The test specimen developed initial stiffness in accordance with elementary beam theory for a supported beam. The maximum load reached 110% of the plastic moment of the beam. Finite element analysis was conducted to comprehend the load transfer path, and the results demonstrated that the hinge connection exhibited sufficient stiffness and strength, exceeding the bending capacity of the beam under tension without any signs of the failure modes considered in the design procedure. [ABSTRACT FROM AUTHOR]

For frame structure construction projects with external walls constructed using ALC lightweight partition boards, cement fiber boards, and curtain walls, the method of using a formwork support+fully enclosed external frame system for the main structure construction does not require the use of external frames, which has shortcomings such as high material and labor investment, low on-site construction efficiency, large space occupation, and high difficulty in safety management. The use of a new type of buckle type formwork support and cantilever protection integrated support system can solve this problem and achieve economical and practical rapid construction. Based on the application of this system in the Jiulongshan Industrial Park Project (Phase III) in Shenzhen, this article analyzes the construction advantages and disadvantages of the integrated support system, proposes optimization suggestions, and preliminarily explores the key technologies and application prospects of the cantilever protection frame of the integrated support system. [ABSTRACT FROM AUTHOR]

Copyright of Guangdong Architecture Civil Engineering is the property of Guangdong Architecture Civil Engineering Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The narrow-width steel box girder is an important type of steel–concrete composite bridge structure, which is usually composed of reinforced concrete wing plates, narrow steel boxes partially injected with concrete, and shear connectors that promote shear force transfer. The utilization of narrow-width steel box girders, augmented by partially filled concrete, embodies the synthesis of steel and concrete elements, fostering structural efficiency. Moreover, its attributes, including reduced structural weight, diminished vertical profile, enhanced load-bearing capacity, and augmented stiffness, have prompted its gradual integration into bridge engineering applications. In this study, the calculated values of shear strength under three current design codes were reviewed, and the shear failure phenomena and its determinants of narrow-width steel box–ultra-high-performance concrete (UHPC) composite beams under negative bending moment conditions were investigated, which were mainly determined by shear span ratio, concrete wing plate, UHPC steel fiber content, UHPC plate thickness, and transverse partition inside the box. Concurrently, this paper evaluates two innovative structural designs, including a double-narrow steel box girder and a three-narrow steel box girder. In addition, strategies to reduce crack formation under the negative bending moment of long-span continuous narrow and wide box girder abutments are discussed, and we show that this measure can effectively control the formation of cracks to support the negative bending moment zone. At the same time, the scope of the application of a narrow-width steel box girder composite bridge is reviewed, and the conclusion is that a narrow-width steel box girder is mainly used in small-radius flat-curved bridges or widened-ramp bridges with a span of 30 m or more in interworking areas and in the main line with a 60–100 m span in mountainous or urban areas. Finally, the research direction of the shear resistance of the UHPC–narrow steel box girder under negative bending moments is proposed.

In this study, the structural details of a hinge connection for steel girder segments were developed to improve the process of rapid and easy construction. In the connector developed in this study (referred to as the “speedBridge” hereafter), the compression load exerted on the upper flange is resisted by two bearing blocks in contact with each other, and the tensile force on the bottom flange is resisted by the hinge structure installed at the lower part of the steel girder. The structural behavior of the developed connection was investigated experimentally. It was shown that the developed connection details could develop an excellent connection plastic rotation of 5% rad without fracture. The test specimen developed initial stiffness in accordance with elementary beam theory for a supported beam. The maximum load reached 110% of the plastic moment of the beam. Finite element analysis was conducted to comprehend the load transfer path, and the results demonstrated that the hinge connection exhibited sufficient stiffness and strength, exceeding the bending capacity of the beam under tension without any signs of the failure modes considered in the design procedure.

Copyright of Railway Construction Technology is the property of Railway Construction Technology Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Conventional hot mix asphalt overlaying on trench infrastructure typically necessitates extended cooling times for further works and can have adverse effects on buried components, such as electricity cables and hot water pipes. Therefore, this research aims to investigate the use of warm guss mastic asphalt (at an installation temperature of 160 °C) as an overlaying material for mini-trenches, which can reduce the cooling time required for traffic opening and improve the efficiency of the construction process. This research involved two stages: first, lab testing and related research results were used to generate the thermal conductivity and specific heat necessary for simulation work. Second, a finite element model analysis was conducted to evaluate the thermal transmission of the overlaying surface and the buried conduit based on the summer pavement temperature distribution through the Korean Pavement Research Program. Afterward, the field test bed was constructed to verify the simulation. The results indicate that the optimal thickness of the overlaying material and the concrete covering should be designed to ensure thermal durability and meet traffic opening requirements. The overlaying depth of the mini trench using warm mix guss mastic asphalt should be less than 100 mm to meet with the traffic opening time, while the thickness of the concrete covering should be designed to be more than 100 mm to ensure thermal durability. Additionally, the findings suggest that the application of warm guss asphalt could reduce the opening time by 30 min to 1 h and 25 min compared to conventional hot guss asphalt materials. When the pavement surface temperature for the traffic opening is controlled at 50 °C, the asphalt mixture requires at least 2 h to 5 h to meet the cooling criteria for traffic opening, respectively. Overall, this research confirms the potential benefits and optimal use of warm guss mastic asphalt in the construction process of mini-trenches. [ABSTRACT FROM AUTHOR]

As a temporary means of water transportation, floating bridges play an important role in the military and other fields. However, traditional floating bridges have limitations such as large size, heavy weight, and slow construction time. In this paper, we propose a rigid-flexible composite folding floating bridge. The main structure of the floating bridge consists of three layers: the bridge deck, airbag, and water bag. The floating bridge units are connected by flexible connectors to allow for pre-connection and folding of the bridge, reducing storage and transportation space, and improving construction efficiency. The proposed floating bridge also has a complete engineering application design and has been checked for safety and reliability (including the strength, buoyancy, and bearing capacity of the connections). We used AQWA software to simulate and analyze the anchorage scheme of the floating bridge and its response to wave loads and conducted a ballast test on a floating bridge model to verify its feasibility as a main bearing body. The results show that the floating bridge we designed has the advantages of being lightweight, having fewer consumables, having a small storage and transportation space, and being able to be constructed quickly. [ABSTRACT FROM AUTHOR]

Freshly paved asphalt must be sufficiently warm before it can be trafficked to prevent premature failure. In countries with high air ambient temperature, the newly laid asphalt temperatures reduce slowly; thus, it requires lengthy periods to reach the opening-to-traffic asphalt temperature. Some contractors practice spraying water onto the freshly paved asphalt to accelerate the cooling time, so the new sections can be quickly opened to traffic. However, no particular research has been performed regarding this practice. This study aims to investigate the effectiveness of spray water cooling and examine the potential detrimental effects on the asphalt material properties. For this purpose, laboratory temperature measurements and heat transfer analyses of natural cooling and water spray cooling were performed. In addition, Cantabro and indirect tensile strength (IDT) testing were carried outto investigate the possible drawbacks of water. The results indicate the water spray application onto newly laid asphalt pavement does not necessarily adversely affect the asphalt durability (resistance to cohesion loss) and or the moisture damage of asphalt pavement. However, it is likely to be of limited value in accelerating the cooling of overlays, except when they are relatively thin. [ABSTRACT FROM AUTHOR]

The reverse genetics system of the Newcastle disease virus (NDV) has provided investigators with a powerful approach to understand viral molecular biology and vaccine development. It has been impressively improved with modified strategies since its first report, but it still poses some challenges. Most noteworthy, the genome complexity and length made full-length error-free cDNA assembly the most challenging and time-consuming step of NDV rescue. In the present study, we report a rapid full-length NDV genome construction with only a two-step ligation-independent cloning (LIC) strategy, which could be applied to distinct genotypes. In this approach, the genome of NDV was divided into two segments, and the cDNA clones were generated by RT-PCR followed by LIC. Subsequently, the infectious NDVs were rescued by co-transfection of the full-length cDNA clones and supporting plasmids expressing the NP, P, and L proteins of NDV in BHK-21 cells. Compared with the conventional cloning approaches, the two-step cloning method drastically reduced the number of cloning steps and saved researchers a substantial amount of time for constructing NDV infectious clones, thus enabling a rapid rescue of different genotypes of NDVs in a matter of weeks. Therefore, this two-step LIC cloning strategy may have an application to the rapid development of NDV-vectored vaccines against emerging animal diseases and the generation of different genotypes of recombinant NDVs for cancer therapy.

Conventional mortar cemented anchors cannot meet the needs for landslide emergency management, as they can withstand loads only after mortar curing for 14–28 days. This study developed a multi-segment expanded anchor (MSEA) that expands using a sliding mechanism and rapidly bears loads using multiple load-bearing bodies by the frictional drag along the perforated wall, and the reaction force of the underreams' platforms. Field tensile tests without grouting and the secondary tensile tests of six MSEAs, each with a length of 23 m, were carried out. The field tests show that the installed load-bearing bodies expanded steadily when the MSEAs were tensioned without grouting. In hard sandstones, the initial tensile force of each load-bearing body exceeded its design value of 150 kN, and the initial bearing capacity of each MSEA was greater than 300 kN, which exceeded the bearing capacity of the existing anchors regardless of grouting. The secondary tensile tests of the MSEAs were conducted after they were grouted for three days, and their lock-off load was greater than their design value of 600 kN. Based on the elastic mechanics and the stress process of the MSEAs, this study derived the theoretical equations of the ultimate bearing capacity of the MSEAs without grouting. The results calculated using the theoretical equations were roughly consistent with the field test results of the ultimate bearing capacity. [ABSTRACT FROM AUTHOR]

Copyright of Architectural Journal / Jian Zhu Xue Bao is the property of Architectural Journal Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Newly laid asphalt must be adequately cool before it can be trafficked to prevent the development of costly premature damage. Selecting an appropriate traffic-opening temperature of newly laid asphalt airport runway overlay would avoid early damage – while also minimising the disruption to the airport service due to prolonged runway closure in a busy airport. This study aims to investigate the allowable traffic-opening temperature of freshly paved asphalt during nighttime construction through a series of laboratory tests with regard to asphalt rutting and interface shear failure potential. Additionally, a transient heat transfer model is developed to study the cooling response of freshly laid asphalt and, along with stress analysis, used to deduce the effect of selected critical traffic opening to traffic on airport closure. The results suggest that mixtures with polymer-modified bitumen (PMB) can be re-opened to air traffic at a considerably higher temperature (up to 80°C) than conventional traffic-opening temperature as set by many agencies (60°C). This result encourages airport authorities and agencies to be more adaptive with the traffic-opening temperature specification, particularly for asphalt with PMBs. For the cases studied, raising the critical trafficking temperature would reduce the runway/airport closure during nighttime construction by 17–114 minutes (26–63% reductions). [ABSTRACT FROM AUTHOR]

As a temporary means of water transportation, floating bridges play an important role in the military and other fields. However, traditional floating bridges have limitations such as large size, heavy weight, and slow construction time. In this paper, we propose a rigid-flexible composite folding floating bridge. The main structure of the floating bridge consists of three layers: the bridge deck, airbag, and water bag. The floating bridge units are connected by flexible connectors to allow for pre-connection and folding of the bridge, reducing storage and transportation space, and improving construction efficiency. The proposed floating bridge also has a complete engineering application design and has been checked for safety and reliability (including the strength, buoyancy, and bearing capacity of the connections). We used AQWA software to simulate and analyze the anchorage scheme of the floating bridge and its response to wave loads and conducted a ballast test on a floating bridge model to verify its feasibility as a main bearing body. The results show that the floating bridge we designed has the advantages of being lightweight, having fewer consumables, having a small storage and transportation space, and being able to be constructed quickly.

Conventional hot mix asphalt overlaying on trench infrastructure typically necessitates extended cooling times for further works and can have adverse effects on buried components, such as electricity cables and hot water pipes. Therefore, this research aims to investigate the use of warm guss mastic asphalt (at an installation temperature of 160 °C) as an overlaying material for mini-trenches, which can reduce the cooling time required for traffic opening and improve the efficiency of the construction process. This research involved two stages: first, lab testing and related research results were used to generate the thermal conductivity and specific heat necessary for simulation work. Second, a finite element model analysis was conducted to evaluate the thermal transmission of the overlaying surface and the buried conduit based on the summer pavement temperature distribution through the Korean Pavement Research Program. Afterward, the field test bed was constructed to verify the simulation. The results indicate that the optimal thickness of the overlaying material and the concrete covering should be designed to ensure thermal durability and meet traffic opening requirements. The overlaying depth of the mini trench using warm mix guss mastic asphalt should be less than 100 mm to meet with the traffic opening time, while the thickness of the concrete covering should be designed to be more than 100 mm to ensure thermal durability. Additionally, the findings suggest that the application of warm guss asphalt could reduce the opening time by 30 min to 1 h and 25 min compared to conventional hot guss asphalt materials. When the pavement surface temperature for the traffic opening is controlled at 50 °C, the asphalt mixture requires at least 2 h to 5 h to meet the cooling criteria for traffic opening, respectively. Overall, this research confirms the potential benefits and optimal use of warm guss mastic asphalt in the construction process of mini-trenches.

Copyright of Journal of Southeast University / Dongnan Daxue Xuebao is the property of Journal of Southeast University Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The results achieved by the VNIIG in the field of concrete technology and concreting are briefly described. Some latest developments and experience of their application in various sectors of construction are described. [ABSTRACT FROM AUTHOR]

Copyright of Tunnel Construction / Suidao Jianshe (Zhong-Yingwen Ban) is the property of Tunnel Construction Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Conventional mortar cemented anchors cannot meet the needs for landslide emergency management, as they can withstand loads only after mortar curing for 14–28 days. This study developed a multi-segment expanded anchor (MSEA) that expands using a sliding mechanism and rapidly bears loads using multiple load-bearing bodies by the frictional drag along the perforated wall, and the reaction force of the underreams’ platforms. Field tensile tests without grouting and the secondary tensile tests of six MSEAs, each with a length of 23 m, were carried out. The field tests show that the installed load-bearing bodies expanded steadily when the MSEAs were tensioned without grouting. In hard sandstones, the initial tensile force of each load-bearing body exceeded its design value of 150 kN, and the initial bearing capacity of each MSEA was greater than 300 kN, which exceeded the bearing capacity of the existing anchors regardless of grouting. The secondary tensile tests of the MSEAs were conducted after they were grouted for three days, and their lock-off load was greater than their design value of 600 kN. Based on the elastic mechanics and the stress process of the MSEAs, this study derived the theoretical equations of the ultimate bearing capacity of the MSEAs without grouting. The results calculated using the theoretical equations were roughly consistent with the field test results of the ultimate bearing capacity.

In view of technical requirements for rapid construction of concrete in marine environment, an experimental study on the performance of concrete for rapid construction of offshore engineering was carried. The workability, strength and durability of concrete were tested by using ordinary portland cement, high iron sulphoaluminate cement, high aluminum sulphoaluminate cement, high strength sulphoaluminate cement and additives. Experimental results show that sulphoaluminate cement has higher early strength than ordinary portland cement and high aluminum sulphoaluminate cement concrete has good workability, strength and durability. Its electric flux and diffusion coefficient are small and the durability of chloride resistance is better than that of high iron sulphoaluminate cement and high strength sulphoaluminate. High aluminum sulphoaluminate cement has high resistance to chloride attack and it can meet the requirements of high durability and rapid construction in the marine environment. [ABSTRACT FROM AUTHOR]

An experiment on high‐strain hardening ultra‐high‐performance concrete (UHPC) stitching joints was conducted based on the bridge‐stitching project of Jiyang viaduct, Shanghai. In this experiment, asymmetrical loading was used to simulate the bridge differential settlement caused by soil settlement. The experimental results showed that the entire process could be divided into three stages: elastic stage, cracks developing stage, and failure stage. During these stages, cracks appeared at the bottom of the UHPC slab. Then, many microcracks appeared at the side of the UHPC slab. These microcracks appeared in the form of microcrack clusters, and the width of these cracks increased slowly. It indicated that UHPC had good crack‐control ability. Finally, the main crack appeared at the bottom of the UHPC slab, and the transverse reinforcements yielded. It indicated that the reinforcement layout met the requirements of the failure mode of the specimen. For further analysis, the finite‐element model (FEM) was established. And the results showed that the bending resistance of the joints could be effectively enhanced by increasing the free length of the joint or reducing the thickness of the joint. Based on this experiment and analysis, a nonconnected joint form between slabs and girders was put forward. And the detailed reinforcement scheme of this nonconnected joint form was given. This reinforcement scheme could serve as a reference for similar projects. [ABSTRACT FROM AUTHOR]

The concrete structure for liquefied natural gas (LNG) storage tanks is relatively simple but has a complicated construction procedure and takes a long time to construct. Also, because the inner tank cannot be constructed until the outer tank is finished, there are limitations to the current construction method in reducing the construction time. Therefore, a rapid method for LNG storage tank construction using precast concrete panels is proposed in this study to help shorten the construction time and improve quality control. The proposed method involves a change in the construction procedure. The precast concrete panels are used as the outer permanent form, and the wall liner is used as the inner permanent form for the outer tank wall. This is a new construction process that does not require installing and dismantling temporary forms. As a result, the inner and outer tanks can be simultaneously constructed once the self-standing wall liner is completed. [ABSTRACT FROM AUTHOR]

Asynchronous construction is a new construction method for composite girder bridges with corrugated steel webs. This new construction technology has multiple advantages over conventional cantilever construction technology, including a simple basket structure, low steel consumption, high material utilization, short construction period and superior stability. Herein, a 1:1 full-scale corrugated steel web model test is designed based on the Fenghua River Bridge, which is the longest span composite girder bridge with corrugated steel webs in China. This test analyzes the shear stress distribution of corrugated steel webs under the most unfavorable stress conditions and the ultimate bearing capacity of single corrugated steel webs under the most unfavorable load conditions during asynchronous construction. The deformation and stress conditions are measured to identify critical stress areas during construction. Additionally, the safety of each area during construction is verified to provide guidance for asynchronous construction plans for the same type of bridge structures. • A 1:1 full-scale test of a composite bridge with corrugated steel webs during asynchronous construction was performed. • The vertical deflection difference between adjacent sections should be considered to control the linear of the main girder. • A temporary horizontal support should be added to the corrugated steel webs to prevent the lateral deformation of the web. • The corrugated steel webs have sufficient safety factor during asynchronous construction. • The flange steel plates under loading points should be reinforced To prevent buckling. [ABSTRACT FROM AUTHOR]

Highlights • Fe@ Zeolite Imidazolate Framework-67 (Fe@ZIF-67) is prepared by a extremely simple method in aqueous solution. • The Fe@ZIF-67 is efficient adsorbent for removal of uranyl ions. • The Fe@ZIF-67 exhibites good performance at ambient temperature and acid aqueous. • The Fe@ZIF-67 can be rapid separated from aqueous solution by magnetic separation. • The Fe@ZIF-67 has potential applicability in the adsorption of uranyl ions from water. Abstract The novel Fe@ZIF-67 was utilized as a promising adsorbent for the adsorption and separation of U(VI) ions from aqueous solutions for the first time. The material performed potential adsorption capacity of 292.2 mg g−1 and an outstanding selectivity on U(VI) at pH = 4.5. Furthermore, the adsorption performance of this new adsorbent agreed well with the Langmuir, Freundlich isotherm and pseudo-first-order kinetic model. Given the advantages of this adsorbent such as high adsorption capacity, selectivity, and environment-friendly, it may be an outstanding candidate for the adsorption of U(VI) ions for practical application. Graphical abstract Image, graphical abstract [ABSTRACT FROM AUTHOR]

Prefabrication is a manufacturing process conducted at a specialized facility, in which various materials are joined to form a component part of the final installation. Prefabrication techniques have been progressively adopted in the construction industry in various countries. The demand was at its peak in the early 1970s in Eastern and Western Europe for the construction of new towns. Worldwide, the highest precast levels in 1996 were located in Denmark (43%), the Netherlands (40%), Sweden and Germany (31%). In Asia, the precast levels in Japan and Singapore were about 15% and 8%, respectively, recently, the use of prefabrication is further encouraged to increase productivity and build ability. In Syria too, the first residential project in Damascus: the establishment of 2400 housing units in the year (77-80). Except that the rate of construction pre-cast in Syria is still not exceed 2% of Building of reinforced concrete. In order to participate in the reconstruction of Syria, after the destruction and devastation caused by the war over four years, this search evaluates successful international experiences in rapid construction technique, and modeled system that could serve the current Syrian reality. Introduction of this technology as a new method in the world of construction in Syria requires a good base, relying on the availability of the necessary raw materials and nearness of work site, as well as the need to replace old technology into modern technology, and analyzing the economic, social, environmental criteria, to make the decision about the best solution. Cost and time will form the most important indicators that will be analyzed and calculated, before the final model mode, in order to be able to use this system later in Syrian construction companies.

Digital manufacturing has transformed many industries but has had only a limited impact in the construction sector. To capitalize on advanced manufacturing techniques, this paper introduces a radically new connection approach for gravity structural steel frames. The proposed intermeshed steel connection (ISC) exploits robotic abilities to cut structural steel member ends precisely to accelerate deployment and offer better disassembly options over existing approaches. Forces are transferred through common bearing surfaces at multiple contact points, and connections can be secured by small locking pieces. This paper introduces the geometry, manufacturing, and initial analysis and test results of the connection. The paper demonstrates the ability of the connection to (1) be manufactured within current industrial tolerances, (2) be erected and disassembled, and (3) perform at expected design levels.

Transverse block of a steel box girder viaduct can decrease the shear connection between the upper part and the lower part. As a consequence, deflection and deflection difference between blocks are significant, and the performance of weld seams and finished viaduct can be affected. To decrease the deflection of steel box blocks with an open section after transverse discretization, a piecewise uniform arrangement of temporary shear braces is proposed on condition that the total shear stiffness of the shear braces remains unchanged. First, the formulas for slip, axial force and deflection with a piecewise uniform arrangement of temporary shear braces are given, and the accuracy is verified by comparing the results with finite element method. The proposed formulas are applied to two field studies and the results show good agreement with measured data. Finally, the optimal arrangement of temporary shear braces was explored by the sequential quadratic programming optimization method. The deflection and the deflection difference at welding position are reduced significantly after bracing, and the optimal shear braces arrangement is to arrange the braces more at the ends of the blocks. [ABSTRACT FROM AUTHOR]

Copyright of Tunnel Construction / Suidao Jianshe (Zhong-Yingwen Ban) is the property of Tunnel Construction Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)