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ABSTRACT:The structural efficiency of tall buildings heavily depends on their stiffness and lateral resistance capacity. Among those structural systems for tall buildings, outriggers system is the most common one for buildings with a relatively regular floor plan. Research in outriggers system is relatively limited and usually focuses on the optimal locations/levels of outrigger only. However, the locations of the outriggers are usually dictated by the functional use of the tall buildings and outriggers are usually located in the less commercial valuable floors such as mechanical or refuge floors. Because of this limitation, the topology of outriggers becomes an important element in providing an optimum design. Furthermore, most engineers considered that the performance of buildings is a linear relationship with the stiffness and the critical load of the outriggers. Nevertheless, this is not always true if the ultimate design load condition is being considered. This paper starts with various topologies of outrigger which are commonly used in practice; studies their stability behaviour, compares their stiffness and finally their ultimate load capacity. Examples demonstrate that for some outriggers geometry arrangement or topologies which delivered maximum stiffness and critical loads do not always yield the highest ultimate load capacity even for same outrigger member sizes.

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Between October 2003 and July 2004, Arup, in a joint venture with the Dutch airport planners NACO and the architects Foster & Partners, designed the Terminal and Ground Transportation Centre needed for the 2008 Olympic games at Beijing Airport. Work commenced on site in March 2004 and ended almost four years later with the opening ceremony in February 2008. This was the team's third airport together, the forerunners being Stansted Airport, London, in the late 1980s and Chek Lap Kok Airport, Hong Kong, in the late 1990s. For each terminal the basic engineering diagram is similar.The design of airport terminals is predominantly influenced by functionality. Externally, they are constrained by the movements of land transportation systems on one side and aircraft on the other. Internally, large numbers of people and baggage must flow from entrances to departure gates or arrivals gates to exits. Both the non‐public areas, like the baggage‐handling facilities, and the public areas need column‐free spaces to provide maximum flexibility and unimpeded passenger flow.Forces in roofs and floors increase with the square of the span and result in large member sizes, but these must be limited because the overall height of airport facilities is restricted. Furthermore, a deep roof structure will impair the ability for natural light to pass through the roof into the building's interior. Both requirements can only be achieved with a carefully integrated design.Airport terminals are characterized by the fact that the climatic and other physical conditions for which they must be designed vary across the world. For example, whereas Chek Lap Kok had to withstand typhoon wind loads and is located in a subtropical climate, Beijing is in an active seismic zone and experiences large seasonal temperature fluctuations. However, they must be able to accommodate the same aeroplanes worldwide while exhibiting their own form with respect to geometry, modularity, repetition and the use of information technology in the design, analysis, specification and fabrication.Today, fabrication technology is changing rapidly thanks to the application of computerized analysis and fabrication methods in engineering. This in turn influences the structural concept and design. A manifestation of this is illustrated below.

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This paper simulated the non-linear sloshing effects under typical dynamic actions. The sloshing simulation is realized with the Arbitrary Lagrangian Euleria (ALE) formulation plus bi-phase hydrodynamic biomaterial liquid gas materials. The study first investigated two dimensional (2D) sloshing problems under harmonic excitations. Through calibration studies in standard rectangular tanks, the case study demonstrated reasonable agreement with numerical results published by other researchers. The study was then extended to more complicated three dimensional (3D) sloshing problems, with the fluid-structure interaction (FSI) considered. The simulation well reflected the sloshing behaviours in a steel tank subject to given seismic excitations and provided available prediction for structural performance. The obtained results show that the used method is helpful for seismic design of liquid tanks.