A building that looks strong enough might possibly collapse due to the earthquake load. Earthquake resistant design is generally based on an analysis of elastic structures that are given a load factor to simulate ultimate conditions. When an earthquake occurs, the collapse behavior of a building structure is inelastic. Evaluations that can estimate the inelastic condition of buildings during an earthquake are analyzed using pushover analysis. Pushover analysis is the nonlinear static load of the structural collapse behavior of an earthquake, while the performance point is the magnitude of the maximum displacement of the structure during a earthquake. The inelastic structure analysis and evaluation method used computer application SAP 2000. Evaluation results of structural performance levels according to Applied Technology Council 40 (ATC-40) on the X and Y direction structure, the maximum total drift and total inelastic drift maximum values in the X and Y directions included in the Immediate Occupancy (IO) level category (maximum drift value of a building structure 0.00047 < 0.005).
The behavior of buildings during fires has recently become a significant issue. Analyzing structures at elevated temperatures is complex and challenging in structural engineering as engineers must take into consideration factors that may not be included at ambient temperatures, namely material and geometric non-linearity as well as time-temperature-varying strength. In this study, the finite element software ABAQUS was applied to model and simulate the behavior of structures in fire events. Steel beams and columns were modeled using two-node linear beam elements, while concrete slabs were discretized using shell elements. A series of verification analyses were conducted to ensure that the analysis produced an acceptable level of accuracy. Furthermore, an extensive sensitivity study was carried out to obtain the appropriate modeling parameters to be used in subsequent numerical analyses.
The bridge is a means of connecting roads which is disconnected by barriers of the river, valley, sea, road or railway. Classified by functionality, bridges can be divided into highway bridge and railroad bridge. This study discusses whether the use of I-girder with 210 m height can be used on highway bridges and railway bridges. A comparison is done on the analysis of bridge structure calculation of 50 m spans and loads used in both the function of the bridge. For highway bridge, loads are grouped into three, which are self weight girder, additional dead load and live load. The additional dead loads for highway bridge are plate, deck slab, asphalt, and the diaphragm, while for the live load is load D which consists of a Uniform Distributed Load (UDL) and Knife Edge Load (KEL) based on "Pembebanan Untuk Jembatan RSNI T-02-2005". The load grouping for railway bridge equals to highway bridge. The analysis on the railway bridges does not use asphalt, and is replaced with a load of ballast on the track and the additional dead load. Live load on the structure of the railway bridge is the load based on Rencana Muatan 1921 (RM.1921). From the calculation of the I-girder bridge spans 50 m and girder height 210 cm for railway bridge, the stress on the lower beam is over the limit stress allowed. These results identified that the I-girder height 210 cm at the railway bridge has not been able to resist the loads on the railway bridge.
Cable is the main element of cable-supported bridge, such as suspension bridge, cable stayed bridge and arch bridge. For the cable-stayed bridge, the cable receives the load from the bridge deck and transfer it to the pylon. As the ambient temperature change, the internal force in bridge element including stayed cable will change. This research investigate the ambient temperature effect to the tension force of stayed cable of cable-stayed bridge by comparing the result of finite element model analysis with the field measurement form electromagnetic sensor data. The finite element model of Merah Putih Cable-Stayed Bridge has been developed based on detailed engineering design data. The finite element model is validated using the natural frequency data from dynamic load test of the bridge. The ambient temperature and bridge elements temperature were measured for 24 hours. The finite element analysis were conducted based on field measurement data and the contribution of pylon and girder temperature to the cable tension forces variation was investigated. The output of finite element analysis then compared to the actual cable tension as measured by an electromagnetic sensor. It was found that the ambient temperature will affecting the magnitude of tension force at stay cable and the variation of cable tension has similar pattern of both from the finite element model and electromagnetic data. As the temperature of bridge element increases or decreases, the bridge will experience a deformation. Since the stay cable connected to the pylon at one side and to the girder at the other side, its will make the stay cable elongated or contracted which in turn will affecting the tension force at stay cable. When evaluating the bridge condition based on the tension force at stay cable, the effect of temperature variation need to be considered.
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