Probabilistic Seismic Hazard Analysis (PSHA) is a methodology that estimates the likelihood that various levels of earthquake-caused ground motion will be exceeded at a given location in a given future time period. Due to large uncertainties in all the geosciences data and in their modeling, multiple model interpretations are often possible. This leads to disagreement among experts, which in the past has led to disagreement on the selection of ground motion for design at a given site.
In order to review the present state-of-the-art and improve on the overall stability of the PSHA process, the U.S. Nuclear Regulatory Commission (NRC), the U.S. Department of Energy (DOE), and the Electric Power Research Institute (EPRI) co-sponsored a project to provide methodological guidance on how to perform a PSHA.
The project has been carried out by a seven-member Senior Seismic Hazard Analysis Committee (SSHAC) supported by a large number other experts.
The SSHAC reviewed past studies, including the Lawrence Livermore National Laboratory and the EPRI landmark PSHA studies of the 1980s and examined ways to improve on the present state-of-the-art.
The Committee's most important conclusion is that differences in PSHA results are due to procedural rather than technical differences. Thus, in addition to providing a detailed documentation on state-of-the-art elements of a PSHA, this report provides a series of procedural recommendations.
The role of experts is analyzed in detail. Two entities are formally definied—the Technical Integrator (TI) and the Technical Facilitator Integrator (TFI)—to account for the various levels of complexity in the technical issues and different levels of efforts needed in a given study.
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In the context of the NLA development, Airbus Industrie proposed the A380 program, an aircraft whose mission is to transport 555 Pax over 7920nm (A380-800). The aircraft sets the standard for new Code F airports (80m wing span, Landing Gear (L/G) Outer Wheel Span >14m) and will feature 20 or 22 Main Landing Gear wheels for MTOW ranging from 560t to 600t with development potential beyond 640t. The issue of pavement compatibility was considered to be fundamental to the programme, especially as the current ACN/PCN method, was shown to have reached its limit of reability with the unpredicted failures of pavements subject to 6 wheel bogie loads. The pavement designers from Airport and Airforce Bases Engineering Dept. (Direction Générale de l’Aviation Civile - Service Technique des Bases Aériennes DGAC-STBA), ICAO ACNSG European voting member, the pavement structure and materials experts (French Laboratory for Civil Engineering – Laboratoire Central des Ponts et Chaussées LCPC) and the European aircraft manufacturer AIRBUS INDUSTRIE felt the need for an ambitious research program aiming at defining more accurate pavement design methods.
AIRBUS INDUSTRIE set up in partnership with STBA and LCPC the experimental part of this research via the A380 Pavement Experimental Program to be able to bring in the pavement compatibility issue into the Landing gear (L/G) configuration selection decision process.
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Tokimatsu, K., S. Tamura, and H. Kojima, 1992,
Effects of multiple modes on Rayleigh wave dispersion characteristics:
Journal of Geotechnical Engineering, 118, 1529–1543.
Zhang S. X. and Chan L. S., 2003
Possible effects of misidentified mode number on Rayleigh wave inversion
Journal Applied Geophysics 53, 17– 29
Song X, Hanming G, Jiangping L and Xueqiang Z., 2007
Estimation of shallow subsurface shear-wave velocity by inverting fundamental and higher-mode Rayleigh waves
Soil Dynamics Earthquake Engineering, 27, 599–607
Ultimate Strength of Eccentric Welded Connection Subjet to Shear and Moment
Author: M. N. El-Atrouzy | Size: 1.71 MB | Format:PDF | Publisher: Concrad P. Heins -Civil Engineering for Practicing and Design Engineers- | Year: 1982 | pages: 117-121
The ultimate strength capacity of eccentric welded web bracket may be controlled by one of the following:
(1) Elastic buckling of the web bracket along the free diagonal edge if thickness of that web plate is too small. This was investigated theoretically and experimentally by Salmon (3, 4).
(2) Yielding along the free diagonal edge prior to buckling, at which redistribution of stress occurs. In this case plates would have considerable post buckling strength.
(3) Failure of welds due the combined action of shear and moment.
This paper deals with the las type of failure when it controls the ultimate strength of such connections.
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The 4th Edition has been rewritten and expanded. It represents a major revision and update of the 1996 publication.
The Recommendations detail the current state of practice in the application of permanent and temporary prestressed rock and soil anchors utilizing high strength prestressing steel, and provide practical guidance for design, installation and testing. These Recommendations supersede the 1996 Edition and include major revisions in the requirements for:
·Corrosion Protection ·Grouts and grouting activities ·The use of epoxy-coated strand Additionally, numerous changes have been made to further enhance the understanding of anchor technology
This manual represents the current state of practice in the application of permanent and temporary prestressed rock and soil anchors using high-strength prestressing steel. The recommendations provide practical guidance for the design, installation, and testing of grouted prestressed rock and soil anchors.
These recommendations supersede the 1996 edition and include major revisions in the requirements for:
–Corrosion protection;
–Grouts and grouting activities; and
–The use of epoxy-coated strand.
Additionally, numerous changes were made to further enhance the understanding of anchor technology.
This document is prepared by the PTI Committee for Prestressed Rock and Soil Anchors with input and review by the International Association of Foundation Drilling Anchored Earth Retention Committee.
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