Indoor air quality is important to the health and comfort of building occupants. There are many sources of pollutants that can be found in the building. One of the sources of pollutants is fungus. Fungi are present almost everywhere in indoor and outdoor environments. Building materials supporting fungal growth must be remediated as rapidly as possible in order to ensure a healthy environment. The goal of this study is to compare the growth of indoor fungal by using three different antifungals such as potassium sorbate, zinc salicylate and calcium benzoate. The indoor fungi were isolated from selected room at Faculty of Civil and Environmental Engineering (FKAAS). The objective is to enumerate the growth of indoor fungal after incorporate with antifungal at different types of wall finishes and evaluate its efficiency. This research was done on three main substrates which are wood, plasterboard and concrete. These main materials were each coated with four types of coating which are thin wallpaper, thick wallpaper, glycerol based paint and acrylic paint. The growth rate was monitored as all the materials was applied with the antifungal. The antifungal has reduced the growth rate of the fungus but depending on the type of material and coating that is used. Results shows that for wood substrate, the best antifungal treatment is a mix of thick wallpaper and calcium benzoate, where the growth stops at 53% (CB 53% < PS 87% < ZS 90% < CTRL 93%). As for plasterboard substrate, thin wallpaper and potassium sorbate hinders the growth at 40% (PS 40% < ZS 73% < CB 80% < CTRL 97%) whereas for concrete substrate, acrylic paint and glycerol based paint incorporated with calcium benzoate renders the growth of fungi to stop at 0% throughout the test (Acrylic Paint = CB 0% < ZS 7% < PS 7% < CTRL 33%) and (Glycerol Based Paint = CB 0% < PS 70% < ZS 73% < CTRL 87%). Thus, the best building material would be concrete with the application of calcium benzoate for paint type of wall finishing’s

Subramaniam, Menega

English

Dewasa ini pre stasi pelaj ar sering diperkatakan dalam dunia pendidikan.

Pembangunan modul ini bertujuan mengkaji sarna ada rekabentuk set modul yang

dibangunkan bersesuaian dengan proses P&P bagi pelajar Diploma Akauntansi, bersifat

kebolehlaksanaan ''feasible'', bersifat mesra pengguna dan memenuhi kehendak pelajar

dalam proses pengaj aran dan pembelaj aran. Seramai 94 orang pelaj ar di dua buah

Politeknik telah dipilih sebagai responden kajian. Borang soal selidik digunakan sebagai

instrumen kajian untuk memenuhi objektif dan menjawab persoalan kajian ini. Soal

selidik terdiri daripada dua bahagian iaitu bahagian A soalan yang menggunakan skala

Likert dan bahagian B yang terdiri daripada item soalan terbuka. Peratusan dan skor

min (purata skor) digunakan untuk menjawab persoalan kajian. Dapatan kajian

menunjukkan responden bersetuju bahawa rekabentuk modul yang telah dihasilkan

bersesuaian dengan proses pengajaran dan pembelajaran bagi pelajar Diploma

Akauntansi. Responden juga bersetuju mengenai sifat kebolehlaksanaan dan mesra

pengguna modul yang dibangunkan dalam proses pengajaran dan pembelajaran. Modul

yang dibangunkanjuga telah memenuhi kehendak pelajar dalam proses pengajaran dan

pembelajaran. Oleh yang demikian, diharapkan modul bagi kesemua topik dalam subjek

Pencukaian Malaysia 1 dibangunakan pada masa hadapa

Md Osman, Siti Zuraidah

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Pembangunan modul subjek pencukaian Malaysia 1 (P 419) bagi pelajar Diploma Akauntasi di politeknik

PERPUSTAKAAN UTHM *30000002103646* NONLINEAR FINITE ELEMENT ANALYSIS OF INTEGRAL BRIDGE INCLUDING FOUNDATION SOIL INTERACTION (WINKLER ANALOGY) By MOHAMMAD SOFFI BIN MD. NOH GS 15733 A Project Report Submitted in Partial Fulfillment Of the Requirements for the Degree of Master of Science in Structural Engineering and Construction In the Faculty of Engineering University Putra Malaysia 2006 APPROVAL SHEET This project attached here, entitled " NONLINEAR FINITE ELEMENT ANALYSIS OF INTEGRAL BRIDGE INCLUDING FOUNDATION SOIL INTERACTION ( WINKLER ANALOGY ) " prepared and submitted by MOHAMMAD SOFFI BIN MD. NOH ( GS 15733 ) in partial fulfillment of the requirements for the Degree in Master of Science in Structural Engineering and Construction is hereby approved. Supervisor ( ASSOC. PROF. DR. JAMALODIN NOORZAEI) Department of Civil Engineering, UPM Panel Examiner ( ASSOC. PM)F. DR. MOHD SALEH JAAFAR ) Department of Civil Engineering, UPM Panel Examiner ( ASSOC. PROF. DR. MOHD. RAZALI B. ABDUL KADIR ) Department of Civil Engineering, UPM DECLARATION I hereby declare that the thesis is based on my original work except for quotations and citations which have been duly acknowledged. I also declare that it has not been previously or concurrently submitted for any other degree at UPM or other institutions. MOHAMMAD SOFFI BIN MD NOH Date : l o / o i / a . o e > 7 ACKNOWLEDGEMENT Be all praise for the almighty ALLAH S.W.T the most Benevolent and the most Merciful, for giving me the strength and spirit to have this project completed successfully. I would like to take this opportunity to express my sincere thanks and deepest gratitude to my supervisor, Associate Professor Ir. Dr Jamaloddin Noorzaei for his deep insight and guidance during the course of my studies at University Putra Malaysia. I also would like to thank Associate Professor Ir. Dr Mohd. Saleh Jaafar and Assoc. Prof. Ir. Dr. Mohd. Razali B. Abdul Kadir for their advices and assistance. Finally, I sincerely express my appreciation to my beloved wife; Sarini, and my son Muhammad Ariff Irfan for their companionship, understanding and continuous encouragement throughout this challenging endeavor. 1 analysis was carried out, which are Winkler's spring analysis, linear analysis and nonlinear analysis. The results show that, the soil nonlinearity has significant effect on the results, where the displacement which obtained form nonlinear analysis is much higher than that obtained from linear analysis and spring analysis. iii ABSTRACT Bridges without expansion joints are called "integral bridges." Eliminating joints from bridges crates concerns for the piles and the abutments of integral bridges because the abutments and the piles are subjected to temperature-induced lateral loads. This kind of bridges are becoming very popular due to different aspects such as good response under seismic loading, low initial costs, elimination of bearings, and less maintenance. However, the main issue related to the analysis of this type of structures is dealing with the soil-structure interaction of the abutment walls and the supporting piles. This study describes the implementation of a two dimensional finite element model of integral bridge system which explicitly incorporates the nonlinear soil response. The superstructure members have been represented by means of three-noded isoperimetric beam elements with three degree of freedom per node which take into account the effect of transverse shear deformation. The soil mass is idealized by eight noded isoperimetric quadrilateral element at near field and five noded isoperimetric infinite element to simulate the far field behavior of the soil media. The nonlinearity of the soil mass has been represented by using the Duncan and Chang approach. In order to study the behavior of integral bridge under varies loading condition including the effect of temperature load, three type of ii TABLE OF CONTENTS ACKNOWLEDGEMENT i ABSTRACTS ii TABLE OF CONTENTS iv LIST OF TABLES x LIST OF FIGURES xii CHAPTER 1 - INTRODUCTION 1.1 Introduction of Bridge Structure 1 1.2 Design Selection of Bridge 2 1.3 Nature of Problem 3 1.4 Objectives of Study 5 1.5 Scope of Study 5 1.6 Organization of Report 6 CHAPTER 2 - LITERATURE VIEW 2.1 What is an Integral Bridges? 8 2.2 Characteristic of Integral Bridges 1] 2.3 Integral Bridge Elements 12 2.3.1 Integral Abutment 13 2.3.1.1 Type of Integral Abutments 13 2.3.2 Deck Slabs / Continuous Slabs 16 2.3.3 Approach Slabs 16 iv 2.4 General Aspects of Integral Bridges 17 2.5 Advantages of Integral Bridges 18 2.5.1 Simplified Construction 18 2.5.2 No Bearings and Joints 19 2.5.3 Reduced Life Cycle Cost and Long Term Maintenance 19 2.5.4 Improved Design Efficiency 20 2.5.5 Enhanced Load Distribution 20 2.5.6 Simplified Widening and Replacement Detail 20 2.6 Problems and Uncertainties Associated with Integral Bridges 21 2.7 Thermal Bridge Displacements 22 2.7.1 Factors Affecting Bridge Temperatures 23 2.7.2 Bridge Displacement with Temperature 24 2.7.3 Earth Pressures on the Abutment 25 2.8 Behavior of Integral Bridges 27 2.8.1 Behavior of Superstructure 28 2.8.2 Behavior of Piles 28 2.8.3 Behavior of Pile Supporting the Abutment 28 2.8.4 Behavior of Approach System 31 2.9 Overview of the Research on Integral Bridge 32 2.10 Concluding Remarks 37 CHAPTER 3 - METHODOLOGY 3.1 Introduction 38 3.2 Research Methodology 39 3.3 Finite Element Method 40 v 3.3.1 Energy Method 40 3.4 Finite Element Formulation 42 3.4.1 Three-Noded Isoparametric Beam Bending Element 42 3.4.1.1 Shape Functions 42 3.4.1.2 Strain-displacement Relationship 44 3.4.1.3 Stress-strain Relationship 44 3.4.1.4 Stiffness Matrix 45 3.4.2 2-D Eight-Noded Isoparametric Element 45 3.4.2.1 Shape Functions 46 3.4.2.2 Strain-displacement Relationship 47 3.4.2.3 Stress-strain Relationship 47 3.4.2.4 Stiffness Matrix 48 3.4.3 Five-Noded Mapped Infinite Element 49 3.5 Loads on Integral Bridge System 50 3.5.1 Permanent Loads 51 3.5.1.1 Dead Load 51 3.5.1.2 Superimposed Dead Loads 52 3.5.2 Transient Loads 53 3.5.2.1 Temperature Loads 53 3.5.2.2 Primary Highway Bridge Live Loads 55 3.5.2.2.1 HA Loading 56 3.5.2.2.2 HB Loading 57 3.5.3 Load Combinations 58 3.5.3.1 Load Combination 1 58 3.5.3.2 Load Combination 2 59 vi 3.5.3.3 Load Combination 3 59 3.5.3.4 Load Combination 4 59 3.5.3.5 Load Combination 5 60 3.6 Winkler Analogy 60 3.7 Nonlinear Elastic Model 61 3.8 Computer Implementation 64 3.8.1 Learning Process 65 3.8.2 Calibration Process 68 3.9 Concluding Remark 70 CHAPTER 4 - ANALYSIS AND RESULTS 4.1 Introduction 72 4.2 Selection of Case Study and Bridge Dimension 73 4.3 Loading Calculation 74 4.3.1 Dead Load and Superimposed Dead Load 75 4.3.2 Live Load 76 4.3.2.1 HA Loading 76 4.3.2.2 HB Loading 78 4.3.2.3 Temperature Loading 79 4.3.3 Load Combinations 80 4.4 Physical Modeling of an Integral Bridge 83 4.5 Soil Data 84 4.6 Winkler Modulus of Subgrade Reaction (Spring Constants, Ks) 85 4.7 Nonlinear Soil Parameter 87 4.8 Results and Discussion 92 vii 4.8.1 Results of Spring Analysis 93 4.8.1.1 Comparison Results for Girder Vertical 94 Displacement 4.8.1.2 Comparison of Result for Abutment Displacement. 97 4.8.1.3 Comparison of Result for Pile Displacement. 99 4.8.2 Results of Linear Analysis 102 4.8.2.1 Comparison Results for Girder Vertical 103 Displacement 4.8.2.2 Comparison of Result for Abutment Displacement. 106 4.8.2.3 Comparison of Result for Pile Displacement. 108 4.8.3 Results of Nonlinear Analysis 112 4.8.3.1 Comparison Results for Girder Vertical 112 Displacement 4.8.3.2 Comparison of Result for Abutment Displacement. 115 4.8.3.3 Comparison of Result for Pile Displacement. 118 4.8.4 Comparative Study between Winkler's Spring Analysis, 121 Linear and Nonlinear Analysis. 4.8.4.1 Comparison Results for Girder Vertical 122 Displacement 4.8.4.2 Comparison of Result for Abutment Displacement. 123 4.8.4.3 Comparison of Result for Pile Displacement. 126 4.9 Concluding Remarks 128 viii CHAPTER 5 - CONCLUSIONS AND RECOMMENDATIONS 5.1 Conclusion 129 5.2 Recommendations 131 References 133 Appendix A 137 Appendix B 138 Appendix C 139 ix LIST OF TABLES CHAPTER 2 - LITERATURE VIEW Table 2.1: Range of design criteria for selection of integral bridge 18 CHAPTER 3 - METHODOLOGY Table 3.1: Application of Dead Load 52 CHAPTER 4 - ANALYSIS AND RESULTS Table 4.1: Properties of soils 84 Table 4.2: Typical values of coefficient of subgrade reaction. Ks 85 (Terzaghi 1955) Table 4.3: Value of subgrade reaction are used in the study 86 Table 4.4: Laboratory results at shearing stage 88 Table 4.5: Nonlinear soil parameters 89 Table 4.6: Material properties used in this study 91 Table 4.7: Load cases and analysis considered for this study 93 Table 4.8: Maximum vertical displacement of girder 96 Table 4.9: Lateral displacement at top of abutment 99 Table 4.10: Maximum lateral displacement of piles 102 Table 4.11: Maximum vertical displacement of girder 103 Table 4.12: Lateral displacement at top of abutment 108 Table 4.13: Maximum lateral displacement of piles 111 Table 4.14: Maximum vertical displacement of girder 114 Table 4.15: Lateral displacement at top of abutment 118 Table 4.16: Maximum lateral displacement of piles 121 Maximum vertical displacement of girder Lateral displacement of abutment Lateral displacement of pile L I S T O F F I G U R E S CHAPTER 2 - LITERATURE VIEW Figure 2.1: Integra! and Scmi-Intcgral Abutments () Figure 2.2: Integral Bridge Abutment System 10 Figure 2.3: Integral Bridge Elements 12 Figure 2.4: Full integral abutment on pile - Steel girder 1 3 Figure 2.5: Full integral abutment on pile - Precast girder 14 Figure 2.6: Full integral abutment on spread footing 14 Figure 2.7: Pinned-integral abutment 15 Figure 2.8: Semi-integral abutment with sliding bearings 1 5 Figure 2.9: Approach Slab in Integral Bridges 17 Figure 2.10: Illustration of abutment rotations due to pile constraints 30 and the backfill soil pressure Figure 2.11: Interaction mechanism between abutment and approach 1111 32 CHAPTER 3 - METHODOLOGY Figure 3.1 Research Methodology Flow Chart 39 Figure 3.2: One-dimensional beam bending element in natural 42 coordinate system Figure 3.3: 2-D Eight-noded isoparametric element using natural 46 coordinate system Figure 3.4: 2-D Five nodded infinite element 50 Figure 3.5: Dimensions of MB Vehicle 57 Figure 3.6: Hyperbolic stress-strain curve for soil 64 x i i Figure 3.7: Geometry of example 65 Figure 3.8: Input data of example 66 Figure 3.9 Geometry of Example 1 68 Figure 3.10 Input Data File 68 Figure 3.11 Output Data File 69 CHAPTER 4 - ANALYSIS AND RESULTS Figure 4.1: Longitudinal Geometry of Sg. Rawang Bridge 73 Figure 4.2: Transverse Geometry of Sg. Rawang Bridge 73 Figure 4.3: Bridge Dimension of Transverse Section 74 Figure 4.4: Beam Cross Section 76 Figure 4.5: Application of HB Loading 78 Figure 4.6: Maximum Differential Temperature Change in Rawang 80 area Figure 4.7: Loading Arrangement 83 Figure 4.8: Winkler Spring Model 86 Figure 4.9: The stress-strain relationship for sandy SILT 87 Figure 4.10: Transformed stress-strain curves for corresponding strain 89 Figure 4.11: Logarithmic Plotting of Minor Stress against Elastic 91 Modulus Figure 4.12: Finite - infinite element discretization of proposed integral 92 bridge Figure 4.13: Vertical displacement of girder at 0.0L load position! 94 Figure 4.14: Vertical displacement of girder at 0.25L load position 94 Figure 4.15: Vertical displacement of girder at 0.50L load position 95 X111 Figure 4.16: Vertical displacement of girder for varies load position 96 Figure 4.17: Lateral displacement of abutment s at 0.0L load position 97 Figure 4.18: Lateral displacement of abutment at 0.25L load position 98 Figure 4.19: Lateral displacement of abutment at 0.50L load position 98 Figure 4.20: Lateral displacement of pile at 0.0L load position 100 Figure 4.21: Lateral displacement of pile at 0.25L load position 100 Figure 4.22: Lateral displacement of pile at 0.50L load position 101 Figure 4.23: Vertical displacement of girder at 0.0L load position 104 Figure 4.24: Vertical displacement of girder at 0.25L load position 104 Figure 4.25: Vertical displacement of girder at 0.50L load position 105 Figure 4.26: Lateral displacement of abutment at 0.0L load position 106 Figure 4.27: Lateral displacement abutment at 0.25L load position 107 Figure 4.28: Lateral displacement of abutment at 0.50L load position 107 Figure 4.29: Lateral displacement of pile at 0.0L load position 109 Figure 4.30: Lateral displacement of pile at 0. 25L load position 110 Figure 4.31: Lateral displacement of pile at 0.50L load position 110 Figure 4.32: Vertical displacement of girder at 0.0L load position 113 Figure 4.33: Vertical displacement of girder at 0.25L load position 113 Figure 4.34: Vertical displacement of girder at 0.50L load position 114 Figure 4.35: Lateral displacement of abutment at 0.0L load position 116 Figure 4.36: Lateral displacement of abutment at 0.25L load position 116 Figure 4.37: Lateral displacement of abutment at 0.50L load position 117 Figure 4.38: Lateral displacement pile at 0.0L load position 119 Figure 4.39: Lateral displacement of pile at 0.25L load position 119 Figure 4.40: Lateral displacement of pile at 0.SOL load position 120 xiv Figure 4.41: Vertical displacement of girder for different method of 122 analysis Figure 4.42: Lateral displacement of abutment for different method of 124 analysis without considering temperature load Figure 4.43: Lateral displacement of abutment for different method of 124 analysis with considering temperature load Figure 4.44: Lateral displacement of piles for different method of 127 analysis With and without considering temperature load xv CHAPTER 1 1.0 INTRODUCTION 1.1 Introduction of Bridge Structure Bridge structure built to provide ready passage over natural or artificial obstacles, or under another passageway. Bridges serve highways, railways, canals, aqueducts, utility pipelines, and pedestrian walkways. In many jurisdictions, bridges are defined as those structures spanning an arbitrary minimum distance, generally about 10-20 ft (3-6 m); shorter structures are classified as culverts or tunnels. In addition, natural formations eroded into bridge like form are often called bridges. This article covers only bridges providing conventional transportation passageways. Bridges generally are considered to be composed of three separate parts: substructure, superstructure, and deck. The substructure or foundation of a bridge consists of the piers and abutments which cany the superimposed load of the superstructure to the underlying soil or rock. The superstructure is that portion of a bridge or trestle lying above the piers and abutments. The deck or flooring is supported on the bridge superstructure; it carries and is in direct contact with the traffic for which passage is provided. Bridges are classified in several ways. Thus, according to the use they serve, they may be termed railway, highway, canal, aqueduct, utility pipeline, or pedestrian bridges. If they are classified by the materials of which they are constructed (principally the superstructure), they are called steel, concrete, timber, stone, or aluminum bridges. Deck bridges carry the deck on the very top of the superstructure. Through bridges carry the deck within the superstructure. The type of structural action is denoted by the application of terms such as truss, arch, suspension, stringer or girder, stayed-girder, composite construction, hybrid girder, continuous, cantilever, or orthotropic (steel deck plate). Bridge designs differ in the way they support loads. These loads include the weight of the bridges themselves, the weight of the material used to build the bridges, and the weight and stresses of the vehicles crossing them. There are basically eight common bridge designs: beam, cantilever, arch, truss, suspension, cable-stayed, movable, and floating bridges. Combination bridges may incorporate two or more of the above designs into a bridge. Each design differs in appearance, construction methods and materials used, and overall expense. Some designs are better for long spans. Beam bridges typically span the shortest distances, while suspension and cable-stayed bridges span the greatest distances. 1.2 Design Selection of Bridge Engineers must consider several factors when designing a bridge. They consider the distance to be crossed and the feature, such as a river, valley, or other transportation 22 routes, to be crossed. Engineers must anticipate the type of traffic and the amount of load the bridge will have to carry and the minimum span and height required for traffic traveling across and under the bridge. Temperature, environmental conditions, and the physical nature of the building site (such as the geometry of the approaches, the strength of the ground, and the depth to firm bedrock) also determine the best bridge design for a particular situation. Once engineers have the data they need in order to design a bridge, they create a work plan for constructing it. Factors to be considered include availability of materials, equipment, and trained labor; availability of workshop facilities; and local transportation to the site. These factors, in combination with the funding and time available for bridge design and construction, are the major requirements and constraints on design decisions for a particular site. 1.3 Nature of Problem A bridge should be designed such that it is safe, aesthetically pleasing, and economical. Prior to the 1960s, almost every bridge in the world was built with expansion joints and bearings. These traditional expansion joint/bearing systems has been found to perform more or less as intended conceptually but at the cost of being a high maintenance item, especially for relatively short-span bridges. The primary problem is the corrosion and other physical deterioration of the bridge bearings that occurs with time. They required considerable maintenance, which undermined the economical operation of the bridges. Therefore, integral bridges have been found to J outperform jointed bridges, decreasing maintenance costs, and enhancing the life expectancy of the superstructures. Integral abutment and joint-less bridges cost less to construct and require less maintenance then equivalent bridges with expansion joints and bearings. Because of the increased use of integral bridge, there is now greater awareness of and interest in their post-construction, in-service problems. Fundamentally, these problems are due to a complex soil structure interaction mechanism involving relative movement between the bridge (more specifically, its abutments) and adjacent retained soil. Because this movement is the result of natural, seasonal thermal variations, it is inherent in all integral bridges. The main issue related to the analysis of integral abutment bridge is dealing with the soil-structure interaction of the abutment walls and the supporting piles. The behavior of the structural components including the piles can either be linear or nonlinear depending on the amount of the applied forces. The behavior of the soil on the other hand is nonlinear. Therefore, the analysis of integral bridge should take into account the nonlinearity of soil behind the abutment and the piles foundation. 4 

Comparative study on indoor fungi growth incorporated with different antifungal and wall finishings

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Comparative study on indoor fungi growth incorporated with different antifungal and wall finishings

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