P 06 - Steel construction alternative for the university action programme in NRW

D 707 - Joining by forming - Riveting and clinching - Innovative joining processes for practical application Publication: 1996 Main content only available in German language. Title and description automatically translated using Deepl API

D 761 - Documentation 761 - REFRESH - Extending the service life of existing and new welded steel structures Publication: 2010 Main content only available in German language. Title and description automatically translated using Deepl API

D 764 - Documentation 764 - Integration of friction stir welding in production process chains Publication: 2011 Main content only available in German language. Title and description automatically translated using Deepl API

D 767 - Bridges with composite dowel bars - Guidelines Composite structures are becoming increasingly important in Europe. This growing demand is leading to new innovative solutions that must be technically and economically competitive with existing construction methods. Following the successful introduction of the VFT construction method, the VFT-WIB construction method is an innovative continuation of the prefabricated construction method for composite beams. The key feature of this construction method is the use of halved rolled profiles, which are connected to the structural concrete in a shear-resistant manner using composite dowels. With the VFT-WIB technology, it is possible to realise extremely slender composite structures due to a significantly larger internal lever arm, which also results in significant economic advantages compared to loosely reinforced or prestressed concrete cross-sections. Due to the high fatigue strength of bonded dowels, their use is particularly advantageous in road and railway bridge construction. This guide describes the principles of the VFT-WIB construction method, typical cross-sections, the load-bearing behaviour, the technology of the composite dowels and provides detailed recommendations for design and construction as well as examples. The use of precast composite elements results in a number of significant advantages compared to conventional in-situ concrete solutions. The use of the prefabricated concrete slab eliminates the need for formwork for the carriageway slab and tilt bracing for the steel girders and leads to a significantly accelerated construction process. As a result, traffic interruptions for overpassed railway lines or road sections can be minimised and it is often possible to lay the precast elements during a night or weekend break. If the VFT bridge is designed as a frame construction, spans of up to 60m can be realised without central support, traffic disruptions during construction and during necessary maintenance work on the central supports can thus be avoided. The slenderness of such VFT constructions achievable in the centre of the span is up to L/35, which enables an extraordinarily material-saving construction method with a high aesthetic standard at the same time. This report was produced as part of the research project RFCS-CT-2006-00030 PrecoBeam "Prefabricated Enduring Composite Beams based on innovative Shear Transmission" and the follow-up project RFCS-CT-2011-00026 Preco+. Both projects were financially supported by the Research Fund for Coal and Steel (RFCS). Authors: G. Seidl, O. Hoyer, R. Zanon, N. Popa, W. Lorenc, S. Rowinski, M. Kozuch, J. M. Franssen, T. Fohn, C. H. Carrasco, A. Farhang, J. Ikäheimonen, G. Nüsse Publication: 2012 Main content only available in German language. Title and description automatically translated using Deepl API

P 01 - Noise-damped steel structures in bridge construction The realisation of the complex research project "Noise-damped steel structures in bridge construction" almost inevitably resulted in cooperation with a number of scientists from various disciplines, institutions and companies. Here we found support in many ways to the benefit of the research project. We would like to thank the Studiengesellschaft für Anwendungstechnik von Eisen und Stahl e.V. Düsseldorf for generously funding the project. In particular, we would like to thank Dr H. Witte, Chairman of the Board of Trustees of the Studiengesellschaft at the time, and Ing.Grad. G.K. Wisniewsky, Managing Director of the Studiengesellschaft, for their personal commitment to the realisation of the research project. We would like to thank the working group "Noise-damped steel structures" of the Studiengesellschaft, in particular Dipl.-Ing. A. Fahlbusch, Dr.-Ing. P. Koch and Dr.-Ing. W. Spieker, for their fruitful suggestions and discussions. Without the testing of the sound-absorbing composite systems investigated in the laboratory on a steel bridge, the research project would have remained a piecemeal endeavour. We would like to thank the Deutsche Bundesbahn, represented by the Bundesbahnzentralamt München and the Bundesbahndirektion Hamburg, for their generous support of the project by providing two steel box girder bridges in Hamburg. In particular, we would like to thank Mr Dipl.-Ing. W. Stier, President of the Department, and Mr Dipl.-Ing. E. Landwehr, Head of Department, BZA Munich, for their commitment to this project. Mr Dezernent Dipl.-Ing. H. Spelzhaus and Mr Ing.Grad. W. Klemptner, BD Hamburg, for their support in the realisation of the large-scale test. We would also like to thank Prof. Dr M. Heckl for his advice on sound engineering issues during the research project. We are grateful to Prof. Dr.-Ing. Dr.-Ing. E.H. K. Klöppel for helpful discussions on problems in connection with the fastening element setting bolts and for taking over the examination of the static calculations for the Hammerbrookstraße bridges. The research project was supported to a considerable extent by the companies involved in the project. Publication: 1978 Authors: J. J. Hanel, T. Seeger Main content only available in German language. Title and description automatically translated using Deepl API

P 02.1 - Ultimate load tests for thin-walled steel tunnelling profiles Publication: 1974 Authors: H. Kessler, H. Duddeck Main content only available in German language. Title and description automatically translated using Deepl API

P 02.2 - Tables for the calculation of shield-driven tunnels - Theory II. order with longitudinal force deformation The stability of a tunnel depends on the interaction between the structure and the ground, provided there is sufficient bonding between the lining and the rock. As the properties of the natural rock mass can only be explored in general terms, the tunnel lining can be designed using a correspondingly simple mechanical model. For tunnels in unconsolidated rock, the calculation model of a flat, flexurally rigid ring can be selected, which is elastically bedded in the area of outward displacements, cf. the recommendations of the German Society for Earthworks and Foundation Engineering. For thicker linings (reinforced concrete), the design diagrams determined according to first-order theory are sufficient. For thinner linings made of high-strength metallic building materials (e.g. steel or GGG5o), the deformation influences in the equilibrium conditions are no longer negligibly small (second-order theory). The investigations at the Institute of Statics, the work of Hain and Horst have shown that the influences from the longitudinal force deformations in thin tunnels can be of the same order of magnitude as the effects resulting solely from the deflection in a second-order theory. order. This Institute report contains the results of a more complete II. order theory in the form of tables and numerical examples. This required a detailed parameter analysis. The dimensionless parameter ß= ksR 4 /EI covers bedding and bending stiffness, the parameter f = I/FR2 the ratio of bending stiffness to elongation stiffness and thus the deformability due to the ring forces. The calculation is based on the theory of elasticity. The economic dimensioning of tunnel linings is an optimisation task because thinner cross-sections can lead to lower stresses. The tables can therefore be used to quickly find a favourable cross-section without having to resort to computer programs. The research and evaluation work for this report is part of a more comprehensive research programme on the elastic and plastic load-bearing behaviour of steel tunnel linings. It was partly financially supported by the Studiengesellschaft für Anwendungstechnik von Eisen und Stahl e.V., Düsseldorf. I would like to thank the Studiengesellschaft for providing these research funds. Publication: 1975 Authors: H. Kessler Main content only available in German language. Title and description automatically translated using Deepl API

P 02.3 - The design and ultimate load calculation of steel tunnel linings Publication: 1976 Authors: H. Kessler Main content only available in German language. Title and description automatically translated using Deepl API

P 03 - Calculation principles for honeycomb beams Honeycomb beams are produced from standard rolled sections by cutting the webs in a zigzag pattern, offsetting the resulting halves by half a cutting unit and joining the protruding web sections together by welding, either directly or after inserting intermediate plates. The resulting component has horizontal and vertical supporting elements, which are referred to as chords and posts. Honeycomb beams have several advantages over their original profile: (a) If the cut is appropriate, the load-bearing capacity is greater due to the gain in overall height. b) Due to the many web openings, they are better suited for use as main load-bearing elements of storey ceilings, as the main girder webs have to be broken through anyway due to the required installation lines, if the construction height is not to be wasted and the installation lines are to be arranged below the girders. However, there are also some disadvantages to this, which are mainly to be seen in the increased manufacturing costs and the dimensioning, which is too complex for a manual calculation. Both of these could be usefully countered by the following: a) a design method is developed in which the safety against failure of the component is verified. The elastic design method only provides safety against the onset of yielding at a single point and, as the public studies published in /22/ show, leads to extremely different levels of safety (between v = 1.535 and v = 5.53) against failure. The application of the ultimate load method in the design of honeycomb beams can therefore lead to more economical structures. b) Tables are made available from which the most favourable castellated girder that meets the regulations can be taken for a given span, load, yield point, maximum construction height, maximum deflection and minimum hole size for common construction tasks without detailed calculation. The aim of this work is to provide the theoretical basis for this, i.e. to develop a method for determining the load-bearing capacity of honeycomb beams on the basis of the research projects carried out to date and our own experimental and theoretical investigations and, building on this, to carry out a section optimisation (to specify the optimum honeycomb shape in terms of weight for different spans and loads). Publication: 1975 Authors: Dipl. Ing. W. Kanning Main content only available in German language. Title and description automatically translated using Deepl API

P 04 - Experimental testing of joint constructions of continuously reinforced concrete floors Authors: Prof. Dr.-lng. J. Eisenmann, Dr.-lng. U. Lempe Publication: 1975 Main content only available in German language. Title and description automatically translated using Deepl API

P 07 - Use of steel in residential construction Publication: 1974 Authors: Prof. Dr.-Ing. H. Weber, Dr.-Ing. A. Eisenblätter, Dipl.-Ing. H. W. Strunck Main content only available in German language. Title and description automatically translated using Deepl API