There is a great demand in the world for low-cost and functional pipeline systems due to the renovation requirements of pipes in use and the continuous development of new settlements. Previously used pipeline systems made of steel reinforced concrete are economical and sufficiently resistant. However, due to the corrodibility of steel reinforcement and to enable sufficient crack reduction, large wall thicknesses and thus heavy constructions are required. Textile reinforced concrete (TRC) eliminates these disadvantages by enabling the production of light and thin-walled structures.

The aim of this research is the development of a concept for the realization of smart pipes made of sensory TRC by using the advantages of lightweight, thin-walled structures, focusing on the production process. Based on different warp knitted textile variations with different coating concentrations, preliminary tests were carried out using the fourpoint bending test. As a result of the preliminary tests, the textile variation of counterlaid tricot with a maximum coating concentration was selected as a suitable reinforcing material for the concept development. Concepts for the production of smart TRC pipes are developed accordingly. As a result, a casting mold and process were created which allowed a production with reduced diameter and depth of pores and concentric positioning of the reinforcement structure.

The mechanical behaviour of fibre reinforced concrete pipes (FRCP) is usually verified through three-edge bearing test (TEBT). More recent studies propose a design approach according to the fib Model Code 2010, involving the evaluation of mechanical behaviour in both service (SLS) and ultimate (ULS) limit states. The challenge consists in assessing with the proper accuracy and reliability the mechanical parameters by means of the TEBT method. This is generally performed using a hydraulic equipment with load control and without using devices to measure the diametric displacement. In this research program, TEBT was carried out using three different control systems. Two closed-loop controls, using pipe diametric displacement or actuator displacement, and an open-loop control by loading rate. The crack width development was also measured simultaneously with the diametric displacement, only for closed-loop control. An increase in the post-crack strength of the FRCP were observed when the closed-loop system was used. The results show significant differences between the mechanical performances of pipes tested in open or closed-loop control. Conversely, closedloop tests performed with actuator displacement control or pipe diametric displacement control show no significant differences. Crack opening measurement allows establishing a linear correlation with diametric displacement, this permitting to establish the values corresponding to the SLS and ULS deformation and respective loads. Consequently, the connection with the Model Code approach becomes possible as well as the design optimization of the FRCP.

The purpose of the LaGuardia Runway Extension Project is to extend existing runways 4-22 and 13-31 into Flushing Bay, at the inshore end of Long Island Sound, to support Engineered Material Arresting System (EMAS) - a crushable material installed at the end of each runway to reduce the risk of a plane overrun during takeoff.

The new runway deck extensions are marine concrete structures which utilize precast prestressed pile caps with a pre and post-tensioned composite precast deck and cast-in-place concrete topping slab. The concrete decks are supported by 250 ton (227 tonnes) 24 inch (61cm) diameter epoxy coated closed end concrete filled steel pipe piles with specialized wraps and sacrificial zinc anodes for corrosion protection. The piles are approximately 100 feet (30m) long and driven in about 30 feet (9m) of water through soft organic clay and dense glacial soils and founded on bedrock.

This paper provides an overall description of the runway extensions and a detailed account of both the technical and logistical challenges. Challenges included a prestressed composite deck design for both the aircraft impact and braking loads. Maintaining and replacing the lightbars of the Approach Lighting Systems (ALS) used to visually identify the runways was required, along with optimizing the pile hammer selection and driveability with wave equation analyses and dynamic pile driving PDA testing. Extensive coordination was necessary with the PANYNJ, FAA and various other stakeholders involved in this fast-paced design build project.

The Hebron platform is the latest major offshore integrated oil drilling and production platform supported by a concrete gravity-based-structure (GBS). It was successfully installed in the Grand Banks (offshore Newfoundland) in June 2017. The design of the platform was challenged by arctic-like and extreme metocean conditions. This paper presents development of extreme loads on the GBS such as 10,000-year iceberg impact and wave loads. It also describes novel design and construction techniques used, which resulted in a capitalefficient platform.

From an analysis and design perspective, in addition to linear-elastic finite element analysis typically used in design of offshore concrete GBS, the innovative use of non-linear finite element analysis (NLFEA) technique to calculate internal forces is presented. Such analyses more accurately capture the structural behavior and result in more realistic internal forces. In addition, a new crack-width calculation method accounting for the effect of a significant number of layers of transverse reinforcement was implemented. Also, a novel method to assess the complex interactions between solid ballast, embedded pipes, and concrete structures was applied.

From a construction perspective, the use of slipforming panels that are taller than those used in past GBSs and a system to allow slipforming of the shaft wall with a complex geometry and curvature, that is much larger than that employed in the past GBS, are presented. A novel method to minimize the risk of concrete adhering to slipforming panels by cooling the panels with cold water is presented. An innovative method to ensure that highstrength grout completely filled the space underneath one of the largest Topsides footings is discussed. Full-scale constructability tests of various complex GBS components, which provided invaluable information for design, increased execution certainty, and improved construction safety, is presented.

This paper presents the seismic behavior of two large-scale hollow-core fiber-reinforced polymer-concrete-steel (HC-FCS) precast columns having two different footing connections. The precast HC-FCS column consists of a concrete shell sandwiched between an outer fiber-reinforced polymer (FRP) tube and an inner steel tube. The steel tube was embedded 635 mm (25 inches) into a reinforced concrete footing, while the outer FRP tube confined the concrete shell only i.e. it was truncated at the top surface of the footing. One connection included embedding the steel tube into the footing. The other one included using a corrugated steel pipe (CSP) embedded into the concrete footing outside the steel tube to achieve better confinement. This study showed that the connection including the CSP is deemed satisfactory and was able to develop the plastic flexural capacity of the HC-FCS column providing good ductility and energy dissipation compared with the other connection type.