Received: 30 July 2019 Revised: 5 November 2019 Accepted: 8 December 2019

DOI: 10.1002/tal.1701

RESEARCH ARTICLE

Strength demand of dual-purpose outrigger system for

reducing lateral displacement and differential axial shortening
in a tall building

Han-Soo Kim | You-Jin Lim | Hye-Lym Lee

Department of Architecture, Konkuk

University, Seoul, Korea Summary
Certain maximum lateral displacement (LAT) and differential axial shortening (DAS)
Correspondence
Han-Soo Kim, Department of Architecture, values can lead to the deterioration of the serviceability of a structure. Previous stud-
Konkuk University, 120 Neungdong-ro, ies indicated that an outrigger system can be used to control both the DAS and the
Gwangjin-gu, Seoul 05029, Korea.
Email: hskim@konkuk.ac.kr LAT in a tall building. In order to enhance the applicability of the dual-purpose outrig-
ger system, the amount of stress developed on the outrigger due to the reductions of
Funding information
National Research Foundation of Korea, the LAT and DAS should be determined. Therefore, in this study, the stresses due to
Grant/Award Number: NRF- the LAT and DAS were analyzed in terms of the reduction ratio of the LAT and DAS,
2017R1A2B4010043
and the absolute sum of stresses, which was the strength demand of the outrigger,
was evaluated as well. To identify the parameters affecting the additional stress of
the outrigger, analytic equations were proposed to predict the additional shear force
acting on the outrigger due to DAS reduction. A finite-element analysis was per-
formed to quantitatively identify the reduction ratio of the LAT and DAS as well as
the resulting stress by changing four parameters: the stiffness, location, number, and
connection time of outriggers. The results demonstrated that the stress of the dual-
purpose outrigger can be minimized by adjusting the design parameters.

KEYWORDS

differential axial shortening, dual-purpose outrigger, lateral displacement, long-term analysis,

strength demand, tall building

1 | I N T RO DU CT I O N

Lateral displacement (LAT) is regarded as the most important criteria to be considered in the structural design of tall buildings. Outrigger systems
have proven to be effective in controlling the LAT in tall buildings subjected to lateral loads and has thus been widely employed in tall buildings.
An outrigger connects adjacent vertical members, that is, the core shear wall and perimeter column, thereby making the entire structure behave
as a single structural member and increasing its lateral stiffness. The differential axial shortening (DAS) of a tall building is the difference in axial
shortening between adjacent vertical members. The DAS accumulates along the height of a tall building, and the cumulative DAS causes slabs to
tilt with the resulting rotation of partitions, thereby inducing additional stress to the structural and nonstructural members. Thus, DAS must also
be considered in the structural design of tall buildings.
In past decades, the structural efficiency of outriggers for controlling LAT has been actively studied.[1–6] Relatively few studies have investi-
gated DAS, and most of them aimed to predict the DAS, as DAS prediction requires a long-term analysis, and many factors are involved in the
construction sequence analysis of tall buildings. Fintel et al. proposed the most well-known prediction method for column shortening in a tall
building.[7] This method involves calculating the shortenings of isolated vertical members subjected to sequential vertical loads according to the
construction sequence. It considers inelastic behavior, such as the creep and shrinkage of concrete as well as the stress redistribution between

Struct Design Tall Spec Build. 2019;e1701. wileyonlinelibrary.com/journal/tal © 2019 John Wiley & Sons, Ltd. 1 of 19
https://doi.org/10.1002/tal.1701
2 of 19 KIM ET AL.

concrete and reinforcement steel over time. Inspired by Fintel et al.'s study, a few studies were conducted in attempts to improve the numerical
accuracy of the DAS prediction method.[8–11] Samarakkody et al. developed a comprehensive technique to evaluate the DAS with composite
concrete-filled steel tube columns.[12] Some studies aimed to mitigate the adverse effects of DAS by applying compensation during the construc-
tion phase.[13,14] However, compensation during the construction process is not a fundamental solution for reducing the harmful effect of DAS,
because such compensation cannot eliminate DAS, and DAS continuously develops after the compensation. In order to reduce the DAS in the
design phase of reinforced-concrete tall buildings, Kim[15,16] proposed using horizontal members and placing additional reinforcements. Kim also
demonstrated that the outrigger can reduce the DAS in a tall building and identified the optimum locations of outriggers for minimizing the
DAS.[17] Furthermore, Kim proposed a dual-purpose outrigger to reduce the LAT and DAS and identified the Pareto front using multiobjective
optimization.[18]
Although the outrigger can reduce the DAS, in most tall buildings with outriggers, the outriggers have been connected to a vertical member
in the late stages of construction to avoid the induction of additional stress of the outrigger by DAS reduction.[19] Fang et al.[20] indicated that the
late installation of the outrigger can reduce the additional stress caused by DAS during construction. Zhou and Luo[21] proposed a decision frame-
work for the optimized connection time of the outrigger system to simultaneously reduce the additional stress of the outrigger and secure the lat-
eral stiffness of the entire structure throughout construction.
The aforementioned two studies on the additional stress of the outrigger focused on optimizing the connection time of the outrigger for
reducing the additional stress due to DAS, and they did not consider using the outrigger to reduce the DAS of a tall building. However, because
the DAS should be considered in the design phase to reduce any potential damage to structural or nonstructural members of a tall building, it is
better to actively use the outrigger to reduce the DAS. Therefore, in contrast to those two studies, the present study involves a dual-purpose out-
rigger system that actively reduces the DAS and LAT. The concept of this dual-purpose outrigger system that reduces both the LAT and the DAS
can be summarized as follows: First, a resisting moment of the core shear wall is induced under a lateral load by the coupled force of the outrig-
gers, which reduces the LAT of the tall building. In addition, the outrigger transfers some of the axial load of the perimeter column to the interior
core shear wall, thereby reducing the DAS of the tall building. Consequently, the shear force induced by the LAT and DAS is applied to the
outrigger.
In order to use the dual-purpose outrigger, the stresses caused by reducing the DAS and LAT (hereinafter referred to as the DAS stress
and the LAT stress, respectively) should be investigated. Due to the fact that the total stress, which is the absolute sum of the LAT stress
and the DAS stress, should be lower than the allowable stress of the outrigger, the total stress is closely related to the strength demand of
the outrigger. Therefore, the objective of this study was to evaluate the strength demand and the parameters affecting the stress by inves-
tigating the total stress of the outrigger according to the reduction ratio of the LAT and DAS. To identify the parameters affecting the
stress acting on the outrigger, an analytic equation was developed to predict the additional shear force acting on the outrigger induced by
DAS. Using this equation, the parameters affecting the stress of the outrigger could be identified. A finite-element analysis of the long-term
behavior of concrete structures was also performed to quantitatively identify the LAT and DAS stresses of the outrigger as well as the
effects of the parameters.

2 | A N A L Y T I C M E T H O D F O R P R E D I C T I N G A D DI T I O N A L ST RE S S OF OU T RI G G E R

In this chapter, analytic equations are proposed for predicting the DAS stress of the outrigger. The DAS stress of the outrigger is determined by
calculating the shear force that is caused by the DAS acting on the outrigger. Because a single outrigger (as opposed to multiple outriggers) is suit-
able for revealing the relationship between parameters, an analytic model with one outrigger is used, and the outrigger is simplified as a steel
beam, which is shear-connected to a column and rigidly connected to a shear wall in the manner shown in Figure 1.

2.1 | Basic concept

As the shortening of the member depends largely on the axial stress of the member, it is assumed that the shortening and axial stress of the col-
umn are larger than those of the wall at the same floor, as shown in Figure 1a. If the outrigger is connected during the construction process, as
shown in Figure 1b, the DAS that is developed after the outrigger connection will induce additional shear forces on the outrigger, and the outrig-
ger transfers some of the axial force from the column to the shear wall. The axial force acts upward on the column and downward on the wall.
This transfer reduces the shortening of the column and increases the shortening of the wall thus decreasing the DAS.
By contrast, if the outrigger connection is delayed, as shown in Figure 1c, both the shortening of a member and the DAS will develop without
restraint until the outrigger is connected with perimeter structures. Therefore, when the outrigger connection is delayed, the additional shear
force acting on the outrigger will decrease, leading to less DAS reduction.
According to the force–displacement relationship, the DAS of the simplified model is given by Equations (1)–(3).
KIM ET AL. 3 of 19

F I G U R E 1 Simplified model
for outrigger system. (a) Model
without outrigger, (b) model with
outrigger deep beam, and
(c) model with outrigger deep
beam (connection delayed)

Pc Pw
δ = Δc − Δw = − ð1Þ
kc kw

Pc − V Pw + V
δ0 = Δ0c − Δ0w = − ð2Þ
kc kw

Pc − V d Pw + V d
δ0d = Δ0d,c −Δ0d,w = − ð3Þ
kc kw

Here, δ, δ0 , and δ0d represent the DAS of the structure without the outrigger, the DAS with the early connected outrigger, and the DAS with
the late connected outrigger, respectively; Δc, Δ0c , and Δ0d,c represent the shortening of the column without the outrigger, the shortening of the
column with the early connected outrigger, and the shortening of the column with the late connected outrigger, respectively; Δw, Δ0w , and Δ0d,w
represent the shortening of the wall without the outrigger, the shortening of the wall with the early connected outrigger, and the shortening of
wall with the late connected outrigger. respectively; Pc and Pw represent the vertical loads on the column and wall, respectively; and V and Vd rep-
resent the additional shear forces acting on the early connected outrigger and late connected outrigger, respectively.
Substituting Equation (1) into Equation (2) yields the following equation.

δ0 = δ − V=ks2 , ð4Þ

where ks2 represents the equivalent stiffness of the column and wall, as given by the following equation.
4 of 19 KIM ET AL.

kc kw
ks2 = ð5Þ
kc + kw

Here, kc and kw represent the axial stiffness values of the column and wall, respectively.
The additional shear force acting on the outrigger can be calculated in terms of the DAS before and after the outrigger installation, as deter-
mined using Equation (4), and is given by Equation (6).

V = ðδ −δ0 Þks2 ð6Þ

In terms of the outrigger stiffness and DAS after the outrigger connection, Equation (7) can be derived from the following force–displacement
relationship.

V = δ0 ko ð7Þ

Here, ko represents the transverse stiffness of the outrigger.

By substituting Equation (2) into Equation (7), the additional shear force can be derived as follows:

V = δks3 , ð8Þ

where ks3 represents the equivalent stiffness of the column, wall, and outrigger, and is given by the following equation.

kc kw ko
ks3 = ð9Þ
kc kw + kc ko + kw ko

If the outrigger connection time is delayed, the additional shear force can be derived in the same way as Equation (6) and calculated using
Equation (10).


V d = δ −δ0d ks2 ð10Þ

In order to calculate the additional shear force by using the proposed equations, the shortenings and the stiffness of the column, core shear
wall, and outrigger must be determined.

2.2 | Axial strain of member subjected to single load

In general, the axial strain of a concrete member subjected to a variable stress or strain is evaluated using a numerical method for time-dependent
analysis. Among the long-term analysis methods, the step-by-step method is the most accurate.[22] However, the step-by-step method may be
excessively complicated for the simple prediction of the additional shear force and the stress of the outrigger. In this study, in order to reflect the
effect of the time-dependent behavior of reinforced concrete on the additional shear force acting on the outrigger in a simple manner, the age-
adjusted effective modulus method[23,24] is used. The material model for the time-dependent behavior of concrete is based on the Comite Euro-
International Du Beton model.[25]
Because the total axial strain of concrete consists of instantaneous, creep, and shrinkage strains, the total axial strain of a plain concrete mem-
ber at time t is given by Equation (11).

P
εðtÞ = εel ðt0 Þ + εcr ðt, to Þ + εsh ðt, tsh,o Þ = ð1 + ϕðt, t0 ÞÞ + εsh ðt, tsh,0 Þ ð11Þ
Eðt0 ÞA

Here, ε(t), εel(t0), εcr(t, to), and εsh(t, tsh,o) respectively represent the total, elastic, and creep axial strains of the concrete at time t loaded at age
t0 as well as the shrinkage axial strain at time t for the concrete with the beginning of the shrinkage at age tsh,0. P represents the applied axial load,
and A represents the sectional area of the concrete. E(t0) represents the elastic modulus of the concrete at age t0, and ϕ(t, t0) is the creep coeffi-
cient of the concrete at time t loaded at age t0.
In a reinforced-concrete member, in order to reflect the stress redistribution between the steel and concrete, the axial strain is calculated via
the following equation using the creep-reduction coefficient α1.[24]
KIM ET AL. 5 of 19

εR ðtÞ = εRel ðt0 Þ + εRcr ðt, to Þ + εRsh ðt, tsh,o Þ

P ð12Þ
= ð1 + α1 ϕðt, t0 ÞÞ + α1 εsh ðt, tsh,0 Þ
Eðt0 ÞAð1 + ρn0 Þ

Here, εR(t), εRel ðt0 Þ, εRcr ðt,to Þ, and εRsh ðt, tsh,o Þ represent the total, elastic, creep, and shrinkage strains developed in a reinforced-concrete member
at time t, respectively; ρ and n0 represent the steel ratio and modular ratio, respectively; χ is the aging coefficient of the concrete loaded at age t0;
and α1 is the creep-reduction coefficient, which is given by the following equation.

1
α1 = ð13Þ
1 + ρn0 ð1 + χϕðt, t0 ÞÞ

2.3 | Post-installation shortening

The total shortening of a floor can be divided into pre-installation shortening and post-installation shortening. Pre-installation shortening develops
prior to the installation of the slab and is automatically compensated for when the slab concrete is poured. By contrast, post-installation shorten-
ing, which occurs after the slab installation, is potentially harmful to the structure and should thus be considered in the structural design of tall
buildings.[7]
The post-installation shortening of the lth floor is given by Equations (14)–(16).

Δl = Δt,l − Δp,l ð14Þ

" #
X
l X
l X
N 
 
Δt,l = hi εRt,i ðtÞ = hi  εRsh ðt, tsh,0 Þ + εRel t0,ij + εRcr ðt, t0,ij Þ ð15Þ
i=1 i=1 j=i

" #
X
l −1 X
l− 1 X
l −1 
 R 
Δp,l = hi εRp,i ðtÞ = hi  εRsh ðtl , tsh,0 Þ + εel t0,ij + εcr ðtl , t0,ij Þ
R
ð16Þ
i=1 i=1 j=i

Here, Δl, Δt,l, and Δp,l represent the post-installation shortening, total shortening, and pre-installation shortening of the lth floor, respec-
tively. N represents the total number of floors and hi represents the height of the ith member. t0,ij represents the age of the concrete of
the ith member when subjected to the jth load. The elastic, creep, and shrinkage strains in Equations (15) and (16) are determined using
Equation (12).
Due to the fact that the aging coefficient χ(t0,ij) depends on the age of the concrete at loading and varies within the range of 0.4–1.0, the fol-
lowing equation[25] is used in this study to calculate the aging coefficient with sufficient accuracy.

 t0,ij 0:5
χ t0,ij =
 ð17Þ
1 + t0,ij 0:5

2.4 | Effective stiffness of column, wall, and outrigger

If the outrigger is installed in the nth floor, the effective axial stiffness of the series of members (1st member to nth member) can be determined
according to the equivalent spring coefficient, as shown in Figure 2. First, an individual member stiffness should be determined in consideration of
the length of the member compensated for by slab installation as well as the effects of inelastic shortening and steel reinforcement. Because each
member can be regarded as a serially connected spring in the vertical direction, the effective stiffness of the column and wall can be determined
as follows:

1 1
ke = = n , ð18Þ
1
k1 + k12 +  + k1i +  + kn1−1 + k1n P 1
ki
i=1
6 of 19 KIM ET AL.

FIGURE 2 Effective axial stiffness of the column and wall

where ki represents the axial stiffness of the ith vertical member and is given by the following equation.

Ei Ai ð1 + ρi n0,i Þ

ki = ð19Þ
ðhi + Ci Þð1 + ϕi α1,i Þ

TABLE 1 Verification example model: properties of members and vertical loads

Member Floor level Concrete strength Section size width × depth Steel ratio h Dead load Live load
(MPa) (m) (%) (m) (kN) (kN)
Column 1F–80F 68 1.5 × 1.2 3.0 0.69 1,320 140
Shear wall 1F–80F 48 0.8 × 15.0 1.0 0.8 2,680 280

Note. h represents the notational size, defined in the CEB model.

F I G U R E 3 Verification of the analytic

method for predicting the additional shear
force acting on the outrigger
KIM ET AL. 7 of 19

Here, Ci represents the automatically compensated shortening due to the construction time of the (i−1)th member to that of the ith member
and is given by the following equation.

Ci = Δp,i −Δp,i −1 ð20Þ

The creep coefficient and creep-reduction coefficient should be repeatedly calculated for every load increment to account for the age of the
concrete at loading. In order to reflect the varying creep coefficient and the creep-reduction coefficient of the ith member subjected to the jth
load, the mean values of the creep coefficient and creep-reduction coefficient of the member are used, which are respectively denoted in Equa-
tion (19) as ϕi and α1,i . The mean values of the creep coefficient and creep-reduction coefficient are calculated using Equations (21) and (22),
respectively.

1 X N

ϕi = ϕ t, t0,ij ð21Þ
ðN + 1 −iÞ j = i i

F I G U R E 4 Analysis model with outriggers and the outrigger configuration. (a) Typical floor plan, (b) elevation at outrigger floor, and
(c) perspective view
8 of 19 KIM ET AL.

1 X N
1 X N
1
α1,i = α1,ij =


 ð22Þ
ðN + 1− iÞ j = i ðN + 1 − iÞ j = i 1 + ρi n0,i  1 + χ t0,ij ϕi t, t0,ij

Because the outrigger beam is shear-connected to the column, its stiffness can be calculated using the vertical stiffness of the cantilever
beam fixed at the shear wall. If the outrigger is composed of truss members, the truss should be replaced with a beam with equivalent stiffness to
calculate the additional shear force acting on the truss outrigger.

2.5 | Additional stress of outrigger

Using the proposed equations, the analytic solution for the additional force acting on the outrigger is calculated for the simplified analysis model
as shown in Table 1. The outrigger beam has a rectangular cross-section with a width of 1.0 m and a height of 3.0 m, and the elastic moduli of the
concrete and steel are 23 and 210 GPa, respectively. The numerical solutions for the additional shear forces of the outrigger, which can be
obtained using the finite-element analysis program proposed in a previous study,[18] are compared with the proposed analytic solutions for the
additional shear forces obtained using Equation (8) by changing the outrigger location from the 10th floor to the 70th floor in steps of 10 floors.

TABLE 2 Properties of the members and vertical loads in the analysis model

Member Floor level Concrete strength Section size widthdepth Steel ratio h Dead load Live load
(MPa) (m) (%) (m) (kN) (kN)
Column 1F–20F 68 1.7 × 1.7 4.0 0.85 1,420 140
21F–40F 68 1.7 × 1.5 3.0 0.80 1,420 140
41F–60F 58 1.5 × 1.5 2.0 0.75 1,320 140
61F–80F 48 1.5 × 1.0 2.0 0.60 1,270 140
Shear wall 1F–30F 48 1.0 × 15.0 1.0 1.00 2,840 280
31F–50F 48 0.8 × 15.0 1.0 0.80 2,740 280
51F–70F 48 0.6 × 15.0 1.0 0.60 2,640 280
71F–80F 48 0.5 × 15.0 1.0 0.50 2,640 280

Note. h represents the notational size, defined in the CEB model.

TABLE 3 Default values and ranges of the four parameters

Sectional Area (m2) Location Number of outrigger Delayed connection time (Construction cycle)
Case 1 0–0.16 Optimum for LAT 1 0 (Early connected)
Case 2 0.08 4–80F 1 0 (Early connected)
Case 3-1 0.08 Optimum for LAT 1–5 0 (Early connected)
Case 3-2 Optimum for DAS
Case 4 0.08 Optimum for LAT 1–5 0–Construction completion time in 5-day (1-cycle) step

Abbreviations: DAS, differential axial shortening; LAT, lateral displacement.

TABLE 4 Optimum locations of the outriggers for the LAT and DAS

No. of outrigger LAT DAS

1 48 53
2 32, 59 47, 60
3 23, 42, 63 39, 52, 68
4 19, 33, 48, 66 34, 49, 54, 69
5 16, 26, 39, 53, 68 33, 42, 52, 54, 71

Abbreviations: DAS, differential axial shortening; LAT, lateral displacement.

KIM ET AL. 9 of 19

The additional shear forces of the outrigger are the forces at 10,000 days after the beginning of construction. The results are shown in Figure 3,
where it can be seen that the proposed analytic solution and the numerical solution agree well, with a maximum difference of 3%.
The analytic equations proposed in this chapter can only be applied to models with one outrigger beam. If the outrigger is made of trusses, or
if several members are simultaneously connected to the column and wall, the additional shear force is distributed to the outrigger trusses
according to the stiffness ratio. Then, the additional stress of the outrigger truss can be determined by dividing the additional axial force of each
truss member by the cross-sectional area of the member. If the outrigger truss is inclined such that the outrigger is connected to the column and
the core shear wall at a different floor level, care must be taken to ensure that the stiffness and shortening of the column and wall reflect the dif-
ferent outrigger connecting floor level.
If multiple outriggers are used, the ratios of the stiffness among the vertical member and the outriggers should be identified, because the
internal force and shortening are determined by the relative stiffness among the adjacent members. However, the proposed analytic equation can
be used to determine the effect of the parameters on the additional shear force acting on the outrigger. As can be seen in the aforementioned
equations, a number of parameters affect the additional shear force acting on the outrigger.
The DAS stress is proportional to the stiffness of the outrigger, as shown in Equation (6). Additionally, as indicated by Equations (8) and (10),
the additional internal force of the outrigger is closely related to the amount of DAS at the outrigger floor. Thus, the location and connection time

F I G U R E 5 Effects of the outrigger

cross-sectional area (Case 1 in Table 3).
(a) Effect of outrigger cross-sectional area
on internal force of outrigger and
(b) effects of outrigger cross-sectional
area on stress of outrigger and reduction
ratio
10 of 19 KIM ET AL.

of the outrigger are the important parameters significantly affecting the DAS stress of the outrigger. Furthermore, if two or more outriggers are
used, the DAS stress of the outrigger can be reduced. Therefore, four parameters—the stiffness, location, connection time, and number of
outriggers—are selected as the main affecting parameters, and the effects of these parameters on the total stress of the outrigger are analyzed in
the following sections.

3 | A N A L Y S I S M O D E L F O R N U M E R I C A L EX A M P L E S

If the outrigger configuration is complex or if multiple outriggers are employed, a finite-element program should be used. Thus, a finite-element
analysis is conducted to investigate the effects of the parameters on the stress of the outrigger for the analysis model shown in Figure 4. As
shown in Figure 4a, the model comprises a central reinforced-concrete shear wall and perimeter columns. The outriggers span from the core shear
wall to the perimeter columns, as shown in Figure 4b,c. The model has a total of 80 floors, each 3.5 m in height, so the total height (H) of the
structure is 280 m.
In order to conduct a long-term analysis of the tall building shown in Figure 4, the two-dimensional plane structure indicated by the blue
dashed line in Figure 4a was analyzed. To model the core shear wall on every floor, four plane-stress elements with the incompatible mode were
used, and beam elements representing reinforced-concrete members were used to model the reinforced-concrete columns. The plane-stress ele-
ments and beam elements were developed specifically for use in the long-term analysis of the reinforced-concrete structure.[15,17] The horizontal
beams were modeled to be shear-connected to the perimeter columns and the interior core shear wall, as is the case in most tall building

F I G U R E 6 Effect of the location of the outrigger (Case 2 in Table 3). (a) Reduction ratios of LAT and DAS, (b) Stress due to reduction of LAT
and DAS, and (c) DAS without outrigger
KIM ET AL. 11 of 19

structures. The truss elements were used to model the shear-connected beams, outriggers, and vertical reinforcement embedded in the shear
walls. The analysis model had cross-sectional profiles similar to those of a typical tall building, and the four cross-sections of the core and column
alternately changed along the height of the building, as shown in Table 2. An elastic modulus of 210 GPa was used for the steel material, while
that of the concrete members was 23 GPa. For the plane-stress elements, the Poisson's ratio of the concrete was 0.25.
The outrigger system was installed over four floors and was comprised of diagonal and horizontal outrigger trusses connecting the central
core shear wall and the perimeter columns. In order to reflect the fixed boundary condition of the outrigger at the core shear wall, additional truss
members were embedded in the shear wall, as shown in Figure 4b. The cross-sectional area of the horizontal member of the outrigger was set as
0.08 m2, which is the approximate value satisfying the allowable maximum lateral drift at the top of H/500 with two outriggers. To account for
the axial forces developed by the vertical shear between the core shear wall and the perimeter column, the cross-sectional area of the diagonal
pffiffiffi
outrigger truss was 2 times larger than that of the horizontal outrigger truss member, and this adjustment was applied equally to the embedded
truss members.
For the LAT analysis, the lateral load was assumed as a uniformly distributed wind pressure of 1.33 kPa/m2. To evaluate the DAS, the Comite
Euro-International Du Beton model was used to represent the long-term behavior of concrete.[25] The relative humidity was set at 60% and the
normal cement type was used. Each floor had a 5-day construction cycle. The dead loads listed in Table 2, including the self-weight of the mem-
ber, were applied at the columns, and the shear walls on the third day after each column and wall was placed. The live loads were applied at
700 days after the beginning of construction at the same time and were assumed as uniformly distributed loads of 20 kN/m applied to the beams
spanning 14 m. The post-installation shortenings were calculated 10,000 days after the beginning of construction.[15,16] As the model of this study
is for purely academic purposes, there may be minor differences from a real building structure.

4 | E F F EC T S OF P A R A M E T E R S ON ST RE S S OF OU T R I G G E R

In order to investigate the effects of the parameters on the total stress of the outrigger, a finite-element analysis was conducted using the finite-
element program proposed in a previous study.[18] As mentioned previously, the four parameters affecting the total stress of the outrigger were
the stiffness, location, connection time, and number of outriggers. The effects of these four parameters on the stress of the outrigger were inves-
tigated along with the effect of the outrigger on controlling the LAT and DAS, which was presented in terms of the reduction ratio of the maxi-
mum LAT and DAS. As presented in Table 3, four analysis cases were established to investigate the effects of the four parameters. The stiffness
of the outrigger was varied by changing the cross-sectional area of the truss members. To examine the effect of each parameter, the analysis was
conducted by changing one parameter while keeping the other three parameters constant at their default values.
In a building with vertical members with a constant cross-section, the locations determined by rule-of-thumb can be considered to be the
optimum locations of the outrigger for reducing the LAT.[1] However, in a building with vertical members with varying cross-sections along its
height, the rule-of-thumb location is not necessarily the optimum location for the outriggers. Therefore, the optimum locations of the outriggers

F I G U R E 7 Effect of the number of

outriggers on the maximum total stress of the
outrigger as well as the reduction ratios of the
LAT and DAS (Case 3-1 in Table 3)
12 of 19 KIM ET AL.

for the LAT and DAS were instead obtained using an optimization method developed in a previous study,[18] and the optimum locations obtained
in this manner are presented in Table 4. The internal force and stress presented in this paper are those of the diagonal truss of the outrigger sys-
tem, which is connected to the perimeter column and the core shear wall, as shown in Figure 4b.

4.1 | Effect of outrigger cross-sectional area

A series of numerical analyses were performed on the outrigger cross-sectional area of the horizontal truss member, which was changed
from 0.008 to 0.16 m2, and the cross-sectional area of the diagonal truss member was changed proportionally. A model with one outrigger
at the 48th floor, which was determined to be the optimum location for LAT reduction, was used in these analyses. The axial force and
stress of the outrigger diagonal truss for reducing the LAT and DAS and the reduction ratio are presented in Figure 5. The capital letters
“T” and “S” represent the axial force and the axial stress of the outrigger diagonal truss, respectively, while “R” represents the
reduction ratio.

F I G U R E 8 Effect of the
number of outriggers on the
stress of the outriggers (Case 3-1
in Table 3). (a) one outrigger,
(b) two outriggers, (c) three
outriggers, (d) four outriggers,
and (e) five outriggers
KIM ET AL. 13 of 19

As indicated by Equation (7), if the outrigger stiffness increases, the outrigger truss develops more internal force. Additionally, as shown in
Figure 5a, as the outrigger cross-sectional area increased, the outrigger truss developed a greater internal force caused by the LAT and DAS
reduction. However, with an increase in the outrigger stiffness, the rate of increase of the internal force was reduced, as shown in Figure 5a. This
tendency was more prominent for the LAT curve than the DAS curve.
Comparing Figure 5a and b reveals that the maximum LAT and DAS reduction ratio was proportional to the internal force of the out-
rigger; as a result, the reduction ratio had a logarithmic graph similar to that of the internal force. In addition, Figure 5b shows that as the
outrigger stiffness increased, the total stress of the outrigger decreased, while the reduction ratio for the maximum LAT and DAS increased.
The stress caused by the DAS was in a different form of the graph of the outrigger internal force. The stress and cross-sectional area of
the outrigger showed an inversely proportional relationship, while the stress and internal force of the outrigger exhibited a proportional
relationship. The internal force was in the form of a logarithmic function as the cross-sectional area increased linearly; consequently, the
stress decreased in the form of a negative exponential graph. Thus, increasing the cross-sectional area of the outrigger reduced the stress
of the outrigger despite increasing the internal force of the outrigger. Therefore, increasing the cross-sectional area of the outrigger is one
way to enhance the structural safety of the outrigger.

4.2 | Effect of outrigger location

In order to investigate the effect of the outrigger location, the stress of the outrigger and the reduction ratio were investigated while changing
the outrigger location from the fourth floor to the 80th floor in one-floor steps. As shown in Figure 6a, the reduction ratios of the maximum LAT
and DAS were at their maximum at the 48th and 53rd floors, respectively, which were the optimum locations for reducing the LAT and DAS. Fur-
thermore, comparing Figure 6a and b reveals that the reduction ratio and the stress of the outrigger had different tendencies in terms of the over-
all shape of the graph.
As shown in Figure 6b, the LAT stress was larger when the outrigger was located at a lower floor of the building. This is because the over-
turning moment, which was caused by the lateral load, was larger at the lower parts of the building. The DAS stress showed a curved shape with
a convex feature in the middle of the building for the following reasons: As indicated by Equation (9), the stress and internal force of the outrigger
were proportional to the equivalent stiffness of the vertical members and the outrigger, as well as the DAS of the structure without the outrigger.
If the location of the outrigger changed, the stiffness of the column and wall (kc and kw, respectively) changed accordingly, but the stiffness ratio
of the spring assemblage, ks3, did not change significantly. From these results, it can be inferred that among these factors, the DAS without the
outrigger was the most important factor affecting the additional shear force and the stress of the outrigger. Thus, as shown in Figure 6c, the curve
of the DAS stress showed a similar shape as the curve of the DAS without the outrigger.
Notably, the locations where the maximum LAT stress and maximum DAS stress occurred did not coincide. Specifically, the maximum LAT
stress occurred at the lower part of the building, whereas the maximum DAS stress occurred at the upper-middle part of the building. Therefore,
the maximum total stress occurred at the middle part of the building. As shown in Equation (8), the DAS stress was negative when the shortening
difference between the vertical members was negative. The analysis model used in this study employed an outrigger system with a diagonal out-
rigger truss connected to a column and a shear wall at different levels, as shown in Figure 4b. If the outrigger was located at the lower part of the
building, the shortening of the column connected to the diagonal truss could be smaller than the shortening of the wall located four floors higher,
which was attributable to the difference in location between the ends at which the outrigger diagonal truss member was connected. In this case,

F I G U R E 9 Effect of the number of outriggers on the maximum

total stress of the outrigger and the reduction ratios of the LAT and
DAS (Case 3-2 in Table 3)
14 of 19 KIM ET AL.

a compressive force was developed in the diagonal member such that the stress of the outrigger for reducing the DAS was negative, as shown in
Figure 6b. However, because very low locations of the outrigger were outside of the feasible range, negative values could be ignored.

4.3 | Effect of number of outriggers

Finite-element analyses were performed for Cases 3-1 and 3-2, presented in Table 3, for the given optimum locations for the LAT and DAS.
The analysis results for Case 3-1, in which the outrigger was located at the optimum location for the LAT, are presented in Figures 7 and

F I G U R E 1 0 Effect of the number of outriggers on the stress of the outriggers (Case 3-2 in Table 3), (a) one outrigger, (b) two outriggers,
(c) three outriggers, (d) four outriggers, and (e) five outriggers
KIM ET AL. 15 of 19

8. Figure 7 shows the maximum total stresses of the outriggers and the reduction ratios of the LAT and DAS, where it can be seen that
the reduction ratio increased with the number of outriggers for both the LAT and the DAS. However, as the number of
outriggers increased, the reduction ratio of the LAT exhibited a relatively small increment compared to that of the maximum DAS.
The stress of the outrigger for models with one to five outriggers is shown in Figure 8, where the lowest installed outrigger is labeled
as outrigger #1. When one outrigger was installed, the total stress was the sum of the maximum LAT stress and DAS stress, as the maxi-
mum LAT stress and DAS stress acted on the same outrigger. However, when the number of outriggers increased, the outriggers were
installed at various locations distributed along the height of the building. Therefore, according to the effects of the outrigger location on
the LAT stress and DAS stress, which are shown in Figure 6b, the lowest outrigger had a larger stress for reducing the LAT than for reduc-
ing the DAS. By contrast, the uppermost outrigger had the smallest stress for reducing the LAT, while the stress for reducing the DAS was
greater. Figure 8 shows the expected tendency. If the number of outriggers was >1, the lowest outrigger played the greatest role in reduc-
ing the LAT (and thus had the largest stress), whereas the highest outrigger played the smallest role (and thus had the smallest stress); this
tendency was reversed for the DAS. According to this tendency of the development of stress, if the outriggers only reduce the LAT, the
stress distribution among the outriggers will be uneven. If all of the outriggers are configured in the same way, most of them (with the
exception of the lowest outriggers) will be over-designed and inefficient. If dual-purpose outriggers are used, a more even stress distribution
of the outriggers can be achieved. Furthermore, if the outriggers are configured in the same way, the strength demand of the dual-purpose
outriggers will not be significantly greater than that of the single-purpose outrigger. In this regard, the dual-purpose outrigger is efficient,
and a single-purpose outrigger for the LAT can be easily converted into a dual-purpose outrigger by preparing a small added stress in order
to reduce the DAS.
The analysis results for Case 3-2, in which the outriggers were located at the optimum locations for the DAS, are presented in Figures 9 and
10. Figure 9 shows the total stresses of the outriggers along with the reduction ratios of the LAT and DAS. As shown in Figures 7 and 9, the
effects of the number of outriggers were similar for Cases 3-1 and 3-2. Even when the outriggers were located at the optimum locations for the
DAS, the reduction ratios of the LAT and DAS increased. This tendency decreased gradually as the number of outriggers increased. Further, the
total stress of the outriggers decreased as the number of outriggers increased. Figure 10 shows the LAT stress, DAS stress, and total stress of
each outrigger for Case 3-2. When the outriggers were located at the optimum locations for the DAS, the DAS stress distribution of each outrig-
ger was even. Thus, the total stress of each outrigger was not more evenly distributed than the stress of the outriggers installed at the optimum
locations for the LAT.

FIGURE 11 Effect of the connection time on the DAS (Case 4 in Table 3,

one outrigger)
16 of 19 KIM ET AL.

F I G U R E 1 2 Effects of the
delayed connection time on the
strength demand and the
reduction ratio of the DAS (Case
4 in Table 3). (a) one outrigger,
(b) two outriggers, (c) three
outriggers, (d) four outriggers,
and (e) five outriggers
KIM ET AL. 17 of 19

4.4 | Effect of connection time of outrigger

As mentioned previously, DAS is affected by the time-dependent behavior of concrete; as a result, the reduction ratio and the stress of the outrig-
ger are affected by the connection time of the outrigger. However, LAT is not related to the connection time of the outrigger. Therefore, in this
section, the reduction ratio and stress are only investigated for the DAS.
As shown in Table 3, a series of analyses were performed for Case 4 to investigate the effect of the connection time of the outrigger. Because
the outrigger should be connected to the vertical member within the construction completion time, the minimum/maximum limit of the connec-
tion time range was set according to the outrigger installation time and the construction completion time. The delayed connection time was based
on the construction cycle, which was 5 days, as mentioned in the previous section. In order to examine the effect of the connection time on the
reduction ratio of the DAS, a model with one outrigger at the 48th floor was analyzed by changing the range of the connection time of the outrig-
ger from 0 to 32 construction cycles.
As shown in Figure 11, the DAS value was normalized by dividing by the maximum value of the DAS without the outrigger. As expected, as
the delay of the connection time of the outrigger increased, the DAS gradually increased, and the graph appeared to shift toward that for the
DAS without the outrigger.
The reduction ratio and the stress of the outrigger corresponding to each cycle of Figure 11 are shown in Figure 12a. To investigate the effect
of the connection time of the outrigger on the reduction ratio and the stress of multiple outriggers, finite-element analyses were conducted with
an increasing number of outriggers, and the results are shown in Figures 12b–e. The ranges of the maximum possible connection delay time dif-
fered among the outriggers, because the construction time for each outrigger depended on the outrigger location, and the connection of the out-
riggers could be delayed until the construction completion time. Thus, a higher location of the outrigger corresponded to a shorter possible delay
time. When multiple outriggers were installed, several cases were available for determining the connection time of each outrigger. However, to
ensure the structural stability of the building, some outriggers should be connected to resist lateral loads during the construction.[20,21] Therefore,
it was assumed that all of the outriggers had the same delayed connection time, such that the outriggers were connected to the vertical member
sequentially prior to completion of construction. For example, consider the model with three outriggers installed at the 23rd, 42nd, and 63rd
floors. Because the number of floors is 80 and there are 80 construction cycles, the maximum possible connection delay time of the outrigger is
17 cycles. If the connection delay time of the outrigger is 10 cycles, the three outriggers are connected to vertical members at the 33rd, 52nd,
and 74th cycles.
In order to evaluate the strength demand of the outrigger at the service stage, the DAS stress was calculated 10,000 days after the
beginning of the construction. Figure 12 shows the tendencies of the DAS stress and the DAS reduction ratio with the delayed connection
time for Case 4 in Table 3. As shown in the figure, when the outrigger connection was delayed, the DAS stress decreased, as did the DAS
reduction ratio. The outrigger stress showed a greater reduction for the model with one outrigger than it did for the model with multiple
outriggers. If the outrigger connection was delayed in the model with multiple outriggers, the DAS stress of a higher outrigger exhibited a
greater reduction than that of a lower outrigger, and the DAS stress of the uppermost outrigger exhibited the greatest reduction. This was
attributed to the fact that the DAS increased significantly at the later stages of construction. As every model exhibited this aspect of the
DAS, it can be inferred that any model with multiple outriggers has this tendency when the outrigger connection time is delayed for the
same amount of time.
As demonstrated in the previous section, the total stresses of the outriggers are almost the same when the outriggers are used for dual pur-
poses. In this regard, it should be noted that the maximum total stress is not significantly reduced, even if the stress of the uppermost outrigger is
significantly reduced. Thus, although the DAS reduction ratio is significantly reduced when the outrigger connection time is delayed, the strength
demand of the dual-purpose outrigger is not significantly reduced.

5 | C O N CL U S I O N

In this paper, the strength demand of a dual-purpose outrigger system was investigated by examining the absolute sum of stresses for reducing
the LAT and DAS. A simplified analytic method was proposed to identify the design parameters affecting the stress of the outrigger and mitigating
the additional stress of the outrigger caused by DAS reduction. The following design parameters were considered: the cross-sectional area, loca-
tion, number, and connection time of the outriggers. To investigate the effects of these four parameters on the reduction of the LAT and DAS as
well as on the LAT and DAS stresses, finite-element analyses were conducted using a model with vertical members with different cross-sectional
areas along the building height. Four cases were established to quantitatively investigate the effect of each parameter, and the following results
were obtained.

1. As the cross-sectional area of the outrigger increased, the reduction ratio and the corresponding internal force of the LAT and DAS increased
logarithmically. However, as the cross-sectional area of the outrigger increased, the stress of the outrigger decreased, and the decrement of
18 of 19 KIM ET AL.

the curve gradually decreased in the form of a negative exponential function converging to a certain value. Thus, the strength demand of the
dual-purpose outrigger can be reduced by increasing the cross-sectional area of the outrigger.
2. In terms of the outrigger location, the LAT and DAS stresses exhibited different tendencies. Furthermore, the reduction ratio and the stress of
the outrigger exhibited different peak points, indicating that the stress of the outrigger was not proportional to its performance in reducing the
LAT and DAS. The maximum LAT stress occurred when the outrigger was installed at the lower part of the building, whereas the maximum
stress for reducing the DAS was achieved when the outrigger was installed at the upper-middle part of the building.
3. As the number of outriggers increased, the outriggers at higher locations showed a smaller LAT stress and a larger DAS stress, which was
attributed to the fact that the maximum LAT stress occurred at the lower part of the building, whereas the maximum DAS stress occurred at
the upper-middle part of the building. Because the LAT and DAS stresses exhibited different tendencies with respect to the location of the
outrigger, the dual-purpose outriggers can be used more efficiently by distributing the total stress of each outrigger more evenly. The total
stress of the outriggers is more evenly distributed when the outriggers are located at the optimum location for the LAT than when they are
located at the optimum location for the DAS.
4. When the connection time of the outrigger was delayed, the stress and the reduction ratio of the DAS for the outrigger were reduced. In the
case with a single outrigger, the outrigger stress was significantly reduced. However, in the case of multiple outriggers, the DAS stress of the
highest outrigger showed a greater reduction than the other outriggers. The maximum total stress of the outriggers was not significantly
reduced, as the highest outrigger was not subjected to the maximum total stress among the multiple outriggers. Thus, for the dual-purpose
outriggers to reduce the LAT and DAS, delaying the outrigger connection is ineffective, because the outriggers have an even distribution of
stresses, such that the reduction of the stress of one outrigger does not indicate a reduction in the stress of another outrigger.

According to the results presented here, the dual-purpose outrigger can be a more efficient structural system than the single-purpose outrig-
ger when considering the complicated compensation for DAS during construction. The strength demand of the dual-purpose outrigger can be
reduced by adjusting the design parameters. In particular, when multiple outriggers are used, the total stress for the dual-purpose outrigger does
not increase significantly because of the different distributions of the LAT and DAS stresses of the outriggers. It is recommended for engineers to
use the dual-purpose outrigger to reduce the LAT and DAS simultaneously.

ACKNOWLEDGMENTS
This work was supported by the National Research Foundation of Korea with a grant funded by the Korean government [grant NRF-
2017R1A2B4010043].

CONF LICT OF IN TE RE ST
None

ORCID
Han-Soo Kim https://orcid.org/0000-0003-0235-6740

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How to cite this article: Kim H-S, Lim Y-J, Lee H-L. Strength demand of dual-purpose outrigger system for reducing lateral displacement
and differential axial shortening in a tall building. Struct Design Tall Spec Build. 2019;e1701. https://doi.org/10.1002/tal.1701