Marine structures 11

2.4.7 Structures supporting cranes
Cranes and oher hoisting equipment are commonly support-
ed on columns in factories or similar buildings, or on
gantries. The wheel loads and other particulars for typical
overhead travelling cranes are given in Table 12. it is
important that a dimensioned diagram of the actual crane
to be installed is obtained from the makers to ensure that
the necessary clearances are provided and the actual loads
taken into account. Allowances for the secondary effects on
the supporting structure due to the operation of overhead
cranes are given in section 9.2.6.
For jib cranes running on rails on supporting gantries,
the load to which the structure is subjected depends on the
disposition of the weights of the crane. The wheel loads are
generally specified by the maker of the crane and should
allow for the static and dynamic effects of lifting, discharging,
slewing, travelling and braking. The maximum wheel load
under practical conditions may occur when the crane is
stationary and hoisting the load at the maximum radius
with the line of the jib diagonally over one wheel
as shown in Table 10. The dispersal through surfacing
materials is considered to be at an inclination of 1 unit
horizontally to 2 units vertically. Through a structural
concrete slab at 45°, dispersal may be assumed to the depth
of the neutral axis only.
In the case of a pair of wheels, on one axle, on two rails
supported on sleepers it can be considered that the load
from the wheels in any position is distributed transversely
over the length of the sleeper and that two sleepers are
effective in distributing the load longitudinally. The dispersal
is often assumed as 45° through the ballast and deck below
the sleepers, as indicated in Table Ii. Again, the req uire-
of BS5400 differ, as shown in Table 10. When a rail
bears directly on the dispersion may be four to six
times the depth of the rail. These rules apply to slow-moving
trains; fast-moving trains may cause a 'mounting' surge in
front of the train such that the rails and sleepers immediately
in front of the driving wheels tend to rise and therefore
impose less load in front, but more behind, on the supporting
structure.

2.6 MARINE STRUCTURES

2.4.8 Garages
The forces acting upon wharves, jetties, dolphins, piers,
The floors of garages are usually considered in two classes, docks, sea-walls and similar marine and riverside structures
namely those for cars and other light vehicles and those for include those due to the wind and waves, blows and pulls
heavier vehicles. Floors in the light class are designed for from vessels, the loads from cranes, railways, roads, stored
specified uniformly distributed imposed loads, or alternative goods and other live loads imposed on the deck, and the
concentrated loads. In the design of floors for vehicles in pressures of earth retained behind the structure.
the heavier class and for repair workshops, the bending In a wharf or jetty of solid construction the energy of
moments and shearing forces should be computed for a impact due to blows from vessels berthing is absorbed by
minimum uniformly distributed load or for the effect of the the mass of the structure, usually without damage to the
most adverse disposition of the heaviest vehicles. The structure or vessel if fendering is provided. With open
requirements of the Code are given in Table 11. A load equal construction, consisting of braced piles or piers supporting
to the maximum actual wheel load is assumed to be the deck in which the mass of the structure is comparatively
distributed over an area 300mm or 12 in square. small, the forces resulting from impact must be considered,
The loading of garage floors is discussed in more detail and these forces depend on the weight and speed of approach
in Examples of the Design of Buildings. of the vessel, on the amount of fendering, and on the
flexibility of the structure. In general a large vessel has a
low speed of approach and a small vessel a higher speed of
2.5 DISPERSAL OF CONCENTRATED LOADS
approach. Some examples are a 500 tonne trawler berthing
A load from a wheel or similar concentrated load bearing at a speed of 300mm/s or 12 mIs; a 4000 tonne vessel at
on a small but definite area of the supporting surface (called 150mm/s or 6in/sec; and a 10000 tonne vessel at 50 mm/s
the contact area) may be assumed to be further dispersed or 2 in/s (1 tonne = I ton approximately). The kinetic energy
over an area that depends on the combined thicknesses of the of a vessel of 1000 tonnes displacement moving at a speed
road or other surfacing material, filling, concrete slab, and of 300 mm/s or 12 in/s and of a vessel of 25000 tonnes
any other constructional material. The width of the contact moving at 60mm/s or 2.4 in/s is in each case about
area of the wheel on the slab is equal to the width of the 5OkNm or 16 tonft. The kinetic energy of a vessel of
tyre. The length of the contact area depends on the type of displacement F approaching at a velocity of V is
tyre and the nature of the road surface, and is nearly.zero 514FV2Nm when F is in tonnes and V is in m/s, and
for steel tyres on steel plate or concrete. The maximum 0.016FV2 ton ft when F is in tons and V is in ft/s. If the
contact length is probably obtained with an iron wheel on direction of approach is normal to the face of the jetty, the
loose metalling or a pneumatic tyre on a tarmacadam whole of this energy must be absorbed upon impact. More
surface. commonly a vessel approaches at an angle of 0° with the
Dispersal of a concentrated load through the total thick- face of the jetty and touches first at one point about which
ness of the road formation and concrete slab is often the vessel swings. The kinetic energy then to be absorbed is
considered as acting at an angle of 45° from the edge of the K{(V sin 0)2 — (pw)2], where K is 514F or 0.016F depending
contact area to the centre of the lower layer of reinforcement, on whether SI or imperial units are employed, p is the radius
as is shown in the diagrams in Table 11. The requirements of gyration of the vessel about the point of impact in metres
of 8S5400 'Steel, concrete and composite bridges' differ, or feet, and w is the angular velocity (radians per second)

PDF compression, OCR, web-optimization with CVISION's PdfCompressor