PORTAL FRAMES

MAIN FRAME

A typical main frame in a portal frame structure should be characterized by the following1:

Span of (15 -50m)

Clear height of (5-12m)
A roof pitch between (5°-10°)
Frame spacing between 6 and 8m
Haunches provided in the ra ers at the eaves and apex
A s ffness ra o between the column and ra er sec on of approx. 1.5
ADVANTAGES :
There are many advantages to using portal frames when building wide-span enclosures. Large spaces can be built and
enclosed with the minimum amount of materials, a huge advantage for builders because it helps them minimise costs.

Advantages include:

Quick and easy to build

Cost-effec ve
Can be used for mul ple purposes
Low maintenance
Portal frames are generally low-rise structures, comprising columns and horizontal or pitched ra ers, connected by moment- Aesthe cally pleasing
resis ng connec ons. Resistance to lateral and ver cal ac ons is provided by the rigidity of the connec ons and the bending Portal frames are lightweight and can easily be fabricated off-site. While they are a simple structure, buckling can be a
s ffness of the members, which is increased by a suitable haunch or deepening of the ra er sec ons. This form of problem if care isn’t taken in the design phase.
con nuous frame structure is stable in its plane and provides a clear span that is unobstructed by bracing. Portal frames are
very common, in fact 50% of construc onal steel used in the UK is in portal frame construc on. They are very efficient for
enclosing large volumes, therefore they are o en used for industrial, storage, retail and commercial applica ons as well as
for agricultural purposes. This ar cle describes the anatomy and various types of portal frame and key design
considera ons.

A portal frame building comprises a series of transverse frames braced longitudinally. The primary steelwork consists of
columns and ra ers, which form portal frames, and bracing. The end frame (gable frame) can be either a portal frame or a
braced arrangement of columns and ra ers.
The light gauge secondary steelwork consists of side rails for walls and purlins for the roof. The secondary steelwork
supports the building envelope, but also plays an important role in restraining the primary steelwork.
The roof and wall cladding separate the enclosed space from the external environment as well as providing thermal and
acous c insula on. The structural role of the cladding is to transfer loads to secondary steelwork and also to restrain the
flange of the purlin or rail to which it is a ached.
PRELIMINARY ASPECTS
The conceptual design stage of any structure must take into cognizance a series of interconnected factors influencing on the overall
design, a portal frame is not different. The frame dimension is cri cal to determining the overall height and width of the frame to
give adequate building space for the internal func ons of the building. The frame designer must decide on the following at the
conceptual design stage.
The main frame consists of steel columns and steel beams which serves as the ra er. The frame is con nuous with moment
resis ng connec ons. By virtue of the con nuity of the frame, resistance to lateral loads and in plane stability is ensured.
This means that the stability and displacement of the frame is largely dependent on the s ffness of the members. The
members are formed from hot rolled steel sec ons, -universal steel columns for the columns and universal beams for the
ra ers. In addi on, to enhance the resistance of the frame to flexure at the eaves and apex where the flexural moments are
greatest, the frame is provided with a “haunch”.
In most instances, the frame is assumed to be nominally pinned at the base, even where the frame may posses appreciable
s ffnesses. This implies that the base plate to the portal frame is designed as a simple connec on

CLEAR SPAN AND HEIGHT

The clear span and height required by the client as evident in the architectural drawings is the key to determining the dimensions to
be considered for use in the analysis and design. The architectural requirement for clear span is o en the dimension between the
internal flanges of the columns, the span used for design is the centre-centre dimension, hence this would be greater than the
architectural clear span by the column sec on depth.
The clear height of the frame is measured from the finished floor level to the underside of the haunch or suspended ceiling. This will
be determined using the specified internal floor height specified in the architectural drawing.
HAUNCHES
As earlier stated, a haunch is commonly provided in the eaves and apex of portal frames, and its provision is to enhance the
flexural resistance of the ra ers where the bending moment appear to be greatest, instead of sizing the ra ers based on the
value of the flexural moment at the eaves. The haunch also doubles as a s ffener to the frames, increasing stability and
reducing deflec ons. The presence of a haunch also facilitates the use of bolted connec ons.

The clear height of the frame is measured from the finished floor level to the underside of the haunch or suspended ceiling. This will
be determined using the specified internal floor height specified in the architectural drawing.

POSITION OF RESTRAINTS
Preliminary sizing of portal frame design is carried out using the resistance of the steel sec ons to their cross-sec on resistance to
flexure, shear and axial forces. At the detail design stage, the resistance of the chosen sec ons to buckling would need to be carried
out, with restraints posi oned at the cri cal areas.

Steel portal frame is the most common, cost-effec ve structural solu ons for single-storey buildings with gable-pitched
roofs. In fact, about 50% of the steelwork in the U.K is used up in the construc on of single-storey buildings, of which
portal frames form the greater part. They are lightweight, efficient, and highly economical for suppor ng buildings
envelopes, o en where it is required to create a large uninterrupted column space. Thus, this type of construc on is
more appropriate and mostly adopted for buildings such as warehouses, shopping complexes, workshops, depots and
generally industrial buildings sustaining rela vely modest loads.
Portal frames are rela vely flexible and highly prone to significant deforma ons, hence less onerous deflec on limits are
generally applied to them than other forms of construc on. Although these deforma ons can be reduced by the use of
larger steel sec ons, the cost benefits become adversa ve. And if deflec ons become so cri cal, for instance, from the
fact that the frames are carrying heavy loads, an alterna ve form of construc on or structural solu on (such as, a girder)
becomes more appropriate.
Buckling is usually less cri cal in the ra ers due to the restraints from purlins, although some mes addi onal restraints might be
required. However, the same cannot be said for the columns, as there is usually more inhibi on to posi oning rails to provide
restraints due to requirement for openings within the eleva ons of the buildings. Where intermediate restraints are impossible, the
buckling resistance of the column will most likely determine the preliminary sizing of the columns. Thus, it is very essen al at this
early stage to understand if provision of con nuous side rails is allowed on the frame eleva ons. Only con nuous side rails can be
guaranteed to effec vely restrain the column. Side rails occasionally interrupted by the requirement for doors and windows cannot
be relied on as providing effec ve restraints.
The Eaves haunches are normally cut from a hot rolled sec on slightly larger or at least the same as the ra er, and welded to
the underside of the ra er. In the design of the frame, it is desired for the flexural hogging moment at the eaves to be
approximately equal to the sagging moment at the apex, to achieve this, the length of the eaves haunches is kept equal to
10% of the frame span. The apex haunch is also cut from a hot rolled sec on, the same size as the ra er or from steel plates,
however in contrast to the eave haunches, they are not provided for enhancing flexural resistance but to facilitate the bolted
connec ons between the ra ers.

SIGN
AIKTC NAME : SHUBHAM S KAKADE

SOA PORTAL_FRAME_01 ROLL NO : 18 AR 20

SUBJECT : A B C M

BRACINGS
As with most steel structures, a portal frame structure requires braced bays to transfer the applied lateral forces to the
ground. The braced bays contains both horizontal bracings provided in the plane of the ra ers and ver cal bracings in the
plane of the side walls (Figure 4). Most o en the braced bays are provided at both ends of the building and in certain cases
an addi onal braced bay might be needed along the length of the building, depending on the magnitude of the lateral loads
being envisioned. When bracings are provided at the end frames, the roof bracings intersect with the top of the gable
columns, hence it is able to transfer the loads in the plane of the roof to the eaves.
GABLE FRAME
The end frames of portal frame structures are referred to as the gable frames. The gable frames consist of steel columns at
intervals connected by ra ers (See figure 6) just like the main frames, but in addi on, they contain one or more braced bays
in the plane of the frame. In a gable frame, the gable columns span like a ver cal beam from the ground to the portal frame.
Alterna vely, a main frame may be used as the gable frame, especially where future modifica on/expansion is envisaged.
Here, the main frames are used to reduce the impact of any future structural works.
AIKTC
SOA
PORTAL FRAMES
Aside from the symmetrical pitched roof that has being used to describe portal frame structures so far, a portal frame structure may
also take any of the different structural forms described below depending on the brief. It is important to state here, that all other forms
as would be described are only an extension/modifica on of the pitched roof frame. Hence the various forms as well as the
informa on that is provided about them is not meant to set some limit on their use.
CRANE PORTAL FRAME
A crane portal frame is par cularly suited and designed for portal frame structures of industrial workshops, where there’s a special
requirement for a travelling crane. Column brackets are usually provided on the portal frame columns connec ng a rail which
ul mately support the weight of the moving crane and the forces on it.
In a crane portal frame, the deflec on at the eaves is usually more due to the forces on the crane, thus it is usually required to provide
a e or design the column bases as a rigid connec on other than the nominally pinned connec on typically assumed in the design of
portal frames.
TIED PORTAL FRAME
A ed portal frame employs the use of a e to resist horizontal movement of the frames at the eaves resul ng in a reduc on in the
ensuing bending moment in the portal frame. A ed frame may be required for two reasons – there is a necessity to limit the
horizontal movement of a frame or the movement of a crane along the frame’s spanning is to be accommodated.
When a e is provided in a portal frame, a surge in the axial forces in the frame would be no ced, this o en necessitate a full blown
second order analysis, hence a so ware package with second order analysis func onality will be required in analyzing this structural
form.
PROPPED PORTAL FRAME
Where the span requirement of the portal frame structure is so large such that a clear span is unachievable or where there is no special
requirement to have a clear span, a propped frame can be used. The propped portal (Figure 10) frame uses an addi onal third leg
column to prop the frame at the apex, thereby reducing the forces that would have otherwise being obtained in the ra ers, ul mately
reducing the ra er size and the horizontal shear force at the base.
PORTAL_FRAME_02
PORTAL FRAME WITH MEZZANINE FLOOR
Aside from the symmetrical pitched roof that has being used to describe portal frame structures so far, a portal frame
structure may also take any of the different structural forms described below depending on the brief. It is important to state
here, that all other forms as would be described are only an extension/modifica on of the pitched roof frame. Hence the
various forms as well as the informa on that is provided about them is not meant to set some limit on their use.
CURVED RAFTER PORTAL FRAME
A curved ra er portal frame as the name implies uses a curved ra er in the fabrica on of the frame . Curved portal frames
are generally an architectural requirement.
Ra ers o en exceeding 20m require splices due to the transporta on/fabrica on constraints. The ra ers are modelled as
straight members and guidance can be obtained from the Steel Construc on Ins tute publica on: Guidance on the stability
of curved ra ers in portal frames.
CELLULAR BEAM PORTAL FRAME
Cellular beams may be provided for use as the ra ers in a portal frame structure strictly for architectural/ aesthe c reasons
or when dealing with very long spans . Where transporta on constraints would’ve necessitated the use of splices, they
should be carefully detailed to preserve the architectural features.
As with cellular beam sec ons, they cannot develop plas c hinges, hence the advantage of plas c analysis commonly
available to other forms of portal frames is not available to this, only elas c design can be carried out.
SIGN
NAME : SHUBHAM S KAKADE
ROLL NO : 18 AR 20
SUBJECT : A B C M
 PORTAL FRAMES
SCHIPHOL BUS STATION ,NETHERLAND

Year of construc on: Original year of construc on approx. 1942

Opening: 18 May 2015
Loca on: Loevens jserandweg, Amsterdam
Client: Schiphol Asset Management, Schiphol
Contractor: Schiphol Asset Management, Schiphol
Architecture: Claessens Erdmann architects and designers, Amsterdam
Structural design: Royal HaskoningDHV, Ro erdam
Implementa on: Heijmans Schiphol, Flamingoweg
Steel construc on: Aa-Dee Machinefabriek Staalbouw Nederland, Schijndel By placing the frames slightly further apart, the bus sta on has got a length of over 100 m. New girders made of
castellated beams have been laid over the ra ers; the roof is made of translucent plas c so that it is light within
the day me. In the evening there is a special ligh ng.

It was obtained a new func on of an old building, with a visible link with the airport. In the old design the columns
were closer together; the grid sizes have been made larger, and with that the construc on. Due to the open
character we have had to take into account upward forces. By using PV panels on the roof, which are randomly
distributed, all frames have become unique in terms of execu on; this was necessary to accommodate the
construc on of the panels.
Castellated beams have been used for purlins, approx. 2000 m of IPE200 / 265 IPE 360/45, manufactured by AaDee itself
with a robot line. Construc on of already welded corner lines / strips that had no func on in the new
use have been removed. The assignment was to do this in such a way that old appearance remained visible. Thus,
parts have been le for decora ons that have no func on, such as a half burnt corner line and strip.

The design of the type T2 hangar dates from World War II. The Bri sh Royal Air Force wanted to have a large
capacity hangar that could be built up quickly upon invasion of the European con nent. Only then would one be
able to get the conquered and perhaps destroyed airports quickly opera onal again. In addi on, these hangars
are built on a total of 53 Royal Air Force airports. A er dismantling several airports a er World War II, many T2
hangars have been demolished and sold. A er the war there was an abundance of RAF and USAAF T2 hangars in
England. Airport Ro erdam Zes enhoven bought one copy.

For this copy, a third life has arrived at Schiphol, but now in the func on of bus sta on. Already in 1958 this T2
was taken at Zes enhoven airport. At that me, they wanted to build a new hangar, but new construc on was
too expensive. The opening of the new aircra hanger has taken place on May 19, 1958, and was then used un l
the late nine es. There were stories that the hangar was used as storage shed.

A er this, the hangar was rebuilt, by the Ministry of Jus ce, to the Ro erdam deten on centre. Next to the
hangar, a new front building and air cages appeared, with the cell complex on the inside, built-up from sea
containers. On 27 June 2003, the Ro erdam deten on center was taken into use, with a maximum capacity of
212 people. A er seven years of intensive use was demolished. The new Deten on Center Ro erdam will be
completed before the summer of 2010. The T2 hangar was then dismantled and stored in a hall at Schiphol, to be
resurrected as a bus sta on in early 2015.
For the third life, the restored structure of the reused hangar, originally 73 m long and 37 m wide, is stretched to
100 m by increasing the heart-to-center distances of the ra ers.

SIGN
AIKTC NAME : SHUBHAM S KAKADE

SOA
PORTAL_FRAME_CASE_STUDY_01 ROLL NO : 18 AR 20
SUBJECT : A B C M
 PORTAL FRAMES
SCHIPHOL BUS STATION ,NETHERLAND

SYMMETRICAL PITCHED ROOF PORTAL FRAME WITH TRUSS

Produc on consisted of restora on: cu ng out and replacing corroded parts. Each replaced part / bolt was
numbered and documented with photos.
Pre-assembly: 2500 bolts and nuts;
Assembly: approx. 6000 bolts and 6000 nuts and 480 anchors + 2200 nuts;
Moun ng of 200 m gu er (600 x 450).
Not supplied by Aa-Dee but interes ng: there are 440 PV cells (solar panels) installed on the roof, making the bus
sta on as a whole energy-neutral. These are not placed on the roof in a repea ng pa ern to prevent flickering of
the sun when passing under the translucent roof. As a result, almost all trusses have become unique in order to
accommodate the construc on of the PV panels. There are 138 light fi ngs, each with two types of LED lamps 6,
white down and various colors upwards. This makes it possible to change the colors remotely.

ADVANTAGES
Protec on against Environmental Hazards
Shaped like a triangle, they are stable and far more effec ve when dealing with excessive weather, including heavy rain and
snowfall. The roof design helps to direct the water away from the home and leaves li le chance of waterlogging.

Thermal efficiency
The natural ven la on underneath the top roof layer significantly improves the thermal efficiency of a building. This ensures
op mal indoor comfort both in winter and summer.

Energy savings
The building envelope is responsible for around 25-35% loss of energy within a building. Pitched roofs are built to allow
natural ven la on between the outer layer and the building, preserving energy.

Sustainability
Some roofing les have sustainable creden als to integrate solar panels within the structure of pitched roofs.

Longer lifespan
Flat roofs require constant maintenance of their drainage systems to avoid leaking. While pitched roofs are more expensive,
cheaper and less frequent repairs compensates for this. This is especially true is the roof is covered in high-quality natural
slate, with a lifespan of over 100 years and no need for any maintenance.

Rainwater reuse
The pitched roof makes it easier to reuse rainwater than flat roofs. The external drainage system is easier to modify and
maintain.

Versa lity
Pitched roofs can be converted to house substan al extra living space inside. This can be invaluable should extra room is
required in the

SIGN
AIKTC NAME : SHUBHAM S KAKADE

SOA
PORTAL_FRAME_CASE_STUDY_01 ROLL NO : 18 AR 20
SUBJECT : A B C M