SteelStockholder_3

8/12/2019 SteelStockholder_3

1/198

FACULTY OF ENGINEERING AND PHYSICAL SCIENCES

Final Report

Feasibil i ty of a

Steel Stockholding Warehouse

Group 3

(2010-2011)

Panayiota Christodoulaki

6037992

Tom Olorenshaw

6003228

Gi D i C ll P


2/198


3/198

Steel Stockholder Group 3

Executive Summary

As stated in the project brief, the steel stockholder is required to transport steel to potential clients

by both road and the Birmingham canal system. The location of the steel stockholders was chosen

to be Grazebrook Industrial Park, Brierley Hill, West Midlands. The location having been selected

due to the excellent transport facilities to both the local road networks and Birmingham canal

system. After initial site investigations and borehole logs, the ground conditions in the area were

found to be of sufficient strength to support the required services and infrastructure.

When operating at full production capacity, the factory is required to process orders of up to

120,000 tonnes a year. Based on 240 working days a year, the daily production rate required is

approximately 500 tonnes to produce the full production capacity of the warehouse. Of this 500

tonnes per day, only 5% will be transported along the canal system. With this daily output, two

multi-strand processing lines are required. The chosen machine was decided by the Kepner-

Tregoe method and was based on features including self weight, processing speed and cost. The

chosen multi-strand processing machine came out as the JV3X1850 produced by JV-WEI

Machine Equipment Manufacture Co, LTD. The full production capacity of the warehouse is not

reached until year 6, as such it is unnecessary to install both multi-strand processing machines in

year 1. As a way of making economic savings, the second multi-strand processing machine will


4/198


The quay design uses galvanised steel sheet piling to retain the soil and surcharge of 10kN/m2in

accordance with the British waterways. Sheet piling methods have been selected due to the ease

of construction, cost and effectiveness. The quay has sufficient room to allow 1 working narrow

boat to operate. The total depth of the sheet piles is 4.46m which includes a factor of safety of 2.0.

The quay and foundation system have been designed to function as a single unit.

A portal frame warehouse structure was selected for the steel stockholders due to cost, ease of

construction and opportunity for future expansion of the warehouse. To allow for the greatest

efficiency of floor space and in keeping with crane movements, 3 separate portal frame structures

have been designed. The internal layout of the warehouse was essential to producing an efficient

and safe working area. The warehouse incorporates separate areas for loading and unloading of

materials to avoid unnecessary conflicts. Logistically, the unloading and loading areas of the

warehouse are at opposite ends so that the production process flows from one section of the

warehouse to the other without cross over. Steel coils are unloaded and loaded onto the storage

rack by an automated crane. A separate crane then moves the required steel coil onto the multi-

strand processing line for it to be processed. Once processed, the finished product is packaged and

lifted by crane into the dispatch area ready to be loaded onto either the barge or LGV.

In addition to the internal layout, the external layout is also of critical importance to the

f ti lit f th t l t kh ld A t ll d t i i ti d th


5/198


Table of Contents

Acknowledgements .......................................................................................................................... i

Executive Summary ...................................................................................................................... ii

Table of Contents ........................................................................................................................... iv

List of Figures ................................................................................................................................ xi

List of Tables ................................................................................................................................... 1

1. Introduction .............................................................................................................................. 2

2. Location of the Steel Stockholders ......................................................................................... 2

2.1 Location Choice and Reasoning ................................................................................... 2

2.1.1 Location ......................................................................................................... 2

2.1.2 British Geological Survey .............................................................................. 4

2.2 Regulations and Permissions ........................................................................................ 5

2.2.1 Planning Permissions ..................................................................................... 5

2.2.2 Planning Requirements and Building Regulations ......................................... 6

3. Transportation ......................................................................................................................... 6


6/198


5.3 Steel Stockholder Customers ...................................................................................... 19

5.3.1 Narrow boat Customers ................................................................................ 19

5.3.2 General Customers ....................................................................................... 20

6. Warehouse Internal Layout .................................................................................................. 22

7. Crane Options / Selection ...................................................................................................... 23

8. Foundation Design ................................................................................................................. 25

8.1 Foundation Selection .................................................................................................. 25

8.2 Ground Profile ............................................................................................................ 27

8.3 Bearing Capacity ......................................................................................................... 27

8.4 Maximum Loading ..................................................................................................... 28

8.5 Sample Calculations ................................................................................................... 29

8.5.1 Piles .............................................................................................................. 298.5.2 Raft Foundation ............................................................................................ 30

8.5.2.1 Design of Flat Slab. ..................................................................... 31

9. Quay ........................................................................................................................................ 34

9.1 Bank Failure and Flood Defences ............................................................................... 34

9 1 1 L i l ti 34


7/198


9.4 Selection of Quay Structure ........................................................................................ 44

9.5 Design of Sheet Pile Retaining wall ........................................................................... 45

9.5.1 Design Drawing ........................................................................................... 45

9.5.2 Design Assumptions ..................................................................................... 46

9.5.3 Soil Parameters and Groundwater Conditions ............................................. 46

9.5.4 Earth Pressure Calculations .......................................................................... 46

9.5.5 Pressure Distribution Diagram ..................................................................... 48

9.5.6 Determine Depth of Penetration, D............................................................ 48

10. Warehouse Design .................................................................................................................. 50

10.1 Warehouse Structure Selection ................................................................................... 50

10.1.1 Simply Spanned Frame ................................................................................ 50

10.1.2 Cantilever Frame .......................................................................................... 51

10.1.3 Portal Frame ................................................................................................. 52

10.1.4 Space Frame ................................................................................................. 53

10.2 Chosen Warehouse StructurePortal Frame ............................................................. 54

10.2.1 Construction of Portal Frames ..................................................................... 54

10.2.2 Cladding ....................................................................................................... 55

10 2 3

P li d Sh ti R il 55


8/198


10.5.3 Description of LoadingLoading calculations ........................................... 63

10.5.3.1 Self-weights (G) ........................................................................... 63

10.5.3.2 Wind load (W) ............................................................................. 63

10.5.3.3 Snow load (S)............................................................................... 69

10.5.3.4 Live load (Q) ................................................................................ 70

10.5.3.5 Crane operation dynamic load (C) ............................................... 70

10.5.3.6 Roofs dead load due to cladding (R).......................................... 74

10.5.3.7 Lateral loading due to cladding (L) ............................................. 74

10.5.4 Load combinations ....................................................................................... 74

10.5.5 Design of Members ...................................................................................... 75

10.5.5.1 Portal rafter design ....................................................................... 75

10.5.5.2 Column Design ............................................................................ 79

10.5.5.3 Connection Design ....................................................................... 80

10.5.5.4 Bill of Quantities .......................................................................... 83

10.5.6 Storage Racks ............................................................................................... 84

10.5.7 Discussion of analysis .................................................................................. 84

11. External Warehouse Layout ................................................................................................. 85

11.1 Traffic Management ................................................................................................... 86


9/198


14.1 Quality Control ......................................................................................................... 103

14.1.1 Infrared Cameras ........................................................................................ 103

14.1.2 Light Emitting Diodes (LEDs) And Light Dependent Resistors (LDRs) .. 104

14.1.3 Human Factor ............................................................................................. 105

14.1.4 Chosen System ........................................................................................... 105

14.2 LGV live location ..................................................................................................... 106

14.2.1 Chosen System ........................................................................................... 107

14.2.1.1 Transmitting the Data ................................................................ 107

14.3 Safety System ........................................................................................................... 108

14.3.1 RFID ........................................................................................................... 108

14.3.2 Safety Laser Scanners ................................................................................ 109

14.3.3 Chosen System ........................................................................................... 111

14.4 Security system ......................................................................................................... 112

14.4.1 Current Access Technology ....................................................................... 112

14.4.2 Security Code ............................................................................................. 112

14.4.3 RFID ........................................................................................................... 112

14.4.4 CCTV ......................................................................................................... 113

14.5 Traffic Light System ................................................................................................. 116

14 5 1 P Fl 116


10/198


17. Automated System Program ............................................................................................... 124

17.1 Order Processing ....................................................................................................... 12417.2 Simulation Run Time ................................................................................................ 124

17.3 Random Order ........................................................................................................... 125

17.3.1 Random Number Generation ..................................................................... 126

17.3.2 Defining The Order Length ........................................................................ 126

17.3.3 Defining The Order Width and Thickness ................................................. 127

17.3.4 Defining The Number of Parts per Order ................................................... 128

17.3.5 Defining the Order Grade ........................................................................... 128

17.4 Order Processing ....................................................................................................... 129

17.4.1 Order Function ........................................................................................... 129

17.4.2 Searching for Stock .................................................................................... 129

17.4.3 Crane Time Calculations ............................................................................ 13117.4.4 Saving the Crane Times for Analysis ......................................................... 132

17.4.5 Updating Stock Levels ............................................................................... 132

17.4.6 Replenishing Stock..................................................................................... 133

17.4.7 Calculating The Production Output per Day .............................................. 133

17.4.8 Calculating Processing Times for Each Machine....................................... 135


11/198


21.1 Aim ........................................................................................................................... 144

21.2 CAPEX (Capital Expenditure) .................................................................................. 144

21.3 Risk ........................................................................................................................... 145

21.4 Rate of Return ........................................................................................................... 145

21.5 Funding ..................................................................................................................... 147

21.6 Financial Modelling .................................................................................................. 150

21.7 Revenues.................................................................................................................. 150

21.8 Profitability ............................................................................................................... 151

21.9 Net Present Value ..................................................................................................... 151

21.10Return on Investment and Gearing ........................................................................... 152

21.11Sensitivity Analysis .................................................................................................. 153

21.11.1Likely Sales Model .................................................................................... 155

21.11.2Pessimistic Sales Model ............................................................................. 155

21.11.3Optimistic Sales Model .............................................................................. 155

21.12Conclusion ................................................................................................................ 156

22. Conclusion ............................................................................................................................ 156

23. Citations .................................................................................................................................... I

24 A di A VI


12/198


List of Figures

Figure 2.1-1: Satellite map of suggested area. Source: Google maps .............................................. 3

Figure 2.1-2: OS map showing road, rail and canal networks in local vicinity. Source: Digimap

Roam ................................................................................................................................................ 3

Figure 2.1-3: OS map of suggested location. Source: Digimap Roam ............................................. 4

Figure 2.1-4: Birmingham Canal system. Source: Birmingham Metropolitan B C ......................... 4

Figure 2.1-5: British geological map of proposed location. Source: British Geological Survey ..... 4

Figure 2.1-6: Location of borehole logs. Source: British Geological Survey .................................. 4

Figure 2.2-1- Planning Permissions (Dudley Metropolitan Borough Council, 2008) ...................... 5

Figure 3.1-1: Barge route ................................................................................................................. 7

Figure 3.1-2: Graph of Transport Time vs Number of LGV's.......................................................... 8

Figure 3.1-3: Cost Analysis of Haulier Service ................................................................................ 9
http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641620http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641620http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641620http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641621http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641621http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641622http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641622http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641623http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641623http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641624http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641624http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641626http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641626http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641629http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641626http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641624http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641623http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641622http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641621http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641620http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641620


13/198


Figure 9.1-1: Source: Agriculture committee, 1997 ....................................................................... 35

Figure 9.2-1: Existing location showing section of the canal ......................................................... 38

Figure 9.2-2: Initial plan of Quay ................................................................................................... 39

Figure 9.3-1: Example of Installed Steel sheet piles ...................................................................... 42

Figure 9.3-2: Example of a Gabion Structure................................................................................. 43

Figure 9.3-3: Examples Rip Rap Revetment .................................................................................. 44

Figure 9.5-1Design of quay wall .................................................................................................... 45

Figure 9.5-2: Simplified design scenario ........................................................................................ 45

Figure 9.5-3 .................................................................................................................................... 48

Figure 9.5-4: Plan of Quay ............................................................................................................. 50

Figure 10.1-1: The typical portal frame layout is shown ............................................................... 53

Figure 10.2-1: C Purlin ................................................................................................................... 56

Figure 10.2-2: Z Purlin ................................................................................................................... 56

Figure 10.3-1: Single skin membrane ............................................................................................ 58
http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641646http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641646http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641648http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641648http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641649http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641649http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641650http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641650http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641653http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641653http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641654http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641654http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641655http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641655http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641656http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641656http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641657http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641656http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641655http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641654http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641653http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641650http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641649http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641648http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641646


14/198


Figure 10.5.5-12: Free Bending moment Diagram for Loading ..................................................... 77

Figure 10.5.5-13: Reactions of Loading - Angle Calculation ........................................................ 77

Figure 10.5.5-14: Reactant Bending Moment Diagram ................................................................. 77

Figure 10.5.5-15: Final Collapse Mechanism ................................................................................ 78

Figure 10.5.5-16: Connection details and Software Analysis Results Printout .............................. 81

Figure 10.5.6-17: Storage Racks .................................................................................................... 84

Figure 11.1-1 - Quay Crossing ....................................................................................................... 86

Figure 11.1-2 - Weigh-Bridge ........................................................................................................ 88

Figure 11.1-3 - Traffic Management .............................................................................................. 89

Figure 11.2-1Challenger-1 ......................................................................................................... 90

Figure 11.3-1 - Drainage and Light Map ........................................................................................ 90

Figure 14.1-1 Thermovision A320 Infrared Camera .................................................................... 103

Figure 14.1-2 Surface Defect Captured By Infrared Camera ....................................................... 104

Figure 14.1-3 LED Array ............................................................................................................. 104
http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641677http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641677http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641678http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641678http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641680http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641680http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641680http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641680http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641681http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641681http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641685http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641681http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641680http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641678http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641677


15/198


Figure 14.4-3 Security and Safety System Diagram .................................................................... 115

Figure 14.5-1: Traffic Lights and RFID Readers Location. ......................................................... 119

Figure 14.5-2: Traffic Light Concept System Diagram ............................................................... 120

Figure 17.2-1: Runtime selection window ................................................................................... 125

Figure 17.3-1- Random Integer Generator ................................................................................... 126

Figure 17.3-2-Generating Order Length ....................................................................................... 126

Figure 17.3-3 - Random Thickness selection ............................................................................... 127

Figure 17.3-4 - Parts per Order Generator .................................................................................... 128

Figure 17.3-5 - Order Grade Selection ......................................................................................... 128

Figure 17.4-1 - Code for Created Order ....................................................................................... 129

Figure 17.4-2 - Function Used to Locate Coils ............................................................................ 130

Figure 17.5.1-1: Summary data output ......................................................................................... 137

Figure 19.3-1: Re-use and recycling of steel used in construction(Corus, 2008) ..................... 142

Figure 21.4-1:Sales Volume Vs Time......................................................................................... 146
http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641703http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641703http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641704http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641704http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641705http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641705http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641706http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641706http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641707http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641707http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641708http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641708http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641709http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641709http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641710http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641710http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641710http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641709http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641708http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641707http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641706http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641705http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641704http://c/Users/giorgos/Documents/My%20Dropbox/MDDP/Compiling%20Report/Final%20Report%20.docx%23_Toc282641703


16/198


List of Tables

Table 1: Transport Times ............................................................................................................... 11

Table 2: Cranes' Specifications ...................................................................................................... 24

Table 3: Cranes' Beams Selection .................................................................................................. 25

Table 4: Hazard risk assessment ..................................................................................................... 39

Table 5: Soil Parameter Assumptions ............................................................................................ 46

Table 6: Trial Depth ....................................................................................................................... 49

Table 7: Roughness factor values ................................................................................................... 65

Table 8: Mean wind speed values .................................................................................................. 66

Table 9: Wind turbulence vaqlues .................................................................................................. 66

Table 10: Peak velocity pressure values ......................................................................................... 67

Table 11: Wind pressure on surfaces .............................................................................................. 67

Table 12: Snow distribution on roof members ............................................................................... 70


17/198


1.Introduction

Steel has been used within the Engineering industry since the beginning of the 17th century in

many wide spread applications. As one of the most common and versatile materials used, steel

has both structural and non-structural applications. Structural applications include the

construction of ships, bridges and buildings whereas non-structural applications of steel include

packaging, appliances and use in the automotive industry. The composition and material

properties of the steel determine its application within the industry and the way in which it is

processed.

Whatever the use of the steel, manufacturers use third party steel stockholders to source the steel

in the required form with the intention of minimizing costs and sourcing the steel just in time.

The third party steel stockholder must be able to process multiple orders and fulfill the

requirements of the customer.

2.Location of the Steel Stockholders

There are several requirements that need to be considered when positioning the steel stockholder.


18/198


Figure 2.1-1: Satelli te map of suggested area. Source: Google maps

As yet, there has been no construction on the site, however there is an existing road to the site.

The site is located adjacent to the Birmingham No.2 Canal and so deliveries can be made via the

canal to a wide range of locations. The location has excellent road links as it is sandwiched

between the M5 Jct.2 and the A4036. An existing train line runs close by and services the

industrial estate, as shown in Figure 2.1-1.

The location is Hulbert Drive,

Grazebrook Industrial Park,

Brierley Hill,

West Midlands


19/198


From Figure 2.1.1-4, it can be seen that the site is

located near to a nature reserve and footpaths.

However initial estimations of warehouse size mean

that it will not encroach on this area.

2.1.2 British Geological Survey

F igur e 2.1-4: B irmingham Canal system. Source:

Birmi ngham Metropolitan B C

Figure 2.1-3: OS map of suggested

location. Source: Digimap Roam


20/198


Borehole logs taken in the area have been sourced from the British Geological Survey and are

shown in Figure 2.1.2-2.

The Borehole Logs obtained are;

SO98NW337, SO98NW1777, SO98NW1780, SO98NW1782, SO98NW1784, SO98NW1786,

SO98NW1783, SO98NW1778, SO98NW1871 and SO98NW1323.

The main consensus of the borehole logs is that the land along the canal has a layer of made

ground of approximately 1.5m, below this is approximately 1.2m of firm to silty stony clay andthen highly weathered light brown sandstone to a depth of 7m. This layer has thin coal layers

running through it. Below this is grey mudstone. To the east of the canal this mudstone gives way

to sandstone.

The borehole logs give no indication of the strength of these layers however this will be

investigated further prior to a foundation design.

2.2 Regulations and Permissions

2.2.1 Planning Permissions


21/198


Stockholder on this site would likely have the backing of the Council (Dudley Metropolitan

Borough Council, 2008)

There are many different factors which the council will have to consider prior to approving

planning permission. These factors will be both negative and positive regarding the impact on the

community, these are as follows: (Barclay, 2009)

A justification on the requirement of the proposed development. The impact on the local economy.

The impact on the surrounding area and businesses within the area. The accessibility of the site for local residents using either public or private

transport. The sustainability of the development, in relation to minimising the carbon dioxide

emissions during and after the construction of the development.(Barclay, 2009)

Currently there are many manufacturing and construction industries located in the local area and

within Grazebrook Industrial Park in particular. Another concern to the council is that of theexternal appearance, this will be in keeping with the current plants located within the industrial

park. Another aspect which will help win planning permission is that of the jobs created for the

local community. Considering this, it is possible to generate a strong case for obtaining planning

permission from the council.

2.2.2 Planning Requirements and Building Regulations


22/198


approximately 500 tonnes of steel each day. The incoming amount of steel coils would be of a

similar magnitude, therefore it is important to plan and investigate the logistics of such a large

scale operation in as much detail as possible.

The logistics can be split into two sections, one for transportation to the warehouse and one for

transportation to customers from the warehouse.

3.1 Transporting Pre-Processed Steel to the Warehouse

3.1.1 Barge route

Following on from the inception report it is clear that

transport by barge is not a viable option. The lead

times between ordering a coil and having it on site is

too great. More detailed calculations show that each

narrow boat can carry a maximum of 15 tonnes per

journey (3.2.3 Barge calculations). These narrow

boats have to be used between point 3 and 4 of the

journey (Figure 3.1.1-1) due to imposed size

restrictions (ABNB, 2010). Table 1 in the inception


23/198


F igur e 3.1-2: Graph of Transport Time vs Number of LGV' s

The graph shows the time it would take a varying number of LGVs to transport 500 tonnes of

steel from Port Talbot to Birmingham. Although the output production of the warehouse is 500

tonnes per day, it is likely that the replenished steel coils would total slightly less; however, as

mentioned previously the profit margins are very small in the steel processing industry so it is


24/198


Figure 3.1-3: Cost Analysis of Haul ier Servi ce

The intersection points shown on Figure 3.1-3 indicates the point where the cost of paying the

haulier company will coincide with the cost of buying and running the fleet of LGVs. Therefore,

it can be concluded that after 45 days (for the 15/tonne estimate) of hiring a haulier company the

steel plant will be spending money that it could have saved if a purchased fleet of LGVs were in


25/198


deliveries are made otherwise financial penalties will be incurred. Other customers are assumed to

be within 40 miles of the warehouse.

3.2.1 LGVs

The customers located away from the canal side will have to use LGVs for distribution. Seeing

as a fleet of LGVs will have been purchased for transporting pre-processed steel, it would be

most cost effective to expand this fleet of vehicles instead of contracting a haulier for post-

processed distribution. A similar analysis can be carried out to determine how many trucks would

be needed (Appendix A 24.2).

Transport Time vs Daily Costs (Swindon)

4.00

6.00

8.00

10.00

12.00

14.00

16.00

TransportTime

200.00

300.00

400.00

500.00

600.00

Transport Time Cost per Day


26/198


Combining data from both pieces of analysis (Table 1) it can be seen the optimum amount of

LGVs to handle both local and deliveries to Swindon would be 3; it is the optimum point whi ch

balances cost and lead time.

Transport Time vs Daily Costs (Local)

0.00

5.00

10.00

15.00

20.00

25.00

1 2 3 4 5

Number of LGVs

Tr

ansportTime

0.00

100.00

200.00

300.00

400.00

500.00

600.00

700.00

800.00

900.00

1,000.00

Transport Time Cost Per day

F igur e 3.2-2: Tr ansport Time vs Dail y Costs (Local)


27/198


Due to the narrow canals, the 18m long narrow boats would not be able to make a 180 degree

turn. Therefore it would need to navigate all the way around the ring to return to the warehouse

located in Dudley. The Stourport ring is 75 miles long; as discussed in the inception report the

speeds of narrow boats range between 3.511mph. Therefore each journey would take between

21.46.8 hours, giving an average time of 14.1 hours. However, time would need to be added for

navigating the 105 locks on the canal and loading/unloading times. The final time of transport

comes to 36.6 hours (Figure 3.2.2-1).

Narrow BoatSpeed (mph)

Numberof locks

Distance Totravel

(miles)

Time toNavigate

Locks (Hours)

Time toNavigate

Canal

(Hours)

Total

Time

Fi gure 3.2-3: Barge route


28/198


dsteel= 7850 kg/m3

dwater= 1000 kg/m3

dwaterx Vdraught = dsteelx Vsteel

Vsteel= (dwaterx Vdraught )/ dsteel

Vsteel= (1000 x 17.28)/ 7850

Vsteel= 2.2 m3

Hence, the buoyancy will be the weight of the steel that can be loaded on boat, so:

Buoyancy = Wsteel= Vsteelx dsteel= 2.2 x 7850

So, Wsteel= 17.27 tons

This need to be reduced to account for uncertainties, and safety and as such 15 tones has been

assumed. It is still a draft calculation of the load capacity of the narrow boat, however in such a

case, for one boat trip per day, and knowing that the daily production is about 500 tons, the

product to be transported by narrow boats will be only about 3% of the daily production.


29/198


4.2 Coil Processing

There are numerous different processes which a steel stockholder carries out during its operations.

These include De-coiling, Slitting, Re-coiling, Blanking and Packaging. All of these different

terms should be explained in order to understand the running of an efficient processing plant.

De-coiling is unwinding a roll of steel coil and creating a flat, level surface for future processes to

be carried out. The sheet is rolled off the parent coil and passed through a levelling head. This

levelling head is a group of carefully positioned rollers situated both above and below the steel

which apply a set pressure. (Servosteel-1, 2010)

Once the steel has been correctly de-coiled it then

needs to be passed through a slitting machine.

Slitting is the action of cutting a parent coil into one

or a number of narrower widths using rotary slitting

knives (Servosteel-2, 2010). The slitting process

works by driving the steel coil through a slitting head,

this head consists of two circular knifes which are set

in position by carefully placed spacers. The process canF igure 4.2-1: Slitt ing Process(Advantage

Fabri cated Metals-1, 2009)


30/198


F igur e 4.2-2: Slitti ng Process - (Red Bud, Unknown)

Blanking is the process of removing a section of metal from a primary metal sheet. The sheet is

removed by a procedure known as punching, which removes a section to create the metal sheet

(blank). This method forces a metal punch through a die which then shears the section away from

the remaining metal sheet. The process is shown in Figure 4.2-2.This process of blanking has

numerous drawbacks which need to be considered: the creation of residual cracks and hardening

along the blanked edges. (Advantage Fabricated Metals-2, 2009).

There are many different machines which are capable of carrying out these processes individually

Fi gure 4.2-3: Bl anking Process(AdvantageFabri cated Metals-2, 2009).


31/198


When considering machinery it is important to select the specifications required prior to viewing

the machinery. The following specifications are important:

Maximum coil weight must be 27T, this will allow for larger coils to be purchased from

Port Talbot and hence stock fewer coils.

Fast slitting and blanking speeds, which can be accurately calculated when the machinery

is in use by the stockholder.

To be able to deal with a wide range of widths making it is possible to cut full width coils

and the excess coils.

Can cope with a wide range of coil thicknesses, as the thickness of the coil is dependent

on its purpose.

Joint slitting and blanking line, therefore less staff and machinery is required to transport

the product between machines.

From research it has been found that there are at least 12 different companies which manufacture

slitting and cut-to-length machines, these include Jet Edge, Reliant, Millutensil, Imal Group, Il

Kwang, Arku, Serconsult and Soenen. (Direct Industry, 2010).

4.3 Ranking of machines


32/198


For the two machines that pass the must criteria, tables of wants will be produced:

Objectives

Ref. MUSTS ESCL-2X1850 Go/No Go

A Load capacity greater than 27 tones 20 No Go

B Coil width up to 1850 mm 1850 Go

C Coil thickness up to 3 mm 0.35-2mm No Go

Evaluation of multi strand processing line: ESCL -2X1850

"JINAN EAGLE CNC MACHINE CO.,LTD"

Alternative

Objectives

Ref. MUSTS ESCL-3X1850 Go/No Go

A Load capacity greater than 27 tones 30 Go

B Coil width up to 1850 mm 1850 Go

C Coil thickness up to 3 mm 0.5-3mm Go

Evaluation of multi strand processing line: ESCL -3X1850

"JINAN EAGLE CNC MACHINE CO.,LTD"

Alternative

No. E/T Information Rating

1 E/T 6 4 50m/min 9 54 36

2 E/T 5 5 40m/min 9 45 45

3 T 6 35x10.5x2.5 8 48

4 E 9 500.000 8 72

5 E 7 2 months 7 49

6 T 6 0.3mm 8 48

7 T 8 85 tonnes 8 64Self weight of machine

JVWEI MACHINE EQUIPMENT MANUFACTURE CO, LTD

Price (Excluding Works)

Delivery period

Cut to length precision

Ranking Weighted score

Slitting speed

Blanking speed

Dimensions

WANTS


33/198


5.Steel Customer Orders

5.1 Target Market

When considering a steel stockholder it would be impossible to stock all of the variations of coil:

width, thickness, grades and coatings. Therefore it is imperative to establish a target market to

reduce the amount of variation with regards to stock. There are various different uses for steel coil

including, automotive, construction, packaging and electrical products. The UK uses steel coil forall of these purposes and these will be considered.

There are many businesses which the steel stockholder will supply including washing machines,

oil drums, construction industry and aerosol canisters. However the main target is the automotive

industry for numerous UK manufacturers.

Currently the automotive manufacturing process employs 570,000 people over 70,000 companiesin the United Kingdom and turns over 14 Billion annually. The NAIGT report states that if the

automotive manufacturing industry moves abroad over 333,000 jobs could be at risk. (Business

and Enterprise Committee, 2009).

The following major companies manufacture cars in Britain however they are not necessarily

owned by the UK: Mini Honda Toyota Nissan Aston Martin Rolls Royce Jaguar MG Motors


34/198


Mass (M) 27,000KgWidth 1.6m

Thickness 0.0012mDensity () 7860 kg/m3

Steel Volume (V): 1.6m x 0.0012m x L = 0.00192.L

M = x V

27,000 = 7860 x 0.00192.L

L = 27000 / 15.0912

L = 1789.12m

This needs to be reduced to 1700m to allow for the self-weight of the inner core of the coil. This

same procedure has been followed to calculate the maximum length of steel that can be placed

onto a coil.

5.2.2 Steel Coil Specifications

There are some restrictions for the chosen machine (JV3X1850, JvWei Machine Equipment

manufacture co, Ltd) in terms of loading and dimensions of steel coils. These restrictions are the

following:

Steel coil weight not to exceed 30 tons


35/198


The following blanks are required to fit the 4 sides of a washing machine assuming the Base and

Top is to be covered separately by the manufacturer. All blanks are to be 0.8mm thick and of

grade DC 01. (Atlas Steels Australia, 2001)

Blank (Sides) = 900x600 - Required 4

A theoretical value of 300 washing machines has been placed daily. This would take a total time

of 14 mins to be processed by the machine as it will use 195m worth of the selected coil and a

total weight of 4T.

Each 1.8m section of coil creates 4 blanks, which are packaged together; these will then be

shipped in packs of 50s. These packages have an assumed air void value, creating a maximum

package size of 0.32x0.9x0.6m, and 6 of these will be required.

Coil to be ordered: 27T, 1200mm wide by 0.8mm thick, Grade DC 01.

Another assumed customer is that of a large electrical product manufacture. This company isbased further around on the canal route. This company requires a regular daily supply of the same

coil to keep up with their daily production rate of the generic electrical product.

Blanks required: 500 x 1200mm long, 800mm wide, 1.4mm thickness,

This equates to 0.672 m3of steel weighing 5.28 tonnes. It is possible for the processing machine


36/198


The Panel sections are shown below:

The steel is always 1.3 m in width and the

thickness of the steel covers is 0.5mm both

front and back. The manufactures of these

steel insulation panels will require steel

blanks to be delivered to them on a daily

basis, to meet there manufacturing

requirements. Assuming the client requires

steel blanks to always be cut to a standard to

1.3m, and the length is changeable.

(Steadmans. (2010).)

The steel stockholder will also deal with many other orders on an as required system; these

include oil drums, aerosol canisters and general blanks for the manufacturing trade. Thedimensions, grades and specifications for these orders will arrive as per its exact requirement and

will not be known until the order is made. These orders cannot be assumed in advance and will

not be regular. This is the main section of the market which allows for the steel stockholder to

expand.

Some theoretical regular customers will be Toyota(Burton Rd Derby DE65 UK) and

AS35 panel dimensions

Cover 1m

Standard lengths 1.8 12m (others onrequest)

Thickness 40, 60, 80, 100mm

Standard cutbacks 25 250mm (also availablewithout cutbacks)


37/198


27T, 1600mm wide by 1.3mm thick, Grade DC 04. (Processing time for 1 coil is 40 min)

HONDA:




6.Warehouse Internal Layout

Now that the potential market has been decided along with the number of multi-strand processing

machines required it is possible to decide both the internal and external layout element.

Numerous key aspects had to be considered when deciding on the optimum and most efficient

internal layout. The LGVs are rear loaded and unloaded and as such dedicated bays will be

required, the number of these bays is dependent on the time taken for the cranes to process the

steel.

A simplified block diagram below shows the possible process of transporting the steel from

delivery to dispatch. In the flowchart, the grey arrows symbolize a crane or mechanical system.


38/198


The steel will arrive by LGV and its content is then off-loaded by Crane 1,which then loads the

coils into the pigeon hole storage system. This storage system will then be accessed from the

other side of the storage system by Crane 2. Crane 2 then loads multiple coils on the carousel

system at the start of the processing line. Excess coil are then to be removed from the line after

the slitting stage and then stored on the peg system with the assistance of Crane 2.Coils can then

be passed into the blanking lines to suit the customers requirements. The finished product is then

packaged by machinery and a work force. A forklift will then place the steel blanks in the steel

blank storage area. Crane 3is then used to move the blanks from the blank storage area to the

narrow boats. Both the forklift truck and Crane 3can be used to load the steel onto the dispatch

LGVs. There is also a small office facility located to the North-East of the warehouse.

All 3 cranes will be used as per required, and will not interact with one another minimizing

problems. Both of the multi-strand processing lines are situated in parallel, and also consist of a

multiple unit carousel.

7.Crane Options / Selection

There are several types of cranes that can be used for lifting steel coils within a steel stockholding

warehouse. The type of the crane that will be used in the warehouse depends on its layout as well

as on the storage racking system used There are also two major categories of cranes; overhead


39/198


F igur e 7-2: Crane's Adaptation to Main Structure

There are several companies that sell automated overhead bridge cranes. The one that meets the

standards of the warehouse is DEMAG CRANES, which has a UK supplier company called AG

CRANES. The specifications of the cranes that will be used are listed on the table below and on

the detail drawings in the Appendix A, section 24.10.

ZKKE double-girder overhead travelling crane

ZKKE 9.00m ZKKE 20.00m ZKKE 28.00m


40/198


Fi gure 7-3: M aximum M oment Calculation for Crane Beams

The table below shows the maximum moments on the crane beams in each building section as

well as the selected sections.

BuildingMaximum

momentSelected Moment


41/198


improvement methods such as vibro-compaction techniques could be used to treat the ground

prior to construction in order to increase the strength.

A raft foundation of uniform thickness is one option that could be used for this foundation. It

would need to be designed for the highest loading. This could be uneconomical for areas of low

loading, however, it allows stability. Also, where there is a junction of areas of high loading and

low loading a large shear force would occur that could lead to failure. Alternatively, the raft could

be thickened locally to the higher loading areas by using ground beams or deepening the depth,

this could still lead to tilting however, as the load is still outside of the central axis.

Piling considerably reduces settlement of structures and hence, can be used in conjunction with a

raft to form the foundation. They can be located and designed to transfer all of the loading from

the various loading zones of the structure to the grey mudstone at 7m below ground level. A raft

cast over the top of these piles would then form the floor slab for the warehouse. The raft can then

be uniform across the entire cross-section of the foundation area. Extra thickness can be includedlocally where the piles and columns meet to prevent punching failure.

Pits must be included as part of the foundation at the correct location for the multi-strand

processing lines. By merging piles and a raft, the raft can be thinner at the location of these pits

without causing any considerable issues, so long as there is no pile placed directly below. If a pile

were to be placed below the pit locations punching failure could occur


42/198


8.2 Ground Profile

This profile has been acquired from boreholes taken by the

British Geological Society. The Borehole Logs obtained are;

SO98NW337, SO98NW1777, SO98NW1780, SO98NW1782,

SO98NW1784, SO98NW1786, SO98NW1783, SO98NW1778,

SO98NW1871 and SO98NW1323.

l kh ld


43/198


8.4 Maximum Loading

Zone Loading Loading Value Reference

1Delivery Area 6 x Delivery HGVs

Structure/crane

Factory, workshopand similar buildings

44x6 t

3025 kN

5 kN/m2

UK Parliamentbriefing papers

Structural design

BS 6399-1: 1996.Table 1

2Storage Pegs Partially used coils x10

Structure/crane

Factory, workshop

and similar buildings

10 x 27 t

2622 kN

5 kN/m2

Previous research

Structural design

BS 6399-1: 1996.Table 1

3Storage Racks Racking structure

60 x full coils

Structure/crane

Factory, workshop

and similar buildings

450 kN

60 x 27 t

3025 kN

5 kN/m2

Structural design

Previous research

Structural design

BS 6399-1: 1996.

Table 1

4Processing Area 2 x MultistrandMachines

12 X Full coils

Packaging area. 2 xcoil, packagingmaterials

Structure/crane

2 x 85 t

12 x 27 t

2 x 27 t, 5 kN/m2

2636 kN

5 kN/m2

www.servoday.com

Previous research

Structural design

BS 6399-1: 1996.Table 1

St l St kh ld G 3


44/198


8.5 Sample Calculations

8.5.1 Piles

There will be a pile located underneath each column and they will be designed to take most of the

loading from both the floor area and the columns, however, where there is a negative spare pile

capacity this excess loading will be supported by the raft foundation.There will be 38 piles in

total plus test piles, each will be 7m in depth and have a diameter of 0.5m. For ease of

construction each pile will be of the same diameter, this will reduce the need for more than onerig attachment and hence save both time and cost. The design of the pile will relate to the worst

case loading. This sample calculation is for a pile in zone 1. (Refer to Zone Map in 24.3 and

Section24.4.1 for full pile design calculations.)

Assumptions

There are drained conditions (long term stability of clays)

The piles will be CFA bored reinforced concrete.

Drained Shaft Friction, fs= K v' tan '

Where K = Coefficient of lateral earth pressure, 0.7 (CFA piles in silts)

v' =vertical effective stress around the pile after installation = dry unit weight x Depth

St l St kh ld G 3


45/198


The piles will be acting as a group and so will influence each other. The efficiency of the group,

, must be calculated to find the capacity of the group.

= 1-[Tan-1

B/s] [m(n-1)+n(m-1)/90mn]

Where B = Width of pile group

s = Centre to centre spacing of piles

m = Number of rows in the pile group

n = Number of columns in the pile group

Capacity of the group, Qgroup, = N Qsingle

Where N = Number of piles in the group

Qsingle= Bearing capacity of a single pile

Single Pile capacity (kN) 2496.55

Number of piles 14 Centre to centre spacing (s), (m) 9 0.95

Total Width of block (m) 9.55 Number of rows (m) 2

Total Length of block (m) 54 Number of columns (n) 7 Degrees Qgroup (kN) 33275.75

tan^-1 (B/s) 0.06 6.34Total Load(kN) 5603.05

m(n-1) 12



46/198


8.5.2.1 Design of F lat Slab.

The largest moment is located in Zone 7 (Blank storage area), where the excess force is 59.7

kN/m2. This is supported between piles distanced at 20.5m and 12.72m.

Characteristic Material strength fck= 25 N/mm2, fyk= 500 n/mm

2

Assume a slab depth of 500mm.

Cover = 45mm, as Exposure XC-1 for buried slab in Non-aggressive soil (cyclic wet and dry).

ly= 20.5m, lx= 12.72m, therefore ly/lx= 1.61

This creates a bending-moment coefficients which are interpolated to:

asx= 0.108, asx = 0.040 EN 1992:1:Table 8

Self weight of the slab = d. fck= 500x25x10-3

= 12.5 kN/m2

Ultimate Load = 1.35gk+ 1.5qk

= 1.35x12.5 + 1.5x59.7 = 106.425 kN/m2

Bending Short Span



47/198


= 0.04 x 106.425 x 12.722 = 688.78 kN.m

Lever Arm calculations, same as short span minus the bar diameter:

Area of steel reinforcement required:

As =

=

= 3,443 mm

2/m

Therefore 3 x 40mm bars at 300mm spacings with a

As=3770 mm2/m

Punching Shear

The steel columns are to be supported by 500mmx500mm

plates, VED= 3025 kN

(i) Check maximum permissible force at face ofloaded area

Maximum Shear resistance: VRd,max= *( )+

= *( )+



48/198


Therefore punching shear reinforcement is required.

(iii) Check outer perimeter at which reinforcement is not required

uout,ef=

This occurs at a distance of xd from the face of the loaded area such that

9010 = 2000 + 2 x 215 xX

X = 5.18 (>3.0)

(iv) Provision of ReinforcementThus shear reinforcement should be provided within the zone extending from a distance

not greater than 0.5d and less than (5.18-1.5)d = 3.68d from the loaded face.

3 Perimeters of steel will be adequate located at 0.4d, 1.15d and 1.9d.

(Sr) = 0.75d = 341.25mm, (S

t) = 1.5d = 682.5mm

The Minimum link leg area is therefore:

= 123mm2

Hence satisfied by 16mm bar (201mm2)

The area of steel required/perimeter is thus:



49/198


9.Quay

9.1 Bank Failure and Flood Defences

Flooding of canals can be triggered by rising sea level, storms and urbanisation. The full effects of

climate change, on flooding are as yet unknown. Flooding can lead to erosion and deposition of

an area. The extent of which depends on the composition of the land (soft rock, hard rock etc).

The average annual value of damage from flooding and coastal erosion in England and Wales is

estimated at 2.1 billion (Agriculture committee, 1997).

9.1.1 Legislation

The 1953 East Coast Floods, triggered by a storm surge, lead to coastal defences along the entire

coast being breached or overtopped. In total 300 lives were lost and the damage to property assets

and infrastructure was estimated to be in the region of 5 million. These catastrophes lead to the

formation of a committee to establish the causes and possibility of a reoccurrence. One outcome

of this committee prompted changes in inland and costal flood protection legislation and

encouraged a substantial building programme that underpins the existing network of hard

engineered defences on flood plains and along the coast.



50/198


To reduce the risk to people and the developed and natural environment from flooding and

coastal erosion by encouraging the provision of technically, environmentally and economically

sound and sustainable defence measures (Agriculture committee, 1997)

Further to this aim, the use of adequate and cost-effective flood warning systems should be

encouraged. (Agriculture committee, 1997)

9.1.2 Organisational Responsibilities Structure for Flood and Coastal Defence



51/198

p

The right to impound or divert the flow of water by placing obstructions in the

watercourse

Rights of fishery and

Rights of navigation.

An owner of waterside land may take responsible action to prevent flood water reaching their land

so long as the watercourse is not diverted from its normal channel or the course that it takes

during flood. It follows from this that a riparian owner may construct flood defences to protect

their land even if it leads to an increased water flow over neighbouring land during times of flood.

However, the implementation of defences can lead to an increased risk of flooding to

neighbouring or opposing land. If this is the case then the riparian owner should employ the

principle of good neighbourliness and work with nearby landowners whom could be affected to

ensure the best flood defence option is chosen. (Howarth, 2002)

9.1.4 Planning

The town and country planning act (1990) is central to the implementation of flood defences. It

states that an environmental impact assessment is required for projects that are likely to have a

significant impact on the environment. Planning permission will be required and as a part of this,

consent for flood defences must be obtained



52/198

p

9.1.6 Bank Failure

Bank failure is due to the river bank eroding over time from either natural or manmade causes. In

reality, a combination of both is the underlying problem. All river banks will erode in some form

or another with the rate of erosion dependant on the exposure conditions. This includes the

geographical location, velocity of the river, river bank material and the surrounding infrastructure.

Natural erosion of a river bed can occur locally or as a regional problem. If river conditions where

to change upstream, then this will affect the river downstream. For example, melting ice caps will

cause a greater flow of water and hence a change in velocity. This will therefore affect the river

downstream.

A natural example of erosion to a river bank is that on the apex of a bend (where the river changes

direction and is no longer flowing in a straight line). The flow of a river is faster on the outside of

the river where it has a further distance to travel. The increase in river flow velocity places greater

force on the side of the bank, which in turn causes the river to pick up greater sedimentation and

suspended particles. The inside of the bank will flow much slower as it has less of a distance to

travel. A reduction in speed causes the river to drop the sedimentation in which it is carrying.

Therefore, this side of the bank will begin to build up.

Although erosion to river beds is a natural occurrence this process can be sped up due to



53/198

be reduced to a minimum. As detailed above, bank protection is essential in reducing the effects

of erosion and so when designing the flood defences it is important to minimise the bank damaged

caused due to installing the flood defences.

In designing the flood defences it is important to consider the geographical location and take into

effect any changes that the engineering works may have on the river bank, both locally and

regionally. Engineering works which are taking place are likely to affect the river in the following

ways; a change in velocity of the river, three dimensional flow fields (deflection of flow by a

bridge pier) and an increase in turbulence. All of which will affect the river locally and regionally

downstream.

9.1.8 Sustainable Flood Defences

The Agriculture Committee (1997) have concluded that the use of hard engineered approaches to

flood prevention are less sustainable than soft engineering solutions and that the implementation

of soft engineered defences may, in the future, justify the removal of existing hard engineered

solutions. However, there are still cases where hard engineered solutions are more appropriate.

9.2 Quay Design

The quay will be located on the existing canal side and will be designed to BS 6349-2:2010



54/198

Clause 4.1.1 states that planning and a risk assessment should be completed prior to starting the

design.Figure 9.2-2 is a plan of the proposed quay. However, the dimensions are as yet unknown.

Fi gure 9.2-2: I nitial plan of Quay

9.2.1 Risk Assessment: Clause 4.1.1

Table 4 details the possible hazards that would affect the loading on the quay wall.

Hazard Action

Vessel hitting/crashing into quay wall Dynamic horizontal loading on quay wall

Waves caused by wake/storm Dynamic horizontal loading of quay wall

Cargo dropped from crane Dynamic vertical loading behind quay wall

Crane falling over Dynamic vertical loading behind quay wall

Cargo stored on quay side Static vertical loading behind quay wall

Changing water level in the canal Hydrostatic loading on quay wall



55/198

Any maintenance required to the narrow boat or quay will be completed on weekends. The

warehouse will not be in operation during these times and so there will be no lapse in delivery

capacity via the canals.

To be adequately functional the berth must be able to accommodate the necessary vessels and

cargo handling operations (clause 4.1.3). The warehouse will be producing on average 9.28

tonnes of steel that will need to be transported by narrow boat each day. As each narrow boat can

only transport 15 tonnes of steel safely in each load, one narrow boat will need to be loaded each

day. This means that only one berth will be needed in order to cope with the warehouses

expected capacity. By having one berth the maintenance availability of the quay will be limited to

weekends only. If major maintenance or repair is required that will have duration of greater than

one weekend then deliveries will need to be taken by LGV for that short time.

To comply with clause 4.1.4, the quay must be located so that it is accessible for emergency

services. There must be escape routes provided from hazardous areas such as the path of the crane

and the quay wall itself and there must be safe and easy access to the loading areas. There must be

the correct provision of fire fighting and lifesaving equipment.

9.2.4 Berth Geometry: Clause 4.1.6

An average narrow boat is approximately 20m long and has a width of 2 1m The berth length



56/198

structures consist of a suspended deck supported on piles. They can be flexible, on vertical piles

only or more rigid with struts to take shear. Flexible structures are not preferred for loading

platforms and so the quay should be a solid structure. The existing level of the canal and ground

level must be investigated in order to derive design levels for the chosen structure.

Local construction materials should be considered to reduce haulage distances and times. This

could influence the choice of structure. The fill material placed behind the quay should be

granular and free draining to ensure maximum natural consolidation is achieved in the submerged

zone. Above the water level, fill should be compacted using conventional means. This will

increase the lateral pressures on the wall and/or anchorage. To provide adequate drainage, flap

valves should be fixed just above the low water level to allow maintenance and should be

connected to drains behind the wall. These drains should be a granular material between the quay

wall and the fill. Scour protection should be provided in the form of a rubble apron in front of the

berthing positions to protect against any scour caused by the propellers of the vessels. The upper

surfaces of the coping and working area should be allowed for rainfall and spray to drain. Suitable

cross fall towards the structure will allow this and is typically of a gradient between 1:60 and

1:100.

The method of construction must also be carefully considered. Prefabricated sections will reduce

the construction times The structure could be constructed from the land side or from the water If



57/198

Electrical power

Sewerage

Mooring devices (mooring rings or posts)

Life saving equipment

Loading crane and equipment

Lighting (area and navigation)

Safety railings

Access stairways Cathodic protection (impressed current transformers)

Vessel approach aids

The fire fighting systems should be designed and placed in accordance with the emergency

response philosophy of the structure. Water hydrants for this purpose need to be provided at

convenient locations as well as fuel hydrants. Both will be served by buried pipelines to either a

mains system or storage tank. An electrical outlet may be required at each berth.

9.3 Types of Quay Structure

Current methods for protecting against flooding and river bank protection are detailed below:



58/198

Cantilevered- Soil provides the stability for the wall and requires minimal space for installation.

In situations where a high retaining wall is required, excessive bending forces can result. In this

situation, it is therefore essential that anchored sheet piles are used.

Anchored- For walls of greater height, anchored sheet piles may be more advantageous.

Anchored piles require greater space for installation. If the length of the sheet pile exceeds 4.5 m,

without a safety factor applied, anchored sheet pile design should be used.

When piling works are carried out on canals, the British Waterways board uses galvanised steel.

Steel piles would permit the barge to dock flush with the quay, allowing for easy loading and

unloading. The installation of steel piles would also have little effect on the flow of the river in

comparison to other engineering solutions. Therefore, the use of steel piles would have a smaller

effect on the banks of the river downstream.

9.3.2 Gabion Structures:



59/198

9.3.3 Rip-Rap Revetment

Rip-Rap revetment can be used in many applications. Rip-Rap aims to build up the slope of the

river bank to protect against erosion as shown in the above diagrams. For use with the quaydesign, however, rip- rap would not be the best suited. This is because rip rap slopes up the bank

of the river to form a defence, so would not suit the vertical bank of the canal. This would mean

the barge would not be able to dock flush with the side of the bank, therefore making the loading

and unloading of the barge unfeasible. This form of defence is more suited to natural erosion and

does not provide a hard engineering solution to the problem As with gabions rip rap would

F igure 9.3-3: Examples Rip Rap Revetment



60/198

tidal changes, therefore, steel piles could potentially prove to be cheaper as no dewatering is

required.

9.5 Design of Sheet Pile Retaining wall

Sheet piles are subjected to varying pressures and loadings. Loadings which are applied to sheet

piles can include; Ice thrust (Ice forming in soil causing a volume expansion), wave forces, barge

impact and the pull associated with mooring barges. Steel sheet piles are subjected to passive and

active pressures on either side due to pressures exerted by the surrounding earth. Steel sheet pilesare also subjected to out of balance water pressures. The pressure subjected is maximum at low

and high tide.

Sheet piles can fail in the following ways:

1. Failure of the sheet piles in bending

2. Overall instability

3. The soil under passive conditions on excavated side of sheet pile wall.

In designing for a sheet pile retaining wall, the following outlines the method that should be

followed:



61/198

9.5.2 Design Assumptions

Soil conditions are assumed based on similar ground conditions but subject to change

after a full site investigation carried out.

Design relies on in-situ soil conditions.

Soil conditions are similar to those found in nearby boreholes. Based on these boreholes,the sheet piles will be driven and sit in stiff clay.

Soil parameters are approximations of averages for that soil type

Factor of safety of F = 2.0

Ties for sheet piling wall are to be placed at 2.0m intervals (if required)

Length of pile required will be calculated based on a 1m section

9.5.3 Soil Parameters and Groundwater Conditions

In designing the quay wall, certain soil parameters and assumptions need to be allowed for. As a

full site investigation has not been completed, this allows design calculations to be based on

similar examples and hence increasing reliability.

Soil parameter assumptions:

Table 5: Soil Parameter Assumpti ons



62/198

v = 10 kN/m (Surcharge)

u = 0

'v= 10 - 0 = 10 kN/m

'h = 0.368* 10 = 3.68 kN/m

At Level b: Active Side

v = 10 + (1.0 * 20.0) = 30 kN/m

u = 0

'v = 30 - 0 = 30 kN/m

'h = 0.368* 30 = 11.0 kN/m

At Level c: Active Side

v = 10 + (2.2 * 20.0) = 54 kN/m

u = 0

'v = 54 - 0 = 54 kN/m

'h = 0.368* 54 = 19.9 kN/m

At Level c: Passive Side



63/198

9.5.5 Pressure Distribution Diagram



64/198

Table 6: Tr ial Depth

D' (m)

Resultant

(kN/m)

2 -296.9

1 23.3

1.5 -94.3

1.2 -14.4

1.1 5.94

1.15 -3.85

1.12 2.111.13 0.152

Applying a factor of safety of 2.0:

Depth of penetration = 2.0 * 1.13

= 2.26m

Therefore,

Total Steel pile length = 2.26 + 1.2 + 1.0

= 4.46m

As discussed in Section 9.3.1, the length of the sheet pile does not exceed 4.5m without the safety



65/198

Fi gure 9.5-4: Plan of Quay

10. Warehouse Design

10.1 Warehouse Structure Selection

The type of structure used for warehouse design can vary significantly depending on the intended

use and the loading subjected. Warehouses consist of three main types; purpose made units,

standard units and advanced units. In the case of the steel stockholders, the warehouse will be a

privately owned warehouse and effectively combine automated plant and a distribution centre.

Steel coils will arrive on site, processed and then distributed just in time to the customer.Taking

this into account, the type of structure used for the warehouse needs to be carefully considered to

suit the final application. Areas to consider are; loadings applied, cost, on site space restrictions

and time for fabrication and erection. The likelihood is that the design will have to be purpose



66/198

provide additional strength and allow for yet greater span lengths to be achieved. Simply spanned

roof structures are generally flat roof construction, which affects the strength to weight ratio

compared to other types of structure. This is unless intermediate columns are used to furtherincrease the length of the span. Using the truss roof design compared to the simple I beam span

allows for increased restraint against lateral torsional bucking due to the inherent strength of truss

designs.

Bending moments of a uniformly distributed simply spanned structure are assumed maximum in

the centre of the span. The footings require concrete pad foundations to allow for the concentratedloads subjected to the span ends. Columns transfer the loads from the roof to the foundations.

Advantages

Simple design, manufacture and erection

No non useable floor space for span lengths up to 20m

Disadvantages

Limited span lengths of 20m (Unless additional columns are used)

Truss design is not economic


Date post:	03-Jun-2018
Category:	Documents
Upload:	tanja-djordjevic
View:	215 times
Download:	0 times