Ederer, Inc. Seattle, WA Job F-2621, PO 140372 · The seismic qualification analysis for the 150 ton semi-gantry crane is documented in a separate report. The overhead bridge crane,

- - � -___

Consulting Engineers

Linking Theory and Practice

ANA-98-0258

SEISMIC QUALIFICATION ANALYSIS 200 TON OVERHEAD BRIDGE CRANE PRIVATE FUEL STORAGE FACILITY

SKULL VALLEY, UTAH

Prepared for 0

Ederer, Inc. Seattle, WA

Job F-2621, PO 140372 D N

and Private Fuel Storage, LLC

PO 0599602-023

Prepared by

ANATECH Corp. San Diego, CA

'Prepared and pReolasd by rojec Manager

ved an ertified by Prn bip in Charge

Approved +d Released by 0. A. Manager

De /'?g Date

Date '

Date L

December 1998

ANA-QA- 147 Rev. 1

5435 Oberlin Drive, San Diego, CA 92121

9902220099 990211 PDR ADOCK 07200022 B PDR

Fax: (619) 455-1094 Phone: (619) 455-6350

ANATECH

7

z w-

ww 0" w•

Q.

w -

ANA-QA-147 Rev. I

Revision EFFECTIVE Numbers PURPOSE OF REVISION DATE

0 Initial Issue - Preliminary Report 11/16/98

1 Issue as Final Report 12/9/98 Editorial Changes-Internal Review Clarification Changes-Customer Reviews

1* 4

1 +

1 4

I i

j I

I.

i

CONTENTS

Section Paae

EXECUTIVE SUM MARY ............................................................................................ iii LIST OF FIG URES ..................................................................................................... iv LIST OF TABLES...............................................

1 INTRODUCTIO N ............................................................................................. 1-1 1.1 Description ......................................................................................... 1-1 1.2 Objectives and Scope ........................................................................ 1-2

2 ANALYSIS PROCEDURE ............................................................................... 2-1 2.1 Response Spectrum Analysis ............................................................ 2-1 2.2 Software Qualification ........................................................................ 2-1 2.3 Load Cases and Combinations .......................................................... 2-2 2.4 Design Allowables .............................................................................. 2-4

3 ANALYSIS MO DEL ......................................................................................... 3-1 3.1 Finite Element Mesh .......................................................................... 3-1 3.2 Section Properties and Mass Distribution .......................................... 3-2 3.3 Hoist Configurations ........................................................................... 3-2 3.4 Boundary Conditions .......................................................................... 3-3 3.5 Response Spectra .......................................................................... 3-4

4 ANALYSIS RESULTS ...................................................................................... 4-1 4.1 Prelim inary Calculations ...................................................................... 4-1 4.2 Seism ic Qualification Results ............................................................. 4-2 4.3 Sum mary ............................................................................................ 4-4

5 SUM MARY AND CONCLUSIO NS .................................................................. 5-1

6 REFERENCES ................................................................................................ 6-1

APPENDIX A .............................................................................................................. A-1

ii -ANAQA-147 Rev. I

EXECUTIVE SUMMARY

A 200 ton overhead bridge crane is under design for the Private Fuel Storage Facility at Skull Valley, Utah. This crane will be used to offload spent-fuel transportation casks from rail cars or heavy haul trailers as part of the lifting operations for transferring sealed spent-fuel canisters to storage casks. Because of this handling of critical loads, the crane is classified as a Type I crane under the requirements of ASME NOG- 1 for the construction of overhead cranes at nuclear facilities.

A seismic qualification analysis is carried out for the 200 ton overhead bridge crane in accordance with ASME-NOG-1 and the Stone and Webster Specifications 0599602-MOO1. A response spectrum analysis is used to calculate maximum stresses and forces in the structural components for the design response spectrum given in terms of acceleration vs. frequency at 4% critical damping. A static, lateral body force load is used to simulate the seismic response for the direction transverse to the bridge girders since slip of the bridge truck wheels on the rails will occur under these conditions. The response to these seismic loads is combined with the vertical static response and compared to allowable stresses as defined by ASME NOG- 1.

Three trolley positions are evaluated; trolley at end of-travel, trolley at ¼ span, and trolley at mid span. For each of these positions, a no load condition and loads on each of the main hoist and auxiliary hoist with both hook up and hook down positions are considered. The initial section sizes were modified based on preliminary seismic calculation. In all load cases using the adjusted section sizing, the calculated stresses are below the allowables for normal stress in tension and compression and for shear stress. A slack rope condition does not occur for any of the load cases.

ii1 ANA-QA-147

Rev. I

LIST OF FIGURES

Figure Description Page 3-1 Seismic Model for 200 Ton Overhead Bridge Crane 3-5 3-2 Initial Sizing for Bridge Trucks and Equalizing Sills 3-6 3-3 Initial Sizing for Trolley Trucks and Trolley Load Girt 3-7 3-4 Initial Sizing for Bridge Girders 3-8 3-5 Mesh Study for Peak Stress vs. Mesh Refinement 3-9 3-6 Design Response Spectra for Elevation 170' 3-10

4-1 Fundamental Bending Mode, Preliminary Calculation 4-21 4-2 Deformed Shape for Static Wheel Slip, Preliminary Calculation 4-22 4-3 Final Section Sizing for Trolley Trucks 4-23 4-4 Final Section Sizing for Bridge Girders 4-24 4-5 Final Section Sizing for Trolley Load Girt 4-25 4-6 Final Section Sizing for Equalizing Sills 4-26 4-7 Final Section Sizing for Bridge Trucks 4-27 4-8 Trolley at West End, 200 Ton Load, Hook Up, Modes 4-7 4-28 4-9 Trolley at West End, 200 Ton Load, Hook Up, Modes 8-11 4-29 4-10 Trolley at Quarter Span, 200 Ton Load, Hook Up, Modes 4-7 4-30 4-11 Trolley at Quarter Span, 200 Ton Load, Hook Up, Modes 8-11 4-31 4-12 Trolley at Mid Span, 200 Ton Load, Hook Up, Modes 4-7 4-32 4-13 Trolley at Mid Span, 200 Ton Load, Hook Up, Modes 8-11 4-33 4-14 Trolley at Mid Span, 200 Ton Load, Hook Down, Modes 4-7 4-34 4-15 Trolley at Mid Span, 200 Ton Load, Hook Down, Modes 8-11 4-35

5-1 Final Dimensioning on Clearance Drawing, PA2189. Rev. C 5-3

iv ANA-QA-147 Rev. I

LIST OF TABLES

Table Description Pa~e 2-1 Load Cases for Overhead Bridge Crane 2-3 2-2 Load Combinations for Overhead Bridge Crane 2-3

4-1 Maximum Response, Trolley of West End, Main Hoist Hook Up, No Load 4-6 4-2 Maximum Response, Trolley at West End, Main Hoist Hook Up, 200 Ton Load 4-7 4-3 Maximum Response, Trolley at West End, Main Hoist Hook Down, 200 Ton Load 4-8 4-4 Maximum Response, Trolley at West End, Auxiliary Hoist Hook Up, 25 Ton Load 4-9 4-5 Maximum Response, Trolley at West End, Auxiliary Hoist Hook Down, 25 Ton Load 4-10 4-6 Maximum Response, Trolley at ¼/ Span, Main Hoist Hook Up, No Load 4-11 4-7 Maximum Response, Trolley at ¼ Span, Main Hoist Hook Up, 200 Ton Load 4-12 4-8 Maximum Response, Trolley at ¼/ Span, Main Hoist Hook Down, 200 Ton Load 4-13 4-9 Maximum Response, Trolley at ¼/ Span, Auxiliary Hoist Hook Up, 25 Ton Load 4-14 4-10 Maximum Response, Trolley at ¼/ Span, Auxiliary Hoist Hook Down, 25 Ton Load 4-15 4-11 Maximum Response, Trolley at Mid Span, Main Hoist Hook Up, No Load 4-16 4-12 Maximum Response, Trolley at Mid Span, Main Hoist Hook Up, 200 Ton Load 4-17 4-13 Maximum Response, Trolley at Mid Span, Main Hoist Hook Down, 200 Ton Load 4-18 4-14 Maximum Response, Trolley at Mid Span, Auxiliary Hoist Hook Up, 25 Ton Load 4-19 4-15 Maximum Response, Trolley at Mid Span, Auxiliary Hoist Hook Down, 25 Ton Load 4-20

5-1 Section Forces and Moments at Maximum Stress Locations 5-2

ANA-QA-147

Rev. I

1 INTRODUCTION

1.1 Description

The Private Fuel Storage Facility (PFSF) to be located on the Skull Valley Indian reservation in Utah will be constructed and operated by a consortium of nuclear utilities. The facility is designed for dry storage of spent fuel where sealed metal canisters containing spent-fuel assemblies are placed in concrete storage casks and stored on concrete slabs. A canister transfer building at the site will be used to offload transportation casks from a rail car or heavy haul trailer and transfer the sealed canisters to the storage casks. Two crane systems are under design to handle this transfer operation; a 200 ton overhead bridge crane, and a 150 ton semi-gantry crane. Since these cranes handle critical loads, they are classified as Type I cranes in accordance with ASME NOG-1 [1]. The cranes must be designed to remain in place and support the critical load during and after a safe shutdown earthquake (SSE). The cranes must also have single-failure-proof features such that any credible failure of a single component will not result in the loss of capability to stop and/or hold the critical load. The designs will be subject to review by the U. S. Nuclear Regulatory Commission (USNRC) for licensing as QA Category 1, Important to Safety.

This report documents the seismic qualification analysis for the initial design phase of the 200 ton overhead bridge crane. The seismic qualification analysis for the 150 ton semi-gantry crane is documented in a separate report. The overhead bridge crane, as illustrated in the Ederer Clearance Drawing, PA-2189, rev B, will have a main hoist with a capacity of 200 tons (maximum critical load) and an auxiliary hoist with a capacity of 25 tons. The design is for double bridge girders spanning 65 feet supported on rails 70' above the building floor. The bridge girders are welded plate box sections rigidly connected to box section end ties that serve as equalizing sills for the bridge trucks. The bridge trucks are rigid box structures, each enclosing two 30" diameter wheels, connected with pins at each end of the equalizing sill. The bridge girders support rails along their centerlines with a 17 foot gage for the trolley. The structural skeleton for the trolley consists of 2 box section end trucks with 2 wheels each, which are rigidly connected at the midspan with a load beam or trolley load girt. A deck plate across the top of the trucks and load girt is used for mounting the rope drums, hoist motors and brakes, the upper blocks, and other associated mechanical equipment. The trolley load girt is of welded plate box construction and directly supports the main hoist upper block reactions. The main hoist uses a 16 part reeving configuration allowing two independent wire ropes to wind simultaneously on the hoist drum. Each rope will support the lifted load with a force of 1/16 of the load weight. The 25 ton auxiliary hoist uses a similar but 8 part reeving configuration. The main hoist uses a 1 5/8" diameter wire rope

1-1 ANA-QA-147 Rev. 1

weighing 4.88 lbs. per foot. The main hoist drum is 69" in diameter providing 4.52 feet of hoist height per turn. This requires 15.3 turns for the full 69 foot lift height.

1.2 Objectives and Scope

The work reported herein is for the seismic qualification of the 200 ton overhead bridge crane and is carried out in accordance with the Stone and Webster Bid Specification 0599602-MOO1 [2] dated June 29, 1998, and with ASME NOG-I [1]. The general requirements for such a seismic qualification of Type I overhead bridge cranes is well defined in ASME NOG-1, and the Stone and Webster specification further identifies specific requirements for the PFSF site. This report documents the analysis methods, modeling, and results used to meet these requirements for seismic qualification. The scope of this work is for initial detailed engineering in Phase I to support the NRC licensing application. For seismic qualification, this phase is for sizing of the structural skeleton of the crane system.

The S&W bid specification indicates that the analysis should be based on the design response spectra at the crane rail as provided in the specification. Thus, it is assumed in this work that the crane system is decoupled from the railway support system. The requirements in section NOG-4153.5 for evaluating decoupling are not part of the scope for this work.

1-2 ANA-QA-147 Rev. I

2 ANALYSIS PROCEDURE

2.1 Response Spectrum Analysis

The specifications for this seismic qualification requires that response spectrum analyses be performed for a specified set of load conditions. A response spectrum analysis is a well defined and industry standard procedure used to estimate the peak response for variables, such as displacement, stress, and reaction force, of a structural system subjected to a given base motion. In this case, the base motion is the design response spectrum given in terms of acceleration versus frequency at 4% of critical damping for 3 component directions at the building elevation supporting the crane railways. The basic assumptions for this type of analysis are that the response is linear and that it is relative to the base motion. The eigenmodes, frequencies, and modal participation factors are first extracted for the finite element model of the structural system. The peak modal response of the "generalized" variables in frequency space is calculated from the given input response spectrum (acceleration as a function of frequency and damping) and the modal participation factors. The corresponding peak physical response is then calculated for each natural frequency mode through the corresponding eigenvector. These peak physical responses for each natural mode are then combined to estimate the total peak response of the variable. Since the peak response in the different modes will not typically occur at the same time, the combination into a peak value is conservative. The method used to combine the individual modal response is the square root of the sum of the squares (SRSS) with the Ten Percent Method as described in USNRC Regulatory Guide 1.92 [3] for closely spaced modes. Modes are defined as closely spaced when the frequencies are within 10% of the lower value. The SRSS method is modified by adding twice the absolute value of the product of the peak modal response from each pair of such modes to the sum of the squares of all the modal peak values. Finally, these peak responses are combined for the different component directions using a square root of the sum of the squares combination. The resulting peak values from the seismic loads are then algebraically added to static values to compare with design allowables as specified in ASME NOG- 1 for seismic qualification.

2.2 Software Qualification

The above procedure for response spectrum analysis is fully implemented in the ABAQUS/Standard general purpose finite element program [4]. This program is used extensively in the nuclear industry and is used for this work. The program allows input of 3 orthogonal base motion response spectrums and options for summing the modal contributions and the component contributions which are automatically calculated separately. The SRSS method for components and the SRSS with Ten Percent Rule for modal contributions are implemented and used. The rigid body type eigenmodes can also be


calculated with this software. These modes give zero frequencies and can be excluded from the modal participation.

The ANATECH QA program requires that software be qualified for each individual QA project through verifications particular to the project's application of the software. To this end, example problems were tested with version 5.7 of ABAQUS to verify correct execution of the software and that the calculations for the response spectra procedure are correct.

2.3 Load Cases and Combinations

The load cases to evaluate for seismic qualifications are identified in ASME NOG-1 and require 3 different trolley locations (trolley at end of travel, trolley at 'A of span, and trolley at midspan) with hook up and hook down at each position. For each hook position, the credible critical load must be applied, and, in addition, for each trolley position, the seismic loads are to be evaluated for no hook load. The Stone and Webster specification also requires that the above load cases be applied to both the main hoist and auxiliary hoist. ASME NOG-1 specifies the boundary conditions to use on the finite element model for the seismic qualification calculations as referenced in Figure NOG-4154.3-1 and Table NOG4154.3-1. One of these conditions is that an end wheel of the bridge trucks on each rail be restrained from motion along the rail direction. An exception to this requirement is taken with the argument that wheel slip along the rail will occur under seismic motion in this direction. Fixing these wheels is likely to artificially move the transverse bending type modes of the cranes down to frequencies with significantly more participation for the given loading. In these calculations, a lateral load will be included to account for a uniform acceleration of the crane along the rails due to wheel slippage. This lateral load is determined by multiplying the maximum vertical reaction load (static + seismic) by a coefficient of friction of 0.2. This lateral load is then applied as a static, uniform body force in the rail direction. Thus, the load combinations include the static vertical case, the wheel slip case for longitudinal horizontal seismic load along the bridge rail, and the vertical and transverse horizontal seismic cases. Table 2-1 identifies the load cases required for this seismic qualification. In this table the seismic loads are identified as Hook Up and Hook Down and Wheel Slip. Hook Up accounts for the vertical and transverse to bridge rail lateral loads from response spectra analysis with the hook loaded in the up position. The Hook Down case is the same for the hook loaded is the down position. The Wheel Slip accounts for seismic load in the longitudinal (along the bridge rail) direction. Note that the response spectra load cases, Di, are the maximum values from combinations of the participating modes and the seismic components. Table 2-2 summarizes the load combinations for reporting, with the maximum of the combinations used for comparing to the design allowables. Note that the wheel slip, as a simulation of the lateral seismic load, is combined with the other seismic result using a square root of the sum of the square and this result added algebraically to the static vertical load.


Table 2-1. Load Cases for Overhead Bridge Crane

Trolley Position on Bridge Loading End 1/4 Span Mid-Span

Static, No load Vertical S$ S2 53

Static, Main hoist Hook load S4 S5 S6

Static, Auxiliary hoist Hook load S7 S8 S9

Seismic, No load D, D2 D3 Wheel slip W, W2 W3

Seismic, Main hoist Hook up D4 D5 D6 Hook down D7 D8 D9 Wheel slip W4 W5 W6

Seismic, Auxiliary hoist Hook up D1o DI D1 2 Hook down D13 D1 4 D15 Wheel slip W 7 W8 W9

Table 2-2. Load Combinations for Overhead Bridge Crane

Trolley Position on Bridge Condition End ¼/ Span Mid-Span

No load S, + (D• +W)/ S2 + (D2 +W2)• S3 + (DI +W•)

Main Hoist Hook up 24 +(D2+W4)• $5+(D +W)/2 $__+_(D2_+_W2) _ Hook down S 4 + (D+ ) S5 + (D5+ W)5 )$6_+ (D6+ W_6)

Auxiliary Hoist Hook up S 7 + (D2o + W2) S8 + (D2, + W82)Y2 S9 + (D22 + W2)Y

Hook down 57 + (D13 +W7)• S8 + (D24 + 8W)2 S7 + (D 5 +W•2)

Note: Wi is a factor of Wi as the ratio of total vertical force.

ANA-QA-147 Rev. I

2-3

2.4 Design Allowables

The allowable design criteria for the seismic qualification is established in Section NOG-4300 of ASME NOG-1. For the seismic qualification of the cranes at PFSF, the extreme environment condition is considered. Because of the transition temperature requirements on fracture toughness at this site, A516, Grade 70, steel (ay=38 ksi) is considered here for the structural skeleton of the overhead bridge crane. The maximum allowable stresses in structural steel members for the extreme environment loading are defined as follows;

Tension Compression Shear Specification .9 ov .9(Y .5or A516, Grade 70 34.2 ksi 34.2 ksi 19 ksi

ANA-QA-147 Rev. I

2-4

3 ANALYSIS MODEL

3.1 Finite Element Mesh

The finite element mesh used for this seismic qualification of the overhead bridge crane for Phase I engineering is illustrated in Figure 3-1. This mesh shows the trolley at midspan along the bridge girders with the hook loaded and in the up position. Similar models are used for the trolley at end of travel and at quarter span and for hook up and down in each position. The model uses 3-node Timoshenko beam elements for the structural members. The initial sizing of the structural cross sections for the members is shown in Figures 3-2 through 3-4. The neutral axis for each beam is computed from the cross-sections and located in space relative to the 170 foot elevation reference. Rigid links are used to offset from the beam neutral axis to a connection with another structural member. For example, the trolley wheels are supported on rails along the top of the bridge girder and the nodes representing these trolley wheels are offset from the girder neutral axis with a rigid link. This allows the correct spatial distribution of stiffness and mass for the model. The bridge trucks use pin connections to the equalizing sill beams. This connection is modeled with duplicate nodes, one connected with a rigid link to the bridge truck and the other connected with a rigid link to the neutral axis of the equalizing sill. The degrees of freedom at the duplicate nodes representing the pin are then constrained together while eliminating the rotational degree of freedom along the pin axis. This prevents moment transfer through the axis of the pin between the equalizing sill and bridge trucks. The two moments perpendicular to the pin axis are included in this connection. A rigid link also connects the neutral axis of the equalizing sill to the neutral axis of the bridge girders. Since the centerline of the bridge girder connects to the equalizing sill in line with the bridge truck pins, this rigid link aligns with the link connecting the equalizing sill neutral axis to the truck pin. The bridge girders connect to the equalizing sill which connects through the pins to the bridge trucks.

The number of nodes and elements in the model is determined through an optimization study. The requirement in NOG-1 for sufficient dynamic degrees of freedom is when additional degrees of freedom in the model do not result in more than a 10% increase in response. The mesh optimization study used the model with trolley at midspan with hook up and increased the nodes and elements until the peak stresses in all structural members remained constant for the seismic loads. Figure 3-5 plots the results of this study showing the peak stress values for the different components as the factor on the number of elements in a baseline mesh is increased. The mesh shown in Figure 3-1 is the result of this study and contains 211 elements, 376 nodes, and 2253 degrees of freedom.


3.2 Section Properties and Mass Distribution

The response spectra analysis assumes linear response. For all structural members, an elastic modulus of 29E6 psi and Poisson's ratio of .318 are used. The beam section properties are computed from the cross-section shapes and input directly into the computer modeL These section properties are summarized in Figure 3-2 through 3-4 for the initial sizing estimates of the sections. In addition to these structural sections, truss elements are used to model the hoist rope. The hoist uses a 16 part reeving configuration, and the area of the truss elements modeling the hoist rope is taken as 16 times the rope area, which is calculated at 1.069 in2 using the rope manufacturer's formula for steel area of the 1 5/8" diameter core-wrapped rope. It is assumed that the reeving configuration for the rope acts like a single rope with an equivalent cross sectional area under dynamic conditions. This is consistent with the S & W Specification that the reeving system "provides true vertical lift, and is configured such that the hook block does not twist." The trolley deck plate is not included in the finite element modeL As will be seen in the results, the highest stresses are due to vertical loads and the deck plate contributes little to vertical bending in the load girt or trolley trucks. In addition, the deck plate is cut back to the load girt on the west end of the trolley for clearance with the main hoist drum.

The density of the material for each structural member is adjusted so that the weights approximate the Ederer estimates of component total weights shown on Drawing PA-2189. This accounts for diaphragms and stiffeners and equipment attached to the structural members. This density adjustment provides a uniform and consistent mass distribution to the nodes for these structural members. For these calculations, the north bridge girder with the trolley conductors and walkway weighs 58,000 lbs, and the south bridge girder with control panels and walkways weighs 68,000 lbs. The driver bridge truck weighs 8,000 lbs, the idler bridge truck weighs 6,700 lbs, and the equalizer sills weigh 6,000 lbs each. The densities for the trolley trucks and load girt are adjusted so that the total trolley weight is 111,500 lbs. Here it is assumed that the total trolley weight is evenly distributed so that 2/3 of the weight is distributed to the trolley trucks and 1/3 is distributed to the trolley load girt. The total weight of the overhead bridge crane in the model is 305,300 lbs.

A lumped mass for the 200 ton payload and 15,000 lb lower block is attached to the end of the hoist rope for the main hoist load cases. The weigh of the spooled rope is lumped at the node in the middle of the load girt beam. For the hook down case, the weight of the extended rope is lumped half at the payload node and half at the load girt middle node. For the auxiliary hoist a 25 ton payload and 3500 lb lower block weight are modeled with a lumped mass at the appropriate heights for the hook up and hook down cases.

3.3 Hoist Configuration

In these models, for both the main and auxiliary hoist load cases, the hoist rope is connected directly to the middle of the trolley load girt beam. Thus, all the force from the payloads in the models are reacted


by the load girt which in turn transfers the loads to the middle of the trolley trucks. The actual connections and load paths in the crane system are more complex and the calculated stresses from the model are adjusted to account for the differences. The main hoist uses a 16 part reeving configuration in which 4 of the 16 ropes attach to the drum. The auxiliary hoist uses a similar 8 part reeving configuration with 2 of the 8 ropes attached to the drum. Therefore, in both cases, 25% of the calculated load will be taken by the drums and reacted through the bearings and gears directly into the trolley trucks. The upper block of the main hoist is mounted directly over the load girt as modeled so that the rope forces act directly through the centroid of the load girt. However, for the auxiliary hoist, the upper block must be offset from the load girt. Assuming the vertical hoist load is taken directly by the load girt, then an additional twisting moment is applied to the load girt. This delivers a concentrated bending moment to the trolley truck, which is not modeled.

The calculated linear stresses in the trolley load girt and trolley trucks are factored to account for these modeling assumptions. Because the dominant loads in the load girt and trolley trucks are due to the vertical bending from the rope forces, simply supported beam free bodies can be used to calculate the adjustments. For both the main hoist and auxiliary hoist cases, the static and seismic stresses in the trolley load girt are reduced by 25% to account for the loads reacted to the trolley trucks through the drums. For the trolley trucks under loads on the main hoist, the load taken by the drum reduces the load transmitted through the load girt to the midspan of the trolley trucks. However, a moment is still induced into the trolley truck frame due to the moment on the hoist drum. From the statics calculation shown in Appendix A, the calculated stresses in the trolley trucks for the main hoist conditions can be reduced by 12.5%. For the trolley trucks under auxiliary hoist loading, an additional bending moment must be included in the stress due to the offset of the load block from the centerline of the trolley load girt. For this case, the calculated stresses must be increased by 18.75% as shown in Appendix A.

3.4 Boundary Conditions

With the exception of the bridge truck wheel restraint along the rail direction as discussed previously, the boundary conditions in the model are as specified in NOG- 1. Figure 3-1 summarizes the boundary conditions. All bridge truck wheels are fixed in the vertical direction to evaluate wheel loads. The truck wheels at A and B are fixed in the direction perpendicular to the rail while the truck wheels at C and D on the opposite end are free to translate in this direction. This assumes that all transverse load in reacted by one set of wheels. All bridge truck wheels are free to move along the rails. This assumes that wheel slip occurs in this direction, and a static lateral load is included to account for this acceleration load. This case uses a friction force that is .2 times the total vertical wheel load (static + seismic forces). This lateral force is applied as a uniform body force in the direction along the rails with the wheels at A and C fixed in this direction for this load. For the seismic loads, the wheels are free to move along the rails to avoid mode shapes and frequencies that may be artificially induced by fixing two of the wheels in this direction.


The trolley wheels are fully restrained in the vertical direction to the rails in the model. All trolley wheels are fully restrained to the rails in the transverse direction (direction 2 or y in the model). The trolley wheels at E and F are restrained to the rails in the direction along the rail while the wheels at G and H are free to move in this direction. There are no restraints on rotations for the trolley or bridge truck wheels so that no moment can be transferred at any wheel connection.

3.5 Response Spectra

The design response spectra as provided in the Stone and Webster specification are shown in Figure 3-6. The spectra is provided in terms of acceleration versus frequency for 4% damping at elevation 170' in the canister transfer building. The east-west direction is in the trolley rail direction and shows a peak near 6.7 g around 3 Hz. The north-south direction is along the bridge rails and shows a peak of about 3.8 g around 3 Hz. The vertical direction has a peak acceleration near 2.9 g at 5 to 8 Hz.


Trolley Load GirtWeight of Trolley = 111.5 K Weight of Girders = 126.0 K Weight of Bridge Trucks = 14.7 K Weight of Equalizing Sills = 12.0 K

Total Weight of Crane = 305 K

200 Ton Payload + lower block mass

Number of Elements: 211 Number of Nodes: 376 Number of DOF: 2253

Equalizing Sills

Bridge Trucks

S• N Rigid Links from Girder N.A. u- -- I|--- liTA _ L 1 __ • -

l ' to I touey Vv neefl Uonract tA Trolley Trucks

Trolley Wheels

A Bridge Girder Boundary Conditions Wheels x y z

Z Rigid Link from A fix -- fix Yý, x Equalizing Sill to B fix - fix

Pinned Connection Bridge Girder C -- - fix

to Bridge Trucks El 170' D fix

(no moment transfer) Model Reference Trolley wheels at E & F are fully constrained to the rails. Wheels at G & H are constrained to the rails in y & z, but are free to roll along the rail in the x direction.

rigure 3-1. Seismic Mwodel for ZLUU ion uverneaa Dricage Crane, I rouey at Milspan, lOOK up

1/2" x 14" TYPBridge Truck

y 1 1/2" x 30 1/2" TYP

Area = 107.5 inA2

Yc = 15.75 in

Z = 22.75 in

1 Ixx = 10937.49 inA4 , Iyy = 5167.96 inA4

Yc J = 8136.25 inA4 YDriver Truck Wt = 8000 lb

Idler Truck Wt = 6700 lb

y - 13" - El 170' Reference

3/4" x 24 1/2" Equalizing Sill TYP • ,y

[ 3/4" x 21 1/2" Area = 59.625 inA2

,[P ,/Yc = 11.763 in

Z = 51.76 in x ---- ---- -

X Ixx = 4065.78 inA4

Yc Iyy = 4943.12 inA4

J = 6460.24 inA4

Weight = 6000 lb

y z • 21" 1/2"

El 170' Reference

Figure 3-2. Initial Sizing for Bridge Trucks and Equalizing Sills

3-6 ANA-OA k-147

Rev. I

Trolley Truck

x

1/2" x 1:

\ y

y 4-12 1/4"

3 1/4"

1 3/4" x 32" TYP

. x 28"

4

Yc

Area = 100.25 inA2

Yc = 14.642 in

Z = 102.642 in

Ixx = 8786.08 inA4

Iyy = 4347.71 inA4

J = 6604.99 inA4

Weight = 6610 lb

Z

El 170' Reference

Trolley Load Girt

Area = 59.625 inA2

Yc = 11.763 in

Z = 102.0 in

Ixx = 4065.78 inA4

Iyy = 4943.12 inA4

J = 6460.24 inA4

Weight = 6000 lb

Z

El 170' Reference

Figure 3-3. Initial Sizing for Trolley Trucks and Trolley Load GirtANA-QA-147

Rev. 1

x

I ' I y q •m28"

1/2" x 17 1/4"

Bridge Girders

y

Z

El 170' Reference

Figure 3-4. Initial Sizing for Bridge Girders


1" Typ

x-1

102"

x

El-'

Yc

y

I---- ,20"1-

r

I" x 26" Typ

Area = 256.0 inA2

Yc = 52.0 in

Z = 29.0 in

Ixx = 314789.3 inA4

Iyy = 25437.33 inA4

J = 75460.8 inA4

S. Girder Wt =68000 lb

N. Girder Wt = 58000 lb

Peak Seismic Stress vs Mesh Refinement

2 3 4

Factor on Number of Elements in Baseline Mesh

Figure 3-5. Mesh Study on Peak Stresses to Define Dynamic Degrees of Freedom

8 bridge_girder --e- equlalizing~sill

A trolleytruck ---- trolleygirder -w---bridgetruck

x104

4.00

3.00

S2.00

1.00

.001

o6 La

- -.

5

Acceleration (0)

0*

0

0

I0

00

o 0 0 0 0 0 0

Io . . ....ala - a

.. . ... . .. .. .

N H

3 ft

H -a a Is ft

0

Ia p H

U H II S a ft H

0.

6a a

1� N

H 0H

PA

Acceleration (0)

i . . . i .0

Acceleration (0)

0 -1 hi h d UI @ ,,0

a. -. . . . . . . . . . . . . . . . .

jp to

H 0a

w it

I 0

N N

0H

a.. hi

N H

I H -I 0

I, ft

N

U H II 0 a ft H 0 0

S.

I I�.

U

4 ANALYSIS RESULTS

4.1 Preliminary Calculations

The preliminary calculations are conducted for the model with the trolley at midspan for hook up, hook down, and with no hook load. The more severe loading condition is for the critical load lifted in the hook up position. The maximum stresses in each component for this case is summarized below;

Maximum Stresses (ksi) for Trolley at Midspan, hook up

Static Wheel Seismic Total % of Slip Allowable

Bridge Girder 8.1 7.7 18.6 28.3 83% Equalizing Sills 0.5 29.8 2.7 30.4 89% Trolley Trucks 16.4 7.5 42.1 51.8 151% Trolley Load Girt 13.1 2.0 34.6 35.8 105% Bridge Trucks 3.8 9.4 8.5 16.5 48%

Note that the total stress is reduced by 12.5% for the trolley trucks and by 25% for the trolley load girt to account for load reacted by the main hoist drum to the trolley wheels. The allowable, based on .9ay for A516 Grade 70 steel, is calculated at 34.2 ksi. Several tests were performed to evaluate the importance of the component loads and the mode shapes. By considering each load component separately, it is determined that 95% of these stresses for the bridge girders, trolley trucks, and trolley load girt are due to the vertical loading. Furthermore, about 95% of these vertical stresses are due to the contribution from Mode 4, which is the vertical girder bending mode at 4.02 Hz illustrated in Figure 4-1. For the equalizing sill, the stress is due to the east-west lateral loading computed from the wheel slip case. Figure 4-2 shows the deformed shape for this lateral wheel slip load case. A test analysis was also performed to evaluate the more conservative load condition of fixing the A and C wheels (see Figure 31) along the rail direction and applying the three response spectra components. This case does not significantly change the stresses in the bridge girders, trolley trucks, or trolley load girt confirming that the stress in these members is due to vertical loads. The fixed wheel condition does not significantly alter the fundamental vertical bending mode. The maximum seismic stress in the equalizing sill is calculated at 39.2 ksi for this test case or about 30% higher than the static simulation of wheel slip. A test analysis was also conducted to evaluate the effects of using additional modes in the calculations. These calculations use Modes 4-23, where the first 3 modes are rigid body at 0 Hz and Mode 23 has a natural frequency of 49.3 Hz. A test analysis including Mode 24 at 51.7 Hz gave the same peak seismic


stresses to within 5 decimal places. Therefore the number of modes included exceeds the requirements of ASME NOG-I.

Tables A-1 through A-3 in Appendix A summarize the maximum stresses and forces for the various structural members for the hook up, hook down and no load cases, respectively, for the overhead bridge crane with the trolley at midspan with the initial section sizing. The reduced stresses and vertical loads for the hook down case indicate that the associated frequency shift for the fundamental vertical mode significantly reduces the participation of this mode. This vertical girder bending mode has shifted from 4.02 Hz for the hook up condition to 2.12 Hz for the hook down condition.

Based on these results and further preliminary calculations of other load cases, the following section changes are incorporated for the complete suite of models and load conditions for the seismic qualification calculations. The trolley truck sections must be increased significantly to resist the dynamic loading. The trolley load girt needs some additional bending resistance. The bridge girder trial sizing can be reduced and optimized for weight and cost and to counter act the increased height needed for the trolley trucks. The following sizing calculations are based on the bending formulas for a simply supported beam with a concentrated force at midspan and uniform weight. For the dynamic load the weight is increased by a factor of 3 (for the vertical acceleration spectrum) and the concentrated force due to the lifted load is typically factored by 2.5. These loads for each component are calibrated to the results from these preliminary seismic calculations. The section sizes are then modified to bring the stress within the allowable for extreme loading conditions.

The trolley truck sizing is increased to that shown in Figure 4-3. The top and bottom flanges are increased from .5" to 1.5" thick and the web flanges are increased from 1.5" to 1.875" thick. This increases the bending stiffness by about 95%. It also increases the total height of the trolley truck by 2". This can easily be made up by reducing the height of the bridge girders and although the trolley rail elevation must change, the overall clearance and lift height can be maintained. The bridge girder sizing is shown in Figure 4-4. The bridge girders have 1.25" thick flanges and .375" thick x 96" deep webs with longitudinal stiffeners. The stiffness contributions of the longitudinal stiffeners are ignored in these calculations. The trolley load girt stress is also over the design allowable for the initial trial sizing, and the re-sizing is shown in Figure 4-5. Here the top and bottom flanges are increased from 1.75" to 2.0", and the web height is increased from 26.5" to 28.25". The finite element model is modified for the adjusted section sizing shown in Figures 4-3 through 4-7. The bridge trucks and equalizing sill are not changed from the initial sizing. The section properties and location of the neutral axes are modified in the model Since the overall component weights do not change, the densities are also adjusted based on the new section volumes. All subsequent reported load cases are based on these section sizes.


4.2 Seismic Qualification Results

The model is adjusted for the new section sizing summarized in Figures 4-3 through 4-7, and all the following results consider these new section sizes. The results of the seismic qualification load cases and load combinations are summarized in Tables 4-1 through 4-15. The columns labeled Static are the static stresses under gravity. The Dynamic columns are the results from the response spectra analysis for vertical and transverse lateral seismic loads. The Wheel Slip column accounts for lateral seismic load along the bridge rails. These tables show the maximum stresses and forces for the various structural members and connections for the different trolley locations and load on the main and auxiliary hoists. The maximum values of each structural component are itemized for the static vertical loads, the wheel slip simulation of the transverse seismic load, and the dynamic loads from the response spectra analysis. The combined value is computed using SRSS for the dynamic and wheel slip values and then algebraic summation with the static value. The forces at the bridge truck pins, the trolley wheels, and the bridge truck wheels are the maximum values found for any one of the respective components. For the main hoist load cases, the rope force is calculated from 1/16 of the maximum force computed in the truss element connecting the payload to the trolley load girt. For the auxiliary hoist load cases, the rope force is reported as 1/8 of the total force in the truss element. The dynamic rope force would need to exceed the static rope force before a slack rope condition would occur. For the main hoist load, the drum torque is calculated by taking ¼ of the total rope force times the drum radius of 34.5". The drum torque for the auxiliary hoist can be calculated in a similar manner.

Trolley at West End

Figures 4-8 and 4-9 show the first 8 fundamental mode shapes and frequencies for the 200 ton overhead bridge crane with the trolley positioned at the west end of travel with a 200 ton load in the hook up position. The mode shapes are scaled for a maximum deflection of 50 inches. Tables 4-1 through 4-5 summarize the maximum response for the various load cases for the trolley at this position. The critical load case here is for the main hoist in the hook up position with a 200 ton load as shown in Table 4-2. The calculated normal stresses for the trolley load girt and trolley trucks are at 99% of the allowable for this load combination. All other components and all shear stresses are well within allowables. The no load and auxiliary hoist load cases show relatively small stresses will all components below 35% of allowables.

Trolley at M Span

Figures 4-10 and 4-11 illustrate the lowest fundamental mode shapes and frequencies for the trolley positioned at ¼ of the span. These modes consider the main hoist loaded with the hook up. Tables 4-6 through 4-10 summarize the maximum response for all components for each load case for this trolley position. Again, the largest stresses occur for a 200 ton load on the main hoist with the hook in the fully up position. The trolley truck and trolley load girt are the highest stressed at 95% of allowable. The bridge girders and equalizing sills are stressed to 86 and 79% of allowables, respectively. The hook

4-3 ANA-QA-147 •ev I

down position has normal stresses with all components around 45-55% of allowables. All components for the no load and auxiliary hoist conditions are below 40% of allowables.

Trolley at Mid-span

Figure 4-12 and 4-13 illustrate the mode shapes and frequencies for the model with the trolley at midspan with the main hoist loaded and hook up. Tables 4-11 through 4-15 summarize the maximum response for the components for all load cases for this trolley position. The largest stresses for this trolley position is for the main hoist loaded and in the up position. The bridge girders show stresses at 96% of allowables, while the equalizing sills are stressed to 90% of allowables. The trolley trucks and load girt are stressed to 86% of allowables for this condition. All other load cases are well within allowables.

4.2 Summary of Results

Using the adjusted section sizes all structural members show maximum stresses below 90% of the yield stress. The maximum stresses for the various components develop for different trolley positions and loading conditions. For all trolley positions, the 200 ton load on the main hoist with the hook in the up position is the worst load case. The hook down case typically shifts the fundamental vertical bending mode to a lower frequency, which is less excited by the design response spectrum. Figures 4-14 and 415 illustrate the first four fundamental modes for the trolley at midspan case to illustrate this frequency shift. The no load and auxiliary hoist load conditions typically develop stresses less than 50% of allowables. The bridge girders and equalizing sills attract more stress as the trolley moves from the end of travel to the midspan of the girders. The trolley trucks, load girt and bridge trucks, on the other hand, develop larger stresses for the seismic conditions as the trolley moves from midspan to the end of traveL The maximum normal stresses for each structural member and the corresponding load combination are summarized as follows;

Member Load Combination Static Dynamic Wheel Slip Combined % of (pi) (i) (psi) (psi) Allowable Bridge Girder Trolley at Midspan 9073 21751 9202 32890 96.2

200 Ton Load Hook Up Equalizing Sill Trolley at Midspan 507 2965 29823 30477 89.1 200 Ton Load Hook Up

Trolley Truck Trolley at End 8404 23990 8330 33799 98.8 200 Ton Load Hook Up

Trolley Girder Trolley at End 8081 25328 4295 33770 98.7 200 Ton Load Hook Up

Bridge Truck Trolley at End 2096 6199 2442 8759 25.6 200 Ton Load

IHook Up

,4-4tA•'AI'

"PLA•Re- !41 Rev. I

For better constructability of the connection between the trolley load girt and the trolley truck, a revised section for the trolley load girt is considered. The revised section, shown in Figure 4-16, reduces the web depth to 27" but increases the flange thickness to 2.25". This modification allows a better weld at the load girt to trolley truck web plate. This change increases the vertical bending moment of inertia for the load girt from 33082.2 inW to 34141.5 inr or an increase of about 3.3%. It also increases the lateral bending moment of inertia by about 3.7%. This small change in the bending stiffness of one component will have little effect on the overall stiffness properties of the crane. Furthermore, the section modulus for the load girt increases, which will reduce the calculated stress in the member. Thus, this section change for constructibility is considered acceptable for the seismic qualification.

4-5 ANA-QA-147 Rev. 1

Table 4-1. Maximum Responses For 200 Ton Bridge Crane Trolley at West End, Main Hoist Hook Up, No Load

Member Bridge (

Equalizing Sill

Trolley Truck*

Trolley Girder**

Bridge Truck

Static f(%elN

Comnonent (~ K - -- LP..... 1 ' SE ) •A lOW able

Dynamic Wheel Slip

Horizontal Shear Vertical Shear

Normal Stress Horizontal Shear Vertical Shear




15/1i

17 584

373 2

50

1757 15

247

847 3

171

2096 23

491

4677 145 808

4031 160 95

2794 125 349

1914 225 277

6199 1151 629

1605 309 32

6758 187 182

2404 215 23

1239 90 23

2442 350 424

Combined

*Normal stress reduced by 12.5% for load reacted by drum to trolley wheels. "**Normal stress reduced by 25% for load reacted by drum to trolley wheels.

Member Rope Force

Truck Pins

Trolley Wheels

Bridge Wheels

Girder-to-Sill

Member Drum Torqi

Component Axial Force

Axial Force Horizontal Force Vertical Force

Longitudinal Force Lateral Force Vertical Force



IC

Static

f-bs) (I7*97

604 79

97938

461 2166

34775

2423 33799 52998

509 2817 94909

Staic (ft-Ib) 10912

Dynamic

I ly

217540 6491

134640

103810 12278 50149

123890 0

67589

215260 22199 130960

Dynamic (ft-lb) 1368

Wheel Slip (lbs)

0

10736 87642 16116

16327 30277 3218

37577 50939 45607

11128 50148 5239

Wheel Slip (ft-lb)

0

Combined (lbs) 1068

218409 87961

233539

105547 34837 85027

131886 84738 134535

216056 57659 225974

Combined (ft-lb) 12280

4-6

6818 359 1393

19.9 1.9 7.3

24.1 1.3 1.3

15.9 1.4 3.1

9.1 1.3 2.4

25.6 6.5 6.6

8242 247 256

5442 264 596

3127 245 449

8759 1226 1250

ANA-QA-147 Rev. 1

Comt)onent N & Ig I i

Table 4-2. Maximum Responses for 200 Ton Bridge Crane Trolley at West End, Main Hoist Hook Up, 200 Ton Load

Member Component Bridge Girder Normal Stress


Equalizing Sill Normal Stress Horizontal Shear Vertical Shear

Trolley Truck* Normal Stress Horizontal Shear Vertical Shear

Trolley Girder** Normal Stress Horizontal Shear Vertical Shear

Bridge Truck Normal Stress Horizontal Shear Vertical Shear

Static (psi) 4493

75 1674

Dynamic Wheel Slip Combined (psi) (psi) (psi) 11773 5562 17514 214 1071 1167

4145 112 5820

1010 4344 2 138

51 173

8404 60 957

8081 3

1275

5988 73

1312

23421 647 632

23990 8330 157 745

2643 79

25328 4295 212 313 3845 80

16549 1022 3123

8462 1211 1470

24830 663 706

33799 821

3602

33770 380

5121

24575 1658 4764

% Allowable 51.2 6.1 30.6

72.6 3.5 3.7

98.8 4.3 19.0

98.7 2.0

27.0

71.9 8.7

25.1




Static Dynamic Wheel Slip Combined (Ubs) (lbs) (lbs) (lbs)

25923 5132 0 31055

572 202750 37207 59 6632 303740

274400 671090 55854

Trolley Wheels Longitudinal Force 463 93687 56585 Lateral Force 8437 21855 104930 Vertical Force 134690 372420 11154

Bridge Wheels Longitudinal Force 7878 109950 130230 Lateral Force 91477 0 176540 Vertical Force 141220 335740 158060

Girder-to-Sill Longitudinal Force 480 201570 38565 Lateral Force 12128 34615 173800 Vertical Force 271330 671480 18157

206707 303872 947810

109912 115619 507277

178315 268017 512305

205706 189342 943055

Member Drum Torque

Static Dynamic Wheel Slip Combined (ft-lb) (ft-lb) (ft-lb) (ft-lb)

298116 59021 0 357137

4-7

Member Rope Force

Truck Pins

ANA-QA-147 Rev. I

Table 4-3. Maximum Responses for 200 Ton Bridge Crane Trolley at West End, Main Hoist Hook Down, 200 Ton Load







Static (psi) 4493

75 1674

1010 2 51

8404 60 957

8081 3

1275

5988 73

1312

Dynamic (psi) 5348 140 1661

5739 274 176

9616 132 1031

10196 197

1554

7988 1153 1266

Wheel Slip Combined (psi) (psi) 3336 10796 642 732 67 3336

14046 388 379

4995 447 48

2575 187 48

5075 726 882

16183 476 469

19241 526 1990

18596 275

2829

15452 1436 2855

% Allowable 31.6 3.9 17.6

47.3 2.5 2.5

56.3 2.8 10.5

54.4 1.4 14.9

45.2 7.6 15.0


Member Rope Force

Truck Pins



Static Dynamic Wheel Slip (ibs) Obs) (lbs)

25923 2176 0

572 210890 22313 59 8106 182152

274400 272110 33496

Trolley Wheels Longitudinal Force 463 96574 Lateral Force 8437 15378 Vertical Force 134690 145290

33934 62926 6689



Member Drumn Torque

Static Dynamic Wheel Slip (ft-lb) (ft-lb) (ft-lb)

298116 25024 0

4-8

Combined (lbs)

28099

212639 182392 548564

102826 73215

280134

154448 197348 307108

210726 118561 540580

Combined (ft-lb)

323140

ANA-QA-147 Rev. 1

Table 4-4. Maximum Responses for 200 Too Bridge Crane Trolley at West End, Auxiliary Hoist Hook Up, 25 Ton Load

Static Dynamic Wheel Slip Combined Member Component (psi) (psi) (psi) (psi) % Allowable Bridge Girder Normal Stress 2155 4912 2016 7465 21.8

Horizontal Shear 25 157 388 443 2.3 Vertical Shear 720 1089 41 1810 9.5

Equalizing Sill Normal Stress 343 3739 8489 9619 28.1 Horizontal Shear 2 82 234 250 1.3 Vertical Shear 50 89 229 296 1.6

Trolley Truck* Normal Stress 3507 7208 4098 11798 34.5 Horizontal Shear 21 147 270 328 1.7 Vertical Shear 335 604 29 940 4.9

Trolley Girder** Normal Stress 1747 4529 1556 6536 19.1 Horizontal Shear 3 271 113 296 1.6 Vertical Shear 308 628 29 937 4.9

Bridge Truck Normal Stress 2580 6618 3067 9874 28.9 Horizontal Shear 29 1032 439 1151 6.1 Vertical Shear 594 823 533 1574 8.3

*Normal stress increased by 18.75% to compensate for auxiliary hoist offset. "Normal stress reduced by 25% for load reacted by drum to trolley wheels.

Static Dynamic Wheel Slip Combined Member Component (ibs) (lbs) (lbs) (Ibs) Rope Force Axial Force 6690 1155 0 7845

Truck Pins Axial Force 600 205200 13486 206243 Horizontal Force 77 6318 110100 110358 Vertical Force 119890 176580 20245 297627

Trolley Wheels Longitudinal Force 462 105810 20510 108241 Lateral Force 2946 13227 38033 43213 Vertical Force 47203 85903 4043 133201

Bridge Wheels Longitudinal Force 3102 111060 47203 123777 Lateral Force 40974 0 63989 104963 Vertical Force 63971 88511 57292 169406

Girder-to-Sill Longitudinal Force 505 203060 13978 204046 Lateral Force 3975 24168 62998 71450 Vertical Force 116850 176500 6581 293473

4-9 ANA-QA-147

Rev. I

Table 4-5. Maximum Responses for 200 Ton Bridge Crane Trolley at West End, Auxiliary Hoist Hook Down, 25 Ton Load

Member Bridge Girder

Equalizing Sill

Trolley Truck*

Trolley Girder**

Bridge Truck

Component Normal Stress Horizontal Shear Vertical Shear





Static (psi) 2155 25 720

343 2

50

3507 21 335

Dynamic (psi) 4664 166 808

4612 166 105

5104 151 395

1747 3048 3 275

308 429

2580 29 594

6054 1130 628

*Normal stress increased by 18.75% to compensate for auxiliary hoist offset. "Normal stress reduced by 25% for load reacted by drum to trolley wheels.

Member Rope Force

Truck Pins

Trolley Wheels

Bridge Wheels

Girder-to-Sill






Static (Ibs) 6690

600 77

119890

462 2946 47203

3102 40974 63971

Dynamic (Ibs) 1078

214780 7262

134650

109750 14803 56333

121570 0

67493

505 212690 3975 25676

116850 130930

Wheel Slip CombinedObs)

Obs)0 7768

11816 96470 17739

17971 33325 3542

41359 56067 50200

12248 55199 5766

215705 96820 255703

111673 39411 103647

131515 97041 148086

213548 64854

247907

4-10

Wheel Slip (psi) 1766 340 36

7438 205 201

3591 237 25

1364 99 25

2687 385 467

Combined (psi) 7142 403 1529

9095 265 277

9747 302 731

5086 295 738

9204 1223 1376

% Allowable 20.9 2.1 8.0

26.6 1.4 1.5

28.5 1.6 3.8

14.9 1.6 3.9

26.9 6.4 7.2

ANA-QA-147

Rev. t

fibs)

Table 4-6. Maximum Responses for 200 Ton Bridge Crane Trolley at 1/4 Span, Main Hoist Hook Up, No Load

MemberBridge Girder


Equalizing Sill

Trolley Truck*

Trolley Girder**

Bridge Truck





426 2 50

1684 9

246

841 2

171

1895 22

446

2282 95 46

4118 84

547

2200 238 382

6373 1081 738

8662 267 189

2707 242 31

1542 126 27

3696 618 467

9384 286 245

6611 265 794

3527 272 554

9262 1267 1320


Member Rope Force

Truck Pins

Trolley Wheels

Bridge Wheels

Girder-to-Sill






Member Drum Torque

Static Dynamic Wheel Slip Combined (ft-lb) (ft-lb) (ft-lb) (ft-lb) 10912 1653 0 12565

4-11

Static (psi) 2761

8 525

Dynamic (psi) 6527

58 977


Combined (psi) 9936 319 1503

% Allowable 29.1 1.7 7.9

27.4 1.5 1.3

19.3 1.4 4.2

10.3 1.4 2.9

27.1 6.7 6.9

Static (bs) 949

660 120

88218

442 1326

34703

2410 30642 48155

512 1337

85194

Dynamic (lbs) 144

214520 3007

158450

100960 11802 78507

116280 0

79376

212270 7730

158350

Wheel Slip (lbs)

0

17839 96869 17280

22874 34069 4376

66454 56209 50189

15940 49472 5990

Combined (lbs) 1093

215921 97036

247607

103961 37382 113332

136340 86851 142067

213380 51409

243657

ANA-QA-147 Rev. I

Table 4-7. Maximum Responses for 200 Ton Bridge Crane Trolley at 1/4 Span, Main Hoist Hook Up, 200 Ton Load







Static (psi) 7584

35 1440

579 3

50

8101 34

957

8054 3

1275

5223 77

1136

Dynamic Wheel Slip Combined (psi) (psi) (psi)

19772 9018 29315 102 922 963

3542 112 4984

2783 129 87

26218 809 573

22730 8193 107 732

2623 94

24145 4667 217 383 3705 81

14434 11188 1011 1871 2670 1413

26944 822 630

32262 774 3581

32646 442

4980

23485 2203 4157

*Normal stress reduced by 12.5% for load reacted by drum to trolley wheels. **Normal stress reduced by 25% for load reacted by drum to trolley wheels.



Static Dynamic Wheel Slip Obs) (lbs) (lbs)

25923 4873 0

669 198540 53995 119 5750 293200

236520 573740 52301




Combined (ibs)

30797

206421 293375 812639

112519 108977 504787

236917 249255 447016

202952 156237 807586

Member Drum Torque


298116 56045 0

4-12

% Allowable 85.7 5.1 26.2

78.8 4.3 3.3

94.3 4.1 18.8

95.5 2.3 26.2

68.7 11.6 21.9

Member Rope Force

Truck Pins

Combined (ft-lb)

354161

ANA-QA-147 Rev. I

Table 4-8. Maximum Responses For 200 Ton Bridge Crane Trolley at 1/4 Span, Main Hoist Hook Down, 200 Ton Load


Equalizing Sill

Trolley Truck*

Trolley Girder**

Bridge Truck






Static (psi) 7584

35 1440

579 3 50

8101 34

957

8054 3

1275

5223 77

1136

Dynamic (psi) 8575

78 1523

2074 121 65

9406 94

1072

10109 204 1548

7357 1091 1149


15865 490 347

4958 443 57

2824 231 49

6770 1132 855

Combined (psi)

17748 598

2965

16579 507 403

18733 487

2030

18550 311

2824

15221 1649 2569


Member Rope Force

Truck Pins

Trolley Wheels

Bridge Wheels

Girder-to-Sill

Member Drum Torque






% Allowable 51.9 3.1 15.6

48.5 2.7 2.1

54.8 2.6 10.7

54.2 1.6 14.9

"44.5 8.7 13.5

Static (bs)

25923

669 119

236520

453 4824

134610

8265 79125 122310

519 5618

233470

Static (ft-lb)

298116

Dynamic (Ibs) 2158

212080 4471

246770

94352 13210 151300

117410 0

123530

210250 9436

246810

Dynamic (ft-lb) 24823

Wheel Slip (lbs)

0

32673 177421 31648

41895 62400 8015

121714 102949 91924

29195 90611 10970

Wheel Slip (ft-lb)

0

Combined (lbs)

28082

215251 177597 485311

103688 68607

286122

177379 182074 276289

212786 96719

480524

Combined (ft-lb)

322939


Table 4-9. Maximum Responses for 200 Ton Bridge Crane Trolley at 1/4 Span, Auxiliary Hoist Hook Up, 25 Ton Load







Static (nsi'i(nsi� (fIqt'I 'F--,

3361 12

638

418 2 50

3368 13

334

1738 2

308

2309 29 532

Dynamic

7839 147

1196

7985 86 65

9457 151 764

5981 276 763

7605 1095 902


10574 326 231

4484 295 38

1882 154 32

4512 755 570

13669 340 290

13834 344 1099

8008 319 1072

11152 1359 1599

% Allowable 35.1 2.2 9.7

40.0 1.8 1.5

40.5 1.8 5.8

23.4 1.7 5.6

32.6 7.2 8.4

*Normal stress increased by 18.75% to compensate for auxiliary hoist offset. "**Normal stress reduced by 25% for load reacted by drum to trolley wheels.

Member Rope Force


Static Dynamic Wheel Slip (ibs) (Ibs) (ibs) 6690 1287 0

Combined (Ibs) 7977

Truck Pins Axial Force Horizontal Force Vertical Force

662 190360 21776 120 3440 118250

106660 193670 21093

Trolley Wheels Longitudinal Force 443 97389 Lateral Force 1761 19244 Vertical Force 47130 108750

Bridge Wheels Longitudinal Force 3138 Lateral Force 36673 Vertical Force 57378

27922 41588 5342

117740 81119 0 68613

96960 61264


4-14

192263 118420 301475

101756 47586 156011

146117 105286 172071

189955 66798

297548

ANA-QA-147 Rev. 1

Table 4-10. Maximum Responses for 200 Ton Bridge Crane Trolley at 1/4 Span, Auxiliary Hoist Hook Down, 25 Ton Load

Static Member Component (psi) Bridge Girder Normal Stress 3361

Horizontal Shear 12 Vertical Shear 638


418 2

50

Trolley Truck* Normal Stress 3368 Horizontal Shear 13 Vertical Shear 334


1738 2

308

Dynamic (psi) 6263

60 949

2039 96 43

5917 96

549

3371 298 505


9155 283 200

3882 256 33

1629 134 28

Bridge Truck Normal Stress 2309 6095 3906 Horizontal Shear 29 1036 653 Vertical Shear 532 716 493


Member Rope Force

Truck Pins


Static Dynamic Wheel Slip Obs) (lbs) (Ibs) 6690 1163 0

Axial Force 662 209620 18853 Horizontal Force 120 2743 102378 Vertical Force 106660 153730 18262

9797 301 255

10445 285 884

5482 329 814

9548 1254 1402

Combined (lbs) 7853

211128 102535 261471

Trolley Wheels Longitudinal Force Lateral Force Vertical Force

Bridge Wheels Longitudinal Force Lateral Force Vertical Force

Girder-to-Sill Longitudinal Force Lateral Force Vertical Force

443 106930 24174

1761 13455 36006 47130 78444 4625

3138 111490 70231

36673 0 59404 57378 77009 53041

513 207570 16845

1869 7692 52285 103640 153720 6330

4-15

% Allowable 30.3 1.8 8.4

28.6 1.6 1.3

30.5 1.5 4.7

16.0 1.7 4.3

27.9 6.6 7.4

110072

40199 125710

134904

96077 150886

208765

54717 257490

ANA-QA-147 Rev. I

Table 4-11. Maximum Responses for 200 Ton Bridge Crane Trolley at Mid-Span, Main Hoist Hook Up, No Load







Static (psi) 3221

3 421

458 3

50

1616 4

244

819 1

171

1513 14

368

Dynamic (psi) 8985 152 825

6726 234 200

5449 179 583

2619 254 427

6507 1077 681


11067 456 145

1598 152 22

547 29 28

3494 650 382

13409 516 297

7294 239 828

3495 257 599

8899 1272 1149

% Allowable 37.7 1.5 6.6

39.2 2.7 1.6

21.3 1.3 4.4

10.2 1.4 3.2

26.0 6.7 6.0




Static Dynamic Wheel Slip (lbs) (Obs) (lbs) 949 149 0

494 209100 6848 99 8334 82091

71458 144660 11139




Combined (Ibs) 1098

209706 82612

216546

102813 33670 117932

136839 72094 123696

210944 45939

202186

Member Drum Torque


4-16

Member Rope Force

Truck Pins

ANA-QA-147 Rev. I

Table 4-12. Maximum Responses for 200 Ton Bridge Crane Trolley at Mid-Span, Main Hoist Hook Up, 200 Ton Load







Static

(psi) 9073

12 1038

507 3

50

7873 14

955

7961 1

1275

3741 48

833

Dynamic Wheel Slip Combined (psi) (psi) (psi)

21751 9702 32890 154 637 668

2305 44 3343

2965 29823 145 1229 52 391

20946 4307 117 409

2391 58

21379 239

3347

9493 968 1742

30477 1241 444

29257 439

3346

29391 252

4623

17112 2048 2856

1475 78 76

9416 1750 1029

% Allowable 96.2 3.5 17.6

89.1 6.5 2.3

85.5 2.3 17.6

85.9 1.3

24.3

50.0 10.8 15.0




Static Dynamic Wheel Slip Combined (lbs) (lbs) (lbs) (lbs)

25923 4370 0 30293

503 200050 18454 102 3876 221220

171360 374100 30018




201402 221356 546662

100419 61043

471679

220197 184313 307223

211480 108513 541877

Member Drum Torque


298116 50252 0

4-17

Member Rope Force

Truck Pins

Combined (ft-lb)

348368

ANA-QA-147 Rev. I

Table 4-13. Maximum Responses for 200 Ton Bridge Crane Trolley at Mid-Span, Main Hoist Hook Down, 200 Ton Load







Static (psi) 9073 12

1038

507 3 50

7873 14

955

7961 1

1275

3741 48 833

Dynamic (psi) 10602

150 1155

2784 143 46

9164 94

1091

9924 231 1531

6307 1040 868


19312 796 253

2789 265 38

955 50 49

6097 1133 666

20018 812 307

17452 295 2047

17931 238

2807

12513 1586 1927

% Allowable 62.6 2.4 11.5

58.5 4.3 1.6

51.0 1.6 10.8

52.4 1.3 14.8

36.6 8.3 10.1




Static Dynamic Wheel Slip Combined (lbs) (lbs) (Ibs) (1bs)

25923 2130 0 28053

503 207000 11950 102 3919 143250

171360 186030 19438




207848 143405 358403

99945 41619 288671

170599 139727 207317

210837 73306

355546

Member Drum Torque


298116 24492 0 322608

4-18

Member

Rope Force

Truck Pins

ANA-QA-147 Rev. I

Table 4-14. Maximum Responses for 200 Ton Bridge Crane Trolley at Mid-Span, Auxiliary Hoist Hook Up, 25 Ton Load


Equalizing Sill

Trolley Truck*

Trolley Girder**

Bridge Truck






Static (psi) 3949

4 498

464 3 5o

3249 5

333

1708 1

308

1790 18

426

Dynamic (psi)

11463 100

1270

1469 65 35

11044 74

1042

6648 285 1050

6221 917 959


15543 640 204

3046 213 30

769 41 40

4907 912 536


Combined (psi) 16478 351 1768

16076 647 257

14705 231 1375

8400 289 1359

9713 1312 1525

% Allowable 48.2 1.8 9.3

47.0 3.4 1.4

43.0 1.2 7.2

24.6 1.5 7.2

28.4 6.9 8.0

Member Rope Force

Truck Pins

Trolley Wheels

Bridge Wheels

Girder-to-Sill






Static Obs) 6690

495 99

83884

260

Dynamic (lbs) 1662

175170 2801

206010

Wheel Slip Combined(lbs)

0

9618 115290 15645

96615 7349

755 10412 30037 46892 148090 4259

1985 98607 98061

29215 45979

0 65930 103090 57631

293 173960 38188

688 16266 53946 80876 205740 3697

4-19

(lbs)8352

175929 115423 290487

97154

32546 195043

141051

95145 164084

178395

57033 286649

ANA-QA-147 Rev. I

Table 4-15. Maximum Responses for 200 Ton Bridge Crane Trolley at Mid-Span, Auxiliary Hoist Hook Down, 25 Ton Load


Equalizing Sill

Trolley Truck*

Trolley Girder**

Bridge Truck






Static (psi) 3949

4 498

464 3

50

3249 5

333

1708 1

308

1790 18

426

Dynamic (psi) 7122 105 779

2994 90 52

6202 84 573

3643 298 535

5634 1010 587


11200 461 147

2195 154 22

554 29 29

3536 657 386

Combined (psi) 11949 265 1277

12057 474 206

9828 180 906

5392 301 844

8442 1224 1129


Member Rope Force

Truck Pins

Trolley Wheels

Bridge Wheels

Girder-to-Sill






Static Obs) 6690

495 99

83884

260 755

46892

1985 29215 45979

293 688

80876

Dynamic (lbs) 1231

188730 3087

126020

102380 11846 81804

108650 0

63146

187380 16993

126280

Wheel Slip Combined(lbs) Oibs)

0 7921

6930 83073 11273

5295 21643 3069

70659 47506 41526

27517 38871 2664

189352 83229

210407

102777 25428 128754

131590 76721 121556

189683 43112 207184

4-20

% Allowable 34.9 1.4 6.7

35.3 2.5 1.1

28.7 0.9 4.8

15.8 1.6 4.4

24.7 6.4 5.9

ANA-QA-147 Rev. I

Mode 4, Frequency = 4.02 Hz

Figure 4-1. Fundamental Bending Mode for Trolley at Midspan with Hook Up, Preliminary Calculations

WA

,6

Undeformed

3

Displacement Magnification x 100

,6

Figure 4-2. Deformed Shape for Wheel Slip under North-South Seismic Load, Preliminary Calculations

ANATECH Unking ------- U ==rcic Linking 7Theory and Practice

200 Ton Overhead Bridge Crane - Trolley Trucks

wo wi tf tw H tb 17.50 12.50 1.50 1.875 28.00 1.50

inA2

in inA4

inA4

inA4

in

1080.70 inA3 742.44 inA3

Length Weight

158.00

6857

in lb

Density Adjustment weight density

lb lb/inA3 Truck 37167 1.53935

Figure 4-3. Final Section Sizing for Trolley Trucks

12-Nov-98

152.81 15.952

17239.89 6496.31

14206.37 101.952

Area

Yc lxx

Iyy J z

Sx

Sy

Yc

Z

z

6 4 -a - -,,,

Refemnee El 170'

ANATECH Linking Theory and Practice

200 Ton Overhead Bridge Crane - Bridge Girders

wo wi tf tw H

36.00 32.00 1.25 0.38 96.00

162.00 in^2

49.25 in 268102.88 inA4 28587.38 inA4

69506.99 inA4

29.75 in

5443.71 inA3

1588.19 inA3

Length Weight

Sgirder Ngirder

780.00

35886in lb


lb lb/inA3 68000 0.53814 58000 0.45901

Longitudinal stiffeners on webs not included in section properties

El 170'

Figure 4-4. Final Section Sizing for Bridge Girders

06-Nov-98

Area

Yc Ixx Iyy

i z

Sx Sy

H

x

,6

ANATECH Lin in a ldlmmgn r c

Linki'ng 7Theory and Practice

200 Ton Overhead Bridge Crane - Trolley Load Girt

I wo wi tf tw H 32.00 28.00 2.00 1.00 28.25

2051.61 inA3

1425.41 inA3

Length Weight

204.00

10689

in lb


lb lb/inA3 Total 37167 0.98748

o6-

Figure 4-5. Final Section Sizing for Trolley Load Girt

12-Nov-98

184.50 16.125

33082.21 22806.50 34394.08 100.875

Area Yc

lxx

Iyy

J Z

Sx Sy

inA2

in inA4 inA4

inA4

in

El 170'

ANATECH

Linking Theory and Practice

200 Ton Overhead Bridge Crane - Equalizing Sills

wo wi tf tw H tb b 24.50 21.00 0.75 0.75 20.50 0.50 1.00

345.63 inA3

403.52 inA3

Length Weight

Sills

204.00 3454

Pin 9.00 Density Adjustment weight density

lb lb/inA3 6000 0.49328

in

lb

in

These properties ignore effects of overhang '"

,6 4 -4

Figure 4-6. Final Section Sizing for Equalizing Sills

06-Nov-98

59.625

11.763 4065.78

4943.12 6617.80 51.763

inA2

in inA4

inA4

inA4

in

Area Yc Ixx lyy J Z

Sx Sy

ANATECH Linking Theory and Practice

200 Ton Overhead Bridge Crane - Bridge Trucks

wo wi tf tw H 14.00 13.00 0.50 1.50 30.50

663.93 inA3

722.18 inA3

Length Weight

Driver

Idler

60.00 1798

in lb


lb lb/inA3 8000 1.26382 6700 1.05845

t- -

Figure 4-7. Final Section Sizing for Bridge Trucks

06-Nov-98

Area

Yc lxx Iyy J z

105.50 15.75

10456.95 5055.29 8136.25

22.75

inA2

in

inA4

inA4

inA4

int -J

tw

Sx

Sy

Yc

Z

El 170'

Mode 4, Frequency = 2.59 Hz Mode 5, Frequency = 555 Hz

Mode 6, Frequency = 7.69 Hz Mode 7, Frequency = 11.8 Hz

,6

Figure 4-8. Trolley at West End, 200 Ton Load, Hook up, Fundamental Modes 4-7


.fl


>.- -11

Figure 4-9. Trolley at West End, 200 Ton Load, Hook up, Fundamental Modes 8-11



w


16

Figure 4-10. Trolley at Quarter Span, 200 Ton Load, Hook up, Fundamental Modes 4-7



wa


6a LO

Figure 4-11. Trolley at Quarter Span, 200 Ton Load, Hook up, Fundamental Modes 8-11



t%)


6

- -J

Figure 4-12. Trolley at Mid-Span, 200 Ton Load, Hook up, Fundamental Modes 4-7



w w


4 -'

Figure 4-13. Trolley at Mid-Span, 200 Ton Load, Hook up, Fundamental Modes 8-11

Mode 9, Frequency -- 14.9 Hz





Figure 4-14. Trolley at Mid-Span, 200 Ton Load, Hook Down, Fundamental Modes 4-7

P

,6





Figure 4-15. Trolley at Mid-Span, 200 Ton Load, Hook Down, Fundamental Modes 8-11

tA

1- -J

5 SUMMARY AND CONCLUSIONS

A seismic qualification is carried out for the 200 ton overhead bridge crane in accordance with ASME NOG- 1 and Stone and Webster Specification 0599602-MOO 1. Maximum response is calculated for the major structural components through response spectrum analyses using the acceleration response spectra for the crane elevation at the PFSF site. The response spectrum analysis considers the vertical and eastwest horizontal seismic loads. A wheel slip condition is used to account for the horizontal seismic loads in the north-south direction along the bridge rails. These seismic stresses are combined through SRSS and algebraically added to the static stresses from gravity. The initial section sizing described in Section 3 was modified. Section 4 describes the adjusted section sizing and presents tables of maximum response for the structural members for all trolley positions and load cases. Using these adjusted section sizes, all calculated normal and shear stresses for all components are within allowables as defined in ASME NOG-1. A slack rope condition does not occur for any of the load combinations.

Table 5-1 summarizes all the section forces for each structural component for the load combination causing the maximum stress in the component. For the specified load case, the location in the structural component is found where the peak stress occurs. All section forces in the component at this location for that load combination is extracted and summarized in the table. The Static values refer to section forces developed under gravity load. The Dynamic values report section forces developed from response spectra calculations considering vertical and east-west horizontal seismic load. The Wheel Slip values are section forces developed due to north-south horizontal seismic load in which slipping between the bridge truck wheels and the rails occur. Note that the total or Combined values for each section force is developed based on SRSS methods for the seismic components. Thus, the Combined section force values are valid for each section force type but cannot be used to compute total section stress through addition because of the nonlinear SRSS combinations. The identified section forces are consistent, that is they occur at the same place and combine to give the highest stresses in that component. They do not necessarily occur at the same time since they are extracted from the response spectra analysis that determined maximum values from the modal and component combinations. However, for subsequent detailed design in Phase II, such as sizing of stiffeners for buckling requirements, these section forces for each component represent the seismic requirements.

Revision C of Ederer Drawing PA2189, illustrated as Figure 5-1, shows the final dimensioning for the clearance drawing consistent with the revised section sizing used in the seismic qualification analysis.

5-1 AM .

Rev. I

Table 5-1. Maximum Responses for 200 Ton Bridge Crane Section Forces and Moments at Maximum Stress Locations

Member Loading Bridge Girder Static

Dynamic Wheel Slip Combined

Axial Lateral Vertical Vertical Lateral Twisting Force Force Force Moment Moment Moment (kips) (kips) (kips) (jip-ft) (kip-ft) (kip-ft) 0.0 0.0 0.7 -4031.1 24.7 -1.1 55.5 17.2 12.6 9471.7 141.6 60.9 -59.2 -103.2 6.7 -38.0 -1224.6 239.8 81.2 104.7 14.9 13502.8 1257.5 248.5

Equalizing Sill Static Dynamic Wheel Slip Combined

Trolley Truck* Static Dynamic Wheel Slip Combined

Trolley Girder** Static Dynamic Wheel Slip Combined

Bridge Truck Static Dynamic Wheel Slip Combined

1.3 0.0 22.9 7.8

-100.2 -73.3 104.1 73.7

-0.5 66.1 56.6 87.5

-12.7 33.6 67.1 87.7

0.0 1.5

-5.1 5.4

-8.4 20.3 -76.4 87.5

0.5 11.9 56.6 58.3

0.1 -8.1 -7.4 0.9 2.2 26.2 86.8 2.3

-22.2 338.4 -600.3 -0.3 22.4 347.5 614.0 3.2

-116.9 -694.2 53.3 -11.9 346.2 2004.8 125.4 24.8 11.2 -8.3 572.3 -148.2

463.3 2699.0 639.1 162.2

-213.8 -1346.9 23.9 -4.0 669.1 4156.2 185.4 50.5 -14.5 -127.0 -519.3 23.6 883.0 5505.0 575.3 59.8

-7.9 -134.7 -326.2 18.9 -11.0 107.2 335.5 803.6 260.4 154.4 130.2 -26.5 63.3 311.8 181.8 176.5 471.2 1132.3 425.1 249.5

*Vertical bending moment reduced by 12.5% for load reacted by drum to trolley wheels. "**Vertical bending moment reduced by 25% for load reacted by drum to trolley wheels.

Note that the Combined values for each section force is developed based on SRSS methods for the seismic components. The Combined values are valid for each section force type but should not be used to develop total section stress through addition.


4&af S I V I.. f- I-. UVO~r.

LAM~

PA-21bT 0,0'r C

U A

2W-I ~ ~ ~ ~ -311/2'M o9Upp

13-- 7/ 1' -- t 13'0 /C I-W GAGE

I ý T ogn , KPus OUrTW PENDANT

P.O. NO0. 059952-023

ANA-QA-147 Rev. I

Figure 5-1. Final Dimensioning on Clearance Drawing, PA2189. Rev. C 5-3

jaw 1. UC

6 REFERENCES

1. "Rules for Construction of Overhead and Gantry Cranes," American National Standard, ASME NOG-1-1995, June 1995.

2. "Procurement Specification for Overhead Bridge Crane and Semi-Gantry Crane," Specification No 0599602-MOO1 (Rev 0), Stone and Webster as Engineer for Private Fuel Storage, LLC, June 29, 1998.

3. "Combining Modal Responses and Spatial Components in Seismic Response Analysis," U. S. Nuclear Regulatory Commission, Regulatory Guide 1.92, Revision 1, Feb. 1976.

4. ABAQUS/Standard, Version 5.7, User Manual, Example Problem Manual, and Theory Manual, Hibbitt, Karlsson, & Sorensen, Inc., Pawtucket, RI, 1997.


APPENDIX A

Description Page Calc. Sheet for stress factor in Trolley Trucks for Main Hoist Load Condition A-2 Calc. Sheet for stress factor in Trolley Trucks for Auxiliary Hoist Load Condition A-3

Table A-1 Maximum Response, Trolley at Midspan, Main Hoist Hook Up, 200 Ton Load, Preliminary Calculations A-4

Table A-2 Maximum Response, Trolley at Midspan, Main Hoist Hook Down, 200 Ton Load, Preliminary Calculations A-5

Table A-3 Maximum Response, Trolley at Midspan, Main Hoist Hook Up, No Load, Preliminary Calculations A-6

A-I ANA-QA-147 Rev. 1

ANATECH Corp. Calculation Sheet

t...... ...... !......... ....... ...... .......

.. .. I. .. . .i. . .. . . . . ..

. . . .... . .

- 7

......... .

AZ.Z

S... :... z ....... .......

"". i. ... .... ..... . - . . .

S.......i ...... ÷...... !.......÷.......

S...... ....... ...... ....... ......

......K.....

...... ....... ... .......... ...... ............. ........ ...

ANATECH Corp. Calculation Sheet

Table A-1. Maximum Responses for Trolley at Midspan Main Hoist Hook Up, 200 Ton Load, Preliminary Calcs

Static Dynamic Wheel Slip Combined (psi) (psi) (psi) (psi)

Bridge Girder Normal Stress Horizontal Shear Vertical Shear



Trolley Girder* Normal Stress Horizontal Shear Vertical Shear


8125 18608 7743 9 130 393

654 1401 27

491 3

50

2745 29800 101 1282 68 391

12294 31546 5636 16 123 410

1000 2468 54

9789 25937 1528 1 270 52

1087 2798 57

3752 53 830

9170 860 1668

9350 1759 1004

28280 423 2055

30417 1289 "447

"44339 "444 3468

35771 276 3886

16848 2011 2777

*Normal stress reduced by 25% for load reacted by drum to trolley wheels.

Member Comnonent~- ~ Component

£.upv rfoce

Truck Pins

Axial rorlc


Static Dynamic Wheel Slip Combined (ibs) (lbs) (lbs) (lbs)

25923 4331 0 30254

388 175870 24553 74 5654 216350

170720 358590 29463



Member Drum Torque

177963 216498 530518

97018 58435

464240

216182 181192 298701


298116 49802 0 347918

A-4

Member ComponentAllowable

82.7 2.2 10.8

88.9 6.8 2.4

129.6 2.3 18.3

104.6 1.5

20.5

49.3 10.6 14.6

ANA-QA-147 Rev. I

Table A-7- Maximum Responses for Trolley at Midspen Main Hoist Hook Down, 200 Ton Load, Preliminary Calcs



Equalizing Sill Normal Siress Horizontal Shear Vertical Shear

Static Dynamic Wheel Slip Combined (psi) (psi) (psi) (psi) 8125 8647 4941 18084

9 133 251 292 654 661 17 1315

491 3 50

2922 19014 80 818 57 249

Trolley Truck* Normal Stress 12294 13993 3596 Horizontal Shear 16 128 261 Vertical Shear 1000 1106 35


9789 11883 1 268

1087 1263

Bridge Truck Normal Stress 3752 Horizontal Shear 53 Vertical Shear 830

5921 941 787

975 33 36

5966 1122 641

19729 825 305

26741 307

2107

21712 271

2350

12157 1517 1845


Member Rope Force

Truck Pins


Static Dynamic Wheel Slip (lbs) (lbs) (lbs)

26093 2102 0

Axial Force 388 189280 15666 Horizontal Force 74 5677 138040 Vertical Force 170720 169100 18798

Combined (lbs)

28195

190315 138231 340862



Member Drum Torque

186 100450 7300

2100 10873 35022 133740 148230 4648

5681 101240 120630

57592 0 78864 89389 84628 68862

Static Dynamic Wheel Slip (fti-b) (ft-lb) (ft-lb)

300071 24177 0

A-5

% Allowable 52.9 1.5 6.9

57.7 4.3 1.6

78.2 1.6

11.1

63.5 1.4

12.4

35.5 8.0 9.7

100901

38771 282043

163165

136456 198494

Combined (ft-lb)

324248

ANA-QA-147 Rev. 1

Table A-3. Maximum Responses for Trolley at Midspan Main Hoist Hock Up, No Load, Preliminary Calcs







Static (Mil(nsi� (n�i' 'F.--,

2865 2

264

448 3 50

2653 4

253

1163 1

179

1504 15

365

Dynamic (nsi)

6438 134 495

3414 74 59

7299 123 608

3760 284 452

5336 933 590


10869 468 143

2055 149 20

557 19 21

3410 641 366

11841 476 204

10236 198 861

4964 286 631

7837 1147 1060

% Allowable 28.9 1.0 4.0

34.6 2.5 1.1

29.9 1.0 4.5

14.5 1.5 3.3

22.9 6.0 5.6


Member Rope Force

Truck Pins


Static Dynamic Wheel Slip Combined (Ibs) (lbs) (lbs) (lbs) 949 160 0 1110

AxialForce 378 191390 8955 Horizontal Force 71 5578 78904 Vertical Force 70826 126750 10745



181 103720 4173

577 10459 20019 33840 82231 2657

1607 100390 68952

24932 0 45080 39438 63468 39362

191978 79172 198031

103985

23163 116114

123396

70012 114121

Member Drum Torque


A-6 ANA-QA-147 Rev. 1

Documents

Ederer, Inc. Seattle, WA Job F-2621, PO 140372 · The seismic qualification analysis for the 150 ton semi-gantry crane is documented in a separate report. The overhead bridge crane,