BS 6349 : Part 1: 1984 {c} shunting locomotives only may be used in some ares: {d) rail wagons are subject to setting-down impacts. In the absence of more precise information, however, 3 nominal uniformly distributed loading of 50 kN/m* should be assumed for areas occupied by railway tracks corresponding to type RU loading, Type AU loading is defined in BS 5400 : Part 2 and where more detailed information on railway loading is required, reference should bbe made to that standard 45,5 Road traffic. The nominal loading from road vehicles permitted on public highways in the UK is given in BS 6400. For decks and pavements, consideration should also be given to the local effects of HB loading, details of which are aiven in BS 5400 : Part 2, and which may be taken to cover straddle carriers, side loaders and mobile cranes when travelling. Outside the UK, heavier traffic loads may be permitted or encountered and account should be taken of local conditions. 45.6 Rubber-tyred port vehicles 48.6.1 General. Within the confines of a port, rubber-tyred vehicles are used which may impose considerably higher o8ds or local load intensities than highway traffic. Values of equivatent uniformly distributed loading are given in table 9 for various common port transport systems, Detailed dimensions and intensities of local loading are given in 45.6.2 to 45.6.7. 45.6.2 Fork lift truck (FLT) loading. This represents the loads from fork fit trucks. Nominal foads and dimensions are given in table 10 for various ranges of fork lift trucks, expressed in terms of the payload mass capacity me Where a range of dimensions is quoted, the value in the range which will give the most severe case for the structural element considered should be adopted. The dimension wheel spacing is defined here as the distance between centras of the inner wheels of an axle, Pairs of wheels should be assumed to be spaced at 0.4 m to 0.6 m centres. Wheel Ioads should be assumed to be uniformly distributed over either a square or circular Contact area using the effective contact pressure quoted in table 10, except where the capacity is less than 5 t, in which cease solid rubber tyres may be used and the contact area should be assumed to be 2 rectangle, the length of the rectangle parallel to the axle being 150 mm. For heavy fork. litt trucks it may be feasible to reduce the foad intensities, Table 10. FLT load Table 9. Equivalent uniformly distributed loa for rubber-tyred port vehicles ‘ Vehicte Payicad | Maximum | Equivatont capacity | laden | uniformly mass | dietbuted toad t t kN/en® Fork lift trucks 3 8 2 5 12 15 10 25 20 20 50 25 2 65 30 Side foaders 20 45 12 40 20 15 Stradle carriers 30 50 12 (for containers) 40 70 15 Straddle carriers 10 20 10 (other) 20 36 15 50 92 25 ¢ Tractor/roll 20 10 trailer systems 40 15 80 20 by increasing the number of wheels per axle from 4 10 6. For machines with payload capacities exceeding 25% information should be obtained regarding the particular ‘machines to be used 45.6.3 Side loaders. Local wheel loading from side loaders used for the handling of containers and other cargoes may be considered to be covered by HB loading (see 45.5). However, outrigger or jack loadings are also imposed by side loaders and provision should be made for these loads. Typical values of side-loader jack reactions are piven in table 11 which may be used in the absence of more precise information. The jacks are all located in a straight, line at the spacing quoted in table 1. 48.6.4 Stradale carriers. Local whee! loadings from. straddle carriers used in the handling of containers and other cargoes may be considered to be covered by HB loading (see 45.5) 45.6.5 Mobile cranes. Local wheel loadings {rom mobile cranes may be considered to be covered by HB loading {see 45.5). However, provision should be made for the iimensions, loads and effective contact pressures ron wot [wwimatn [tet | ume tere [peor [ecuare come [tari | ast fot Sac ae [ee = Pee eos i t m m AN KN N/m? a lism 2 fosreos |rowrs {zm |som | 1200 gies ftam |2 fo 18t020 | Zam, [same | 1a00 Swioftem fs fro [27° [Zam [3am | ‘soo wows free fa | 23040 | zame [same | son tom [tem [4 |tzeor7 2rwea0 [zm [Sam | Zo vores |ien la |tzwre [siwss | 2am [som | 700 (Table 11. Side-loader jack reactions BS 6349 : Part 1 : 1984 Payload | Mass Number | Jacke tack | Contect capacity | unladen | of jacks | spacing | load | prossuro t t m kN | kim? 23 30 2 25 250 | 1300 2 40 4 25 160 | 400 40 50 4 28 230 | 500 ‘outrigger reactions and bearing pressures which may be imposed, relative to the maximum size of crane expected. ‘When such eranes are only to be employed on an irregular and infrequent basis, a reduction of the load factor may be acceptable. Mobile cranes are rated according to their Joad-moment capacity and their maximum lift capacity at short radius, Details of the classes and reaction imposed by the outriggers are given in table 12. The masses of the ‘cranes have been taken for typical machines. in each case, ‘the reactions should be taken as acting on two outriggers simultaneously at the outrigger spacing quoted in table 12. ‘The other outrigger loads may be calculated as sharing the sum of the maximum lift plus the machine weight, less the ‘outrigger loads already calculated. No values have been given Of imposed bearing pressures since the contact areas may be varied by the type of spreader used and by the use of packing, but pressures in excess of 1000 kN/m* may develop unless restrictions are imposed. Table 12. Mobile crane outrigger reactions Load Maximum | Typical ‘Maximum moment tire mae ‘outrigger capacity eapecity | of crane reaction em tele m kN 5010 100] sto10 | 50 6s 250 100% 200} 81020 | 75 80 450 20010 300] 15t0 | 100 80 550. 300:0 500] 30t036 | 130 8.0 800 50010 900} 301040 | 200 8.0 1400 900 to 1300 | 50 to 80 | 240 10.0 1500 48.6.6 AT loading. This represents roll trailers with hard rimmed tyres and their associated tractors. The plan dimensions are shown in figure 3B and the loads are shown, in table 13 for various capacity trailers of mass up to 80, ‘Tractor wheel loads should be assumed to be uniformly distributed over a circular or square area with an effective pressure of 700 kN/m®. Trailer whee! loads should be assumed to be uniformly distributed over a rectangular area, the longer side, parallel to the axle, being 300 mm for, trailers up to 20 t capacity and 400 mm for trailers of 40 t and 80 t capacity, 45.6.7. Rubber-tyred gantry cranes. Due to the wide range available, itis recommended that details be obtained of the particular equipment when itis proposed to use such eranes. Large gantry cranes for container handling may impose individual wheel loads up to 450 kN with contact pressures of 830 kN/m? Table 13, RT loading: axle loads and effective wheel pressures ‘Tractor ‘Axle ling tose Front Rear t kN KN 20 40 140 | 150 2500 40 40 0 [2 150 2500 80 40 280 | 2 290 2500 45.7 Tracked cranes. Where caterpillar tracked cranes are sed, the imposed loading should be taken, in the absence ‘of more precise information, from table 14 according to the maximum size of crane expected. The maximum contact pressures may be Imposed as a uniform pressure under one track or as the maximum of a triangular distribution under both tracks. The contact area considered should equal that required to support the weight of the crane and ics load within the limits given, Tracked cranes are likely to cause local damage to blacktop and, to a lesser extent, to concrete surfaces unless protective mats are used, 46. Channelized loading in pavements and decks {n assessing the effect of vehicular loading (including that from fork lift trucks and cranes) on pavements and decks allowance should be made for the effects of channelling where narrow aisles are used and for concentration of traffic close to the quay and around loading bays or shed doorways. In the absence of more direct information potential throughputs may be taken as shown ia table 15, ‘The conversion of axle loads to numbers of equivalent standard (8050 ka) axles 2s applied in the design of highway pavements in the UK is of limited application to port pavement design because (2) the axle loads involved may be considerably greater than the range of loads for which the conversion has bbeen established; {b) the spacing of the wheels and the contact pressures imposed may differ significantly trom those associated with highway traffic; (6) other effects, such as jack loads, sotting-down impacts and concentrated loads from dolly wheels or container corner pads, may also have to be taken into account, Where rubber-tyred gantry cranes are operated, the wheel loads should be ascertained for the specific equipment. 93BS 6349 ; Part 1: 1984 Table 14. Loading due to tracked cranes 6 Varina [unwsee | Tadtsoncma | Tae Untaan | toxinam wsimum | unaden | Teteamae | cont | wits | eon | tone se ino fra | prom t t m ™m m kN/m? KN/m? 6 | fan 2s oso [as | 120 » ja |30 ae ors |as | 160 & fas [30 ao [ars |s2 | 200 ®@ fs 30 a2 Jars [eo | 250 ser |30 as [os | 78 | 300 Tractor Trailer o3toos e yt a4 2 F 07 -t- +t 6 re — ety -t 4+ a 3 r + p44 03 —7 We ro 807 capsciy reid 75 for 20+ capacity (single tratler Alt dimensions ate in ees. Figure 38. Dimensions of RT vehicle Table 15. Typical throughputs for new cargo handling berths ‘Type of berth shifts | Throughput worked per day tx 10° year Container berth | 3 {600 to 1000 Ro-ro berth 3 20010 600 Timber 2 20010 300 Timber products | 2 200 to 300 Steel products. | 2 200 General cargo | 2 100 For straddle-carcier container operations, in the absence of specific information, laden carriers may be considered as equivalent to either: (1) B wheels, act parallel lines; or (2) 8 wheels, each imposing 100 KN, arranged in two parallel lines. posing 130 kN, arranged in two For special-purpose straddle carriers, information on wheel loads should be obtained tor the particular machines, Details of characteristic loads and contact pressures for fork lift trucks, side loader and mobile crane jack loads and roll 94 axle line only) trailer systems are given in 45.6, from which the lozd or stress ranges to be considered may be derived. As a conservative assumption, the throughput may be assumed to be handied in units equal to the heaviest unit load, since the damaging effect of one pass of a vehicle transmitting @ 10 t axle load, for example, is generally greater than that of, ‘two passes of the same vehicle transmitting a 5 t axie load. ‘Alternatively, 8 more precise spectrum may be used if sufficient information on traffic patterns is available. 47, Movements and vibrations 47.1. General, With regard to movement, many maritime structures are significantly different from the majority of land-based structures in that the more significant loads are frequently those which cause horizontal displacements, In addition, the loading is very largely of a dynamic nature ‘and may give rise to larger displacements than the same loading applied statically. ‘There are many areas in which movement and vibration problems may arise but in practice the number of ‘occurrences of problems has been small. However, with the modern tendency to build in deeper water to cater for larger vessels, problems with movernent are likely to occur more frequently. Maritime structures may be classified into two generat groups: rigid and flexible. Rigid structures are those which cater for horizontal loading by carrying it mainly in dicect compression and/or tension. This group includes earthfill Saale