SteelStockholder 3

FACULTY OF ENGINEERING AND PHYSICAL SCIENCES
Final Report
Feasibility of a
Steel Stockholding Warehouse
Group 3
(2010-2011)
Panayiota Christodoulaki
6037992
Tom Olorenshaw
6003228
Giorgos Dousis
6072099
Callum Peace
6004100
Elizabeth Honey
6009936
Hardeep Sembi
6074361
Project Supervisors:
Prof. Phil Hayman Dr. Anil Fernando Dr. Tony Thorne
Abstract
Acting as a third party steel stockholder, a feasibility study has been carried out into designing a
warehouse and associated logistics for the use within the manufacturing of steel coils industry.
The steel to be processed is transported from Port Talbot to the site of the warehouse using LGVs.
Once on site, the logistics of storing, processing and dispatching the steel coils are considered,
with the solution being a partially automated system that reduces the need for labour. The
processed steel is then to be delivered to the customers either via the Birmingham canal system or
by LGV.
Steel Stockholder Group 3

i
Author: Group 3
Acknowledgements
We would like to thank Philip Hayman, Tony Thorne and Anil Fernando for their guidance and
support. We would also like to say thank you to Simon Edwards for his time and invaluable
industrial knowledge of the steel stockholding trade.


ii
Author: 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
be introduced at the beginning of year 3. Both machines will be purchased from new at the price
of 1.2m including delivery and fitting.
In order to reach the full capacity of the warehouse, the target market had to be carefully
considered. Industries in which products will be produced for include household appliances, oil
drums, construction industry, aerosol canisters and the automotive industry. The reason for
entering into many industries is to minimise any decline in business due to potential market
downturns. For example, the automotive industry stopped requiring such large quantities of steel
due to the impact of the global recession (2008 to 2010). Having a number of industries to supply
to produces a steady market base and minimises loss of revenues in periods of economic
downturn.
The warehouse structure sits on a combination of raft and pile foundations. The reason for this
combined method of support is to deal with the uneven load distribution over the entire site. Piles
are located at points of critical load, but due to an economical design, do not fully restrain the
loadings applied. Additional loadings will then be taken by that of the raft, which also functions
as a flat floor slab. The raft foundation acts to uniformly distribute the applied loadings and
combat punching shear around the columns and piles.

iii
Author: Group 3
The quay design uses galvanised steel sheet piling to retain the soil and surcharge of 10kN/m
2
in
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
functionality of the steel stockholders. A controlled one-way system is in operation around the
site to minimise the risk of collisions between vehicles and pedestrians by use of a strategically
placed traffic light system. Traffic flows in a clockwise motion around the warehouse and crosses
the path of the quay crane. Incorporated into the site is a waiting area for the delivery and dispatch
LGVs. This is to minimise traffic disruption and increase the ease of loading and unloading. The
site lighting and drainage has been considered in order to minimise the impact on the local
environment.
There are many different aspects that must be considered when creating a fully functional steel
stockholder. One of the key points in determining if the business is viable is whether a profit can
be made. From the financial analysis carried out, profitability can be reached within 3 years of
operation. Over the course of the project, the investors stand to make a 39.7% return on their
initial investment which equates to a total return of 6,346,314. This suggests that this is a viable
project for investment.

iv

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
3.1 Transporting Pre-Processed Steel to the Warehouse .................................................... 7
3.1.1 Barge route ..................................................................................................... 7
3.1.2 LGVs ............................................................................................................. 7
3.1.3 Rail ................................................................................................................. 9
3.2 Post Production Transportation..................................................................................... 9
3.2.1 LGVs ........................................................................................................... 10
3.2.2 Barge route ................................................................................................... 11
3.2.3 Barge calculations ........................................................................................ 12
4. Steel Stockholder Operations ................................................................................................ 13
4.1 Work Pattern & Production Capacity ......................................................................... 13
4.2 Coil Processing ........................................................................................................... 14
4.3 Ranking of machines .................................................................................................. 16
5. Steel Customer Orders .......................................................................................................... 18
5.1 Target Market ............................................................................................................. 18
5.2 Steel Stock Calculations ............................................................................................. 18
5.2.1 Steel Coil length ........................................................................................... 18
5.2.2 Steel Coil Specifications .............................................................................. 19

v

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 .............................................................................................................. 29
8.5.2 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 Legislation .................................................................................................... 34
9.1.2 Organisational Responsibilities Structure for Flood and Coastal Defence .. 35
9.1.3 Riparian Rights and Duties .......................................................................... 35
9.1.4 Planning ....................................................................................................... 36
9.1.5 Flood Warnings ............................................................................................ 36
9.1.6 Bank Failure ................................................................................................. 37
9.1.7 Flood Defences............................................................................................. 37
9.1.8 Sustainable Flood Defences ......................................................................... 38
9.2 Quay Design ............................................................................................................... 38
9.2.1 Risk Assessment: Clause 4.1.1 ..................................................................... 39
9.2.2 Operations Strategy: Clause 4.1.1 ................................................................ 39
9.2.3 Maintenance Strategy: Clause 4.1.1 ............................................................. 39
9.2.4 Berth Geometry: Clause 4.1.6 ...................................................................... 40
9.2.5 Choice of Structure: Clause 4.2 ................................................................... 40
9.2.6 Services and Equipment: Clause 4.5 ............................................................ 41
9.3 Types of Quay Structure ............................................................................................. 42
9.3.1 Steel Sheet Piling ......................................................................................... 42
9.3.2 Gabion Structures: ........................................................................................ 43
9.3.3 Rip-Rap Revetment ...................................................................................... 44

vi

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 Structure Portal Frame ............................................................. 54
10.2.1 Construction of Portal Frames ..................................................................... 54
10.2.2 Cladding ....................................................................................................... 55
10.2.3 Purlins and Sheeting Rails ........................................................................... 55
10.2.4 Gables ........................................................................................................... 56
10.2.5 Warehouse Bracing ...................................................................................... 56
10.3 Materials Selection ..................................................................................................... 57
10.3.1 Main structural form .................................................................................... 57
10.3.2 Cladding ....................................................................................................... 57
10.3.3 Lighting ........................................................................................................ 59
10.3.4 Water Management ...................................................................................... 59
10.4 Functionality ............................................................................................................... 60
10.4.1 Access/ Traffic Management ....................................................................... 60
10.4.2 Security ........................................................................................................ 60
10.4.3 Noise Exclusion ........................................................................................... 60
10.4.4 Maintenance ................................................................................................. 61
10.4.5 Appearance ................................................................................................... 61
10.5 Structural analysis and design of the structure ........................................................... 61
10.5.1 Technical Report .......................................................................................... 61
10.5.1.1 Description of the structure .......................................................... 62
10.5.1.2 Description of structural analysis................................................. 62
10.5.2 Design codes and specifications ................................................................... 62

vii

10.5.3 Description of Loading Loading 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
11.1.1 Site Manoeuvrability .................................................................................... 86
11.1.2 Customer and Staff Car Park ........................................................................ 86
11.1.3 Entrance, Exit and Security fences. .............................................................. 87
11.1.4 Safety Barrier ............................................................................................... 87
11.1.5 LGV waiting area ......................................................................................... 87
11.1.6 Weigh-Bridge ............................................................................................... 88
11.2 Site Lighting ............................................................................................................... 90
11.3 Drainage ...................................................................................................................... 90
12. Method Statements & Risk Assessments ............................................................................. 91
12.1 Risk Assessment ......................................................................................................... 91
12.2 Site Preparation Method Statement ............................................................................ 95
12.3 Quay Construction Method Statement ........................................................................ 96
12.4 Foundations Method Statement .................................................................................. 98
12.5 Warehouse Construction Method Statement............................................................... 99
12.6 Infrastructure Method Statement .............................................................................. 100
13. Program of works ................................................................................................................ 101
14. Electronic Control System Concept Design ....................................................................... 102

viii

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 Process Flow .............................................................................................. 116
14.5.2 Traffic Light 1: Arrival Lanes .................................................................... 117
14.5.3 Traffic Light 2: Delivery Area ................................................................... 117
14.5.4 Traffic Light 3: Crane Safety Barrier ......................................................... 117
14.5.5 Traffic Light 4: Crane Operations Area ..................................................... 117
14.5.6 Traffic Light 5: Dispatch Area ................................................................... 118
14.5.7 Leaving the Warehouse .............................................................................. 118
14.5.8 Emergencies ............................................................................................... 118
15. Warehouse Simulation and Programming ........................................................................ 121
15.1 Introduction ............................................................................................................... 121
15.2 Purpose of the simulation ......................................................................................... 121
15.3 Advantages and Disadvantages ................................................................................. 121
16. Programming ....................................................................................................................... 122
16.1 Software .................................................................................................................... 122
16.2 Code Development ................................................................................................... 123
16.3 Object Orientated Programming ............................................................................... 123
16.3.1 Classes ........................................................................................................ 123

ix

17. Automated System Program ............................................................................................... 124
17.1 Order Processing ....................................................................................................... 124
17.2 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 ............................................................................ 131
17.4.4 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
17.5 Results ....................................................................................................................... 137
17.5.1 Steel Production Output ............................................................................. 137
17.5.2 Crane Efficiency......................................................................................... 138
17.5.3 Machine Efficiency .................................................................................... 138
17.6 Conclusion ................................................................................................................ 139
17.7 Improvements ........................................................................................................... 139
18. Value Added Possibilities .................................................................................................... 140
19. Sustainability ........................................................................................................................ 140
19.1 General Sustainability ............................................................................................... 140
19.2 Sustainable Energy Sources ...................................................................................... 141
19.2.1 Wind ........................................................................................................... 141
19.2.2 Solar ........................................................................................................... 142
19.3 Sustainable Steel Stockholding ................................................................................. 142
19.3.1 Recycling ................................................................................................... 142
19.3.2 Wastage ...................................................................................................... 143
20. Insurance .............................................................................................................................. 143
21. Financial Analysis ................................................................................................................ 144

x

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
21.10 Return on Investment and Gearing ........................................................................... 152
21.11 Sensitivity Analysis .................................................................................................. 153
21.11.1 Likely Sales Model .................................................................................... 155
21.11.2 Pessimistic Sales Model ............................................................................. 155
21.11.3 Optimistic Sales Model .............................................................................. 155
21.12 Conclusion ................................................................................................................ 156
22. Conclusion ............................................................................................................................ 156
23. Citations .................................................................................................................................... I
24. Appendix A ............................................................................................................................ VI
24.1 Transportation ............................................................................................................ VI
24.2 LGV Costs ................................................................................................................ VII
24.3 Zone Diagram ............................................................................................................ IX
24.4 Calculations ................................................................................................................. X
24.4.1 Foundation Design Full Calculations ............................................................ X
24.4.1.1 Piling X
24.5 Traffic Light System Process Flow Diagrams .......................................................... XII
24.6 Loading Tables ........................................................................................................ XVI
24.7 Simulation References ........................................................................................... XVII
24.8 Financial Analysis ................................................................................................. XVIII
24.9 Business Model ..................................................................................................... XXIII
24.10 Drawings ............................................................................................................... XXIV
24.11 Software analysis data and results ........................................................................ XXIV
24.12 Gantt Chart ............................................................................................................. XXV

xi

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
Figure 3.2-1: Time Transport vs Daily Cost................................................................................... 10
Figure 3.2-2: Transport Time vs Daily Costs (Local) .................................................................... 11
Figure 3.2-3: Barge route ............................................................................................................... 12
Figure 3.2-4: Illustration of Buoyancy Calculations ...................................................................... 13
Figure 4.2-1: Slitting Process (Advantage Fabricated Metals-1, 2009) ...................................... 14
Figure 4.2-2: Slitting Process - (Red Bud, Unknown) ................................................................... 15
Figure 4.2-3: Blanking Process (Advantage Fabricated Metals-2, 2009). .................................. 15
Figure 5.3-1: (Steadmans, 2010) .................................................................................................... 20
Figure 5.3-1: Simple Logistical Block Diagram ............................................................................ 22
Figure 7-1: Overhead Travelling Bridge Crane (OTESCO, 2011)................................................. 23
Figure 7-2: Crane's Adaptation to Main Structure ......................................................................... 24
Figure 7-3: Maximum Moment Calculation for Crane Beams ....................................................... 25
Figure 8.2-1: Ground Profile .......................................................................................................... 27
Figure 8.2-2: Location of borehole logs. Source: British Geological Survey ................................ 27

xii

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
Figure 10.3-2: Composite / Twin-skin membrane.......................................................................... 58
Figure 10.3-3 .................................................................................................................................. 58
Figure 10.3-4: GRP translucent sheets ........................................................................................... 59
Figure 10.5-1: Building Sections .................................................................................................... 62
Figure 10.5-2: Height vs Mean wind speed .................................................................................... 66
Figure 10.5.3-3: .............................................................................................................................. 68
Figure 10.5.3-4: Building B, direction y-y ..................................................................................... 68
Figure 10.5.3-5: Building A1 and A2, direction x-x ...................................................................... 68
Figure 10.5.3-6: Building B, direction x-x ..................................................................................... 69
Figure 10.5.3-7: Projected Roof area ............................................................................................. 69
Figure 10.5.3-8: Pendulum forces .................................................................................................. 71
Figure 10.5.3-9: Sine loading function ........................................................................................... 74
Figure 10.5.5-10: Portal frame ....................................................................................................... 76
Figure 10.5.5-11: Half Portal Frame .............................................................................................. 76

xiii

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 11.2-1 Challenger-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
Figure 14.1-4: Light Detecting Resistor (LDR) ........................................................................... 105
Figure 14.1-5 Light Level Fluctuations Detected By a LDR ....................................................... 105
Figure 14.1-6 Diagram of Conceptual Quality Control System ................................................... 106
Figure 14.2-1 LGV Live Location Status System ........................................................................ 107
Figure 14.2-2 Typical LCD Screen for LGV Location Status...................................................... 108
Figure 14.3-1 RFID Reader and Tag ............................................................................................ 109
Figure 14.3-2: Safety Laser Scanner ............................................................................................ 109
Figure 14.3-3: Laser Scanner Application .................................................................................... 110
Figure 14.3-4 Monitoring Area .................................................................................................... 110
Figure 14.3-5: Scanner Software .................................................................................................. 111
Figure 14.3-6: Area Setting Screens ............................................................................................. 111
Figure 14.3-7 Laser Scanner Application In Complex Area ........................................................ 111
Figure 14.4-1 Keyring Tags ......................................................................................................... 113
Figure 14.4-2 CCTV Concept System Diagram ........................................................................... 114

xiv

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
Figure 21.7-1:Revenue Vs Time ................................................................................................. 150
Figure 21.8-1: Net Profit Vs Time .............................................................................................. 151
Figure 21.10-1:Return on Investment Vs Time .......................................................................... 152
Figure 21.10-2: Gearing Vs Time ............................................................................................... 153
Figure 21.11-1; Sensitivity Analysis: Sales Volume Vs Time .................................................... 154
Figure 21.11-2: Sensitivity Analysis: Revenue Vs Time ............................................................ 154
Figure 21.11-3: Sensitivity Analysis: Net Profit Vs Time .......................................................... 155
Figure 24.5-1 Traffic Light System Process Flow Diagram Part 1 .............................................. XII
Figure 24.5-2 Traffic Light System Process Flow Diagram Part 2 ............................................. XIII
Figure 24.5-3 Traffic Light System Process Flow Diagram Part 3 ............................................. XIV
Figure 24.5-4 Crane Traffic Light System Process Flow Diagram .............................................. XV

Author: Group 3 1

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
Table 13: Live load distribution on roof members ......................................................................... 70
Table 14: Dead load distribution on roof members ........................................................................ 74
Table 15: Load cases ...................................................................................................................... 75
Table 16: Summary data output ................................................................................................... 137
Table 17: Summary crane time data ............................................................................................. 138
Table 18: Capital Expenditure Costing ........................................................................................ 149


Author: Group 3 2

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.
Deliveries will need to be made to and from the warehouse by road, rail or canal. Therefore, there
will need to be excellent transport links.
2.1 Location Choice and Reasoning
If deliveries are made by LGV then the road systems close to and around the warehouse must be
logistically viable. The warehouse will need to be as close to the railhead or quay as possible if
this is how the steel is delivered in order to reduce any extra transportation costs from the point of
deposition to the warehouse. As the warehouse will be delivering its products via canal it it
necessary for the warehouse to be located canalside.
In order to reduce the overheads of the company, the land and warehouse must be availiable at a
competitive price and large enough to encompass the required machinery, welfare facilities and
stock.
2.1.1 Location
Below is Figure 2.1-1 showing a proposed location that has all the necessary requirements.

Author: Group 3 3

Figure 2.1-1: Satellite 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.
Figure 2.1-1 shows the canal network in the local area. It can be seen that there are good links via
these systems to a wide area. It should be noted that the network links to both the Birmingham
canal and the Stourbridge canal which in turn, links to the Staffordshire and Worcestershire canal.
As the location has not been built on before it should be free from contamination and allows
scope for innovative design. Also, it is possible to construct a quay inland for loading and
unloading. Future expansion of the warehouse will be possible if the business demands it.
The location is Hulbert Drive,
Grazebrook Industrial Park,
Brierley Hill,
West Midlands

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

Author: Group 3 4

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
The results from the British Geological Survey show that there are no fossils found in the area. No
landslides have ever been recorded and there are 2 water wells located in the nearby reserve. This
means that during construction of the warehouse, special precautions must be in place to ensure
that no contamination can be leaked into the surrounding area.

Figure 2.1-5: British geological map of
proposed location. Source: British Geological
Survey
Figure 2.1-6: Location of borehole
logs. Source: British Geological
Survey
Figure 2.1-4: Birmingham Canal system. Source:
Birmingham Metropolitan B C
Figure 2.1-3: OS map of suggested
location. Source: Digimap Roam

Author: Group 3, CP 5

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 and
then 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
The first step to obtain planning permission is to identify the local government for the area. The
proposed site planning office is Dudley Metropolitan Borough Council. Looking at the proposed
site using Dudleys Unitary Development Plan (UDP,2005), it can be seen that to the South of the
site is Saltwells Nature Reserve, which cannot be developed on. The site itself shown in red,
has been classified as a Key Industrial Site Figure 2.2-1, and the coinciding policy is EE1.
(Dudley Metropolitan Borough Council, 2008)
Policy EE1 states that sites which have been identified as such will be encouraged to develop.
The following uses which are acceptable include: Research & Development, Light Industry,
General Industrial, Warehousing, Storage and Distribution. Hence the development of a Steel

KEY:

Key Industrial Area
(Policy EE1)

Key Industrial Site
(Policy EE1)

Local Nature Reserves
(Policy NC4)
Figure 2.2-1- Planning Permissions (Dudley Metropolitan Borough Council, 2008)

Author: CP, HS 6

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 the
external 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
There are many different procedures which need to be carried out with regards to regulations in
order for planning permission to be obtained. These various aspects are with regards to
accessibility, the local economy and the sustainability of the development.
With regards to accessibility, the site can be entered through Hulbert Drive, which is a large road,
with infrastructure able to take LGVs. Currently, the local economy is recovering and as such,
the development of a steel stockholder would help by the creation of new jobs and opportunities
for the local area.
In order for the steel stockholder to be granted planning permission, it will have to not only to
comply with the Dudley Metropolitan Borough Council planning, but will also have to comply
with the Building Regulations Act 2000.
3. Transportation
As discussed in the inception report one of the key issues to consider is how the large steel coils
are transported to the warehouse in Birmingham from Port Talbot; and how they are delivered to
customers once processed. If the overall production rate of the warehouse is 120,000 tonnes per
year, considering a five day working week (incl. bank holidays), the plant would need to dispatch

Author: HS 7

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
report shows that the length of journey between point
3 and Birmingham is would take 21 - 31 hours for a
single one way trip. It would require 33 trips to
transport 500 tonnes of steel for this part of the journey. So even if a large barge was used to
transport the majority of the required steel up the river Severn, it would still take many days to
reach the warehouse. The steel industry operates at very low profit margins, so a start-up steel
processing plant cannot financially afford to have large amounts of steel stock tied up due to
lengthy transport times.
3.1.2 LGVs
The preliminary calculations showed that buying a fleet of LGVs or hiring a haulier company
provided the best balance between cost and lead time. A more detailed analysis was carried out to
include local driver wages, fuel prices and more accurate LGV costing.
If the warehouse was to operate its own fleet of LGVs, the main 3 factors to take into
consideration would be how many LGVs are needed, what lead times they produce, and the
initial cost. Figure 3.1-2 shows an analysis of all 3 factors.

Figure 3.1-1: Barge route


Author: HS 8

Figure 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
beneficial to hold the least amount of stock possible. Therefore for this analysis, a delivery rate of
500 tonnes per day was used as the approximation. Immediately we can see from Figure 3.1-2 that
at least 5 LGVs will need to be in operation to satisfy the delivery demand. The transport time
factors in time for loading and unloading, journey time and small amounts of traffic (Appendix A
24.7).
Now that it has been established that a fleet of at least 5 LGVs are needed for pre-processed steel
transportation, the alternative method of using an independent haulier can be investigated. Typical
prices for such services range from 11-15 per ton. Figure 3.1-3 shows how the cost of hiring a
haulier company increases over time. It also shows the initial cost of purchasing a fleet of 5
LGVs and the running costs associated with them i.e. cost of fuel, hiring drivers (Appendix A
24.7).

Author: HS 9

Figure 3.1-3: Cost Analysis of Haulier Service
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
operation.
3.1.3 Rail
Alternatively the steel could be transported from Port Talbot to Birmingham and transhipped to
the warehouse at a cost of 14 per tonne. This mode of transport also offers a lead time of
approximately 42 hours, which would be suitable for just in time production. However, after a
few years similarly to the haulier service there will come a break-even point where it is cheaper
to operate a personal fleet of LGVs.
Therefore, the most economically viable pre-processed steel transportation option is purchacing a
fleet of LGVs.
3.2 Post Production Transportation
The second section of transportation to consider is how the processed steel will be distributed
from the warehouse to each customer. There are customers located along the Stourport Ring
canal in Birmingham; a total of 15 tonnes of steel per day will be distributed to these customers
either by canal or LGV. The daily confirmed orders from Honda and Toyota (based in Swindon
82 miles away, see Section 5.1) will require low lead times, it is important to ensure these

Author: HS 10

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).

Figure 3.2.1-1 shows that a maximum of 3 LGVs are needed to transport the Honda and Toyota
orders (totalling 79T). Any further purchased LGVs would not reduce the transport time, but
would increase the daily cost (fuel, hiring drivers etc.). Therefore it is suggested that an additional
1-3 LGVs would need to be purchased for post-processed steel distribution.
The remaining steel requiring local transport amounts to 406 tonnes, the same analysis shown in
Figure 3.2.1-1 was carried out to determine the optimum amount of trucks that could be used to
handle both deliveries to Swindon and locally. Figure 3.2.1-2 shows how the cost per day varies
with increasing numbers of LGV and how it affects the transport time.
Transport Time vs Daily Costs (Swindon)
0.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
0 1 2 3 4 5 6
Number of LGV's
T
r
a
n
s
p
o
r
t

T
i
m
e
0.00
100.00
200.00
300.00
400.00
500.00
600.00
Transport Time Cost per Day
Figure 3.2-1: Time Transport vs Daily Cost

Author: HS 11

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 which
balances cost and lead time.

The steel warehouse should be capable of taking random orders each day, so in the case that
demand is very high, an external Haulier could be hired to handle addition demand on a day-to-
day basis.
3.2.2 Barge route
The canal side customers would be accessible via the Stourport Ring route shown in Figure 3.2.2-
1.
Number
of LGV
Swindon
Transport
Time
(Hours)
Swindon
Cost Per
day
Local
Transport
Time(Hours)
Local
Cost Per
day
Total
Time
(Hours)
Total
Cost
1 15 542.30 22.00 916.54 37.00 1,458.83
2 10 472.16 12.00 632.68 22.00 1,104.83
3 5 291.39 8.00 510.29 13.00 801.68
4 5 346.70 6.00 449.09 11.00 795.79
5 5 402.02 6.00 515.46 11.00 917.48
Table 1: Transport Times
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
T
r
a
n
s
p
o
r
t

T
i
m
e
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
Figure 3.2-2: Transport Time vs Daily Costs (Local)

Author: HS, GD 12

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 3.5 11mph. Therefore each journey would take between
21.4 6.8 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).

The current capacity of single narrow boat is 15 tonnes, this coincides with the amount of steel
committed to delivery via barge. Therefore only one narrow boat will be in operation. It is
important to consider the logistics of dispatching each order as the route is always fixed. Because
of this, the orders that need to be dropped off first should be placed last on the barge. Therefore
the unloading time will be minimized.

3.2.3 Barge calculations
Narrow boats have a restriction of width of 2.1m and they are about 20m in length. Assuming that
they can reach a draught of 1m, there can be a clear space to be loaded with steel blanks. So, the
capacity of the boat for loading will be the buoyancy that this clear space will cause (assuming
that the self-weight of the boat, motor and driver with banks-man, will be equated with the
remaining volume). So, as shown on Figure 3.2-4, for a rectangular shape we have:
V
draught
= 1.6 x 0.6 x 18 = 17.28 m
3

Narrow Boat
Speed (mph)
Number
of locks
Distance To
travel
(miles)
Time to
Navigate
Locks (Hours)
Time to
Navigate
Canal
(Hours)
Total
Time
Min 3.5 105 75 26.25 21.4 47.7
Max 11 105 75 26.25 6.8 33.1
AVG 7.25 105 75 26.25 10.3 36.6

Figure 3.2-3: Barge route

Author: GD 13

d
steel
= 7850 kg/m
3

d
water
= 1000 kg/m
3
d
water
x V
draught
= d
steel
x V
steel

V
steel
= (d
water
x V
draught
)/ d
steel

V
steel
= (1000 x 17.28

)/ 7850
V
steel
= 2.2 m
3

Hence, the buoyancy will be the weight of the steel that can be loaded on boat, so:
Buoyancy = W
steel
= V
steel
x d
steel
= 2.2 x 7850
So, W
steel
= 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.
4. Steel Stockholder Operations
4.1 Work Pattern & Production Capacity
The warehouse intends to process 120,000 tons per year on a 5-day week working process. In
order to include bank holidays we assume that the warehouse will operate 48 weeks per year. This
results in 240 working days per year. Dividing those days by the target annual production, we get
500 tons per day that must be processed. The plant will operate in two 8-hour shifts per day so in
total 16 hours.
Figure 3.2-4: I llustration of Buoyancy Calculations

Author: CP 14

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 can
be seen in Figure 4.2-1. The slitted product is known as
a strand and this is then re-coiled creating a steel coil of the correct width. (Servosteel-2, 2010)
The speed at which slitting and blanking machines process material is of a key importance as this
allows for quicker shipments, less labour time and greater production capacity. Many machines
have been focused on reducing the set up and changeover times compared to increasing the speed
at which the slitting process runs. A crucial part of the slitting process is setting the slitting heads
and most machines on the market use a Packed Slitter Head, these are an order of spacers,
slitter knives and stop blocks. Slitting heads in some machines can be changed in as little time as
2 minutes as they have multiple slitting bars in use. (Red Bud, Unknown)
As the speed at which the line runs increases, a build-up of heat is created that leads to thermal
expansion which causes a physical dimensional change to the coil, this is prevented by cooling the
bearing oil used in the slitting process. Another improvement in the slitting process is that of the
Camber Trac, which prevents a camber from being introduced into the slitting line. Traditional
systems have fixed blades and hence if the steel coil isnt loaded correctly this will produce a
camber. (Red Bud, Unknown)
Figure 4.2-1: Slitting Process (Advantage
Fabricated Metals-1, 2009)

Author: CP 15

Figure 4.2-2: Slitting 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
and then transporting the product onto the next stage. The processes are shown below:
Slitting Machine
De-coiling Slitting Recoiling
Blanking Machine
De-coiling Blanking Packaging
There are both advantages and disadvantages to the two separate machines shown above. The
process is very flexible as it enables coils to go through either the slitting or blanking process
independently or as per the customer requirements. A downside to this is that a transportation
device is required between the slitting and blanking lines. This leads to added costs involved in
the time taken to transport the product between each station and also added staff costs required to
work the crane. A way for this process to be carried out more effectively and efficiently is to use a
slitting and blanking combined machine. This system enables a single coil to be de-coiled, slit,
blanked and packaged in a single operation without the need for human interaction. As to be
expected the combined machine would be of an increased cost compared to purchasing both
machines separately. The increased efficiency, however, should compensate for the large initial
costs.
Figure 4.2-3: Blanking Process (Advantage
Fabricated Metals-2, 2009).

Author: CP, GD 16

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
The multi strand processing line can be used with various grades and sizes of steel coils
dependent on specifications. The choice made is a multi-strand processing line produced by
JvWei Machine Equipment manufacture co, Ltd who specialise in designing and
manufacturing: cut to length line, high speed cut to length line, slitting line and combined cut to
length and slitting line. The final choice was based on the Kepner-Tregoe Matrix/Decision
making method. According to that method, the strategic requirements should be established.
Then the objectives should be ranked and rated. The final weighted score will define the final
decision. Both Tables of Musts and Evaluation Tables are shown below for some chosen
multi strand processing lines.

Objectives
Ref. MUSTS JV3X1850 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: JV3X1850
JVWEI MACHINE EQUIPMENT MANUFACTURE CO, LTD
Alternative

Author: GD 17

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

The chosen machine is the combined cut to length and slitting line JV3X1850, fromJVWEI
MACHINE EQUIPMENT MANUFACTURE CO, LTD. Combined cut to length and slitting line
JV3X1850
Thickness
(mm)
Width
(mm)
Cut to length
Precision
(mm)
Cut to length
Speed
(m/min)
Slitting
Speed
(m/min)
Coil
Weight
(ton)
0.5-3 900-1850 0.3 40 50 30
Objectives
Ref. MUSTS ESCL-2X1850 Go/No Go
A Load capacity greater than 27 tones 20 No 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
C Coil thickness up to 3 mm 0.5-3mm Go
Evaluation of multi strand processing line: ESCL -3X1850
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 64
E Economic element 27
T Technical Element 29
Self 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
Totals 100% 56 461
48%
220 241
52%
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 37x12x2.5 7 42
4 E 9 550.000 7 63
5 E 7 2 months 7 49
6 T 6 0.3mm 8 48
7 T 8 90 tonnes 7 56
E Economic element 27
T Technical Element 29
Self weight of machine
WANTS Ranking Weighted score
Slitting speed
Blanking speed
Dimensions
Price (Excluding Works)
Delivery period
Cut to length precision
48%
211 227
52%
Totals 100% 56 438

Author: CP 18

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 for
all 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 companies
in 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
and Vauxhall. (The AA, 2009) Currently Toyota exports about 85% of its UK production abroad
and Jaguar approximately 80% (Business and Enterprise Committee, 2009). Taking this into
consideration the 2 main companies chosen will be Honda and Toyota based in Swindon with the
potential for further expansion into MG Motors.
With regards to the canal target market, this will be researched to see if there are any real
companies located on canal side which would require a supply of steel coil. This has been
investigated into more detail in Section 5.3.1.
5.2 Steel Stock Calculations
5.2.1 Steel Coil length
Currently steel manufacturers do not state the length of steel coil sheets that are possible from the
coils they sell. However it is possible to accurately calculate the length value by using a
spreadsheet. If the steel properties are known then it is possible to calculate the length (L) that can
be extracted from the specified steel coil weight.
Steel coil properties known (Example):


Author: CP 19

Mass (M) 27,000Kg
Width 1.6m
Thickness 0.0012m
Density () 7860 kg/m
3

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
Steel coil width to be between 900mm and 1815mm (Table 1:Thickness and width
limits, page 10, Corus strip products UK, Cold-rolled strip steel)
Steel coil outside diameter not to exceed 1850mm (Table 2:Diameter of cold-rolled
coil, page 10, Corus strip products UK, Cold-rolled strip steel)
5.3 Steel Stockholder Customers
5.3.1 Narrow boat Customers
It has been assumed that the warehouse has a theoretical order of 15T of coil daily on the canal
which can be made on one round trip of our canal cycle. Also these products need to be produced
into packages and loaded into the hull of the working narrow boat. Bearing this in mind these
theoretical customers are shown below:
Washing machines are a widely used product both for domestic and industrial purposes.
Assuming that a basic washing machine shape has been considered with the following
dimensions: (H x W x D): 900 x 600 x 600 mm. (Green Media, 2010).

Author: CP 20

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 is
based 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 m
3
of steel weighing 5.28 tonnes. It is possible for the processing machine
to slit and blank the coil in 10 minutes. Assuming a thickness of air void the same as steel, this
will lead to a packaged volume of 1.4x1.2x0.8m, and this is to be split into 4 separate packages of
125 sheets in each with overall dimensions of 0.35x1.2x0.8m
Coil to be ordered: 1200mm, 1.4mm thickness, Grade DC 01

5.3.2 General Customers
Insulated roofing panels are constructed of an inner core of polyisocyanurate (PIR) which
between two sheets of galvanised steel. The PIR bonds with the steel during the manufacturing
process to create a strong, rigid panel with good insulation properties.

Figure 5.3-1: (Steadmans, 2010)


Author: CP, GD 21

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. The
dimensions, 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
Honda(Highworth Rd, South Marston, Swindon SN3 4, UK). These two customers are using
steel coils of different grades and thicknesses. The parts of the cars that these companies are
assumed to need are the following: internal parts of both front and rear doors, bonnet and boot.
Toyota is producing 3 models in the UK factory, using Grade DC04 - EN 10130:1999 (Table
8:Standards, page 13, Corus strip products UK, Cold-rolled strip steel) steel coil, of 1.3mm
thickness (Table 1:Thickness and width limits, page 10, Corus strip products UK, Cold-rolled
strip steel). On the other side, the Honda UK factory has 3 different models in production line
as well. They are using Grade DC03 - EN 10130:1999 (Table 8:Standards, page 13, Corus
strip products UK, Cold-rolled strip steel) steel coil, of 1.4mm thickness (Table 1:Thickness
and width limits, page 10, Corus strip products UK, Cold-rolled strip steel). Toyota needs is:
1.2m, 1.4m, and 1.6m wide steel coils. Respectively, Honda requires 1.2m, 1.4m and 1.6m wide
steel coils (Table 1:Thickness and width limits, page 10, Corus strip products UK, Cold-
rolled strip steel).
Coils to be ordered:
TOYOTA:
27T, 1200mm wide by 1.3mm thick, Grade DC 04. (Processing time for 1 coil is 45 min)
AS35 panel dimensions
Cover 1m
Standard lengths 1.8 12m (others on
request)
Thickness 40, 60, 80, 100mm
Standard cutbacks 25 250mm (also available
without cutbacks)

Author: CP 22

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.

Figure 5.3-1: Simple Logistical Block Diagram

The final layout was designed using the simplified block diagram and assessing the most efficient
and effective way to carry out the processes involved in processing steel coils. The layout is as
shown in the next page.

Author: CP, GD 23

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 3 is then used to move the blanks from the blank storage area to the
narrow boats. Both the forklift truck and Crane 3 can 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
bridge cranes and floor cranes. The crane type chosen for the warehouse is the overhead bridge
crane (Figure 7-1). This type of crane allows for more free floor space and can be up to 35m span.

Figure 7-1: Overhead Travelling Bridge Crane (OTESCO, 2011)
The adaptation of the crane beams and rails to the main structure is shown in Figure 7-2 and in
more detail in the connection detail drawings in Appendix A, section 24.10.

Author: GD 24

Figure 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
Load Capacity up to 32 tones up to 32 tones up to 32 tones
Max Span up to 30 m up to 30 m up to 30 m
Long Travel
Speed
up to 40 m/min up to 40 m/min up to 40 m/min
Cross Travel
Speed
up to 25 m/min up to 25 m/min up to 25 m/min
Hoist Speed
up to 12.5
m/min
up to 12.5
m/min
up to 12.5
m/min
Price 1.2M 1.3M 1.4M
Table 2: Cranes' Specifications
The beams that will support the crane will be simply calculated by positioning the crane in the
middle of the longitudinal span and calculating the maximum moment at that point Figure 7-3.
Then a steel section that will be able to sustain the maximum moment will be chosen.

Author: GD, CP, EH 25

Figure 7-3: Maximum Moment 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.
Building
section
Maximum
moment
on crane beam
Selected
Member
Moment
Capacity
A1 1275.75 kNm 610x305x179 UB 1470 kNm
A2 1200.37 kNm 610x305x179 UB 1470 kNm
B 1383.75 kNm 610x305x179 UB 1470 kNm
Table 3: Cranes' Beams Selection
8. Foundation Design
8.1 Foundation Selection
Many different loads will be placed on the chosen foundation due to the nature of the warehouse.
Loads will be transferred to the foundation from the warehouse itself via the columns. Loads will
also come from the crane systems, storage racks and pegs, machinery, offices, storage areas and
welfare areas.
This uneven loading leads to eccentric loading of the foundation which is when the centre of
gravity is outside of the central axis. This could create non uniform settlement to occur
underneath the structure causing it to tilt, possibly enough to exceed the serviceability limit. This
is of particular importance due to the nature of the equipment and storage facilities within the
warehouse. There are several ways of combating this differential settlement. Ground

Author: CP, EH 26

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 included
locally 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.
The borehole logs for the area show that the water table is very low and will not interfere with the
foundations; therefore, there should be no buoyancy effects from a changing water table. The
Borehole logs were taken in November. For the Birmingham area this is the month that receives
the most rainfall and hence should give the worst conditions for groundwater levels. (bbc.co.uk)
In conclusion, pile groups, together with a raft of uniform thickness, is the chosen design. The
design must prevent failure by shear or punching and must prevent the structure from excessive
settlement and tilting.
Borehole logs have been received from the British Geological Survey from a previous site survey.
From these, the type of soil and rock in the area is known, however, the bearing capacities are not.
For the purpose of design, the bearing capacities will be assumed from typical values known for
the particular types of soil and rock.
The design for the raft will be in accordance with BS EN 1997: Eurocode 7. Geotechnical design.
Ground investigation and testing and the piles will be designed to BS 8004: 1986. Code of
practice for foundations.
The foundation design must be economical in terms of cost, materials and time.

Author: EH 27

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.

Figure 8.2-2: Location of borehole logs. Source: British Geological Survey

8.3 Bearing Capacity
From BS 8004, Table 1, the presumed bearing capacities of the rocks and soils are as follows;
Made Ground = NA (Table 1. BS 8004: 1986)
Silty Stoney Clay = >75 kN/m
2
(Table 1. BS 8004: 1986)
Weathered Light Brown Sandstone= 250 kN/m
2
(Table 3. BS 8004: 1986)
Grey Mudstone = 2000 kN/m
2
(Table 1. BS 8004: 1986)
Figure 8.2-1: Ground Profile

Author: EH 28

8.4 Maximum Loading
Zone Loading Loading Value Reference
1 Delivery Area 6 x Delivery HGVs

Structure/crane
Factory, workshop
and similar buildings
44x6 t

3025 kN
5 kN/m
2

UK Parliament
briefing papers
Structural design
BS 6399-1: 1996.
Table 1
2 Storage Pegs Partially used coils x
10
Structure/crane
Factory, workshop
10 x 27 t
2622 kN
5 kN/m
2

Previous research
Structural design
BS 6399-1: 1996.
Table 1
3 Storage Racks Racking structure
60 x full coils
Structure/crane
Factory, workshop
450 kN
60 x 27 t
3025 kN
5 kN/m
2

Structural design
Previous research
Structural design
BS 6399-1: 1996.
Table 1
4 Processing Area 2 x Multistrand
Machines
12 X Full coils
Packaging area. 2 x
coil, packaging
materials
Structure/crane
Factory, workshop
2 x 85 t
12 x 27 t
2 x 27 t, 5 kN/m
2

2636 kN
5 kN/m
2

www.servoday.com
Previous research

Structural design
BS 6399-1: 1996.
Table 1
5 Quayside Dispatch Vehicle
Structure/crane
Factory, workshop
8.6 t
669 kN
5 kN/m
2

www.jcb.com
Structural design
BS 6399-1: 1996.
Table 1
6 Dispatch Area 4 X HGVs

Dispatch Vehicle
Structure/crane
Factory, workshop
4 x 44t

8.6 t
892 kN
5 kN/m
2

UK Parliament
briefing papers
www.jcb.com
Structural design
BS 6399-1: 1996.
Table 1
7 Blanks storage
area
Blanks
Dispatch Vehicle
Structure/crane
Factory, workshop
69.28 kN
8.6 t
888 kN
5 kN/m
2

Previous research
www.jcb.com
Structural design
BS 6399-1: 1996.
Table 1
8 Office and
Welfare
Standard Office
Loading
Structure/crane
Factory, workshop

2.5 kN/m
2

888 kN
5 kN/m
2

BS 6399-1: 1996.
Table 1
Structural design
BS 6399-1: 1996.
Table 1

Author: EH 29

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 one
rig 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
Section 24.4.1 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
' = drained angle of friction between the pile shaft and soil, where = Internal angle of friction
Drained End Bearing Capacity, qb = qA
Where q = bearing capacity of the stone
A = Area of base
Total Capacity, Q = fs + qb
Allowable Capacity, Qa = Q/F
Where F = Factor of safety, 2 for straight shafted piles
The table below shows the calculations for the shaft friction for each layer of the ground profile and the end
bearing capacity.
depth
dry unit
weight* v' '
Change in
v' ' fs Qs qb
Total Q
(kN)
Allowable Q
(kN)
0 0 0 6 0 4.5 0 0.00

4993.10 2496.55
1.5 15 22.5 10 11.25 7.5 2441.93 4600.60
2.7 19 22.8 0 22.65 0 0 0.00
7 22 94.6 0 58.7 0 0 0.00
7 28 0 0 47.3 0 0 0.00 392.50
*The dry unit weights are from typical values of the particular soil types.

Author: EH, CP 30

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, Q
group
, = N Q
single
Where N = Number of piles in the group
Q
single
= 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 6.34
Total Load
(kN) 5603.05

m(n-1) 12

n(m-1) 7
90mn 1260

The total loading on the pile is 5603.50 kN, therefore, there is a spare pile capacity of 53.7 kN.
8.5.2 Raft Foundation
A raft foundation transmits the loads to the ground by means of a reinforced concrete slab that
is continuous over the base of the structure. (Mosley, B. Bungey, J. Hulse, R. 2007) The
negative pile capacity will be taken by the raft foundation. Punching shear will need to be
accounted for by creating a pedestal/addition reinforcement. Rafts are designed as an inverted flat
slab which is effected by the bearing pressure of the soil.
Assumptions
For ease of construction and to allow the internal layout of the warehouse to be flexible after
being constructed, the entire slab will be of equal depth and reinforcement designed to the worst
moment. The piles will create the supports in both directions enabling the raft to be designed as a
two-way spanning slab.

Author: CP 31

8.5.2.1 Design of Flat Slab.
The largest moment is located in Zone 7 (Blank storage area), where the excess force is 59.7
kN/m
2
. This is supported between piles distanced at 20.5m and 12.72m.
Characteristic Material strength f
ck
= 25 N/mm
2
, f
yk
= 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).
l
y
= 20.5m, l
x
= 12.72m, therefore l
y
/l
x
= 1.61
This creates a bending-moment coefficients which are interpolated to:
a
sx
= 0.108, a
sx
= 0.040

EN 1992:1:Table 8
Self weight of the slab = d. f
ck
= 500x25x10
-3
= 12.5 kN/m
2

Ultimate Load = 1.35
gk
+ 1.5
qk

= 1.35x12.5 + 1.5x59.7 = 106.425 kN/m
2

Bending Short Span
Effective depth = depth - cover = 500 45 = 455mm
M
sx
= a
sx
nl
x
2

= 0.108 x 106.425 x 12.72
2
= 1859.694 kN.m

Lever Arm calculations:

Z = = 499.84 mm
Area of steel reinforcement required:
As =
= 8,552 mm
2
/m
Therefore 7 x 40mm bars at 125mm spacings with a As=8800 mm
2
/m
Bending Long Span
M
sy
= a
sy
nl
x
2


Author: CP 32

= 0.04 x 106.425 x 12.72
2
= 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 mm
2
/m
Punching Shear
The steel columns are to be supported by 500mmx500mm
plates, V
ED
= 3025 kN
(i) Check maximum permissible force at face of
loaded area
Maximum Shear resistance: V
Rd,max
= *(
)+

= *(
)+

= 455000 x (0.54) x 16.667 x10
-3
= 4095 kN > V
ED
(3025 kN)
(ii) Check control perimeter 2d from loaded face
Perimeter U
1
=
= 2 (500 + 500) + 4
= 7717.7mm
Hence for concrete without shear reinforcement the shear capacity is given by:
3511553

Bending steel ratio:

Hence
= 0.785 Table 8.2

Modify factor for C25 Concrete = 0.94
3511553
= 2,592 kN (< V
ED
= 3,025 kN)

Author: CP 33

Therefore punching shear reinforcement is required.
(iii) Check outer perimeter at which reinforcement is not required

u
out,ef
=

This occurs at a distance of xd from the face of the loaded area such that
9010 = 2000 + 2 x 215 x X
X = 5.18 (>3.0)
(iv) Provision of Reinforcement
Thus 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.
(S
r
) = 0.75d = 341.25mm, (S
t
) = 1.5d = 682.5mm
The Minimum link leg area is therefore:
= 123mm
2

Hence satisfied by 16mm bar (201mm
2
)
The area of steel required/perimeter is thus:

Where, for the outer perimeter
= 0.861 N/mm
2

= 0.785 x 0.94 = 0.7379 N/mm

2
= 250 + 0.25d (<
= 500) - Effective design strength of the shear

reinforcement
= 250 + 0.25x455 = 363.75 (<
= 500)
= 1484mm
2

(v) Number of Links
The area of 16mm bar, 201mm
2
, hence 1484/201 = 8 bars required for the outer
perimeter. The same number of bars can be used for each of the 3 proposed
perimeters.

Author: EH 34

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.
There are currently several legislations that divide the responsibility of flood and coastal defences.
The most important of these being:
Coast protection act (1949)
Land drainage acts (1991 & 1994)
Water resources act (1991)
Environment act (1995)
The coast protection act (1949) provides a framework for protection of the coastline from the sea
whereas the others specify legal competencies and permissive powers for the actioning of flood
defences.
Several authorities have been given permissive powers under these acts to implement defences
including; local authorities, internal drainage boards (IDBs), private owners of riparian and
coastal land and the Environment Agency. The Ministry of Agriculture, Fisheries and Food
(MAFF) currently has overall responsibility for flood and coastal defences and has issued an aim
that is promoted to those with permissive powers.

Author: EH 35

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

Figure 9.1-1: Source: Agriculture committee, 1997
9.1.3 Riparian Rights and Duties
Riparian rights are common law powers and duties that relate to the ownership of the bank or bed
of a watercourse and can be possessed by a freeholder or leaseholder of waterside land. The
riparian rights cover to the centre line of the watercourse but state that no obstacles can be placed
in the watercourse so that they will interfere with the flow of water. Riparian ownership
legislation encompasses the following matters:
The right to discharge effluent into a watercourse
The right to abstract water from a watercourse for domestic and agricultural use

Author: EH 36

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.
An environmental impact assessment states the likely significant environmental effects of a
proposed project. It weighs the probable environmental impacts alongside the economical and
social impacts and aims to promote sustainable development and land use.
Planning permission is granted by the local planning authority. The planning authority is not
necessarily responsible for flooding of other land caused by the granting of planning permission
for a project, however, they must take reasonable responsibility to ensure benefits to the area are
achieved even if this means adverse effects to other individual landowners. (Howarth, 2002)
9.1.5 Flood Warnings
Alongside flood warnings issued by the Environment Agency, the landowner also has a
responsibility to provide flood warnings in some circumstances. The Occupiers Liability Act
(1957) states that a common duty of care is owed to visitors in respect of dangers due to the
state of premises and things done or omitted to be done to them. The visitor must be safe in using
the premises for the reason in which they were invited or permitted by the owner to do there. In
the case of a flood defence structure within the premises, the occupier must take reasonable steps
to ensure that visitors are aware of such dangers. (Howarth, 2002)

Author: TO 37

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
manmade induced erosion. Manmade induced erosion can result from many engineering
applications such as; flood alleviation, drainage and the surrounding infrastructure. In addition,
another major form of erosion may come from the action of boat wash and propeller scour,
although severity will depend on the size of the boat and also the frequency at which they travel
along the river. Again, to fully understand the erosion at a certain point on a river bank, it is
important to know whether the erosion is being caused as a local or regional problem.
9.1.7 Flood Defences
Flood defences/ flood protection aim to stop the rising water level from causing damage to the
local environment and infrastructure. Flood protection schemes can be both natural and manmade.
Natural flood protection (or soft engineering) methods include; Grass, reeds or timberwork
whereas man made flood prevention usually involves a hard engineering solution to provide some
form of vertical bank protection. Both methods aim to alleviate the damage caused by rising water
level. Due to advances in engineering, manmade solutions tend to be more effective, especially in
extreme conditions. In comparison, the natural flood prevention methods will generally only be
used in lower risk applications where damage to local infrastructure is unlikely. In the case of this
feasibility study, only the hard engineering solutions will be researched. This is because, the river
bank is to be used for a high surcharge application and so risk of failure of the river bank needs to

Author: TO, EH 38

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
Maritime works - Part 2: Code of practice for the design of quay walls, jetties and dolphins. The
existing layout of the canal is shown in Figure 9.2-1.

Figure 9.2-1: Existing location showing section of the canal
The General design of berth structures is covered by Clause 4 of the code.

Author: EH 39

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.

Figure 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
Boat tied in berth Dynamic loading against quay wall
Table 4: Hazard risk assessment
9.2.2 Operations Strategy: Clause 4.1.1
The vessel will pull into the quay berth until it is parallel with the quay wall. Once parallel, the
vessel will be tied off to the top of the wall to minimise movement during loading. The loading
crane will collect the cargo from inside the warehouse storage area and load the vessel. With
loading complete, the cargo will be weather proofed and secured. The vessel is then untied and
will pull away from the quay berth.
9.2.3 Maintenance Strategy: Clause 4.1.1
During times of maintenance to the quay structure it will be undesirable for the berth to be out of
action completely. Space should be provided for more than one vessel so that operations can
continue. However, it may be at a reduced capacity as only one vessel will be in berth at a time.
Maintenance dredging may be necessary during the life of the structure due to the natural build-up
of material or materials being dropped between the quay side and the vessel in accordance with
clause 4.1.2.

Author: EH 40

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
should account for the possible lengths of vessels now and in the future. The space between the
vessels in berth should allow for the method of berthing and 1.15 times the vessel length is
usually adopted. The depth alongside is related to the draught of the vessel but should also take
into account roll caused by wind action, any dredging depth required and the depth of the under
keel clearance of the vessels. The draught of the average narrow boat is up to 1m. The cope level
must be at the same level as the working area behind the berth and is affected by the risk and
implications of flooding and also the loading crane heights. In an impounded dock the ground
level should be at least 1.5m above the water level. When positioning the loading cranes, they
must be placed so to avoid being struck by overhanging bows or stern.
The minimum length of the quay must be 23m with a width greater than 2.1m. The depth
alongside must be greater than 1m and the difference in ground level and water level must be at
least 1.5m. These dimensions are shown in Figure 9.5-3.
9.2.5 Choice of Structure: Clause 4.2
The structure choice must be based on the functional requirements, technical feasibility, capital
costs, ease of construction and maintenance. The structure can either be solid or open piled. Solid
structures have a solid vertical berthing face and are usually sheet or gravity walls. Open

Author: EH 41

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
constructed from the land side protection bunds will have to be put in place for safety. If it is
constructed from the water, temporary floating working platforms will be in place and so works
will need to be protected from the danger of damage from contact. Any actions on the structure
caused by construction activities should be incorporated into the design. A uniformly distributed
load of 10kN/m
2
should be allowed for construction plant.
The design life of the structure should represent its intended working life. It should be durable
enough to survive a potentially aggressive environment with little or no maintenance. Where steel
is used, cathodic protection systems should be installed and both steel and concrete should be
designed in accordance to BS EN 1993-5, BS 6349-1:2000 clause 58 and BS 6349.1.
9.2.6 Services and Equipment: Clause 4.5
Services and equipment should be placed within the structural depth of the quay or in un-
trafficked areas. Provisions should be made at the berth face for the following if applicable:
Potable water
Water or foam for firefighting
Bunkering oil (fuel oil)

Author: EH, TO 42

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:
9.3.1 Steel Sheet Piling

Piling is one of the most versatile river side retaining wall protection methods available. Piles can
be installed in areas of limited space and confinement; also piles can be driven into position
without needing to dewater the surrounding area. Sheet piles are classified as either:
Figure 9.3-1: Example of I nstalled Steel sheet piles

Author: TO 43

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:

Figure 9.3-2: Example of a Gabion Structure

Gabions are generally in the form of baskets made of a woven steel mesh. Typically the gabions
will be filled with varying sized aggregate to protect against erosion. Installation of gabions
requires much greater space than that of steel piles and would also involve having to dewater the
required section of the river to allow for the correct installation.
Gabions can be used in many widespread applications but for the case of this small, low velocity
canal, the engineering involved would not be required. Gabions perform better and provide better
value for money in applications where a hard engineering solution is required such as sea
defences.
For this particular application, the use of gabions would not prove to be feasible due to space
limitations and required installation expertise.

Author: TO 44

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 quay
design, 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
provide a much better and cost effective solution for a bigger application such as a sea defence.
9.4 Selection of Quay Structure
Overall, the main point to consider for this feasibility study is not so much related to protecting
the banks but more ensuring the risk of flooding is kept to a minimum. In creating a flood defence
the banks around the site will have a high factor of safety against erosion and so this is not a point
to consider in too much detail. However, the effects of building the flood defence may cause
regional changes to the flow of the river and hence, effects of erosion felt further down the river.
Due to the scope of the works, it is important the risk of flooding is kept to a minimum. The
design of the quay must allow for the loading and unloading of barges on the bank of the river. To
allow for efficient loading and unloading, a vertical river flood defence system is required. The
quay must not only be of adequate design to deal with its use (high loads) but also to protect
against flooding. From research carried out so far, steel piles are the most suitable for this
application. This is due to the vertical design, high loading, ease and speed of installation.
Dewatering would be essential for the other methods of protection as the canal is not subjected to
Figure 9.3-3: Examples Rip Rap Revetment

Author: TO 45

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 piles
are 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:
1. Design Assumptions
2. Determine soil parameters and groundwater conditions
3. Earth pressure calculations
4. Plot the pressure distribution diagram
5. Take moments
6. Trial and error to calculate Depth of penetration of the steel pile
7. Design anchorage/ tie rod if required (dependant on depth of penetration)
9.5.1 Design Drawing

Figure 9.5-1Design of quay wall

Author: TO 46

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 Assumptions
Section Soil Description
Bulk Unit
Weight '
Facor of
Safety
Earth
Pressure
kN/m (degrees) Ka
a - d
Firm Fissured
Clay 20 25 2.0 0.368

'a = 1/2 '
'b = 2/3 '

Where: ' = Drained shear strength
= Angle of wall friction
= Bulk Unit Weight
K= Coefficient of earth pressure
F = Factor of safety
9.5.4 Earth Pressure Calculations
At Level a: Active Side

Author: TO 47

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
'v = 0
'h = 0
At Level d: Active Side
v = 54 + (20.0* D') kN/m
u = 0
'v = 54 + 20D' kN/m
'h = 0.368* (54 + 20D') = 19.9 + 7.4D' kN/m

At Level d: Passive Side
v = (1.2 * 10) + 20.0D' = 12 + 20.0D' kN/m
u = (1.2 * 10) + 10.0D' = 12 + 10D' kN/m
'v = v - u = 10.0D' kN/m
'h = [(2/3 * 25) * 0.368] * 10.0D' = 61.3D' kN/m


Author: TO 48

9.5.5 Pressure Distribution Diagram

Figure 9.5-3

9.5.6 Determine Depth of Penetration, D
Taking Moments about A:
0 = (-3.68 * 1.0/2 * 1.0/3) + (3.68 * 3.68 * 3.68/2) +
[(11.0 - 3.68) * 3.68/2 * 2/3 * 3.68] + [19.9D' * (3.68 * D' /2)] +
[(7.4D * D'/2) * (3.68 + 2/3 * D')] - [(61.3D' * D'/2) * (3.68 + 2/3 * D')]
Therefore, cancelling down, Moments about A:
0 = -17.9 D' - 89.3 D' + 73.2 D' + 57.3 Equation 1
Using Equation 1, a process of trial and error must be used to calculate the depth of penetration of
the steel piles. Table 6 shows the trial depth and the associated resultant moment. The depth of
penetration is found to within 2 decimal places.

Author: TO, EH 49

Table 6: Trial 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 2.11
1.13 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
factor applied. This means that a anchored sheet pile design is not required. Excessive bending
forces should not be subjected onto the steel sheet piles.

The quay has been designed so that it complies with the British Standard but also serves its
purpose within the steel stockholders logistical setup. The quay will consist of one berth as this
will be enough to satisfy the delivery needs via canal of the warehouse. Each narrow boat is on
average 20m long and so the minimum length of the berth must be 1.15 times this length at 23m.
The width of an average narrow boat is 2.1m and so the berthing width must be greater than this
and is 3m wide. The depth will be 1.5m from the top of the cope level to allow for the draught and
roll of the boat. The quay wall will be steel sheet piles protected from corrosion by a cathodic
protection system. A gravel drainage layer must be placed behind these sheet piles and connected
to drainage flap valves at the low water level. Gravel must be placed at the intersection of the
piles with the canal floor to prevent scouring. Fuel and water hydrants are to be located at the side
of the berth and must not interfere with the mooring posts. The fuel main will be connected to a
tank buried on site and the water hydrant will be connected to the water main. The water hydrant
will double as a potable water supply for the boat and a fire safety device. A lifesaving ring
device will be provided as well as the appropriate signage. Figure 9.5-4 shows to final design of
the quay.

Author: TO 50

Figure 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
made.
Primarily, industrial buildings must provide a range of services such as shelter and adaptable
working areas to suit changing requirements. In the design of the steel stockholders warehouse,
concrete is not going to be considered. This is because steel is a much more competitive building
material than concrete for such an application. For long spans of over 25 meters, steel is the only
economic solution due to the strength to weight ratio, speed of manufacture and erection time. In
the case of an industrial unit of a given size the approximate breakdown on prices are:
Structural steelwork 15% of total building cost
Cladding of the structure 30% of total building cost
The following are the main types of warehouse structures used. The aim is to determine the most
suitable type for the steel stockholder.
10.1.1 Simply Spanned Frame
Simply spanned warehouses allow for significant span lengths to be achieved. Beams rest on
supports at either end of the structure. Simple spans made from steel I sections can span
approximately 15- 20m, however, incorporating the simple span design with a truss roof can

Author: TO 51

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 further
increase 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 concentrated
loads 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
Flat roof construction over short lengths
Maximum bending in centre of top span
10.1.2 Cantilever Frame
A cantilever frame design is very similar to the simply spanned frame design. Essentially it is a
column and beam construction but the major difference is the redistribution on the bending
moments. Whereas a simply supported frame has the maximum bending moment peak in the
middle, the cantilever frame now has three bending moment peaks but none as large as the simply
spanned frame. Cantilever frame design is very common where internal columns will not interfere
with the warehouse activities. Due to the load bearing columns being situated within the
warehouse, the external walls are now non load bearing and must only be designed for external
wind loading.
Advantages
Reduced maximum bending stress subjected to building
Simple design, manufacture and erection
Greater span length taking into account cantilever


Author: TO 52

Disadvantages
Columns located within the workable floor space
Hard to extend warehouse in the future to meet new demands
Non flexible use of floor space
10.1.3 Portal Frame
Rigid Portal Frame (Fixed at Supports)
Portal frames are the most common type of warehouse structure used. This is because of their
design, strength and speed of construction. Portal frames allow for large loadings to be subjected
whilst at the same time maximising the total useable floor space. Rigid portal frame designs work
on the basis that distortion of the top members must also distort the columns as well. This means
that the columns work in direct compression and also help re-distribute the overall bending of the
structure. This interaction of the different elements increases the strength of the structure. The
bending moment diagram has peak bending values at the centre of the structure and also the
eaves. Due to the peak values being located at the centre and the eaves, the frames are
strengthened with haunches at these points.
Rigid portal frame designs have the feet of the structure effectively restrained from rotation which
in turn leads to bending being distributed at the feet of the structure. The feet of the column would
generally be restrained from rotation by incorporating the column base into the concrete
foundations. Designing rigid portal frames requires greater concrete foundations due to the extra
stresses subjected from bending moments. This can be prevented by using a hinged portal frame
design.
Hinged Portal Frame (Pinned at supports)
Rather than having the base of the column fixed into the concrete foundations, hinged portal
frame designs allow the base of the column to be bolted onto the concrete slab foundation directly
or via a steel sole plate. Having the base of the portal frame hinged, releases the bending stresses
which are induced in the case of a rigid portal frame by allowing them to deflect. This is known as
a two-hinged portal frame. The bending moments have now moved to the more rigid parts of the
frame; the eaves and are supported by haunches.
Portal frames can also be three-hinged. This is where a third hinge is located in the centre of the
portals top member. In this situation, the bending stresses are released at the centre of the top span
and again the additional stresses now redistributed to the rigid eaves of the structure. To allow for

Author: TO 53

this the haunches at the eaves of the structure are increased in size to accommodate the extra
stresses. In terms of design, the three- hinged portal frame allows for a statically determine
structure. This means that the structure is much easier to design for as the stress paths are known.
This in turn then has advantages in terms of fabrication, transportation and erection of the
structure. In addition, future development of the structure is possible to cope with changing
demands of the warehouse as business develops Figure 10.1-1 shows the typical layout of a portal
frame with the main elements identified.

Advantages
Large adaptable floor spaces
No internal columns
Large spans, hence fewer foundations required
Economic
Valley gutters/ internal drainage
Portal frames have the capacity to be extended to meet future warehouse requirements
Known route of stress paths (plastic stress analysis)
Disadvantages
Greater initial design required to ensure flexibility in the future
10.1.4 Space Frame
Space frames allow for simple truss designs to be utilised. Compared to simply spanned frames
where the truss only spans one direction, space frames combine the truss in two dimensions to
provide greater strength. Space frames allow for large spans to be obtained with greater
efficiency. In the case of the steel stockholders, however, as the warehouse is quite small it would
prove uneconomical. The cost of designing a space frame is much higher due to its complexity
Figure 10.1-1: The typical portal frame layout is shown

Author: TO 54

and also fabrication costs are greater. Although a space frame would be a possible solution to the
warehouse design, in reality it would be the most un-suited for its application in comparison to its
design alternatives.
Advantages
Large adaptable floor spaces
Large spans, hence fewer foundations required
Known route of stress paths
Loads distributed radially- towards the columns
Disadvantages
Uneconomical
Future development of the structure not easily possible
Greater initial design required
Complex fabrication
10.2 Chosen Warehouse Structure Portal Frame
10.2.1 Construction of Portal Frames
Having considered the main options of a steel constructed warehouse, the most feasible choice
has proven to be a portal frame design with three hinges, consisting of steel beams and columns.
This type of structure has many advantages over a simply spanned or cantilever design. This
includes the useable floor space, economic cost, speed of erection and possibility of future
development. The portal frame design will allow for sheltered, fully serviced and fully adaptable
spaces in which to work. For these reasons, portal frame designs are the most common for single
storey industrial purposes. Reinforced concrete options have not been considered due to the
economic advantages of using steel over greater span lengths. Also, the thermal properties of
concrete are not being taken into the main decision criteria as the warehouse will be open on
several sides, meaning any thermal properties will not be taken advantage of.
A purpose built portal frame will be designed to provide for specific requirements of the steel
stockholders. Great care will be required for the design of the unit to ensure the correct amount of
flexibility in layout and handling facilities. The advantage of using steel is that steel fabricators
can process and manufacture the required unit quickly and for a competitive price. This is
especially the case when compared to concrete for a similar application.

Author: TO 55

In the case of the steel stockholders, the warehouse will consist essentially of several different
units built and interlinked with each other (Appendix A, Section 24.10, A-0 drawing, Warehouse
Layout). This is to allow for the rectangular floor plan in each section. The main frames will span
the greater distance and also accommodate the different uses of each of the sections (storage
racks, cranes, loading, unloading, dispatch).
Portal frame designs consist of hot rolled steel sections to form the main structure along with cold
rolled purlins and sheeting rails. In many situations the stanchions (columns) and rafters are
tapered to provide a more economical solution. The height of the eaves can vary from 6 15m
which suits the requirements of the steel stockholders. Spans of portal frames vary depending on
the slope of the roof and height of the eaves but can range from 30 80m. As mentioned
previously, using a 3 hinged portal frame design induces the maximum bending moments at the
most rigid parts of the portal frame; the eaves. To provide additional strength to the eaves, steel
haunches are constructed to resist the bending moments along with lateral and gravity loadings.
As a pinned connection detail is to be used in the design, a heavier portal frame is required. Using
pinned connections, however, reduces bending at the foundations and so smaller foundations are
needed.
10.2.2 Cladding
Cladding is required on the warehouse to provide protection from the natural elements, to
maintain integrity of the steel works and also for the increasing aesthetic needs of buildings
within their given environment. In the design phase, cladding is taken as only carrying its dead
weight plus the loads imposed by wind, snow and maintenance.
10.2.3 Purlins and Sheeting Rails
Purlins and sheeting rails are cold-formed steel members which help to increase section strength
throughout the structure. Purlins act as a horizontal structural member, helping support and
redistribute applied loadings. Purlin bolts are used to attach the purlins to the main rafter using
nuts and bolts. Purlins generally come in two forms, C or Z cold rolled steel, see Figure 10.2-2
and Figure 10.2-1. The cladding system used for the warehouse affects the spacings and locations
of purlins and sheeting rails. The purlins and sheeting rails are evenly spaced around the portal
frame so that loadings are evenly distributed throughout. The size of purlins and sheeting rails
vary depending on the size of the sections used and applied loadings.


Author: TO 56

10.2.4 Gables
The gable is the end section or wall of the industrial warehouse. It forms the vertical triangular
end of the roof and is formed in the same process as the intermediate portal frames running
through the building. The formation and construction of the gable is one of the main determining
factors as to whether the warehouse could be easily extended in the future to cope with added
demand.
10.2.5 Warehouse Bracing
The main layout of a typical industrial warehouse of a portal frame design is shown in Figure
10.1-1 (Prof G. A. R. Parke. 2010). As can be seen from Figure 10.1-1, the portal frame requires
additional bracing to ensure the overall structural integrity of the warehouse. This is especially
the case for the steel stockholders as travelling cranes will be in operation. Travelling cranes will
subject the portal frame warehouse to additional longitudinal and transverse horizontal forces. To
counteract the effects of these forces combined with the other various loadings such as wind and
snow, bracing must be used to transfer the loadings and applied stresses down into the
foundations.
The wind effects on the building will act either along the longitudinal section of the warehouse or
on the gables (end section). Wind effects on the longitudinal section of the warehouse will be
resisted by the flexural rigidity of the portal frame. The wind effects on the gable, however, will
be transferred to the foundations by gable posts acting vertically from the top of the eaves to
ground level. This is shown in Figure 10.1-1. Bracing for the rafters is in the form of cross
bracing connecting the portal frame sub units. Wind forces and or crane loadings are transferred
by means of vertical bracing in the plane of the column members. Generally, this is only required
in the end bays. Longitudinal eave beams span the length of the structure to provide stability to
the columns. In the same way, longitudinal bracing is used to ensure the structural integrity of the
sides of the warehouse. Where openings in the warehouse are required, such as for LGVs to load
Figure 10.2-1: C Purlin Figure 10.2-2: Z Purlin

Author: TO 57

and unload the steel coils, bracing will have to be moved to the next bay along rather than just not
having any bracing in place.
10.3 Materials Selection
The following aims to breakdown the complete materials list for the construction of the steel
stockholder warehouse. This includes the main structural frame (Steel columns and cladding)
along with other additional services, such as; lighting, glasswork, gutters and downpipes.
Functionality of the warehouse is also to be considered, such as; access, security, traffic
management of the LGVs, durability and maintenance of the structure.
10.3.1 Main structural form
The main framework of the warehouse will consist of steel columns and steel rafters. Steel
haunches will be used to provide additional strength and rigidity to the eaves of the structure.
Cold-formed steel purlins and sheeting rails are to be used. This is discussed in more detail in
section Technical Report.
10.3.2 Cladding
Apart from the main structural elements, the rest of the materials for the warehouse construction
fall into the category of cladding. The warehouse will be clad on the roof and walls. Steel single
skin cladding will be used for both the roof and walls of the warehouse. The single skin cladding
option offers the required protective outer shell needed for the warehouse, Figure 10.3-1.
Alternatives are available such as composite or twin-skin cladding but this would prove un-
economic due to the initial greater cost of the product and also the thermal properties are not
essential in the warehouse. Twin-skin cladding combines the outer steel shell with insulating
membrane on the inside of the warehouse, Figure 10.3-2. The thickness of the insulating
membrane can vary depending on the level of insulation required. This is unnecessary for the
warehouse as LGVs will be loading and unloading much of the working day, meaning the
warehouse doors and shutters will be open to the elements. Using the single skin cladding,
therefore, is more appropriate and comes at a cheaper price. In addition, the underside of the
single leaf cladding is to be coated in absorbent sheeting called Anti- Con. This is to counteract
the effects of condensation on the roof cladding from temperature differences inside and outside
of the warehouse. Condensation may cause water droplets to drip onto the steel processing works.
As the warehouse is going to be mainly un-insulated, this is an important factor that must be
considered.


Author: TO 58

Using a company called Cladding Supplies
1
, the self weight of the cladding can be calculated.
For the steel stockholders, the thickness of cladding will be based on 0.5mm.

Using 0.5mm thick cladding relates to a self weight of 0.047 kN/m
2
.
Surface area of roof cladding = 3100 m
2

Surface area of wall cladding = 3364 m
2

Total Surface area of warehouse = 3100 m
2
+ 3364 m
2
= 6464 m
2

Based on the warehouse surface area of 6464 m
2
and the self weight of the cladding being 0.047
kN/m
2
, the total self weight of the cladding will be:
Self weight of the cladding = 304 kN

1
http://www.claddingsupplies.co.uk/specifications

Figure 10.3-1: Single skin membrane
Figure 10.3-2: Composite / Twin-skin membrane
Figure 10.3-3

Author: TO 59

In addition to the cladding, other materials will need to be taken into account such as the lighting,
glasswork, gutters and downpipes. These items are to be considered in the design, however, the
self-weights are assumed to be negligible for the purpose of calculations.
10.3.3 Lighting
Natural lighting is to be incorporated into the warehouse roof design. Various options are
available such as skylights, hinged domes and glass windows. The most effective, however, will
be GRP translucent sheets (Glass Reinforced Plastic). GRP translucent sheeting can easily be
incorporated into the design of the steel cladding, by simply cutting to size and bolting into place,
Figure 10.3-4. The GRP sheets provide fire resistance (based on independent tests carried out to
BS 476) and a long term maintenance free life of 20 years. Compared to the other solutions, GRP
translucent sheets are the most cost effective due to the size of the warehouse.

On the inside of the warehouse, lighting will hang from the steel frame to provide artificial
lighting. Natural lighting will not be able to provide sufficient lighting for the whole building
through the winter months and when evening work is required. The GRP translucent sheets are
only to be installed in the roof cladding. Hanging lighting will be essential for the running of the
steel stockholders in each of the different stages of production. In addition to the main lighting,
emergency backup lighting will be installed on the roofing and walls of the warehouse structure.
These lighting units will not be as powerful but will be linked up to a separate generator. This will
allow safe access out of the warehouse in the event of a power failure. Information on the external
lighting system can be found in Section 13.2
10.3.4 Water Management
Water management around the warehouse is essential, both at roof level and ground level. Steel
coils are very sensitive to water and moisture so could potentially do great damage if they were to
come into contact with each other. Gutters are to be installed around the outer edge of the roof
structure so that rain water runs off the steel pitched roof and into the gutters. The water from the
Figure 10.3-4: GRP translucent sheets

Author: TO 60

gutters then runs down downpipes and away into the onsite drainage system. The added
advantage of using the steel cladding system suggested is that each section overlaps with the last
creating a seal and reducing the risk of leaks. As long as no corrosion takes place, the steel will
provide an impermeable surface and not allow water to penetrate into the building. Regular
maintenance of the warehouse will be required.
10.4 Functionality
10.4.1 Access/ Traffic Management
Access to the site will be via the Grazebrook Industrial Park or Via the canal system. Access via
the industrial park will be for steel coil deliveries/ dispatches, potential customers and employees.
Access into the site will be along the existing access road, however, works will take place to
improve this currently narrow access road for the large steel coil deliveries. The site has parking
for customers and employees located at the North of the site. Employees will enter the warehouse
though the offices, which is where they will sign in and out for their shift. Once signed in, from
the offices the employees will then be able to gain access onto the main warehouse floor.
Deliveries will be made to the appropriate offloading station, located to the East of the building.
From here, LGVs are unloaded of steel coils and stored onto the racking system by automatic
cranes. Steel coils are then processed as requested. Once complete, the processed steel works are
loaded onto either LGVs or barge ready for dispatch. This will depend on the product and also
the delivery location. Additional space has also been provided to allow for a LGV waiting area, if
the unloading or loading bays are currently all in use.
For deliveries by canal, the barge will dock in the purpose built quay to allow for the loading of
the processed steel works. The barge will be loaded via an overhead crane which will transport
the materials from the warehouse out onto the barge.
10.4.2 Security
At the extent of the main site boundaries, an automatic barrier is to be installed for access from
the main access road. A worker will be placed at the barrier to log vehicle activity onto and off of
the site. During periods of site closure, all access points to the warehouse will be closed and
locked, with CCTV cameras in operation.
10.4.3 Noise Exclusion
Noise levels produced will be kept to a minimum; however, the warehouse is located in an
industrial location. No local housing is in the nearby area, only warehouses and industrial units. It

Author: TO, GD 61

will be important to limit noise levels outside of working hours, although noise will not impact
heavily on the surrounding areas.
10.4.4 Maintenance
The warehouse has been built and designed to minimise maintenance required over its design life.
Regular maintenance will be required to ensure the building is staying corrosion free, picking any
issues up early. The maintenance schedule will be needed to pick up on issues such as: Water
management, structural integrity of the portal frame, corrosion of the cladding and lifting cranes
regularly serviced.
10.4.5 Appearance
The steel stockholder has been designed to serve its particular purpose but at the same time fit in
with its surroundings. As the warehouse is in an industrial site, planning specifications were not
as strict as say, building the warehouse in a residential area.
10.5 Structural analysis and design of the structure
10.5.1 Technical Report
Compared to many structures, portal frames allow for plastic methods of analysis to be used.
Using plastic analysis of the portal frames allows for it to be designed economically. This method
of analysis works on the basis that the structure will fail due to the formation of plastic hinges
within the frame, meaning the points of failure are known and can be designed for. Therefore,
knowing the ultimate load within the frame structure, plastic moment capacity of each of the
members within the frame can be designed. Simply, given the applied loadings, the appropriate
members can be selected. Adopting this method of design takes advantage of the high ductility of
steel, producing lighter more efficient frame.

Author: GD 62

10.5.1.1 Description of the structure
The structure consists of two steel frame buildings (Figure 10.5-1: Building Sections). The first
steel building, A, consists of two portal frame parts, A1 and A2, connected together by the
Pigeon holes storage system. The storage system is made of steel as well, being a part of the
steel frame. The second part, B, is a steel portal frame as well. All the dimensions of both
buildings and storage system can be shown analytically on Drawings 24.10, in Appendix.

Figure 10.5-1: Building Sections
10.5.1.2 Description of structural analysis
Structural analysis was carried out using a 3D models created for both the warehouse structure
and storage system. The structural analysis of the warehouse structure has been carried out using
the software analysis program SAP 2000, Version 1.4.
The analysis was executed for each load case (10.5.4) assuming pinned connections between the
main frame and the base (base connections) and fixed connections between the members of the
main frame. Bracings are also assumed to be pinned connected with the members of the frame.
10.5.2 Design codes and specifications
a) Eurocode 0, Basis of structural design
b) Eurocode 1, Action on structures Part 1-1:, Densities, self-weight, imposed loads for
buildings
c) Eurocode 1, Action on structures Part 1-3: General actions Snow loads

Author: GD 63

d) Eurocode 1, Action on structures Part 1-4: General actions Wind actions
e) Eurocode 1, Action on structures Part 3: Actions induced by crane and machinery
f) Eurocode 3, Design of steel structures, Part 1-1: General rules and rules for buildings
g) Eurocode 3, Design of steel structures, Part 1-8: Design of joints
h) Eurocode 3, Design of steel structures, Part 6: Crane supporting structures
10.5.3 Description of Loading Loading calculations
10.5.3.1 Self-weights (G)
In order for the self-weight of the structure to be calculated, cross sectional areas and the densities
of steel should be considered. There are several cross sections used in the warehouse, however,
they are all specified sections according to EN 1993 Eurocode 3: Design of steel structures, so
their dimensions are known. The density of steel used is =78.5kN/m
3
, as referenced in EN 1991-
1-1. Self-weights of the warehouse are being computed from the software analysis program, due
to the higher accuracy which can be obtained.
10.5.3.2 Wind load (W)
In order for the wind load to be calculated, the wind speed should first be calculated. Once
calculated, the wind load will be distributed onto the faces of the structure.
Basic wind velocity, V
b
:
The basic wind velocity shall be calculated from the expression below, (EN1991 part 1-4, Section
4.2):
V
b
= c
dir
* c
season
* V
b,0

Where,
V
b
is the basic wind velocity, defined as a function of wind direction and time of year
at 10m above ground of terrain category II.
V
b,0
is the fundamental value of the basic wind velocity defined in Figure NA.1, (NA
EN1991 part 1-4:2005). For Birmingham, the area is 22m/s.
c
dir
is the directional factor and taken as 1(recommended in EN 1991-1-4, clause 4.2)
c
season
is the season factor and taken as 1 (as recommended in EN 1991-1-4, clause 4.2)

So, V
b
= C
dir
x C
season
x V
b,0
V
b
= 1 x 1 x 22 V
b
= 22m/s


Author: GD 64

Mean Wind Velocity, V
m
(z),
The mean wind velocity, at a height z above the terrain depends on the terrain roughness,
orography and the basic wind velocity, V
b
. The mean wind velocity should be determined using
the following expression:
V
m
(z)= c
r
(z) * c
0
(z) * V
b

Where:
c
r
(z) is the roughness factor which accounts for the variability of the mean wind
velocity at the site of the structure due to height above ground level and ground
roughness.
c
0
(z) is the orography factor, taken as 1(as suggested in EN 1991-1-4, clause 4.3.1).
V
b
is the basic wind velocity, defined as a function of wind direction and time of year
at 10m above ground of terrain category II.

Roughness Factor, c
r
(z):
The recommended procedure for determining the roughness factor at height z is given by the
following expressions based on a logarithmic velocity profile:
c
r
(z)= k
r
* ln(z/z
0
) for z
min
z z
max

c
r
(z)= c
r
(z
min
) for z z
min
Where,
z
0
is the roughness length, taken as 0.01 (Table 4.1, for Terrain Category I, Lakes
or flat and horizontal area with negligible vegetation and without obstacles)
k
r
terrain factor depending on the roughness length z
0
calculated using:

k
r
= 0.19 * (z
0
/z
0,II
)
0.07

Where,
z
0,II
= 0.05 (terrain category II, Table 4.1, EN 1991-1-4 )
z
min
= 1 (as defined in Table 4.1 for terrain category I)
z
max
is to be taken as 200m
z
min
and z
0
depend on the terrain category. Recommended values are given in
Table 4.1 depending on five representative terrain categories.
So,
k
r
= 0.19 * ( 0.01/0.05 )
0.07
k
r
= 0.1697


Author: GD 65

Using the two expressions given for calculating the roughness factor for
different heights and the terrain factor calculated above (k
r
= 0.1697), the
roughness factor will be calculated for every 6m height and above 1m
where the z
min
is defined.
So, for z
0
=0.01 and k
r
= 0.1697 we get:

The expression used for height 0 - 1m is:
c
r
(z)= c
r
(z
min
)
since z
min
=1m.
The expression used for height 1 - 12m is:
c
r
(z)= k
r
* ln(z/z
0
) for z
min
z z
max

where, z
min
=1m and z
max
=200m so 1 z 200

Mean Wind Velocity, V
m
(z)
Having calculated the basic wind velocity, roughness factor and the orography factor for different
heights, the expression for the mean wind velocity can be used.
So, V
m
(z) = c
r
(z) * c
0
(z) * V
b

Where,
c
0
(z)=1 (as suggested in EN 1991-1-4, clause 4.3.2)
V
b
=22m/s
and c
r
(z) as calculated in Table 7.

Height C
r
(z)
(m)
0 0.781
1 0.781
2 0.899
3 0.968
4 1.017
5 1.055
6 1.086
7 1.112
8 1.134
9 1.154
10 1.172
11 1.188
12 1.203
13 1.217
14 1.229
15 1.241
Table 7: Roughness factor values

Author: GD 66

All the mean wind speeds for different heights are shown on Table 8 below:
Wind Turbulence I
v
(z)
The turbulence intensity Iv(z) at height z is defined as the standard deviation of the turbulence
divided by the mean wind velocity.
v
= k
r
x V
b
x k
l

Where,
k
I
is the turbulence factor. The value of k
I
may be given in
the National Annex. The recommended value for k
I
is 1.
V
b
basic wind velocity
k
r
terrain factor, as calculated previously.

So,
v
= k
r
x V
b
x k
l

v
= 0.1697 x 22 x 1
v
= 3.733 m/s
The recommended rules for the determination of Iv(z) are given in
the following Expression (EN 1991-1-4, clause 4.4)
I
v
(z) =
v
/ V
m
(z) for z
min
z z
max

I
v
(z) = I
v
(z
min
) for z < z
min

Height C
r
(z) C
0
(z) V
m
(z) V
m
(z)
(m) (m/s) (km/h)
0 0.781 1 17.2 61.9
1 0.781 1 17.2 61.9
2 0.899 1 19.8 71.2
3 0.968 1 21.3 76.7
4 1.017 1 22.4 80.5
5 1.055 1 23.2 83.5
6 1.086 1 23.9 86.0
7 1.112 1 24.5 88.0
8 1.134 1 25.0 89.8
9 1.154 1 25.4 91.4
10 1.172 1 25.8 92.8
11 1.188 1 26.1 94.1
12 1.203 1 26.5 95.3
13 1.217 1 26.8 96.4
14 1.229 1 27.0 97.4
15 1.241 1 27.3 98.3
Table 8: Mean wind speed values
Height Vm(z) Iv(z)
(m) (m/s)
0 17.193 0.217
1 17.193 0.217
2 19.781 0.189
3 21.295 0.175
4 22.369 0.167
5 23.202 0.161
6 23.882 0.156
7 24.458 0.153
8 24.956 0.150
9 25.396 0.147
10 25.789 0.145
11 26.145 0.143
12 26.470 0.141
13 26.884 0.139
14 27.262 0.137
15 27.640 0.135
Table 9: Wind turbulence vaqlues
Figure 10.5-2: Height vs Mean wind speed

Author: GD 67

Peak Velocity Pressure qp(z)
The peak velocity pressure qp(z) at height z, which
includes mean and short-term velocity fluctuations, should
be determined.
qp(z) = [1+7x I
v
(z)] x x x V
2
m
(z)
Where,
The air density, which depends on the altitude,
temperature and barometric pressure to be
expected in the region during wind storms.
Recommended value is 1.25 kg/m
3

(EN 1991-1-4, section 4.5, Note 2)

Wind Pressure on Surfaces, w
e

The wind pressure acting on the external surfaces, we, should be obtained from the following
expression (EN 1991-1-4, clause 5.2).
w
e
= q
p
(z
e
) x c
pe

Where,
z
e
is the reference height for the external
pressure given in Section 7,
EN 1991-1-4.
Since h<b all over the external part of
the building, z=z
e

c
pe
is the pressure coefficient for the
external pressure, (=1.2). (EN 1991-1-
4, section 7)

q
p
(z
e
) is the peak velocity pressure

Height Vm(z) Iv(z) qp(z)
(m) (m/s) kN/m
2

0 17.193 0.217 0.47
1 17.193 0.217 0.47
2 19.781 0.189 0.57
3 21.295 0.175 0.63
4 22.369 0.167 0.68
5 23.202 0.161 0.72
6 23.882 0.156 0.75
7 24.458 0.153 0.77
8 24.956 0.150 0.80
9 25.396 0.147 0.82
10 25.789 0.145 0.84
11 26.145 0.143 0.85
12 26.470 0.141 0.87
13 26.884 0.139 0.89
14 27.262 0.137 0.91
15 27.640 0.135 0.93
Table 10: Peak velocity pressure values
Height Vm(z) Iv(z) qp(z) w
e

(m) (m/s) kN/m
2
kN/m
2

0 17.193 0.217 0.47 0.56
1 17.193 0.217 0.47 0.56
2 19.781 0.189 0.57 0.68
3 21.295 0.175 0.63 0.76
4 22.369 0.167 0.68 0.81
5 23.202 0.161 0.72 0.86
6 23.882 0.156 0.75 0.90
7 24.458 0.153 0.77 0.93
8 24.956 0.150 0.80 0.96
9 25.396 0.147 0.82 0.98
10 25.789 0.145 0.84 1.00
11 26.145 0.143 0.85 1.03
12 26.470 0.141 0.87 1.04
13 26.884 0.139 0.89 1.07
14 27.262 0.137 0.91 1.09
15 27.640 0.135 0.93 1.11
Table 11: Wind pressure on surfaces

Author: GD 68

In order to simplify the analysis process, a unique value of wind pressure will be regarded for the
whole structure. The value taken is W=1.10 kN/m
2
since this is the maximum value of wind
pressure on the highest point of the structure (14.5m).
At A building y-y direction the projected area is 121.50m
2
(see Figure 10.5.3-3 and loading table
in appendix).
At B building y-y direction the projected area is 148.34m
2
(see Figure 10.5.3-4and loading table
in appendix).
At A1 building x-x direction the projected area is 232.50m
2
in appendix).
At A2 building x-x direction the projected area is 91.69m
2
in appendix).
At B building x-x direction the projected area is 139.00m
2
in appendix).

Figure 10.5.3-5: Building A1 and A2, direction x-x
Figure 10.5.3-3:
Building A1 and A2, direction y-y
Figure 10.5.3-4: Building B, direction y-y

Author: GD 69

Figure 10.5.3-6: Building B, direction x-x

10.5.3.3 Snow load (S)
The snow load is a variable load depending on the projected surface area of the structure.
According to EN 1991-1-3, Figure C.9, Birmingham is in Zone 3, so factor Z=3 is used. The
altitude of the location where the warehouse is to be constructed is approximately A=160m above
sea level. Using the expression given in Table C.1, EN 1991-1-3, the snow load can be calculated
for the specific location.
S
k
= 0.140 x Z 0.1 + (A/501) 0.140 x 3 0.1 + (160/501) S
k
= 0.64 kN/m
2

The load will be transferred from the roof to the purlins and beams, then to the columns and
foundations. Each purlin will carry the amount of snow that is subjected to the area above it and
consequently each column will carry the amount of load that is subjected to the area above it
(Figure 10.5.3-7).

Figure 10.5.3-7: Projected Roof area


Author: GD 70

The table below shows the distribution of the snow load on each part of the roof. The final
product of the table is a linear load acting vertically on the purlins and beams.
Building Member
Width
(m)
Length
(m)
Area (m
2
)
Snow Load
(kN/m)
A1
Beams 0.70 9.00 6.30 0.45
Purlins 1.40 9.00 12.60 0.90
A2
Beams 0.63 9.00 5.63 0.40
Purlins 1.25 9.00 11.25 0.80
B
Beams 0.65 15.80 10.27 0.42
Purlins 1.30 15.80 20.54 0.83

Table 12: Snow distribution on roof members
10.5.3.4 Live load (Q)
Roof Live Load.

In table 6.9, EN 1991-1-1, clause 6.3.4.1, there is a categorization of the roofs. The selected
category is H, which is for roofs not accessible except for normal maintenance and repair. The
imposed load for that category of roof is recommended in table 6.10, EN 1991-1-1, clause 6.3.4.2.
So, the roofs imposed load will be q
k
= 0.4 kN/m
2
. Following the same process as in 10.5.3.3, the
load will be converted linearly to act on the purlins and beams.
Building Member
Width
(m)
Length
(m)
Area (m
2
)
Roof Live
load
(kN/m)
A1
Beams 0.70 9.00 6.30 0.28
Purlins 1.40 9.00 12.60 0.56
A2
Beams 0.63 9.00 5.63 0.25
Purlins 1.25 9.00 11.25 0.50
B
Beams 0.65 15.80 10.27 0.26
Purlins 1.30 15.80 20.54 0.52

Table 13: Live load distribution on roof members
10.5.3.5 Crane operation dynamic load (C)
The operation of the cranes can cause horizontal and vertical forces. These forces need to be
considered in the analysis of the structure. According to EN1991, part 3, clause 2.5.2.2, the types
of horizontal forces that need to be taken into account in the analysis of an overhead travelling
crane are the following:

Author: GD 71

a) horizontal forces caused by acceleration or deceleration of the crane in relation to its
movement along the runway beam
b) horizontal forces caused by acceleration or deceleration of the crab or underslung
trolley in relation to its movement along the crane bridge
c) horizontal forces caused by skewing of the crane in relation to its movement along
the runway beam
d) buffer forces related to crane movement
e) buffer forces related to movement of the crab or underslung trolley
In order for the procedure to be simplified, one type of dynamic loading will be taken into
account. This load will be caused from the sudden stoppage of the crane. Assuming that the crane
will react as a pendulum due to the sudden stop, the horizontal and vertical forces will be
calculated in both directions. Knowing that the maximum load the crane will carry is 27 tones (i.e.
max weight of steel coil), the specifications of the cranes (i.e. max speed in both directions) and
the breadth of the hoist length, a physical pendulum reaction will be considered. The procedure is
shown below.

Figure 10.5.3-8: Pendulum forces

TE = KE + PE
Max KE = Max PE = TE m
2
= m g h h =
2
/ 2g
For the highest point (i.e. max potential energy and max , so max horizontal force):
Where, h = (L L cos)
So, (L L cos) =
2
/ 2g cos = 1 (
2
/ 2gL)
= cos
-1
(1 (
2
/ 2gL))

Author: GD 72

At that point, the tension in the rod will be:
F
t
= m g cos + m
2
/ L, but, =0 at that point, so,
F
t
= m g cos
Hence,
C
x,H
= F
t
sin
C
z,H
= F
t
cos
That value for the horizontal component will be the greatest since in the equilibrium position,
where =0
o
, the horizontal force will be 0. The value for the vertical component, however, will be
the minimum since the maximum will be at the equilibrium position point where =0
o
, given by
the following equation:
F
t
= m g cos + m
2
/ L, and since =0
o
,
C
z,L
= m (g +
2
/ L)
Continuing, the period of these load cases should be calculated. Period of a physical pendulum is
given from the following equation:
T = 2 , where:
I= mr
2
/2 + mL
2
= pendulums moment of inertia from the point of suspension.
So, the loads caused from the pendulum motion resulting from the crane suddenly stopping, will
be a periodical load case. The minimum and maximum values for both horizontal and vertical
components will be:
Horizontal
Max = C
x,H
Min = 0
Vertical
Max = C
z,L
Min = C
z,H

There are four different cases that will be examined for the different pendulum lengths and
speeds. The spreadsheet tables below show the results for each case.


Author: GD 73

Case 1 (longitudinal movement of crane)
DATA RESULTS
= 0.667 m/s = 3.68
o

m= 27000 Kg Ft= 264.32 kN
L= 11 m C
x,L
= 0.00 kN
g= 9.81 m/s
2
C
x,H
= 16.96 kN
C
z,H
= 263.78 kN
C
z,L
= 265.96 kN
I= 3278551 Kgm
2

T= 6.66 sec

Case 2 (longitudinal movement of crane)

Case 3 (cross movement of crane)
DATA RESULTS
= 0.4167 m/s = 2.3
o

m= 27000 Kg Ft= 264.66 kN
L= 11 m C
x,L
= 0.00 kN
g= 9.81 m/s
2
C
x,H
= 10.62 kN
C
z,H
= 264.44 kN
C
z,L
= 265.30 kN
I= 3278551 Kgm
2

T= 6.66 sec

Case 4 (cross movement of crane)
DATA RESULTS
= 0.4167 m/s = 5.39
o

m= 27000 Kg Ft= 263.70 kN
L= 2 m C
x,L
= 0.00 kN
g= 9.81 m/s
2
C
x,H
= 24.76 kN
C
z,H
= 262.54 kN
C
z,L
= 267.21 kN
I= 119551 Kgm
2

T= 2.98 sec
DATA RESULTS
= 0.667 m/s = 8.63
o

m= 27000 Kg Ft= 261.87 kN
L= 2 m C
x,L
= 0.00 kN
g= 9.81 m/s
2
C
x,H
= 39.28 kN
C
z,H
= 258.91 kN
C
z,L
= 270.88 kN
I= 119551 Kgm
2

T= 2.98 sec

Author: GD 74

These loads will be inserted into the software analysis program as periodic sine functions:

Figure 10.5.3-9: Sine loading function
10.5.3.6 Roofs dead load due to cladding (R)
The roofs dead load is calculated in 10.3.2. The value in 10.3.2 is in kN/m
2
, so the same process
will be followed to convert that to a linear load (kN/m) for the members affected.
Building Member
Width
(m)
Length
(m)
Area (m
2
)
Dead load
(kN/m)
A1
Beams 0.7 9 6.3 0.033
Purlins 1.4 9 12.6 0.066
A2
Beams 0.63 9 5.63 0.029
Purlins 1.25 9 11.25 0.059
B
Beams 0.65 15.8 10.27 0.031
Purlins 1.3 15.8 20.54 0.061

Table 14: Dead load distribution on roof members
10.5.3.7 Lateral loading due to cladding (L)
The load acting to the sides of the structure due to cladding will be distributed in the same way as
the wind load. The load due to the cladding will only act vertically on the columns.
All the values are shown within the load calculation tables in the appendix.
10.5.4 Load combinations
Initially, all of the load factors should be determined. Looking at the appropriate sections of
Eurocode, we get:


Author: GD 75

Crane factor 1.35 (table A.2, EN 1991)
0
=1.0,
1
=0.9
Dead load factor 1.35
Live load factor 1.50 (table A1.1, EN 1990, page 52)
0
=1.0,
1
=0.9,
2
=0.8
Snow load factor 1.50 (table 4.1, EN 1991, part 1-3, page 17)
0
=0.5,
1
=0.2
Wind load factor 1.50 (table A1.1, EN 1990, page 52)
0
=0.6,
1
=0.2
The load cases considered will be made up of the following:
Load
case
Dead load Live load Snow load Wind load Crane load

0

1

0

1

0

1

0

1

1 1.35 1 1.5 - - 1.5 - - 1.5 - - 1.35 - -
2 1.35 1 1.5 1 - 1.5 0.5 - 1.5 0.6 - 1.35 1 -
3 1.35 1 1.5 - 0.9 1.5 0.5 - 1.5 0.6 - 1.35 1 -
4 1.35 1 1.5 1 - 1.5 - 0.2 1.5 0.6 - 1.35 1 -
5 1.35 1 1.5 1 - 1.5 0.5 - 1.5 - 0.2 1.35 1 -
6 1.35 1 1.5 1 - 1.5 0.5 - 1.5 0.6 - 1.35 - 0.9

Table 15: Load cases

10.5.5 Design of Members
10.5.5.1 Portal rafter design
Loading
The total factored loading acting on the purlins is already calculated in loading table in appendix,
the value of which is 1.47kN/m (including cladding, live load and snow load). Assuming that the
load from the self-weight of the purlins and the rafter will be 0.07kN/m
2
and 0.15kN/m
2

respectively, the final load can be calculated as well. The projected area exposed to that load is
1.3mx7m.
There are 8 purlins in total at 1.3m distance with 7m length.
Hence:

Author: GD 76

Q=[1.47+(0.07+0.15)x1.35x1.3]x7 Q=13kN

Figure 10.5.5-10: Portal frame
In order to proceed with the analysis, it is assumed that the dynamic loading is negligible since
there is no theoretical background in such kind of loading.
It is also assumed that the wind load is taken by the bracings in each direction.
Continuing, the structure is symmetrical (both the frame and the loading) so half of that can be
taken. The based is pinned while all the connections between the rafter and the column are
assumed to be fixed.

Figure 10.5.5-11: Half Portal Frame

Author: GD 77

V=13x7+2x6.5 V=104kN
M=[(1+2+3+4+5+6+7)x1.3x13]+[6.5x(1.3x8)] M=504.8kN

Figure 10.5.5-12: Free Bending moment Diagram for Loading

Figure 10.5.5-13: Reactions of Loading - Angle Calculation

Figure 10.5.5-14: Reactant Bending Moment Diagram


Author: GD 78

As the loading is symmetrical, then the out of balance force S=0.
Setting up equilibrium equations at points A, B and X gives:
At A: 540.8-(M+12R) =0
At B: 540.8-(M+2R) =-m
p

At X: 8.45-(M+0.25R) =m
p

Solving these equations gives:
B and X: 540.8-M-2R=-8.45+M+0.25R 549.25-2M-2.25R M=274.625-1.125R
Substituting that to A: 540.8-274.625+1.125R-12R=0 266.175-10.875R=0 R=24.475 kN
Back substituting that to the previous one: M=540.8-12x24.475 M=247.1 kNm
Back substituting those to X: m
p
=8.45-247.1-0.25x24.475 m
p
=-249.43 kNm

The moment at point Y will be: M
y
=(6.5x2.6+1.3x13)-(M+0.5R)
M
y
=(6.5x2.6+1.3x13)-(247.1+0.5x24.475) M
y
=-225.54
As soon as m
p
> M
y
>M, that means that the m
p
is nowhere exceeded, so the collapse will occur at
point X.

Figure 10.5.5-15: Final Collapse Mechanism


Author: GD 79

Hence the plastic section modulus (z
p
) required for the rafter section assuming grade 43 steel is
given by:
z
p
= x(m
p
/275)x10
3
z
p
= x(249.43/275)x10
3
assuming a load factor =1.6
z
p
=1.6 x(149.43/275)x10
3
z
p
=1451.12 cm
3

Hence a 457x191x74 section is suitable, with z
p
=1650 cm
3
.
So, M
p rafter
=1650x275x10
-3
M
p rafter
=453.75 kNm
10.5.5.2 Column Design
Hence taking moments to the left of X gives:
1.3x13x (1+2+3+4+5+6) + (1.3x7x6.5) + Rx(10+2-0.25) - (24.475x7x1.3)= - M
p rafter

414.05 + 11.75R - 222.72 = - 453.75
R= 54.90 kN (factored load)
Knowing the size of the rafter section, the plastic hinge will occur at a distance of approximately
700mm below the column/rafter intersection.

Having calculated R, the required plastic modulus for the column section can be determined by
taking moments about the column/haunch hinge.
M
p column
= (10-0.7) x 54.90 M
p column
= 510.57 kNm
So the minimum required plastic modulus for the column is:
z
p column
= (M
p column
x10
3
)/275 z
p column
= 1856.62 cm
3


Author: GD 80

According to the analysis made in software analysis program SAP2000, a column section
356x368x153 was chosen, so use that section, with:
z
p
= 2960 cm
3

Checking the equilibrium to determine the actual load factor :
At A: 540.8-(M+12R) =0
At B: 540.8 -(M+2R) = 2960x275x10
-3
At X: 8.45 -(M+0.25R) = -M
p rafter

Subtracting equation 2 from 1 gives:
-10R= - 814 R=81.4kN
Subtracting equation 3 from 1 gives:
532.35 -11.75R = 453.75 532.35 -11.75x81.4 = 453.75 532.35 -956.45 = 453.75
=2.54 > 1.6 therefore OK.
Substituting back to equation 1 to determine M:
540.8-(M+12R) =0 540.8x2.54 -M -12x81.4=0
M=396.83 kNm < 453.75 therefore OK.

Hence, according to the hand calculations process, the following sections will be used:
Rafter: 457x191x74 UB
Column: 356x368x153 UC
These sections will differ from those selected from the software program analysis since the hand
calculations do not include dynamic loads.

10.5.5.3 Connection Design
The connection which will be designed is the connection between the portal rafter and the column
of building B.

Author: GD 81

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

T/919= T/793 793 = 919 T =793/919 =0.863
T/919= T/668 668 T = 919 T =668/919 =0.727
T/919= T/397 397 T = 919 T =397/919 =0.432
T/919= T/271 271 T = 919 T =271/919 =0.295
T/919= T/146 146 T = 919 T =146/919 =0.159
So since M
max
= 982.63 kNm:
Tx919 + Tx0.863x793 + Tx0.727x668 + Tx0.432x397 + Tx0.295x271 + Tx0.159x146 > 982.63

T x(919+684.36+485.64+171.50+79.95+23.21) > 982.63 kNm

Author: GD 82

T x 2.364 > 982.63 kNm
T>415.66 KN
So each bolt should be able to carry T/2 = 207.83 kN
So use:
M24 grade 10.9 with tensile strength F
t,Rd
=254 kN
Joint shear resistance
Bolts in shear
V
Rd,1
=0.8 x x F
V,Rd

The shear resistance of a single bolt FV,
Rd
is given by:
FV,
Rd
= (
V
x f
ub
x A)/
M2

Where,
M2
= 1.25 for shear resistance
V
= 0.6 for grade 10.9 bolts
A= As = tensile stress area= 353 mm
2

Total number of bolts is n=12
f
ub
= Ultimate tensile strength = 800 N/mm
2

So,
FV,
Rd
= (0.6 x 800

x 353 x 10
-3
)/1.25 = 169.44 kN
V
Rd,1
=0.8 x 12 x 169.44 = 1626.62 kN > 238.73 kN

So use 12 M24, 10.9 bolts for the connection of portal rafter to column (building B).


Author: GD 83

10.5.5.4 Bill of Quantities
Building A1:

Building A2:

Building B:

Member Member description Chosen member
Member size
(m)
Quantity
Total Length
(m)
Total weight
(tonnes)
1 Columns 356x406x634 UC 13.50 14 189.00 119.83
2 Portal rafter 533x312x182 UB 14.50 14 203.00 36.95
3 Beams 356x127x39 UB 9.00 15 135.00 5.27
4 Purlins 127x76x13 UB 9.00 100 900.00 11.70
5 Bracings 430x100x64 PFC 8.10 24 194.40 12.52
6 Rafter haunches 1/2 of 533x312x182 UB 2.00 28 56.00 5.10
7 Plate at rafter ends 372x1125x20 28 1.83
8 Plate at columns-rafter connection 372x1125x20 28 1.83
9 Plate at columns-beam connection 500x350x20 30 0.82
10 Plate at beams 500x350x20 30 0.82
11 Bolts at columns-rafter connection M24, 10.9 14
13 Plate at columns-base connection 500x500x20 10 0.39
14 Crane rails Crane rail QU70 70x120x76.5x28 2 109.00 5.76
15 Column stiffener 170x290x10 56 0.22
16 Rafter Stiffener 320x480x10 112 1.34
Member size
(m)
Quantity
Total Length
(m)
Total weight
(tonnes)
1 Columns 356x406x634 UC 13.50 14 189.00 119.83
3 Beams 356x127x39 UB 9.00 15 135.00 5.27
4 Purlins 127x76x13 UB 9.00 40 360.00 4.68
5 Bracings 430x100x64 PFC 16.00 6 96.00 6.18
10 Plate at beams 400x480x20 20 0.60
Member size
(m)
Quantity
Total Length
(m)
Total weight
(tonnes)
1 Columns 356x406x340 UC 10.00 10 100.00 34.00
3 Beams 457x151x74 UB 13.50 7 94.50 6.99
4 Purlins 127x76x13 UB 13.50 56 756.00 9.83
5 Bracings 260x90x35 PFC 16.00 10 160.00 5.57
10 Plate at beams 500x350x20 14 0.38

Author: GD 84

Storage Racks:

10.5.6 Storage Racks
It is considered that there will be twice as much product stored on the racks as it will be the daily
production. The daily production reaches 500 tons, so assuming an average of 20 tons per coil,
there is a need of 50 pigeon holes. The storage rack system (Figure 10.5.6-17) will be 3-storey
height, so 17 pigeon holes per row (51 in total). With a maximum diameter of 1.85m for steel
coils, a 3m gross pigeon hole can be used (including steel section width and tolerance for the coil
to be lifted from cranes). That gives 51m of storage rack system with 2.75m x 2.80m net hole for
the coil to be stored. The maximum capacity of the storage racks will be 1377 tons.
The design of the storage racks was made in SAP 2000 software analysis program taking into
account all the load cases and load combinations described above. Drawings of the storage racks
pigeon hole system are provided in the appendix.

Figure 10.5.6-17: Storage Racks
10.5.7 Discussion of analysis
The analysis made has taken into account the load calculations based on Eurocode guidance. The
loads calculated are the worst loads that can be applied on the structure for the worst
Member size
(m)
Quantity
Total Length
(m)
Total weight
(tonnes)
1 Columns 203x203x52 UC 9.00 24 216.00 11.23
2 External beams 203x133x30 UB 3.00 102 306.00 9.18
3 Cross beams 178x102x19-A UB 2.00 57 114.00 2.17
4 Coils support CHS 323.9x5.9 2.00 68 136.00 6.70
5 Bracings 230x75x26 PFC 3.60 48 172.80 4.44
7 Plate at beams 200x200x20 318 1.98

Author: GD, CP 85

environmental effects, the worst case of live loads and maximum possible crane loads (both static
and dynamic). In case that all these loads acting all together at the same time they will lead to a
slightly over design result. For that reason several load cases were used including reduced factors
for some loads, so they are not all at their maximum value the same time. As a result the worst
load combination was found which leads to a safe and efficient design.
Furthermore, the wind load applied on the structure may have any possible direction in both the
horizontal and vertical plane. The present examines the wind load effect only in the horizontal
plane in two different directions (x and y). The wind load may, in some cases, cause turbulence
effects or negative pressure on the internal of the building but in order to simplify the analysis the
assumption of vertical load acting on surfaces was made.
Continuing, it is good to mention that steel will always suffer from corrosion due to oxygen and
moisture. In the case of the industrial buildings, that problem becomes bigger since the members
are not covered by walls. The corrosion of steel could exceed 100m per year. That would cause a
reduction in the strength of steel members since their section area would be reduced as well. For
that reason, the steel members should be protected by a coating. A very important factor for the
performance of coating is the preparation of the steel surface. Then an organic coating (paint) or a
metal coating (zinc) can be placed. That will extend the work life of the structure and make it
more resistant in environmental effects. (Prof. GAR Parke, 2010).
Finally, it is worth mentioning that the aim of the design was met. A steel stockholding
warehouse, resisting the worst load cases caused by wind effects, snow fall, crane operation and
self-weights, was designed successfully given a safe design. Steel member sections used are
appropriate to sustain the environmental effects described as well as the imposed loads and self-
weight. It is important to mention that the sections used are not the only ones that could sustain
the loads applied; however, they are giving a safe solution.
Assumptions
Analysis is carried out using plastic analysis. It is assumed that failure will be plastic
collapse rather than local buckling of the columns/ rafters
Self weights are assumed to be negligible for the purpose of calculations for the lighting,
glasswork, gutters and downpipes
11. External Warehouse Layout
When considering the external infrastructure for the steel stockholders it is important to consider
numerous different aspects. These include how the vehicles will manoeuvre on site, and the
location of the services and utilities.

Author: CP 86

11.1 Traffic Management
11.1.1 Site Manoeuvrability
The way the vehicles manoeuvre around site is important for safety, productivity and
effectiveness. A 10mph speed limit will be enforced for the whole site to insure safety for
everyone on site (HSE-1, 2010). As the LGVs are rear loaded into both the dispatch and delivery
bays, reversing positions need to be considered as well as the general manoeuvrability. EU
Regulation 96/53/EC specifies that vehicle combinations must be able to turn within a swept
circle having an outer radius of 12.5m and an inner radius of 5.3m (i.e. a swept path of 7.2m).
The entire route will be designed with the swipe path as the minimum. (Knight, I et al, 2008)
An easy and effective way to combat many of the safety hazards is to create a one way system
around the site. The system starts at the North-West corner, and flows clockwise around the steel
stockholder building. The LGVs are separated out into dispatch and delivery accordingly. The
LGVs route passes along the canal side, however, the distance from the canal side will never be
less than 12m and such will not interfere with the retaining wall.
The route also crosses the canal crane to the right-hand side the crane column, the minimum
clearance height of a motorway bridge is 5.1m and this is the assumed clearance height of the
crane. The actual clearance area for the LGV is 6.2m wide by 7.62m high, this allows adequate
room for manoeuvring (Figure 11.1-1 - Quay
Crossing) The LGV can now either reverse into the
Dispatch bays or leave through the Exit. The LGVs
are required to stop for weigh-in on both entrance
and exit. The traffic management system is shown in
Figure 11.1-3 - Traffic Management. (HSE-2, 2010)
11.1.2 Customer and Staff Car Park
Car parking spaces are required for the staff of the steel stockholders and any visitors the site may
have. As the site has multiple LGVs manoeuvring around it throughout the day it is important to
create a safe area for the staff and visitors. The easiest way to create this is to place the car park
directly adjacent to the front entrance/offices, this means that there is no need to cross or walk
near any manoeuvring vehicles. The whole car parking vicinity is to be marked off with paint
hatching and safety barriers which LGVs will not be allowed to cross; this boundary will be a
minimum of 1m away from any vehicles and pedestrians i.e creating a safe working area. Car
parking spaces are required by regulations to be a minimum of 2.4m by 4.8m. There are 25 spaces
on site as shown in Figure 11.1-3 - Traffic Management.
Figure 11.1-1 - Quay Crossing

Author: CP 87

11.1.3 Entrance, Exit and Security fences.
Separate entrance and exit gates for the steel stockholder are required. The width of the gates are
15m, as vehicles will need to navigate a 90
o
turn at the this point.. The gate will be 3m tall to
prevent unauthorised access and constructed from Galvanised steel and the system is supplied
with safety equipment. These include failsafe systems such as an infrared detection, and is
powered by a single phase 230 vac. The gate can either be operated automatically or by an
attendant. (EDS, 2010).
The site is required to be kept secure at all times; which involves stopping trespassers from
entering the site. Considering the total value of steel kept on site at any one time, it is important to
have adequate protection. Palisade Fencing shall be used as it offers very high security levels for
an affordable cost. The fencing is constructed from galvanised steel to BS729 as it is long term
weather resistant. (Total Security Solutions, 2009)
W section fences are used as they are an extensive head protection system that are difficult to
tamper with and also produce a cleaner overall appearance. The head protection system for
optimum protection is a Triple pointed system, because it offers a deterrent as a result of its
physical shape and appearance. The system is quoted as being resistant to attempts by pry, ram,
bending, dislocation and dismantlement. The total length required is 430m for the perimeter of the
site. (Total Security Solutions, 2009)
11.1.4 Safety Barrier
Parapet style safety barriers will be required at various locations around the site, including all
building corners, around the car park, and with particular attention around the canal crane
crossing columns. These barriers are designed to deflect the force of the vehicle away from the
crucial structural elements. The parapets will be constructed to BS6779-1:1998, Highway
parapets for Bridges and Other Structures, Part 1 Metal construction. These will act effectively as
two end plate barriers connected together. This could withstand an impact load of 47T travelling
at speeds of up to 10mph. (BS 6779 1 : 1998)
11.1.5 LGV waiting area
As there could be up to 40 LGVs either for delivery or dispatch and only 9 bays, this means that
a waiting area will need to be designed. 6 delivery and 6 dispatch spaces will be required on site,
separated out into 4 dedicated lanes. Each LGV space will be 13m long by 4m wide, plus
allowance for vehicle turning circles.


Author: CP 88

11.1.6 Weigh-Bridge
A Weigh-bridge (also known as a Truck Scale) will be
required to weigh the LGVs before and after the LGVs
leave or enter the site. These systems can either be
temporary or permanent, dependant on their purpose; this
can either be manned or completely automatic. A
permanent weigh centre will be installed near the
entrance/exit to the site, which will act as a lay-by. The
site will be manned by a member of staff, who will log
the weights. The purpose of the weigh-bridge is to
verify the delivery and dispatch items, as any discrepancies in the weight would indicate an error.
Examples of this error would be mean wrong material, wrong coil/package or even theft. This
staff member and hut would also act jointly as a security desk, as shown in Figure 11.1-2 -
Weigh-Bridge. (Cardinal, 2010).

Figure 11.1-2 - Weigh-Bridge
Author: CP 89

Figure11.1-3 - Traffic Management

DELIVERY DISPATCH
Vehicle Route Key : Forward Movement (Entry); Reverse Movement (Un/Loading); Forward Movement (Leaving Site)
Author: CP 90

11.2 Site Lighting
Site lighting is required for all areas of the site, including internally throughout the warehouse,
along the entire quay/canal side, around the LGV route and parking areas. Light pollution is of a
key importance due to the Nature Reserve being located directly adjacent to the site, and as such
all lights must not point directly towards the South-East (i.e. in the direction of the Nature
Reserve).
The lights will either be mounted onto the building or on masts as per
required. The chosen light as shown in Figure 11.2-1 Challenger-1, is
designed for large open areas. This light has a maximum angular light
path of 60 , which can be increased to up to 75 by manoeuvring its
hinge. Assuming a 15m high mast a 17.1m radius of white light will
be created. This value can used to map out the location of the lights. The
approximate location is shown in Figure 11.3-1 - Drainage and Light Map. (Abacus, 2010).
11.3 Drainage
The area of covered ground for the site is approximately 16,850 m
2
which means that there will be
a large amount of rain water runoff. To combat this drainage system will need to be installed onto
the site. Drainage pipes will be installed on a
network to carry the excess water from the
steel stockholder roof structure and deposit
the water safely into the canal. No permit is
required to deposit this water into the
watercourse. This is providing that the water
is not treated or contaminated in any way.
Drainage gullies will be used to collect the
rainwater run-off from the car park area and
all other hard-cover surfaces. The water will
be funnelled into these gullies with the
assistance of a camber. These pipes will then
be connected into a Sustainable Urban
Drainage System (SUDS). The system as
shown in Figure 11.3-1 - Drainage and Light
Map, will need to collect the water from the
system and pass it through a series
Figure 11.2-1
Challenger-1
Figure 11.3-1 - Drainage and Light Map
Author: CP, TO 91

of interceptors and filters, which will require maintenance. SUDS function by one of four
methods: Stilling, filter drains, infiltration devices and basins. The process works by providing
flow attenuation and such uses the natural processes to remove pollutants through the process of
sedimentation, filtration and biodegradation. As the site is very limited on space near the
watercourse the easiest and most effective system will be one where the SUDS acts as a stilling.
The stilling pond will fill during the heavy rainfall months and then will flow down the wetland
habitat and during this process will produce clean water. All foreign objects and water pollutants
will be removed by the slow natural filtration process. The wetland habitat will be a grateful
addition to the local environment with the nature reserve being located adjacent. The advantages
of SUDS are the prevention of pollution by breaking it down naturally at the source, control of
flooding during peak rainfall, recharge ground water and creating a wetland environment for
wildlife. (Robert Bray, 2010)
12. Method Statements & Risk Assessments
12.1 Risk Assessment
The following risk assessment aims to highlights the risks associated with constructing the
warehouse. This includes general risks and those associated with specific tasks such as; Quay
Construction, Foundation Construction and erection of steel works. Risks are rated on a severity
rating and also the likelihood of occurrence.
Key

Item Activity Hazard/ Risk
Identified
Severity Method to Reduce Risk
General
1.1 Public Safety Trespass-
unauthorised
access
Injury or fatality to
member of public
as a result of
15 Secure access to work areas to be locked
following access by work party.
All staff to be aware and report any
unauthorised persons to the site manager.
Secure access canal side of the works to

Author: TO 92

conflict with site
operations
prevent access
1.2 Slips, trips and
falls
Personal Injury 9 Housekeeping to be continuously
monitored to ensure a safe and clear
access / egress is maintained. Site safety
inspection to be carried out. As a
minimum, site specific PPE to be worn at
all times. Work place to be kept tidy.
1.3 Manual Handling/
lifting
Personal Injury 9 All loads to be assessed before lifting.
Loads shared if >25 kg mechanical
lifting / handling methods employed
where practicable. Ensure operatives are
trained in manual handling techniques.
1.4 Noise Personal Injury 10 Noise levels to be monitored and hearing
protection provided. If levels reach
80dBA mandatory wearing of hearing
protection
1.5 Working near
water
Injury or fatality
due to fall
Vials Disease
15

15
Barriers to be installed along canal edge.
Buoyancy aids to be located next to canal
in case of operative falling in.
Enforce good hygiene
1.6 Working with
Lifting Plant
Injury due to being
struck by
moving/slewing
plant

Mechanical means
i.e. Scissor Lift
Collapse or
overturning of
elevated platform

15

12

Plant operator to be briefed to ensure that
prior to moving the machine in any way
the machine controller is visible to the
machine operator. The machine operator
must not move the machine at all until the
operator is in a point of safety i.e. can be
seen.
Restrict movement of pedestrians in
operation area.
Ensure that scissor lift platform is
thoroughly examined and recorded by
competent personnel prior to works
commencing. Do not exceed safe working
load. Ensure that the correct type of plant

Author: TO 93

Operative falling
from
platform/carrier
basket

12
is specified for intended work.
Only trained and competent personnel to
operate vehicles.

All operatives in platform to be wearing
harness with 100% tie off. The platform
must only be used within the
manufactures recommended wind speeds.
Elevated platforms must be fitted with
emergency lowering controls.
1.7 Traffic Flow Vehicle impact/
Distract vehicle
drivers
12 All operatives to pay attention whilst on
site and follow all signage.
1.8 Mobile Phones Not concentrating 10 Ensure mobile phones are not used on site
except in allocated areas.
Warehouse Construction
1.9 Working with
hazardous
materials
Wood dust from
cutting scaffold
boards.

Grease for coating
threads of bolts.

Denso tape for
wrapping ends of
bolts and ends of
threads.
12 Appropriate PPE (including goggles and
masks) and tools to be used.
Dust monitoring equipment available
should dust levels warrant monitoring.
Stop work immediately and report
excessive dust, travel of dust off site or
complaints.
Disposable rubber gloves to be worn
when working with grease or Denso tape.
COSHH Assessments to be completed
prior to starting works
2.0 Adverse weather
working in rain
and wet conditions
Working in high
winds
Slips / trips and
falls (persons and
equipment)
Fall of men and
materials (i.e. loss
of balance / grip).
12

12
Wear appropriate PPE. Care in handling
wet / slippy materials tools.
Review the type of work to be carried out
(not advisable to strike/ erect roof if wet).
Site manager/ supervisor to review on site

Author: TO 94

Sun

Ice conditions
Handling materials
(i.e. plywood /
sheeting).
Sunburn/ Skin
cancer/
Dehydration
activities and depending on tasks being
carried out restrictions may be placed on
work activities for the remainder of the
shift in high winds.
Advice on working in such conditions:
not exposing too much flesh to the suns
rays mandatory cover up policy
onsite/ use of sun block. Take regular
drinks of water (water to be readily
available).
Work conditions to be reassessed.
Appropriate warm clothes to be worn
2.1 Working at height Fall from height 16 Harnesses worn by all operators working
on MEWPs. Only trained and competent
personnel to operate vehicles.
2.2 Working at height Falling materials 16 All areas in the vicinity will be cordoned
off with barriers and signage. Moving
materials in sealed container
Quay and Foundation Construction
2.3 Installation of
sheet piles
Collapse of river
bank

Overturning of
sheet piles
15

12
Excavation of river bank to be completed
in sections, sheet piles then installed.
Move onto next section once complete.
Full ground assessment carried out.
Installation of temporary sheet piles to
prevent flooding of excavated area.
Follow correct, up to date design and
enforce good practice on site.
Author: TO, EH 95

2.4 Working with
hazardous
materials
Oil and grease
from machines
Diesel

12 Appropriate PPE (including goggles and
masks) and tools to be used.
Disposable rubber gloves to be worn
when working with grease and oil
COSHH Assessments to be completed
prior to starting works.
On site drip trays available and to be
placed under plant whilst not in use.
2.5 Handling concrete Concrete burns /
long term health
impact
8 All personnel working in close contact
with wet concrete or grout to be briefed
on dangers of burns. Correct PPE water
proof gloves and boots and eye protection
- to be worn.
2.6 Ground
compaction
Noise/ Vibration 8 Hearing protection to be worn and
operatives to be briefed on risks due to
vibration.
2.7 Vehicles
movements
Vehicle /
personnel
collisions
9 Speed limit in place and all vehicles to
have operational flashing beacons when
moving. All personnel to wear Hi Viz at
all times.
Concrete delivery trucks to be banked
onto pump. Pedestrian route to be
established and maintained. Road ways to
be maintained in good order.
2.8 Excavation works Hitting live
services
12 Permits to dig to be completed. Full
service check to be carried out before
excavation works commence.

12.2 Site Preparation Method Statement
A full site investigation must be carried out prior to any construction beginning to confirm the
assumed ground conditions and hence the designs of the foundations and infrastructure.
Author: EH 96

Temporary secure fencing must be erected around the perimeter of the site to prevent public
trespass onto the site. Secure gates must be erected at the site entrance for the same purpose and
also to deter thefts from the site.

The area dedicated to the welfare and storage units will be levelled and suitable hard standing
must be laid and levelled. The welfare and storage units will then be bought to site and placed. A
hard standing area for the use of car parking, plant storage and materials storage will be cordoned
off. Pedestrian routes must be in place to segregate pedestrians from traffic.

The drainage runs for the network will be set out by the Engineer. The trenches will be dug for the
drainage pipes and lined with bedding stone. The pipes will then be laid and then surrounded by
the bedding stone. The trench will then be backfilled to the correct level and compacted.
Manholes will be constructed at the required locations and the drainage will be linked to the
mains drainage runs.
12.3 Quay Construction Method Statement
The area on which the construction plant will stand will be excavated to a suitable depth and
replaced with temporary hard standing material to provide supportive ground for a 10 kN/m
2
construction loading.

Temporary sheet piles will be inserted using vibration and pressure along the existing canal bank.
This will provide support once excavations of the quay area have commenced. The temporary
sheet piles must extend far enough past either end of the quay to prevent flooding of the
excavation. They must also be inserted to the correct design depth to prevent overturning.

The excavation of the berth area will be done in stages. The first stage will be to insert the sheet
piles for the northern wall. They must be inserted to ensure that the interface with the temporary
sheet piles is watertight to prevent flooding. The northern end of the berth will then be excavated
to the full depth of 1.8m and a length of 2m. The excavator will stand on the hard-standing behind
the piles to minimise the risk of the excavation collapsing. The end of the excavation not
supported by sheet piling must be benched back to prevent collapse and the area must be
cordoned off with barriers to stop the risk of pedestrians entering the excavation. The excavator
must stay behind the barrier and its movements controlled by a banksman to ensure there is no
risk of it falling into the excavation. Once this section is completely excavated, the process will be
repeated for the next 2m of the berth until the entire berth length has been excavated to the full
depth and all sheet piles have been inserted.

Author: EH 97

The base of the berth will be backfilled 300mm with coarse gravel to form the bed. This will be
lowered into the excavation by the excavator and compacted with a small remotely controlled
roller, also lowered into the excavation by the excavator. This will bring the berth to its finished
depth of 1.5m.

Starting at the northern end, 4m of the temporary hard-standing will be removed. The sheet piles
will then be back filled with structural fill. Structural backfill will be placed in 300mm layers and
compacted to the relevant specification. A 150mm layer of drainage stone will be placed directly
behind the piles to allow drainage. The level of the structural fill will come to the underside of the
designed concrete thickness. The next 4m of temporary hard standing will then be removed and
the same process of structural fill and drainage stone will be applied. This process will be repeated
until the last section. When back filling the last section, ducting for the water and fire hydrants
must be laid ready for connection. These ducts must be left sticking out of the ground and must be
covered to ensure they do not become blocked. The ducting for the water hydrant must be laid to
the mains supply ready for connection. This connection must be completed by the administration
responsible for the water mains in this area (Severn Trent Water Ltd.) Drainage flap valves will
then be installed at the low water mark and will link into the bottom of the drainage layer behind
the sheet piles.

The same material used for the drainage medium will also be used to form the scour apron at the
interface between the sheet piles and the base of the berth excavation.

A fuel tank must be placed on site to allow the narrow boat to fuel up whilst in berth. This tank
will be buried in a location so that it is near to the quay, can be accessed easily be a bowser for
refilling and does not interfere with the warehouses structural foundations. The area will be
excavated and the sides benched back to prevent collapse. The excavation must be lined with an
impermeable membrane to prevent seepage of the fuel into the surrounding ground in the case of
a leak. The tank must then be lowered into place with the excavator. Backfill will be placed in
layers of 300mm and compacted to the relevant specifications. The tank will be connected to the
previously laid ducting for the hydrant and completely backfilled. It must be ensured that the
entry fitting that will allow filling of the tank remains above ground level and is properly
protected and identified.

The reinforced concrete slab will be placed at the same time as the floor slab for the warehouse
construction; therefore, temporary fill will be placed up to the finished level. This fill will then be
removed and replaced with the permanent reinforced concrete slab.

Author: EH 98

Once the permanent reinforced slab has been poured, cores will be made for the mooring posts
and the post required for the buoyancy aid, signage and lighting, which will then be installed. The
hydrants will be positioned over the ducting and connected up. A steel rail must be attached to the
rim of the quayside to act as a barrier in the case of loading by forklift.
Once all works have been completed the temporary sheet piles can be removed to allow the berth
to fill with water and become live.
12.4 Foundations Method Statement
Each pile location will be set out by the Engineer. A piling rig will be brought to site and
mobilised. The pile rig team will drill each of the piles with an auger. Reinforcement cages will be
brought to site pre-formed and dropped into the pile locations. When the concrete arrives on site,
a slump test must be carried out to ensure it is to the correct specification. The concrete will then
be pumped to the correct levels ensuring that the starter bars of the reinforcement cage remain
uncovered. It must be ensured that the concrete is properly vibro-compacted.

The Foundation will be first set out to the correct depth and geometry by a surveyor. Excavations
will start at one end of the dig. The sides of the excavation must be benched back to ensure that
the risk of collapse is minimised. Pedestrian barriers will be erected as the excavation progresses.
The movements of the excavator and other plant must be carefully controlled by a banksman.
Spoil will be removed from site via road wagons. The entire foundation foot print will be
excavated to allow a continuous concrete pour. The base of the excavation will be rolled and CBR
tests will be carried out to ensure the ground is the correct stiffness. If the values are not reached
the soft spot must be removed and replaced with stiffer material and rolled. A layer of blinding
concrete will then be poured into the base and allowed to cure. Form work will then be erected for
the foundation outer edge and also the two pit areas.

A waterproofing membrane will be placed between the blinding and raft slab. Care must be taken
to ensure the waterproofing does not tear or become damaged during the following stages before
the concrete pour.

The steel for the reinforcing cages will be brought onto site when required and the cages will be
constructed by steel fixers. They must be tied into the reinforcement cages from the piles. Ducts
for the services entering the building will be placed at this point and the ends covered to prevent
blockages.


Author: EH 99

Once the reinforcement cages have been inspected the concrete pour can begin. The concrete will
be brought in from off site and will be continuous so no cold joints are formed within the
foundation. Before pouring, a slump test will be performed by the Engineer to ensure it is to the
correct specification. A vibrating poker must be used to ensure maximum compaction is
achieved. The floor slab is incorporated into the foundation and hence once this level is achieved,
the concrete surface must have a layer of screed to the correct texture. Holding down bolts must
be attached to the reinforcement in the locations of the columns. Once the pour is completed, it
must be allowed to cure properly to ensure the correct properties are achieved and the foundation
is as durable as possible.
12.5 Warehouse Construction Method Statement
Steel base pads must be fixed over the holding down bolts for each column. The levels for each
column must be set out to ensure they are at the correct level. The base pads can then be adjusted
to the correct level and grouted underneath if there is a level difference between the floor slab and
the pad. A 50 ton crane is required to lift the steel members into position. This will arrive on site
at the same time as the steel members. The columns will be lifted into position one by one and
bolted to the base pads. The torque of the bolts must be checked to the specification. The beams
will then be lifted into position and bolted to the columns, again to the specified torque. Finally
the purlins and sheeting rails will be attached to the roof and wall sections respectively. Once the
frame is fully erected it must be inspected and passed off before the next stage of construction.

The external wall and roof claddings will be fixed simultaneously. Once delivered to site each
cladding sheet will be fixed to the sheeting rails or purlins. A MEWP can be employed to lift the
wall cladding into place and the roof cladding will be lifted with the crane. GRP translucent
sheeting will be fixed onto the roof cladding, the positions of which will be set out by the
Engineer. The cladding must coincide with the structural movement joints which will be checked
during an inspection. Windows, doors and shutters can now be erected to ensure the warehouse is
waterproof.

Once the structure is completed, guttering and drainage pipes can be affixed to the outside and
linked up to the drainage network using the MEWP. Electrical and water pipes will now be
connected to the structure via the ducting through the foundations. Internal walls and floors will
be erected to form the office and welfare areas. The mechanical and electrical fit out can begin to
supply all areas of the warehouse and allow lighting and power supplies to be established. The
toilet and sink areas will be plumbed for running potable water. The overhead cranes will be
delivered to site and installed; these can then be used to install the storage racks .On completion

Author: EH 100

of the structural aspects of the warehouse and the crane system, one multi-strand processing
machine along with all other machinery can be delivered and installed. Once the warehouse
output is sufficient to require the second multi-strand machine it will be brought to site and
installed in parallel to the existing machine using the overhead cranes to manoeuvre them into
place.
12.6 Infrastructure Method Statement
Once the major construction has been completed the surrounding infrastructure can be started.
The levels of the road and car parking areas must be set out by the Engineer. The area will then be
excavated to the depths as indicated by the setting out and CBR tests will be carried out. Once the
correct CBR results have been obtained the base will be rolled and sub-base laid to the underside
of the asphalt level. The weighbridge will be installed and once in place the base, binder and
wearing course will be laid to the finished level. Once the asphalt is completed the verges will be
landscaped and white lining will be applied to the surface to define the lanes and parking spaces.
All signs and traffic signals will then be set out and installed. Following this, the signals will be
tested to ensure a safe and effective traffic flow. The temporary fencing that was erected around
the site perimeter will be removed and replaced with secure fencing and security gates.
Author: EH 101

13. Program of works
The program of works has been compiled with the intent to minimise the construction time and cost. The main durations are estimated from the potential productivity of contractors from conversations with sub-contractors and
personal experience. The initial total duration of the works is 11 months. This however, does not take into account any adverse weather conditions or unforeseen situations that may delay completion of the works.
Author PC 102

14. Electronic Control System Concept Design
The warehouse is mostly automatically operated and state-of-the-art systems are used to control
the processes. The smooth operation of the processing lines, the safety of the workers, the security
of the warehouse and the quality of the finished product are ensured, using the systems described
in this section.
The most important feature of the automated system is the security and safety provided around
and inside the warehouse premises. CCTV will be operating at all times guarding the peripheral of
the warehouse and the inside area where the machinery will be operating.
Laser scanners will also be installed at the areas where the multi-strand processing lines will be
operating and where workers must not always be present. Laser scanners scan their designated
area pre-defined using the available software- to keep any sort of intruders out of the protected
area. Warnings are issued before shut down occurs, which prevents accidental halt of all
operations.
The quality of the finished product will be ensured using infrared cameras, strategically
positioned to scan the entire surface of the processed steel. Deformations will be marked and if
necessary, the product will be sent for scrap or sold as a lower quality product. This will act as an
added value service to our customers, ensuring their delivered product is made to higher
standards.
A specially modified traffic light system is incorporated to allow for a smooth and automatic-like
flow of the delivery and dispatch LGVs. All arriving LGVs will follow the traffic lights to be
directed to their designated areas, always moving around the warehouse building in a one way
road. This will ensure a constant movement of the LGVs around the warehouse and prevent
traffic congestion.
A special GPS system installed in every LGV will constantly track its location and inform the
warehouse when the next LGV is due. Screens installed at every loading and unloading area will
inform the drivers when the next LGV requiring their spot will arrive and also calculate the
remaining time of the loading and unloading process.
RFID readers will be installed in specific positions in the warehouse to keep track of every entry
and exit of workers and products from the warehouse area. Every worker, driver and finished
product will be tagged so that their location is recorded by the system.
The detailed descriptions of the automated systems are detailed in the following sections.

Author: PC 103

14.1 Quality Control
The product must be in a saleable condition even if it is not processed to the finished standard
level, which would require extra care. Cold rolled steel is more susceptible to tears and a small
tear on the processing line can evolve into a major tear by the time the product is processed by the
customer. This can introduce productivity delays for the potential customers and many trust issues
towards the warehouse.
The warehouse will be designed to the most up to date standards and therefore an automated
quality control system must be incorporated. Of course, human judgment will be of use at some
point in the process, as a machine can only have an opinion between two choices; either the
product is faulty or not. In some cases the system might detect a defect that is not severe and
delay the whole process for it. However, a human, experienced eye can decide whether it is
important or not.
Two different technologies are investigated in this case, to determine which one is the most viable
and most suitable for this warehouse or whether both can be used for different products.
Whichever one chosen, its results will be double checked by a warehouse worker before the
product is packed and dispatched.
The two technologies that are currently used in mass production processing lines are infrared
cameras and LDRs (Light Detecting Resistors).
14.1.1 Infrared Cameras
Infrared cameras, shown in Figure 14.1-1, are strategically placed on top of the processing lines
where they can see defects on the steel edges and surface. These will be placed after the slitting
and blanking is done so that a potentially defective product can be detected in time.

Figure 14.1-1 Thermovision A320 I nfrared Camera
Infrared cameras are actually made up of two parts; a near infrared camera (at = 0.75 1.4m)
and a mid-infrared camera (at = 3 8m). For an infrared camera to capture an image, the
temperature of the object must be increased by 5-15C using a strong light source such as
conventional light bulbs. This must happen because these cameras can detect the heat emitted by
an object and the highest the temperature the more visible an object is to the camera. The two

Author: PC 104

cameras capture the image of the object simultaneously and a final image is put together by
subtracting the mid infrared camera images from the near infrared camera images, (Yang, T.
Zhiqing, W., 2001).
If a tear or a dent is present, the image appearing will display the heated up steel sheet (probably
in hues of red, orange and purple) with black marks on the edges (in the case of tears) and
different hues of red and orange on the surface (in the case of a dent). In such a case the system
will issue a warning so that the defect can be checked by a worker.
It would be time consuming to have every tear and dent checked, so a threshold must be set in
order for the system to only issue a warning for serious defects. A tear of ~5mm and a dent of ~2-
3mm can be considered as severe and attention requiring.
In this warehouse, two multi-strand processing lines are installed and a total of eight cameras will
be needed. Two cameras will be installed on each side of the direction of the steel and two others
will check the surface of the sheet, which equals two cameras on each processing line.

Figure 14.1-2 Surface Defect Captured By I nfrared Camera
14.1.2 Light Emitting Diodes (LEDs) And Light Dependent Resistors (LDRs)
LDRs are very small devices that can be easily and inexpensively mounted on the processing line.
They operate by detecting a change in the light intensity at their surface. They operate in co
ordinance with an array of LEDs, shown in Figure 14.1-3, which provide the light source.

Figure 14.1-3 LED Array

Author: PC 105

A LDR is essentially a resistor with a very high resistance that could be as high as 1M. This
resistance however, drops dramatically once the resistor is illuminated. This is the excitation the
system needs in order to allow current to flow.
The system operates by using the LEDs reflected light to pass
information to the LDR. The LEDs illuminate the surface of the
steel and the light reflected from it is fed to the LDR. The LDR then
detects the light levels and if it senses a sudden change it issues a
defect warning. A change in the light level, as in Figure 14.1-5,
would occur when light is not reflected at all (in a case of a tear) or
when a lower or higher level of light is sensed (in a case of a dent,
depending on the dent direction), (Ryan, V., 2004).

Figure 14.1-5 Light Level Fluctuations Detected By a LDR
14.1.3 Human Factor
As mentioned previously, a machine can either detect defects or not. It cannot decide how severe
a tear or a dent is unless it holds a threshold value. Even in those cases an experienced eye must
check the quality of the product. In this warehouse, workers cannot be present inside the
processing lines area whilst they are operating. Their quality check will be done by the chosen
system. If a product is stamped as defect by the checking system, the worker will inspect it at
the end of the processing line so that it can be made sure that the product will be disposed or be
dispatched to the customer. Some tears and dents will cross the set threshold but the steel will still
be saleable depending on its purpose.
14.1.4 Chosen System
From the preceding research, it is decided that the infrared cameras combined with the human
factor are the most suitable methods for cold rolled steel coils. Infrared cameras are more widely
used and have a user friendly method of illustrating the defects. They are reasonably priced and
easy to install. Limited information on the LDRs is the main reason for rejecting the system.
Figure 14.1-4: Light Detecting
Resistor (LDR)

Author: PC 106

Figure 14.1-6 Diagram of Conceptual Quality Control System
14.2 LGV live location
In order to keep things running smoothly and quickly the LGVs need to arrive at the warehouse,
unload and leave as soon as possible. The same must happen for the dispatch LGVs. This is why
the warehouse must keep track of all the LGVs locations at any given time, preventing any
clashes and limiting waiting times.
The best and easiest way to do this is using GPS. Every LGV will have a GPS device on it and
will constantly transmit its location to the warehouse. The received information will be fed to
every receiving screen, shown in Figure 14.2-2, via a Cat5 cable in the warehouse and to the LGV
waiting area.
LGVs in the dispatch area will be informed whether there is a LGV expected promptly and
therefore speed up the process to avoid a clash and again reduce the waiting time.
Screens will be available at the arrival lanes, the delivery area and the dispatch area. Screens will
display the status of the LGV, whether it is for delivery or dispatch and when it is expected at the
warehouse gate.
Figure 14.2-1 in the following page shows the general idea behind the location status system of
the LGVs and clearly displays all the necessary components of the system.

Author: PC 107

The chosen system TrimWeb
TM
, will be provided by Trimble
. It is a straight from the box system

and it is reliable and easy to monitor. The warehouse facilities will only monitor the data and will
not be in charge of any faults or re-installations required. Trimble

comes as a 5 year contract
system costing 0.71 per day, providing all necessary hardware, installations, repairs and updates
available, (Trimble, 2007).
Trimble tracks the location of all the LGVs using a GPS receiver that is embedded in a vehicle-
installed hardware device. The hardware devices include GPS receivers, wireless communication
technology, IP protocol and computing power in a low-profile compact enclosure, (Trimble,
2007).
14.2.1.1 Transmitting the Data
Wireless technology is embedded in the in-vehicle hardware so that the GPS location and other
data are sent via wireless carrier networks to a server. Once in the server, the gathered data is
immediately processed and delivered to the office terminal in the forms of maps and reports that
can be viewed on the desktop computer or web browser. The maps, reports and alerts use the
processed data to show vehicles' real-time location, speed, time and distance travelled, (Trimble,
2007).

Figure 14.2-1 LGV Live Location Status System

Author: PC 108

Figure 14.2-2 Typical LCD Screen for LGV Location Status
14.3 Safety System
Whilst handling heavy goods, the potential accidents can be fatal. Therefore, the safety of any
workers present in the warehouse must be ensured and accidents must be minimized. The goal is
to keep as few workers as possible in the warehouse at any given time. However, any of them can
be present in the warehouse while heavy machinery is operating. The idea is to employ methods
that prevent workers being in hazardous areas and protect them if they accidentally enter one.
Given that the whole process of the steel processing is automated, it means that workers must not
be present while the cranes retrieve the coils and while these are slitted and blanked by the multi
strand processing lines. Certain boundaries must be set to indicate where it is safe for the workers
to be while the machines are operating. These conditions will be customized to fit the needs of the
warehouse. The presence of the workers will be mandatory during specific points in the duration
of the process but only when the machines are not operating. Therefore, the system will not issue
any warnings in those occasions.
It is obvious that physical barriers can be used to prevent someone from entering an otherwise
prohibited area; however, this is not always the most suitable choice. Space limitations and
possible evacuations prevent us from installing physical barriers.
The two possible systems are radio-frequency identification (RFID) and laser scanners.
14.3.1 RFID
RFID is a method of exchanging data using electromagnetic waves between a terminal and a
magnetic tag attached to an object or a human. The most popular application of them is the Oyster
cards in the London underground. An RFID card can store information about the bearer which it
transmits once it identifies an appropriate external source, (Wikipedia. 2009).

Author: PC 109

Figure 14.3-1 RFI D Reader and Tag
The best type of a card for the purpose of safety in the warehouse is an active RFID card. This is
the easiest method to identify if a person enters a specific area. The RFID can be in a form of a
small card and it can initiate transmission even if it is not swiped. RFID readers can be placed in
strategic positions and record when a person carrying a card, enters a hazardous area. It is
assumed that all workers will be carrying a card as they also need it to enter the warehouse
premises. If a reader identifies a valid tag, it will send all the obtained information to an event
generator and the machines will shut down. The permitted areas will also be marked with paint on
the floors, clearly indicating where a worker is allowed and where not. Those will be the points
where the readers will be placed. Distance does not affect the reading range of a reader as there
are readers that identify a tag even without line of sight identification.
This is obviously a major operations disruption and it will only affect machinery directly
connected to the specific area for which the alarm was initiated. For the operations to start again,
the card holder must swipe it at a terminal at the entrance of the warehouse.
It is understood that for many unforeseen reasons, a worker will be required to enter a hazardous
area at some point. This is why the range, the awake periods and the measures taken after the
reader and the tag are paired, must be customized.
14.3.2 Safety Laser Scanners
Although RFID readers can identify a card holder, they cannot
identify objects or humans that do not bear a card, crossing the
boundaries of the allowed areas. In industrialised areas, pests
are a common encounter and they can cause severe accidents,
damaging the expensive machinery. It is common sense that
these cannot be identified by RFID readers and therefore
another measure must be taken.
Figure 14.3-2: Safety Laser Scanner

Author: PC 110

Laser scanners can be placed low to the ground (~6cm high) to detect rats for example. Another
scanner can be placed higher (waist height) so that it can also detect workers entering the area.
Once an unwanted object enters the area scanned by the laser scanner, the event generator in the
laser transmitter will issue a warning to the main security system and the corresponding
machinery will shut down. The laser beams will not be visible to the people working around them
and will not interfere with the work being carried out in the area. The scanners will be positioned
in such locations that will only initiate the alarm if an intruder enters the specified area. The
figure below shows an example application of a laser scanner in a specified area, (Omron, 2010).

Laser scanner security is a very simple
system to implement. Laser is reliable
and effective because its features are
easy to exploit. The whole system
does not interfere with the operations
and does not require anything else
other than a person or another object
simply crossing the laser beam in
order to trigger the alarm. The system
will be taken right out of the box and
therefore, it will not require major modifications. The only part of the modification will be the
area allocated to each scanner.
The laser scanner can be set to issue a warning at a specific distance but also halt all operations if
an intruder enters a tightly guarded area which is meant to be off limits. This prevents accidental
stops and warns anyone in the warning area that they are close to the protective area. The sensing
angle can also be modified depending on the application although in this warehouse it will be best
kept at 180. The concept is shown in the figure below, (Omron, 2010).

Figure 14.3-4 Monitoring Area
Figure 14.3-3: Laser Scanner Application

Author: PC 111

The setting of the protected area can be set and monitored via computer software, (see Figure
14.3-6) that allows constant observation of the scanned area and also the modification of the
scanning angle. The status of the scanner is always shown on-screen and warnings are also
displayed and positioned in the monitoring grid, (Omron, 2010).

Figure 14.3-6: Area Setting Screens

Figure 14.3-7 Laser Scanner Application I n Complex Area

For the purposes of the safety system, the laser scanner security system is the most appropriate. It
is easier to implement and more convenient. It can both detect workers but also pests that would
otherwise not be detected by the RFID system. It does not intrude the workspace and does not
depend on a tag to operate. It is purchased as a complete system and it can be trusted to operate
fully given some minor modifications to its scanning area.
Figure 14.3-5: Scanner Software

Author: PC 112

14.4 Security system
The security system differs gravely from the safety system. Due to the very expensive stock and
machinery constantly present in the warehouse premises, an account needs to be kept of anyone
entering and leaving the warehouse area. Anyone not expected to be in the premises must be kept
out at all times.
14.4.1 Current Access Technology
The most common means of accessing an enclosed area is by using a key issued specifically to fit
locks fitted on the doors of those areas. This however, is not the safest way to secure an area.
Keys can be easily copied and distributed and therefore multiple unwanted people can gain access
to the restricted premises. Key holders usually hold key bundles that are an easy target and
therefore allow easy access to anyone. For a building that contains such expensive products, a
more sophisticated means of access must be chosen.
14.4.2 Security Code
A more advanced means of access is the sharing of a security code. Code readers installed at
locked doors accept the correct code set by the facilities manager and provide access to the
premises once given the correct code. This is something that is also easily copied as anyone
standing to close proximity to the code reader can copy a person entering it. Not everyone within
the warehouse area will be allowed to gain access to every part of the warehouse and therefore
specific areas must be restricted to people entering through the main gate entrance. Once a wrong
code is entered the system simply prohibits entrance to the building. The possible intruder can
only be detected if someone is looking for them. Therefore, a security code is not safe enough to
use in this case.
14.4.3 RFID
RFIDs are more convenient when used to provide access to a gated area. Every LGV, vehicle and
person wanting to enter the premises, can carry a small RFID tag to be able to do so. Also, once a
RFID cardholder enters the premises, all of their actions can be recorded and allow for an easy
inspection in the case of an intrusion or of an unwanted person gaining access to restricted areas.
RFID cards carry a UHF transmitter which holds an RFID tag in the middle. The UHF transmitter
allows for the contained data to be transmitted to the appropriate readers. The RFID cards will be
paired with their corresponding readers at the initialisation of the system, once that will be booted.
An active RFID card has a small battery incorporated in its circuit allowing it to automatically
transmit once excited by the RFID reader. It can transmit up to a distance of 10m, which can be
customized to fit the characteristics of the controlled area.

Author: PC 113

LGVs can use an active RFID tag which does not need to be swiped in order to transmit its
carried data. Such a card can be attached on the inside of the LGVs windshield and transmit from
there. RFID readers will be placed at the LGV entrance, initiating data transmission once the LGV
approaches the gate. This will prevent the LGV from having to stop at the gate and allowing it to
easily enter the LGV unloading area.
The staff must carry a passive RFID tag. This can be in the form of a key ring or a swipe card.
This passive tag can provide access to the premises by being swiped at a RFID reader.

Figure 14.4-1 Keyring Tags
14.4.4 CCTV
Closed circuit television will be in operation at all times to ensure the safety of the premises.
CCTV cameras will be placed at every corner of the gated area of the warehouse and also at every
blind spot inside the warehouse and the offices.
The cameras comprising the camera network will feed their captured data to a video multiplexer.
All the received images are then fed to a recorder which keeps a database of dated images of the
warehouse premises. At the moment of the recording, an observing controller can view different
feeds from different cameras of the network by using the switches on the multiplexer. The images
are shown at simple LCD monitors installed in the security cubicle. All the components of the
CCTV system are physically connected with Cat5 cables.
Motion sensors installed at aiding positions to the cameras can illuminate otherwise dark area
images captured by the cameras. Any motion detector activation is an indication of a possible
intruder during hours when the warehouse is not operating.
The general concept of the CCTV system is displayed in Figure 14.4-2 CCTV Concept System
DiagramAlso, the positions of the laser scanners and the CCTV cameras inside the warehouse are
shown in Figure 14.4-3.

Author: PC 114

Figure 14.4-2 CCTV Concept System Diagram
Author PC 115

Figure14.4-3 Security and Safety SystemDiagram
Author PC 116

14.5 Traffic Light System
To accomplish a full capacity operation both delivery and dispatch LGVs must be moving in the
warehouse area. Whilst delivery LGVs unload in the delivery area, the dispatch LGVs must be in
the dispatch area loading with the finished, packed product. At the same time, the overhead crane
must be operating in coordination with the LGVs to load finished products sent off by narrow boat.
The LGVs will circulate around the warehouse in order to enter and leave the delivery and dispatch
areas. This is believed to be the most effective way to manage incoming and outgoing LGVs so that
the pre-processed and processed product is always on the move. It will be ideal if all delivery and
dispatch areas are filled at all times and that LGVs will constantly circulate the warehouse.
An automated traffic light system will be employed in order to control the traffic caused by the LGVs
around the warehouse. Five traffic lights will be installed to control the following areas:
Arrival lanes
Delivery area
Crane safety barrier
Crane operation
Dispatch area
The LGVs will automatically be recognised once they enter the warehouse area and their cargo will
be known, depending on the information stored in their RFID cards. RFID readers will be installed at
the LGVs warehouse entrance and exit so that no time is wasted on stopping to identify themselves.
14.5.1 Process Flow
Delivery LGVs carrying RFID tagged steel coils will arrive at the warehouse entrance. RFID cards
attached to the LGVs will allow them to make an immediate entrance to the warehouse gated area as
they will be detected at a 10m radius. The RFID tags on the coils will simply denote the fact that the
arriving LGV has cargo and it must go to the specific spot of the delivery area. The absence of those
RFID tags will indicate that the LGV has no cargo and therefore, it is here to load the finished
product; i.e. it must go directly to the dispatch area.
There are four lanes adjacent to the entrance. The two leftmost lanes are allocated to the dispatch
LGVs, giving them a kind of fast track lane to quickly guide them to the dispatch area. The two
rightmost lanes are allocated to the delivery LGVs which must go to the delivery area. The
possibility of full lane capacity is assumed and therefore these LGVs must be managed to avoid
clashes.

Author: PC 117

14.5.2 Traffic Light 1: Arrival Lanes
Once an arriving LGV is identified at the gate, it will be guided to the corresponding lane, depending
if it has cargo or not. Simple traffic light arrows will guide the LGV to its appropriate lane. At the
front of the LGV queue, the LGVs will wait for a green light to allow them to begin their course
towards their corresponding area. The traffic light will inform the LGV driver whether there is an
available spot in the delivery/dispatch area. Given that there is an available space and that there arent
any other LGVs currently moving in the turning area, the green light comes up and the LGV begins
its route. A delivery LGV will have to reverse into the delivery area whereas the dispatch LGV will
simply have to move forward into the dispatch lane.
14.5.3 Traffic Light 2: Delivery Area
Once the delivery LGV successfully backs up into the delivery area, the unloading begins by the
overhead cranes. When the unloading is finished, the LGV consults the traffic light in order to be able
to move out of the delivery area and make its way to the exit. Given that there arent any LGVs
moving from the arrival lanes towards the delivery area and the exit, the green light comes up and the
now empty LGV is allowed to make a u-turn in the exit lane. If the traffic light is red, the LGV must
wait an unspecified amount of time for the lanes to clear out. It is assumed that without any crashes,
the lanes will become available in short periods of time and the LGV waiting time will be kept at
minimum.
14.5.4 Traffic Light 3: Crane Safety Barrier
Any LGV surpassing the delivery area will come across a safety barrier which is controlled by the
local traffic light. LGVs can go through the barrier if the overhead crane is not currently in operation.
This implies that the crane is not loading any narrow boat and therefore it is not a crash hazard to the
LGVs. The green light will indicate the clearance of the passage. If the light is red the overhead crane
is currently in operation and the LGV must wait until it crosses back to the main warehouse building.
Once the crane is finished, the green light allows the safety barrier to lift and allow empty delivery
LGVs to go to the exit or dispatch LGVs to make their way to the dispatch area.
14.5.5 Traffic Light 4: Crane Operations Area
This traffic light is exclusive to the overhead crane responsible for loading finished products onto the
narrow boats. The path of the crane crosses the exit and dispatch lane. A traffic light controls the
operation of the crane depending whether there is a LGV currently in the lane and already in the
common path area. Regardless the cranes position on either of the lanes sides, if a red light is given,
the crane automatically halts and waits for clearance to continue operating. In the case where both
traffic light 3 and 4 are green at the same time, the system is programmed to shut down the crane and

Author: PC 118

drop the barrier. Both measures can cause damage, however crashing a barrier rather than a loaded
crane on a LGV, is the least damaging solution.
14.5.6 Traffic Light 5: Dispatch Area
This light controls the departures of the loaded dispatch LGVs. Once a dispatch LGV is loaded and
ready for departure it waits for a green light to be able to exit the premises. A green light indicates the
availability of the exit lane; the absence of LGVs coming in the dispatch area or heading towards the
exit. If a red light is given the dispatch LGV must wait for clearance before entering the exit lane.
14.5.7 Leaving the Warehouse
As previously stated, all LGVs will be tagged with RFID tags and their arrival and departure will be
recorded by the system. Any LGV bearing the RFID tag will be given a clearance to enter or leave the
warehouse area and the corresponding times will be recorded in order to monitor arrivals and
departures. At the exit point the RFID readers will also scan for product entering and leaving the
warehouse. Finished and packed product will be tagged with an RFID tag that allows for stock
counting and accounts keeping throughout the whole process. An empty LGV will simply announce
its departure by transmitting (via UHF aerial) its personal information stored on the RFID tag. An
loaded dispatch LGV will also announce the size of its cargo by allowing the RFID reader to count
every object tagged with an RFID tag.
14.5.8 Emergencies
The traffic lights must have a built in safety system. In the case of an emergency such as a
malfunction of the system that could cause a crash, all traffic lights must turn flashing red at the same
time, immobilizing all LGVs at their present locations. This implies that all the LGVs at the entrance,
exit, delivery and dispatch areas of the warehouse will stop, causing a temporary traffic jam within the
warehouse. While this can cause an interruption of operations it can save a significant amount of
repair expenses in the case of a crush or an accident.
The emergency lights can also be activated manually, using the emergency stop buttons located in
various areas of the warehouse. For any possible reason requiring operations to halt, the LGVs
around the warehouse must also be immobilized.
Another possible reason for the emergency traffic lights to turn on should be a malfunction in the
barrier at the LGV/crane crossroads area. If the barrier is open while the crane is in operation the
traffic light should start flashing red, preventing the LGV from entering the crossroads area. The LGV
traffic must be stopped until any possible malfunction can be repaired.
In the case of a fire inside the warehouse, the one way traffic system area must be evacuated. In this
case, the traffic lights must turn flashing green in order to warn the workers that they need to keep in

Author: PC 119

motion and evacuate the lanes. Depending on the severity of the emergency and if possible, the
drivers should drive the LGVs outside the warehouse minimizing the final damages.
All emergency lights will be reset to their initial states after an emergency has been checked and
cleared. Given that the LGV drivers comply with the traffic light indication, all operations can be
restored immediately after the lights are reset.

Figure 14.5-1: Traffic Lights and RFI D Readers Location.
Author PC 120

Figure14.5-2: Traffic Light Concept SystemDiagram
The numbered elements of Error! Reference source not found.and Error! Reference source not found. in the next page, are listed below:
1. Traffic light indicating appropriate arrival lane.
2. Traffic light controlling traffic towards delivery and dispatch areas.
3. Traffic light at delivery area.
4. Traffic light at crane barrier.
5. Traffic light of the crane.
6. Traffic light of dispatch area.
The traffic light system flow chart, showing the process flow and the branching out of all the actions taken, are included in Appendix 24.5

Author: HS 121

15. Warehouse Simulation and Programming
15.1 Introduction
Computer simulations are used in a vast range of practical applications; they include modeling car
crashes to test safety, weather forecasting, flight simulators to train pilots and many more. The
warehouse has been designed to include an automated system that can retrieve steel coils from
storage, process them upon receiving an order, and returning them accordingly. This process would
be an ideal application to simulate as it involves a repetitive task that would happen many times a day
in an operating warehouse. The underlying use of a simulation is to shed light on the mechanisms that
control the behaviour of a system. More practically, simulation can be used to predict the future
behaviour of a system, and determine what can be done to influence its behaviour.
15.2 Purpose of the simulation
Simulations are created for various reasons; each bespoke simulation is normally created to
investigate specific aspects of a project. The simulation for this project will be mainly considering the
automated part of the warehouse i.e. processing random orders, monitoring coil stock levels,
processing times and production output. The warehouse has a target to process 120,000 tonnes of
steel each year, so its capability to achieve this needs to be assessed prior to building it. This is one
key statistic that is to be investigated. Preliminary calculations show that to achieve this production
output, two multi-strand slitting machines would be needed alongside two overhead cranes to
transport the steel.
Therefore the main purpose of the simulation is to determine whether or not the initial proposed
equipment is capable of meeting the output requirement. It can also be used for part of the financial
analysis to make operational projections to determine when the project will regain startup costs and
become profitable.
15.3 Advantages and Disadvantages
There are both advantages and disadvantages associated with using simulations. The biggest
advantage is the potential money saving capability that they have. Building a warehouse of this
magnitude is an expensive project to undertake, especially with the machinery alone costing millions
of pounds. It would be an expensive, if not fatal, mistake to build an operational warehouse, run it for
a testing period only to find out that the number of machines put in place couldnt cope with demand.

Author: HS 122

The simulation can be designed for a substantially lower cost, and influence the help influence the
key aspects regarding the warehouse operation.
Another advantage is the potential time saved by building a simulation first rather than launching the
project straight away. In the real world many processes are restricted by time, for example, if the
tonnage output per day was to be measured it would take 16 hours (time warehouse is in operation) to
collect one data result. With a simulation an algorithm that replicates the frequency of an order can be
set up, this can be then run on a computer within a few milliseconds to obtain the same result.
The main disadvantage of simulations is that they are only as good as the information that is put in. A
good model will reproduce what would happen in the real world very closely, however it relies on
the creator to research physical boundaries and implement them correctly.
Another disadvantage would be the ease of which errors can be produced. A single incorrect
keystroke in a piece of code, or a wrongly defined variable could cause inaccurate results. Paramount
to that, it may not even be obvious that an error has occurred. An error in a piece of code may not
necessarily cause a simulation to stop working, it could simply skew the results. Therefore it is
important to try and build a simulation which is error free, this can be done by comparing parts of it to
hand calculations or sample results (if available).
16. Programming
16.1 Software
Simulations are normally created by writing programs in computer software. Determining which
software is best suited to the model that is being simulating is vital to its success. Generally
simulation packages fall under two categories, discrete event and continuous simulation. The
operation of the warehouse falls under discrete event simulation i.e. the system is represented as a
chronological sequence of events. For example, a coil is ordered, crane collects coil, machine
processes coil, stock figure updated etc.
For this type of simulation, research showed that a text based software would be most suited to model
the warehouse operation. The most popular software within this particular category was Fortran 95,
C++, Visual Basic and Java. It was clear that a complicated piece of code would need to be created, in
the end, it was decided that C++ best met the required criteria.

Author: HS 123

16.2 Code Development
When writing a piece of code, it is vital that time is spent planning and researching. It is important to
have a clear idea of what is trying to be achieved, and thinking of possible solutions prior to writing
any code. Failing to do this will most likely result in untidy, erroneous code which is hard to read and
understand. The automated system has a fixed number of activities which are shown in the
operational flow charts (see appendix B, Inception report).
Pseudo-code is a useful tool to utilize when programming; it is an informal and compact version of a
computer program algorithm. It is usually done by hand and is intended for human reading; it is
helpful when developing code as it acts as a plan. Much like when writing an essay, a simplified plan
without all the details and content can be used to develop the correct structure and highlight how a
topic would be discussed. This was done continuously as the project progressed using the operational
flow charts as a basis.
16.3 Object Orientated Programming
One of the key things that makes C++ a powerful tool is the fact it can use object orientated
programming (OOP). OOP is best explained with an analogy. A pencil is an object that has a list of
properties e.g. weight, colour, size etc. (data) and have actions that can be performed on them e.g.
picked up, thrown, pushed etc. (functions). In the real world these two components are inseparable,
however in non-OOP models the properties (data) and actions (functions) are separate entities. . OOP
puts the emphasis on defining objects that have both characteristics (attributes or properties) and
behaviors (methods or features) all tied together. Creating objects is seen as a more intuitive way to
handle data as each object is defined to interact with the user input and other objects in specific ways
(much like in reality). The main advantage of OOP is that this method of programming makes use of
code modularity. This means that objects and tasks are grouped in such a way that they are
independent of each other. This is helpful when making enhancements to a program, as one section of
the program can be edited without affecting the other modules. It also makes them easier to write and
understand, and promotes code-reusability.
16.3.1 Classes
The idea of a class in object orientated programming is again best explained with an analogy.
Consider a bicycle, in the real world there are many bicycles all of the same make and model. Each
bicycle was created from a blueprint as they are all built in the same way, and have the same
components. This blueprint in OOP would be a class, from the class individual objects can be

Author: HS 124

created i.e. bicycles. Finally from these objects, bicycles with varying properties (eg. Colour) can be
created. The individual bicycle is said to be an instance of the class of objects known as bicycles.
17. Automated System Program
For the warehouse simulation, it was clear that 3 classes would need to be created. The first
blueprint would be for the storage rack that held the coils, the second for the crane that transported
them around the warehouse, and a third for the processing machines. Thus a program to simulate the
warehouse operation was built around these 3 classes. Each class had many objects and methods that
determined how objects of each class interacted with each other. The full code can be seen in
Appendix B Electronic Copy.
17.1 Order Processing
The C++ program was designed to simulate a variety of orders supplying steel to a range of
customers. Approximately 16%
2
of the daily production would be a fixed order from Toyota and
Honda to manufacture their vehicles. The remaining 84% would be made up of randomly generated
orders, as is likely to happen in real life. See Section 17.3 for overview of random order processing.
17.2 Simulation Run Time
The warehouse has a target to meet production of 500 tonnes per day. Initially, the program was
designed to simulate one day of operation. Once the code was completed, it was run multiple times to
ensure the output was consistently approximately 500 tonnes. After this was confirmed, it was
necessary to enable the code to run for many days, weeks and even years.

2
Honda and Toyota orders total 79.1T per day

Author: HS 125

Figure 17.2-1: Runtime selection window
Figure 17.2-1 shows the selection window created to enable the user to easily alter the simulation run
time (Selection showing 6 months). It provides two options; The first option asks the user to select
and order of time, i.e. days, weeks etc. Once this data is read in, it then asks how many times the user
want to run the simulation with the previously selected order.
The code for this can be seen at lines 380-416, currently it is set up for a 5 day working week, but can
be easily changed by altering lines 405,409 and 413. The user selection sets a value for the variable
maxDays which is used at line 420 inside of a loop. Within this for loop lies all of the random
orders that will be processed in 1 day. When the program runs it creates another variable called days
, this acts as a increasing integer counter i.e. every time the code is run the counter increases by 1.
This is simulating each day that passes and is useful when tracking, for example, tonnage output per
day. The loop is set up so that when the days counter becomes the same number as the maxDays
variable the program should stop looping and complete the program.
17.3 Random Order
As mentioned previously, approximately 84% of the production output will come from randomly
generated orders. These random orders begin at line 963. For each order 5 pieces of data need to be
randomly determined; they are the steel grade, width, thickness, length used per order, and the
number of parts per order. The executed code will create a single order, so similarly to the maxDays
variable for the days loop, a variable called iMax (see line 963) was created to determine how many
random orders the user wishes to generate. The random order generation snippets of code can be seen
in Figures 17.3-1, 17.3-2, 17.3-3, 17.3-4 and 17.3-5.

Author: HS 126

17.3.1 Random Number Generation
The random order function makes use of the RAND operator that is built
into C++. This particular operator helps to produce random numbers, it
works by reading the exact time the simulation is run and converts it to a
number of seconds. This produces a unique number for every use of
RAND, line 376 shows how the operator is seeded with the current time
shown on the computer. Once this random number is generated it can be manipulated to produce another random number between 2 limits of the
users choice. Figure 17.3-1 shows the function created to achieve this process.
17.3.2 Defining The Order Length
Figure 17.3-2 shows the initial part of the order, first the number of orders
(line 963) and the variables to be used (lines 964-968) need to be
initialized. The length of each blank is determined by randomly generating
2 numbers using the randNum function (See section 17.3.1), which are
then divided by one another to give a random non-integer (real) number. It
was calculated that dividing a number between 10-3 by a number between
8-2 gave the most realistic spread of order lengths (Appendix Section 26.7).
Line 972 shows this calculation; the result is stored in the variable
lengthUsed and will be called on for the order.

Figure17.3-1- RandomI nteger Generator
Figure17.3-2-Generating Order Length

Author: HS 127

17.3.3 Defining The Order Width and Thickness
A similar principle is applied to determining the order width and thickness. Figure 17.3-3 shows how the thickness is randomly selected.

The thickness of the coil for the order cannot be a completely random number
as there is a finite amount of steel thickness in stock. Therefore the randNum
function needs to be manipulated to randomly pick a thickness from a
predefined selection (5 in total). Line 981 asks the randNum function to
produce a number between 1 and 100. Lines 982 tells the computer if the
number produced is less than 20, use the thickness of 1.2mm. Similarly line
984 tells the computer if the number is between 20 and 40, use the thickness
1.3mm. This is done for all 5 cases and simulates an even 20% chance of
randomly selecting each one.
The same method was used for the coil widths as there is only a finite number of widths in stock at the warehouse, the code can be seen at lines
974-979.
Figure17.3-3 - RandomThickness selection

Author: HS 128

17.3.4 Defining The Number of Parts per Order
The number of parts per order is simply an integer number; this is one of the
defining factors (along with iMax see Section 17.3) that influences the total
tonnage output.
Simply enough, the variable is assigned to be a random number between 200
and 250 using the randNum function. Figure 17.3-4 shows the code used to do this.
17.3.5 Defining the Order Grade
The code snippet used to randomly choose the grade of each order builds upon the methods used previously. However, it operates slightly
differently to the randNum function.

The rand operator is seeded by the current time, and chooses a number between 68 and 70. Line 996 of the code makes use of the American
Standard Code for Information Interchange (ASCII) table (Appendix Section 26.7), in basic terms it relates numbers to letters of the alphabet.
There are 3 grades of steel allocated for random orders, they are grades D,E and F. Therefore the function picks a random number between 68-70,
converts it to the corresponding letter of the alphabet and assigns it to the variable gradeUsed.
Figure17.3-4 - Parts per Order Generator
Figure17.3-5 - Order GradeSelection

Author: HS 129

17.4 Order Processing
Now that all 5 variables have been randomly created, the code then needs to process each of them. Figure 17.4-1 shows the section of code that is
used to combine all the data and process an order.

Line 998 takes all the variables randomly generated for the order and sends them to a function called changeMdata. This function assigns the
variables a location in memory as a group under the heading mdata. This is done so that for any one order, the 5 randomly generated pieces of
data are inseparable. Line 999 tells the computer to begin using the data and processing the order, from here the program will follow the structure
shown in the program flow chart (Inception report Appendix B).
17.4.1 Order Function
The order function (line 265-316) used at line 999 (Figure 17.4-1) does multiple tasks; it firstly checks to see if the required coil is in stock, finds
the location of it in the simulated storage rack, and finally calculates the time it would take for a crane to retrieve and return the coil. This
particular function is a bool function, this means if all of the listed tasks are completed it will show a true state. Likewise, if the order cannot be
completed it will show false. Line 999 is telling the computer, if the order function returns a false value execute line 1000 which will replenish
the stock. How this is done will be discussed later in the report.
17.4.2 Searching for Stock
As mentioned previously, the first task the order function has to carry out is checking the order data against the data of the current coils i.e.
checking there is enough steel to complete the order.
Figure17.4-1 - Codefor Created Order

Author: HS 130

The storage rack has been designed
to hold 51 steel coils at any one
time i.e. 17 columns and 3 rows. In
order to model this rack a 2
dimensional array was used. An
array is a systematic arrangement
of data at equally spaced addresses
in computer memory. This is ideal
for modelling a storage rack that
has a systematic arrangement of
coils equally stored in a space. The
dimensions of the array were defined at line 178 and can be easily altered if needed.
Each element of the array can hold a piece of data; the code is designed to hold a data structure (defined at lines 17-26) in each position. This data
structure (also known as a struct) represents all the required properties of the coil e.g. width, total length, thickness etc. Each element of the array
is filled individually at the start of the program (see lines 186-230). The searchArray function essentially just compares the 5 values passed to it
from the order function and checks it against the data in every element of the storage rack. This particular piece of code is designed to find the
coils that match the criteria of the order, and then show the location of the one with the lowest length. Therefore coils are not used randomly used
according to which is found first, each coil is depleted until it can no longer complete an order.
Once the correct coil of minimum length is found, the computer checks the location, for which another struct was created (see lines 10-14). This
particular struct was designed to return a false state if the location was less than 0 (not possible to have a negative location) or if a coil was not
found. The location is returned to the order function, if a coil is found the program continues with the order processing.
Figure17.4-2 - Function Used to Locate Coils

Author: HS 131

17.4.3 Crane Time Calculations
After the coil has been located, the program will access the crane
class that has been set up (see lines 64-98).
Within the crane class is the function that is used to calculate the time
for each move, this is shown in Figure 17.4.3-1. The crane class has a
default constructor (see line70) which is executed when an object of
that class is instantiated. Essentially, when the program is run for the
first time, the constructor sets its default location to rack coordinates
(0,2) which is the starting position of the crane.
The searchArray function will have returned the location of a found
coil, this location is passed to the computeTime function as
variables (x,y). The current position of the crane is represented in the
code as (x_,y_) . Therefore lines 76-84 calculate the absolute
difference between the two positions enabling a time calculation to be made using:

The absolute difference is calculating the difference in positions between two points. The results need to be multiplied by 3 to convert them to
units of length.
Lines 86 and 87 define two additional times, one for loading and unloading the coils and one for the transport from the rack across to the
machines. All of these times are summed in line 89, however, the x, y and z times have been multiplied by 3. The reason for doing this is because
for each order the crane has to move to a required coil, retrieve the coil and then return it. The crane is making the same move 3 times, so the
program calculates just 1 movement and multiplies it by 3 to simulate the whole process. Once this task is done the final crane time is returned to
the order function.
Figure17.4.3-1 : Function to Calculate CraneTimes


Author: HS 132

17.4.4 Saving the Crane Times for Analysis
As mentioned previously, one purpose of the simulation was to test to see if the initial proposed machinery is capable of handling the target
production output. This means that the crane usage needs to be logged for analysis. This data logging comes in the form of writing to a text file,
which can then be imported to Microsoft Excel to interpret. The associated code can be seen at lines 271-305.
This piece of code was designed to also log the crane positions of found orders. This is useful for when successive orders need to use the same
steel coil. Each time a coil is found, its position is logged in a text file called CranePositions.txt, therefore this text file can be read into the
program while it operates to check if the current coil location is the same as the previous location. If this is true, the crane time for that order does
not need to be logged as the coil is already in place for the next order. If the locations do not match, the crane time is logged in a text file called
CraneTimes.txt.
17.4.5 Updating Stock Levels
Once the coil for an order has been found, it will be processed by one of the
multi-strand processing machines. The machine processing takes place in a
separate area of the program and uses a different class. However, provided that
the found coil does go ahead for processing the stock levels of the coils in storage
can be updated.
This is done using the code snipped shown in Figure 17.4.5-1, also as mentioned previously the bool order function returns a True value to the
main section of code indicating that the order has been completed.
Figure17.4.5-1 - Codeto Update Stock Levels

Author: HS 133

17.4.6 Replenishing Stock
After running the simulation for a number of days, the steel stock will deplete to a point where particular orders cannot be filled. Therefore the
stock needs to be replenished somehow. Figure 17.4-1 shows the line of code (line 1000) that executes the appropriate function; The line is
executed only if the order function returns a false value indicating the order could not be completed. If so, the searchArrayReplenish function at
lines 314-346 is called.
This section of code works similarly to the searchArray function mentioned in Section 17.4.2. It uses the variables stored in mdata and compares
the grades, widths and thicknesses with the steel that is in stock. If it finds a coil matching the 3 variables, it will update the steel coil at that one
location to its original length. This would simulate the depleted steel coil being removed to be sold as scrap and a new coil arriving from Port
Talbot to take its place.
17.4.7 Calculating The Production Output per Day
The second criteria that needed to be checked using the simulation was the
production output of the warehouse. Therefore, it was important to monitor
how much steel is processed for each order.
Figure 17.4.7-1 shows the line of code that was added after each order to
calculate the tonnage of steel processed for each order. This line executes a function in the processing class shown in Figure 17.4.7-2.
Figure17.4.7-1 - CodeLineto Total Steel Output

Author: HS 134

Lines 144-163 show the tonnage function
that is executed after each order. It calculates
the total mass of the steel blanks using:

This is then simply divided by 1000 to obtain
the value in Tonnes. This number is returned
to where it was called (for example line 570,
Figure 17.4.7-1) and added to a running
counter called totalTonnage.
This particular piece of code writes the
tonnage for each order to a text file, this is
useful for analysis should a breakdown of
customer orders is needed.

However, the simulation has been created to monitor tonnage output over
a larger scale of time and not per order. Therefore the lines 1010-1013
shown in Figure 17.4.7-3 were added. These lines are at the end of the
main loop that counts the number of days that pass. By putting the code
in such a position, the tonnage output is only recorded per day instead of
per order. This makes analysis much more manageable and quicker to do.
Figure17.4.7-2 - TonnageCalculation Function
Figure17.4.7-3 - TonnageOutput per Day (logging)

Author: HS 135

17.4.8 Calculating Processing Times for Each Machine
The last piece of analysis that the simulation needs to provide is the multi-strand processing lines productivity. The results should help us check if
any machines are being overused, or even underused. The processing time is calculated in a similar fashion to the tonnage output. There is a
section of code placed after each order and a section of code that outputs the totaled results to a text file for analysis (lines 1015-1026).
It was proposed that the warehouse will have 2 machines in operation. Therefore
the orders needed to be split between the two machines, which would mean 2 of
them could be taking place at the same time. In light of this, the code needed to be
able to track separate orders for each machine but also intelligently decide which
order to send to each machine.
Firstly after each order, the code shown at line 946 was executed. This calls a
function defined in the processing class shown at line 129-142 in Figure 17.4.8-1.
The function is passed the randomly generate variables, and then initializes the
calculation variables (lines 130-132).
Once this has been done it reads the grade of the order that was randomly generated. Lines 133-138 effectively determine whether the order will be
slitted and blanked or just slitted as there are different operations speeds for both (defined at lines 167-170). The program then progresses when it
has calculated a processing time for the type of order.
The next thing to consider is that the machine can suffer from breakdowns and problems. Therefore it is important to factor this into the
simulation. This is done by calling another function availabilityCheck. Similar to the random orders that were generated the rand function is used
to pick a number between 0 and 100. This number is assigned to the variable randomInteger. The same is done for another variable called
Delay for an integer between 30 and 60. If the Line 125 of the code then tells the computer if the randomInteger is less than 95 return a delay
of zero minutes. However, if the randomInteger is above 95, the random delay is returned to the processingTime function and added to the
processing time. Once all of these instructions are completed, the processing time for that order is returned to where it was called.
Figure17.4.8-1 - Processing TimeCode

Author: HS 136

Lines 947-957 (See Figure 17.4.8-2) show
how the program can intelligently decide
which machine to send each order to. Two
Variables are created, M1 and M2 to
represent each machine, and how much
time they have spent processing steel. Line
949 calls a function called
machineCheck (lines 111-118) and
returns a 0 if machine 2 has processed
less steel, or a 1 for all other cases. Lines
950-955 then add the processing time to
the correct variables depending on this
check. At the end of the program, the
variables M1 and M2 are output to a text
file for analysis of processing time per
day.

Figure17.4.8-2 - Codeof Calculating MachineProcessing Times
Author: HS 137

17.5 Results
Once the simulation had been completed and tested, it was run for a number of time periods to
assess the operation of the warehouse. As mentioned previously, the main purpose of the
simulation was to determine if the warehouse was capable of achieving a 120,000 ton/year
production output and if the proposed machinery was suitable.
17.5.1 Steel Production Output
The simulation was run in C++, the text file for the tonnage
output per day was written to an external text file. Microsoft
Excel was used to create visual interpretations of the data.
Figure 17.5.1-1 shows how the production output fluctuates
each day over a 1 year period. Table 1 shows the summary data
that was used to create the graph. The results show that the
target of processing 120,000 tonnes of steel per year has been
met. This analysis was carried out over a 10 year period also
and can be seen in Appendix D (Electronic Copy).

Months Steel Processed (T)
1 10,185.1
2 10,037.8
3 9,956.9
4 10,212.8
5 9,849.3
6 10,054.9
7 10,149.3
8 9,995.7
9 9,850.4
10 10,174.5
11 9,983.2
12 10,243.7
AVG 10,057.8
Table 16: Summary data output

Tonnage Output Per Day
0
100
200
300
400
500
600
700
1 11 21 31 41 51 61 71 81 91 101 111121 131 141151 161 171181 191 201211 221 231
Number of Days
S
t
e
e
l

P
r
o
c
e
s
s
e
d

(
T
o
n
n
e
s
)
Figure 17.5.1-1: Summary data output

Author: HS 138

17.5.2 Crane Efficiency
Now that the production output is confirmed, it is necessary to see how much load the proposed
machinery is under i.e. are they being overused or underused. The data for the crane that moves
the coil from the rack to the multi-strand processing lines was also analysed in a similar fashion.
Table 2 shows the total number of hours the cranes are used per day. Considering that there will
be 2 working shifts of 8 hours each, the efficiency can be determined by dividing the number of
hours used by available hours and multiplying it by 100.
Day Minutes Used
Minutes Used
Minus Loading Hours Used % Used
1 1238.415 269.37 4.49 28.1%
2 1163.025 266.10 4.44 27.7%
3 1227.81 276.06 4.60 28.8%
4 1130.775 251.10 4.19 26.2%
5 1136.235 270.44 4.51 28.2%
AVG 1107.975 266.61 4.44 27.8%

Table 17: Summary crane time data
The single crane in operation seems to be operating constantly less than 30% over a 5 day week.
However, these results are slightly misleading and are influenced by limitations of the C++
program. In the simulation the cranes are assumed to move at a constant speed, as the acceleration
curves for the crane were unavailable. It is certain that the cranes would move a lot slower
carrying the large coils, and possibly never move at their maximum speed. This would greatly
increase the moving times and impact the efficiency of the crane.
17.5.3 Machine Efficiency
The same analysis was carried out for each of the machines (see electronic copy Appendix ). This
data was used to create the graph shown in Figure 17.5.3-1. It shows that machine 1 and machine
2 are operation at just under 50% capacity; actual figures are 47.9% and 47.8% respectively. This
is a good capacity to operate at as it allows for warehouse expansion in the future.

Author: HS 139

17.6 Conclusion
As an industry standard if a piece of machinery is operation over 65% capacity it is worth
expanding the machine inventory. Further simulations on the cranes, with the manufacturers
acceleration characteristics would need to be carried out in order to make an informed decision
about adding another crane.
At full capacity the multi-strand processing lines are operating at a sufficient capacity. However,
it is highly unlikely that operation will reach the full target of 120,000 tonnes per year within the
first few years. Therefore it may be worthwhile staggering the purchase of each machine, as they
would make up a large portion of the start-up costs. The first machine would be more than
capable of handling the steel production demand for the first few years.
17.7 Improvements
The code itself does have some limitations. As mentioned previously, the cranes do not take into
account that they have to accelerate and decelerate slowly to minimize dynamic loading. The
program also neglects the amount of scrap/waste produced, the code could be modified to keep
track of the tonnage depleted steel coils that are removed. It could also log the scrap sheet metal
that is produced when slitting (roughly 12cm each side to give a smooth edge).
Machine 1 and Machine 2 Capacity
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Number of days
C
a
p
a
c
i
t
y

(
%
)
M1 Capacity M2 Capacity
Figure 17 Summary Data
Output
Figure 17.5.3-1: Summary processing output (1 month)
Author: CP 140

18. Value Added Possibilities
Value Added Services (VAS) are non-essential services taken on by the steel stockholder on
behalf of the client or customer. This enables the client to receive a product which is ready for its
purpose. This can be a very lucrative business prospect as it enables the steel stockholder to
charge higher prices for the product. Common steel stockholder value added services to the steel
are Cutting, Bending, Forging, Rolling, Heat Treatment and minor Fabrication. (NippenTubes,
2010)
There are also some alternative VAS, which could be offered such as Next Day Delivery,
including collection, processing and delivery (distance and product dependant). Product Storage
facilities until the client requires the product, it is important that the storage facilities have the
correct conditions for storing steel. The estimated charge for storage of 3m x 3m x 3m section, is
between 60-40 per week, however this rate would be increased dependant on the warehouses
remaining storage, and to process the required stock. Both of these services can be offered,
however a large premium rate would be charged as this is a no-hassle process for the customers.
(Big Yellow, 2010).
As VAS is very individual to the clients demands they are particularly tailored to the potential
client market and hence order specific. The key to VAS are to investigate the steels purpose and
try to accommodate accordingly, and hence offer a service which would have less hassle for the
customer. A VAS which the steel stockholder will always offer is that of creating the exact steel
blank size, such as for the insulated roof panels.
19. Sustainability
19.1 General Sustainability
In 2008 the UK government set out the UKs Sustainable construction strategy and this was
entitled Building a better quality of life. This illustrates that sustainability is broken down into:
Social, Environment and Economy. Also, there are many key themes throughout the document
regarding: (Corus, 2008)
Design for change.
Design for minimum waste.
Aim for lean construction.
Minimise energy in construction and in use.
Do not pollute.
Preserve and enhance biodiversity.
Conserve water resources.

Author: CP 141

Respect people and their local environment.
Monitor and report.
All of these points need to be considered before starting any project or process to create a
efficient project with low costs and low environmental impacts. This is the framework to which
the UK construction industry helps towards creating a better quality of life for the future. (Corus,
2008)
A Sustainable Action Plan (SAP) is created to control all of the aspects associated with
sustainability. Sustainability affects a wide range of aspects with regards to this project and
processes:
Strategic business need for the steel stockholder.
Feasibility of the stockholder, and the construction process.
Planning and design of the building and process.
o Land used for construction with respect to if it is a brown or green field site
Construction method and techniques and waste disposal.
Operation and Maintenance of the stockholder once it is in use.
o Transportation of the steel.
o Material and machinery used.
o Pollution (Corus, 2008)
19.2 Sustainable Energy Sources
A steel stockholder uses large amounts of energy in the day to day processing of steel and as such
all possible alternative energy sources need to be considered and accessed individually with
regards to the effectiveness.
19.2.1 Wind
Wind energy can be a very good source of power; however consistency is needed to generate
effective power. In most urban areas wind speeds are too low and the direction of the wind too
variable for effective power generation (EDC. (2010a)).
Knowing the sites grid reference is SO928877, RenewableUk can be used to generate an
estimated wind speed. Assuming a building height of 10m above ground level, this generates a
speed of under 5.4 m/s. (RenewableUK, 2010)
A possible option is to attach WindCubes to the roof of the structure, as these can harness wind
energy from as little as 5 mph (or 2.24m/s). The WindCube works by forcing energy through a
covering which concentrates the power and leads to an increased velocity. One WindCube is
approximately 22 x 22 x 12 feet and a unit of this size can produce a maximum of 60kW-hours of

Author: CP 142

power. An assumed average electrical use for a small detached home is 50kW-hours, bearing this
in mind it may be a viable option to mount of these systems to a section of the roof to power the
office and welfare facilities. However beading all this in mind it would not be a financially viable
option due to the inconsistency of the wind, direction and small power supplied. [(Wind Power
System, 2009), (Alternative Energy, 2009) ]
19.2.2 Solar
Harnessing light power is very effective; however this is entirely dependent on its location, and
how consistent the light is throughout the year. Solar panels are expensive and take a long time to
re-coup the initial spend against electricity saving.
It is possible to generate up to 200W of power per m
2
of panel using the most up to date Sanyo
HIT (hybrid monocrystalline & amorhous), however this is assuming perfect sunlight conditions.
In Birmingham the hours of sunlight ranges from 1 to 6 hours, with an average of 3.5 hours a day.
Bearing all this in mind it can be seen that solar panels are not appropriate for a steel stockholder
located in Birmingham. [(EDC, 2010b), (BBC, 2006)]
19.3 Sustainable Steel Stockholding
19.3.1 Recycling
Recycling is of key importance to all new developments as it creates a more sustainable project by
diverting the materials required from a waste stream into a resources outlet. Recycling is a very
broad topic and there are many different levels, for example, a recycled product can be created
back to its original state with the same properties or to an entirely new product. The later process
is known as down-grading which means a product bypasses landfill and becomes recycled as a
lower grade that the original, however this is still more sustainable than creating the product new.
As shown in the diagram below it is possible to either re-use or recycle a large amount of the
material required in the construction process.

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

Author: CP 143

Another aspect to consider is that of the machinery being used in the steel stockholder can also be
bought second-hand, and such this would create a large economic saving as well as that of an
environmental.
19.3.2 Wastage
During the manufacturing process wastage is to be kept to a minimum to increase the financial
gain per tonne of steel. However in all cases of the slitting process the sides of the steel coil are
cut and removed to create perfect sheets with minimum edge impurities which are created on
coils. These off-cuts are stored and sold to scrap metal dealers which are an additional income.
Steel can be sold as scrap and the prices range from 120 to 150 per tonne, dependant on its
composition, these prices are accurate of November 2010, an increase of 5% from October 2010.
20. Insurance
Insurance is required because of any potential damage which can be caused to employees or the
general public, also damage to or theft of property, equipment, stock and tools. As well as
prosecutions and tribunals which in general terms means any action which could cause either
financial or reputation damage to the company. (Sutcliffe, 2010)
The basic insurance includes, public liability, employers liability, product liability, tools, stock,
contents and business interruption. Public Liability insurance is designed to cover the insureds
legal liability to compensate others for personal injury or damage to their property, where as
Employers Liability covers injury or death to the employer. (Sutcliffe, 2010) Product liability
covers any injuries or consequences from the product i.e. steel coil. Business Interruption
Insurance (also known as Loss of Profits) covers loss of gross profit in a business following a
material damage claim, allowing the insured to recover their loss in gross profit due to a
reduction in turnover and a reasonable additional expenditure to help return turnover to
normal. Many other aspects can be covered at an increased premium such as transit cover and
building damage and the full breakdown of a business insurance policy is dependent on the
insurer. (Sutcliffe, 2010)
The annual insurance premium is dependent on numerous factors, including the revenue costs,
number of staff, type of manufacturing trade, stock value and value of machinery being used. An
estimated annual premium is between 28,000 and 40,000, for a steel stockholder with an annual
turnover of 7 million. Taking this into consideration and assuming for the first year of business
(hence high risk) a premium rate of 40,000 will be taken. (Wall, P, 2010)
Author: TO, EH 144

21. Financial Analysis
21.1 Aim
The aim of this project is to determine if the steel stockholders is a viable business which could
provide an end profit. Many factors need to be considered in determining whether or not a
profitable business can be achieved. The main issue in question is whether the revenues generated
can, over a period of years pay back the initial capital costs and provide the investors with a
positive turnover.
21.2 CAPEX (Capital Expenditure)
CAPEX refers to initial investment which is input into a business in order to acquire physical
assets. In the case of the steel stockholders, initial investment will be in the form of; purchasing
the land, cost of constructing the warehouse (materials and labour) and the cost of plant required.
This initial investment into the steel stockholders is essential to getting the project up and running
in order to satisfy the scope of the business. Steel stockholders have proven to be one of the most
capital intensive industries to invest into with a high risk associated. This is due to the high initial
cost of not only buying the land but also all of the associated plant to start the system off. In many
cases, this initial investment must be made without any guarantee of investment from other
companies to buy the processed steel.
In terms of accounting, an expense is considered to be a capital expenditure when the asset is
a newly purchased capital asset or an investment that improves the useful life of an existing
capital asset.
3

In the longer term, maintenance tasks such as fixing a lifting crane or repairing a roof can class as
capital expenditure. This is because maintenance and repairs extend the life of the initial asset and
again require investment. Capital expenditure costs are those which cannot be paid back within
the first tax year, but must instead be spread over the useful life of the asset. Initial asset
maintenance costs, however, are to be paid back before the end of the tax year. The value of the
capital expenditure assets will depreciate over time to reflect its use and value within the market.
This is why maintenance costs are required, in order to keep all plant up to scratch and operating
at the required level of production. The working life of the warehouse and plant will vary

3
Capital Expenditure (2010). CAPEX. Available at:
http://www.investopedia.com/terms/c/capitalexpenditure.asp. Last Accessed 05/01/11.

Author: EH, TO 145

depending on its use and how well it is maintained, but the likelihood is that assets will need to be
replaced over a period of time which is why they are included in the capital expenditure costs.
The assets of the building have been split into two different classes, building and plant. Each of
the two classes will have different levels of depreciation over its working life. The building will
depreciate over 25 years at a rate of 1.3%, whereas, the plant will depreciate over 5 years at a rate
of 15%. Capital costs are shown in Funding.
21.3 Risk
Due to the high initial expenditure of the steel stockholders, there is a very high risk associated.
For the steel stockholders to prove a worthwhile business and to have a potential return there must
be a market in which to enter. The initial capital expenditure costs are high as the land must be
purchased, the warehouse constructed and then plant purchased which in many cases can be worth
more than purchasing the land and constructing the warehouse combined.
The greatest risk associated with the steel stockholders is that of finding the correct target market
in which to provide a potential return. Although steel is used in many applications, both within
industry and at home, it is still a specialised market to enter into. Combined with this, the country
is in the middle of one of the most severe recessions ever suffered
4
, so investors are being very
cautious with their money. The NPV (Net Present Value) of the project is essential in determining
the level of profitability and investment within the business. NPV takes the value of money now
and compares it with the value of money at some given time in the future. If the NPV is greater
than 0, then the steel stockholders is worth investment. If, however, the NPV is less than 0, then
investment into the steel stockholders should be avoided. A discount rate is applied to future cash
flows to represent the present value of money. To allow for the greater risk associated with the
steel stockholders, a higher discount rate should be applied. NPV and discount rates allow for a
more accurate analysis of the financial return and potential profitability of the proposed steel
stockholders.
21.4 Rate of Return
The rate of return refers to the ratio of money gained or lost within a particular investment. The
rate of return is expressed as a percentage. A positive rate of return suggests a return on the initial
capital investment. In the case of the steel stockholders, finding the right target market is essential

4
Money Week (2010). Will the UKs debts drag the economy into recession? Available at:
http://www.moneyweek.com/news-and-charts/economics/will-the-uks-debts-drag-the-economy-into-
recession.aspx. Last Accessed 05/01/11.

Author: EH, TO 146

to reaching a return in the form of cash flow. With a target market in place, there must be a big
enough demand to reach the required production rate in which to see return on the investment.
The rate of return will vary throughout the first 5 or 6 years whilst the business is growing. It is
not feasible to reach 100% capacity within the first few years as at this stage the business is still
growing. As the business grows, the production capacity of the warehouse will be reached.
Therefore, the rate of return over the first few years will be less than required to make a profit and
cover overheads. It is more than likely that the steel stockholders may not become profitable until
4 or 5 years of production.
The following highlights the assumed rate of production of the warehouse for the first 7 years.
From this, the rate of return will be based in the financial model.

Figure 21.4-1:Sales Volume Vs Time
Figure 21.4-1 shows how the capacity of the warehouse will increase with time from years 1 to 5.
From year 6 onwards, the warehouse is at 100% capacity, producing the required 120,000 tonnes
of steel. The production capacity in Figure 21.4-1 has been taken from running the warehouse
production simulation to obtain real values. The values have been run based on the full 120,000
tonnes of steel being produced and then multiplied with the capacity percentage for that year
(Appendix A, Section 24.9).


Author: EH, TO 147

21.5 Funding
Funding for the business will come from three private investors, each of which investing an equal
share. In order for them to invest, however, they want to see the potential return on their
investment and whether over a period of years the business can prove to be profitable. No loans or
grants will be used to fund the project; all initial capital will come in the form of the private
investors. The amount invested will depend on the initial capital required. The breakdown of the
initial capital costs are as follows:

Author: EH, TO 148


Author: EH, TO 149

Table 18: Capital Expenditure Costing
In order to obtain the land in which to construct the warehouse, the site will be bought from
auction. Based on Land in the local Birmingham area and for industrial use
5
, an approximate
buying price can be obtained. The price at auction for a plot of 28,672m
2
is 70,000. Allowing for
a 10% variance in the asking price at auction, the price of the land is to be taken as 77,000.
From Table 18, it can be seen that the private investors will need to invest a total of 15,865,783
over the first three years to get the business up and running. This gives a breakdown of
5,288,594 each to invest. These figures represent the total capital costs of the project with no
delays, breakdowns or significant problems. To take the possibility of these problems arising into
account, a sensitivity analysis will be included to allow for variation.

5
Vantage Land (2010). Land for sale in Solihull Birmingham. Available at http://www.vantageland.co.uk/land-for-
sale-solihull-birmingham-west-midlands.asp. Last Accessed 05/01/11.


Author: EH, TO 150

21.6 Financial Modelling
As the capital costs have been calculated, the next step is to run the figures through a financial
analysis modeller to determine whether the business is viable. This includes the cost of overheads,
materials, revenues, fixed costs, maintenance etc. For the full breakdown of the excel spreadsheet,
see section 24.8.
21.7 Revenues

Figure 21.7-1:Revenue Vs Time

From observation of Figure 21.7-1, it can be seen that the steel stockholders is creating a revenue
from the start of the first year. At the start of year 7, the revenue generated starts to tail off and
show little increase from year 7 onwards. Between years 1 and 7, there is a linear increase in
revenue. This shows that the business is growing at a steady rate, as the production capacity and
sales volume increases to meet demand.


Author: EH, TO 151

21.8 Profitability

Figure 21.8-1: Net Profit Vs Time

Profitability is a key tool in determining whether or not the steel stockholders business is viable.
From Figure 21.8-1 it can be seen that the business is viable due to profit being made from year 3
onwards, known as the breakeven point. For the first 3 years of operation, the steel stockholders
make no profit. This is due to the large capital costs incurred to get the business up and running.
From year 3 onwards, as the sales volume and client base increase, profits can be seen to be made.
Between years 3 and 8, a linear increase in profit is made. This means that the business is growing
at a steady rate. This steady rate of growth is essential to ensuring the business is prepared with
enough capital to ensure future growth. If the business were to expand at an exponential rate then
the business may not have the resources in place to cope with demand. From year 8 onwards, the
level of profitability plateaus. This is due to the full capacity of the warehouse being reached. To
further increase the profitability, expansion of the steel stockholders would be required.
21.9 Net Present Value
Using the financial model in section 28.4, it can be seen that with a discount rate of 8% applied; a
positive net present value will be obtained. The NPV with a discount rate of 8% applied works out
at 771,024. This positive NPV means that the steel stockholder business would prove to be a
worthwhile investment.


Author: EH, TO 152

21.10 Return on Investment and Gearing

Figure 21.10-1:Return on Investment Vs Time

For the three private investors, Figure 21.10-1 is of significant importance. Looking at the plot for
return on investment, it shows that they could potentially gain a return on their investment from
the very start of the business. This is due to the repayment of money invested and the dividends
paid out. At the peak, the rate of return is almost 8%. As the business expands, however, and they
make their original investment back, the rate of return on their money decreases. At the start of
year 7, return on investment drops off to just below 1%, making the business less profitable for
them and a good time to re-invest elsewhere.
Over the 7 years of investment, it can be seen that there is the potential for the investors to make a
return of around 40% on their original investment. Which, based on their original investment of
5,288,594, they could potentially make a return of 2,115,438 over the 7 years. Breaking this
value down further makes each investor approximately 302,205 per year based on an average.

Author: EH, TO 153

Figure 21.10-2: Gearing Vs Time

Looking at Figure 21.10-2 it is possible to see that in the first year the gearing percentage is quite
high, around 35%. Gearing is a ratio of the finance to capital and is heavily influenced by changes
in interest rates. During the first few years of production where the gearing percentage is high,
any changes in interest rates could potentially mean more money has to be paid out. As time
increases, the gearing percentage decreases and so the risk associated decreases. In year 7, when
the investors have been paid back, the gearing percentage drops to 0% with no risk now
associated with their money. Over the course of the 7 years as the gearing percentage decreases,
the risk on the private investors investment decreases and makes the chances of making a profit
more likely.
21.11 Sensitivity Analysis
This analysis will provide an insight into the potential effects on the business in terms of loss or
gain in three situations; the likely, pessimistic and optimistic sales. These models will provide a
likely business model that will be used for decision making by the private investors. The
pessimistic model will show what could potentially occur if sales were to drop by 10% and the
optimistic model will show what could potentially occur if sales were to rise by 10%.

Author: EH, TO 154

Figure 21.11-1; Sensitivity Analysis: Sales Volume Vs Time

Figure 21.11-2: Sensitivity Analysis: Revenue Vs Time


Author: EH, TO 155

Figure 21.11-3: Sensitivity Analysis: Net Profit Vs Time
21.11.1 Likely Sales Model
From the financial analysis carried out, it will take 3 years before a potential profit can be made.
This initial profit is relatively small at 22,002 but increases steadily over the next 7 years. In year
10 a profit of 2,647,016 is made. An investment of 15,300,000 was made in the first 2 years.
The model shows that the business is able to pay back the investors at a rate of 20% each year
from year 3 onwards and hence all investments are fully returned by year 7 with a 39.7% return
on investment.
21.11.2 Pessimistic Sales Model
If sales were to decline by 10% then a profit would not be made until year 4. The profit made in
this year is predicted to be 539,722, which is 275,355 less than the equivalent year in the likely
sales model. Profits would also remain lower over time. It is possible for the investors to still have
the same return on their investment from year 3 to year 7.
21.11.3 Optimistic Sales Model
If sales increase by 10% over the likely model, profit is made in year 3. It does, however, increase
steeply by 223,352 to 245,354 when compared to the likely model. As time increases, the
difference between the optimistic and likely profits becomes greater, indicating that future
optimistic profits could potentially be far greater and hence the value of the company would be
amplified. This is the same scenario for the potential revenue and sales volume.
Author: Group 3 156

21.12 Conclusion
From the financial analysis carried out, the steel stockholders would prove to be a very
worthwhile investment for each of the three private investors. As shown in Figure 21.11-3 a profit
for the business can be made from year 3 onwards with a return to the investors coming in year 1.
From the financial analysis, the private investors stand to make a profit of 2,115,438 over 7
years of investment which relates to a cumulative rate of return of 39.7%. In addition, the
business is still feasible whether subjected to normal, optimistic or pessimistic sales conditions.
There is only a fluctuation of one year in terms of time to profit between each model, the greatest
time being 4 years. In all cases the investors receive a high rate of return on their investment at
39.7% over the time period of 7 years.

22. Conclusion
The objective set out as per the brief was to carry out a feasibility study into designing a fully
functional steel stockholder. All aspects associated with the steel stockholders are considered;
transportation of materials, foundations, warehouse structure, internal and external layout and the
associated logistics.
The location of the steel stockholders had to be considered carefully in order to satisfy the
demands of the business, such as linking in with existing transport infrastructure and minimising
the impact on the local environment of such a large scale development. In addition, as the
Birmingham canal system is to be used as one of the methods of transporting the processed steel
works, it is essential that the warehouse is located close to the canal system. As a result, the
location of the steel stockholders is chosen with careful consideration to be Grazebrook Industrial
Park, Brierley Hill, West Midlands. This chosen location is actually the site of an existing
industrial park and as such suits all of the required demands placed on the business. The site is in
close proximity to the local roads, canal and train depot.
Based on the automated simulation model and business plan produced, the business is able to run
at 100% production capacity by year 6. This 100% production capacity relates to 120,000 tonnes
of steel works being processed per year. The automated simulation model takes into account the
different grades and types of steel works that the steel stockholders process, based on the target
markets which were decided upon in the initial stages. The automated model also allows for
delays to be taken into account by running at a 95% efficiency rate. The remaining 5% of the
time, the simulation randomly introduces delays of between 30 to 60 minutes into the model to
represent breakdowns with plant and equipment. The simulation, therefore, allows a realistic
Author: Group 3 157

model to be produced which makes the results more reliable and accurate. To deal with 100%
production capacity, 2 multi-strand processing machines are required. Due to 100% capacity not
being reached until year 6, the processing lines will be installed in staggered intervals. The first
machine being installed in year 1 and the second at the start of year 3. This staggered introduction
of the machines reduces the amount of capital that needs to be raised in the first few years to get
the business up and running.
The steel stockholder foundations, quay and warehouse have all been efficiently designed. The
foundations and quay have both been carefully considered to allow for the uneven load
distributions and variable loadings applied. For the foundations, a combination of piled and raft
foundations are to be implemented to produce the most economical design. The quay is designed
with ease and speed of construction in mind. As such, galvanised steel piles are to be used to
protect the steel stockholders from flooding and bank erosion. In addition, the vertical piles allow
for a barge mooring to be created for the loading and unloading of the processed steel works.
The warehouse structure has been designed as a portal frame. This method of construction was
chosen due to the speed of erection and ease of further development should the steel stockholders
at some point in the future decide to expand. The portal frame design maximises the internal floor
space of the warehouse by not requiring internal columns. The layout of the warehouse has been
designed to flow between the LGV offloading area, processing line and dispatch loading area of
the finished steel product.
The external layout of the warehouse and site is designed to be as fully functional as possible. The
aim of the external layout is to minimise the potential conflicts between pedestrians and LGVs.
To do this, a traffic light system around the site is implemented to control the clockwise flow of
traffic. Separate areas have been allocated for LGV parking and workforce parking. The LGVs
have an incorporated holding area whilst waiting to either have the steel coils loaded or unloaded.
To ensure a minimum impact on the environment, the steel stockholders is designed to be both
sustainable and environmentally friendly. The site lighting and drainage has been considered in
order to minimise the impact on the local environment. This is in the forms of SUDs for collecting
rainwater and minimising the impact of lighting on the surrounding areas. This is essential as the
warehouse is located in close proximity to a nature reserve.
The warehouse has been designed to take as many possible variables into consideration. With all
these different aspects having been taken into account, the most important and fundamental issue
as to whether the project is feasible comes down to the cost of the project and whether a profit can
be made. From the financial analysis carried out, the three private investors stand to make a
potential return on their investment of 39.7%. This figure represents a total return of 6,346,314
between the three private investors. This figure is based on the project becoming profitable after

Author: Group 3 158

just 3 years. After 7 years of the business being up and running, the investors will have had their
money returned.
In conclusion, an initial investment of 15,300,000 is required that will yield a return of 39.7% by
the 7
th
year of operation. Therefore, the project is deemed to be viable.
Author: Group 3 I

23. Citations
Available: http://www.parliament.uk/commons/lib/research/briefings/snsc-01106.pdf . Last
accessed 16/11/2010.
Barclay, C. (2009). Town Centres, Planning & Supermarkets.
British Geological Survey, Borehole Logs
BS 6399-1: 1996.
BS 8004: 1986.
BS EN 1997: Eurocode 7. Geotechnical design. Ground investigation and
testingHttp://www.volvotrucks.com/TRUCKS/UK-MARKET/EN-GB/TRUCKS/VOLVO-
FH16/Pages/fh16_specification.aspx
Dudley Metropolitan Borough Council. (2008). Unitary Development Plan (2005). Available:
http://www.dudley.gov.uk/index.asp?pgid=4780 . Last accessed 22/11/2010.
http://www.bbc.co.uk/weather/world/city_guides/results.shtml?tt=TT003760
http://www.jcb.com/products/MachineProduct.aspx?PID=74&RID=13&IID=17
http://www.johnexley.co.uk/hgvLGVstgo.htm
http://www.parliament.uk/briefingpapers/commons/lib/research/briefings/snbt-00654.pdf
http://www.planningportal.gov.uk/england/professionals/buildingregs/technicalguidance/ Last
accessed 16/11/2010
http://www.servoday.com/download/2543%20SEOYEONG%20SLITTING%20%20LINE%206
MM%20X1250MM.pdf
Mosley, B. Bungey, J. Hulse, R. 2007, Reinforced concrete design to Eurocode 2, Sixth Edition,
Palgrave Macmillan, Hampshire
Planning Portal (2009). Building Regulations Act 2000 Technical Guidance, NBS, Available:
Steadmans. (2010). AS35 Insulated Roof & Wall Panels. Available:
http://www.steadmans.co.uk/product/AS35/technical.htm , Last accessed 21/11/2010
Online Ref:

Abacus. (2010). Challenger 1. Available: http://www.abacuslighting.com/challenger-1.asp . Last
accessed 14/12/2010

Author: Group 3 II

AG cranes. (2011). Used Cranes. Available: http://www.ag-cranes.com/. Last accessed 5th Jan
2011
Alpha Construction Company. (2009). Permanent and Temporary Bulkheads. Available at:
http://alphaconstruction.biz/Walls.html . Last Accessed 01/11/10.
Cardinal. (2010). Truck Scale. Available: http://www.cardinalscale.com/prc.htm . Last accessed
20/12/2010
DEMAG cranes. (2011). Cranes and Components. Available:
http://www.demagcranes.com/index.jsp. Last accessed 5th Jan 2011
Dudley Metropolitan Borough Council, (2010). Drainage and Sewerage. Available at:
http://www.dudley.gov.uk/environment--planning/drainage-and-sewerage. Last Accessed
05/11/10.
EDS. (2010). Automatic Sliding Gate. Available:
http://www.edsuk.com/files/EDSUK_Automatic_Sliding_Gates.pdf . Last accessed 06/12/2010
Estuarine Shoreline Stabilization, (2010). Marsh Toe Rip Rap Revetments. Available at:
http://dcm2.enr.state.nc.us/estuarineshoreline/decision%20tree/End_Wetland_Toe_Revetment.ht
ml. Last Accessed 01/11/10.
HSE-1. (2010). Speed limits. Available:
http://www.hse.gov.uk/workplacetransport/factsheets/speed.htm . Last accessed 29/12/2010.
HSE-2. (2010). Speed limits. Available: http://www.hse.gov.uk/workplacetransport/vehicles.htm .
Last accessed 29/12/2010
JINAN EAGLE CNC MACHINE CO.,LTD.. (2010). Slitting and Cut to Length Combined Line.
Available: http://www.eg-machine.co.uk/5-slitting-cut.html. Last accessed 9th Dec 2010
JML Contracts, (2008).Gabion Baskets. Available at:
http://www.jmlcontracts.co.uk/gabion_baskets.html. Last Accessed 01/11/10.
JVWEI MACHINE EQUIPMENT MANUFACTURE CO, LTD. (2011). Combined Cut to
Length & Slitting Line. Available: http://jvweimachine.en.made-in-
china.com/product/XosQeinbfqhc/China-Combined-Cut-to-Length-Slitting-Line.html. Last
accessed 3rd Jan 2011
Knight, I et al. (2008). LGVs - Likely Effect. Available:
http://www.parliament.uk/deposits/depositedpapers/2008/DEP2008-1410.pdf . Last accessed
07/12/2010.
OTSEGO Crane and Hoist Co. (2011). COverhead Bridge Crane - Top Running Double Girder.
Available: http://www.otsegocrane.com/bridgecrane.html. Last accessed 8th Jan

Author: Group 3 III

Petro Technik, (2010). Underground Fuel Storage Tanks. Available at:
http://www.petrotechnik.com/underground_tanks.html. Last Accessed 05/11/10.
PML Civil Engineers & Contractors. (2010). Marine Works- Sea Defences. Available at:
http://www.pmltd.eu/Marine_Works_Sea_Defences.asp . Last Accessed 01/11/10.
Rip Rap Revetments, (2010). Available at:
http://www.dnr.state.oh.us/water/pubs/fs_st/stfs16/tabid/4171/Default.aspx. Last Accessed
01/11/10
Robert Bray. (2010). The New Stroud College Car Park. Available:
http://www.sustainabledrainage.co.uk/stroud.pdf . Last accessed 14/12/2010.
Total Security Solutions. (2009). Palisade Fence. Available: http://www.total-
fencing.co.uk/palisade-fencing.htm . Last accessed 06/12/2010.

Book Ref:
Agriculture committee (1997). Flood and costal defence. 6th ed.
Alternative Energy. (2009). WindCube Generates Electricity in Moderate Wind . Available:
http://www.alternative-energy-news.info/windcube-generates-electricity-in-moderate-wind/. Last
BBC. (2006). Average Conditions - Birmingham. Available:
http://www.bbc.co.uk/weather/world/city_guides/results.shtml?tt=TT003760 . Last accessed
21/11/2010
Big Yellow. (2010). Business and Warehouse Storage. Available:
http://www.bigyellow.co.uk/about/index/business-storage/storing/ . Last accessed 29/12/2010
British Standards Institute (2010). BS 6349-2:2010 Maritime works - Part 2: Code of practice for
the design of quay walls, jetties and dolphins. 2nd ed. BSI.
Builder Bill. (2007). Roof Glossary. Available at: http://www.builderbill-diy-help.com/roof-
glossary.html Last Accessed 23/11/10.
Cladding Supplies. (2010). Available at: http://www.claddingsupplies.co.uk/specifications Last
Accessed 29/11/10.
Clayton, C.R.I. (1993). Earth Pressure and Earth- Retaining Structures. 2nd ed. London: Blackie
Academic & Professional. p191 238.
Corus. (2008). Sustainable steel construction. Available:
http://www.corusconstruction.com/file_source/StaticFiles/Construction/Library/sustainable%20st
eel%20construction.pdf. Last accessed 15/11/2010.

Author: Group 3 IV

EDC. (2010a). Wind Generators. Available: http://www.solar-wind.co.uk/wind-generators-
power-turbines.html. Last accessed 17/11/2010.
EDC. (2010b). Solar Panels. Available: http://www.solar-wind.co.uk/solar_panels.html. Last
Filonite. (2007). Profiled Translucent GRP Profile Sheets. Available at:
http://www.southernsheeting.co.uk/controlpanel/shoppics/File/Filonite.pdf Last Accessed
29/11/10.
Gregory, J et al (2000). Flooding Risks & Reactions. UK: Chartered Institution of Water &
Environmental Management . p85-98.
Harington, R. et al (2007). Structure and Fabric. 7th ed. Malaysia
Hemphill R W and Bramley M E (1989). Protection of River and Canal Banks. London: CIRIA.
p2,5,7-8, 113, 119.
Howarth, W (2002). Flood defence law. Kent: Shaw and sons Ltd.
ICE (1993). Land drainage and flood defence responsibilities. London: Thomas Telford Services
Ltd. p1-12.
JDB Industrial Roofing ltd. (2009). Roof types. Available at:
http://www.jdbroofing.co.uk/index.html Last Accessed 29/11/10.
Know This.com. (2010). Types of Warehouse. Available at: http://www.knowthis.com/principles-
of-marketing-tutorials/managing-product-movement/types-of-warehouses/ Last Accessed
01/12/10.
Lets Recycle. (2010). Metal Prices. Available: http://www.letsrecycle.com/prices/metals/ . Last
MK Roofing and Cladding/ Roofing Maintenance. (2009). GRP translucent sheets. Available at:
http://www.mkroofingandcladding.co.uk/rooflight-replacment/ Last Accessed 29/11/10.
mron. (2010).
NippenTubes. (2010). Sheets and Coils. Available: http://www.nippentubes.com/sheets-coils.html
. Last accessed 13/12/2010.
Parke, G.A.R. et al (2000). Manual of Bridge Engineering. London: Thomas Telford Services
Ltd. p777
Reid, E (1984). Understanding Buildings- A Multidisciplinary Approach. England: Longman
Group Ltd. p16 - 20
RenewableUK. (2010). Reference. Available: http://www.bwea.com/noabl/index.html. Last

Author: Group 3 V

Ryan, V. (2004). LIGHT DEPENDENT RESISTORS. Available:
http://www.technologystudent.com/elec1/ldr1.htm. Last accessed 10th Dec 2010.
Safety Laser Scanner OS3101. Available:
http://ia.omron.com/product/family/1893/index_fea.html. Last accessed 29th Dec 2010.
Sutcliffe. (2010). Manufacturers & Precision Engineers Insurance. Available:
http://www.sutcliffeinsurance.co.uk/manufacturers_and_engineers.aspx . Last accessed
30/12/2010
The World of Steel Buildings. (2010). Purlins. Available athttp://www.contoursteel.co.in/C-
Purlins.html Last Accessed 23/11/10.
Trimble. (2007). Vehicle Tracking System Pricing. Available:
http://www.trimble.co.uk/eutrim/products/pricing.html. Last accessed 14th Dec 2010.
Trimble. (2007). Vehicle Tracking System Pricing. Available:
http://www.trimble.co.uk/eutrim/products/what-is-gps-vehicle-tracking.html. Last accessed 14th
Dec 2010.
Wall, P. (2010). Insurance Case Studies. Available: http://www.walmsleyscommercial.com/case-
studies/ . Last accessed 30/12/2010
Wikipedia. (2009). Radio-frequency identification. Available: http://en.wikipedia.org/wiki/Radio-
frequency_identification. Last accessed 15th Dec 2010.
Wind Power System. (2009). Could Wind Cubes Boost Wind Power Production? . Available:
http://www.windpowersystemsinfo.com/wind-turbines/wind-cubes-boost-wind-power.php. Last
Yang, T. Zhiqing, W. (2001). Item defect detection apparatus and method. Available:
http://www.freepatentsonline.com/6271520.html. Last accessed 13th Dec 2010.
Author: HS VI

24. Appendix A
24.1 Transportation


Author: HS VII

24.2 LGV Costs


Author: HS VIII

Author: HS, EH
IX

24.3 Zone Diagram

Author: EH X

24.4 Calculations
24.4.1 Foundation Design Full Calculations
24.4.1.1 Piling

Assumptions

Drained conditions (long term stability of clays)

Pile Diameter (m)

0.5 Pile Length (m) 7

CFA bored reinforced concrete piles

Drained Shaft Friction K v' tan ' depth dry unit weight v' Change in v' ' fs Qs Qb Total Q (kN) Allowable Q (kN)
k 0.7 0 0 0 0 4.5 0 0.00

4993.10 2496.55
D/B 14 1.5 15 22.5 11.25 7.5 2441.93 4600.60

F 2 2.7 19 22.8 22.65 0 0 0.00

Area of base 0.19625 7 22 94.6 58.7 0 0 0.00

7 28 0 47.3 0 0 0.00 392.50

Zone 1 - Delivery Area Area (m2) 515.7 Single Pile capacity (kN) 2496.55 Group Efficiency,

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

0.95

Loading Type

Loading Value (kN/m2) Total Width of block (m) 9.55 Number of rows (m) 2

Delivery Lgv's

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

Factory, workshop and similar buildings

5.00

tan^-1 (B/s) 0.06 3.18 Total Load (kN) 5603.50 53.7

structure/crane

3025.00

m(n-1) 12

Total Loading

3035.02

n(m-1) 7

90mn 1260

Zone 2 - Peg Storage Area (m2) 1527.635 Single Pile capacity (kN) 2496.55 Group Efficiency,

Number of piles 4 Centre to centre spacing (s), (m) 28.03

0.99

Loading Type

Loading Value (kN/m2) Total Width of block (m) 9 Number of rows (m) 2

Partially used coils x 10

33.10 Total Length of block (m) 28.03 Number of columns (n) 3 Degrees Qgroup (kN) 9853.90 Spare Pile Capacity (kN)


5.00

tan^-1 (B/s) 0.02 1.02 Total Load (kN) 60820.99 -33.4

structure/crane

2622.00

m(n-1) 4

Total Loading

2660.10

n(m-1) 3

90mn 540

Zone 3 - Storage Racks Area (m2) 163.5 Single Pile capacity (kN) 2496.55 Group Efficiency,


0.97

Loading Type


Full coils x 60



5.00


structure/crane

3025.00

m(n-1) 15

Total Loading

3127.17

n(m-1) 12

90mn 1620

Zone 4 - Processing Area Area (m2) 1275.365 Single Pile capacity (kN) 2496.55 Group Efficiency,


0.98

Loading Type


Multistrand Machines x 2


Full coils x 12

2.49

Packaging area (2 x coil, packaging
materials )

16.03

m(n-1) 10


5.00

n(m-1) 6

structure/crane

2636.00

90mn 1080


Author: EH XI

Total Loading

2661.79

Zone 5 - Quay Area (m2) 410 Single Pile capacity (kN) 2496.55 Group Efficiency,


0.98

Loading Type


Dispatch Vehicle



5.00


structure/crane

669.4

m(n-1) 4

Total Loading

695.48

n(m-1) 3

90mn 540

Zone 6 - Dispatch Area Area (m2) 569.49 Single Pile capacity (kN) 2496.55 Group Efficiency,


0.98

Loading Type


LGV's x 4


Dispatch Vehicle

21.08



5.00

m(n-1) 4

structure/crane

892.00

n(m-1) 3

Total Loading

921.12

90mn 540

Zone 7 - Blank Sheet Storage Area Area (m2) 250.51 Single Pile capacity (kN) 2496.55 Group Efficiency,


0.98

Loading Type


Blanks


Dispatch Vehicle

21.08



5.00

m(n-1) 2

structure/crane

888.00

n(m-1) 2

Total Loading

983.36

90mn 360

Zone 8 - Office and Welfare Area Area (m2) 97.76 Single Pile capacity (kN) 2496.55 Group Efficiency,


0.97

Loading Type


Office Loading



5.00


structure/crane

888.00

m(n-1) 2

Total Loading

895.5

n(m-1) 2

90mn 360

Author: PC XII

24.5 Traffic Light System Process Flow Diagrams

Figure 24.5-1 Traffic Light System Process Flow Diagram Part 1

Author: PC

XIII


Author: PC

XIV


Author: PC

XV

Figure 24.5-4 Crane Traffic Light System Process Flow Diagram
Author: GD XVI

24.6 Loading Tables
DISTRIBUTION OF THE LOADING ALLONG THE STRUCTURE

Building Member Length
(m) unfactored factored unfactored factored unfactored factored unfactored factored unfactored factored
A1 Beams 9.00 0.45 0.34 0.28 0.42 0.047 0.06
Purlins 9.00 0.9 0.68 0.56 0.84 0.047 0.06
Columns 13.50 420 567 0.047 0.06 1.1 0.99
A2 Beams 9.00 0.4 0.30 0.25 0.375 0.047 0.06
Purlins 9.00 0.8 0.60 0.5 0.75 0.047 0.06
Columns 13.50 395 533.25 0.047 0.06 1.1 0.99
B Beams 15.00 0.42 0.32 0.26 0.39 0.047 0.06
Purlins 15.00 0.83 0.62 0.52 0.78 0.047 0.06
Columns 10.00 410 553.5 0.047 0.06 1.1 0.99
Coil Racks Beams 2.00 270 91.13
VERTICAL LOADING
Snow load (kN/m) Live load (kN/m) Crane Vertical (kN) Roof cladding (kN/m)
HORIZONTAL LOADING
Wind load (kN/m
2
)
TOTAL VERTICAL LOAD
(m) factored (kN/m)
Area (m
2
)
Factored load (kN)
Area (m
2
)
Factored load (kN)
A1 Beams 9.00 0.82
Purlins 9.00 1.58
Columns 13.50 589.46 121.50 7.71 232.50 14.75
A2 Beams 9.00 0.74
Purlins 9.00 1.41
Columns 13.50 546.78 121.50 7.71 91.69 5.82
B Beams 15.00 0.77
Purlins 15.00 1.47
Columns 10.00 571.73 148.34 9.41 139.00 8.82
Coil Racks Beams 2.00 91.13
TOTAL VERTICAL LOAD (due to side cladding)
y-y direction x-x direction
(m)
Area (m
2
)
Factored load (kN/m)
Area (m
2
)
Factored load (kN/m) Load (kN) Period (sec) Load (kN) Period (sec)
A1 Beams 9.00
Purlins 9.00 10.62 6.66 16.96 6.66
Columns 13.50 121.50 8.91 217.00 15.91 24.76 2.98 39.28 2.98
A2 Beams 9.00
Purlins 9.00 10.62 6.66 16.96 6.66
Columns 13.50 121.50 8.91 112.65 8.26 24.76 2.98 39.28 2.98
B Beams 15.00
Purlins 15.00 16.96 6.66 10.62 6.66
Columns 10.00 148.34 14.69 139.00 13.76 39.28 2.98 24.76 2.98
Coil Racks Beams 2.00
TOTAL DYNAMIC HORIZONTAL LOAD
TOTAL HORIZONTAL LOAD (wind)
Author: HS XVII

24.7 Simulation References

ASCII. (1900). ASCII Table. Available: http://bestofthisweb.com/blogs/wp-
content/uploads/2009/11/ascii_table2.jpg. Last accessed 5th January 2011
Author: TO, EH XVIII

24.8 Financial Analysis


Author: TO, EH XIX


Author: TO, EH XX


Author: TO, EH XXI


Author: TO, EH XXII

Author: TO XXIII

24.9 Business Model
Year Capacity
(%)
Production
Capacity
(per year)
1 35.2 42,443
2 51.0 61,441
3 65.5 79,419
4 83.0 99,594
5 95.0 114,502
6 100.0 120,625
7 100.0 121,224
8 100 120,013
9 100 121,259
10 100 119,972


Author: GD

XXIV

24.10 Drawings
All the drawings were produced in AutoCad software. There are five drawings included in the
appendix listed below.
Drawing
Number
Including Scale
A-0
Warehouse Layout
Machinery Specifications
1:100,
1:200
A-1
Detailed Drawings of
Steel Structure
1:100
A-2
Detailed Drawings of
Storage Racks
1:50
A-3 Details 1:20, 1:40
A-4 Elevations 1:200

24.11 Software analysis data and results
All the software analysis data and results are provided in an electronic copy Appendix C only due
to huge mass of information, including:
Frame distributed loads
Frame point loads
Joint coordinates
Summary data
Time history loading
All the above are provided for both building and storage racks

Author: Group 3 XXV

24.12 Gantt Chart

SteelStockholder 3

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

SteelStockholder 3

Caricato da

Copyright:

Formati disponibili

FACULTY OF ENGINEERING AND PHYSICAL SCIENCES

= 0.785 Table 8.2

= 0.785 x 0.94 = 0.7379 N/mm

= 250 + 0.25d (<

= 500) - Effective design strength of the shear

. It is a straight from the box system

Potrebbero piacerti anche