Paper 1420 October, 1987 POs Journal of the POWER DIVISION neers FIXED-WHEEL GATES FOR PENSTOCK INTAKES Sylvan J. Skinner* (Proc. Paper 1420) SYNOPSIS ‘The goneral application of gates, valves and control mechanisms for hydro-electric installations are discussed in brief by articles in handbooks, text books and technical publications. Occasionally some specific feature or {installation is covered in detail. In these publications the use and relative merits of the various types of gates are also discussed and, in general, agree- ‘ment of type application is fairly consistent. However, there is a dearth of published information on the actual overall design of high-head flat structural Steel fixed-wheel gates used for emergency closure of penstock or other con- duit intakes. This paper covers the major design problems and the present design treatment by the Bureau of Reclamation for this type of gate. INTRODUCTION ‘The designations “fixed-whoel gato” or “coaster gate,” in general, refer to fabricated flat structural steel gates used for high head emergency applica~ tons; while radial gates, drum gates and rollor gates are usually considered fas surface regulating gates. The proportions and designs of fixed-wheol and coaster gates are determinea primarily by their application for regulating flow in spillways or for emergency closure of the intake of penstocks, outlets, tunnels or in surge tanks. ‘The intended function, operating facilities, and equipment to be provided for handling during installation and for later servie~ ing also have an important part in the design. ‘Their use is usually restricted to applications where emergency closure may be required to cut off flow af water through penstocks or conduits to protect other equipment in the system. In addition to the emergency feature their normal function is to close the con- uit intake under balanced pressure conditions (no flow) so that the conduit Noier-DIswsTor Opin until March 1, 1958. Paper 1420 is part of the copyrighted iournal of the Dower Division of the Amerioan Society of Ciel Engineers, Vo. 88, No. BO 5, October, 198 ‘+ Mech. Engr., Bureau of Reclamation, Mechanical Branch, U. 8. Dept. of the the Interior, Denver, Colo. 1420-11420 POS October, 1957 may be unwatered for inspection or for inspection and servicing of turbines, Ives and other equipment. They are usually raised (opened) under balanced pressures, Principles of design and general construction of fixed-whee] and coaster gates are similar, the main variation being in the mountings. Coaster gat Aare mounted on roller trains instead of wheels, and can be operated under higher heads since the roller mountings offer much less frictional resistance to movement than bushed wheels. Coaster gates are more suitable for ress, lating purposes under high heads as they are less susceptible to vibrati. when operating for extended periods (at partial opening) with high velocity flow. More even distribution of load to the embedded gate frames and coy crete structure is obtained with the coaster gate. Thelr main disadvantages are higher initial and maintenance costs, resulting from multiplicity of neov- ‘ng parts, and the accuracy of fit required for proper functioning. ‘Therefore the more rugged fixed-wheel gates are used whenever possible "The gates are normally held in the open (stored) position, directly above the conduit intake, by hydraulic hoists located at the top of the dam or gate shalt. This position reduces the time required for emergency closure toa minimum. The hoists are connected to the gates by alloy steel or mone stems, The gates are lowered to the closed position under their own weight by releasing the supporting oil from the hoist cylinder, no downward force being exerted by the hoist. The design features of the “ixed-wheel gate” and ts supporting frame, guides and an: inakes as Currently treated by the Bureau of Reclamation are the subjects of the discussion that, folios General Features Affecting Design ‘The principal considerations in the design of a fixed-wheel gate, as in any structure, are the magnitude of loading, the size of the gate, and the adequacy f it8 supports. ‘The size of the gate (width and height) is determined by the Size of the penstock or conduit and the shape and slope of the intake which the kate is to close (seal off from flow of water). ‘The proportions of the trash- ack and penstock intake structures are determined by flow char: necessary to obtai. the required *Q,” flow in cubic feet per second, for oper ating the hydro-electric equipment at the power-plant. ‘The design of the trashrack and intake structures is beyond the scope of this paper; however, the nominal size of the gate required to close the intake is determined by the proportions of the rectangular entrance of the transition to the eircular pene Stock. The face of the rectangular transition entrance is usually coincident with the face of the dam and the downstream face of the gate slot. Fig. I(a) hows an intake with a vertical face; in Fig. 1 (b) the intake has a sloping fa ‘The same nominal gate size will apply to an intake with either a vertical or # sloping faco for the same size penstock, provided the angle ®, between the centerline of the penstock and the plane normal to the intake face, has th same magnitude ‘The table of Fig. [lists intake proportions from which preliminary gate sizes may be obtained with suf ‘curacy for basing gate design stress ning the various parts of the gate and its support Tollowing: 7October, 1987 ASCE SKINNER 1420-3 spection and servicing of turbines, sally raised (opened) under balanced INTAKE PROPORTIONS for GATE SIZE - PENSTOCKS - ruction of fixed-wheel and coaster vg In the mountings. Coaster gates eels, and can be operated under fer much leas frictional resistance + gates are more suitable for regu- are less susceptible to vibration Aartial opening) with high velocity fe embedded gate frames and con~ er gate, Their main disadvantages Testing from multiplicity of mov- ST ral pul cal ent eal esol onl calcd ro ‘or pevper tenetisning,‘Thanetore 1084] Bar| ‘8140] 6270) 9:09] 9¢57)10.19 20296] 1-97 cd whenever posable B5|_ Sea] 8:65] So] sta] 9:30] Sus] Seal 99] 5) 505 m (etored) portion, rectly above = ras Sted atthe top of the dam oF gale » 23] 10] zal sal a) 1.09) 730] 7.03 one send stato of te dear te sa BS Soe Sie) S33) dit] oe ens tiple ace fe gates by allay steel or monel e|_ 910} 948] 98] a80}a0-afaeraorfaeto fae A0A8 ed postion under thekr own weight ws] gal esa] 1-7] zal zl ror] 7] se ou] 0 Meee ts uanaaed ses 0 |e] a] ib] aca] din 2k OL AS dt ace tke res ofthe “tixed-wheo! gato” and amc abate at a) atsan Sek qe for penstock intakes a8 currently ET Jas | aoatl 9.25] 2x9] 925] .27| ena] 029] enc] 9.09 sae ine subject ofthe discussion that | ap] Be] deca] 88) ce ore tata ashe 288 5 | |S5] secant 09938 tz [aol tse ako 8 | [ou azcr] 995] 929] sae) oo] sa] sr] 970] s-raon sing Des 8 | an) Be] scr] 25] 258 |e aera salar S508 ene ectng Design a |™* |e] Sssafiaig|iatr ace ascel lise fiscs|ascn|a3S3| 5033 Tu | u2-e6fio.e7| 9.95] 9055] outa] 903 a5 |he| 11se6{ soe [12-28 12:00|33:05|a3 ce 15:50 t5-76| 23498 taco howe 3:05 hs36 9.37) 10.t5| nas 5230) 6-47 |17.96 nécap|hcas|adeo sign of a fixed-whoel gate, as in any | he size of the gate, and the adequacy | | th and height) is determined by the ape and slope af the intake which the fer). The proportions of the trash- letermined by flow characteristics w in cubie feet per second, for oper- | ‘power-plant. ‘The design of the | the scope of this paper; however, | o.6a)11ap|aa.ge 6.32| 7-57 |t9.36 5si6| 5225) 15%26 hover 35:08 ha.20 368 3.26 lose the intake is determined by the (the transition to the circular pen- tion entrance is usually coincident am face of the gate slot. Fig. (a) ‘ig. 1(b) the intake has a sloping face. an intake with either a vertical or a provided the angle @, between the tormal to the intake face, has the a3 tA69| Rad een hs.se fers 3-27 2-74 la6s35 is] frso7 fers6|18-<0| 4ons from which preliminary gate uracy for busing gate design stress us parts of the gate and its support owing: PIB.I. Por prelintmary4 - [paren 7 hy * [2:22 + .07 vane | D 2” | cose opening Area = Penstock area D = nominal diameter of the penstock in feet. hy hg, be. = transition face dimensions in feet. See Fig. Ia, b, & c. ‘The nominal size of the gate being be x (hy + hg), in feet At an early stage in the proportioning of the intake structure and its ‘emergency gate it is prudent to evaluate the operating requirements of the gate. This evaluation requires determination of whether the gate can be tlosed by sts own weight under free flow en ¥ conditions. Free flow emergency conditions are assumed to be equivalent to the flow from a burst penstock, if exposed, of toa run-away turbine with its wicket gates and pro- {octing valve (if any) open and inoperative at the power plant. This evaluation is.a compilation or summary of vertical forces existing during the closing land opening eycle of the gate. Insofar as operation of the gate 1s concerned the closing cycle 1s the more important as it determines whether closing can be accomplished by the gate weight alone. It also determines whether a nor- ral fixed-wheel gate installation will be adequate or whether special con- Siderations may be required, such as using retractable seals (which pract!- rally eliminate seal friction), installing a coaster gate, or providing a hoist with supported stems capable of exerting sufficient downward force to close the gate. Each of these special features add considerably to the cost. In such a summary the gate weight (submerged Weight when downstream skinplate and Seals are used) is the downward (positive) force Pp, The sum of the forces downward movement ed the negative force Pj, This neg: ‘essentially comprises the wheel bearing friction Fp, the wheel ‘on the track Fp, and the seal friction on the embedded seal Seats Fp. Of these, the wheel bearing friction Fp and the seal friction Fs are the most critical as they usually aecount for about 97% of the total negative Experience shows that a minimum wheel diameter to pin diameter (wh pin) ratio of about § to 1 18 normally required to obtain an acceptable amc fof wheel bearing friction for gates operating under high heads. Seal {rietion 4s greatly reduced by bonding a comparatively thin brass nosing over the bulb of the seal, see Fig. Tl. Seals will be discussed in detail later. The wheel rolling friction F, being a very small percentage of the total negative force, 4s occasionally neglected in the preliminary summary of forces. Guide sho friction is a negligible quantity since it can be no greater than a fraction of the guide shoe spring capacity. ‘This spring capacity is seldom greater than hhundred pounds at maximum operating deflection.October, 1987 ASCE SKINNER 1420-5 + epig- bio tane|D Tene” * ‘0" Ring seal Cap screw Gate skin plate | | Li fons in feet. See Fig. 1, a,b, & c. eX (ht + hg), in feet. of the intake structure and its | the operating requirements of the vination of whether the gate can be ‘emergency conditions. Free flow ‘equivalent to the flow from a burst it arbine with its wicket gates and pro- re at the power plant, This evaluation forces existing during the closing 3 operation of the gate ls concerned fas it determines whether closing can 8, Ttalso determines whether a nor= ‘adequate or whether spocial con~ ‘ing retractable seals (which practi- a coaster gate, or providing a holst g sufficient downward force to close ‘add considerably to the cost. In such weight when downstream skinplate and ) force Pp. ‘The sum of the forces ered the negative force Py. This neg~ reel bearing friction Fp, the wheel seal friction on the embedded seal Hetion Fy and the seal friction Fs are for about 97% of the total negative sek in feet. 4 f i 1 I w Rubber seal with | brass nosing 28----- TYPICAL SEAL ASSEMBLY reel diameter to pin diameter (wheel- quired to obtain an acceptable amount Ming under high heads. Seal friction ively thin brass nosing over the bulb scussed in detail later. "The wheel vercentage af the total negative force, sary summary of forees. Guide shoe cean be no greater than a fraction of tring capacity is seldom greater than Ing deflection, eouas9}284u) BO 31 rT Embedded seal seat, Z Sa Clamp bar FLOW, Spacer sleeve- o PressureExcess downward force available for closing the gate by its own weight. An allowable minimum value of 25 per: live forces Py is used for Pe. This is a safety for variations rom assumed values of {riction coefficients and un- ‘evaluated contingencies. Pe (minimum allowable) = .25 Py Positive forces = Gate weight (subme: Coefficient of friction for wheel bear! umed as 0.10 for selt= lubricating “Lubrite” type bushings. Wheel-pin ratio (assumed for preliminary summary of forces), Fy = Wheel rolling friction = Wug/Rg Coviticient of rolling friction (assumed as eel on steel), 1s of wheels, Seal friction = .217 Haugh = .091 Hal Average hydrostatic head, (at horizontal center line of gate). Covtficient of friction for rubber-brass seals (assumed as 0 Total length of rubber-brass seal on gate (inches). For a vertical or nearly vertical face of structure there is usually no par- ticular difficulty in obtaining a sufficiently adequate excess downward force Fe. A thorough analysis of the summary of forees is particularly important fn installations where the face of the structure Is on a comparatively flat e. gate installation el takes at the Palisades Dam, Palisades Idaho, are examples where | treatment was required to teduce the gate size and resulting hydraulic holst capacity requirements, see Fig. I. The original plans proposed the use of the usual face type gate installation (see phantomed gate at face of intake in Fig. II) requiring 19.26" by 46" fixed-wheel gates with an estimated w 442,000 pounds each, and embedded gate frame and guides estimated at 200,000 pounds for each gate. The sum of the submerged gate weight ponent and the hydrostatic load on the gate produc resistance to gate closing movement which required hydraul tremely high eapacity and a supported stem capable of exerting a heavy down- ward thrust on the gate. Design studies and hydraulic laboratory model t (ao formal report of the tests has been completed) indicated that the arrange ‘ment and proportions shown in Fig. I would be the most satisfactory all- around installation. The concrete beam “A* serves two major purposes. It permits retention of required intake proportions for desirable flow charac~ teristics and relocates the gate slot a stance downstream from the face of the intake structure to materially reduce the gate size to 19.67" by 28,03". ‘This change in size reduced the weight of each gate to 280,000 pound ‘oF nearly 36% of the estimated gate weight forSS =— October, 1957 ASCE Pe { for closing the gate by its own alue of 25 percent of the total nega ais is a safety factor to compensate 'es of friction coetfieients and un- merged weight if applicable) bt Frt Fs we losed gate (pounds). vearings, assumed as 0.10 for self- | ss. minary summary of forces Ue sumed as 0.01 for steel on steel) 091 Hal ‘zontal center line of gate). brass seals (assumed as 0.42). on gate (inches). structure there is usually no par- adequate excess downward force f forees is particularly important ture is on a comparatively flat or the outlet and power tunnel in- 10, are examples where special size and resulting hydraulic hoist : riginal plans proposed the use of ‘antomed gate at face of intake in SI gates With an estimated weight of Ame and guides estimated at the submerged gate weight com- produced wheel and seal friction required a hydraulic hoist of ex 1 capable of exerting a heavy down- @ hydraulic laboratory model tests spleted) indicated that the arrange i be the most satistactory all- * serves two major purposes. Tt ‘tlons for desirable flow charac~ cient distance downstream from ly reduce the gate size to 19.67" by aight of each gate to 280,000 pounds, Sof the estimated gate weight for SKINNER 1420-71420. POS October, 1957 the original plan. The weight of the frame and guides was reduced to 102,500 pounds for each gate, nearly 50% decrease. Although the maximum head at the centerline of the gate was increased from 155.5 feet to 168 feet, due t the lower location in the intake, the reduced gate size decreased the total hydrostatic load on the gate by 83% with corresponding decreases in gate friction (F) and hydraulic holst and stem thrust effort needed to closet gate gate size and operating hoad contemplated ‘This chart is based on calculated weights of heel and coaster gates which have been designed, built, and installed for operation under varying heads at conduit intakes.” The it obtained from the chart will be reasonably accurate provided the de- ign does not deviate appreciably from the general type of construction of the gates from which data were obtained for use in developing the chart. ‘The gate design discussions included herein apply to this type of construction, ‘The following nomenclature applied to Fig. 1V, H = Head to bottom seal, feet L=Width of opening, feet. (be, Fig. 1) TT = Height of opening, feet. (by + hg, Fig. 1 X= Hoight of gate frame, fect. (Assume 2.3 7). W/T = Weight of gate per foot of height 7. Weight of frame per foot of height X. Weight of guides are estimated at 100 pounds per foot of height, [assumed to be X + (2 to 5 feot)]. Add to frame weight to obtain {otal estimated weight of embedded metalwork. Downpull, One of the important factors involved in the design of the gate, and especial ly im the design ofits operating equipment, is the downpull force which might obtain during the emer losing or opening. During emergency operation the gate 1s subjected to large unbalanced pressures resulting trom an in ‘crease in velocity of flow under the gate. The upstream face and top of the gate are subjected to nearly constant pressures while there is a decrease in Pressure on the downstream face and bottom of the gate. ‘The decrease in pressure on the bottom of the gate produces an unbalance of vertical pres sures resulting in @ downward force on the gate generally referred to a8 downpull, The pressure variations on the bottom of the gate are functions of Several factors: the shape of the intake; the velocity of flow under the gates, the angle at which the flow approaches the opening under the gate; the propor- tons of the gate bottom; the hydraulic conditions downstream of the gates the ‘amount of gate opening; the relative positions of the top and bottom seals; and the proportions of the recess in the face of the structure just above the con uit entrance. These factors all influence the flow pattern and the velocity distribution under the gate Since the pressure reduction at any point is controlled by the velocity dis ‘tribution and is equal to the velocity head at that point, the downpull foree 1s dependent on the summation of these velocity heads. ‘There are no known available data which give sufficient information to determine accurate esti- ‘mates of downpull values for various types of gates at any gate opening atory hydraulic model tests and studies, based on proportions of the= October, 1087 ASCE SKINNER 1420-9 land guides was reduced to 102,500 ( ‘Although the maximum head at 1m 158.5 feot to 168 feet, due to 100. {gate size decreased the total rresponding decreases in gate beer rapt efort needed to clos the ed 3 1s and operating head contemplated Baal ‘based on caleuated weights of g tes which have been designe: = ing heads at conduit intakes. "The } ‘onably accurate provided the de~ general type of construction of the in developing the chart. ‘The ily to this type of construction. $10. fg. IV. ot =s—+t » 38 ig. 1 aa me.3 7) ast c Be. tx. | 3 100 pounds por fot of ete, { #2 ‘to frame weight to obtain 15] ets Susp 5 1 x AL the design ofthe gate, and Fs ts the downpull force which might Be | ting. During emergency operation eft esaurea resulting from 40 In $3 Ste upstream face and top af the ares while here isa decrease in 2 Zot the gate. The decrease in \ "ap unbalance of vortiel pres sate generally referred toss citom ofthe gute are functions of 2"eloaty of low ander the gate pening ander the gate; the propor- los downstream ofthe gate; the G.IV 8 of the top and bottom seals; and FIG. IV the structure just above the cone te flow pattern andthe velocity 2 348681 2 8 HL in thousands WEIGHT OF COASTER & FIXED-WHEEL GATES 4s controlled by the velocity dis- that point, the downpull force is y heads. There are no known , ton to determine accurate esti- of gates at any gate opening. 2, based on proportions of the1420-10 POs October, 1957 proposed gate design, are at present the most satisfactory methods of deter Imining a reasonably accurate estimate of the downpull force that can be ex- pected for any particular installation. ‘Model tests so far conducted have been confined to those installations where necessary to solve a difficult downpull problem particular to a specific installation. Such tests are invaluable for similar installations, yet they serve at best only as guides for estimating downpull for other installations. ‘Assumptions are necessary to adapt the tests generally with no means of proving the validity of such assumptions unless or until additional model of tests are conducted. Although prototype tests are not usually made, have been condu jonally to verify some of the special Iabora~ tory model tests. In one such prototype test, uplift forces on the gate were observed at certain gate openings that were not covered in the model tests, e Fig. V and Reference 1. ‘The physical proportions of the gate are generally large and require com- paratively little additional construction to accommodate increased loads and Stresses induced by downpull forces on the bottom of the gate and on the gate Iifting stem connections. In view of the uncertainties involved in the deter rmination of the downpull forces, as noted above, it is assumed reasonable to apply a full hydrostatic head pressure differential and design the bottom of the gate and the lifting stem cons n the gate accordingly. Since suc forces result from emergency closures Which occur infrequently and are short duration, an increase in the allowable unit stresses to 75% of the yield of the material for the parts involved is usually permitted. ‘The effect of downpull on the operating equipment would be most severe if 4 should be necessary to completely open (raise) the gate under fall unbal~ anced pressures. ‘The maximum dawnpull force would then be added to all friction forces and the weight of the gate and hoist stems to obtain the neces- ‘sary capacity for the hydraulic hoist. This condition should not occur since the gate is normally raised under balanced pressures. Provisions are usu- ally made for obtaining balanced pressures, after an unvatering of the pen- ‘stock, by installation of by-pass lines and control valves for filling the empty penstock to reservoir head before raising the gate. An occasional installa~ tion may require the gate to be opened a slight amount to accomplish the backfilling, but only where installation of by-pass lines and valves are unfeasible. ‘An air vent is provided, immediately downstream of the gate, in the top of the intake transition, Fig. VI. It supplies air which is needed to reduce the tendeney toward formation of negative pressures and vibration during emer~ gency gate closure or when the conduit is drained after the gate has been Closed under normal balanced pressures. It permits the release of air while the conduit is being filled with the gate closed or nearly closed. ‘The air vent also relieves the tendency toward formation of partial vacuums in the conduit ‘during normal flow conditions. Since the air vent relieves the tendency to~ ‘ward producing negative pressures on the downstream face af tho gate, the ‘maximum hydrostatic head on the gate is increased by only 15 feet to obtain a design head which allows a safety factor for a possible partial vacuum moving gate. The minimum size of the air vent should be sufficient to admit air at the rate the turbine is discharging waler during emergency closing of the gate (assuming head water at the centerline of the transition and 1/2 at~ ‘mosphere pressure on the downstream side of the gate).October, 1957 ASCE SKINNER 1420-11 satisfactory methods of deter- { lownpall farce that can be ex~ {ned to those installations 807.——J 1 >roblem particular to a specific ilar installations, yet they 7} npull for other installations. generally with no means of 8 oF until additional model of | 1 type tests are not usually made, | y Some of the spocial labora { ipliftforees on the gate were ‘€ covered in the model tests, + 3S e ‘squmed port Dtowdown Ci aE nerally large and require com- ommodate increased loads and tom of the gate and on the gate ainties involved in the deter- 6, it Is assumed reasonable to itlal and design the bottom of gate accordingly. Since such | occur infrequently and are of | nit stresses to 75% af the yield | ‘Thousands of Pounds 1 9 ly permitted, pment would be most severe if Se) the gate under full unbal- ce would then be added to all toist stems to obtain the neces indition should not occur since | ic Drawdown essures. Provisions are usu- fer an inwatering of the pen Ht | trol valves for filling the empty -«—l |} —_ gate, An occasional installa~ $10 20 30 40 50 60 70 80 90 100 amount to accomplish the Percent Gote Opening vas lines and valves are \ SHASTA DAM stream of the gate, in the top of Outlet Coaster Gate which is needed to reduce the I res and vibration during emer~ FIG. V \ ined after the gate has been vermits the release of air while Model- Prototype Comparison of Hydraulic Drawdown for nearly closed. The air vent See Ret.) {partial vacuums in the conduit I vent relieves the tendency to- mnstream face of the gate, the ceased by only 15 feet to obtain a ‘possible partial vacuum on the nt should be sufficient to admit F during emergency closing of te of the transition and 1/2 at- the gate.rr le October, 1987 ASCE SKINNER 1420-13, A recess is built in the face of the concrete structure just above the intake land behind the gate in its normal raised position, see Fig. VI. This recess serves the following several purposes and should be properly proportioned to serve each to the best advantage. 1, With the gate in its normal raised (open) position, the recess serves to dampen gate vibration. ‘This is accomplished by establishing the control of low, between the gate and the concrete structure, at the orifice formed by the top seal on the gate and the concrete structure; Le. orifice “A” must be smaller than “B,” Fig. Via. Under flow conditions this produces a reduced pressure on the downstream face of the gate, between the gate and the recess, ‘thas loading the gate and preventing vibration or flutter of the gate resulting from effects of the intake flow pattern. 2, ‘The geal assembly on the gate projects 2 minimum of 2-3/4 inches be~ yond the face of the skin plate and without a recess the top seal assembly will be subjected to unbalanced pressures when the gate is partly closed (full reservoir pressure on the top side of the assembly and lower pressure on the under side). This unbalance of pressures on the top seal assembly contri- bbutes materially to the downpull force on the gate. ‘The maximam downpull force generally occurs between gate openings of 20 to 80 percent. Tests (Ref. 2) have shown that a recess with a depth several times greater than the seal assembly projection is effective in reducing downpall by balancing the pressures on the top seal assembly. The effectiveness of the recoss in balancing pressures is directly proportional to its depth. A recess with a depth equal to 3 or 4 times the projection of the seal assembly is usually Dbullt in the concrete structure and proportioned to be effective approximately through the 20 to 80 percent gate opening range, except in cases where results ‘of special model tests indicate other requirements. The recess is offective {for this purpose through the gate travel where orifice *A” is greater than orifice *B,” Fig. VIb, as noted above. 3. As a closing gate approaches the closed position the spring point of flow jumps from the lip on the bottom of the gate to the bottom seal assembly. ‘This shift of the spring point produces an unbalance of pressures on the bot tom seal assembly similar to those which would occur on the top seal assem- bly with the gate open and no recess. Since the hydrostatic head is effective fon the lower side of the bottom seal assembly and a reduced pressure (near atmospheric as air is eupplied thra air vent) exists on the upper side, an up- lift force on the projection of the bottom seal assembly results. The uplitt ccan be sulficient to offset the otherwise net excess downward force *Pe” and stall the gate before it is completely closed. To counteract this uplift force the effect of the recess in balancing the pressures on the top seal assembly 4s again taken advantage of. Since the pressure balancing effect of the recess on the top seal is directly proportional to its depth, the depth can be reduced near the end of the closing cycle so as to produce a downward force on the top seal assembly to counteract the uplift on the bottom seal assembly, orifice “A” is less than orifice “B,” Fig. VI. ‘The above functions of the recess are the major factors in determining the normal raised (open) position of the gate. For obtaining the shortest distance of travel for closing and the resulting minimum size for the hydraulic hoist the preferred position for the raised (open) gate would be determined by locat- ing the tangent point (spring point of flow, Le. either the upstream face of thece 1420-14 Pos October, 1987 ‘ABLE 1. Mlowable Unit Stresses Gate menbers Axial tension (net section) «1... +: 18,000 + 15,000 Sidar'tthsion = power driven Fivete’ 111: ic'one i 51000 ielal tension = ohenor bolts, see cs st 25,000 2 2’an Tensions Extreme fibera = (Bending): +11: 18,000 : 15,000, ‘ Compression = Exvrene fibers ~ (Bending) eM lietien set cess ss + 26,300 ¢ 14,000 a's" length of wnetpporeed riange be> ” ‘eeen connections ~ inches b= flange wicth = inches : Combined stress se eee eee ee et Mhy000 $20,000 Shear = Gross area webs se eee i 11,000: 9,500 Shape = power driven rivetd ~ Zaieéa’notte Pin ers? 33,500 i 22,500 shear = fibved bolts’ (70;050" psi inin.vie? * : : ‘Pens ) does ns s « 4 28,000: 25,000 gnear'= Iummed’boltes 2122222: Wjooo + 9}500 Q Sheer = Tangential dn imeeies 7121211 =’e= : 90,000 Bearing - Pines ss + 24,009 $20,000 Bearing = Power driven Tight 42 dovele & bo: 27,000 23,000 Bearing = turned. bolts. vee ereas ¢ 20,000 ¢ 17/000 Bearing = "lubrite” type bushings ~ lo'rpa. : 5,000 I static: ¢ 222 7}000 Bearing = Concrete in blockouts under track : 3/8 OF: | (oe pire sian iin bari einer C7) P strengea | skLlowable teneile stress not over 5,000 psi or As the 8, = ( 4630 TV, = 6000 d, + 21,500 } 0.844, whicheye lesser. Sy * Permiasible tensile stress on rivet in pei of rivet before driving. 1, = Total teneion on rivet, ~ pounds VES Total shear on rivet, > pounds GF, = Diameter of rivet before driving, = inches seperived from Reference 3.October, 1957 Poun fnbeased : Gate In’cone : wanbers 18,000 15,000 18000 16,500 « | | © ) O.8ee, whichever te ‘ 1s on rivet in pst of pounds ‘ounde ariving, - inches / ASCE SKINNER 1420-15 ate oF the low edge of the skin plate) on the gate to coincide with the vertex ‘of an ellipse which is identical to the ellipse forming the top of the penstock Intake. ‘The position of the ellipse at the spring point of flow on the gate be- ing determined by moving the vertex of the penstock ellipse along a line yarallel to the centerline of the penstock until it is tangent to a vertical line ‘drawn through the spring point of flow on the gate. ‘The major axes of the ellipses remain horizontal at all locations, see Fig. VI. If these conditions feannot be met then the gate should be raised to a location approximately three fect higher than the preferred position described above so that it will not ma~ terially affect the flow pattern through the ponstock intake. In all installa~ ions where a recess is required for dampening of gate vibration it will be necessary to raise the gate to the higher open position, because of the re- (quirement that orifice "A must be less than orifice “B? Fig, Va. Unit Stresses Allowable working stresses for the gate leaf are proportioned to compen- sate for corrosion. Previously, stresses were computed for sections from ‘hich 1/32 inch had been deducted for exposed surfaces, a procedure requir- ing a special moment of inertia computation of standard rolled structural sections for the corrosion allowance, From comparisons of stresses on pre- vious designs, before and after the 1/32 inch deductions, the preceding, tabulated allowable unit stresses (which include corrosion allowances Were applicable) were adopted. Gate Leat {A tixed-wheel gate leaf is essentially a bulkhead gate mounted on wheels, and consists of a skinplate supported by horizontal heams connected to ver- tical end beams usually referred to as vertical girders. ‘The wheels are mounted between two vertical girders at each end of the gate. Eecentric pins fare used for mounting the wheels, the eceentrie being arranged to provide ad- justment of wheel alinement so that the tread contact surface of all wheels on the gate can be alined to a common plane for bearing on the embedded track. {Atypical slot section showing the relative positions of these parts is shown in Fig. VO. ‘Three basic arrangements of the horizontal beams, vertical girders and wheels are used. These are shown in Fig. VII (a), (b), and (c). In (a), all of the horizontal beams extend through to the outside vertical girders, thus placing a wheel between each pair of horizontal beams. This arrangement is Suitable for low operating heads where the wheel loads are comparatively Light and no particular difficulty is encountered in obtaining a sufficiently large wheol-pin ratio to keep the wheel bearing friction Fi, within usable Limits. ‘The use of load distributing beams (or diaphragms) in (b) and (c) pro- vide additional space for the use of larger wheels which are needed for higher heads. ‘They permit the retention of close horizontal beam spacing which re- duces the thickness of the skin plate. ‘Their use also obviates the need for development af complicated connections at the eccentric pin nuts, pin bearing plates and end connections for the horizontal beams, a condition that would (exist if the horizontal beams extended to the inside vertical girder. The large wheel chamber provided in arrangement (c) adds flexibility to theoctober, 1957INA “914 S3LV9 133HM-G9XI4 HOOLSNId ayoidurys-¢ sjayooig 4949] 4U09 -b S198yM-2 Sw0ag [O}UOZI4OH -— saoeg 6u1jnqu4isid-3 aapaig [0aus8A'S 1-2 swBosydo1g-s 49pii9 O9eA'S 0-1 + & n ‘ ae ape HELE a yf lee 3 Alt qo - U L October, 19571420-18 POs . October, 1967 ASCE location of the wheel. In some cases this 1s a distinct advantage in that it ; provides a simple means of redistributing the wheel loads by utilizing the fect of wheel spacing on the distribution of the vertical girder loads to the wheels. ‘The arrangements can be used in combinations to suit the size of the gate and the design head. single vertical girder at each side of ‘The roller trains on coaster gates are located over the center-Line of a bedded in t ncrete structure, he gate. Tho gato leaf load is evenly 4istributed throughout the length of the roller trains and onto the tracks em= ‘The design of the major parts of the gate leaf is a procedure of trial and | error, previous designs being invaluable in choosing the preliminary trial sections. ‘The span length of all through-horizontal beams ts assumed to be | the center to center of wheels. Tho spans are loaded between the center Tinea othe vortialsunl, ove ‘Tho skiplate momenta sds and bending stresses are obtained by treat Be toga vertical unt with seip of he stiplate as a centinsous bea With ee Infoelnghaunehes and modified end cantilevers (Pig: VII). The anges of the horizontal WF beams are the taunches wit am efecive with eqs to the aitance between the centers of tho extreme rivets inthe flange lus oe i rivet diameter. The parts of the skinplate which extend above the top beam and below the bottom beam are cantilevers, supported laterally at frequent i tervals by brackets which are connected to the horizontal beams. These cantilever portions of the skinplate are analyzed as a series of rectangular ‘ plates, each simply supported on two opposite edges at a bracket, the third - ‘edge fixed (built in) at the horizontal beam, and the fourth edge free, (Ref. 4), 5 Initial end moments for the continuous skinplate haunched beam and’the re sisting moments at the center of the fixed edges of the top tangular plate cantilever are calculated. These moments are used to obtain the actual moments at the supports by the method of moment (Reference 5, Chapters 3 and 8). By combining these actual the simple moments of the spans the moment at any point on skinplate beam may be obtained. Relatively close spacing of der the cantilever portions of the skinplate eliminates the high fixe id bottom ree- distribution joments with the continuous the brackets un- end mo- 5 ment of a free cantilever and permits a greater extension of the skinplate beyond the horizontal beam. This flexibility in the length of the skinplate Cont extension and initial resisting moment can be used to advantage in the mo- ‘ nits ‘ment distribution to obtain resulting horizontal beam loads that are acceptable ‘The shear diagram of the continuous skinplate beam is a composit of the simple span shears at the supports and the shear due to continuity in each Nonen span. ‘The shear due to continuity 1s the algebraic sum of the actual mo- ments at the supports of the span divided by the span length, It is added to the simple shear at the support with the greater numerical moment and 1s ‘subtracted from the simple shear af the other support. The resultant total < shear at each support is the distributed load, per lineal inch, on the support= ‘ng longitudinal beam. Fig. IX shows a typical moment distribution with sheer: ‘moment and shear diagrams. Fig. IX (a) shows the comparable moment dis- tribution, with moment and shear diagrams, for a free cantilever skinplate. ‘The stresses in the skinplate and horizontal beams are calculated from the moments and shears thus obtained. ‘The skinplate is attached to the flanges of the horizontal beams and adds to the moment of inertia of each composit beam. It is therefore subjected to biaxial stresses; those resulting framOctober, 1957 ASCE SKINNER 1420-19 is a distinct advantage in that it 5 the wheel loads by utilizing the of the vertical girder loads to the ‘combinations to suit the size of the Bracket located over the center-line of a Dist Factor fate. ‘The gate leaf load is evenly garry: Hor trains and onto the tracks em- te leaf is a procedure of trial and zn choosing the preliminary trial torizontal beams is assumed to be are loaded between the center ing stresses are obtained by treat- late as a continuous beam with re~ levers (Fig. VII). ‘The flanges of | swith an effective width equal to treme rivets in the flange plus one > whieh extend above the top beam 5, Supported laterally at frequent in- © the horizontal beams. These Siveduesscrnedredmmiar na 3, and the fourth edge free, (Ref 4). Shear Dis ¥10, 2% (Wotitied cantitever) — & pee Le ioo a ea ran Die]ig.as i596] fe-10 “ag.20| igo Fgaa].a0 reo of mowor dsrition ee >ining these actual moments with FG Fecks ead 42.45) 0 eats ny pan on he cotienes Fats ecole, Sebo ELS ly close spacing of the brackets une nso SEG 21.81/28 reaterextenoon othe akinpate ASR GO Salk] Gell, 20048 20-kh 2h ake He {iin tne vg of he spe sons | S200, 0 | 2358 aol a3 acl Se en ‘ Shear /lin,theh 80.67 \ 24.41. eT "52.51 ‘ontal beam loads that are ‘dnplate beam is a composit of the shoar due to continuity in each Moment Diag. Jgebraic sum of the actual mo- by the span length. It is added to realer numerical moment and is ther support. The resultant total ‘ad, per Lineal inch, on the support pical moment distribution with shows the comparable moment dis- 1s, for a free cantilever skinplate FIG, 2X (a) (Free cantilever) ai beams are calculated from the ' ‘kinplate is attached to the flanges oment of inertia of each composit ‘tresses; those resulting from 2801420-20 Pos October, 1957 horizontal beam bending and those from the skinplate bending. ‘The maximum ‘ ‘combined stress in the skinplate is determined according to Westergaard's criteria of failure for ductile materials subjected to two-dimensional stress and is limited to 20,000 pounds per square inch. Comparisons have been iade between different methods of determining what portion of the skinplate ‘might reasonably be considered effective as part of the horizontal beam area in determining the moment of inertia of the beam section, An effective skin plate width equal to the horizontal beam spacing is used, except in cases Where the horizontal beam spacing is over $0 inches. For these exceptional cases the effective width may be limited to .11 of the horizontal beam span; I or, where the span is relatively short a factor of 30 times the thickness of q the skinplate may be used. ) ‘The vertical girders, distributing beams, and diaphragms are made from the same size rolled structural section as the horizontal beams to simplity the fabrication. Since these members have very short spans their principal stress is shear; and, even though a considerable percentage of their flanges may be removed for wheel clearances or access holes, the bending stresses are usually very low. ‘The vertical girders are analyzed as continuous beams with concentrated loads at the horizontal beam connections and supports at the wheel and pin assemblies. The moments and shears are determined by the method of moment distribution (Reference 5) and the wheel loads taken directly from the results. As stated previously, the magnitude of the wheel loads may be redistributed by altering the wheel spacing if sufficient room ‘ has been provided at the vertical girders. In some instances where consider- able difference in wheel 1oads had been obtained from the original computa tions a more equivalent loading distribution was obtained by relatively small changes in the wheel spacing. Wheel Assembly ‘The wheels are made of wrought steel, (A.8.T.M. Specifications A 81) with ‘minimum rim hardness of 255 B.H.N. The stress in the wheel tread is the controlling factor in the wheel design, The diameter of the wheel 1s usually etermined by practical Limits and the available wheel space. ‘The required projected area of the wheol tread (product of wheel diameter and tread width) 4s determined by a formula developed from tests on rollers (Reference 6), which has been found to give a conservative critical stress in pounds per square inch for the design of wheels: Critical Stress = (Brinell hardness number) X 24.5 - 2200 A factor of safety of 2 on the critical stress is assumed adequate for an ‘overload condition, where any one wheel on a side of the gate may not bear fon the track for a short distance of travel, thus causing an overload on the Adjacent wheels. A factor of safety of 3 on the critical stress is used for the pormal wheel load. ‘The larger projected area, as determined by these two conditions, is used for the design of the wheels. ‘The stresses are analyzed in accordance with the method derived in Reference 7 for crossed cylinders, from which the chart of Fig. Xwas taken. The following nomenclature applies to this chart: ASCOctober, 1987 skinplate bending. The maximum 5 ied according to Westergaard’s ected to two-dimensional stress ch. Comparisons have been {ing what portion of the skinplate part of the horizontal beam area eam section. An effective skin- ing is used, except in cases 0 inches. For these exceptional 11 of the horizontal beam span; be of 80 times the thickness of and diaphragms are made from 2 horizontal beams to simplify rery short spans their principal able percentage of thelr flanges ess holes, the bending stresses te analyzed as continuous beams 'm connections and supports at ‘and shears are determined by ¢ 5) and the wheel loads taken sly, the magnitude of the wheel heel spacing if sufficient room « "some instances where consider= ned from the original computa- ‘as obtained by relatively small y 8.T.M, Specifications 4 87) with {ross in the wheel tread is the liameter of the wheel is usually ble wheel space. ‘The required wheel diameter and tread width) ests on rollers (Reference 6), tical stress in pounds per 2) X 24.5 ~ 2200 86 1s assumed adequate for an side of the gate may not bear us causing an overload on the 1e critical stress is used for the by theso two conditions, 1s used ro analyzed in accordance with ‘M cylinders, from which the i aenclature applies to this chart SKINNER 10 3 @ 7 eo crac Fee Tt Cort i Ene Hse EEECEH COP ger Cor ae Coe (aL Twlt CCC 7 12h) 9 ho s Bi ‘ano, 6 Values of % or RA, be sé i 1420-21 Io. x Engineoring Experimental Station University ofMean of reciprocals of radii in Y-dir Modulus of elasticity = $0 x 108 pounds per square inc = Poisson's ratio = 1/4 1-02) = Evaluation of elastic properties and shape properties EG) jemimajor axis of the ellipse of contact semiminor axis of the ellipee of contact = Depth to point of maximum stress difference or point at which maxi- mum shearing stress occurs. ‘The maximum difference of stress components is (1Zz - 1¥y) and the maxi- mum shearing stress is 1/2 (12, - 1¥y). Data on the maximum shearing stress allowable are somewhat indelinke as stated in Reference 7; however, it is generally assumed that about 90,000 pei is safe. A fixed-wheel gate 1s operated very infrequently under emergency conditions and then at slow speeds; the wheels will seldom be used under full load, and the condition of wheel overload is remote. ‘Therefore the 90,000 psi is cos Serva tive. The required ri ess of 255 B.HLN. 1s usually specified to pene trate at least 1-1/2 to the depth 21. The e or the wheels are elther made of solid precipitati hardening stee! (17% Cr., 2% Ni., Type 922, USS Stainless W or equal), oF high strength alloy carbon steei with 1/32 inch thick cl 1y nickel plated bearing surfaces. During the years when the use of nickel was restricted pins were made of hoat treated solid stainless steel (12% Cx.) type 410 or 416 and the alternate alloy earbon steel pins were chrome plated 010 inch thick. However, the ehrome-nickel stainless pins or nickel pins are used if obtainable because they are less susceptible to corro= ‘Sion and electrochemical action whi ith “Lubrite” type bushings in constantly submerged installations, ‘Those pin materials are specified to have minimum physical properties in the ranges of 110,000 to 120,000 psi Ultimate ‘Tensile Strength and 75, 90,000 psi Yield Point in Tension. An allowable bending fiber stress of 33,000 psi is used for the pins, which are designed as partially uniformly loaded simple beams. The max ection of the fully loaded pin must be less than the coarse running fit clearance between the bushing and the pin. ‘The bushings are made of high strength manganese bronze with self- into wall. ‘The recesses do not extend through the wall, thus providing a solid backing for the lubricant and a stronger bush= ing. ‘They are designed with an allowable avers 5 ‘of 3500, 44000 psi on the projected area and are specifie load capacity of 7000 psi. They are made as two-piece split bushings and are press fitted into the wheels, ise springs are also included as a part of the wheel assembly. ‘Their rmainta ceptib highe with th A com springs shown inf stem*J” 0October, 1957 rection = 1/2R1 rection = 1/2 Re vunds per square inch roperties and shape properties ntact ntact difference or point at which maxi- ents 1s (12, > 1¥y) and the maxi- data on the maximum shearing ' stated in Reference 7; however, si is safe. A fixed-wheel gate is 2¥ conditions and then at slow ier full load, and the condition of 10,000 psi is considered conserva- HIN, is usually specified to pon ither made of solid precipitation ‘Type 322, USS Stainless W or ‘with 1/32 inch thick electrolytical~ the years when the use of nickel «d solid stainless steel (12% Cr.) bon steel pins were chrome plated rme-nickel stainless pins or nickel they are less susceptible to corro- with “Lubrite” type bushings In ve minimum physical properties in ite Tensile Strength and 75,000 to wable bending fiber stress of Sosigned as partially uniformly ition of the fully loaded pin must ee between the bushing and the pin. anganese bronge with self- ‘The graphite inserts are pressed ‘The recesses do not extend through + the lubricant and a stronger bush- average bearing stress of 3500 to ‘ified to have & minimum static fas two-piece split bushings and are ‘tof the wheel assombly. Their ASCE SKINNER 1420-28, function is to conter the whoel on its pin when it is unloaded and free to move laterally. A wheel that 1s centered with adequate clearance on each side of the hub, just prior to closing the gate under emergency conditions, is free to float sidewise, a movement that may result from any slight misalinement in pin bores or in the track. Once a wheel has taken load it is impossible to change its lateral course because of the high friction between the tread and track. The wheel float avolds a buildup of friction between the wheel hub and the vertical girder (which would tend to stall gate movement) by preventing contaet of these parts while the gate is moving under load. Initially flat uni- form section disc springs arranged as shown in Fig. VIL are provided for each wheel. The springs are made of 3/4 hard 18% Cr. - 8% Ni. or precipita- ton hardening 11% Cr. ~ T% Ni. stainloss stool sheet or strip. They are de signed for installation with an initial preload deflection sufficient to produce a minimum load equaltto the force required to slide 1-1/2 times the com- bined wheel and bashing weight on the pin, assuming a sliding friction coeffi~ cient of -10 between the bushing and pin. Stress in the springs, at maximum deflection equal to half the assumed whee! float, 1s Limited to 125% of the Yield Point in Tension of the spring material. The procedure of spring de | sign otherwise follows that developed by Almen and Laszlo, Reference 8. Initially flat springs are used instead of the predished or initially coned type as they are simpler to manufacture and, as a group, are more consistent In their load capacities. ‘This is probably due to elimination of the preform- Ing operation required in the coned type. Also, the assembly of flat springs | maintains a compact closed unit when released of load, making it lees sus ptible to accumulation of sediment. ‘The initially coned type produces a igher initial load under very little deflection, which is a desirable charac~ teristic. However, some installations of this type have encountered difficulty with the cone snapping-through under load and the spring rendered useless, ‘A combination, using a flat dise as a diaphragm between the initially coned | springs would keep them effective, even though a snap-through should occur, | provided all outer edges at the inside and outside diameters of the paired Springs are supported when the cone 4s pointed in elther direction, see Sketch “A” Fig. VIL. This requires designing both types of springs with no apparent advantage over the initially flat spring assembly. Guides are installed in the concrete structure and engaging spring-backed guide shoes are attached to the four corners of the gate. The guides and shoes serve a similar function to the gate as a whole as the disc springs do to the wheels; they conter the unloaded gate in the gate slot above the intake | opening and allow lateral movement of the gate during emergency closure | They also center the gate in the lowered position after the penstack is back- 1] filled and the pressures on the gate balanced prior to raising it to the normal 1} open position. "The metal guides extend from the sill at the Intake to about } five feet above the gate when in the raised position. Above this point the gate | {s guided by shoes rubbing on the concrete surfaces of the gate Slots a8 no | close guiding tolerances are required in this area, Seal Assembly For recent high head gate installations the double-stem seal assembly shown in Fig. I has replaced all types of assemblies previously using single- stem*J” or musie-note seals. ‘The solid bulb music-note seal is now used1420-24 POS October, 1987 almost exclusively for bulkhead gate installations. The double-stem seal is attached to the seal base with clamp bars over the stems, All parts are pro- portioned to provide adequate clearances around the seal to permit flexing action of the stems and extension of the seal bulb to contact the embedded Seal seats. Reservoir pressure is admitted to the chamber behind the seal ‘through slots or grooves milled in the seal base. Since half of the seal bulb is under balanced pressure (reservoir head) the seal load on the seal seat is one-half of the tolal reservoir pressure on the unbalanced side of the bulb, ‘Assuming the clamp bar as taking its portion of the total unbalanced load from the seal acting as a beam. ‘The brass nosing is bonded on the bulb and serves to reduce friction dur~ ing an emergency closure of the gate. It also prevents distortion and dis- placement of the top and bottom seals wien they make contact with the hori zontal seats while extended under such closures, To guard ageinst leakage as effectively as possible, rubber “O"-ring seals are used for all fastenings fn the unbalanced pressure side of tho seal, and a cold water sheet packing asket is provided between the eal base and the gate leaf. Field reports irom project installations indicate that this type of seal and assembly ls per- forming very efficiently Some emergency gate installations require the seals to be unloaded (some- times referred to as retracted seals) until the gate is fully closed, to reduee ‘the seal-to-seal seat {riction to a minimum. This is accomplished by using hydraulically actuated seal controlled by a small regulating valve. ‘This is a three-way type of valve with a port leading to the seal chamber, another to the low pressure side of the gate, and the third to the high pressure or reser- voir side. A short overtravel of the holst and gate stem actuates the valve, When the gate is fully supported by the stem the high pressure port is closed and the low pressure port open thus preventing hydrostatic pressure build-up on the seal. As a result, little or no seal friction exists. When the closing Gate comes to rest on the gate stops, the short aver-travel of the stem re: verses the action of the valve ports and reservoir pressure is admitted {0 the seal chamber, effectively foreing the seal in contact with the seal seat However, the installation increases the cost of the gate and hoist controls and 1s used only when deemed necessary Gate Frames Gate frames consist of the tracks, track bases, seal seats and bases and the guides. Frames for penstock gates usually have the tracks and vertical Seal seats mounted on a common base. Anchor bolts are set in the first stage concrete and project into blockouts provided in the first stage concrete for the track bases, seal seats and guides. After the frames are accurately alined by ‘means of the anchor bolts, the blockouts are filled with concrete ‘The wheel loads are transmitted to the concrete structure through the cks and track bases. ‘The deflection of the horizontal beams from bending ‘due to the load on the gate will tend to rotate the vertical girders at the ends of the gate, ‘The wheels will be rotated with the vertical girders, and in or= der to prevent overstressing of tho edges of the wheel treads and tracks, the track surface is finished with a transverse crown to compensate for the later= al rotation. ‘The radius of the track crown is made sulficiently short to pro- duce a rise of from 1/32 inch to 1/16 inch, depending on the width of the track Ce and amou track ins wheels to travel site sides fiction side thru stalling after inst 50 points ‘This tend sible for treated) yleld poi tracks, ‘The de tests and the maxin 8 an inti which rea for a trae tangular The se bending st A maxi with miniOctober, 1957 lations. ‘The double-stem seal wer the stems. All parts are pro- round the seal to permit flexing AU bulb to contact the embedded to the chamber behind the seal base. Since half of the seal bulb 4) the seal load on the seal seat 1s the unbalanced side of the bulb on of the total unbalanced load from and serves to reduce friction dur- ‘so prevents distortion and dis- ‘they make contact with the hori= tures. To guard against leakage ‘seals are used for all fastenings and a cold water sheet packing ‘the gate leaf. Field reports type of seal and assembly is per- ire the seals to be unloaded (some- the gate 1s fully closed, to reduce 1. This is accomplished by using 4 small regulating valve. This is 1g to the seal chamber, another to hird to the high pressure or resi ind gate stem actuates the valve. nthe high pressure port is closed {ing hydrostatic pressure build-up riction exists. When the closing hort over-travel of the stem re= servoir pressure is admitted to val in contact with the geal seat. t of the gate and hoist controls and bases, seal seats and bases and ally have the tracks and vertical shor bolts are set in the first stage in the first stage concrete for the he frames are accurately alined by ¢ Liled with concrete ‘onerete structure through the he horizontal beams from bending f the vertical girders at the ends 1 the vertical girders, and in or- (the wheel treads and tracks, the erown to compensate for the later- is made sufficiently short to pro- depending on the width of the track ASCE SKINNER 1420-25 land amount of deflection and rotation anticipated. The crown is made on the track instead of on the wheel tread go that there will be no tendency for the wheels to travel a8 @ cone on the track, a condition which would make them travel on the flat track toward the center of the gate. As the wheels on oppo- site aides of the gate tend to travel toward each other, heavy opposing sliding friction would result between the wheel treads and the track face or (from Side thrust) between the wheel hubs and vertical girders, contributing to stalling forces acting on the closing gate. Tracks are usually inaccessible after installation and are therefore made with a Brinnell Hardness Number of 50 points or more higher than the B.H.N. specified for tho wheel treads. ‘This tends to confine the wear to the wheels, which are more readily acces- sible for repair or replacement. Stainless steel type 410 or 416 (heat treated) with minimum ultimate tensile strength of 120,000 psi and minimum yield point in tension of 90,000 psi with B.H.N. $02 minimum is used for the tracks. "The design of the track and its base is based on application of data from tests and theoretical trealises relating to beams on elastic foundations. Only the maximum wheel load is considered, as the track and track base each have constant cross-sections for their loaded length. ‘The track is assumed to act fs an Infinite beam on a two-dimensional foundation (the track base) and the ‘maximum bending moment [Ref. 9, (20) & (24)] is EX)1/3 Ec | M, Imax ~ 0-388 P [ which reduces to M, 212 Ph for a track and track base having the same Modulus of Elasticity and a rec~ tangular track having height h and width 2c. See FIG. XI. ‘The section modulus of the rectangular track St = (2c) h2/6 and the track bending stress M_ (0.212 Ph) 6 1.27 P ty vl = and (2e)h = SoS, (ae) te ‘A maximum bending stress ft of 25,000 psi is allowed for track material with minimum 90,000 psi Y.P. and the track area required is Ag (2e) m= 6.08 (10°) P square inches where May * Maximum bending moment of track and track base 8, = Section Modulus of the track P= Maximum whee! load in pounds © = One-half the track width, inches h = ‘Track height, inches E = Modulus of Elasticity of steel = 30 (10°) 1, = Moment of inertia of the track ‘Track area, square InchesLe lil 1420-26 POS October, 1987 ASCE ; ‘The area of axis 2a and mi Fis. X and (fro 2a = 3 2» tis assume major axis oft “—_— : : 2y, using a safe & rack wi Track base ‘The wheel load _ base by the fru tact between th track 1s a 450 p of the frustrum bottom of the tr diminishes to 2 bution. The mi the average pre fand minor axis Rectangular prism— FIG. XI For the design substituted for formly distribu wheel load as 3 Track and Track Base 4 ‘The sides base of the sem | aOctober, 1957 Track bose ASCE SKINNER 1420-27 ‘The area of contact between the wheel and track is an ellipse with major axis 2a and minor axis 2. Values of AP/a3, 21/a and kare taken from Fig. X and (from Ref. 7) the axes of the ellipse are 2a = 2 7) 2+250 (10°7) RyRoP where 6, 2 (Ry + Bp) ~ AP os 2b = tka = k(2a) where Kk = b/a It is assumed that the eross-seetion of the track is proportional to the major axis of the ellipse of contact and the depth of maximum shear stress 2}, using a safety factor of 4 for the track depth, then 2e 420, combine no Me 8 Ty 26 track width 2c = |) {te 2a Me 5 crack height b= |= 2a ‘The wheel load is assumed to be transferred through the track onto the track base by the frustrum of an ellipsoid whose small base is the ellipse of con- tact between the wheel and track and whose large base at the bottom of the track is'a 450 projection of the periphery of the ellipse of contact, the altitude Of the frustrum being the track height. ‘The pressure on the ellipse at the bottom of the track is equal to the wheel load, is maximum at the center and @iminishes to zero at the edges, forming a semi-ellipsoid of pressure distri~ bution. ‘The maximum intensity of pressure (qq) at the center is 1-1/2 times the average pressure on the bottom ellipse (Rel. 10) with major axis (2a 2h) land minor axis (2b + 2h). See Fig. XL. =) F 0° 3 HET For the design of the track base a rectangular prism (with base area A,) is ‘substituted for the semi-ellipsotd, and the pressure qo Is assumed to be uni- formly distributed over the base of the prism; the total load is equal to the ‘wheel load as above, ALagtPh oF A pre + (> +m) ‘The sides of the prism base d and ¢ are proportional to the axes of the base of the semi-ellipsoid; gamer gafmsmle ola, /*2™ Sam (aa Ve / am1420-28 Pos October, 1957 Note: If the track width 2c previously determined is less than d it must be Increased to a minimum width of d to obtain adequate distribution of the wheel load to the track base ‘The “tee section” track base design procedure is similar to the procedure used in column base plate design (Rof. 11) for distributing a column load over a sufficient area to satisfy the foundation bearing pressure Imitation, While the column base is a flat plate free on all sides, the tee track base flange is, free on two sides but restrained on the other two by the stem. ‘The bending stresses of the net flange alone, about the longitudinal axis, determines the effective width W" of the flange, W' = d + 2) where j is the effective cantilever projection of the flange loaded to the permissible concrete bearing stress P' = 1125 pi (for the 3000 pound ultimate strength concrete generally used). Where t! 1s the net finished thickness of a trail tee section flange (21)? = Pr (41/ 6000 and J = 2.31 8! ‘The required effective length L’ of the tee base is determined by the mini- mum concrete bearing area requirements: = P/1125 w" The track is not infinitely rigid, along the longitudinal axis, compared to ‘the track base; and the dimension e of the rectangular prism pressure base 4s small compared to the required effective length L’ of the tee base. There- fore the cantilever projection of the tee track base along the longitudinal axis 15 taken as .5 L!. With an allowable bending stress of 18,000 psi the required Section modulus of the track base about the transverse axis is 8 = W/18000 = P* (.51)? w#/36000 = 0.00782 (L1)2 wi In order to avoid overlapping the effect of adjacent wheel loads on the track base and foundation stresses the length L! is not allowed to exceed the ‘minimum wheel spacing. This is accomplished by selecting a tee section With a thick flange, thereby obtaining a wide effective W' and a minimum Tength L? Shear stress in the track base is determined by using Ref. 12 (Pg. 16) as a basis. ‘The load is assumed distributed uniformly along the length e of the prism base, and the load per unit length q' = P/e. ‘The maximum shear V ‘occurs equally at the ends of the loaded length e ve sony and x re! Average shear v = V/bylp (allowable 11,000 psi for embedded materials) ‘The longitudinal shear LS. in the track base web is maximum at the ne tral axis a ASCE where k= 1.29) - ‘ with constants ‘The transve ‘which the stres The track any loaded pois (Ref. 12 Pg. 11 and track base base, the value to determine th From the ¢ expressing k in thenOctober, 1957 ned i Jess than d it must be btain adequate distribution of deedure is similar to the procedure {for distributing a column load over dearing pressure limitation. While Sides, the tee track base flange is er two by the stem. The bending longitudinal axis, determines the 2} where j is the effective cantilever Issible concrete bearing stress sstrongth concrete generally used), trail tee section flange and $= 2.31 tt toe base is determined by the mini- Ww he longitudinal axis, compared to rectangular prism pressure base fe length L' of the tee base. There- ack base along the longitudinal axis ng stress of 18,000 psi the required 5000 = 0.00782 (1)? wt of adjacent wheel loads on the ath L’ is not allowed to exceed the Ished by selecting a tee section le effective W and a minimum mined by using Ref. 12 (Pg. 16) as a ormly along the length e of the P/e, ‘The maximum shear V ngth e, 000 psi for embedded materials) ‘base Web is maximum at the new= ASCE SKINNER 1420-29 vu, LS. =; ¢* (maximum allowable 11,000 pst) tb where A = function of constant factors affecting deflection C= function of Ae (see table 2) k= foundation modulus = modulus of elastletty for steel = 30 (10°) Be = modulus of elasticity for concrete = 3 (108) ©” = factor based on pressure distribution across track base = 1 for assumed uniform distribution w= Poisson's ratio for foundation = 0.20 for concrete 1, = moment of inertia of track base Mg = statical moment of track base hy = net height of tee fy = tee web thekness l o\h ot as) 1 x. [ D xe 1.29/22 | 2s __,_ [Ree 9 ts] joa-0) ex | oa-w) with constants substituted Fewat re ke = 2432 (20%) | = ch ‘The transverse bending stress in the track base is checked {rom the maximum moment occurring under the load; M = P/4. (Ref. 12 Pg. 11) from which the stress f = M/S (Section modulus of the track base}, ‘The track and track base are designed as independent units; however, at any loaded point they deflect an equal amount and the deflection yo = PA/2k (Ref. 12 Pg. 11) where A and k are functions of the combined T of the track and track base (as the I of the track is small compared to the 1 of the track base, the values of A and k for the track base alone are sufftefently accurate to determine the deflection). From the common deflection yo) a value of A for the track is obtained by expressing k in terms of \ in the deflection equation above: k=O GET andy, = P/8A? BX, thenSS 1420-30 POS October, 1957 ASCE ‘The maximum moment in the track M; = P/f”track from which the stress, ° in the track is checked 1 f= M/S, U the stresses, resulting from bending due to deflection of the track, e ceed the allowable, then the track or track base is stiffened. “The tracks, seal seats and guides are submerged and not readily acces~ sible for maintenance or replacement. The plates and bars or angles of these members, that have exposed surfaces subjected to rolling or sliding contact with the wheels and seals or guide shoes on the gate, are made of corrosion-resisting material (usually stainless steel) to reduce corrosion of the contact surfaces. The screws, dowels and bolts used for fastening these parts to their bases are specified to be made of comparable material to diminish galvanie corrosion tendencies. Other parts are made of ordinary structural grade carbon steel. TABLE 2 (See Table 1, Ref. 6) FUNCTIONS OF de AND ci | - "| re | Oe de | “De de | Ae 0.25 | 0.5619 0.35 | 0.4204 0.45 | 0.2968 0.26 | 0.5469 0.36 | 0.4072 0.46 | 0.2853 | 0.27 | 0.5321 0.637 | 0.3943 O47 | 0.2742 0.28 | 0.5175 0.38 | 0.3815 0.48 | 0.2632 0.29 | 0.5030 0.39 | 0.3688 0.49 | 0.2522 0.30 | 0.4888 0.40 | 0.3564 0.50 | 0.2414 0.31 | O.47K8 O.41 | 0.3441 0.51 | 0.2307 | 0.32 | 0.4609 0.42 | 0.3320 0.52 | 0.2204 0.33 | 0.4472 0.43 | 0.3201 0.53 | 0.2103 0.34 | 0.4337 Obs | 0.3084 0.54 | 0.2002 ACKNOWLEDGMENT ‘te writer is indebted to past and present colletgues atthe Bureau of Reclamation who contributed to the development of the designs and data dis- cussed in this paper. ‘The writer also wishes to express sincere appreciation 4 to Messers F. B. Cook, J. K. Richardson and W. G. Weber for thelr encour- agement in the preparation of the paper.October, 1987 2/thtrack from which the stress ve to deflection of the track, ex- ase is stiffened. ‘merged and not readily acces~ plates and bars or angles of Subjected to rolling or sliding hoes on the gate, are made of fs steel) to reduce corrosion of fd bolts used for fastening these of comparable material to ter parts are made of ordinary Ref. 6) , AND C'y, re | de | Oe 204 0.45 | 0.2968 72 0.46 | 0.2853 743 OK? | 0.2742 315 | 0.48 | 0.2632 988 O49 | 0.2522 564 0.50 | 0.2414 +41 | 0.51 | 0.2307 320 0.52 | 0.2204 201 0.53 | 0.2103 28h, 0.54 | 0.2002 Ment nt colleagues at the Bureau of ‘ment of the designs and data dis- fe to express sincere appreciation xd W. G, Weber for their encour- ASCE SKINNER 1420-31 a; 10. 11. 12, BIBLIOGRAPHY ‘Model-Prototype Comparison of the Hydraulic Forces Acting on the Out~ let Coaster Gate—Shasta Dam-—Central Valley Project” Hydraulic Labor: atory Report No, Hyd.-238, October 25, 1949. Research and Geology Division, Bureau of Reclamation, U. S. Dept, of the Interior, Denver, Colorado. - “Coaster Gate and Handling Equipment for River Outlet Conduits in shasta Dam.” Hydraulle Laboratory Report No. Hyd.~168 Bureau of Reclamation, U. 8. Dept. of the Interior, Denver, Colorado. | “Rivets in Combined Tension, Shear and Flexure” by Young and Dunbar (Toronto), Reprinted by American Institute of Steel Construction Feb. 5, 1929 from The Canadian Engineer. “Theory of Plates and Sholls” by 8. Timoshenko, First Edition, MeGraw- Hill Book Company Inc. New York and London, 1940, “putomatic Design of Continuous Frames” Chap. 5, by Linton B. Grinter, ‘The MacMillan Company, New York, 1939. “Tests on Rollers” Technical Memorandum No.-399, Bureau of Reclama- tion, U. S. Dept. of the Interior, Denver, Colorado. “Stresses Due to the Pressure of One Elastic Solid Upon Another,” The Engineering Experiment Station, Bulletin No.-212, University of Iilinois, aly 15, 1980. “The Uniform Section Disk Spring” by J. O. Almen and A. La ASME RP-58-10, “Bending of an Infinite Beam on an Elastic Foundation” by ML. A. Biot; Published in the Journal of Applied Mechanics, March 1937. 210, theory of Elasticity” by 8. Timoshenko, Firat Edition, McGraw-Hill Book Company, Inc. New York and London, 1934. ‘steel Construction Manual” American Institute of Stee! Construction, New York, N. ¥. “Beams on Elastic Foundation” by M. Hetenyi; University of Michigan Studies, Scientific Series, Vol. XVI; The University of Michigan Press, ‘Ann Arbor