UNIT NO. 6.

3 SUPPORTING RUNWAYS It is quite common in older factory buildings to see runways supported from the roof trusses, a favoured method since it provides a clear floor space with no obstruction. The roof truss is what is known as a simple framework (See Fig.1) ie the components are either in tension or compression, they are not designed to withstand bending.

CC CC C T T T T C T

T = Tension Member

C = Compression or strut

Typical Roof Truss Figure 1 The runway beam should be mounted as close to the node point as possible thus reducing any bending effect to a minimum. This type of installation must be treated with the utmost care and the Tester and Examiner must ensure that sufficient calculations have been carried out by competent persons to confirm the structure is not overloaded. It is usual for a structural engineers report, confirming the intended use, to be kept with the test and examination records.

Node Connectors Figure 2 Goal Post Supports If the building framework is not strong enough then the runway is often supported on goal post type frameworks. (See Fig.3)

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Free Standing Gantry Figure 3 Again the support steelwork although not part of the runway as such still requires examination by the Tester and Examiner for suitability. Runway Connections Fig. 4 shows the method of joining two sections of a runway below the supporting joist.

UB cutting bolted or welded to web of supporting member. Number & diameter of bolts to suit maximum reactions Splice plate bolted or welded each side of runway beam if flanges are not butt welded

Supporting member Shims where required for vertical alignment of runway beams during erection Runway beam

Butt welded lower flange as an alternative to stiffening plates

Joint between Continuous Runway under Supporting Member Figure 4 The type of connection shown in Fig. 4 provides a rigid joint free from rotation. Stiffening plates are welded to lower flanges to reduce the lateral local bending stress at joint. Alternatively if lower flanges are fully butt welded stiffeners are not required. Splice plates may be bolted or welded local side of webs.

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U.B. Gussets may be bolted or welded to support steel. Fig. 5 shows typical runway connections below supporting steel.
supporting members

stiffening plates at each supporting member

L Trolley stop Runway beam

Connections of Runway Beams below Supporting Members Figure 5 Stiffening Plates Stiffening plates are used to reinforce the runway beam flange and are normally fitted to the top of the runway beams at all supports and to the top and underside at all joints (See Fig.6)
Weld in longitudinal plane only

Plug welds at centre of stiffening plate

Stiffening Plate Figure 6 Web and Flange Stiffeners Where a runway sits on top of supporting steelwork web stiffeners should be fitted. This reduces the rotating effect and also local web crushing by transmitting the local crushing force between web and flange into a distributed shear force in the web of the beam, (See Fig.7). If the web stiffeners are fully welded to the flange of the beam the strength of the beam is effectively increased and therefore the SWL may also be increased. This is dealt with under Effective length of simply supported runway beam.

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Trolley stop Runway beam

Web stiffener plates 10mm thick

A
Supporting member

View in direction of arrow A

Web Stiffeners at Connection Figure 7 Connection of runway beam within flanges of supporting steel Fig 8. This is a shear connection, bolts therefore should always be fitted.
Supporting members

Trolley stops

Note:- Trolley stops should always be fitted in this arrangement to prevent wheel flange damage. See BS 2853. Runway Shear Connection Figure 8 Runways with Cantilevers Runways with cantilevers must always be given careful consideration by the Tester and Examiner. He must first decide what type of connections have been used since this is an important factor when computing the allowable stress. Fig. 9 shows a cantilever beam supported at the connection by long suspension bolts, therefore totally unrestrained against torsion at the support and unrestrained at the end. The effective length of the cantilever is three times its actual length L.

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Long bolts through flanges

L
Effective length = 3L

Unrestrained cantilever Figure 9 The connection shown in Fig.10 offers an improvement with partial restraint against torsion at the support but unrestrained at the end, the effective length being 2 x actual length.

L
Effective length = 2L

Partially restrained cantilever Figure 10

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In Fig 11 the beam is fully restrained against torsion but unrestrained at the end.

Bolted or better connection at intersections

Effective length = L

Fully restrained cantilever Figure 11 The effective length is equal to the actual length of the cantilever. Although an efficient connection it restricts the use of the full length of the beam. Effective Length of Cantilever Since the effective length is used when calculating the allowable compressive bending stress in the lower flange of the beam, the type of connection at the cantilever support could have a significant effect on the allowable safe working load of the cantilever. Effective Length of Simply Supported Runway Beam Generally we can say that the effective length of a simply supported runway is the same as the span. If the compressive flange and web is cleated then effective length may be reduced to 0.85 of the span or the allowable compressive stress may be higher. End Stops Effective end stops shall be provided on the runway to prevent the trolley either falling from the beam or fouling the structure of the building in which the runway is installed. The stops shall not operate on the flanges of the trolley wheels. Free Standing Structures The majority of factories built today tend to be small compact units of low profile and low pitched roofs. The roofs are supported on beams often of special section which are rigidly connected to the main building stanchions, (See Fig.12). The roof support beams are therefore cantilevers which when loaded will deflect down tending to push the building stanchions out and at the same time applying a bending moment. These structures are very carefully designed to accept snow loads and wind loads as the worst case any additional loads, such as a runway beam, could have serious consequences if not considered in the design and the Tester and Examiner should ensure that all reasonable care, (eg structural engineers report), has been taken to ensure that the structure is capable of sustaining any additional loading imposed.

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Ridge connection

Knee bracing

Runway positioned here will cause maximum stresses in ridge and knee bracings

Runway positioned here will cause minimum stress in ridge and knee bracings

Rigid Portal Building Figure 12

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