1100 - draft.pdf
TRANSCRIPT
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Full Scale Design
Scale-Up Considerations
When scaling, different considerations of similarity must be considered to calculate an accurate
prototype design to simulate the real-world functionality of the design. As certain properties of the
flow cannot be translated directly between scales, different important considerations must be usedto calculate scaled attributes. These considerations include:
Geometrical similarity Linear dimensions must have same scale ratio
Kinematic similarity Velocities and motions models must have same scale ratio
Dynamic similarity Combination of the same scale ratios of geometrics and forces acting
on the structure
In the scaling down of forces and dimensions for the prototype model, the dominating force
controlling flow properties relative to the inertial fluid forces is gravity. Therefore the Froude
Number is used in scaling, representing the ration of inertial forces to the weight of the fluid.
However, when scaling up, gravity is no longer dominant and viscous forces of water are more
dominant. Because of this, the Reynolds Number can be used to accurately up-scale the dimensions
and forces on the structure, representing the ratio between inertial and viscous forces of the flow
around the pontoon.
Materials
A real-world model of the ferry terminal would not only experience different conditions, but would
also be constructed from different materials as scaling restraints on the scaled pontoon make usingaccurate materials unreasonable. Materials used in a full-scale structure would have a much larger
environmental impact, making the use of sustainable materials very important. Ideally they would
have the following attributes.
Use as few materials as possible
Reduce quantity of materials
Renewable and recyclable if possible
Materials with recycled content
Avoid hazardous materials
Some important design attributes crucial to an effective and long-lasting terminal include the
following properties which will be used primarily in deciding on materials used in the full-scale
structure.
Corrosion resistance
Strength to overcome loads
Lightweight
It must also be noted that dissimilar metals should be separated from direct contact with eachother
to eliminate the possibility of galvanic corrosion in the presence of elecreolytes which may bepresent in the Brisbane River.
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Piles:
Constructed from plastic, reinforced with steel rods. Plastic is corrosion resistant, otherwise
steel would need galvanising/paint/sacrificial anodes. Plastic has less strength, but will be
reinforced.
Pontoon: Constructed from steel reinforced concrete filled with expanded polyethylene, with a
stainless steel casing. Rubber fenders will be positioned along the serviceable edge of the
pontoon.
The top platform will be finished with a non-slip polyurethane surface.
Gangway:
Aluminium main frame and rails with stainless steel fittings to increase strength of hinges
from shear stresses and breakage. Testing shows aluminium and stainless steel to be an
acceptable combination.
Non-slip polyurethane surface with high durability, and abrasion and corrosion resistance.
Waiting Area:
On land waiting area, reducing need for geotechnical drilling of riverbed to test soil strength
and rock depth. Drilling is still necessary for foundations as the structure will be close to
trhe river with unstable clay soils and high water saturation levels.
Decking constructed from treated wood for aesthetic look as well as lower embodied energy
source than concrete/steel/plastics and can be sourced locally. It is also a non-slip surface.
Main structure will be steel reinforced concrete
Design Details
Pontoon and Piles:
Streamlined shape of pontoon limits fluid drag forces on the pontoon, reducing the load on
the two piles anchoring and restricting the pontoon's vertical and horizontal movement.
Two parallel floats will support the pontoon featuring a slight curve to each float to negate
the possibility of negative lift, pulling the leading edge into the water and sinking the
pontoon.
Downstream pilon features a spring dampening system, pivoting around the upstream pilon
and damping forces experienced during the docking of CityCat's, as well as normal waves
and debris hitting the pontoon to a lesser extent. The springs must have a high stiffness to
prevent the pontoon from moving too much during normal use. The serviceable edge of the
pontoon will also utilise rubber fenders able to compress, transferring the load to the
pontoon and piles and lessening the strain on the main suspension system.
Both piles protrude a minimal distance out of the water allowing the pontoon to rise and fall
with tide levels under normal conditions.
Both piles are telescopic allowing the pontoon to continue rising with the water level by
pushing upwards on the top of each pilon which are able to rise telescopically. This adds anexrta downward force on the pontoon so it must be buoyant enough to float with the weight
of the structure, as well as the additional downward force.
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Gangway:
The gangway is secured to the river bank on another pilon, similar the the upstream pilon on
the pontoon, sitting on a fixed stopper preventing the gangway from moving below a certain
height.
Under normal conditions the gangway will not move vertically where it is fixed to the river
bank using a simple hinge allowing 90 degree movement.
The gangway will be connected to the pontoon with a rail system allowing it to move
horizontally along the pontoon due to the change in the distance from the pontoon to the
fixed pilon on the river bank as the water rises and falls.
As the height of the water increases the distance will decrease. The length of the gangway is
fixed so as the water rises it will move horizontally along the side of the pontoon. For this to
happen the gangway attachment to the river bank must be above the level of the pontoon.
The gangway must also be angled relative to the pontoon in order for it to slide freely
instead of pusing against the pontoon. This could also be overcome by angling the rail
system on the pontoon.
In flood conditions or when the water level rises enough to position the pontoon at the same
height as the gangway the gangway will slide off the end of the rail and float in the river,
being guided inline with the flow of water around the pivot of the pilon. There must be
floats on the bottom of the gangway for this to happen.
This minimises the fluid drag force experienced by the river bank pilon in flood conditions.
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