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 (1) References:
TI 809-04 Seismic Design for Buildings 31 December 1998
FEMA 368 NEHRP Recommended Provisions for Seismic Regulations for New Buildings and
Other Structures, Part 1 Provisions 2000 Edition
FEMA 369 NEHRP Recommended Provisions for Seismic Regulations for New Buildings and
Other Structures, Part 2 Commentary 2000 Edition
AISC Pub S341 Seismic Provisions for Structural Steel Buildings Amended 10 November 2000
(2) Structural framing systems for hangars typically fall into one the following
force-resisting-systems (references below apply to AISC Pub S341):
(EBF) Eccentrically Braced Frames (Part 1, Sec 15)
(SCBF) Special Concentrically Braced Frames (Part 1, Sec 13)
(OCBF) Ordinary Concentrically Braced Frames (Part 1, Sec 14)
(SMF) Special Moment Frame (Part 1, Sec 9)
(STMF) Special Truss Moment Frame (Part 1, Sec 12)
(IMF) Intermediate Moment Frame (Part 1, Sec 10)
(OMF) Ordinary Truss Moment Frame (Part 1, Sec 11)
Anti-Terrorism and Force Protection (ATFP)
The designer should consult Department of Defense Minimum Antiterrorism Standards for
Buildings, dated July 31, 2002 for the design loads as well as other analysis and detailing
requirements.
Design and Construction Documentation
Full disclosure of the design loads and assumptions is imperative. This should include all
loading conditions at all phases of the structure's life, from skeleton erection through installation
of finishes and accessories (i.e., "dead load"). Loading conditions should also include absolute
and differential temperature effects in the stress and deflection information. Drawing
information should also include any anticipated shoring (methods and points).
The required camber should be clearly shown as well as the assumptions which lead to the
camber values. If unknown factors (such as the final true weight of material & equipment,
erection rigging, erection sequencing or environmental factors) were assumed during design, the
contract drawings should clearly indicate those assumptions and that deviations from the
assumed values may result in changes to the required camber.
Large, shop-built elements, are typically fabricated in their entirety and then broken down for
shipping to the site. It is common practice for the fabricator to verify his camber at this stage of
fabrication. As such, the design documents should include the predicted camber remaining after
the elements self-weight deflection is added. The support assumptions for this prediction should
be clearly indicated.
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