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It is then welded to the top flanges of the trailer at specific locations and with a definite weld area and strength. By this procedure the welds between the structure and the trailer frame are so designed that In the event of a high "g" longitudinal impact these welds will shear and tear away, allowing the structure to be Intact and maintain Its relationship to the cask as they both lea the trailer. The cask has its integral support detail members designed for 10 g longitudinal with stresses less than material y.p. The Individual front and rear support members are designed for S g longitudinal on their y.p. In both cases, there is a margin of safety on the y.p. and the further ability to go to an ultimate stress limit if developed under accident conditions. XI-1-31 a It Is reasonable, therefore, to design the welds to the trailer on the basis of 6 g ultimate shear stress, to insure progressive failure In longitudinal Impact. Since the trailer and cask will overturn at less than .6 g, a lateral strength of 2 g ultimate Is assigned to these welds Welds to trailer are made at Station A,E, C,D - Fig. 4. Stations A and D support vertical g loadings in compression and resist lIateral 1 g in welds. Station B trasmits the entire longitudinal load to the frame In Its welds. Station C, being the opposite end of a beam on which the cask Is Initially lowered and tilted down, must be welded to the frame for stability. All welds are 60,000 psi ultimate tensile strength. At each of the four locations for A and D on the two rails, the lateral 2 q loading required 1-1/2 Inches of 3/8 fillet weld.' A48000) lbs. x 2 60,000 psi 4x1.5.x3/8x .7 At B, the resultant Inclined load is taken In shear at each side rail by 9" of 3/8! fillet weld, both Inboard and outboard of the rail 2xx 9 x3/8x.707x.6x60000= 171800 lbs. gIs 17 = 7.15 g shear 24000 At C, the resultant load is essentially verticall, being a weld tension of 24,000 lbs. for each side rail. This requires only 1-1/2 inches of 3/8 fillet weld minimum to stabilize the total cask weight when vertical on the rear support. XI-I-31 b --. u-.. Qw1nlIi 4.1b Immm p 46 This Is increased to give a reasonable margin of safety, since It will not interfere with allowing breakaway at B under a critical total load of 171800 lbs. and a load at A of 14400 lbs. The bending of the trailer frame under 1 g weight, with perhaps + 1g additional due to transport vibration, would tend to shear the welds at B and C unless a sliding conneftion is provided near the center of the trailer length. This allows Independent anchorages bf the two supports to the trailer, yet relieving them of beam flexure shear loads, and insuring proper sequence of weld releases under accident impact at substantially 7 g. See drawing 70514F, Sheets 1 and 2. For tension load along the 3 x 2 x 3/8 angle, these welds would be In shear. Such a tension load would be exerted after the welds at B had been broken loose in an accident Impact. The shear load thus developed by the welds on one side rail is @ C. 6 x 5/16 x .707 x .6 x 60,000 = 47723 lbs. @D lItx3/8x .707x .6x60,000 = 14317lbs. Total 62040 The angle strength Is 1.73 In. 2 x 60,000 = 103,800 lbs. O.K. 62040 lb The shear strength df it bolts (5/8-11) at the mldlength joint Is 2 x 33,100 - 66,200 lbs. O.K. 62040 XI-I-31 d /. 8 1-1-=77AIC7 Z)r.-VICES 7/- -3/c A ' ' .1he Sy.;Aep" rhalj 6c* 900 jo Am"ex -1he zacr/ JAV -Ihdp 10 sl /AWAJAJhOAJ.9 4_1 bwb.,nj IV'700 a X1 - J--92 Coro IL ooojrp - z Z41ZI + cl.-.Rý'Ill z 4Z I a I('I! 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