Section 5
Runways And Wheels
Top running cranes
Monorails & Under running cranes
ASME B30.2-1.3
CMAA Spec #70 and #74
Topics to be runway alignment tolerances
Covered Inspection of crane runway
Runway fasteners
Rail splicing
Crane tracking
Wheel inspection
Training Objective
Training Objective
At the completion of this section, students
should have a working knowledge of:
inspection procedures associated with both under
running and top running crane runways and crane
wheels.
Runway Support
Inspect:
RAIL TO GIRDER OFF SET NO
Tiebacks
GREATER THAN ¼ OF WEB
Bolts
THICKNESS
Welds
Rail to girder off set
4
Tie Backs
5
Tie Backs
Tie backs are used to restrain the lateral forces that
are imposed on a crane runway system.
Essentially they keep the runway & rail from being
pulled toward the center of the bridge.
They are usually anchored to a structural member &
the runway beam. They help to maintain the runway
span to be consistent the length of the runway,
parallel.
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Crane Runways
7
CMAA SPEC. 70 & 74
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Runway Elevation
SINGLE RAIL ELEVATION RAIL-TO-RAIL ELEVATION
9
Rail Orientation
Rail ID should be oriented in the same direction
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Runway Elevation
SINGLE RAIL ELEVATION:
Take measurements at approximately 10’ intervals
Ensure single rail elevation is within CMAA Specifications
Rail should be level within ± 3/8 “
RAIL-TO-RAIL ELEVATION:
It is only necessary to take this measurement once
Take this measurement at approximately 10’ intervals
Rail to rail elevation specifications depend on the span of the runway
Rail to rail elevation problems are one of the
leading causes of poor crane tracking.
NOTE REF:
CMAA #70 Crane Runway Rail Tolerances (Table 1.4.2-1) Rev. 2015
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CMAA #70 Crane Runway Rail Tolerances (Table 1.4.2-1) Rev. 2015
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Runway Alignment & Span
SINGLE RAIL STRAIGHTNESS SPAN USING LEFT RAIL AS
REFERENCE
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Runway Alignment & Span
SINGLE RAIL STRAIGHTNESS:
Take measurements at approximately 10’ intervals
This alignment must be done after rail elevation
Ensure single rail straightness is within ±3/8” CMAA Specifications
A rail with excessive deviation or that exceeds maximum rate of change, will
cause the crane to “rack” as it travels the runway.
RAIL SPAN
Span should be taken with a precision measuring instrument, such as
various EDM devices now available.
Span should be taken using the reference rail as the bench mark
Reference rail is the rail installed on the power side of the bay
Rail span is the single most important measurement and alignment on a
runway system. Ensure it is within acceptable CMAA tolerance.
Rail span issues are the number #1 cause of tracking
problems in overhead cranes.
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J Bolts – Hook Bolt
15
Continuous (arbitrary) tightening causes stretch
High Failure Areas
Gantry Mount
17
Gantry Runway
18
Bridge Rail for a Trolley
19
Rail Clips
INSPECT:
Loose, missing or broken bolts
Cracked welds
The nuts must have proper torque
to hold rail in place
Clips must be properly sized
Check for rail pad extrusion
20
Rail Movement
Crane rails should be allowed to float
lengthwise but never side to side.
ALLOWS FOR BOW WAVE
UNDESIRABLE
21
Rail Walk
22
Gantrex Weldable Clips
CHECK
•Bolt tightness
•Welds
•Pad extrusion
23
Overhead Crane Rail
24
Gantrex Cam Lock
25
Rail Splices
MAXIMUM GAP 1/16”
1/16” max. CMAA #70-1.4.5-2015
(CMAA SPEC #70 & #74)
INSPECT:
Loose / Missing bolts
Rail gap
Rail alignment
Welds if so joined 26
Rail Gaps
1/16” MAX
27
Trolley rail is often welded.
Check for cracks
29
Under Running Crane Runway
SAME AS TOP RUNNING 30
Under Running Crane And Monorail
SPLICE PLATE
ALIGNMENT PLATE
1/16” MAX GAP CMAA SPEC. #74
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What ASME Standard pertains to
Underhung Cranes?
ASME B30.11/30.17
…which will refer to what standard for the hoist?
ASME B30.16
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Under Running Crane
INSPECT:
Support beam and track condition
(bottom flange)
Splice and alignment plates
ASME B30.17/11-1.3.1(c)
Hanger rods plumb
ASME B30.17/11-1.3.2 (b)
End stops for bridge and trolley / carrier
ASME B30.17/11-1.3.1(g)
Sway and thrust bracing
ASME B30.17/11-1.3.2(d)
Hanger rod nuts
ASME B30.17/11-1.3.2(e)
Drop limiting Lugs on bridge end trucks
34
ASME B30.17/11-1.12(a)
Monorail
INSPECT:
Support beam and track condition
(bottom flange)
Splice and alignment plates
ASME B30.17/11-1.3.1(c)
Hanger rods plumb
ASME B30.17/11-1.3.2 (b)
Stops for trolley/carrier
ASME B30.17/11-1.3.1(g)
Sway and thrust bracing
ASME B30.17/11-1.3.1(d)
Hanger rod nuts
ASME B30.17/11-1.3.2(e)
Track opener stops
ASME B30.17/11-1.4.2
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Interlocks
ASME B30.17/11-1.4.3 (a) & (b)
ATTACHMENT
POINT
CHECK THE NUTS
FOR SIGNS OF
BACKING OFF
37
MAX GAP IS 1/16 “
CHECK ALIGNMENT OF RAIL SECTIONS
ASME B30.17/11-1.4.4 Track Switches
ANSI MH 27.2 – 2003
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ASME B30.17/11-1.4.3 Interlocks
ANSI MH 27.2 – 2003 Section 9- Cranes, Transfer Crane & Interlocking Cranes
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Wheels
STANDARD STRAIGHT TREAD TOP RUNNING
CRANE WHEELS
STANDARD STRAIGHT TREAD UNDERHUNG
CRANE & MONORAL WHEELS
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Straight Tread Top Running Wheels
TREAD INSPECT
Tread wear pattern
FLANGE
(polished tread and flange)
Flat spots (caused by sliding)
Flange thickness (replace at 50% wear)
Pitting, spalling or case crushing
Dark spots
Fillet build up (radial area)
Total wheel float
(CMAA Spec. #70-4.13.4 requires 3/4” to 1” total float)
RADIAL Drive wheels must be matched within .001” per inch of
AREA diameter with a maximum difference of .010”
(CMAA Spec. #70)
3/8’ TO Idler wheels within 3/”16” of same side drive wheel
1/2”
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43
Top Running Crane Wheels
CMAA #70 - 4.13.2 Wheels
Wheels shall be rolled or forged from open hearth, basic oxygen or
electric furnace steel, or cast of an acceptable carbon or alloy steel
unless otherwise specified. Wheels shall be heat treated only if
specified. Other suitable materials may be used. Due consideration
shall be given to the brittleness & impact strength of the material used.
Wheels are hardened across a wide range of
hardness values – Generally from 20-25 RC
up to 60+ RC .
A soft wheel would be in the 20 RC -25 RC
range, a moderately hardened wheel would
be around 40 RC and a very hard wheel would
be above 50 RC to 55 RC.
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Wheels
TREAD
FLANGE
Replace at 50%
thickness
POLISHED FLANGE AND
TREAD Drive wheel must be matched
within .001” per inch of diameter
with a maximum difference of .010”
CMAA Spec. #70 Wheels 4.13.1
RADIAL AREA
3/8’ TO 1/2” CMAA #70-4.13.4 Proper
Clearance for Bridge Wheels
A total of approximately ¾” to 1” wider than the
rail head should be provided between the wheel Skewing causes
flanges & the rail head. Tapered tread wheels fillet build-up 45
may have a clearance over the rail head of
150% of the clearance provided for straight
wheels as recommended by the manufacturer.
18 X (3.14) Tracking over 28.275 ft. 17.98 X (3.14)
= 56.55 inches 6 revolutions of 18” wheel = 56.49 inches
28’
339.3 -.360 338.94
282.75 -.300 282.45
226.2 -.240 225.96
169.65 -.180 169.47
113.1 -.120 112.98
56.55 -.060 56.49
339.3 – 338.94 = 0.36
0 0
That’s 23/64”
Top Running Wheel Wear
A softer wheel takes on a dull tread wear
appearance as it ages. This is a sign that
the hardness is worn away.
It is time to consider replacing the wheel.
As the profile of the wheel tread changes
accelerated rail wear will occur.
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Top Running Wheel Wear
A harder wheel will display signs of
what appears to be pitting. This is
actually case crushing.
Typically, this indication will be
concentrated toward the center of the
wheel tread.
The wheel is worn to the point where it
is time to consider replacement
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Tapered Wheels
2° - 4° OF TAPER
Tapered wheels are used to
diminish or eliminate
undesirable tracking
characteristics.
These undesirable
characteristics are almost
always caused by the runway.
49
Tapered Wheels
Why put tapered wheels on
Q the crane instead of fixing
the runway?
2° - 4° OF TAPER
ANSWER:
Wheels are much less expensive
than a runway
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If the bridge travels only short distances,
there is less benefit to tapered wheels.
2° - 4° OF TAPER
MOST EFFECTIVE
WITH A1 DRIVE
LEAST EFFECTIVE
WITH A4 DRIVE
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Tapered Wheel Orientation
INSPECT:
Tread wear pattern
(polished tread, not so much on the flange.)
Flat spots (caused by sliding)
Flange thickness
(replace at manufactures recommendation)
Pitting, spalling or case crushing
Drive wheel must be matched within .001” per
inch of diameter with a maximum difference of
.010” (CMAA Spec. #70 – 4.13.1)
LARGE DIAMETERS MUST GO
INBOARD
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Wheel To Rail Relationship
A B C
53
Wheel To Rail Relationship
“Pay me now or pay me later.”
54
Wheel Wear
Hard Wheel
Which wears
faster, the wheel
or the rail?
Soft Rail THE WHEEL
WHY?
55
Tapered Wheels
Why put tapered wheels on
Q the crane instead of fixing
the runway?
2° - 4° OF TAPER
ANSWER:
Wheels are much less expensive
than a runway
Remember this?
56
Wheel Bearing Housings
INSPECT:
Ensure nuts and bolts are in place and
securely fastened
Bearing housing flush against end truck
If key stock is used check for
movement or cracked bead
Check for cracks in housing
The radius of end truck can cause a
stress concentration point check
carefully for signs of fatigue, scaling or
cracking
57
End Truck Structure
INSPECT:
Bridge rail sweep properly and
securely fastened
CHECK Bent, twisted or cracked
FOR SIGNS
OF
FATIGUE
Proper clearance (OSHA
OR
BENDING
1910.179(e)(4)) (CMAA Spec #70)
(ASME B30.2-1.9)(B30.17/11-
1.10(c)(1)(2))
3/16”
Max
Wheel tread width + 1/8” Max
Spacing should be equal on both sides 58
SHINY FLANGE
WEAR PATTERN
59
Underhung Wheels
STRAIGHT TREAD CROWNED / TAPERED
INSPECT
Wheel tread
Proper wheel for rail type
Wheel flange
Wheel spacing
Bearings, shafts, nuts and bolts
Side plates
Drop limiter / lugs if equipped 60
Proper Wheel Rail / Track Application
S - BEAM WIDE FLANGE PATENTED
TRACK
IMPROPER APPLICATION
RESULTS OF IMPROPER APPLICATION
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Wheel Spacing ASME B30.17-1.18(d)
X
X
Underhung cranes inherently
skew. Wheel spacing being too
great is the number one cause of
binding, noise racking, etc..
REMEMBER.. Flange contact
steers the crane.
Excessive wheel spacing on
monorails causes the same
issues. However, they are far less
apparent. Dropping a trolley or
wedging it on the rail because of
side pulling can result if wheels
X + 1/8” to ¼” TOTAL STRAIGHT are spaced too far apart.
TRACK 62
For curved track applications refer to
manufacture recommendations
63
Underhung Rail Inspection
This condition is known as peaning
and can be extremely dangerous.
Consult an engineer or qualified
person. 64
Wheel Inspections
65
Questions??
Thanks for your attention,
let’s take a break!
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