\y 005060 samRaRy 27a Crane Runway Girders Limit States Design Second Edition 2003 e AUSTRALIAN STEEL INSTITUTE (Hc 8600873 59 Branko Gorenc ‘005060 LIBRARY 278Contents 1. Introduetion , 2. Runway & Crane System secs essssesesesesseneee 2 241, Grane types... ' , 3 22) Grane runway girders 5 23, Monorall beams . 7 2.4. Building columns and irames 8 8. Classification of Cranes and Runways: a 9 8.1, Reason for crane classiicalion . 8 32 Usinton lass Global design 8 93. Looal Uslization class... 0-0. 10 3.4 Multiple Cranoe .... 10 35. Stuctural lass vis Group Class " 3.6. Duty Classiation ....... " 4. Crane Loads 2 1 4.1, Load determination . 2 42, Load combinations 2 43. Dynamic actors .. 4 44. Long travel acceleration forces | 4 48. Wind on crane and hoisted load 18 48. Butferimpact ; 6 47. Oblique trating... 18 418. Approximate load determination ” 5, Structural Analysis. 5 19 3.1. Global load effects 19 152. Analysis for global loads 18 5.3. Curved monerall beams 2 54, Girder cross section... 22 6. Design Procedure 26 6.41, Design for strength 24 62. Torsion ........ 25 83. Torsion Capaciy by rigorous method . 25 4. Lateral sabi ofthe rumay Sor 26 : 65. Box Sections ooo | { 88. Design for fatigue resistance .. 0s. ssscscsescvcecsesee ar t 7. Local oad eft in op fance tein ca } 68. Web siffoners .... 33 69. Lateral restraints al columns 34 16:10. End stops 5 36 G1. Monorall beams7, Deeign for Fatigue Resistance 7.4. General 7.2. Suess analysis 20.2.1) 7.8. Number of stross cycles 7.4. Fatigue Vertcation by AS 4100 8. Deflection Limits 9. Detail Design 9.1. Detalng practices . 9.2. Bolted connections 9.3. Welded joins a 8.4. Splices in simply supported runways 8.5. Avoidance of lameliar tearing 98. Web stifeners 2 8.7. End beering stfeners and bearing dalle 8.8. Crane columns and covbele 7 8.9. Longitudinal Bracing 10, Rais and Accessories 410.1. Rall splices and expansion joints 10.2. Railitxings - 108. Roslient bedding striae 10.4, Painting 11, Materials, Fabication, Workmanship and Tolerances... 11.4. Materials 11.2. Workmanship 11.3, Welding top hat sections 11.4. Tolerances 12. Inspection and Maintansnos 19, Numerical Example 14. Glossary «4. 18, References 40 4 a 43st of Figures ‘Types of overhead running canes ‘Typos of crane crvos Fala teen bull ae od jersey Inedial ores»... Bute are Bue impact = Obiguetevel forces Crane wheel loads Frame / runway relation ‘Bending moment envelope and nfuancs ines {Global analysis for vertical and torsional leads Curved monerall beam . “Typos of cross secon “Top Hat (@) and pped sections LLocaized affects the top Pange area ‘ied erating (AS100 mtho<) ‘Bucking ofthe wed panel due t path load facing the pane of the web (86 470 motrod) ‘Traneverse bending of web due to toque “Traneverse bending of top fargo... Elettomeri sts reduce raneveres banding tian F ‘Web sttoners Lateral movement and tation ig ieeteg Foraes on end stops . Honor botiom flange stesses ‘Compargon of Beckor(15) ve BHP pio for Gz ‘under te wheellead == ‘Swose cago vs umber of seas cycles for noma sees {ng shar rsecas (excerpt ram NSSTO0) « Detection its cere Fal meandering pros Bolted intermadiato wab sifencrs Welded alder enons.. ‘Web sfenerdetals «| Ed bearing stiffeners Bearings ... Unsatistactory boating dea. “Types of supporing courmns Lengtal Exar eo terre racing of eran calumns. ore beennge and ane al spice details Comme al fxings 5 ‘Sof bedding of ais Weldng acoso pha wid : ‘Applied Loads | ‘Secon and Gider Dimensions Forces fam vole acceleration BSESLLAL SSESASSTES B ASRERRSS BIRERNSIntroduction Overhead waveling canes and monorail hosts play 2 crucalrole nthe ‘materials handing eyetom. Crane runway givéer ard monorall beams tre an regal part of the materials Randing system and as such they Ist paren rllaby and wit) minimum of cow time. Seriesailty ‘and260 fete desig are the two aspects requing special atnton ‘Tho stucural engineers resporsibe for the overall bulding fame sign qute often als asin crane runway gliders. The procedure for Sesigng heavy steel girders i bung ramener 8 sia, n mst _aspocs, 1 te design of unway gkders but the designer should be ‘Bvareciaddtona design conekecatone spectetothe crane operation [Endronvay performance, Of main niorests tho structural mechanical interlace Osteen the orang Isa andthe runway Tho designers im {should be is fo ensuro adequately long maintenance sence Ife of runway girders, their adequate igi ad smooth uring ote rane. ‘Sincothe ubeaion of DIN Standaré 4182In 1981 and Crane Runway Girars by B E Gorene Int888 there has been a renowed Interest In eign of ese reandane but important srucures. Several publaons ‘appeared wordwge (Rowswal, ret. 72, IW Roport 1890, ref 5%, Wioolcck a rt 8). In rexponse to growing neod fr guidance on doeign of erane runway fysemns the Slancarss Assocation of Auvaha has lesued a ‘Austellan Stendara for Grane Furways and Monorals, AS 1418.18 published in 2001. The author le not aware of any other overseas, ‘Sandard boss ha have published a comprehensive runvay-specio ‘Standard, The standard covers bah he working design andlimt sto esign options “This ox, based generally onthe standard and the ih torture on the subject, gives guizancs, ferences and comment on various aspects of ‘dota design ad procedures o supplement the standard. Lim states ‘design procedures are adhered o inhi ext because structural design ‘Scares out n accordance win AS $100.2. Runway & Crane System The erane uninay gers, crane, columns and bung frames can a be regarded as components of the averat ctane Inatllafen The Inia components cannet be designed in ieeltion from the whole, {28 sometines the case. OF particular Impetance is evengt alge resistence, tits of afiscton and consniction tolerances, Propor atonton fo these design aspects can aed tr problems fn Ihe jue traveling forces, nd sover vbraions, Runiay giders an in tum be adversely alec by actus, excoselve tang, excessive deformations, vibration ard ‘aque cracking, Thus tie ‘uwaylrane sytem is highly interactive oe. ‘Avwol-designed runsay girder system should Mave: * adequate strength in global sense to reds the least favourable toad combinations ‘+ adequate strength in localttat sone to resist eocortrie load application are torsion ‘adequate ri in both vial and lateral sons + resco rom bits facture or lamer eaing + adequate endurance against fatigue cracking * a sufetonty wide top ange to permit ral emp fing end letra rll adusment * good access fr later Inepecton and maintenance. ‘dally, the stuctual designer and the crane manufacturer should ‘commuricaio so as to obtain the best overall slon In practice tis {8idom ocours because tho crane tua er ten signed ahead ot the ote’ section oft crane mantactuesaraihe ype oferane, 's therafore necessary for the runway dasignar to acauite some knowledge of tie characiristos ofthe veraue crane pas, to be ‘converse with the crane operation atleast nthe areos where theres strong interice between the crane and the etustue, The most important interface occurs at the eare fall andthe top tanga whore ‘several actions occur inservice! * variate, moving vertical whet loacs are apple to the a and ‘stibuad into tho girder web * the lateral wheel loads caused by the nota effects and oblique traveling (meandering) ofthe crane are applied tthe top ofthe ra * broking and accserating frces are transferred aiong the ral ‘nd the grdartoa bracing bay. * namic oacng and weer being absorbed bythe ral to protect ‘he top ange against exceesive wear and locaoed seeing, + the Bulg fame ard the runways work interactively, a rae Ba OG24, Crane types Cranes traveling on rails re broadly dled ito overhead traveling cranes, portland semi-ports ares, Overhoadtravelingeranes hae fan impertant acvantage nha! the epace under te eane ral can bs Ulise for sorage o° workshop spate, in th txt the emphasis on ‘overhead runways, Sa-standing runways fr portal end Semptl ‘could be designed by tho same guieines. @ “Bp unig dtl ger ane Gamebadse Caner cation ° T= : may Vapi dnt geome | op ae en re dr cane i Gs " WUadestusg cab Fig 1. Types ofoverhead running cranes (Overhead traveling cranes are usualy top runing that, traveling on ralle fxod to the top flange of the runway girs, An aternalve Consruction sta have the crane bridge dor urdertung(euspended, wih ie crane wheetsrunning directly on tne runvaybttom fang, asin ‘Monoral beams. Thelatr toe ls not sulle or heayy-duty operation ‘and Pgh load eapaoiies base tne ralatvty smal clemetre wheels ‘and the baie flanges hve aimtad carying cape ‘Th typlcal omponenis af the crane structure are * crane bridge ies, single or double gers may be used + utigger girdors may be incorporated for supper tothe walkway and central ve fused crane troloy(s) wh th host uit} raveling along the erane bearye + nd carages, used to transfor the loads the crane wheelecane wheels and sc rol (i ited) + en deralinet nd ant-crop devices + chive unts, wheels, bogies nd bumpers + crane diver’ cabin i ited Cepeny Oa garter Pein 4a adie ref —— © Stig ptr es ° | CTI Taeoiaicr? Canal aive tt Fig2. Types oteraneerives ‘The exrangement of the electle cive unis is important for the otarmination of frees applied atraly tothe erene ral (oblique {tavoling forces). The two ceva eystome ave EFF and WF ator tho German Grane Code DIN 12018 . The pat E signifies thet in cives axe indeperdotly ven, and the pote W stand or couple et and tight drives where coupling sby means ofarigd shal byan cleric ® talgnmont conto The sui FF stands for weal hat ro oot loely ‘xo agains sling, while FL would mean thal on one sds the weal Hl 27 ara fixed, wa on tha ether se they are tee o sie larly, Granes equipped with independent driven wheels, type EFF, are now | Drevalent becauss they have less tendency for meandering ad hus Produc smaller obique raving fore. The dive systema, own as |ype WF cause tel andthe ht crven wheel totum al the samme ‘otaton rate. Tho probiem wih the divas cf ‘ype WEF. is that Signicany Igor cbique traveling forcos are prodvced ther wih the EFF sive types unloss active. sloctronic artnskew dovices ae ‘employed. Figure 2 shows the corinionfypes of crane ive.| “The selection of crane is usualy a province ofthe mattis handing _specissts/owner's project engines based onthe consideration of + magnitude ofthe lied leds + overall sizes and nature of ited loads + ead oom clearence “+ eight of ft andthe closest hook approach distance + hoisting epeedis and ong travel speod/s + numberof hotting operations per day or year + chive system andthe ype of craw contol (pundant or cabin) + ts cost ans ite cyte cost ‘The stuctural designer needs o be aware of those points in order to rove meaningful inerchange during the selection process. 22, Crane runway girders Crane runway girs are usualy constructed in tee, though cooashonalyrelrorced or pretesbod concrete hs been used wanout uch success, The rewson for popu of sel ruays es in their ‘ersatiy, apd constuction ready provision friable and acustabo ‘al xings, 09s of eration dimensional ait, and aby to bo ro-allgnadin sence “The main subdsion of runways wih respoct othe relation tothe runing suace is a lows + runways for op unring cranes are the most common type for Fal mousted overhead traveling cranes + aways for urderluna cranes, termed monorall ams where ane wheels travel dec an the baton flange (outablafr ‘moderate wheel eads on). Furway drdrs.can be constustodas single spars or continous spars (G00 Figure 3). Single span urmeys have been podominanty used for several reasons: + smalor sensitivity to voricalsettoment of cokumas, tin ‘Say Sea a) (@)Simpe spans se 35 sa (©) Two span consinvous Me CPL 03 Simple span loas 02. 1 Fx 2 Me MC cee L Fe o 02 04 as os 10 aL ‘Beading moment envelop for-epan continuo ines Fig Runway State System ‘The maindranbackofsingl span crders'singapeandeteps ofthetop ‘tango and the ral over te supports, and consequent nals operation accompariad by impact. Deslgrngthe rua cirdarsto be adequately iin vertcal and lateral senses, ancl using tha welded ral sneas can at est partly compansate fr these probleme. Continuous crane runways fer much smoother and less ney runing ofthe cranes, less wear a oar on the rls ad feng and material Savings. Ter drewtacklsintho neod lor insu weidedeploesorhaavy bated anes Also, tho compat fr forthe analysis of onto airdore fs marginal higher or nan-exisent wih he help cf comptes, ‘Twin span continuous tunwaye leo ctfer advantages of nose waling and material saving, Foran overall optimum perormance af te cane,the ai andthe runway ier t's peolerab to use corinuous gare Provided thal eatlement of foundations isnot a poble. ‘The orosssectonal male up tthe girders depends onthe span, loading and the sta! fabiator'spreterenoe nis simplest frm, the ardor may Searle steel coco wih cr wien the op Fange enforcement (op hha. Other options are welded pate grdere wan unequal fangos OF ‘waded bex der Latice girders andcastlate beans arehardy evar used nowadays xcept fr light duty orenes, classes 1 and2, because ‘hay are prone fo fatigue damage. Refer to sacon 5.4 for dotaled mothod of election ae to Figure 1 fer some ofthe more usual cross sectional shapes. ‘Spocalatontion mustbe gven tothe dealing of ha top ange and web ‘where large vorical froes and horzoetal frees are tuted nthe web. Tels dlscuseedin section 6.5. 23. Monorail beams Monorall boams are used to support reveling hosts and undersiung ‘rans. The leads Yor long wavel wheels ae apoio crs to the ‘Upper surtace of be botom flange wih the consequonce thatthe bottom fango i subject to relatively igh bending esses and wear. Soo Figs fr lustation endfor futher dlocussion soe sanon 88. (@)Amangement of wets Pag, Day, © ()Movoail beam aan fe Za ns ramet (9 Manoel type ene nag on monorlnays Fig 4. Monorallbeem and eranos Gans iy Sica Lea an24, Building columns and frames Columns upporing tha crane uray irs have the primary function resisting te verial loads, wiih may be pot ate cert a eacentraly via a tracket. Net immediatly obvious ise neat for adequsto lateral ley oth eoturns undor a combination of raneay Icads and enuronmenia loads (c00 Ral, 6, 41), Ths = bosause re {fame deflection and the lateral girder dtlctons are addtva, (ose Figure 5) The most dramatlo toneaquonce of exeessve lleol sections is that of raiment, aough more offen the crane tends 19 ‘ke (rave obliquely), Ths portal rame lateral deflocions a as lve ofthe runway ral should be sticty conto as discussed in secton 9, {nbuicings over 120 m ng tis acveable tose expansion joins, The ‘mestacvantageous arangementisio use double sous atewparoe Jolt. The crane runways and ale shoul be provided wih expansion Joints at the same fooaton, Bracing nthe longtudnaldrecton oan be lsat onthe centraino of ‘he itame catumns, or combined bracing fr tho bully aid the edaring inte re legtiina Src goneraedy be ea) oe ishen ect) ote tone waa hie we oe coonae 2 drei displacement of aenng ames Brace end fame Pin Fg. elation betwocn bung frame and the runway z ‘Se ny Gane3. Classification of Cranes and Runways 3.4. Reason for crane classification ‘Tae main purpose of clascation of th crane structures and crane runways ista provide a bas for strength ard igus assessment ofthe runway system, The main pavametors usedin he casefaton are the umber of load appitcaton cyctes and the load spectrum, The load Spearum denotes the shape ofthe stattcal cumulative trequoncy Curve. Wien acrane its ond close ote sted lad mostfthotime t iS temmed hoayy duly’ crane and coneequenly #igher cassieation Sesigation epplles. Moet cranae are rot requéed to It heavy oads ‘very tine, thes thei specrusfactor lower and sin umpreducos a loner daseifestion designation. "The second consideration in the and 4.) Hott tom rest and deposition fi accompany aya ‘apnea of free. The hang factory to ya app a counters Sos AS 12101 oon coals 443, Holst roley anceleation(,) Lateral ores induce eeaeraton or bang ofthe et ote oan be ema ected by tkirg the minum a of oven wel ade {at och tale and maya tnom byte men ton cocliclrt at the ral eortact 0°. The lac an be arared bane te fe and rg ranways proportion of he lateral ston a cas ‘uray gers and he Sing erase. Samson a ogee {ders naertedon on side we normal spars ar seca e Sher ‘a, wih te consoquence tthe stor span, rusk esa tae, ‘opin ote tol erate 44, Long travel acceleration forces ‘These forces arse fom crane acceleration and braking. The maximum ‘oroosossurwhenthscrabisin an extreme positon, Refer AS 1418! or detas of etouations Thisislusated in Figure a i es ST45. Wind on crane and hoisted load Distnaion is made between ‘h-sordce’ and ‘out-ol-servie’ wind loads. AS 1418.1 assumes that crane operation wil cease when the vind veloaty exceeds 20 rs bersise Fh epen yard eranes I becomes {auto contol the fod swinging, adi the bud the same i rue ‘oaemalie entar. Whore ntealeranesoporate in buldings whore the ‘operation cannot be sipped alumina potrome) Ine wind exces sould ‘be eppled at thet ful design values. Y, % = i ee 1 _4 ater oroes secretion of heer -S_ Lateral ores dl obliga traveling of 4-wel Taide rane (EFF syste) Fig, Ina forcos46. Butter impact Butlersare eda the endoiong travel to reduce the mpactiooesthat coud su fom the operator’ ero. Tero are hres toes of burs: ‘sping bulls, hysraul butlers enc elastomer bus and each has IS energy absorption characterises (see igure 7). AS 1478.1 gives a ‘method of calculating te bts forces. Lk Dey os 1 eustonesicbter eed! “I J We Done types Disses uifors and Butler impact Oblique travelling bike traveling forces are generated by tho lateral crane guidance ‘means, which may be the tanged wheels or separate laleral guide ‘wheal, Tne magntudo ofthe oblique traveling forees deponds onthe tongitudinal tance between the gudes anc on thezmountofphay. The method calcuiatng the obique traveling forces is ven n AS 1418.1 and more fundamentally Fe 20 Of sigicant intrest isthe drecion of dspiacoment of tho opposing ides. the eft ier clplaced to elf then the right gio willbe ‘orcadtothe ight, andvice vorea Tis comes abcutbooauce of read fr gullum oflateral eros (soa Figure), Howaver, tha ralloenelna ‘stance (gauge) cannot increase of decrease more than the coube of : tha al ceeranca, say 2x25 mm excep te whe on ane side have « siking bearings. Also, the end ceriages are provided wth anit Geramant plates wich prevent excessive movement so that te weet flange cannot lm up othe top ofthe rai. A the wort, the et gear could deform 0 mm and te ightone zero. That meansthattheoblus ‘tavelforces could diminish where rumeysand columnsarete exible {and he crane operation would become era ai i Si‘Lateral ores de to obi traveing of hee Taidge cane (FF Syston) Fig8, Oblique travel forces “aking for example 1 m span giters supported by Infinitely vg colurns and L500, tho leal tection woula bo Jt 25 rm which fexceeds the whee lange clearance. Tis would mean thal the crane wheels ae onthe verge of running tight 48. Approximate load determination “The problem forthe dosignor cf crane runways fs that an aray of mechanical design data [s neoded in order fo carry out the force Calculations spectadin AS 1418, Pat 1. Suchinfermaton is fouio ‘dlain fom the erane manutactre, especialy because the crane Santact enorme awarded sft the runway deeign lee. The Iypleal mechanlca! formation fequrod + ‘weight of holst rote, tse rope and hook bik + ine! toads dv to setineight of cane ridge gor, ond trucks ard bidge mounted equpmens + lve load on eran bridge trusts + the nearest approach distance ofthe crane Rook ‘+ te hoisting speed and ths long travel speed (normal, oop ‘pood) * the crane deve system: EFF or WEF + the numberof wheels and whee! spacing + the means of lateral guidance ofthe cane: langed wheels or guide raters + the maximum clearance between the guiding means andthe ral. (ie areunt of play) ‘An alematve open t the designe iso se the crano catalogue data ‘rom a couple ofthe ccne menutaciurers and base the pretiminary ‘design onthe force envelopes values A los economical design ofthe ‘urwaye may cometimes sult om this open te option is adopted for prliinary appraisal he follwing typical magrituces of loads may bbe used wth caution The fypical maximum whee loads without impact Is gvenin Figure 8 {nthe last resort the whee! loa can be ectimated conservatively in accordanco withthe Append Bof AS 1418.18 Gaennay Gra onan Daas130 100 50 Fig®, Crano whoo! loads we Rate capety thot tonne5. Structural Analysis 5.1. Global load effects ‘Structural analy can b dvded into the glubaland ocl analysis. The (jobaleructral analysis concerned wins cra runway a fxr mnember ard shoul, wherever posibia,nctid the building frame. The ‘ooal analyse covers top flange anc bosting dial, The bling Fame [enota static assemblage of momeereosetng actions rom the cane runway, but an Iractve system. Lateral epacng of the bulking ‘columns has to be related to the crane ral gauge and minimurn ‘Seranoes dled by the crane manutacture. Figure 10 shows the ‘yple ram arrangement. Fig 10, Frame runway reation Moving loads transmitted %0 the ralle act slmutancouely in theo Cractona verze, lateral and lorgitucinel thus SO analysis is mere Site. Figure {1 iustratas the load eft olegrams. Global design ‘shoul be esried cut goneralyn accordance wih the AS 4100 and AS {1418-18 The runway code allows the design tbe atemativaly based fn the working sess method as specified in AS 3890. Most recent (reduce woul! fc the werking sttess method oumborcome, Paving Boontrainadintna ues oft states design, This text only refrsto nit lates design method except for ths servoeablty chooks.5.2. Analysis for global loads: ‘Tho gal oad aes nce bending moments My an i at he Siclscion wal wacson thon ons Therion gota ‘Soasiosayecomplaet ty nein br takeceas oe Sarin such aston al rer ere ncn cba Theory stnasmum esting ensakurs eters Tho vere iw mats ea tev eet anes sraneng Cores wanda The nha subraters than Oa ner fo minimsa to contain ence Piers Iishatestherathou Rormanualoaslorsancon}c une ads reid uno canbe made of tS, feta Ath ert eo ol wonton fn Min Mg (+ EOE ag vice n= of. = gf Se fet [Eavelope curve of manimmum bending momens at A pols eg te bean cine pple Shown The dino the eu | en ee we Ma = My = Fa haw eG ‘he ees fre blog arctan ot siscontrset shows. The ane nin fr win BM i yen os hy Tre oan epson tairum bending ore! ood. orn ie z -toncesay compe Be ora are Ts then hebendng manent at mit e028 N= Cig Part Foye Tefen te mip ston hs pene aig seon a he xine vaheof My aemind, § Fig il. Bencing moment envelope andinfluencs ines ‘Global desian consists of vaistion of + Bending momont resistance, n vaca plane, incushe off letra torsional busking + Lateral bonding moment resctance in hrizontal plane + Shear resistance + Torsion resistance 1 “+ Resistance o axial adds combined wih tending srr be Ci ia Sea OaLateral torsional capacty shal be determined in accordance with AS 44900 Stel Sructres. CCapaciy verification fe requted at the eral of cross sactons: st Inidepan, over supports. eanliever spenging, change of gi Cepth nd foreach relevent lad combination, Laterelload pattern soften ifcentromthe vortcal load patter scan by seen fom Figure 42, ard thus I ls necessary to consider al loads ‘Where compuieraneiys is used tis corvenintto combs theverticl {nd ho‘zontalloedinthe sameload tanto cban the eile maximum Bits and sheets an boing weary of wheels whic lay off span, Nye Lateral Load, Nj “2 Dead lod of ide Fo—Shear cone Os @ Min = Nutty + Nyt - Mja ‘Bending Moment Feomenic Diagrams Globe analysis for vertical endtorsonl loads Fg5.3. Curved monorail beams Stress analysis of curved monoral beams should be cariod out by @ ‘atonal method of analysis or using en aperopriais computes progam, ‘tsimporinto take ino aocounttne warping sion mn edctiono pure torsion fr open section cite. A ite clement analysis programm would be preierabie but ‘russ’ analogy motnod may auton Inthe ‘russ analogy the latte giterepresonts tha web, The chords have the Fim, poeriesot he cer ange pls segs ofthe we, oe jae 18, Wis members bean ial tending son end Chords ae mode as Bar with ter sities & toatn (ony sl lovap-yare ses) Fig 18. Curved moneailbeam 54. Girder cross section Girder cross sein must bo abl to satis the adequacy criteria of the ‘AS 4100 under al lasing conetiens relevant o design of runways, ‘ending about the song andthe weak axis musth considerod ard any lorena eet taken io account. The seleeton order cress section 's of geal importance and covoral secon ehould be vestigated before the design is fazen. Rurway gleer crore eecion shoul be ‘seleced using folowing conelderstions + Sttuetua efconny + gyn vertoal conc, lateral and torsional senses + Constactabiy 4 + Wing and Iespecton access + Sufficient with cf op flange 1 accommodate ral ngs ‘The cross section is strongly infuensed by the girder span and ' rmagnituce of crane loads. The shapes shown in Figure 1a are just ‘sample of possible solulors, For example, thers are important ‘sdvenlages in making the fop tanga wider andor sie in th lla ‘keaton, than the Bottom fange. Fret, Ine top ange resists not only the vertical bonding but leo horizontal bending. Secondly, top ange Subject to addtional tocalsod stresses vo 10 wheel reaction Aistbuton, end tidy, the top flange must have adequate lateral 4 Ba Ta SRease fee ee Fone a Bad eareye + Ca} Fig 14. Types of erose section From the economy paint of vw, epen sectors ae less costy to fabricate, Boxeedions ae batter able to cone wih atrl boning and tocson but are more cost to fabricate and therfore are used for longer span girs, argecepacty cranes and special appiestions, ‘Avery commen cross section for ght uy eran uniaysisthe Yophat secon conising af @ Universal section and a paral ange char ‘Tho channa must boa east 80 rm wider than the top ange of UB 10 ‘ain goed access fr welaing electrode manipulation Figure 18), Abid soction ofan use ip North America consi ofa welded pats ide cessing the wheel oss, walkway plato acting as asurge ghder, {nd an outrigger truss supporting tha walkway (ee Figure 14). Bottom flangerestran wuss may alsobo incorporatedcn lagorspansto prevent lateral vi @ ® Fig 15. "Top He (and lipped sections (2) ‘An aspect that should not bo disregarded is thatthe with ofthe top {ange i aloo Infusnced by tho method of ra ing because ral cps ‘ray easly ec! 150.mm tothe top flange wid, Thi would no apply 0 ccutmoded ing by hook bots Geching Sas ae a =6. Design Procedure 6.1. Design for strength ‘Structural design codes gle standardleed design procedures for \vorvng the bencing and etre bucking srongt, web shoarsrength and stability and connection siren, The design procedures stipulating bn, AS 1446.18 shoud be regarded as compimeniary with AS $100 ‘ules. Wit viw fo mime ne ceegn efor AS 1418.18 categorses {ho runways into Light Duty for stuctral clases St lo S7 and Heavy Duy for siucturl classes SB and S9. ‘Tha intenbon of the code cape ae etl crc op one aan are Only necessary for Heavy Duty category runways, The author beloves al rae romvays shoud be chooked, ‘There be situations where a runway lasted as S410 $7 shouldbe treated the Heavy Duty category (heavy martenarce, si) mil potroom servo and general warehouse canes). Tiss scause he local stresses interact wah tho global stresses an this may lead to oversross. ‘AS 1418.18 standard covers some o the specilsed design aspect of ‘runway girders, such as:~ * Direct bearing stress dstrbuton under the rll an in loaded flange fo web junction. * Looal torsion in the upper ange region induced by ner forces and wheel ads acing eooentclly with respect 0 tho ‘mid-plane of he web. “+ Matar type and thickness to avoid brite recur et ow ‘psraing temperature. Already al +8 degrees ©. plates ih tension thicker than 20 men should be of steal ett feahanosd notch tity for example grades 300-10 end L15, known as fly Kile stents * Strict mansfactring and erection tolerances gpecitod inthe ‘sisol and runmay codes must be achieved pachoe booause te code provisions are only vad for members ‘abreated end ‘erected within tose lolerances. Of speci! mgertance ae Dis ‘dimensional ana algrent olarances, * Fatigue resistance should be considrod in parallel withthe etal design because inthe majty of ease, he falgue Considerations govern the design of cana runiays of sttuctural ‘lasses S4 and over. Iti bat fo epeaty tals having the highest peaceable faigue deta category. + Sonvceablty requirements such as deletions and twists ‘should be checked agains! the specie ims ee the design progresses. Bending capacity is adequately covered in AS A100, Interaction between bending and shears covered in AS 4100, Section. 12, whieh basicaly reduces the bending moment capacty when accompa! vt relatively large shear foes, This stars to operate are Mi larger than 075462. Torsion “Torsion arse from lateral oads applied atthe top of ral level and the ensentreepplcaton of vertzallcads thats rom be couples Nyey and Hh, seo Pure 1209). The ecoontcye, has bean spoctiod in AS 1418.18 as conslsing of two parts: Beate oe ae wre Big the athe ahead with, fiban acca actor = for rate wt confx heads and £2 or cane ral th at bead ard rctangua ber, ‘Taste a vasabon on the wagon! 0.2585 afowance. “The second tar, 100i othe ltr! camber ndced ocentiy Dased on tleranse fr camber. AS 141818 afows the delgner fo eget the sesard term when cosigang Lk Duly Tanwaye The Either onion ht the camber nod eesti shed bo aepld oat unways “The oson mamentls summation of (Ney + Wy ors. Using the “win bean’ snatogy te nea freon fogs courteract tho {eeion moment sora and tbe conten fom pu Torsion i Tacloctd, oe teforencos 6 65,04 and 67 Lateral oes acting an be ap ange at ech wheel e662) ae oventy Mit Ngee ‘andthe bot ange rcs: = Nee vy ‘where My = Nig + Nin, “Thee fr, ira oth roe, et rl beng Tome Mya ya sho Egur Nony ran toch ova elton coed act Mp Bi * iy © 1 tere th mao 08 ann in vere lane Mh tara nang nomont hte op (empress) Hehe Myi the cet mana capaety Inve anand My neers nome paste op farge ann. My. eterna acrrdance vin ‘rane capaly a woncommaté bears nas 00, 63. Torsion Capacity by rigorous method “Tarsion nce by the lnterel loads and al cortact eocentity is not covered in AS 4100 at ths singe. Figorous methods of tosional analysis are dasriod in oferonoes 48,54, 55, 87,80, 82, 84butthese ‘nid fo be eumbersome for practes! applleation, Saas Gea Una r6.4, Lateral stably ofthe runway girder Punveay gers ere normally restrained in tha ater direction atthe supports only and usualy have no Intermediate lateral retains. Intermediate lateral resralts can be benefice but nt aaay to dia, AS 4100 species an tfetve length factor of 1.40 wher the loads are ‘ppledtotheton of he girder tangs. Tho fot hattheloed are actualy applied some distance above the fop tanga need not be considered ‘Decauss ofthe beneficial iniuenceofinkage batwean he opposite elds (rdersviathecrane bndge. The eroaton of hele atbilyis tobe cari out In accordance with AS #700, ae meifed below. ‘The uaual constuction of fight duty, low cepacty runway gidors fn {orm ofa compound girder consising ofa US section and inverted tcp channel. This toe of ger is tormed monosymalts grdor The ‘warping constant used fr eymnetic and monoeymmate girders Is siven in AS 4100, Append H— fay * minor ais second moment of area the top flange lena, p= minor axis second momento area fr the whole section, jclstance between oanirods af fanges, Recent research pote in Ree, Woolcocket shows het AS 4100 ‘method for menaeymmetic girdets oan be uncanservative. Nelbor ‘method mates alowanoes for tha benotell oft of couping via the ‘rane Exidge ger, suc that the se caring lager land recelves ‘some steal euppot by the ade Unde lower fad ‘As indloatd n secon 6.3 there Is an interaction between the torsion ‘and lateral buclg, ad this Is curently taken ino consideration By shi the tfsctve length ace y= 1.4 65. Box Sections ‘Themethod of sess analyelefor box ger ie desorbed in Bennets and Grundy, rf 2. The derma is how to postion the re. Ecco, over the web ral posilon is preferred In epie of Imposiion of tomas ‘eccentric. That should not be problem because tha boxsecton hase ‘elatively high resistancstotorsion. Theother pons topostion tra ral onto the centene of te girder and crass sifen the too plate at lose ‘entre, The ltier method fs costly and inedues a farge number of ‘atgue prone welded cnmections. “The most importathing ith bax gers ithe praventon of sectional distortion by means of @aphvagm plates, eff cove frames or cose bracing, The spacing of iaprragme can be ae Ite as the dopth ofthe ‘ier ores much as one third span. Once dlapregms are provided the Doxgirder wilbehave very much as an I-girée, but walhave very much larger torsional sires ‘Sa ema Siio- Uta aeseso wsunie paynbos oxy pe 19916 eu 0 word roe ou) uosiag edesstp pond ‘ans gon ojo au au eo AB OysTOND Hes w= ‘Anoust s2do14 wy vonsep 0 ‘se osu pau aie ensun fa posneo \ensn ‘peat pes Sut { oueauao Wo oti 09; Ay WOON BANE peRUCD SeUKOUL + ' fuse ps ex 1) suo UL aL "GoM eA 3 EUR! OY ‘Areaaued0s paydde 6.0 paunsse eq pou SoeO OH OMAR A eave ofuey dor ey u seoye pazzeooy LB yA sonal + vy at buoy dr ein j0 Bupug asvensuen » "an ou jo Bupag eued jo mo + upueg pue Bupedt uated Aq poanpy Bupa gam « a en Yo0H esas ORION» save ss0yy (9) unbiy 298) yor uno exc spo fa 9pa8 hevauns unin oe ore gem sod au pus SOUS) ‘leu ul 328 pay Sse xu y "waa XaiuaD wo URS UDI) 6s dot auton speo| eeun (et pUB FeHOR 94} UOKEAdSP OU ojGor eBuey dor om w soap peo} e207] “9 “L.uoTseg u vans =: ljs0p weiss a6) ouossoaip poy y“Suopevapeuoo ends poulenod | utisep ‘Senunu su secumsuf Sou u'6g 0} 9g Seasmofeuron |} eKoHUNII ‘erodes eoueyodu wnourered J = ene 0 eouetesa apenbEPY soueystsas an6yre 10} uByseq “99‘Arominal eocentity of one-quarter ofthe ail with ust should be ‘asoumed in the design, unless l'can be demonsistec that lossor ‘cantty can be acrivedin pacic. The ral the top fange and the ‘web of the aide resist he loa torsional moment cased by the load eccentricity, see Figure 16, ‘As reported in Ret 10 (I) the approaches akon in various counties aly markedly ee fo the method of ealculation andthe need to account forlocal stresses ang bial eects, Foforenoss 12, 19, 1,24, 28, 29, 30, 40, 4, 68, and 68 outne the analytical procedur for kes streaes i ine fango and tne we Most af hese procedures cannot pve ata pictire ofthe sexs fales. eal, @ finite element analysis should be cared out but hs option lentils higher costs and therefore should be reserved fer Important nator arg girders. The mesh applied in FEI analsie should be fina {enough o pick upthesttees maxmaand minima, andeheuincide he ‘surrounding ws ight downtothe bottom ang, The land al ings houlc bo modeled realstealy. The same apales othe bottom flange ofthe monoral beans. Inthe majoity of design stations the designer has contain the costs and there iso option but to employ a simple, manual sess anaiyss Inethod. (@) Web crushing Vertis! web stresses aro the highest atthe top tango to web interface and diminish graduay wih the depth as shown by Grarstrom, ot 45, ‘Sonion and ret 78, ON fe = TFS whose fm; 8 maximum verte tress in the vb Jsturder the fangs; ge the sotviceabity lovel wheal ore; 11°" isthe sum of second aroa moments of upper terge land te rai and te isthe web micinoss, ‘An epproxiate matrodis given nthe AS 4100 ale 5.132. tis based ‘on lad dispersion cstance (se8 gure 17) giving a design crushing ‘apacly of Nou $91.25 by tafy = Ni here by sth length of lspersion = 50 + 6h, +5 Go mi); fy ie the at depth, ty isthe web thokmess Ny isthe whoo load ies the loa factor times the dynamic feta an 4, Isthereot actus. ‘The tale the rath higher the web capac, thus isnot bref! to se rectanguiat bare as rats because of hel low height Normally those stresses are applied the compressive ftange, whichis ‘often the larger one and thus ctessad ata lover global stress, ‘Nevertless there is iteracton between global web acons end loca sstions euesed above, Iisadvaableto cay out absnalintrecton aS aie aie a‘hook for web eushing and bucklng In accordance with AS 100, ‘epend ‘Tha biaxial capac check should alo include the out-of-plane oad ‘lets as ouined inaub-esetion ). Atprosent tho cane runway code {AS 1416.1 allows the cosiger to omit these checks in tunays for St to §7 class eranee, The author would recommend these chocks be cared out onal ramays. Fig 7, Web crushing (AS1100 method) (©) Web buckting under vata! load “The whoa! oa Js rami to the web trough te ra and the upper ange, Using AS 4700 ule §.13.2based on 45 dogroo spersion cond ttvough the wed should give saistactory answor (see Figure 18). 16 possble thal ‘signin itracton occu's betwoon wob bucking and baning. AS 4100, Appendix | giveo 2 limit states based bucking ‘terion that allows tne inacor fo be chocked. Say Oe UaeFig 18. Buokling ofthe web panel due to patch oad acting in the plane ofthe web (AS 4160 method) (6) Out of plane bending of wob Bending of web ocours as aresut of eccentric appication af whens and tho sting idee bythe lator load et the top oral, Tha most ‘elnerable pats the welded connection, whicnmay consist ota fall ut weld for best resus bu sometimes just wo filet wold. “The exact cistron of streso6 can only be obisined on case by case basisusingthemethase rts 24 ana 78 or bya frit lament program ‘utiis tds io be time consuming. AS 1418.18 gves an approxrmate ‘ottod of veritcaton. The mettod ls based on operon of fates ini te parts: “+ Torsion resisted by tho flange an thera + Torsion resisted by bonding of the web “Theattamatve approachis to use aad depersion method of AS 4100, ‘The rail and the fange absoth part of the twisting moment and tho remainder is applet the web. Te maximum benefng memertinthe \Wob, per unt length ofthe web is eporexamataly py — Selec NG Cnt) wy = 22 Nite Net UD By ‘and the cstribtion length, By, conservatively sea Figure 17 By = She) +60 where ys the web contibuon coetlent: Sa BS ‘and Sy isthe approximate fexral snes ofthe wa having a wich ‘equal 0 by Note the proposed couicint 0.20 in li of 0.082 n AS 1618.18 Sristhenominaltosional stness ofthe ral andange: ithe depth iweb. ‘i ay ae2g te Where L, is the spacing of sitnersbutess than 2dy 4 lethepolarmomentot ertsofte a pus per fangs iy’ isthe wob Bicknoss isthe vsb height anc LY isthe grr span. ‘Tha valve Sy Is normaly mush smal than 8, ard thus the ell and fange relt nos af the twisting momen “The contbuon coticientforbox sections should bs calculated on the as hat sone (t+) by where isthe lop plato thickness and 5 fete wath a tap flange plat. “The web strinessis smal comparison with theralanc ange stinees| and thos the larger part fhe torque Wil bo raisted by te torsion flange and rat. This WoUld Seem fo oxpain why relavely lage Fall ovsnirces found in practice 60 not eause proportional large ws Te 1 X : co rH a ‘L 4, ~ T rT7 Stes setion T mr | i ! ! Lins TF (6) sation ney ()Bocseton Fig 9, Transverse bending of web due to torque it should be reafsed that even the mest rigorous treslment of thie problom may flto senate the realty booause of imperiectons inthe onstuton of te girders and the ral. opartections such as twisted ral, ited top lange gape between the rail and tho flange can ‘completely ater tho stress elds. The most impertantsratogy & to ‘sign the fange and te web a line more rabusly, proving full penetration wois at web to flange joint. “Tho oflects of combined actions stemming from verteal losd and bending memeat fn the web should always be evaluated for crane runways of lass $8 and 88(6) Transverse bending ofthe top flange ‘The man causes of raneverss bending ofa flange are: ecoentie wre! {oading, lateral ores applied othe top of rat in ral enor I op flange resuting in uneven contact, and the use of elastomeric ‘al peding strips. AS 1418.18 does not requis the casos of is neture to be carried out on Light Ouy Gategory runaye corespending to Strutiral Clase 8 to 87, Falls bearing on flange aleng two edges only ‘Some als have concave botom fangs surtaceto preventrockngofthe ral, and sometimes the top tango cited withthe res ta he al Contacts the girder tp lange only slong two tnos reo tan bearing Lnomiy, 803 Figure 20, The maximum taneverse bern moment por ni lengts (+ mam) oan be approximated to: wos Sa where Ny fete ultimate, factored whee! loed: 55 Is the with of te tor ral flange, fe) Isthoral height ane ‘eis the contact ength and shoule be taker as (hy +54) were the Gap batwoen the al andthe fanga ose controled or eterwise one-half Fh tans, 8, 0259 Mi; = 65, |whete the top lange is combined with « dowr-turned chanel secon, {he oectve socton modulus sles than tho sum of modu of Bonded Bates because the plates ar not bonded across ful with Thus the ‘Bective modulus, Sy should be takon as the sum of modal of chante! web and girder fargo for uit lngth (1 min). Ni Fig20. Transverse bending oftop ange Elasiomerc bedding smps under the rail fange are sometimes used for ‘npproved ral perormance and reducton In vertcalsrass Galton, Otten the rositens bedding instatledatte: the crane haben sonics {o° some time: thus an alowance should ba mado fori the design, Hotimar, res? and 49 gives amethod fer analysing stresses the op ‘ange and includes plots of bending stressae In ange as a furcion i TRmary parameters. AS 1418.18 gles an approxirate mathod of ‘aledalon of aneveree bonding moment tho top flange: Mj = o125SSeN where Kib 1.0 fora consenative design, y+), ne wth AS 4100 Gootlént 6125 i apledin eu of 0.25 used In AS 1418.18. Ni Fig21. Elasomerc strips reduce transverse bending of fnge 68. Web stiffeners Intomacate web etfenors are normally sed to increase the ehear trenathof gders. Te same objective canbe cbalnod wh solating & thicker Web plato, often costing bss. Crane designors are dvdod onthe mater. One soho of thoughts that web intermediate web sifener= ‘have a numberof bene fetes + Sitfoners lock the to flange against ong wave twisting + Sitfonee proven the web distortion + ‘ittonors make it poesbo to reduce the web thickness. ‘The fat wo arguments are of el va for Heavy Duty rary, The lest argument does not hala with runways because ticker webs aro sett in controling twisting ofthe upper lange region. Many cae and ‘urway dosgrers ont wobsiffonre altogether This author believes {tot edcng rears agalns local wisn so 0d valve and tes 0 Lsesfenors spaced ween 1.Oara 1 4timas te web dopth. Section 10. caries the discussion on dotaing futher. See Figure 22, “Thsifenrsplok up fir proportion ofthe whe! load, ay 0.7 190.9 times the whee! load, thus thy have o be verfied accordingly. The capacity ofthe Intermeclate web sifeners can be verted using AS 1100, section 6.15.Note Hep it sealy emer z Ral = 2 Fj a estaisttotop + } ‘lange to resist 7 Soca evisting L. sittin se requtedo bot L sie Imre [Od ta Leas stoner a= foe web ae nd stone resid 07 1008 oft whee toad Fig22. Web tienes Bearing stoners at th girder supports ae important membees as they "ransfert grdarreacton othe boning. That dosignmey eke afore ‘of relatively thick pat losing th and a he gtd, to uber post We « a ne pn py Incorrect vm APE me EET TET os, Fig 82. Web slitene detas 96. Web stiffeners ‘Tro web stilenecs when used ehould be designe and deta in tne ‘ih the accumulated experince. The folowing fslues are important + Upper termination + Siza.cteope + Bottom termination, ‘Ate upper termination of web sifenecs by butt wel te UIS upper ftange are scoapiable. Experience howe tat ce wel re prone ‘cracking, probably because the wilener impedes the rctalon of he ffango.as the wheltravels over For is raaon the cope shoul beat feat 150 mm dep. Atthe wer trict the stifener shouldbe torninated ata stance of ‘for Strociral Class 86 to $9 cranes. The eo canbe weléedto the botom tengo for Svuctural asses Sto Sa because falgue arly & pwoblom with these; sage Eevelbuttweldis preferable, see Figure 3, interment welde shoul be avoided etogether bacauso they ental! umerous sit and slop lcatons and thus Increase the danger of fatigue ereckng,(Pate pie (0) Resale sites ig 8. End bearing stiteners ‘97. End bearing stiffeners and bearing details. ‘Beating dais range from vary sinpefeaing-type connoctions othe ‘more sophisticated tee way estab bearings, The need for some ‘ears of adjustment arias irom te dificult erecting the cours ‘very prcisely such tat at ther lve ll tolerances are met wihout working, Using normaloullding oleance would bean achiever ine cokarn cantrelinos werewchin‘Smmromihe setouteride Tisie ‘leaty toa mush for proper alignment ofa tuna Figure 34 shows soveral epacial desis thet provide for an easy loree-way agjusiment during constuction and eer n once Adie, such datas are more costly to fatrioate bu could seve ‘menay on the sto and in sevio. Using the standard stl Yamowork Setals could only work the ftvcaion ang eration tolorencas are mado mush agree. {tora retain hardware shouldbe designed forzero interference with ‘he longudial fange andor column ‘movement. Diosty welded ‘straits are not sulabe because they sow eracking damage soon Aer instalation. See Figure 35, = a ae98. Crane columns and corbels “The design of rane oolumrs alls into the provines of bulking desinat. ‘Tne simplost design suitable forthe Light Duly runwaye festires constant depth column section wit sorbel jst below fhe tunaay bearing. The banding moment intreduced by uray oft nclidedin the ovorallaniyes. fin stoppedeotumne ae edt, the column changes Is dopth athe level runway bering, The send pa of he ‘column abv the bearing contouss on to supper he rok, Anothor ‘common design ‘ealures coupled colurane sush that crane cokmn Terminatas below the runway ané the bul column, coupled to the ‘rane column, caries onto suppor toot tructurs. Thstwo-partcolurmn sign alows an unintemuptod catwalk to bo provided. Figure séehowe the enim ene corbol hoes, “Thate Is no reason why the columns shoud not be constructed In procastconrate or prestasseeonorsta, this soton|secoptae, one ‘shoul realise the imporlance oF careful etal of hoi down bls and lateral estar bots tase scprt—sopumte——_(nglecton Some Sear Seiten Skt east Fig36. Types ot suppring columns acho! these fos has aovantages and clsadvartaes buttne canal te designed to perform stefan Columns a ype () and @) ore genera more suitable for hea eranes and were th ray a8 {ail high above the foo. Cols of ype c) have boon popular vith mary designers bacause he eoparton a he busing enone the Grane runway suppor fursien makes I ue aay fo eign these coh. Ge ay Sia99. Longitudinal Bracing “Tholangtudinl bracing for crane runway giders canbe arangedintwo ways, namely. “+ bracing framework aranged inthe plane ofthe girder web in tha and epane for direct ranserof tha bus Impact ores into the buldngfeundatlons. Separate bracing is requted forthe Dulng ise ‘+ Abracing framework arranged in the plane passing through the Cettrene ofthe bullng column wih sulle connoctons 1 the crane runnay Gide. “Expansion ons are necessary whore runways aret00 long fo theral ‘movement fo bo tken up by lpn the it. Its possi for stl ‘ramod Buln fo have ne expansion jens up to a lanth of 180m provided tbe gis and longitudinal is are bled using snug-toftered bets which parmit some movement ofthe bung tobe laken by the joints. Crane urway girders, however, requée more postive connections to the bullng an to ene anather e0 lat langusnal foroas ean be ‘eanstered to te brazing bay. In view ofthe roquirerents imposed ‘ponte bung structure, would seem prudent toarange expansion Jabs at intovals net excsoding 60m, preferably by doubling the a (@)ttermal expansion rave o nga bracing | alls Coch sea | location of expansion joint relative to engin bracing Fig 97. Longituainal Expansion due to temperature 1nd bracing of rene colimas. “Garters Gai Une Seg10. Rails and Accessories “Tho crane rum rail shouldbe regarded as an Important part af the ‘rane instalation because they can Invances the operston ofthe (rane). efor to Part fof AS 1418 for the prosecure Im selecting the pprepiee siz and melo fr the crane ra, atrough the can manufacturer should nominale hoses, Crane ras are normaly ofa ‘cual’ dsaign minimising the steels o orslon generated. by stra lon bt they ae notloaty manulactured. Raway typo rails ae less advantageous because they aro relatively high and this lends to ‘nerease the effct of torsion. Good thing about these ralls stat they have a hardened running suraoe ‘or longer service. Even 50, als fr Hany Duy oranes nea tobe replaced se runway. “The euretpractoe of using rectangular bars wale a ‘tang shoul be vowed solving apt of tho protiem. Th putfonvardie hal euch bars canaetconpostely wih the girder and thas favo steel, They also roduoe ical tion problem because thal height ie only a action of tho rll elgh. The seuctural deigner should be _avaraolthercraw/oaces!theral nts ocuratthe supports glnghara ‘rocks asthe woe! passe ove In standard ra the pice in tho ‘woul be postloned atleast‘ ofthe pan Galanos away tr the ‘olumea, Second, welded rctangzla bars carno! be eal esiaced ‘hon thoy re warn out Tardy suchas cannot be movedin sarioeto bbtanbeteralgrmentand three he wrole ger must De able tos tepostionsd. 10. Rail splices and expansion joints ideal the ra should have ue ots fr smooth runing ofthe crane. Grane runnaye classified as $5 fo 58 should be provided wih welded fal aploes 20.98 to. minimise the mantenanes problems. Balled ral Spices canbe use or over clase runmay eysiems whore impacts over ‘erat gaps re of ls consequence. Cominously welded als are preterabie bur thay do ule specialised woling process suchas tho hharow gap prooaes of Therm weg ‘Whore bot splices are used toy should be staggered on opeosita runways in der to minimise he Inpac. The tolod arts sPoul not Concde winthe gitar endslegoes F839 showethe main estes of cane ral @pices. Rall expansion Joes in the ras naod ony b provided at crane runwey fexpanson joints, usually 160 to 200 m apart. Expansion js are ‘oualy scared 25 dogtoe fo thoralloantaline. Scared provide rlavaly arcoth Wanton fom one alto tne next, ut Wey ae nat Fong lasting bacause ta reli weakoned a ho jl. To prevent heal ereoginthe long rection, lis neceseary fo provigeachear key halfway etwoen te ral joins,102. Rall fixings Fale must be retrained from ileal movement ane velit by alps or hook bots. Lateral restraints requled to prevent sliding ote all under lateral wheal reactions. Up strat provnts the ra toralse choad of the approaching wheel (Bow wave effec). Some designer aavooat> Tongtucinal restrain. It fs only required miaway Debween the rll expansion its a ey Legend FEF] Neqnenepaker 2 pote wots Persie Taree Lette ° o ¢ = Cy 250 = 9629 x 108 Nin > M,= 1991 x 10mm OK May = Za = 2.258 % 109 x 250 = 568 x 10° Nene Top flange about minor ais Saba Sea UmMaye = Zapty = 1820 % 108 x 260 = 455 x 10° Nim ‘Warping section constant “There ae several approaches to arvingatan approximate value forthe warping secon carstant ly fr his type of secon Khipornchal & ‘Trehal, 1979, Lue.and Ei, 1803 (et). The sinpests gen in AS 4100, Appendix. va ty aa So eae igs cots ug 1h ee (1 = Se) 8 «10% ot {herent apd pt fg ancien Folens East Bldg oer Eftocive erat: Le Shekel = 1D 1. 1.0 x 12,000 = 16,200mm JB FF] 4S} ay none = 08 x 119a(2H SiMe 10. 4) = 7484 mm Fey casa x tot / BC. asoo8 a @ Gd = 9 « 108 8457 x 10° = 0.276 x 108 sly Ele 9.492. 10 G Mee seal ferecco + aaa x 10% + Ex aa + ne My = 22198 » 108 Nam Me _ 3629 x 108 Hy 7 2atga xc 108 = 1? OT‘The slendormees reduction factor (ASY00): cs = oo {tah + « - (Gf es = 08 {fora + 3 ~ ores) ong rg C0 Fae 10018 + Oa ve on gg = 105 (Mg = 0.90 0.946 x 1.05 8810 = 3069 kam (> Mz = 1331 1am) (My, = 0.90 x 558 = 802 Nm (> Mj = 2473 KN) “Top ange ater capacity: ‘Myr = 090 % 455 = 408.5 AN Interaction strength check: Load case LOS ~ Obique travel {ator moment: Mor = 247.3 kN “Top fange to resist a bending noment ot: +h : naj = Mou MEM. 79 3197 «95 in (3) (Gz) “= (6035) + (aay! - 025 + 081 = 084 <1 0K tecetlodapesten Cfo coy era dar ih tie 4 oye qhgt = 12478 = 1080 “rn momen eo ec on sect: (Miz = (Nog + Ni} 8 = 248.7 x 0.0195 = 4.78kNm Lara eo fg fo eg MEDD a70 x 1982 Nic = Min SED ow 479 x 188% = e610 SaaS ORI ‘| "Wwe bam ra beg Meant Nig 409 12222512 «oro ann soba tara oma ‘ser Nip = 2270 x 4882 252 item ‘and relay aocelration Indcod lateral moment: i Nie = 293 x 4882 290m “eal intra ment on op ange Mjo= 226 + 2008 + 205 = 6086 thn inereton oes ws)", a), (are) (we) ° 1381)" , (308.8)"* _ 925. a67 = 090 < (63) + (Rg) = 020+ 067 «80 < 10 0K Fatigue assessment Baseontheseserangs concep. one ucuatnglade nado be Conair the sevaaey testes evel Used coats Gin os are contred or atu aessecorc, Ory te lead ‘ombinaon Lote reavant beens podcasts ished bending ‘tomo trgos we csi ear O Me = 4844 tin Lateral bending moment ange: (20-47 My = 225 x BO rosin “The etoss ranges in the botlom flange ar thus: Min 464.4 8, = pis = SS — ous 'S, = 0 atthe flange to web junction \which less than thelinitin AS 4100 for stuctral class that tobe \designod for 100,000 cyclos of leacing and Detal Otogory 100. Deflection st midspan Deflation is cacultod for he servcoablty Emit state, based on the cial oad combination LC'. The whee! aads are Ny = Nog + Ny = 60.0 + 96.4 = 150.4 KN ‘Tne weight ofthe crane bridge fs 3.47 kN “The maximum bending moment (120-25) 2), 947 x 1208 Mg = 1904 G0 TE) S47 2 1208 - gen 0 48m ise Ray ae Dope edUsing an approximate expression fr detection kom Goren etal, Stee Designers Handbook: 1%, = S552 with Linm and yy in mm Yo Seigy wi Lin and yr where Kis the moment shape factor, inthis casa 1.0 apps Ma . 309 n= t= $808» ens rn Midspan veel deeton: 1208 x14 Ym = OST TI Top ange lateral delction under obigue raves sotto w= 1552200510 5 32mm < L800 05mm < L/S00 Conclusion: ‘The section is adequate forthe design parameters specie. Tana Sree one14. Glossary ‘Angle ot akon, ‘Ai-coral pats, crab, Crabbing ‘Crane beget. (ross trave, Dynamic facto Drop pads, Fatigue Flanged whoets. Guicng means, Hoisting, Hoisting unit Hot oly, Hoisting fact, ‘The maximum angle between tha nwa conten and the dracon of ave Plates. atached to the wheel bogies to Proventthe wheel fang rom runing on op ‘of the ral and thence to doralment of the Whee! housing for one er to wheels Gescnd io tie the: wheal ‘acs ‘device mounted on the end cariages or bogies used to decsiereto and stop the moving cane. Butfers can bo inform of springs, hydraulc dashpots or “hol ‘ylides mace of ear plat, ‘ cariage wih hleting unt mourtes on tavalng onthe crane bridge piers, azo fon 22 rlloy. ‘Tendency for skew travel, ome as obique rave ‘The beam carrying the holt alley, epning between tho ond cartages ane, “Tolley tave long the crane bridge gers. ‘A dynamic load mutpier © account of Inertal forces cccuring during ste up and ‘stopping of erves. ‘Steel plies fired to the underside ofthe hee! bogle to prevent lage drop in the event of axe breakage, Damage to metal by repested trees ojo, Jeacing te cracking Stool wheels vith anges tht eee tora forces and act as a means of guicance. CComconents for guiding crane wheets along the rai: wheel fares ors rol witesle ting the load by means ofa rope winch, ‘A mechanical device consisting of @ wire ‘one cram, haiing motore and broken ‘carriage carrying hosting cum ane moto, traveling on the evano nde gre, Dymarnic_ multiplex on nolsted load to ‘count for dypamio eect at stating the holst wine,Hoieed oe, Hook bolts. notice, Load factor. Load combination facie. Long travel Obtque trav. Plain wheels: Fal lps. ‘Sericeabily loads ‘Side roles Showing. “Top hat section, “Travet whoo. Weer plats. Loads custo rato load plusitingtackle and rope, sheaves, 6, Bots bontin form of hook used laterally ‘suppont thera Loads Induced in the runway duo to ascaleraton or braking of crane or holst trey. ‘A tactor sppted to @ charactors load to ‘rive at it tates fa Afactorapplledtos paicularcombinationol icade to rele te lower probably of te Ince loads. “Teavel along the down shop ral Long rave accompanied by meaning or crabbing, ‘matte without argos. Hardware used for fastning rails to the ‘lange. Loads ecouring in normal servic, that 6 ‘without the load factors apied wheels having vertical exes and used for Ietral guidance ofthe rane. ‘Same as oblique ave. Fesecion combined with downtumed ‘chanoe. sed suppor ine crane structure: toy can bbe plain cynical whees, lage tanged or ub tanged A shoe plate placed betwoon the ral end the ‘op flange of hoavy runway fr the purpose of saving the top flange from weer and freing faiue.15. References 1. Standards Associaton of Austala, AS 1416:1, Part 1 SAA Grane Code, 1888. 2 Standard Association of Ausraka, AS 1418.18, Pat 16, Crane runways, 200% 3. Standards Assocation of Austrade, AS 4100, Stee atuctras (iol states fama, 1962. 4. ASINZS 1170.1:2002 Structural Design Actions, Par: Permanent, imposed and onesie, 5, Association of ron and Stool Engineer (AISE), Speciation fe eeatie overhead reveling cranes fr steal mil service, AISE Technical Report No.6, Pisburgh, 1988. ©. Associaton of ron and Stes! Engineers (ASE), Guide fr design and constuction of ml bulings, AISE Technics! Repo. No, 18, Pitsburg 1970, 7. American Association of Stee! Consnution, Speciation for ‘Sinutural Stoo! Bulcings - LAFD Desig), AUSC (US), 1083. 8 Australian Instule of Stee Constusion (AISC Aust), Sate load ibles fr structural sleet, 5th actin (Pormisbo toss sion), 1084, 9. Australian Insttute of Stee! Construction (AISC Aus), Design ‘capac tates for stuctra stot, 2nd eaten (Lit sos esign), 1996. 10. IW Commission XV 15, Grane Runways, Intemational Intuta ‘of Welang, 1980. ‘11. Anon, BHP Monorail Beam Desion- Variable Flange Wat Loading BHP Matbourre Research Laboralree, Melbourne, Maron 1975, 12, Bokota, J F, Milf uiaing design rocedtre, Engineering sournal, ASC (USA), 1877, 18, Beale, A, Actions raneversale du pont roulant/ Transverse [oad on nuomay girders French, Consncton Metaque, Volt, No 1, 1874, 14. Bazle, A. Pression et torsion locales dune poutre do ‘uartent Local pressure and Torsion an a runay gir in French, Construction Metals, Val 1, No. , 1974 18. Becker, K, Taegenlanschbiegung duh Laukatzen / Girser flange bening due 1 woteys /in German, Foordem und Hoban, No.4, 1988. 16. Bokelder, AG J, Kranbabo Entuurt../ Design of cane ruay gicers /in Gorman, Deulche Hebe” uni Foordartactel, Vl 50,No.1, 1984, 17. Bergvon, D, Krane und Krarbarmem / Cranes and eras rurmaye fn German, Teubner Verlag, Sign, 190. a iy16, 18. 20 at 2, 2. 6, 22, 9 BHP, Monorall beam design, Broken Mill Propet Limited, Brochure, March 1971 Blct, MA, Bending ofan infil beam on eesti foundation, ‘luna! ot Appi Mechanes, pp ATWAT, 1887 Blaich F, Bucking strength of metal structures, McGraw-Hill 1952 Bennetts |D and Grundy F, A stu of erane bor ges, Metals Snuctives Conference, Newcastle, 1881 Broken Hl Propriety Co. id (BH, Monorail bam design, 1976, Bitch Standards, Rules forthe design ofcrancs - Par 1, 92573, 1088, Depusnto F ard Lagonaggloe F, Conibuton tothe ‘dtorminationofice! stresses In th web ofthe | giter runways, Coctuzien Metalic, Vol 2,No 1, 188. Demo DA and Fisher, JW, Analysis of fatgue of weed crane runmay ordre, Jours of Sinvt. DMsion ASCE Vo 102, No ST8, ay 1876, Dietioh, W and Emat, L. Ouse Laston besnspruchie Halsnachte/ Filet weids subjected to loads, in Geran, Hebezeuge und Feerdorite, 19, No.7, 1873, Elgaaly, Metal. Sibilty of plates uncer eccentic edge loads, American Society of Cv Engineers, Confrence, 1868. Elgaaly, M, Behaviour of roled sscfon web under eocentic vo 080, Jour of Stuct. Dison, ASCE, Vo ge 118, Nor, Jy 1963, Egsaly M, Web desi unde? compressive edge nad, sloumal of Amercen Inetute of Stee Consus, Vel 20, No tee Elgely, Mand Nunian, Wi, Behaviour of oled section web under ‘ecconc edge compressive loads, Jounal of Structure Engineering, ASCE, Vol 115, No.7, 1888 Fiahor, JM, Brie fatigue gud, design and detis, American Inala of Stee} Gonetetan, Now York, 1977. Fisher JM, Indust bulngs ~Roots o column anchorage, ‘American Inatut of Steel Canstucton, Stool Design Guide Seriee 7, 1900. Faden, P and Lay, MG, enoral steseas in unloreal beams, BHP Technical Buln, 13 (1), Apel 1969. Fouera, J, Torsion locale des somes des poure do ‘oulament/ Local torsion of the fanges ofthe runway girders / In Froneh, Conetuction Metalique, 18, No, 1977, Gorene 8 E ard Tiyou R,_ Stoo! designers Handbook (working stress design), Uriveraty Pres of Now South Wales, Sth e. 188 Gorene B &, Tyou Rand Syam A, Stee! designers Handbook {Lint stats design edtion, Uriversty ross of New South ‘Wales, eth ed 1808.7, 44 «a a. 5 Gorune 8 E Grane Runway Girdrs, Ausllan Istite of Stoo! Consiicton, Synoy, 1863, Gorene 8. £., Obique taveling forces. Macéonalé Wagner Technical Quarter, No-, Apel, 192. Gorene B.€, Continuous wane runway gre In weleed ste, Thied Conference on Stoel Developments, Mefbourne, May, 1985, ‘Granstom, A. Te atioue bohavour of rane gers, Inferatonal insite of Wein, docamers XM-694-7, 1978 Griggs, PH, i blang stuctures, Canadian Structural Engineering Conference, 1976. Gumoy, TR, Faigue of welded structures, The Welding Insite, and ec, Cambridge Univers Press, 1979. Gurney, TR, Fatigue testing of ot welded joints under variable amu oading, Te Welding Instize, Cambrkge Hannover, HO, Tracking behaviour of cranes (i German), VOI Veriag, 1974. Hannover H O and Relchwad, W, Locale Beanspruchungen von Traager-Uniafanschan | Local stresses hefner gir langas in Garman, Foerdern nd Heber, Vol 32, No. slactoch gobeutton triton i help flange of elascaly bedded ice fsnge ‘als /in German, Foerdem und Heben, Vote, No 1,882. Hofmann, K, Auswinturgen dor excantichen FRadlasiiieiung bo olastisc gebeltton brsttuse Schisnren foci of acer load cstribution of lasicaly bed wide ‘ange rails /in Garman, Forcem und Hab, Ve 22, No 1.t082. Holman, JH, Guidelines fr caret cholce of ranaage, Materials Handling Nowe, Jan 1978. Hotchkiss, JC, Tasen of role ste! sections in buicing stuctures, AISO(US), Enginostng Journal, VaL3, No.1, Jan, 1986, Ingratea, A R, at el, Crecking of wolded crane runway girders: ‘Physical esting and computer simulation. Irn and Steet Enpiner, Dec. 185, International Welding astute, Crane runways, 1 (Commission XV, Dee. WGS- 50/80, Ap 1990, Intemational Standards Organisation, Cranes ~ Design Princites for Loads and Load Combinations; Pat, 160, No. 8886-1, 1368. Kogan, J. Grane design - Theory and calauavione, Jota Wey and Sone, Now York, 1978. uang-Han Chu and Johraoa, RB, Torsion in beams with ‘pen sects, Prasdings ASCE, Sv. Di. uma! No. S17, Vol. 100, diy 1974, ‘Garey Sian “Unto. 8. or. «a. 7, n 7 Lin, PH, Simplified design for oroonal ond ool stat mombers, ASC(US) Engieetng Jour, Vo. 4, No.9, #077. 2 Loringhovan, L, Los prablomes de torsion des chomins de ‘oulament/ Torsion prablems of erane rin giders in French, Construction Metague, Vo. 8, No, 2,487 e Lornghoven, L, Conant ot rain aspects constuctife des chomine de roulrront/ Stresses In carta dtaiing ‘aspects of erane runway gars / In French, Coetrucion Hetaique, Vol, No, 7974, Lue, T and Eli, D'S, The warping constant forthe W section vith 2 channel cap, Engineering Journal, American Inituto of ‘Sivel Construction, 1* Quarter, 198. Madox, S J, Genera itrcuction to the fatigue of welded ins, The Welding Insure, Cambtage, 1985. Mai, Crane rll selection, BHP Molbourne Research Laberatcis, June 1974, Maas, G; investigations concerning craneway giders, on and ‘Steal Engiror, Merch 1972, Mandel, @, Usber the Querbiegung dos Obargurs van ranbahataegem / Transversa bonding ofthe uncer lange of ‘rane rua girs In Garman, Deuce Hebe ind Foordecachaik, Vl. 19, No, 8, 1979. ian, RS, Old mit builngs vs curent design leds ~ A ‘survivals epproac, kon and Stel Engineer, May 1604 Nedvadovsk, S.J, Warping moment cisituion, ASCE Jour of Stu Eng, Ve 111, No. 2, Fob, 1985, Molineaux, G., Crane ras and tel instalation, tron and Stee Engineor, 1978, user, J A and Yen, 87, Gider web boundary stresses ant fatigue, Welding revearen Coun Bulletin 127, 1869, Meola, JA, Lessons rom crane runways, Ameroan tnstune 2 Stool Caretructian, Engineering Journal, Jam, S968, xin, J, Zur Blegebeanspructung des Siahkbiochanschiuesses foie exzentchor Racston aut them Obergurt von Kranbabniragor / Bending stress atthe web to fange connection ato sccentc whee! loads /in Gorman, Stahibau Val. 60, Ne. 7, 1981 Parkes, EW, The sess astute near the leading pat of 2 Lunn flanged beam, The Royal Socily of London Philosophical Transactons, Srles A, No@S6, Vol 246, Api 1982 Flcker, 07, Tips for avosing crane runway problems, AISC (US), Gonsirusion Engineseng Journal, th quarter, 1982 Fighy, EH Crane runways ~ material or discussion, Submission tthe Crano Funvay Commits AS 1418.18, 1806 Ronswal JC, Grane Runway Systems, Thesis, University of Toronto, Dap of Gh Eng, Canada, 1087.% 5, er ‘Rules do caloul pour vies de eulament de pons rutniss/ {Bass for stongth calculations of crane runiay gore it French, Construction Metaique Vol. 17, No. 2, 1860. Rymsynder, H$ and Demo, D A, Fatigue criteria in waded ‘rane run gers: causes ad repair procostres, Wen and Stel Engine Yearbook A 1278 ymsynder,H 8, Falgue cracking in welsd crane runmay gers: Causes and rapa procedures, on and Stel Engineer, Api 1978, ‘Sodimayer,F, fet of roley whee! loads on eran top lange, Technische Miteilungon, Vo 28, No.3, 1871 Serior, A, New methods of mounting crane raison overhead ‘una, ron end Stee Engineer, July 1951 Senior, A@, and Gurney, TR, The design and eerie ite of the upper pat of welded rane ardrs, The structural Engineer, Yo4t,No 10, Oct 1963, ‘Smith, K D, All welng, Symposium on Ral Welding, ‘Ausratian Welding Resbarch Aseocation, Sysney, 7974, “Terington, JS, Combined bending and torsion of beams and ders, Part 1; Tha Bish Saolwork Aasosiaon, Pusation No.1, London, 198. “ecrington, JS and Hawes, JM, Crane ganty alder for ‘Sloovork, The Structural Enginser, Val. 31, No. 10, Oc. 1853, “Timcehenko, $ P and Goodier, JN, Theory ofelasticy, MeGraw-Fi, New York, 1970, “Trahak, N/S and Bradird, MA, The behaviour and design of too stuctures; ra edion,E & FN Spon, London, 1096. Trahai NS, and PF, L, Simple torsional design of compact I-beame, dour of te Australian lstita of Steal ‘Construction, VoL 80, No. 1, March 1966. Unger, 8, Ein Beitrag zur Berechnung von sufpehaongten Krantahatrasgem nach Theare W/ contribution on the ‘callin of suspended crane rumay gore, by 2rd order theory /in German, Statibau, Vol 41, No. 10,1872 Wilh, A, In-service assessment of mor materials hancing ‘equpment, The Intuton of Engineers Ausra, Naonal ‘Conference, Penh, Api 1868 Wiiyman, Kand Kelly, B, Rooant developments inthe dsion of crane runway gers, Ausraleian Stusturel Engineering Conference, Ackland, Sopiomber 1698. ‘Weolcock, ST, Kiipomchal, S end Bradford, MA, Design of portal ame beings, Austalian Inst of Steel Cons, 2°40, ‘098. a i Sr