New Fatigue Provisions For The Design of Crane Runway Girders PDF

New Fatigue
Provisions for
the Design of
Crane Runway
Girders
James M. Fisher
Julius P. Van de Pas
Author
Author
ames M. Fisher is vice president of Computerized

Structural Design (CSD), a
Milwaukee, Wisconsin consulting
engineering firm. Dr. Fisher
received a bachelor of science
degree in civil engineering from
the University of Wisconsin in
1962. After serving two years as
a Lieutenant in the United States
Army Corps of Engineers, Dr.
Fisher continued his formal education. He received his master of
science and Ph.D. degree in
structural engineering from the
University of Illinois in 1965 and
1968 respectively. Prior to joining
CSD, Dr. Fisher was an assistant
professor of structural engineering
at the University of Wisconsin at
Milwaukee. He is a registered
structural engineer in several
states.
Dr. Fisher has specialized in
structural steel research and
development. He has spent a
large part of his career investigating building systems and the
study of economical structural
framing systems. He was a former chairman of the American
Society of Civil Engineers
Committee on the Design of Steel
Building Structures.
Dr. Fisher is a member of the
American Iron and Steel Institute
(AISI) Committee on
Specifications, and a member of
the AISC Specification Committee
for the Design Fabrication and
Erection of Structural Steel
Buildings.
Dr. Fisher is the co-author of
seven books, as-well-as the
author of many technical publications in the field of structural engineering.
He is a member of the
American Society of Civil
Engineers and honorary fraternities Tau Beta Pi, Sigma Xi, Chi
Epsilon and Phi Kappa Phi.
Dr. Fisher received the 1984
T.R. Higgins Lecturship Award
presented by the American
Institute of Steel Construction.
ulius P. Van de Pas is a principal at Computerized Structural

Design and manages the firm's
Colorado office. Mr. Van de Pas
has been employed at CSD since
1988. During his tenure at CSD,
he has been responsible for the
structural design of numerous
industrial, commercial and institutional buildings.
Mr. Van de Pas received a
bachelor of science degree in civil
engineering from the University of
Wisconsin-Platteville in 1984 and
a master of science degree in civil
engineering from the University of
Wisconsin-Milwaukee in 1991.
He is Licensed as a Professional
engineer in Wisconsin, Michigan,
California and Colorado.
In addition, Mr. Van de Pas has
served as an adjunct assistant
professor at the University of
Wisconsin-Milwaukee. He has
also co-authored a publication on
steel joist construction.
Summary
his paper will discuss the
design of crane buildings relative to fatigue requirements.
Emphasis is placed on the design
and detailing requirements to
avoid failures due to fatigue.
Typical girder configurations,
details, and problem areas will be
discussed, including lessons that
have been learned from previous
fatigue related failures. Examples
are provided to illustrate how the
designer can apply the new 1999
AISC Fatigue Requirements to
design for the anticipated service
requirements.
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2003 by American Institute of Steel Construction, Inc. All rights reserved.
This publication or any part thereof must not be reproduced in any form without permission of the publisher.
NEW FATIGUE PROVISIONS FOR THE DESIGN OF CRANE RUNWAY GIRDERS

James M. Fisher, Ph.D., P.E.
Julius P. Van de Pas, P.E.
INTRODUCTION
Proper functioning of the bridge cranes is dependent upon proper crane runway girder design and
detailing. The runway design must account for the fatigue effects caused by the repeated passing of the
crane. Runway girders should be thought of as a part of a system comprised of the crane rails, rail
attachments, electrification support, crane stop, crane column attachment, tie back and the girder itself.
All of these items should be incorporated into the design and detailing of the crane runway girder system.
It has been estimated that 90 percent of crane runway girder problems are associated with fatigue
cracking. To address these conditions, this paper will discuss the new AISC fatigue provisions, crane
loads, typical connections and typical details. A design example is also provided.
Engineers have designed crane runway girders that have performed with minimal problems while being
subjected to millions of cycles of loading. The girders that are performing successfully have been
properly designed and detailed to:
Limit the applied stress range to acceptable levels.

Avoid unexpected restraints at the attachments and supports
Avoid stress concentrations at critical locations
Avoid eccentricities due to rail misalignment or crane travel

Minimize residual stresses
Even when all state of the art design provisions are followed building owners can expect to perform
periodic maintenance on runway systems. Runway systems that have performed well have been properly
maintained by keeping the rails and girders aligned and level. Some fatigue damage will occur even in
"perfectly designed" structures since fabrication and erection cannot be perfect. Fatigue provisions by
their very nature have a 95 percent reliability factor for a given stress range, and expected life condition.
Thus, for a given "correct" design a 5 percent failure rate can occur.
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FATIGUE DAMAGE
Fatigue damage can be characterized as progressive crack growth due to fluctuating stress on the member.
Fatigue cracks initiate at small defects or imperfections in the base material or weld metal. The
imperfections act as stress risers that magnify the applied elastic stresses into small regions of the plastic
stress. As load cycles are applied, the plastic strain in the small plastic region advances until the material
separates and the crack advances. At that point, the plastic stress region moves to the new tip of the crack
and the process repeats itself. Eventually, the crack size becomes large enough that the combined effect
of the crack size and the applied stress exceed the toughness of the material and a final fracture occurs.
The phenomena of fatigue damage or crack growth is considered to occur in three stages. These are
initiation, propagation and final fracture. The crack initiation is affected by the initial flaw size, the
amount of residual stress, the presence of corrosion and the applied stress range. Most of the fatigue life
of an unwelded or unnotched member is taken up in the initiation of the crack. Fabricated members
typically will have small defects from the welding process that can be considered as initiated cracks. In
this case, the entire useful life of the section is taken up in crack propagation. The useful life of the
elements is usually met when the crack reaches an objectionable size.
Crack propagation occurs when the applied loads fluctuate in tension or in reversal from tension to
compression. Fluctuating compressive stress will not cause cracks to propagate. However, fluctuating
compressive stresses in a region of residual tensile stress will cause cracks to propagate. In this case, the
cracks will stop growing after the residual stress is released or the crack extends out of the tensile region.
THE 1999 AISC FATIGUE PROVISIONS
The 1999 AISC LRFD Specification contains revised fatigue provisions. Both the 1993 (current) and
1999 AISC Specifications are based on S-N curves that define allowable stress range values for given
detail, categories, and loading conditions. These relationships were established based on an extensive
database developed in the United States and abroad. The database for the provisions was based on cyclic
testing of actual joints, thus stress concentrations were accounted for in each of the detail stress
categories. Calculated stresses were determined by ordinary analysis at service loads and were not
amplified by stress concentration factors since the factors already existed in the tested real conditions.
The 1993 provisions define Loading Conditions based on the number of cycles expected in the life of the
structure. The loading conditions are defined as 20,000 to 100,000 cycles, 100,000 to 500,000 cycles,
500,000 to 2,000,000 cycles or more than 2,000,000 cycles (Table A-K3.1). Stress Category
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Classifications are defined based on the configuration of the given conditions and the associated stress
concentrations (Table A-K3.2). The Design Stress Range is determined based on the Loading Condition
and the Stress Category Classification.
The 1996 provisions provide a more accurate method of determining the Design Stress Range. The 1996
provisions use a single table that is divided into sections which described various conditions. The
sections are:
1. Plain material away from any welding.
2. Connected material in mechanically fastened joints.
3. Welded joints joining components of built-up members.

4. Longitudinal fillet welded end conditions.
5. Welded joints transverse to direction of stress.
6. Base metal at welded transverse member connections.

7. Base metal at short attachments.
8. Miscellaneous.
The 1999 AISC provisions use equations to calculate the design stress range for a chosen design life, N,
for various conditions and stress categories. For the first time, the point of potential crack initiation is
identified by description, and shown in the table figures. The tables also provide the detail constant,
applicable to the stress category that is required for calculating the design stress range
For example,
for the majority of stress categories
where:
Constant from Table A-K3.1

Number of stress range fluctuations in design life,
Number of stress range fluctuations per day x 365 x years of design life
Threshold fatigue stress range, maximum stress range for indefinite design life
The tables contain the threshold design stress
for each stress category. A copy of the new fatigue
provisions are provided in the Appendix of this paper.
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The 1993 and the 1999 AISC Specifications limit the allowable stress range for a given service life based
on an anticipated severity of the stress riser for a given fabricated condition. In addition to limiting the
applied stress range, the AISC Specification for certain cases requires conformance with Chapter 9 of the
AWS D1.1 Structural Welding Code. Chapter 9 of the ANSI/AWS JD1.1 Structural Welding Code titled
Dynamically Loaded Structures provides criteria for limiting the severity of stress risers found in weld
metal and the adjacent base metal.

CRANE RUNWAY LOADS
Each runway is designed to support a specific crane or group of cranes. The weight of the crane bridge
and trolley and the wheel spacing for the specific crane should be obtained from the crane manufacturer.
The crane weight can vary significantly depending on the manufacturer and the classification of the crane.
Based on the manufacturer's data, forces are determined to account for impact, lateral loads, and
longitudinal loads. The AISC Specification, and most model building codes address crane loads and set
minimum standards for these loads. The AISE Technical Report No. 13 Guide for the Design and
Construction of Mill Buildings also sets minimum requirements for impact, lateral and longitudinal crane
loads. The AISE requirements are used when the engineer and owner determine that the level of quality
set by the AISE Guide is appropriate for a give project.
Vertical crane loads are termed as wheel loads. The magnitude of the wheel load is at its maximum when
the crane is lifting its rated capacity load, and the trolley is located at the end of the bridge directly
adjacent to the girder.
The vertical wheel loads are typically factored by the use of an impact factor. The impact factor accounts
for the effect of acceleration in hoisting the loads and impact caused by the wheels jumping over
irregularities in the rail. Bolted rail splices will tend to cause greater impact when welded rail splices. In
the US, most codes require a twenty-five percent increase in loads for cab and radio operated cranes, and
a ten percent increase for pendant operated cranes.

Lateral crane loads are oriented perpendicular to the crane runway and are applied at the top of the rails.
Lateral loads are caused by:
Acceleration and deceleration of the trolley and loads

Non vertical lifting
Unbalanced drive mechanisms
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Oblique or skewed travel of the bridge

The AISC Specification and most model building codes set the magnitude of lateral loads at 20% of the
sum of the weights of the trolley and lifted load. The AISE Technical Report varies the magnitude of the
lateral load based on the function of the crane.
Longitudinal crane forces are due to either acceleration and deceleration of the bridge crane or the crane
impacting the bumper. The tractive forces are limited by the coefficient of friction of the steel wheel on
the rails. The force imparted by impact with hydraulic or spring type bumpers is a function of the length
of stroke of the bumper and the velocity of the crane upon impact with the crane stop. The longitudinal
forces should be obtained from the crane manufacturer. If this information is not available, the AISE
Technical Report provides equations that can be used for determining the bumper force.
Consideration of fatigue requires that the designer determine the anticipated number of load cycles. It is a
common practice for the crane runway girder to be designed for service life that is consistent with the
crane classification. The correlation between the CMAA crane designations and the anticipated number
of load cycles for the life of the structure is not easy since a given crane does not lift its maximum load, or
travel at the same speed, every day or every hour. Shown in Table 1 are estimates of the number of
cycles for CMAA crane classifications A through F over a 40 year period. It must be emphasized that
these are only guidelines and actual duty cycles can only be established from the buildings owner and the
crane manufacturer.
CMAA Crane
Classification
A
Design Life
20,000
50,000
100,000
500,000
1,500,000
>2,000,000
B
C
D
E
F
The AISE Guide provides specific load combinations to be used for fatigue calculations.
CRANE RUNWAY FATIGUE DESIGN
Tension Flange Stress
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When runway girders are fabricated from plate material, fatigue requirements are more severe than for
rolled shape girders. AISC (1996) Appendix K3 Section 3.1 applies to the design of the plate material
and Section 1.1 applies to plain material. Stress Category B is required for plate girders as compared to
stress Category A for rolled shapes.
Web to Flange Welds

The shear in fillet welds which connect the web to the tension and compression flanges is controlled by
Section 8.2, stress Category F. Cracks have been observed in plate girders at the junction of the web to
the compression flange of runway girders when fillet welds are used to connect the web to the
compression flange. The AISE Guide requires that this joint be a full penetration weld with fillet
reinforcement.
Tiebacks
Tiebacks are provided at the end of the crane runway girders to transfer lateral forces from the girder top
flange into the crane column and to laterally restrain the top flange of the crane girder against buckling.
The tiebacks must have adequate strength to transfer the lateral crane loads. However, the tiebacks must
also be flexible enough to allow for longitudinal movement of the top of the girder caused by girder end
rotation. The amount of longitudinal movement due to the end rotation of the girder can be significant.
The end rotation of a 40 foot girder that has undergone a deflection of span over 600 is about .005
radians. For a 36 inch deep girder this results in .2" of horizontal movement at the top flange. The
tieback must also allow for vertical movement due to axial shortening of the crane column. This vertical
movement can be in the range of inch. In general, the tieback should be attached directly to the top
flange of the girder. Attachment to the web of the girder with a diaphragm plate should be avoided. The
lateral load path for this detail causes bending stresses in the girder web perpendicular to the girder cross
section. The diaphragm plate also tends resist movement due to the axial shortening of the crane column.
Various AISC fatigue provisions are applicable to the loads depending on the exact tieback
configurations.
Bearing Stiffeners
Bearing stiffeners should be provided at the ends of the girders as required by the AISC Specification
Paragraphs K1.3 and K1.4. Fatigue cracks have occurred at the connection between the bearing stiffener
and the girder top flange. The cracks occurred in details where the bearing stiffener was fillet welded to
the underside of the top flange. Passage of each crane wheel produces shear stress in the fillet welds. The
AISC fatigue provisions contain fatigue criteria for fillet welds in shear; however, the determination of
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the actual stress state in the welds is extremely complex, thus the AISE Guide requires that full
penetration welds be used to connect the top of the bearing stiffeners to the top flange of the girder. The
bottom of the bearing stiffeners may be fitted (preferred) or fillet welded to the bottom flange. All
stiffener to girder webs should be continuous. Horizontal cracks have been observed in the webs of crane
girders with partial height bearing stiffeners. The cracks start between the bearing stiffeners and the top
flange and run longitudinally along the web of the girder. There are many possible causes for the
propagation of these cracks. One possible explanation is that eccentricity in the placement of the rail on
the girder causes distortion of the girder cross section and rotation of the girder cross section.
Intermediate Stiffeners
If intermediate stiffeners are used, the AISE Guide also requires that the intermediate stiffeners be welded
to the top flange with full penetration welds for the same reasons as with bearing stiffeners. Stiffeners
should be stopped short of the tension flange in accordance with the AISC Specification provisions
contained in Chapter G. The AISE Guide also requires continuous stiffener to web welds for intermediate
stiffeners.
Fatigue must be checked where the stiffener terminates adjacent to the tension flange. This condition is
addressed in Section 5.7, Table A-K3.1, of the new AISC Specifications.
Channel Caps and Cap Plates
Channel caps or cap plates are frequently used to provide adequate top flange capacity to transfer lateral
loads to the crane columns and to provide adequate lateral torsional stability of the runway girder cross
section. The common heuristic is that a wide flange reinforced with a cap channel will be economical if it
is 20 pounds a foot lighter than a unreinforced wide flange member. It should be noted that the cap
channel or plate does not fit perfectly with 100% bearing on the top of the wide flange. The tolerances
given in ASTM A6 allow the wide flange member to have some flange tilt along its length, or the plate
may be cupped or slightly warped, or the channel may have some twist along its length. These conditions
will leave small gaps between the top flange of the girder and the top plate or channel. The passage of the
crane wheel over these gaps will tend to distress the channel or plate to top flange welds. Calculation of
the stress condition for these welds is nearly impossible. Because of this phenomena, cap plates or
channels should not be used with Class E or F cranes. For less severe duty cycle cranes, shear flow stress
in the welds can be calculated and limited according to the AISC fatigue provisions in Section 8.2 of the
1999 Specifications. The channel or plate welds to the top flange can be continuous or intermittent.
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However, the AISC design stress range for the base metal is reduced from Category B (Section 3.1) for
continuous welds to Category E (Section 3.4) for intermittent welds.
Crane Column Cap Plates
The crane column cap plate should be detailed so as to not restrain the end rotation of the girder. If the
cap plate girder bolts are placed between the column flanges, the girder end rotation is resisted by a force
couple between the column flange and the bolts. This detail has been known to cause bolt failures.
Preferably, the girder should be bolted to the cap plate outside of the column flanges. The column cap
plate should be extended outside of the column flange with the bolts to the girder placed outside of the
column flanges. The column cap plate should not be made overly thick as this detail requires the cap
plate to distort to allow for the end rotation of the girder. The girder to cap plate bolts should be adequate
to transfer the tractive or bumper forces to the longitudinal crane bracing. The engineer should consider
using slotted holes perpendicular to the runway or oversize holes to allow tolerance for aligning the
girders atop the crane columns.
Laced Crane Girders
A horizontal truss can be used to resist the crane lateral forces. The truss is designed to span between the
crane columns. Typically, the top flange of the girder acts as one chord of the truss while a back up beam
acts as the other chord. The diagonal members are typically angles. Preferably, the angles should be
bolted rather than welded. The crane girder will deflect downward when the crane passes, the back up
beam will not. The design of the diagonal members should account for the fixed end moments that will
be generated by this relative movement.

Walkways can be designed and detailed as a beam to transfer lateral loads to the crane columns. The
lacing design may need to be incorporated into the walk design. Similar to the crane lacing, the walkway
connection to the crane girder needs to account for the vertical deflection of the crane girder. If the
walkway is not intended to act as a beam, then the designer must isolate the walkway from the crane
girder.
The AISE Guide requires that crane runway girders with spans of 36 feet and over for AISE Building
Classifications A, B and C or runway girder spans 40 feet and over in AISE Class D buildings shall have
bottom flange bracing. This lacing is to be designed for 2 percent of the maximum bottom flange force,
and is not to be welded to the bottom flange. Cross braces or diaphragms should not be added to this
bracing so as to allow for the deflection of the crane beam relative to the backup beam.
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Various AISC fatigue provisions are applicable to lacing systems depending on the detail used to connect
the lacing to the runway girders and the back up girder.
Rail Attachments
The rail to girder attachments must perform the following functions:

transfer the lateral loads from the top of the rail to the top of the girder.
allow the rail to float longitudinally relative to the top flange of the girder.
hold the rail in place laterally.

allow for lateral adjustment or alignment of the rail.
The relative longitudinal movement of the crane rail to the top flange of crane girder is caused by
longitudinal expansion and contraction of the rail in response to changes in temperature and shortening of
the girder compression flange due to the applied vertical load of the crane.
There are four commonly accepted methods of attaching light rails supporting relatively small and light
duty cranes. Hook bolts should be limited to CMAA Class A, B and C cranes with a maximum capacity
of approximately 20 tons. Hook bolts work well for smaller crane girders that do not have adequate space
on the top flange for rail clips or clamps. Longitudinal motion the crane rail relative to the runway girder
may cause the hook bolts to loosen or elongate. Therefore, crane runways with hook bolts should be
regularly inspected and maintained. AISC recommends that hook bolts be installed in pairs at a
maximum spacing of 24 inches on center. The use of hook bolts eliminates the need to drill the top flange
of the girder. However, these savings are offset by the need to drill the rails.
Rail clips are one piece castings or forgings that are usually bolted to the top of the girder flange. Many
clips are held in place with a single bolt. The single bolt type of clip is susceptible to twisting due to
longitudinal movement of the rail. This twisting of the clip causes a camming action that will tend to
push the rail out of alignment.
There are two types of rail clamps, tight and floating. Rail clamps are two part forgings or pressed steel
assemblies that are bolted to the top flange of the girder. The AISE Technical Report No. 13 requires that
rail clips allow for longitudinal float of the rail and that the clips restrict the lateral movement to inch
inward or outward. When crane rails are installed with resilient pads between the rail and the girder, the
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amount of lateral movement should be restricted to 1/32 inch to reduce the tendency of the pad to work
out from under the rail.

Patented rail clips are typically two part castings or forgings that are bolted or welded to the top flange of
the crane girder. The patented rail clips have been engineered to address the complex requirements of
successfully attaching the crane rail to the crane girder. Compared to traditional clips, the patented clips
provide greater ease in installation and adjustment and provide the needed performance with regard to
allowing longitudinal movement and restraining lateral movement. The appropriate size and spacing of
the patented clips can be determined from the manufacturer's literature. When rail clips are attached to
the runway girder by welding the runway girder top flange stress must be checked using the requirement
of Section 7.1 of the AISC fatigue provisions.
Miscellaneous Attachments
Miscellaneous attachments to crane runway girders should be avoided. The AISE Guide specifically
prohibits welding attachments to the tension flange of runway girders. Brackets to support the runway
electrification are often necessary. If the brackets are bolted to the web of the girder, fatigue
consequences are relatively minor, i.e. stress category B, Section 1.3 of the AISC Fatigue Specifications.
However, if the attachment is made with fillet welds Section 7.2 of the Fatigue Specification applies.
This provision places the detail into stress category D or E depending on the detail.
EXAMPLE
Design a welded plate girder to support the following pair of cranes. The runway beams are to be
designed for 2,000,000 cycles and the owner has required conformance with the AISE Guide for the
Design and Construction of Mill Buildings. Use the 1999 AISC fatigue provisions and the prescriptive
requirements of AISE.
Crane Capacity: (2) 30 ton magnet cranes
Wheel Spacing: 22 feet - two wheels per end truck
Crane Spacing: 11 feet between wheels
Bridge Length: 100 feet
Bridge Weight: 270 kips
Trolley Weight: 30 kips
Maximum Wheel Load: 108 kips

Rail Size: 135#/rail with welded clamps
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Runway Girder Span: 40 feet

Determine the maximum moment due to the two cranes:
Position the crane with the center of the girder midway between one wheel and the centroid of the load.
Allow 500 plf for the girder and attachments.
(two cranes - no impact)
Determine the maximum lateral load per wheel. Per AISE 3.4.2:
V equals 100% of the lifted load
or 20% of the lifted load plus trolley
or 10% of the lifted load plus the crane weight
Determine the maximum lateral movement for two cranes:

Per AISE 3.10.2 use 50% of the single maximum lateral load for multiple cranes. Position the wheels at
the same location as for the maximum vertical load.
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Determine the maximum vertical moment for one crane.
Include 25% impact per AISE 3.4.
Determine the maximum lateral moment for one crane:
Determine the required moment of inertia to limit the maximum vertical deflection of L/1000.
The critical location occurs when the wheel loads are centered on the girder.
Trial Section
Try a plate girder with a 28 in. x 1.5 in. top flange, 22 in. x 1 in. bottom flange and a 42 in. 1 in. web.
The girder has the following cross section properties.
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Check bending stresses for two crane with 50% of the maximum lateral load acting per crane.
Note the lateral loads are increased to account for the rail height of 5.75 inches.
Per AISC F1-G
Per AISC F2-1
Check combined stresses per AISC H103:
Check bending stresses for one crane:
Check shear on the girder web:
Check sidesway web buckling per AISC K1-7:
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Fatigue Design
The allowable stresses for fatigue design are based on the 1999 AISC Specification Appendix K. In
accordance with AISE Section 3.10 fatigue loading is based on either the vertical load from one crane
including impact and 50% of the maximum lateral load, or the vertical load from both cranes and 50% of
the maximum lateral load. The following fatigue conditions will be evaluated:
1.
2.
3.
4.
The tension flange flexural stress.

The web to tension flange shear flow stress.
The top flange at the rail clips for lateral load flexural stress.
The weld at the base of the intermediate stiffeners.
1. Tension Flange
Check the tension flange. Only the live load moment is used to determine the bending stress.
From the 1999 AISC Specifications Table A-K3.1, Stress Category B, Section 3.1,
2. Web to Flange Welds

Determine the fillet weld size for the bottom flange attachment to the web. This fillet weld is designed to
provide adequate shear flow capacity. The shear is based on the maximum live load shear on the girder.
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From the 1999 AISC Specifications Table A-K3.1, Section 8.2, Stress Category F,
Use 3/8 fillet welds NS/FS.

At the top flange use a full penetration weld with contoured fillets per AISE Technical Report #13.
3. Intermediate Stiffener Welds
Assume that intermediate stiffeners are provided at equal spaces along the length of the girder. The
flexural stress level at the bottom weld termination of the stiffeners needs to be checked. It should be
emphasized that the flexural stress at this location is not a stress in the stiffener weld. Rather, it is the
flexural stress that occurs at the location of this stress riser. Per AISC Table A-K3.1, Section 5.7, the
Stress Category C is appropriate, and
Per AISC G4 terminate the intermediate stiffener between 4 and 6 times the web thickness from the near
toe of the flange to web weld.
Determine the distance from the end of the stiffener to the neutral axis.
Determine the stress range at the end of the stiffener.
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4. Top Flange Rail Clips
The fatigue concern at the top flange of the girder is created by the stress due to the lateral loads. The
vertical wheel loads always cause compressive stress in the top flange. Since fatigue cracks do not
propagate in regions of compressive stress, a check will be made of the various combinations of minimum
vertical load with maximum lateral load to determine if any of the loading conditions results in a net
tension.
For the condition at the top flange, the critical location occurs at the weld of the clip to the top flange.
Depending on the configuration of the attachment, the appropriate Stress Category from Table A-K3.1,
Section 7.1, is either C, D, E or E'.
The distance from the center of the top flange to the back of the clip is 5.25 inches.
The minimum wheel load is 72 kips.

Check two cranes:
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Therefore no net tension occurs for the two crane condition.
Check one crane:

Include impact and 50% lateral load for the minimum wheel load of 72 kips
No net tension occurs for the single crane loading condition.

No further fatigue investigation is required for the top flange.
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APPENDIX
1999 AISC FATIGUE PROVISIONS
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DRAFT
(The following replaces the entire old Appendix K3)

K3
DESIGN FOR CYCLIC LOADING (FATIGUE)

This appendix applies to members and connections subject to high cycle
loading within the elastic range of stresses of frequency and magnitude
sufficient to initiate cracking and progressive failure (fatigue).
1.
General
The provisions of this section apply to stresses calculated on the basis of
Unfactored loads. The maximum permitted stress due to Unfactored loads is
0.66
Stress range is defined as the magnitude of the change in stress due to the
application or removal of the Unfactored live load. In the case of a stress
reversal, the stress range shall be computed as the numerical sum of
maximum repeated tensile and compressive stresses or the numerical sum of
maximum shearing stresses of opposite direction at the point of probable
crack initiation.
In the case of complete joint penetration butt welds, the maximum design
stress range calculated by Equation A-K3.1 applies only to welds with
internal soundness meeting the acceptance requirements of Section 6.12.2 or
6.13.2 of AWS D1.1.
No evaluation of fatigue resistance is required if the live load stress range is
less than the threshold stress range,
See Table A-K3.1.
No evaluation of fatigue resistance is required if the number of cycles of
application of live load is less than 2 x 104.
The cyclic load resistance determined by the provisions of this appendix is
applicable to structures with suitable corrosion protection or subject only to
mildly corrosive atmospheres, such as normal atmospheric conditions.
The cyclic load resistance determined by the provisions of this appendix is
applicable only to structures subject to temperatures not exceeding 300 F
(150 C).
The Engineer of Record shall provide either complete details including weld
sizes or shall specify the planned cycle life and the maximum range of
moments, shears and reactions for the connections.
2.
Calculation of Maximum Stresses and Stress Ranges

Calculated stresses shall be based upon elastic analysis. Stresses shall not be
amplified by stress concentration factors for geometrical discontinuities.
For bolts and threaded rods subject to axial tension, the calculated stresses
shall include the effects of prying action, if any.
In the case of axial stress combined with bending, the maximum stresses, of
each kind, shall be those determined for concurrent arrangements of the
applied load.
11/09/99
APPENDICES
164
13-21
DRAFT
For members having symmetric cross sections, the fasteners and welds shall
be arranged symmetrically about the axis of the member, or the total stresses
including those due to eccentricity shall be included in the calculation of the
stress range.
For axially loaded angle members where the center of gravity of the
connecting welds lies between the line of the center of gravity of the angle
cross section and the center of the connected leg, the effects of eccentricity
shall be ignored. If the center of gravity of the connecting welds lies outside
this zone, the total stresses, including those due to joint eccentricity, shall be
included in the calculation of stress range.
3.
Design Stress Range
The range of stress at service loads shall not exceed the stress range computed
as follows.
(a) For stress categories except category A, B, B', C, D, E and E' the design
stress range,
shall be determined by Equation A-K3.1.
(A-K3.1)
Metric:
(A-K3.1M)
where
Design stress range, ksi (MPa)

Constant from Table A-K3.1 for category
Number of stress range fluctuations in design life
Number of stress range fluctuations per day x 365 x years of design
life
Threshold fatigue stress range, maximum stress range for indefinite
design life from Table A-K3.1, ksi
(b) For stress category F, the design stress range,
by Equation A-K3.2.
shall be determined
(A-K3.2)
Metric:
(A-K3.2M)
(c) For tension-loaded plate elements at their end by cruciform, T or corner

details with complete joint penetration welds or partial joint penetration
welds, fillet welds, or combinations of the preceding, transverse to the
direction of stress, the maximum stress range on the cross section of the
tension-loaded plate element at the toe of the weld shall be determined
as follows:
11/09/99
APPENDICES
165
13-22

DRAFT
Based upon crack initiation from the toe of the weld on the tension
loaded plate element the design stress range,

shall be determined by
Equation A-K3.1, for Category C which is equal to
Metric:
Based upon crack initiation from the root of the weld the design stress
range,
on the tension loaded plate element using transverse partialjoint- penetration welds, with or without reinforcing or contouring fillet
welds, the design stress range on the cross section at the toe of the weld
shall be determined by Equation A-K3.3, Category C' as follows:
(A-K3.3)
Metric:
(A-K3.3M)
where:
reduction factor for reinforced or non-reinforced transverse PJP
joints
the length of the non-welded root face in the direction of the

thickness of the tension-loaded plate, in. (mm)
the leg size of the reinforcing or contouring fillet, if any, in the
direction of the thickness of the tension-loaded plate, in. (mm)
thickness of tension loaded plate, in. (mm)
Based upon crack initiation from the roots of a pair of transverse fillet
welds on opposite sides of the tension loaded plate element the design
stress range,
on the cross section at the toe of the welds shall be
determined by Equation A-K3.4, Category C" as follows:
(A-K3.4)
Metric:
4.
(A-K3.4M)
Bolts and Threaded Parts
11/09/99
APPENDICES
166
13-23

DRAFT
(a) For mechanically fastened connections loaded in shear, the maximum

range of stress in the connected material at service loads shall not exceed
the design stress range computed using Equation A-K3.1 where and
are taken from Section 2 of Table A-K3.1.
(b) For not-fully-tightened high-strength bolts, common bolts, and threaded
anchor rods with cut, ground or rolled threads, the maximum range of
tensile stress on the net tensile area from applied axial load and moment
plus load due to prying action shall not exceed the design stress range
computed using Equation A-K3.1 or A-K3.1M. The factor
shall be
taken as 3.9 x 10 8 (as for category E'). The threshold stress,
shall be
taken as 7 ksi (as for category D). The net tensile area is given by Equation
A-K3.5.
(A-K3.5)
Metric:
(A-K3.5M)
where
pitch, mm per thread

the nominal diameter (body or shank diameter), in. (mm)
threads per in.
In joints that are not fabricated and installed to satisfy all of the requirements
for slip-critical connections (Section J3.8), except the requirements for faying
surface condition, all axial load and moment applied to the joint plus effects
of prying action (if any) shall be assumed to be carried exclusively by the
bolts or rods.
In joints that are fabricated and installed to satisfy all of the requirements for
slip-critical connections, except requirements for faying surface condition, an
analysis of the relative stiffness of the connected parts and bolts shall be
permitted to be used to determine the tensile stress range in the pretensioned
bolts due to the total service live load and moment plus effects of prying
action. Alternatively, the stress range in the bolts shall be assumed to be equal
to the stress on the net tensile area due to 20 percent of the absolute value of
the service load axial load and moment from dead, live and other loads.
5.
Special Fabrication and Erection Requirements
Longitudinal backing bars are permitted to remain in place, and if used, shall
be continuous. If splicing is necessary for long joints, the bar shall be joined
with complete penetration butt joints and the reinforcement ground prior to
assembly in the joint.
In transverse joints subject to tension, backing bars, if used, shall be removed
and the joint back gouged and welded.
In transverse complete joint penetration tee and corner joints, a single pass
reinforcing fillet weld, not less than in. (6 mm) in size shall be added at reentrant corners.
11/09/99
APPENDICES
167
13-24

DRAFT
The surface roughness of flame cut edges subject to significant cyclic stress
ranges shall not exceed 1 000 in. (25 m), where ASME B46.1 is the
reference standard.
Re-entrant corners at cuts, copes and weld access holes shall form a radius of
not less than 3/8 in. (10 mm) by pre-drilling or sub-punching and reaming a
hole, or by thermal cutting to form the radius of the cut. If the radius portion
is formed by thermal cutting, the cut surface shall be ground to a bright metal
surface with a surface roughness value not more than 1 000 in. (25 m)
(ASME B46.1).
For transverse butt joints in regions of high tensile stress, run-off tabs shall be
used to provide for cascading the weld termination outside the finished joint.
End dams shall not be used. Run-off tabs shall be removed and the end of the
weld finished flush with the edge of the member.
See Section J2.2b Fillet Weld Terminations for requirements for end returns
on certain fillet welds subject to cyclic service loading.
11/09/99
APPENDICES
168
13-25

DRAFT
TABLE A-K3.1
Fatigue Design Parameters

Description
Stress
Constant
Category
C1
Threshold
FTH
Potential Crack
Initiation Point
ksi
SECTION 1 - PLAIN MATERIAL AWAY FROM ANY WELDING

1.1 Base metal, except non-coated
weathering steel, with rolled or cleaned
surface Flame-cut edges with surface
roughness value of 1 000 in (25 m)
or less, but without re-entrant corners.
1.2 Non-coated weathering steel base
metal with rolled or cleaned surface.
Flame-cut
edges
with
surface
or less, but without re-entrant corners
1.3 Member with drilled or reamed
holes. Member with re-entrant corners
at copes, cuts, block-outs or other
geometrical discontinuities made to
requirements of Appendix K3 5, except
weld access holes, with surface
or less
1.4 Rolled cross sections with weld
access holes made to requirements of
Section J1.6 and Appendix K3.5.
Members with drilled or reamed holes
containing bolts for attachment of light
bracing where there is a small
longitudinal component of brace force.
250x10
24
Away from all

welds or structural
connections
120 x10 8
24
Away from all

welds or structural
connections
120 x10 8
16
At any external
edge or at hole
perimeter
44x10
10
At reentrant corner of weld access

hole or at any
small hole (may
contain bolt for
minor
connections)
SECTION 2 - CONNECTED MATERIAL IN MECHANICALLY FASTENED JOINTS

2.1 Gross area of base metal in lap
joints connected by high-strength bolts
in joints satisfying all requirements for
slip-critical connections
2.2 Base metal at net section of highstrength bolted joints, designed on the
basis of bearing resistance, but
fabricated and installed to all
requirements
for
slip-critical
connections
2.3 Base metal at the net section of
other mechanically fastened joints
except eye bars and pin plates.
2.4 Base metal at net section of eyebar
head or pin plate.
11/09/99
120x10
16
Through
gross
section near hole
120x10 8
16
In net section
originating at side
of hole
22x10 8
11 x10 8
4.5
In net
originating
of hole
In net
originating
of hole
section
at side
section
at side
169
APPENDICES
13-26
DRAFT
TABLE A-K3.1 (cont'd)
Illustrative Typical Examples

SECTION 1 - PLAIN MATERIAL AWAY FROM ANY WELDING
SECTION 2 - CONNECTED MATERIAL IN MECHANICALLY FASTENED JOINTS
11/09/99
170
APPENDICES
13-27

DRAFT
TABLE A-K3.1 (Cont'd)

Description
Stress
Category
Constant
cf1
Threshold
FTH
Potential Crack
Initiation Point
ksi
SECTION 3 - WELDED JOINTS JOINING COMPONENTS OR BUILT-UP MEMBERS
3.1 Base metal and filler metal in

members without attachments built-up
of plates or shapes connected by
continuous
longitudinal
complete
penetration groove welds, back gouged
and welded from second side, or by
continuous fillet welds.
From surface or
internal
120x10 8
16
3.2 Base metal and filler metal in
members without attachments built-up

of plates or shapes, connected by
continuous
longitudinal
complete
penetration groove welds with backing
discontinuities in
weld away from
end of weld
From surface or
internal
B'
61 x 108
12
discontinuities
weld,
in
including
weld
attaching
backing bars
bars not removed, or by continuous

partial joint penetration groove welds.
3.3
Base
metal
and weld
metal
termination of longitudinal welds at weld

access holes in connected built-up
members.
3.4 Base metal at ends of longitudinal
intermittent fillet weld segments.
22x10 8
11 x108
4.5
3.5 Base metal at ends of partial length
From the
termination
weld
into
the web or flange

In
connected
material at start
and stop locations
of
any
weld
deposit
welded coverplates narrower than the
In flange at toe of
end weld or in
flange having square or tapered ends,
flange
with or without welds across the ends of

coverplates wider than the flange with
welds across the ends.
termination
of
longitudinal weld
or in edge of
flange with wide
Flange thickness < 0.8 in. (20 mm)
11 x10 8
4.5
Flange thickness > 0.8 in. (20 mm)
E'
3.9 x10 8
2.6
3.6 Base metal at ends of partial length
E'
3.9 x 108
2.6
welded coverplates wider than the
flange without welds across the ends.
at
coverplates
In edge of flange
at
end
of
coverplate weld
SECTION 4 - LONGITUDINAL FILLET WELDED END CONNECTIONS
4.1 Base metal at junction of axially

loaded members with longitudinally
welded end connections. Welds shall
be on each side of the axis of the
Initiating from end

of
any
weld
termination
extending into the
member to balance weld stresses.
base metal
t<-in. (13mm)
11x10 8
4.5
t>-in. (13mm)
E'
3.9x10 8
2.6
11/09/99
171
APPENDICES
13-28
DRAFT

Illustrative Typical Examples
SECTION 3 - WELDED JOINTS JOINING COMPONENTS OF BUILT-UP MEMBERS
SECTION 4 - LONGITUDINAL FILLET WELDED END CONNECTIONS
11/09/99
172
APPENDICES
13-29

DRAFT

Description
Stress
Category
Constant
Threshold
Potential Crack
Initiation Point
SECTION 5 - WELDED JOINTS TRANSVERSE TO DIRECTION OF STRESS

5.1 Base metal and filler metal in or
adjacent to complete joint penetration
groove welded splices in rolled or
welded cross sections with welds
ground essentially parallel to the
direction of stress.
From
internal
discontinuities
B
120 x 10
16
in
filler metal
or
along the fusion
boundary
adjacent to complete joint penetration
From
groove welded splices with welds

ground essentially parallel to the
discontinuities in
filler metal
or
along
fusion
boundary or at
start of transition
when
direction of stress at transitions in

thickness or width made on a slope no
greater than 8 to 20%.
B
120 x10 8
B'
61 x10
16
internal
(620 MPa)
5.3 Base metal with

equal to or
greater than 90 ksi (620 MPa) and filler
metal in or adjacent to complete joint
penetration groove welded splices with
welds ground essentially parallel to the
direction of stress at transitions in width
120 x10 8
12
16
made on a radius of not less than 2 ft.
From
internal
discontinuities in
filler metal
or
discontinuities
along the fusion
boundary
(600 mm) with the point of tangency at

the end of the groove weld.
adjacent to the toe of complete joint

penetration T or corner joints or splices,
with or without transitions in thickness
having slopes no greater than 8 to 20%,

when weld reinforcement is not
removed.
5.5 Base metal and weld metal at
transverse end connections of tensionloaded plate elements using partial joint
44x10 8
10
From
surface
discontinuity at toe
of weld extending
into base metal or
along
fusion
boundary.
Initiating
geometrical
from
penetration butt or T or corner joints,
with reinforcing or contouring fillets,

shall be the smaller of the toe crack or
root crack stress range.
Crack initiating from weld toe:
of weld extending
Crack initiating from weld root:
11/09/99
44x10
C'
Eqn.
(A-K3.3)
10
into base metal or,

initiating at weld
root subject to
None
provided
tension extending
up and then out
through weld
APPENDICES
173
13-30

DRAFT

Illustrative Examples
SECTION 6 - WELDED JOINTS TRANSVERSE TO DIRECTION OF STRESS
11/09/99
APPENDICES
174
13-31

DRAFT

Description
Stress
Constant
Threshold
Category
Potential Crack
Initiation Point
SECTION 5 - WELDED JOINTS TRANSVERSE TO DIRECTION OF STRESS (cont'd)

Initiating
from
geometrical
of weld extending
5.6 Base metal and filler metal at

transverse end connections of tensionloaded plate elements using a pair of
fillet welds on opposite sides of the
plate.
shall be the smaller of the
toe crack or root crack stress range.
into base metal or,

initiating at weld
8
Crack initiating from weld toe:
44 x 10
10
Crack initiating from weld root:
C"
Eqn.
(A-K3.4)
provided
44x10 8
10
5.7 Base metal of tension loaded plate

elements and on girders and rolled
beam webs or flanges at toe of
transverse fillet welds adjacent to
welded transverse stiffeners.
None
root subject to
tension extending
up and then out
through weld
From geometrical
of fillet extending
into base metal
SECTION 6 - BASE METAL AT WELDED TRANSVERSE MEMBER CONNECTIONS

6.1
Base metal at details attached by
complete joint penetration groove welds
subject to longitudinal loading only

when the detail embodies a transition
Near point of
tangency of radius
at edge of member
radius R with the weld termination

ground smooth.
11/09/99
120 x 108
44x10
22x10
11 x 108
16
10
7
4.5
175
APPENDICES
13-32

DRAFT
SECTION 5 - WELDED JOINTS TRANSVERSE TO DIRECTION OF STRESS (cont'd)
11/09/99
176
APPENDICES
13-33

DRAFT

Stress
Category
Description
Constant
Threshold
Potential Crack
Initiation Point
SECTION 6 - BASE METAL AT WELDED TRANSVERSE MEMBER CONNECTIONS (cont'd)

6.2
Base metal at details of equal
thickness attached by complete joint

penetration groove welds subject to
transverse loading with or without

longitudinal loading when the detail
embodies a transition radius R with the
weld termination ground smooth:
When weld reinforcement is removed:
(600 mm > 150 mm)
120 x10 8
16
44x10 8
10
22x10 8
11 x 108
4.5
Near points of
tangency of radius
or in the weld or at
fusion boundary or
member
or
attachment
2 in. (50 mm) > R
When weld
removed:
reinforcement
is
not
44x10 8
10
44x10 8
10
22x10 8
11 x 108
4.5
At toe of the weld

either along edge
of member or the
attachment
2 in. (50 mm) > R
6.3 Base metal at details of unequal

thickness attached by complete joint
penetration groove welds subject to

transverse loading with or without
longitudinal loading when the detail
embodies a transition radius R with the

weld termination ground smooth.
At toe
When weld reinforcement is removed:
along
22x10 8
11 x 10
11 X 108
7
4.5
of
weld
edge
of
thinner material
In weld termination
in small radius
When reinforcement is not removed:

4.5
Any radius
11/09/99
At toe of weld
along edge of
thinner material
177
APPENDICES
13-34
DRAFT
(cont'd)
11/09/99
178
APPENDICES
13-35

DRAFT

Description
Stress
Constant
Threshold
Potential Crack
Initiation Point
Category
SECTION 6 - BASE METAL AT WELDED TRANSVERSE MEMBER CONNECTIONS (cont'd)

6.4
Base metal subject to longitudinal
stress at transverse members, with or

without transverse stress, attached by
fillet or partial penetration groove welds
In weld termination
parallel to direction of stress when the

detail embodies a transition radius, R,
or from the toe of

the weld extending
into member
with weld termination ground smooth:

8
22x10
11 x10
7
4.5
SECTION 7 - BASE METAL AT SHORT ATTACHMENTS

7.1
Base metal subject to longitudinal
loading at details attached by complete

penetration groove welds parallel to
direction of stress where the detail

embodies a transition radius, R, less
than 2 in. (50 mm), and with detail
length in direction of stress, a, and
attachment height normal to surface of
member, to:
a < 2 in. (50 mm)

or 4 in (100mm)
a> 12b or 4in. (100mm)

when b is > 1 in. (25 mm)
In the member at
the end of the
weld
44 x 108
22 x 10
11x10 8
4.5
2.6
E'
3.9 x10
10
7.2 Base metal subject to longitudinal

stress at details attached by fillet or
partial joint penetration groove welds,
with or without transverse load on
detail, when the detail embodies a
transition
radius,
R,
with
In weld termination
extending
into
member
weld
termination ground smooth:
R > 2 in. (50 mm)
22 x 108
11 x108
4.5
"Attachment" as used herein, is defined as any steel detail welded to a member which, by its mere
presence and independent of its loading, causes a discontinuity in the stress flow in the member and thus
reduces the fatigue resistance.
11/09/99
179
APPENDICES
13-36
DRAFT
(cont'd)
SECTION 7 - BASE METAL AT SHORT ATTACHMENTS
11/09/99
180
APPENDICES
13-37

DRAFT

Description
Stress
Category
Constant
Threshold
Potential Crack
Initiation Point
10
At toe of weld in
base metal
In throat of weld
SECTION 8 - MISCELLANEOUS
8.1 Base metal at stud-type shear
connectors attached by fillet or electric
stud welding.
8.2 Shear on throat of continuous or

intermittent longitudinal or transverse
fillet welds.
8.3 Base metal at plug or slot welds
11 x 108
8.4 Shear on plug or slot welds
50X10
44x108
50x10
10
(Formula
A-K3.2)
10
4.5
At end of weld in
base metal
At faying surface
At the root of the

threads extending
into the tensile
stress area
(Formula
A-F3.2)
8.5 Not fully-tightened high-strength
bolts, common bolts, threaded anchor
rods and hanger rods with cut, ground
or rolled threads. Stress range on
tensile stress area due to live load plus
prying action when applicable.
11/09/99
E'
3.9 x10 8
APPENDICES
181
13-38

DRAFT
SECTION 8 - MISCELLANEOUS
11/09/99
182
APPENDICES
13-39


New Fatigue Provisions For The Design of Crane Runway Girders PDF

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New Fatigue Provisions For The Design of Crane Runway Girders PDF

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New Fatigue

Julius P. Van de Pas

ames M. Fisher is vice president of Computerized

ulius P. Van de Pas is a principal at Computerized Structural

NEW FATIGUE PROVISIONS FOR THE DESIGN OF CRANE RUNWAY GIRDERS

Limit the applied stress range to acceptable levels.

Avoid eccentricities due to rail misalignment or crane travel

3. Welded joints joining components of built-up members.

6. Base metal at welded transverse member connections.

for the majority of stress categories

Constant from Table A-K3.1

for each stress category. A copy of the new fatigue

provisions are provided in the Appendix of this paper.

metal and the adjacent base metal.

a ten percent increase for pendant operated cranes.

Acceleration and deceleration of the trolley and loads

Oblique or skewed travel of the bridge

Tension Flange Stress

Web to Flange Welds

be generated by this relative movement.

The rail to girder attachments must perform the following functions:

hold the rail in place laterally.

out from under the rail.

Maximum Wheel Load: 108 kips

Runway Girder Span: 40 feet

(two cranes - no impact)

or 20% of the lifted load plus trolley

or 10% of the lifted load plus the crane weight

Determine the maximum lateral movement for two cranes:

the same location as for the maximum vertical load.

Determine the maximum vertical moment for one crane.

Include 25% impact per AISE 3.4.

Determine the maximum lateral moment for one crane:

Check combined stresses per AISC H103:

Check bending stresses for one crane:

Check shear on the girder web:

Check sidesway web buckling per AISC K1-7:

The tension flange flexural stress.

2. Web to Flange Welds

Use 3/8 fillet welds NS/FS.

3. Intermediate Stiffener Welds

Determine the stress range at the end of the stiffener.

4. Top Flange Rail Clips

The minimum wheel load is 72 kips.

Therefore no net tension occurs for the two crane condition.

Check one crane:

No net tension occurs for the single crane loading condition.

1999 AISC FATIGUE PROVISIONS

(The following replaces the entire old Appendix K3)

DESIGN FOR CYCLIC LOADING (FATIGUE)

Calculation of Maximum Stresses and Stress Ranges

Design Stress Range

Design stress range, ksi (MPa)

(c) For tension-loaded plate elements at their end by cruciform, T or corner

2003 by American Institute of Steel Construction, Inc. All rights reserved.

loaded plate element the design stress range,

the length of the non-welded root face in the direction of the

Bolts and Threaded Parts

2003 by American Institute of Steel Construction, Inc. All rights reserved.

(a) For mechanically fastened connections loaded in shear, the maximum

pitch, mm per thread

Special Fabrication and Erection Requirements

2003 by American Institute of Steel Construction, Inc. All rights reserved.