Ocak CRANE GIRDER DESIGN An examination of design and fatigue considerations Julius P. Van De Pas, PE. Gop) is-a project engineer and James M, Fisher, PoE, PhD. is bce president with Computerized Structural Design (CSD), 0 Milwaubee-based consulting engineering firm. Fisher is @ member of the AISC Committees ‘Specifications and on Design, Fabrication and Brection of Structural Stee! Buildings. This lrtiete ts bosed on paper they presented at the 1996 National ‘Stee Construetion Conference 487 Morn St Contin March 3908 E DEPENDENT Upon proper Grane runway girder design and detailing. The runway design must account for the fatigue effects caused by the repeated passing of the crane, and the details must. not create restraints that limit the girders ability to deflect under the ‘applied crane loals. The runway iirders should be thought of as a pure of a system comprised of the crane rails, ral attachments, Glectrification support, erane ‘tap, crane column attachment, tie back and the girder isa. All Of those items should be incorpo: ‘ated into the design and detal- ing of the erane runway girder system, Sifercloments of a strata: al assembly tend to attract load ‘his holds trae for crane girders Ina statically loaded member, the tendeney for an attachment to *draw” load can often be neglected. However, with the repeated application of loads this condition can lead to fatigue damage. Relative deflections between adjacent members may often be noglected in statically Toaded structures. In dynamical. Jy loaded structures these rela tive movements ean result in some form of fatigue damage. Te hhas been estimated that 90% of rane ier problems are aso fated with fatigue cracking. To address these conditions, this paper will briefly discuss the Phenomena of fatigue damage, then the nature of crane Toads Will be discussed followed with a Aiscussion of typical connections and details, lastly a design tccample will be provided. ‘The basie phenomena of fatigue damage has been under- stood for may years. Engineers have designed crane runway sirdors that have performed with ‘minimal problems while being Subjected to million of eycles of loading. The girders that are performing successfully have heen properly designed and detailed tor ‘limit the applied stress range to aceptable levels. + avoid unexpected restraints ft the attachments and Supports + avoid stress concentrations atertical locations + avoid eccentricities due to ail misalignment or crane travel + minimize residual stresses Runway eystoms that have performed well have been prop- rly maintained by keoping the Fails and girders aligned and level Famous Dastacn Fatigue damage ean be char- acterized as progressive crack. growth due to fluctuating stress fon the member, Fatigue cracks Initiate at small defects or imperfections in the base materi lor weld metal. The imperfec- tions met as stress risers that magnify the applied elastic Stresses into small regions of Plastic stress. As Toad eyeles are pplied, the plastic strain in the Small plastic region advances until the material separstes and the crack advances, At that point, the plastie stress region moves to the new tip ofthe crack. land the process repeats itself Eventually, the crack size becomes large enough that the combined effect of the crack si20 land the applied stress exceed the toughness of the material and a final fracture occurs. Common rads of structural steel and common sizes of members used in interior applications are not prone to brittle fracture, The typical situation occurs when cracks reach a noticeable sizeand ere repaired before cata Strophie filare secur. A dam: ‘got girder can be evaluated for Miness for purpse using various {stig Iie prediction techniques and fracture mechani, These ‘bothers are ouside the sop of ‘this discussion. me ‘Ths phenemena of fatigue damage or erase growth ss con Sider to occur in thre stage: {nition propagation; an final fractere. The crack tnitiation {affected by the initial flaw flze, the amount of residual Stroma, the presence of corrosion fund the applied strese range Mos ofthe fatigue life of an tnweiled oF unnotehed member is ten op in the initiation of the crack. Fabricated members {ppicaly will have small defects {Hom the welding process that can be considered ts initiated racks, In this case, the entire ‘tee if ofthe setion fe tlken up in crack propagation, The ‘tefl life of the element fs use ally met when the eral reaches an objectionable size Crack propagation occurs when the apie fonds uct Inteasion or in reversal from tension" to.” compression, Fluctaating compressive stress wl cor entse cracks to propa fate, However, fctusting com Fresnve stress ina region of Fesidual tensile atzss wil use {racks to propagate. In this ease the eracke will stop growing after the residual stress 1 feleased or the crack extends out ofthe tense eon The general design solutions to mnmurn adequate service ile of ‘members subject £0 repented Toads are to lint the ldap of residual stro, limit the sie of Initial rmpereeions, and to mit the magnitude of the applied Stress range. The "AISC Specitcation finite the allowable stress range for a given service life based on the anticipaved sever ofthe stvece ser for 8 fiven fabricated condition. In ‘dition, i requires conformance with Chapter 9 ofthe AWS DLL uctural Welding Code Dynamically Loaded Struc: tunes"), which provides criteria for limiting the toverstyof stress risers found in weld metal and the adjacent base metal. Tf should be noted that higher strongth steel doos not have a longer fatigue service life than AIG steel, That is, the rote of track growth ie independent of the yield strength of the material Similarly, the rate of erack growth ie not effected by the toughness of the material. A riven eross section of higher toughness will be able to resist the effet of a larger crack with out fracture. However, at this Stage of the service life of the member, only a few additional tyeies would be gained by having material of greater toughness. ‘Thus, the AISC Specification provisions regarding fatigue eon ditions are independent of mate- Fial strength and toughness. The material design requirements for strength and toughness are the same for erane runway girders as for statically loaded girders Crave Loans Bach runway is designed to support a spacifie crane or group otieranes. The weight of the rane bridge and telley and the ‘heel spacing for the specific rane should be obtained from the crane manufacturer. The crane weight can vary signif tantly depending on the facturer and the classifi the crane, Based on the manu facturer’s dats, foroes are: deter mined fo aceotnt for impact, at ral loads, and longitadinal Toads. ‘The AISC Speeification, snd most model but ding codes fddress erane oad and set min- mum standards for these loads ‘The AISE Technical Report No, 18. Guide for the Design anci Construction of Milt Buildings als sets minimum requirements for impact Iateral ae longitude nal crane loads. The AISE Fequirements are usel when the ‘engineer and owner determine that the level of quality set hy the AISE Guide is eppropriate for a given project. It should be noted that the lates: edition of the BOCA National Building Code has adopted the AISE Guide for the purpoxe of deter mining erane loads Vertical crane loads are termed as wheel loads. The mi nitude of the wheel lad is at its maxima when the crane is if ing its rated capacity load, and the trolley is located at the end ot the bridge diretly adjacent to the girder. Ta addition to shear and bending stresses in the gird- tr eross section, the hee! loads ecu in locelizad stresses wndor the wheel. AISE Technical Roport No. 12 provides an equa. tion for ealeulating this lealized stress. The method is based on Considering the top flange and Fail as beamia on an idealized tlastie foundation. The axial stifiness of the web determinesPlease circle # 24 TSENG RESTRICTED TO ONLY THOSE CONNECTION ae os monhaonieD Wf YOUR DETALING SOFTWARE? eerprs erent Onoe coentotene low: you ts Sete yee Guy ‘G complete moterial ist for'the member Inthe shop” Bile as {Jou thet you don! 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The compressive stress is oriented parallel to the axis of the member and can be added 10 the flexural compressive stress Localized bending stresces at the top flange to web juncture can Io occur when the rail is not jgned directly over the girder ‘web, ‘To minimize fatigue erack: Ing atthe junetion of the web to the top flange the AISE Technical Report No. 13 requires fall penetration weld plus con- foured fillet welds between the web and top flange. It should be hoted that the localized wheel Toads will occur with each pase sage of the wheel. A girder sup- porting a four wheel end truck trill experience four stress fluc: tuations for each passage of the The vertical wheel loads are typically Thetored using the samme Impact factor, Te accounts for the tfieet of soseieration in hoisting the loads and impact eaused by the wheels jumping over iregu latities in the rail. Bolted rail splices tend to cause greater fmpact than welded splices. 18 the U.S, most codes require & 2B inereae in loads foreab and radio operated cranes and a 10% Increase for pendant operated “Lateral crane loads ar orient ced perpendicular to the crane runway and are applied at the top of the rails Lateral loads are ceased by s"geceleration and decelera- ton ofthe trolley and loads | non vertieal ling Unbalanced drive mecha- + oblique oF skewed travel of the Bridge Except for the ease ofthe trol- ley running into the end stops, the magnitude of lateral load due to trolley movement and ‘onvertical liting is limited by the coefficient af fiction betwoen, the end truck wheels and rails Drive mechanisms are either fequal on each side ofthe erane or they are balanced to align the toner of the tractive fore with the center of gravity ofthe crane‘and lifted load. If the drive mechanism is not balanced, tcceleration and deceleration of the bridge erane results in skew- ing of the bridge relative to the runways. The skewing imparts Tater Toads onto the erane gi fer. Cblique travel refers to the fact chat bridge eranes ean not travel ins perfectly straight line down the center of runway. It ‘ay be thought of as similar to the motion ofan automobile with tne tre under Inflated. The ten- deney of the erane to wander can be minimized by properly main- taining the end trucks and the rails, The wheels should be par allel and the should be in similar fondition. ‘The rails should be Kept aligned and the surfaces should be smooth and level, A poor aligned and maintained Pumvay ean resule in larger lat tral loads. The larger istersl Jade will in tum redaoe the ser ice hf ofthe erane girder ‘The AISC Specification and most model building codes set the magnitude of lateral loads st 20fe of the sum ofthe weights the tonllay and the Hftad land ‘The AISE Technical Report varies the magnitude of the lat tral oad based onthe fanetion of the rane (eee Table ‘Lengitudinal erane forces are due to either acceleration and ‘deceloration of the bridge crane fr the crane impacting the Ibumper. The tractive foes are alle 1: AISE Crane Side Thrusts “Total Side thrust Crane Type ited load il rane. 40 ladle nas ca ‘Canshal bu magnet canes 100 (ican lab & bile yard cranes Soaking pit cranes Siang cranes. Matron Imsienonce cranes, et, 30 Seler canes “300 (cabopetecd eda STEEL DETAILING ‘with AutoCAD + lt your prosent CAD system : cert data everything you fabricate, thon you should yy ‘COMPUTER DETAILING.CORPORATION Z me AnmoreeonaTionN Please circle # 17 PEA Please circle # 87,i te cet a cae eae eae ol Taree, "he Als et oe oe ee Se gue ae See career sence ens Table B Crane Loading Conditions RAN Gane NSC Tanne Gasicton "Condon AD 1 D F + design method for reducing the ‘AISC loading condition for the firder. This method accounts for the fact that for many cranes the Toading that is applied on & regu Tar basis is leg than the maxi ‘mum wheel load. For cranes with scheduled production tasks, the number of ‘eles can be directly caleulated based on anticipated use. Deraitano & FannucaTion ‘Consipenarions ing 2 vast majority of stress ris: crs that lead to crack propaga: Wel weld defets are: lack of fasion or penetration, slag inclusions, lndereut, and porosity. Lack of fasion and penetration or cracks fare severe stress risers, Slag fnclistone and underet are ig nificant defects in areas of rela tively high stress. Tt should be noted that surface defects are far more harmful, than buried defects, Also, the orientation of the defects is important. Planer defects normal to the line of applied strese are more critical than defects parallel to the line of tress ‘Visual inspection during fabri cation is the most useful method of ensuring adequate quality control of the fabricated ele ments, It should be noted that visual inspection is mandatory {per AWS, for the contractor) for both statically and dynamically loaded structures "The fabrication sequence should be controlled to limit restraint during welding so as to tion are weld defects, Common Using any sophisticated can ce thee: a a il do to get there? can produce these? But what do you have to ‘pet bo Pleaso circle # 28 structural a OTR AD va etymalpeices teva oto Aen Stee 800-644-6441reduc the residual stresses ere deflection of span over 600 ia and KI4. The AISE Guide sted by the welding process. For sbout008 radians. Fora 36inch requires that full penetration Gxample, when fabricating a deep girder this raulte in 2" of walds bo used to connect the top plate girder, the splices of the horizontal movement at the top of the bearing stiffena ange and web plates should be flange. The tieback must also top flange of the gird Imade before the flanges and web allow for vertical movement due Welds are considered to be inade- plates are welded together. tovaxial shortening of the crane quate to transfor the concentr ‘column, This vertical movement ed wheel load strossee into the Tiebacks fan be in the range of in. In bearing stiffener. The bottom of ‘Tietacks are provided at the general, the tie back shduld be the bearing stiffeners may be ft- fend ofthe crane runway gitders attached directly to the top ted (preferred) or filet welded to to transfer lateral forces from flange of the girder. Attachment the bottom flange. Al stiffener to the gitder top flange into the to the web of the girder with a girder welds should be contina- crane column and to laterally diaphragm plate should be Sus. Horizontal cracks have been Festrein the top flange of the avoided. The lateral load path observed in the webs of crane rane girder against buckling. for this detail eauses bending girders with partial height bear ‘The Uebacks must have ade- stresses in the girder Web per- ing stiffeners, The eracks start quate strength to transfer the pendicular to the girder cross between the bearing stiffener literal crane loads. However, the fection. The diaphragm plate and the top flange and run longi tlebacks must also be flexible also tends to resist movement tudinally along the web of the enough to allow for longitudinal due tothe axial shortening ofthe girder. hare are mary possible ‘movement of the top of the gied- crane column, Eauses for the propagation of fr eauted by ginder end rotation these cracks. One possible expla ‘The amount of longitudinal Bearing Stiffeners nation is that eccentrsity in the movement due to the end rota- Bearing stiffeners should be placement ofthe rll on the gird- ton of the girder can be signif: provided at the ends of the gird» Gr eauses distortion ofthe ginder fant, The end rotation of 40 ers as required by the ATSC cross section and rotation of the {bot giver that has undergone a Specification paragraphs Ki.9 girder cross section. A¢ the sup- 3. 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Bor cartes cacional distin transfer lateral loads to'the The Channel or plate welde to pnd the cee iitowes ending crane columns, The commen the top flange caa be continuous ioreeMittonen Gracking hewritic ia that arwide flange or intermittent, However, the shove As Secu ifthe Lc back reinforced with a cap channel ALSC Allowable airere for the HeLa holde up one edge of the will be economical sft is 20 hase metal se reduced from Chane girder resicicting the pounds a foot lighter than a Category B for continuous welds avers crus by eniel short” tnreinforeed wide lange mem to Category E for intermittent thing ofthe erane column. ber Tt should be noted that the welds cap channel or plate does not ft Intermediate Stiffeners perfectly with 100% bearing on Column Cap Plate If intermediate stifeners are the top of the wide flange. The The erane column cap plate used, the AISE Guide also tolerances given in ASTM AG should be detailed s0 as to not Fequires that the intermediate allow the wide lange member to restrain tho end rotation of the Siffeners be welded to the top have some flange tit along its girder. If the cap plate girder flange with full penetration length, or the plate may be bolts are placed between the cal: welds, the stiffeners should be capped or slighty warped, or the umn flanges, the ginder end rota Stopped short of the tension channel may have some twist ton ia resisted by a force couple ange in accordance with the along its length. These condi- between the column flange and AISE Specification provisions tions will leave small gaps the bolts. This detail has been contained in Chapter G. The between the top flange of the known to cause bolt failures. AISE Guide also requires contin: girder and the top plate or Preferably, the girder should be tous stiffener to web welds for charmed The passage of the bolted to the eap plate cutside of Intermediate stiffeners, crane wheel over these gaps will the column fanges. The column tend to distress the channel oF ap plate should be extended Cap Channels plate to top flange welds. outside af the column flange with Channel caps or cap plates ae Because ofthis phenomena, eap the bolts tothe girder placed out frequently used to provide ade- plates or channels should not be side of the eolumn flanges. The Automatic preheating or manual —how do you decide? Once you compare, the choice is obvious. Automatic electrical resistance preheating helps control project costs by: Increasing welder productivity Labor costs are reduced beeause compares are alays ready fr ‘wong, Your personnel are treed fem fime-consuming manval reheating chores. The eleccal equipment creates a safe working ‘vironment Avoiding expensive rework Uniform maintenance of minimum temperature contols two common ‘causes of rework ~ cracking and hydrogen formation. a ecques ou FREE iterate an inermstion on el rent yok ‘Ou sussesll Noni earthquake proms, seus be edt CORPORATE HEADQUARTERS 1021 Cente! Avenve, Piscataway, NU 08854 @| coopernear Tacewesces” “To: 908-981-0800 @ Fax: 908-981-0850 Please circle # 42column eap plate should not be ward when the crane pastes, the of tho maximum bottom flange made overly thick as this detail back up beam will not. The foree, and la not to be welded to Fequires the cap plate to distort design of the diagonal members the bottom flange. Cress braces to allow for the end rotation of should account for the fixed end or diaphragms should not be the girder. The girder to cap moments that will be generated added to this bracing s0 as to plate bute should be adoguate to by this relative movement. allow for the deflection of the Transler the tractive or bumper” Walloways can be designed crane beam relative to the back: forces to the longitudinal crane and detailed as a beam to trans- up beam bracing. The engineer should fer lateral leads to the crane ‘consider using sloted holes per- columns. The lacing design may Sidesway Web Buckling Pendicular to the runway or need to be incorporated into the Crane runway girders should Oversize holes to allow tolerance walkway design. Similar to the be checked to ensure adequate for aligning the girders atop the crane lacing, the walkway con- capacity to resist sidesway web érane eum nection to the rane girder needs buckling. Equation K1-7 con to acsount for the vertisal deflee- tained in Uhe ATSC Spreiieation Laciny tion of the crane girder. If the should be used to perform this “A horizontal truss can be used walkway is not intended io acta check. This evitoria te likely to to resi the erane lateral forees, bean, then the designer must control the member size for The triss is designed to span isolate the walkway from the erane runway girders with eap between the erane columns. crane girder. plates, welded girders with larg Typically, the top flange of the The AISE Guido requires that top flanges and girders with giver acts as one chord of the crane runway girders with spans braced compression fanges. Tt fruss while @ back up beam acts of 36 feet and over for building seems likely that the foregoing fs the other chord. The diagonal classifications A, By and C of AISE limitations on the length of members are typically angles, runway girder spans 40 fect and unbraced tension flanges were Preferably, the angles should be over in class D buildings shall created to address the sidesway bolted rather than welded, The have bottom flange bracing. This web buckling phenomena. The crane girder will deflect down- lacing isto be designed for 21,5 Sidesway web buckling eriteria 1s stu iit fo you whan seeing sul sftre? Ht youll wont 9 ow Hat RISACBD sco o 700m ot 70 fang Toc cost vs. Dene In Me tober 9 sue of Suc! The best softwae fn? aMays ‘he most expansive sofware RISA-SD is soting standard for quay vs cost ME] us now good star cas I Sees con bo! Cell on Feu ws fora Pate Dome l 22s 209 ERI tecsomane TECHNOLOGIES) ME PUCTIO@®ISES = = | Ploase circle # 40sntroduced into the ATSC are typically resisted by vertical Specification in the Ninth X-bracing in the plane of the Elltion Runway’ girdert crane girder. The use of knee dlosignod prior to this time would braces to create rigid frame ot have bean checked for this resist longitudinal crane forces criteria. should be avaided. The knee "AL present, the AISC method brace picks up the vertical wheel does vot addrest the condition of Toad each time the wheel passes multiple wheel loads on a single over the brace. K braces are sub- span Jeet to the same behavior. It Tacing system is used to resist Knee Braces or K Braces __ lateral loads, this same system "The longitudinal crane forces could be used to transfer longitu Need © Structural Drafting, Modeling and Analysis? 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Then the rane vertical bracing could be Incorporated iato the building ‘racing atthe building column, Rail Attachments “The ral to girder attachments must perform the following fun tons: ‘transfer the lateral loads from the top of the rail to the top ofthe girder. low the rail t float Iongi- tudinal relative to the tp flange ofthe girder + hold the rail'in place later- ally low for Intoral adjustment or alignment ofthe ail The relative longitudinal movement ofthe erane rio the top flange of erane girder is fazed by longitudinal expansion fand contraction of the rail in response to changes in temper ‘ure and shortaning ofthe gindor compression flange due to the applied vortical load of the ‘There are four commonly accepted methods of attaching crane rile to crane girders, ‘These are: hook bolts, rail clipe rail clamps, and patented rai lips. To varying dogreos thes four methods perform the fune- tions previously mentioned. The authors are aware of instal tions that have the rails welded directly to the top Manges of the girders. This method is not roc ‘ommended. The rails may lack the controlled chemistry that ‘would ensure good quality welds, land there is no provision for lon iitudinal movement ar Iateral ‘Adjustment ofthe crane rll. Hook bolts are only appropri- ste for attaching light rails sup porting relatively small snd light Guty eranes. Hook bolts should bo limited to CMAA Class A, B. snd C cranes with @ maximum ‘eupacity of approximately 20 tons, Haok bolts work well for sinaller crane girders thet donot have adequate space on the top flange for rail clips or clamps Longitudinal motion of the crane rail relative tothe runway girdermay cause the hook bolts to loosen or elongate Therefore, crane runways with hook bolts should be regularly inspected fand maintained. AISC recom- ends that hook bolts. be installed in pairs at a maximum spacing of 24 in. on center. The ‘ate cf hook bolts eliminates the bed to drill the top flange of the firder. However, these savings fre offaet by the need to dill the rails Tail clipe are one piece east ings a forgings that are usually bolted to the top of the girder Mange. Many clips are held in place with a single bolt. The sin- fle bat type of eip is susceptible {o twisting due to longitudinal movement ofthe ril. Tis bist ing of the clip causes a camming ‘ction that will tend to push the ‘ail ut of alignment. ‘Trere are two types of rail clamps, tight and floating. Rail flamoe are two part forgings oF [reseed steal assemblies that are Bolted to the top flango of the girder. ‘The AISE Technical Heport No, 19 requires that rail clipe allow for longitudinal oat of the rail'and that the clips restret the lateral movement to 0.26 in, inward or outward. Whea crane raile are installed with resilient pads between the Fail and the girder, the amount ‘of lateral movement should be restrited 0 Yin. to reduce the tendency of the pad to work out from under the ral, Patented rail lips are typical ly two part castings or forgings that are bolted or welded to t top flange of the crane girder. ‘The patented rilelips have been engineered to address the com plex requirements of successfilly Attaching the crane rail to the rane girder. Compared to tradi tone lips, the patented elips provide greater ease in installa tion and adjustment and provide the neuded performance with read to allowing longitudinal movement and restraining later al movement The appropriate Size and spacing of the patented clips ean be determined from the tnannfacturer= erature, WE BEND STRUCTURAL STEEL ‘Sinance bong onutnos ond ontme conor WE CAN DO ITT 8 Hx COE enwurmoorncwscn a ‘DON'T WASTE DESIGN THME, USE. 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