Arrium

Minimum Standards for Crane Anti-derailment

Arrium Crane Asset Management

Bridge & Gantry Cranes

Created by: Andrew Roberts Steel Crane Engineer

Modified by : N/A

Authorised by: Geoff Voigt General Manager Safe Operations

Approved by: Rob Finlay General Manager - Engineering and Reliability

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 Contents
1.0 Intent:......................................................................................................................................................... 3

2.0 Application ................................................................................................................................................. 3

4.0 Arrium’s definition of anti-derailment:......................................................................................................... 4

5.0 Key principles for anti-derailment............................................................................................................... 5

6.0 Wheels and wheel guidance systems ........................................................................................................ 5

6.1 Wheels ............................................................................................................................................... 5

6.2 Side-guide rollers ............................................................................................................................... 7

6.3 Rails / Runway .................................................................................................................................. 8

7.0 Related documents ........................................................................................................................................ 8

Schedule 1: The applicable part of AS 1418.1-2002:............................................................................................... 9

8.0 Appendix ....................................................................................................................................................... 10

Minimum Standards for Crane Anti-derailment Designer Checklist ....................................................................... 11

Rail Tolerances - AS 1418.1-2002 Table 7.20.9 ....................................................................................................18

Single Girder
Bridge Crane

Underslung
Crab

End Carriage
Top-running
Crab

Double Girder
Bridge Crane

End Carriage

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1.0 Intent:
The intent of this document is to develop a set of minimum standards for both long travel
and cross travel anti-derailment devices in order to prevent a crane or part of a crane
running on rails, falling to the ground.
This document will also take into account the means of guidance (wheels, side-guide rollers
and rails) and is written for implementation by the Operations and Engineering Managers
across Arrium.
The ‘Key Principles of anti-derailment’ outlined in this document will be incorporated in the
Operational Excellence Request for Quotation (RFQ) process and will become mandatory
across Arrium.

2.0 Application
The Arrium Minimum Standard for Anti-derailment for Bridge Cranes (Minimum Standard for
Anti-derailment) applies to all Arrium managed operations and Arrium controlled sites.

Arrium owns and operates a diverse range of businesses and operations globally. The
Minimum Standard has been developed having regard to Australian Standard 1418. When
applying the requirements of the Minimum Standard for Anti-derailment overseas, relevant
local and national legislation also needs to be considered. The Minimum Standard is
intended to operate as a minimum standard across Arrium operations, unless local laws
require a higher standard to be met in which case the higher standard will apply.

The Minimum Standard will be progressively introduced from July 2013. Arrium recognise
that through a risk based approach Businesses will be in a transition to adopt the standard
over time. As at July 2013, existing cranes have been assessed and deemed safe to
operate. The Minimum Standard will be progressively implemented over time on the
following basis:
• The Minimum Standard will apply to all new and relocated cranes (including any
crane in progress or on order but not yet installed)
• [Reword this point to talk about each business developing a roll out plan to
progressively implement the standards to existing cranes based on assessment of
risk and what is reasonably practicable Need to be considered in relation to the
Business risk management strategy and approach. The Business General Manager
is accountable for managing this transition in their business.]

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3.0 Accountability
i. General Manager
i. Ensure compliance with the requirements of this document
ii. Approve variations
» Crane Technician
• Carry out inspections, maintenance, repairs or modifications in
accordance with this document and the applicable parts of the
Australian Standards
» Competent Crane Engineer – A professional engineer (CPEng, NPER,
or equivalent) with a minimum 3 years crane design experience
• Provide technical sign off for the RFQ and CapEx process when
purchasing a new crane
• Design and certify a new anti-derailment device to retro fit to
existing cranes
• Assess the workmanship of the competent person carrying out
modification/installation of anti-derailment for adherence with this
document and the applicable parts of the Australian Standards
» Legal Department
• Provide advice and assistance in drawing up the
contract/agreement and advising on local regulations

4.0 Arrium’s definition of anti-derailment:

For a crane [which includes a serial hoist] or part of a crane [the crab, cabin, machine
house, trolley or other component that traverses on a crane girder] running on rails
[including the bottom flange of a girder], means shall be incorporated in the structure of the
crane, or part of the crane, to prevent ... excessive lateral movement in the event of wheel
or axle failure [or any less extreme event]’.
As anti-derailment provisions must operate even if the means of guidance (wheel flanges or
guide rollers) do not, the anti-derailment provisions shall not be a working component and
must be secondary to the wheel guidance system (wheel flanges or guide rollers).
As the purpose of anti-derailment provisions is to keep the crane or crab on the rails,
excessive lateral movement is defined in terms of the contact between the wheel and the
rail head. Arrium has decided that for long travel and top-running crabs the wheel must
cover at least two thirds of the rail head width (lateral movement of the wheel of in the order
of up to 50 mm) and that for underslung crabs the wheel must maintain at least one third of
its normal bearing but no less than 10 mm.
Anti-derailment shall be provided for all long travel and cross travel operations which
includes:

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 • Cranes running on rails (common) or billet (rare), whether elevated (bridge) or at
ground level (gantry, portal)
• Underslung cranes running on the bottom flanges of monorail beams
• Top-mounted or side-mounted crabs/cabins running on standard rails (rare) or billet
(common)
• Underslung crabs/cabins or jib trolleys running on the bottom flange of the crane
girder or jib arm
• Serial hoists running on the bottom flanges of monorail beams

5.0 Key principles for anti-derailment

A list of key principles has been developed that offer clear guidelines for ‘Arrium Approved’
anti-derailment designers to comply with. Each anti-derailment design is to be accompanied
by an “Anti-derailment Design Checklist’ that is to be signed by the ‘Arrium Approved’
designer.
A copy of the checklist and a copy of the current Arrium Approved’ designers can be found
in the appendix of this report, or alternatively by clicking on the below link

\\ntleng02\groups\OPEX Public\Critical Elements\Cranes\Anti-derailment Standards

Variations to any of the key principles will require sign-off from the Business General
Manager

Note - Anti-derailment on Large Cranes > 30T MRC: Anti-derailment for large cranes will
require additional considerations. The device must be installed on the crane and not the
bogies, if there are multiple wheels or bogies the most likely failure scenario needs to be
determined and designed for and the location of means of guidance must be considered. A
bespoke design will be required that may or may not meet all of the requirements of the
Arrium minimum standard of crane anti-derailment and will not necessarily look like the
examples provided in the standard. The design for anti-derailment devices of large cranes
needs to be backed by engineering calculation and design.

6.0 Wheels and wheel guidance systems

6.1 Wheels
Arrium has made the decision that all new cranes shall be supplied with double-
flanged wheels for long travel.
Side-guide rollers must not be used as means of wheel guidance for long travel
motion, unless a competent crane engineer (independent of the crane

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 manufacturer) has certified the design and the General Manager associated with
the specific business unit has approved the variation (this will more than likely be
the case for hot metal cranes)

Double-flanged Single-flanged Without flanges

Figure 4: Different types of long travel wheels

Arrium has decided that maintenance of minimum flange thickness to long travel
wheels is a priority.
The determination of minimum allowable long travel wheel flange thickness is a
very complex task and the minimum allowable long travel wheel flange thickness
should be specified by the manufacturer.
If the tolerance for minimum flange thickness is unknown, then Table 1 may be
used as a guide. The dimensions provided in Table 1 are approximate only and
apply to more common situations but are not necessarily conservative. Table 1 is
a risk management tool and adherence to the table should result in low risk, but
not necessarily certifiable risk. If a certifiable level of risk is desired, the minimum
allowable flange thickness should be determined by the manufacturer or a
competent crane engineer independent of Arrium.
Where the crane classification exceeds C6 or the rated capacity exceeds 25 t,
the minimum allowable flange thickness should be determined by the
manufacturer or a competent crane engineer independent of Arrium.
Cranes fitted with long travel wheels that are not double flanged are considered
to be of high risk and therefore, must be flagged to your General Manager
immediately. Your General Manager will then arrange for the anti-derailment
device to be assessed for adequacy.

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 Minimum
Crane
Classification Flange
MRC
Thickness

Long Travel Wheel Flange Thickness

< 3.4 t 6 mm
Indicative Minimum Allowable < 6.0 t 7 mm
C4 < 8.0 t 10 mm
(Classification < 11.7 t 11 mm
on name plate) < 17.6 t 12 mm
< 25.8 t 13 mm
< 34.5 t 16 mm
< 2.7 t 6 mm
< 4.8 t 7 mm
C5 < 6.5 t 10 mm
(Classification < 9.5 t 11 mm
on name plate) < 14.3 t 12 mm
< 21 t 13 mm
< 28 t 16 mm
< 2.1 t 6 mm
< 3.9 t 7 mm
C6 < 5.9 t 10 mm
(Classification < 7.7 t 11 mm
on name plate) < 13.2 t 12 mm
< 19.4 t 13 mm
< 24.8 t 16 mm

Table 1: Indicative minimum allowable long travel wheel flange thickness

6.2 Side-guide rollers

On existing cranes where side-guide rollers are fitted, the key principles for anti-
derailment must still be applied (section 5 of this document).
Cranes fitted with side-guide rollers and inadequate anti-derailment are
considered to be of high risk and therefore, any crane fitted with side-guide rollers
must be flagged to your general manager immediately. Your general manager will
then arrange for the anti-derailment device to be assessed.

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 Side-guide rollers
Wheel Flange Side-guide rollers
Rail

Figure 5: Two different types of side-guide rollers (anti-derailment not shown)

6.3 Rails / Runway

Misaligned rails are often the cause of excessive wheel flange wear, which
increases the wear on wheel flanges and may increase the likelihood of
attempted derailment. AS 1418.1-2002 Table 7.20.9 (Please refer to Appendix)
specifies the maximum allowable tolerances for misalignment in all 3 planes of
the runway, which must be adhered to prior to the installation of a new crane.
This table applies to the long travel rails as well as to the rails supporting top-
running crabs.
If the rails have been surveyed and re-alignment of the rails is to take place, then
the rails must also be surveyed post re-alignment to verify accuracy. The results
from both surveys need to be documented and kept with the history of the crane.
A sample ‘Scope of Works’ form for surveying the crane runway can be found in
the Appendix of this document. (This scope assumes that the rails run east-west,
so alter appropriately to suit the alignment).

7.0 Related documents

» AS 1418.1-2002 - Cranes, hoists and winches Part 1: General

requirements
» AS 1418.3-1997 - Cranes, hoists and winches Part 3: Bridge, gantry,
portal (including container cranes) and jib cranes
» AS 2550.1-2011 - Cranes, hoists and winches – Safe use Part 1:
General requirements
» AS/NZS 1554.1:2011 - Structural steel welding - Welding of steel
structures
» Arrium Crane Asset Management Strategy

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Schedule 1: The applicable part of AS 1418.1-2002:

Clause 7.20.3.10 of AS 1418.1-2002 states:

‘For safe operation, anti-drop and anti-derailment pads, where applicable, shall be provided
as specified by the appropriate part of AS 1418.

For a crane or part of a crane running on rails, means shall be incorporated in the structure
of the crane, or part of the crane, to prevent it from falling more than 25 mm and from
excessive lateral movement in the event of wheel or axle failure.’

This document does not include anti-drop pads as even though they are a mandatory
requirement of AS1418.1-2002, Arrium believes that they are less critical than anti-
derailment as they do not provide protection against excessive lateral loads or skewing in
circumstances where the wheel guidance system has failed.

Therefore, the relevant part of clause 7.20.3.10 of AS 1418.1-2002 for this document is as
follows
‘For a crane or part of a crane running on rails, means shall be incorporated in the
structure of the crane, or part of the crane, to prevent ... excessive lateral movement in the
event of wheel or axle failure’.

This Minimum Standard for Crane Anti-derailment has been developed having regard to AS
1418. Where a higher standard for an overseas Arrium location does exist, then that
standard should apply.

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 8.0 Appendix

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 Minimum Standards for Crane Anti-derailment Designer Checklist

Satisfied
Design Criteria Comment
(Yes/No)
» Is designed by an ‘Arrium’ approved crane engineer
» Complies with AS 1418.1-2002 or relevant international codes
» Is welded and not bolted
» Is designed to be welded in accordance with AS/NZS 1554.1:2011 or relevant
international codes
» Is not a working component
» Is secondary to the wheel guidance system (flanged wheels / guide rollers)
» Is designed to be fitted to all four corners of the crane and crab/cabin
» Is on both sides of the rail or billet at each corner (8 anti-derailment plates) for
top-running cranes or crabs/cabins.
» Is on the side of the girder or monorail (4 anti-derailment plates) for underslung
cranes or crabs/cabins
» Is fitted as close to the end of the end carriage or crab as possible
» Has the vertical contact faces sufficiently clear of the rail such that the float
(lateral movement) between the plates and the rail is a minimum of 20 mm more than
the float for the means of guidance (wheel flanges or guide rollers)

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 Satisfied
Design Criteria Comment
(Yes/No)
» Has the vertical contact faces sufficiently close to the sides of the rail to prevent
less than two thirds coverage of the rail or billet by the wheel (top-running cranes or
crabs) or less than the greater of one third normal bearing or 10 mm (underslung
cranes or crabs) – note that the preference is to have the vertical contact faces of the
plates as close as possible within the range specified by this point and the point
above
» Has the bottom horizontal face of the plates at least 20 mm below the bottom of
the wheel flanges or guide rollers for top-running cranes or crabs.
» Has the bottom horizontal face of the plates 11 mm +2/-0 mm above the top of
the hook bolt nut / highest point of fixture (including fish plates) as supplied for top-
running cranes or crabs with wheel diameters up to 250 mm, increased by 2.5% of
the diameter of the wheel in excess of 250 mm for larger top-running cranes (to
ensure that the plates do not strike a hook bolt or other fixture if the carriage drops to
the rail)
» Has the anti-drop gap (the gap between the underside of the end carriage and
the top of the rail) reduced to 7 mm +2/-1 mm for top-running cranes or crabs with
wheel diameters up to 250 mm, increased by 2.5% of the diameter of the wheel in
excess of 250 mm for larger top-running cranes (to limit the amount by which the
carriage can drop to the rail so as to limit the required clearance of the plates from
the hook bolts or other fixtures and thus maximise the overlap of the plates with the
rail head in the event of a wheel flange climbing the rail)
» Has at least 55 mm horizontal clearance from all building columns and any
projection from the building structure, for elevated runways with no adjacent walkway
or platform
» Has at least 460 mm horizontal clearance from all building columns and any
projection from the building structure, for elevated runways with an adjacent walkway
or platform

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 Satisfied
Design Criteria Comment
(Yes/No)
» Has at least 610 mm horizontal clearance from all building columns and any
projection from the building structure, for runways at ground level
» Has no projections over a walkway or platform below a line projected upwards at
30 degrees from the centre of the rail-head surface, unless suitable precautions such
as flaps or other types of guarding are used, or the projection is more than 2.1 m
above the level of the walkway or platform (refer to Clause 8.5 and Figure C9 of AS
1418.3-1997) or relevant international codes
» The anti-derailment device is designed according to limit state principles in
accordance with AS 4100-1998, AS/NZS 1170.0:2002 and the limit state
combination factors specified in Clause 4.4.4(b) of AS 1418.18-2001 or relevant
international codes
» Is applied to the same location as the means of guidance. i.e. a small minority of
cranes have the means of guidance applied to the runway girders,

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Please complete one of the following

I confirm that I am an ‘Arrium Approved’ designer and the above conditions have been met for the proposed
anti-derailment design for

Crane ________ S/N ______________ Located at _____________________

Name: ____________________________ Date: ______________________

Company: _________________________

Signature: ______________________

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I confirm that I am an ‘Arrium Approved’ designer and where the above conditions have not been met the
nature of each non-compliance, the reason for that non-compliance and the significance of that non-
compliance, with recommendations is clearly stated in the report for the following crane

Crane ________ S/N ______________ Located at _____________________

Name: ____________________________ Date: ______________________

Company: _________________________

Signature: ______________________

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 Runway/Rail Survey – Scope of Work
*** Scope assumes rails run east-west – adjust as required
Please provide a report to address the following scope of work.
1. Assign a northing either along the rails or perpendicular to the rails (not at an
angle)
2. Survey the full length of both long travel rails at 2 m centres
3. Enter five coordinates [y (longitudinal, increasing to east) for both rails and x
(lateral, increasing to north) and z (vertical, increasing upwards) for each rail]
into an Excel spreadsheet
4. At each point along the length (2 m increments of y), calculate and tabulate
in the spreadsheet:
a. The nominal centreline of the northern rail in plan (being the average of all
readings in the x direction for the northern rail) [relevant to first and second
items item of attachment]
b. The nominal centreline of the southern rail in plan (being the average of all
readings in the x direction for the southern rail) [relevant to first and second
items item of attachment]
c. The span between the centres of the rails [relevant to first item of
attachment]
d. The variance of span (+ = wider, - = narrower) from the span between the
nominal centreline of the rails [relevant to first item of attachment]
e. The variance of position laterally of the northern rail (+ = north, - = south)
from the nominal centreline of the northern rail [relevant to second item of
attachment]
f. The variance of position laterally of the southern rail (+ = north, - = south)
from the nominal centreline of the southern rail [relevant to second item of
attachment]
g. For the northern rail in plan, the greater of the distances at 2 m east of the
point between the rail to that side of the point and the straight-line projection
of the rail from the other side of the point [relevant to second item of
attachment; specifically, distance ‘b’, which in the example shown is the
greater of 0 on one side of the point and ‘b’ on the other]
h. For the southern rail in plan, the greater of the distances at 2 m east of the
point between the rail to that side of the point and the straight-line projection
of the rail from the other side of the point [relevant to second item of
attachment; specifically, distance ‘b’, which in the example shown is the
greater of 0 on one side of the point and ‘b’ on the other]
i. The nominal centreline of the northern rail in elevation (being the average of
all readings in the x direction for the northern rail) [relevant to third and fourth
items item of attachment]
j. The nominal centreline of the southern rail in elevation (being the average of
all readings in the x direction for the southern rail) [relevant to third and fourth
items item of attachment]
k. The variance of position vertically of the northern rail (+ = higher, - = lower)
from the nominal centreline of the northern rail [relevant to third item of
attachment]
l. The variance of position vertically of the southern rail (+ = higher, - = lower)
from the nominal centreline of the southern rail [relevant to third item of
attachment]

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 m. For the northern rail in elevation, the greater of the distances at 2 m east of
the point between the rail to that side of the point and the straight-line
projection of the rail from the other side of the point [relevant to third item of
attachment; specifically, distance ‘c’, which in the example shown is the
greater of 0 on one side of the point and ‘c’ on the other]
n. For the southern rail in elevation, the greater of the distances at 2 m east of
the point between the rail to that side of the point and the straight-line
projection of the rail from the other side of the point [relevant to third item of
attachment; specifically, distance ‘c’, which in the example shown is the
greater of 0 on one side of the point and ‘c’ on the other]
o. The difference in elevation of the two rails [relevant to fourth item of
attachment]
p. The slope of the northern rail for the 2 m length east of the point, expressed
at parts per thousand (%o), with positive being upwards towards the east
[relevant to fifth item of attachment]
q. The slope of the southern rail for the 2 m length east of the point, expressed
at parts per thousand (%o), with positive being upwards towards the east
[relevant to fifth item of attachment]
r. The difference in slope for the 2 m length east of the point, expressed at
parts per thousand (%o) [relevant to fifth item of attachment]
s. The position tolerance (difference in y value) of the impact face of the end
stops at the western end of the building [relevant to sixth item of attachment]
t. The position tolerance (difference in y value) of the impact face of the end
stops at the eastern end of the building [relevant to sixth item of attachment]
5. Compare results of survey to AS 1418.1-2002 Table 7.20.9 and include in
report any discrepancies and a list of corrective actions

*** For existing cranes with excessive wheel and/or wheel flange wear you
must consult the OpEx crane reliability engineer for possible additional
scope

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 Rail Tolerances - AS 1418.1-2002 Table 7.20.9

Figure 6: AS 1418.1-2002 Table 7.20.9 – Rail tolerances

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