,

____ TABLE 3.4.7-2A

FATIGUE STRIESS PROVISIONS - TENSION ("T") OR REVERSAL ("REV") STRESSES- OR SHEAR (''S") I
EXAMPLE KIND GENERAL EXAMPLE KIND
GENERAL SITUATION JOINT OF A OF SITUATION JOINT OF A OF
CONDITION CATEGORY SITUATION STRESS CONDITION CATEGORY SITUATION STRESS

Plain Base metal with rolled or cleaned
Material surfaces. Oxygen-cut edges with
ANSI smoothness of 1000 or
less.
Built-up
Bam metal and weld metal in
members members without attachments,
built up; of plates or shapes con-
nected by continuous complete or
partial joint penetration groove
welds or by continuous fillet welds
parallel to the direction of applied
stress.
Calculated flexural stress at toe of
tran:sverse stiffener welds on
girder webs or flanges.
Bas<3 metal at end of partial length
welded cover plates having square
or tapered ends, with or without
welds across the ends.
Bas13 metal and weld metal at
com- plete joint penetration groove
weld- ed splices of rolled and
welded sec- tiom; having similar
profiles when welds are ground
and weld sound- nes!;established
by nondestructive testing.
Groove
Welds
Bas13 metal and weld metal in or
adjacent to complete joint penetra-
lion groove welded splices atIran-
sitions in width or thickness, with
welds ground to provide slopes no
steeper than 1 to 2'12 and weld
soundness established by
nondestructive testing.
CD
c
A 1,2 T or Rev. Groove Base metal and weld metal in or 8,9,10,11 T or Rev.
Welds adjacent to complete joint penetra-
lion groove welded splices either
not requiring transition or when re-
quired with transitions having
slopes no greater than 1 to 2112
and when in either case
reinforcement is not removed and
B 3,4,5,7 T or Rev. weld sound- ness is established by
nondestruc-
live testing. B
Base metal and weld metal at com-
plete joint penetration groove weld-
ed splices of sections having
similar profiles or at transitions in
thickness to provide slopes no
steeper than 1 to 21/2 with 19,20 T or Rev.
perma- nent backing bar parallel
to the direction of stress when
welds are ground and weld
soundness established by
nondestructive testing. Backing
bar is to be con- tinuous, and, if
spliced, is to be joined by a full-
penetration butt weld. Backing
c 6 T or Rev. bar is to be con- nected to parent
metal by con- tinuous welds along
both edges, except intermittent
welds may be used in regions of
compression stress.
E Base metal at details of any length
attached by groove welds sub-
7 T or Rev. jected to transverse or longitudinal
loading, or both, when weld sound-
ness transverse to the direction of
stress is established by non-
destructive testing and the detail
embodies a transition radius, R,
with the weld termination ground
when.
B
ongitudinal oading:
8,9 T or Rev.
(a) R ;o 24 in.
(b) 24 in. > R 2' 6 in.
Groove
(c) 6 in. > R ;- 2 in.
Welded
(d) 2 in. > R 2' 0
Connections
Traverse oading:
Materials having equal or unequal
thickness sloped, welds ground
web connections excluded.
B (a) R ;- 24 in.
 N
0 TABLA 3.4.7a2A (Continuacion)

- - - - - - --
FATIGA STRESS PROVISIONS - TENSION ("T") OR REVERSAL ("REV") STRESSES – O CORTANTE ("S")
CONDICION SITUACION CATEGORIA
EJEMPLO DE
OF A
TIPO
OF
I CONDICION SITUATION JOINT EXAMPLE
OF A
KIND
OF
GENERAL DE UNION SITUACION ESFUERZO GENERAL CATEGORY SITUATION STRESS
--
(c)
6 in. > R ;,, 2 in. D 13 T o Rev. Fillet welded Base metal at junction of axially E 21,22,23 T or Rev
(d)
2 in. > R ;o: 0 E 12,13 T o Rev_ connections loaded members with fillet welded
end connections. Welds shall be
Carga Transversal: disposed about the axis of the
Materials having equal thickness, member so as to balance weld
not ground, web connections ex- stresses_
cludud_

(a) R e: 24 c 13 T or Rev_ Fillet Shear stress on throat of fillet F 21,22,23, s

welds welds. 24,25,26,
in. c 13 T or Rev. 27,28
(b) 24 in. > R e: 6
D 13 T or Rev.
in. Base metal at intermittent welds at- c 7,14 T or Rev
(c) 6 in. > R ;,, 2 in. E 12,13 T or Rev_ !aching transverse stiffeners and
stud-type shear connectors.
(d) 2 in. > A 0

Trarnwerse Loading:
Materials having unequal Base metal at intermittent welds at- E 7,29 T or Rev
thickness, not sloped or ground, in- taching longitudinal stiffeners or
eluding web connections cover plates.
(a) R ;,, 24 in. E 13 T or Rev.
Stud Shear stress on nominal shear F 14 s
(b) 24 in. > R ;, 6 in. E 13 T or Rev. area of stud-type shear
welds
(c) 6 in_ > R e: 2 in. connectors.
E 13 T or Rev.
(d) 2 in. > R ;o-
O E 12,13 T or Rev.
Plug and Base metal adjacent to or con- E 30 T or Rev
slot welds nected by plug or slot welds.
Groove or Base metal at details attached by
fill11t welded groove or fillet welds subject to
connections longiludinal loading where the Shear stress on nominal shear F 30,31 s
details embodies a transition area of plug or slot welds.
radius, R, less than 2 in., and when
the d<etail length, L, parallel to the
line of stress is Mechanically Base metal at gross section of high B 32 T or Rev
strength bolted friction-type con-
L - 2 in.
c 12,14,15, T or Rev_ fastened
nections, except connections sub-
(a)
16,18 connections
ject to stress reversal and axially
{b) 2 in. < L,; 4 in. D 12,18 T or Rev. loaded joints which induce out-of-
(c) L > 4 in. plane bending in connected
E 12,18 T or Rev. material
Fillet Welded Bas'e metal at details attached by
Connections fillet. welds or partial penetration
groove welds parallel to the direc- Base metal at net section of other D 33 T or Rev
lion of stress regardless of length mechanically fastened joints_
when the detail embodies a transi-
lion radius, R, 2 in_ or greater and
with the weld termination Base metal at net section of high B 32,33 T or
ground_ Rev strength bolted bearing

{a) When R ;o- 24 in_ B 13 T or Rev_ connections_

(b) When 24 in. > R > 6 in. c 13 T or Rev.
(c) When 6 in. ;,, A > 2 D 13 T or Rev.
 FIGURE 3.4.7-28

; , 9 . ) -17
.,

- 25

-
.........

10 -..... 26
)
'""""
19
1 '
27

c
4 ) 28

GROOVE OR FILLETWELD

..
1
R

'
14
-.... -... .. 1-..

30
PLUG WELD
@
STAT WEL
31

24

-
33
0 0
0
o I .

21
 G G ®® G ® G G ® G
CD ID UJ UJ ID UJ CD UJ UJ

' A
(.) (.)

G@
(.) (.) CD IIl

®G G
ID

G
. . J
:; ; :
a:

GG
0

22
 FIGURE NO. 3.4.7-4
FOR TYPICAL BRIDGE RAIL

D@
G

3.4. Buckling
8
Local Buckling or Crippling of Flat Plates
3.4.8.i
El diseño estructural de la grúa debe protegerse contra el pandeo local y el pandeo lateral por torsión de
las placas de alma y placas de cubierta de viga. Para evaluar el pandeo, las placas se subdividen en
paneles rectangulares de largo "a" y ancho "b". La longitud "a" de estos paneles corresponde a la distancia
entre centros de los diafragmas de profundidad total o refuerzos transversales soldados a los paneles.

En el caso de bridas de compresión: la longitud "b" del panel indica la distancia entre las placas de alma,
o la distancia entre las placas de alma y / o refuerzos longitudinales. En el caso de las placas de alma, la
longitud de "b" del panel indica la profundidad de la viga, o la distancia entre compresión o las bridas de

tensión y / o refuerzos horizontales.

3.4.8.2 Se supone que el esfuerzo crítico del pandeo es un múltiplo del estrés de Euler a.
σk= kσσe: Tk=KTσe

Donde: Kσ = coeficiente de compresión de

pandeo
KT = coeficiente de pandeo cortante

El coeficiente de pandeo K y KT para algunos casos simples para placas con bordes simplemente
σ 8.2-1 y dependen de:
soportados en la Tabla 3.4.

- radio α = a/b de los dos lados de la placa.

- manera en que la placa se apoya a lo largo de los bordes

- tipo de carga sostenida por la placa.

No es la intención de esta especificación entrar en más detalles de este problema. Para un análisis
más detallado y complejo, como la evaluación de los bordes elásticos restringidos, la continuidad de la
placa y la determinación del coeficiente de restricción, debe hacerse referencia a la literatura
especializada.

σϴ. = Tensión de pandeo Euler que se puede determinar a partir de la siguiente fórmula:

donde: E = módulo de elasticidad (para acero E= 29.000.000 psi)

µ= La relación de Poisson (para el acero µ= 0.3)

t= espesor de la placa (en pulgadas)

b = ancho de placa (en pulgadas) perpendicular a la fuerza de compresión

Si las tensiones de compresión y cortante se producen simultáneamente, el pandeo crítico individual σk y

Tk y los valores de tensión calculados σ y T se utilizan para determinar la tensión de comparación
crítica:

where:

σ = esfuerzo de compresión real

T = esfuerzo cortante real
σk = tensión de compresión
crítica
Tk = esfuerzo cortante critico
ψ = relación de tensión (véase la Tabla No. 3.4.8.2-1)

En el Especial Caso dónde T =0 eso e s s i m p l e m

1
e n t e σ 1 k = σk y en el especial caso dónde σ = 0
Entonces σ 1 k = Tk√ 3
si la esfuerzo crítico resultante está por debajo del límite proporcional, se dice que el pandeo es
elástico. si el valor resultante está por encima del límite proporcional, se dice que el pandeo es
inelástico. En el caso del pandeo inelástico, el esfuerzo crítico se reducirá a:

donde: σYP = punto de cedencia

σp = límite proporcional (asumido en σyp/1.32)
 3.4.8.3 Factores de diseño

El factor de seguridad para el pandeo esϑB calculado con la ayuda de la fórmula:

En el caso del pandeo elástico ϑB¿( σ 1k ∕ √ σ +3 τ ) ≥ DFB
2 2

En el caso del pandeo inelástico

ϑB¿( σ 1k ∕ √ σ 2 +3 τ 2 ) ≥ DFB

Los requisitos de pandeo DFB del factor de diseño son los siguientes:

TABLE 3.4.8.3-1

GARGA COMBINADA FACTOR DE DISEÑO DFB

Caso 1 1.7 + 0.175 (ψ -1)
Caso 2 1.5 + 0.125 (ψ -1)
Caso 3 1.35 + 0.05 (ψ -1)

3.5 LIMITACIONES DE DISEÑO

3.5.1

Guía para proporciones de vigas de caja soldada:

Proporciones:

L/h no debe exceder de 25

L/b no debe exceder de 65

b/t y h/t que se justificarán mediante un análisis de pandeo

donde: .

L = largo (pulgadas)
b = distancia entre placas base (pulgadas)
h = profundidad de la viga (pulgadas)
t = espesor de placa (pulgadas)

26
 3.5. Refuerzos Longitudinales
2
Cuando se utiliza un refuerzo longitudinal, se debe colocar para que su línea central sea
3.5.2.1 aproximadamente 0,4 veces la distancia desde la superficie interior de la placa de brida de
compresión hasta el eje neutro. Tendrá un momento de inercia no menor que

( () )
2
a a Aa
Io=1.2 0.4 +06 + 0.9 +8 2 ht ³
h h h t

Si σc es mayor que la σt a una distancia igual al doble de la distancia desde la superficie interna de la brida
de compresión al neutro neutro, debera ser sustituido en lugar de "h" en la ecuación para Io

3.5.2.2 Cuando se utilizan dos refuerzos longitudinales, deben colocarse de modo que sus líneas
constructivas sean aproximadamente 0,25 y 0,55 veces la distancia, respectivamente, desde la
superficie interna de la placa de la brida de compresión hasta el eje neutro. Cada uno tendrá un
momento de inercia nada menos que:

( a
Io=1.2 0.3+ 0.4 +1.3
h
a 2
h
Aa
()
+14 2 ht ³
ht )
Si σc es mayor que la σt a una distancia igual al doble de la distancia desde la superficie interna de la brida
de compresión al neutro neutro debera ser sustituido en lugar de "h" en la ecuación para0 Io.

donde:

a = distancia longitudinal entre diafragmas de profundidad completa o refuerzos

transversales(in)

As = área de un refuerzo longitudinal (in2

1
0
= momento de inercia (in4)

3.5.2.3
Placas reforzadas en compresión:

Cuando uno, dos o tres refuerzos longitudinales se añaden a una placa bajo compresión
uniforme, dividiéndola en segmentos que tienen anchos iguales sin soporte, el soporte de
borde completo será proporcionado por los rigidizadores longitudinales, y las disposiciones de
la Sección 3. 5.2.3 podrá aplicarse al diseño del material de placa cuando los rigidizadores
cumplan los requisitos mínimos de la siguiente manera:
3.5.3
Para un refuerzo longitudinal en el centro de la placa de compresión, donde b/2 es la mitad de ancho
3.5 .3. no soportado entre la base y el refuerzo, el momento de inercia del refuerzo no será menor

( )
1
que: Io=
a
0.6 +0.2
b ()
a 2
b
Aa
+3 2 bt ³
b t

El momento de inercia no tiene por qué ser mayor en ningún caso que el dado por la siguiente
3.5.3.2 ecuación:
Io=¿

27
3.5.3.3
Para dos refuerzos longitudinales en los terceros puntos de la brida de compresión, donde b/3 es la
anchura no soportada, el momento de inercia de cada uno de los dos refuerzos no será menor
que:

( () )
2
a a Aa
Io= 0.4 + 0.8 +8 2 bt ³
b b b t

El momento de inercia no tiene por qué ser mayor en ningún caso que:

( ( ) ) bt ³
2
a a
Io= 9+56 + 90
hb b
3.5.3.4
Para tres refuerzos longitudinales, espaciados equidistantes en los lugares de una cuarta anchura donde b/4
es la anchura no soportada, y limitado a a/b<3, el momento de inercia de cada uno de los tres
rigidizadores no será menor que:

( () )
2
a a Aa
Io= 0.35 +1.1 +12 2 bt ³∗¿ ²
b b b t
donde:

a = distancia longitudinal entre diafragmas o rigidizadores transversales (pulgadas)

As = área del refuerzo (in2
t = espesor de la placa reforzada (pulgadas)
I = momento de inercia (in4)
0

Los refuerzos se diseñarán a las disposiciones de la sección 3.5.2.3.

3.5.4 Diafragmas y refuerzos verticales

3.5.4.1 El espaciado de los refuerzos de la base vertical en pulgadas no excederá de la cantidad dada por la fórmula:
350t
a=
√τ v
donde: a = distancia longitudinal entre diafragmas o rigidizadores transversales (pulgadas)

t = espesor de la base (inches)

Tv= esfuerzo cortante en la placa base (ksi)

El espaciado tampoco debe superar las 72 pulgadas o h, la profundidad de la base, lo que sea mayor.

Los diafragmas de profundidad completa se pueden incluir como refuerzos de la base verticales para
cumplir con este requisito.
3.5.4.2
El momento de inercia de cualquier refuerzo transversal sobre la interfaz de la placa base, si se utiliza en
3.5.4.3 ausencia de diafragmas, no será menor que:

1.2h ³(t 0) ³
I = (ao)²

where: a = required distance between stiffeners (inches)

0

t = minimum required web thickness (inches)

0

Io = moment of inertia (in4)

Este momento de inercia no incluye requisitos adicionales, si los hay, para los momentos locales. Los
elementos de refuerzo deben estar proporcionados a las disposiciones de la Sección 3.5.2.3.
3.5.4.5 Todos los diafragmas deberán apoyarse contra la placa de cubierta superior y deben soldarse a las
placas base. El espesor de la placa del diafragma debe ser suficiente para resistir la carga de la rueda
del carro en el rodamiento ante la tensión de rodamiento permitida en el supuesto de que la carga
de la rueda se distribuya a una distancia igual a la anchura de la base del carril, más el doble de
la distancia desde la base del carril hasta la parte superior de la placa de diafragma.
3.5.4.6
Los diafragmas cortos deben colocarse entre diafragmas de profundidad total para que la distancia
máxima entre diafragmas adyacentes limite la tensión máxima de flexión en el carril del carro
sin fuerzas VIF a 18 ksi para la combinación de carga Caso 1, Sección 3.3.2.4.1 en función de:

(carga de la rueda del carro) (distancia entre diagrama ;≤ 18ksi

6 (módulo de sección del riel)
maximo = 19.8 ksi para el caso 2 y 22.5 ksi para Caso 3
3.5.
5 Deflexion y peralte

3.5.5.1 La deflexión vertical máxima de la viga producida por el peso del polipasto, el carro y la carga
nominal no excederá de 1/888 del tramo. Las fuerzas de inercia vertical no se tendrán en cuenta
para determinar la desviación.

3.5.5.2 Las vigas de caja deben ser arqueadas una cantidad igual a la deflexion de carga muerta más la
mitad de la desviación de carga viva.

3.5. Vigas de caja de torsion soldadas

6
Las vigas de torsión, con el riel del puente sobre una placa base, se diseñarán con la carga de
3.5.6.1 la rueda del carro que se supone que se distribuirá a lo largo de una distancia de la placa base,
como se indica en la Sección 3.3.2.3.

3.5.6.2 Para las vigas de caja que tienen áreas de brida de compresión no más de un 50 por ciento
superiores a la de la brida de tensión, y sin más de un 50 por ciento de diferencia entre las
áreas de las dos bases, se puede suponer que el centro está en el eje centroideal de la
sección transversal.
3.5.
7 Vigas de una sola base

Las vigas de una sola base incluyen vigas de brida anchas, vigas I estándar o vigas reforzadas
con placa u otras configuraciones estructurales que tienen una sola base. Cuando sea necesario,
debe proporcionarse una viga auxiliar u otros medios adecuados para soportar cargas que
sobresalgan para evitar desflexiones torsionales y laterales indebidas.
Los esfuerzos máximos con carga combinada para el caso 1 no excederán:
Tensión (sección neta) = 0.6 0YP
Compresión (ksi) = 12,000 con el máximo de 0.6 0yp
Ld
A1
En el caso de los casos 2 y 3, la proporción se subraya de conformidad con las secciones 3.4.1,
2 y 3.

donde: L = largo (longitud sin freno de la brida superior) (pulgadas)

A1 = area de brida de compresión(in2)

d = profundidad de la viga(in)
cortante = 0.35 OYP

3.5.8 Vigas de sección de caja construidas con dos vigas

Las vigas de sección de caja construidas con dos vigas, con o sin placas de brida de refuerzo, se
diseñarán de acuerdo con los mismos datos de diseño que para las grúas vigas de sección de
caja únicamente para valores de tensión y desviación. 29
3.6 BRIDGE END TRUCK

3.6.1 El puente de la grúa se transportará en camiones de extremo diseñados para soportar la carga
nominal cuando se levante en un extremo del puente de la grúa. La base de la rueda del camión final

3.6. será 1/7 del tramo o superior.

2
Los camiones finales pueden ser del eje giratorio o del tipo de eje fijo especificado por el fabricante de la
3.6. grúa.
3
Los camiones de extremo del puente deben estar construidos de acero estructural u otro material
adecuado. Se establecerá una disposición para evitar que el camión final caiga más de una pulgada
en caso de fallo del eje. Se proporcionarán guardias delante de cada rueda exterior y se
proyectarán debajo de la parte superior del carril de la pista. Las combinaciones de carga y las tensiones
básicas permitidas deben estar de acuerdo con las Secciones 3.3.2.4 y 3.4.

3.7 FOOTWALKS AND HANDRAILS

When specified, a footwalk with a handrail should be provided. The handrail shall be at least 42
inches high and provided with an intermediate railing. Footwalk shall have a slip-resistant walking
surface and shall be protected on all exposed edges by a suitable toe guard. All footwalks shall be
designed for a live load of 50 pounds per square foot. For allowable stresses, use stress level 2,
Section 3.4.2.

3.8 OPERATOR'S CAB

3.8.1 The standard location of the operator's cab is at one end of the crane bridge on the driving girder
side unless otherwise specified. It shall be so located as not to interfere with the hook approach.
The operator's cab shall be open type for indoor service unless otherwise specified. The cab shall be
adequately braced to prevent swaying or vibration, but not so as to interfere with access to the cab or
the vision of the operator. All bolts for supporting member connections should be in shear. Cab shall be
provided with an audible warning device and fire extinguisher.

3.8.2 Provision shall be made in the operator's cab for placement of the necessary equipment, wiring and
fittings. All cabs should be provided with a seat unless otherwise specified.

3.8.3 For allowable stresses, use stress level 2, Section 3.4.2.

3.8.4 The controllers or their operating handles are located as shown in Section 5.7 for the cab location,
unless otherwise specified.

3.8.5 Means of access and egress from cab should comply with ANSI 830.2.

3.9 TROLLEY FRAMES

3.9.1 The trolley frame shall be constructed of structural steel and shall be designed to transmit the load to
the bridge rails without deflection which will impair functional operation of machinery.

3.9.2 Provision should be made to prevent a drop of more than one inch in case of axle failure.

3.9.3 Load combinations and allowable stresses are to be as specified in Sections 3.3.2.4 and 3.4.

3.10 BRIDGE RAILS

3.10.1
3.10.3

3.10.2
3.10.4
30 All bridge rails shall be of first quality and conform to all requirements set forth in the specifications of
the ASCE, ARA, AREA or any other commercial rolled sections with equivalent specifications.

Bridge rails shall be joined by standard joint bars or welded. The ends of non-welded sections shall
be square and sections joined without opening between ends. Provision shall be made to prevent
creeping of the bridge miis.

Bridge rails shall be securely fastened in place to maintain center distance of rails.

Bridge and runway rails should be in accordance with Table 4.13.3-4 and consistent with the wheel
diameter and the maximum wheel load.
3.11 END TIES

End ties are to be provided between girders when deemed necessary for stability of the girders, to assist
in squaring the crane,to participate with the girders in continuous frame action to resist horizontal loads,
and to accommodate unbalanced torsional loads on the girders. When equalizer bridge trucks are
incorporated in the crane design, the end ties shall be of rigid construction and of adequate strength to
resist all of the above loads. Flexiblity of the end tie is necessary when equalizing provisions are not
employed. Due consideration should be given to the various types of loading conditions and the
resulting stresses, which shall not exceed the values as stated in Section 3.4.

3.12 BRIDGE TRUCKS FOR 8, 12 AND 16 WHEEL CRANES

3.12.1 When appropriate , equalizer bridge trucks are to be incorporated to promote sharing of bridge wheel
loads. Equalizing pins are to be provided between equalizer truck and equalizer beams and/or rigid
bridge structures.

3.12.2 For typical arrangement of 8, 12 and 16 wheel cranes, see Figure 3.12.2-1.

'f f
QII

8-WHEEL EQUALIZING

12-WHEEL EQUALIZING

19-WHEEL EQUALIZING

8-WHEEL COMPENSATING

12-WHEEL COMPENSATING
6iJ I

1 I IL!
. i+B
Gl l!; f ) ' C+i]
+
16-WHEEL COMPENSATING
FIGURE 3.12.2-1
31
3.13 STRUCTURAL BOLTING

3.13.1 Joints designed as high strength bolted conncections are to conform to the requirements of the
"Specification for Structural Joints Using ASTM A325 or A490 Bolts," as published by the Al SC, for load
combination, Case 1, Section 3.3.2.4.1. Zinc causes stress corrosion in A490 and should not be used.

3.13.2 Finished and unfinished bolts, ASTM A307, are to be used at values of 90 percent of those tabulated
in Part 4 of the current issue of the AISC Manual of Steel Construction for load combination, Case 1,
Section 3.3.2.4. i .

3.13.3 Allowable bolt stresses for load combination Cases 2 and 3, Sections 3.3.2.4.2 and 3, are to be
proportioned in accordance with Sections 3.4.1.2 and 3.

3.14 GANTRY CRANES

Design of leg, end tie, strut, and sill members shall conform to applicable sections oi this specification.
 70-4 MECHANICAL DESIGN

4.1 MEAN EFFECTIVE LOAD

Note: In order to facilitate a measure of durability , load and service factors shall be used to determine the
mean effective load in a service classification for mechanical components.

4.1.1 The mechanical mean effective load factor Kw shall be established by the use of the following basic
formula.
Kw = 2(maximum load) + (minimum load)
3(maximum load)

The maximum load used inthe above formula shall be established by usingthe rated load and applicable
dead loads, so positioned as to result in the maximum reaction on the component under consideration .
VIF shall not be included. The minimum load to be used shall be established by the dead load of the
bridge and or trolley only.

4.1.2 2 Loadfactors Kw convert maximum loads into mean effective loads as follows , and are to be
used for gear durability horsepower and bearing life calculations .

Mean effective load = Maximum load x K w

4.1.2 .1 The load factor Kwh for the hoist machinery is established by the following formula:

Kwh = 2(rated load) + 3(1ower block weight)

3(rated load + lower block weight)

Lower blocks weighing less than 2 percent of rated capacity may be ignored resulting in Kwh = .667.

4.1.2.2 The load factor Kwt for the trolley drive machinery is established by the following formula:

Kwt = 2(rated load) + 3(trolley weight)

3(rated load + trolley weight)

4.1.2.3 The load factor Kwb for the bridge drive machinery is established by the following formula:

Kwb = 2(rated load) + 3(trolley weight + bridge weight)

3(rated load + trolley weight + bridge weight)

4.1.2.4 For Kv, factors of trolley and bridge wheel assemblies and axle bearing selection, see Section 4.13.3 .

4 .1. The machine service factor Cd listed in Table 4 .1.3-1 depends on the class of crane service and
3
accounts for expected differences of load spectrum density and severity of service and is used to
determine gear durability horsepower .
Stress concentration factors can be obtained from data in stress concentration factors by R . E . Peterson
4 .1. (see Section 1.1.6).
4

TABLE 4.1.3-1

Machinery Service Factor Cd

I I
Class of A
I B II E F
Service c D I I
!

Cd .64 .72 .8 .9 1.0 1.16

I
I
I
I
33
4.2 LOAD BLOCKS

4.2 .1 The load block frame should be of steel construction. Care shall be taken to minimize changes in
geometry that may cause stress concentrations. The frame shall be designed for rated load. The rated
load stress shall not exceed 20 percent of the average ultimate strength of the material used. Where
stress concentrations exist, the stress as amplified by the appropriate amplification factor with due
consideration for impact and service shall not exceed the endurance strength of the material used. Other
materials agreed upon by the manufacturer and recognized as suitable for the application may be used,
provided the parts are proportionate to give appropriate design factors.

4 .2.2 The hook shall be of rolled steel, forged steel or a material agreed upon by the manufacturer and
recognized as suitable for the application. The hook shall be designed based on the rated load.

4.2.2.1 The hook rated load stress shall be calculated considering the rated toad on the hook using:

A. Straight beam theory with the calculated combined stresses not to exceed 20 percent of the material's
average ultimate strength.
- OR-

B. Modified curved beam theory with the calculated combined stresses not to exceed 33 percent of the
material's average ultimate strength.

- OR-

C. Plastic theory or testing with the combined stresses not to exceed 20 percent of the stress produced
by the straightening load as obtained by test or calculation by this theory .

4.2.2.2 The hook shall rotate freely and be supported on a thrust bearing. The hook shank stress shall be
calculated considering the rated load and shall not exceed 20 percent of the material's average ultimate
strength. At points of geometric discontinuities, the calculated stress as amplified by the appropriate
stress amplification factor with due consideration for impact and service shall not exceed the endurance
strength.

4.2.2.3 Other lifting attaching devices, such as eye bolts and twist locks, shalt be designed to applicable portion
of Sections 4.2.2.1 and 4.2.2.2.

4.2.2.4 Load block sheave pins and trunnions shall be designed per the applicable Section 4.11.4 of this
specification.

4.3 OVERLOAD LIMIT DEVICE

4.3 .1
34

4.3 .1.
1

4.3 . 1
.2
An system, such as, but not limited to, acceleration of the loads, dynamics of the system , type and
overloa length of wire rope, and operator experience , render it impossible to adjust an overload device that
d would prevent the lifting of any overload or load in excess of rated load.
limiting
device The adjustment of an overload device, when furnished, will allow the lifting of an overload of such
is magnitude that will not cause permanent damage to the hoist, trolley , or crane , and shall prevent the
normall lifting of an overload of such magnitude that could cause permanent damage to a properly maintained
y only hoist, trolley , or crane.
provide
d
when
specifi
ed.
Such
device
is an
emerg
ency
device
intende
d to
permit
the
hoist to
iift a
freely
suspen
ded
load
within
its
rated
capacit
y , but
preven
ts
lifting
of an
overloa
d that
would
cause
perma
nent
damag
e to a
properl
y
maintai
ned
hoist,tr
olley or
crane .

Variabl
es
experie
nced
within
the
hoist
 4.3.1.3 The overload device is actuated only by loads incurred when lifting a freely suspended load on the hook.
Therefore, an overload device cannot be relied upon to render the hoisting mechanism inoperative if
other sources, such as but not limited to, snagging of the load, two blocking of the load block, or
snatching a load, induce loads into the hoisting system.

4.3.1 .4 The overload limit device is connected into the hoisting control circuit and, therefore, will not prevent
damage to the hoist, trolley, or crane, it excessive overloads are induced into the hoisting system when
the hoisting mechanism is in a nonoperating or static mode.

4.4 HOISTiNG ROPES

4.4.1 The hoisting rope shall be of proper design and construction for crane service. The rated capacity load
plus the load block weight divided by the number of parts of rope shall not exceed 20 percent of the
published breaking strength of the rope except ropes used for holding or lifting molten metal which shall
not exceed 12.5 percent of the published breaking strength of the rope

4.4.2 The wire rope construction shall be as specified by the crane manufacturer. When extra strength steel
or wire center rope is used, the crane manufacturer's specifications shall so state.

Wherever exposed to temperatures at which fibre cores wouid be damaged, ropes having an
independent wire-rope, wire strand core, or other temperature-resistant core shall be used.

4.4.3 Rope Fleet Angle

4.4.3.1 Rope fleet angle for drums. The fleet angle of the rope should be limited to 1 in 14 slope (4 degrees)
as shown in Figure 4.4.3.1-1.

4.4.3.2 Rope fleet angle for sheaves. The fleet angle of the rope should be limited to 1 in 12 slope (4 degrees-
45 minutes) as shown in Figure 4.4.3.2-1.

L Groove

Fig. 4.4.3.1-1

Fig. 4.4.3.2-1
35
 4.4.4 The CMAA recommended sheave and drum to rope diameter ratios have been found by experience to
give satisfactory performance over a wide range of applications. Wire rope is considered a consumable
maintenance item. The wire rope maintenance interval will tend to be lengthened by:

- increasing sheave and drum to rope diameter ratio

- minimizing the number of rope bends
- minimizing reverse rope bends
- minimizing drum to sheave and sheave to sheave fleet angles

4.5 SHEAVES

4.5.1 The sheave shall be steel or minimum ASTM grade A48-latest edition, Class 40 cast iron or other
suitable materials as specified by the crane manufacturer.

4.5.2 Table 4.5.2-1 is a guide for pitch diameter of running sheaves. Smaller sheaves may cause an increase
in rope maintenance.

TABLE 4.5.2-1
GUIDE FOR MINIMUM PITCH DIAMETER OF RUNNING SHEAVES
CMAA

}x }x
Class 6 x 37 Class Rope 6 x 19 Class Rope
A&B 16 20
20 24
d
c 18
d
D 24
E 24 30
F 30 30
d = rope diameter

4.5.3 The pitch diameter of equalizer sheaves should not be less than one-half of the diameter of running
sheaves, and also shall not be less than 12 times the rope diameter when using 6 x 37 class rope or 15
times the rope diameter for 6 x 19 class rope.

4.5.4 When special clearance, lift or low headroom is required, it may be necessary to deviate from these
limitations.

4.6 DRUM

4.6. 1 The drum shall be designed to withstand all combined loads, including crushing or buckling, bending,
torsion and shear, with consideration for stress reversals and fatigue, consistent with the service and
manufacturing process.

The drum material shall be as specified by the crane manufacturer. Cast iron drums shall be ASTM
grade A48-latest edition, Class 40 or equal. Cast steel drums shall be ASTM A27 or equal. Welded steel
drums shall be ASTM A36 or equal.

If a welded drum is used, refer to Table 2.8-1 to determine the service class based on the actual cycles
of the drum. Stresses shall be evaluated using criteria defined in Section 3.4.7.

4.6.1.1 The drum shaft shall be designed per the applicable Section 4.11 .4 of this specification.

4.6.2 The drum shall be so designed that not less than two wraps of hoisting rope will remain on each
anchorage when the hook is in its extreme low position, unless a lower limit dev ice is provided, in
which case no less than one wrap shall remain. No overlap of the rope shall be permitted when the
hook is at its high point.

4.6.3 Drum grooves shall be machined. Grooving should be right and left hand unless otherwise specified by
the crane manufacturer.

36
 4.6.3.1 Recommended minimum drum groove depth is .375 x rope diameter.

4.6.3.2 Recommended minimum drum groove pitch is either 1.14 x rope diameter or rope diameter + 1/8
inch, whichever is smaller.

TABLE 4.6.4-1

GUIDE FOR MINIMUM PITCH DIAMETER OF DRUMS

CMAA 6 x 19 Class Rope
Class 6 x 37 Class Rope
A&B 16 20
c 18
2244 }
D 20 }x d xd
E 24 30
F 30 30

d = rope diameter

4.6.4 Table 4.6.4-1 is a guide for minimumpitch diameter of drums. Smaller drums may cause an increase
in rope maintenance.

4.6.5 When special clearance, lift or low headroom is required, it may be necessary to deviate from these
limitations.

4.7 GEARING

4.7.1 The types of gearing shall be specified by the crane manufacturer. When worm gearing is used for
travel drives, consideration should be given to its backdriving characteristics.

4.7.2 All gears and pinions shall be constructed of material of adequate strength and durability to meet the
requirements for the intended class of service, and manufactured to American Gear Manufacturers
Association (AGMA) quality class 5 or better.

For the purpose of this specification, hoist gearing strength and durability shall be based on the
horsepower required to lift the rated load. Travel gearing strength and durability shall be based on the
motor name plate rating. Due consideration shall be given to the maximum brake torque which can be
applied to the drive. Also, consideration shall be given to the fact that gearing for travel drives transmit
a larger portion of the available motor torque than gearing for hoist drives.

4.7.3 The horsepower rating for all spur and helical gearing shall be based upon AGMA Standard 2001-C95
(Fundamental Rating Factors and Calculation Methods for Involute Spur and Helical Gear Teeth). For
the purpose of this specification, the horsepower formulae may be written:

l
Allowable strength horsepower-

p -
at - _
! Np d
126000 Kv _

Allowable durability horsepower-

p
ac
= I Np F I l
j 126000 KV Km std I
L

37
 where: allowable strength horespower
allowable durability horsepower
pinion speed (rpm)
pitch diameter of pinion (inches)
dynamic factor (strength and durability)
net face width of the narrowest of the mating gears (inches)
load distribution factor (strength and durability)
elastic coefficient
hardness factor (durability)
geometry factor (strength)
geometry factor (durability)
diametral pitch
rim thickness factor
allowable bending stress for material (psi) (strength)
allowable contact stress for material (psi) (durability)
crane class factor (strength)
crane class factor (durability)

Values for KV, Km, Cp, Ch, J, I, KB, sat and sac can be determined from tables and curves in AGMA
Standard
2001-C95. Crane class factor S1s is tabulated in Table 4.7.3-1 and S1d shall be the product of the
machinery service factor (Cd) and the load factor (Kw), [S1d = Cd x KJ. For Cd, refer to Section 4.1.3
and for Kw, refer to Section 4.1. The remaining values pertain to gear size and speed.

TABLE 4.7.3-1

CRANE CLASS FACTORS FOR STRENGTH HORSEPOWER RATING

Crane Class sts

A .75 I

B .85
c I

D .95
E 1.00
F 1.05
I
These factors are not to be used in sizing any commercial gearboxes. All
commercial gearboxes are to be sized according to gearbox
manufacturer's recommendations.

4.7.4 Means shall be provided to insure adequate and proper lubrication on all gearing.

4.7.5 All gearing not enclosed in gear cases which may constitute a hazard under normal operating conditions
shall be guarded with provision for lubrication and inspection.

4.7.5.1 Guards shall be securely fastened.

4.7.5.2 Each guard shall be capable of supporting the weight of a 200 pound person without permanent
distortion, unless the guard is located where it is impossible to step on.
38