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AS 1418.18—2001 (Incorporating Amendment Nos 1 and 2)

Australian Standard™

Cranes, hoists and winches

Part 18: Crane runways and monorails

AS

1418.1

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This Australian Standard was prepared by Committee ME-005, Cranes. It was approved on behalf of the Council of Standards Australia on 8 December 2000 and published on 16 February 2001.

The following are represented on Committee ME-005: Association of Consulting Engineers, Australia Australian Chamber of Commerce and Industry Australian Elevator Association Australian Institute of Building Australian Institute for Non-destructive Testing Bureau of Steel Manufacturers of Australia Construction and Mining Equipment Association of Australia Crane Industry Council of Australia Department of Defence (Commonwealth) Department of Training and Industrial Relations, Qld Department for Industrial Affairs, S.A. Institution of Engineers, Australia Metal Trades Industry Association of Australia University of New South Wales Victorian WorkCover Authority, Health and Safety Division WorkCover, N.S.W. Work Health Authority, N.T. Workplace Standards Authority, Tas. WorkSafe, W.A.

Keeping Standards up-to-date

Standards are living documents which reflect progress in science, technology and systems. To maintain their currency, all Standards are periodically reviewed, and new editions are published. Between editions, amendments may be issued. Standards may also be withdrawn. It is important that readers assure themselves they are using a current Standard, which should include any amendments which may have been published since the Standard was purchased.

Detailed information about Standards can be found by visiting the Standards Australia web site at www.standards.com.au and looking up the relevant Standard in the on-line catalogue.

Alternatively, the printed Catalogue provides information current at 1 January each year, and the monthly magazine, The Australian Standard, has a full listing of revisions and amendments published each month.

We also welcome suggestions for improvement in our Standards, and especially encourage readers to notify us immediately of any apparent inaccuracies or ambiguities. Contact us via email at [email protected], or write to the Chief Executive, Standards Australia International Ltd, GPO Box 5420, Sydney, NSW 2001.

This Standard was issued in draft form for comment as DR 97405.

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http://www.standards.com.au

AS 1418.18—2001

(Incorporating Amendment Nos 1 and 2)

Australian Standard™

Cranes, hoists and winches Part 18: Crane runways and monorails

First published as AS 1418.18—2001. Reissued incorporating Amendment No. 1 (March 2003). Reissued incorporating Amendment No. 2 (November 2003).

COPYRIGHT

© Standards Australia International

All rights are reserved. No part of this work may be reproduced or copied in any form or by any means, electronic or mechanical, including photocopying, without the written permission of the publisher.

Published by Standards Australia International Ltd GPO Box 5420, Sydney, NSW 2001, Australia

ISBN 0 7337 3725 0

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AS 1418.18—2001

2

PREFACE

This Standard was prepared by the Joint Standards Australia/Standards New Zealand

Committee ME-005, Cranes.

This Standard incorporates Amendment No. 1 (March 2003) and Amendment No. 2

(November 2003). The changes required by the Amendment are indicated in the text by a

marginal bar and amendment number against the clause, note, table, figure or part thereof

affected.

This Standard is a result of a consensus among representatives on the Joint Committee to

produce it as an Australian Standard.

Runway girders are the subject of much debate relating to their method of design, as some

people regard them as a part of the building structure that houses and supports the crane and

others regard them as an integral part of the crane. This Standard allows for the design of

runway girders by either limit states or permissible stress methods to allow their design by

those engineers who favour either method. However, in choosing to design the runway

girders by one method, the designer must use that exclusively throughout the design.

This Standard has been introduced in recognition that there is currently little guidance given

to aid designers in designing runway girders. It is intended that the Standard will give

direction on the correct implementation of the appropriate structural design Standards with

a view to producing a uniform design method for crane runways and monorails.

The term ‘normative’ has been used in this Standard to define the application of the

appendix to which it applies. A ‘normative’ appendix is an integral part of a Standard.

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AS 1418.18—2001

3

CONTENTS

Page

SECTION 1 SCOPE AND GENERAL

1.1 SCOPE AND APPLICATION..................................................................................... 5

1.2 NEW DESIGNS AND INNOVATIONS ..................................................................... 5

1.3 INTERPRETATIONS.................................................................................................. 5

1.4 REFERENCED DOCUMENTS................................................................................... 5

1.5 DEFINITIONS............................................................................................................. 6

SECTION 2 MATERIALS

2.1 YIELD STRESS AND TENSILE STRENGTH........................................................... 8

2.2 ACCEPTANCE OF STEEL......................................................................................... 8

2.3 UNIDENTIFIED STEEL............................................................................................. 8

2.4 WELDS AND WELD CATEGORIES......................................................................... 8

2.5 LAMELLAR INCLUSIONS........................................................................................ 8

SECTION 3 CLASSIFICATION OF RUNWAY GIRDERS

3.1 SCOPE OF SECTION ................................................................................................. 9

3.2 CLASSIFICATION OF CRANE RUNWAYS............................................................. 9

3.3 UTILIZATION CLASS ............................................................................................... 9

3.4 LOCAL UTILIZATION CLASS ................................................................................. 9

SECTION 4 LOADS AND LOAD COMBINATIONS

4.1 SCOPE OF SECTION ............................................................................................... 10

4.2 CATEGORIZATION OF CRANE LOADS............................................................... 10

4.3 DETERMINATION OF LOADS............................................................................... 10

4.4 LOAD COMBINATIONS ......................................................................................... 11

SECTION 5 DESIGN OF RUNWAY GIRDERS

5.1 GENERAL................................................................................................................. 13

5.2 FORMS OF CONSTRUCTION................................................................................. 13

5.3 APPLICATION OF CRANE LOADS ....................................................................... 14

5.4 METHODS OF ANALYSIS...................................................................................... 15

5.5 VERIFICATION OF STRENGTH ADEQUACY...................................................... 15

5.6 METHOD OF DESIGN ............................................................................................. 16

5.7 DETAIL DESIGN OF GIRDER WEBS AND FLANGES......................................... 17

5.8 GIRDER SUPPORT .................................................................................................. 24

5.9 BOX GIRDERS AND COMPOUND GIRDERS....................................................... 24

5.10 LATTICED RUNWAY GIRDERS............................................................................ 25

5.11 END BUFFER STOPS .............................................................................................. 25

5.12 MONORAIL BEAMS................................................................................................ 26

5.13 SERVICEABILITY ................................................................................................... 29

SECTION 6 VERIFICATION OF FATIGUE LIFE

6.1 GENERAL................................................................................................................. 31

6.2 FATIGUE STRENGTH............................................................................................. 32

6.3 METHOD OF VERIFICATION ................................................................................ 33

6.4 LATTICED STRUCTURES ...................................................................................... 33

6.5 LOCAL AREAS ........................................................................................................ 33

SECTION 7 CRANE RAIL AND RAIL ACCESSORIES ..................................................... 34 Acc

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AS 1418.18—2001

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Page

SECTION 8 FABRICATION AND ERECTION

8.1 GENERAL................................................................................................................. 35

8.2 TOLERANCES.......................................................................................................... 35

8.3 CAMBERING ........................................................................................................... 35

SECTION 9 INSPECTION AND MAINTENANCE

9.1 GENERAL................................................................................................................. 36

9.2 SCOPE OF INSPECTION ......................................................................................... 36

9.3 FREQUENCY OF INSPECTIONS............................................................................ 36

9.4 REPAIRS................................................................................................................... 36

APPENDICES

A DESIGN INFORMATION REQUIRED.................................................................... 38

B INTERIM CRITERIA IN ABSENCE OF CRANE DATA ........................................ 40

C DETERMINATION OF TORSION........................................................................... 42

D HORIZONTAL LOADINGS APPLIED TO LIGHT DUTY RUNWAYS................. 44

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AS 1418.18—2001

www.standards.com.au © Standards Australia

5

STANDARDS AUSTRALIA

Australian Standard

Cranes, hoists and winches

Part 18: Crane runways and monorails

S E C T I O N 1 S C O P E A N D G E N E R A L

1.1 SCOPE AND APPLICATION

1.1.1 Scope

This Standard specifies the general requirements for runway girders and monorails

constructed of structural steel.

Deflection limits and construction tolerances for structures supporting the runway girders

are also covered by this Standard.

A distinction is made between light duty and heavy duty runways.

NOTE: See Clause 1.5.4 for a definition of heavy duty runways and Clause 1.5.7 for a definition

of light duty runways.

1.1.2 Application

Loads and load combinations shall be determined in accordance with the requirements of

AS 1418.1 with the additions specified herein.

Where this Standard indicates that specific requirements apply to heavy duty runways, such

requirements may be omitted from the design considerations of light duty runways. Where

no distinction is specified, the requirement applies to both heavy and light duty runways.

Requirements specified for application to light duty runways shall not be used in the design

of heavy duty runways.

1.2 NEW DESIGNS AND INNOVATIONS

Any novel materials, designs and procedures that do not comply with the specific

requirement of this Standard, or are not mentioned in it, are not necessarily prohibited

provided the designer can demonstrate that generally accepted methods and procedures or

well-documented research results have been employed.

1.3 INTERPRETATIONS

Questions concerning the meaning, the application, or the effect of any part of this Standard

may be referred to the Standards Australia Crane Committee. The authority of the

Committee is limited to matters of interpretations and precludes the dispute adjudication.

1.4 REFERENCED DOCUMENTS

The following documents are referenced in this Standard:

AS

1085 Railway permanent way material

1085.1 Part 1: Steel rails

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AS 1418.18—2001

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6

AS

1170 Minimum design loads on structures

1170.2 Part 2: Wind loads

1170.3 Part 3: Snow loads

1170.4 Part 4: Earthquake loads

1391 Methods for tensile testing of metals

1418 Cranes (including hoists and winches)

1418.1 Part 1: General requirements

1418.3 Part 3: Bridge, gantry and portal cranes (including container cranes)

1418.4 Part 4: Tower cranes

1710 Non-destructive testing — Ultrasonic testing of carbon and low alloy steel plate—

Test method and quality classification

2549 Cranes (including hoists and winches)—Glossary of terms

2865 Safe working in a confined space

3990 Mechanical equipment—Steelwork

4100 Steel structures

AS/NZS

1554 Structural steel welding code

1554.1 Part 1: Welding of steel structures

1554.5 Part 5: Welding of steel structures subject to high levels of fatigue loading

1.5 DEFINITIONS

For the purpose of this Standard, the definitions given in AS 2549 and those below apply.

1.5.1 Dynamic multiplier

The ratio of the peak dynamic load to the static load.

1.5.2 End buffer stops

Elements at the ends of the runway designed to receive impact from the crane structure and

to transmit it to the crane runway.

1.5.3 Global stress cycles

Stress cycles for the crane runway as a whole.

1.5.4 Heavy duty runway

A runway comprised of a single rolled section or multiple sections with structure Class S9

or higher or a runway comprising a fabricated beam, such as a welded beam or welded

column, with structure Class S8 or higher.

1.5.5 Inertial forces

Forces induced in the crane runway structure by acceleration (or deceleration) of the crane

and hoist(s).

1.5.6 Lateral torsional buckling

The tendency of a girder to twist and displace laterally when carrying vertical loads.

1.5.7 Light duty runway

A runway comprised of a single rolled section or multiple sections with structure class up to

and including S8 or a runway comprising a fabricated beam, such as a welded beam or

column, with structure class up to and including S7.

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AS 1418.18—2001


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1.5.8 Local stress cycles

Stress cycles induced in localized elements such as a top flange.

1.5.9 Monorail beam

A beam designed to support hoists or other device rolling directly on its bottom flange. For

the purpose of this Standard, the term ‘runway girder’ applies to monorail beams unless

specifically stated otherwise.

1.5.10 Oblique travelling forces

Forces induced by the contact of wheel flanges or guiding rollers with the crane rail when

the crane is travelling obliquely. The method of determination of these forces is given in

AS 1418.1.

1.5.11 Rail fixing

Clamps or other restraining elements preventing the crane rail from lateral displacement

relative to the supporting girder.

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AS 1418.18—2001


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S E C T I O N 2 M A T E R I A L S

2.1 YIELD STRESS AND TENSILE STRENGTH

The yield stress and tensile strength of plates and sections used in the design of crane

runways shall not exceed those given in AS 4100.

2.2 ACCEPTANCE OF STEEL

Certified mill test reports or test certificates issued by the mill shall constitute sufficient

evidence of compliance with this Standard, unless otherwise specified in the purchase

documents.

2.3 UNIDENTIFIED STEEL

Where unidentified steel is used, it shall be free from surface imperfections, and shall be

used only where the particular physical properties of the steel and its weldability will not

adversely affect the strength and serviceability of the crane runway. Unless a full test in

accordance with AS 1391 is made, the yield stress of the steel used in design (fy) shall be

taken as not exceeding 240 MPa, and the tensile strength used in design (fu) shall be taken

as not exceeding 380 MPa.

2.4 WELDS AND WELD CATEGORIES

All welding consumables and the metal deposited by welding shall comply with

AS/NZS 1554.1.

2.5 LAMELLAR INCLUSIONS

Flange plates used in the design of new heavy duty runways shall be inspected for the

absence of lamellar inclusions. The flange plates shall be rejected if inclusions exceed

level 2 as defined in AS 1710.

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AS 1418.18—2001


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S E C T I O N 3 C L A S S I F I C A T I O N O F R U N W A Y

G I R D E R S

3.1 SCOPE OF SECTION

This Section sets out the method of classification for runway girders and monorails.

NOTE: It is recognized that different parts of the crane girder in the runway are subject to

different load conditions and may be classified accordingly.

3.2 CLASSIFICATION OF CRANE RUNWAYS

The principles of the crane classification system that are set out in Section 2 of AS 1418.1

shall also apply to the runway girders, except where otherwise specified by this Standard.

3.3 UTILIZATION CLASS

The method of determining the utilization class for global loading shall be in accordance

with AS 1418.1, except as varied in this Section. The number of loading cycles shall be

varied only if a crane utilization study has been performed and the results are presented in a

well documented form.

Where two or more cranes use the same runway, the number of global load cycles shall be

increased. In general, the load spectrum method shall be used to determine a new

classification of the runway structure.

Where two cranes use the same length of the runway system, and both cranes have the same

group classification, the class of runway structure (Sx) shall be increased by one increment

(e.g. from S5 to S6).

3.4 LOCAL UTILIZATION CLASS

Local elements of the crane runway or a monorail undergo stress cycling with each passage

of the long-travelling wheels. Where a considerable number of long travels is envisaged, the

local number of cycles shall be obtained in accordance with Clause 6.5 unless it can be

shown by a well documented crane utilization study that a smaller number of cycles should

be expected.

Alternatively, a load spectrum method may be employed to compute the parameters

required for the determination of the runway’s local utilization class.

Where two or more cranes use the same runway system, the number of local load cycles

shall be increased. The load spectrum method shall be used to determine a new local

classification of the runway structure.

Where two cranes use the same length of the runway, and both cranes have the same group

classification, the class of runway structure (Sx) shall be increased by one increment (e.g.

from S7 to S8).

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AS 1418.18—2001


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S E C T I O N 4 L O A D S A N D L O A D

C O M B I N A T I O N S

4.1 SCOPE OF SECTION

This Section sets out the requirements for the determination of loads and load combinations

for the design of runway girders, monorail beams and support structures.

4.2 CATEGORIZATION OF CRANE LOADS

Loads from cranes shall be categorized in accordance with AS 1418.1. The additional load

type below shall be included.

Load Type 1A

Dead loads attributed to the crane runway including weight of rails and rail fastenings,

power conductors, walkways and other elements permanently fixed to the girder.

4.3 DETERMINATION OF LOADS

Unless otherwise specified herein, the loads on monorail beams from underslung cranes

shall be determined in the same way as specified for loads from top-mounted cranes.

Specific data on wheel reactions and other parameters required by AS 1418.1 and

AS 1418.3 or AS 1418.4, as applicable, shall be obtained from the crane manufacturer

wherever possible.

The information that shall be supplied by the crane manufacturer is given in Appendix A.

Table 4.3 lists the main load types applicable to runway girders and monorail beams. Where

crane manufacturer’s data is not available at the time of designing the crane runway.

NOTES:

1 The designer may use the guidance given in Appendix B, provided that design verification

for the runway is carried out upon receipt of the crane manufacturer’s data.

2 Guidance is given in AS 1170.4 on earthquake loads.

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AS 1418.18—2001


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TABLE 4.3

LOAD TYPES APPLICABLE TO RUNWAY GIRDERS

Load group Load type Description Method of determination

Principal 1A D.L. of runway By computation with dynamic

multiplier being neglected.

1 D.L. of crane From wheel reactions due to D.L. of

crane bridge and trolley

2 Hoisted load From maximum wheel reactions due

to hoisted load

3 Acceleration Long travel: AS 1418.1

Cross travel: AS 1418.1

4 Displacement By analysis of the interaction

between the structure and the crane

Additional 5 In-service wind As determined by AS 1170.2

6 Snow and ice As determined by AS 1170.3

7 Temperature By analysis

8 Oblique travel* AS 1418.1

Special 9 to 17 For off vertical lifting, out of service wind load, buffer impact and

other rarely occurring loads refer to AS 1418.1

* Not applicable to monorail beams.

4.4 LOAD COMBINATIONS

4.4.1 General

Loads shall be combined in accordance with AS 1418.1, except as varied herein. Load

Type 1A, dead load of crane runway, shall be included with the Type 1 loads.

4.4.2 Two or more cranes on the same runway

Notwithstanding the method of combining the loads given in AS 1418.1, where two or more

cranes are intended to be installed on the same runway, the exceptions shown in the

Table 4.4.2. for the load combinations shall apply.

The wheel loads shall be positioned such that the most unfavourable loading is obtained in

the section being considered. The dynamic factors φ1 and φ2 for the highest capacity crane

shall be in accordance with AS 1418.1. These dynamic factors may be reduced to 1.0 for

other cranes.

TABLE 4.4.2

PERMITTED EXCEPTIONS TO LOAD COMBINATIONS

Crane operation Variation to the load combination

Two cranes in tandem Load Type 8 shall be applied only to the crane that gives

the most unfavourable result for the crane runway.

Cranes at random Load Types 3, 4, 8 to 12 shall be applied only to the crane

that gives the most unfavourable result for the crane

runway.

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AS 1418.18—2001


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4.4.3 Multiple bays

In the design of the supporting structure, e.g. columns and frames, where several parallel

crane bays are in operation, the loads of Types 3 and 8 to 13 shall be applied to the crane

that produces the most unfavourable results in the runway girder and the supporting

structure.

4.4.4 Application of load combinations

The application of the load combinations for a runway beam can be illustrated as—

(a) permissible stress method: Σ (dynamic multiplier × nominal load); or

(b) limit states design: Σ (dynamic multiplier × nominal load × load factor),

where the load factor used in the limit states design is as follows:

Hoisted load 1.50

Inertial loads 1.40

Dead loads 1.25

Limit states wind load 1.0

Earthquake load 1.0

All other loads 1.5

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AS 1418.18—2001


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S E C T I O N 5 D E S I G N O F R U N W A Y G I R D E R S

5.1 GENERAL

This Section sets out the requirements for structural design of runway girders and monorail

beams constructed of structural steel.

5.2 FORMS OF CONSTRUCTION

5.2.1 General

The runway girders may be designed as simply supported, continuous or cantilevered, as

illustrated in Figure 5.2.1.

NOTE: Where possible, designers should ensure that the full maintenance implications of continuous spans

are investigated and agreed with those responsible for operations and maintenance.

FIGURE 5.2.1 FORMS OF CONSTRUCTION

5.2.2 Simply supported girders

The girder span shall be taken as the distance between the points of application of the girder

reactions. The bending moments and shear forces shall be determined by a procedure that

allows the wheel load train to be positioned in a least favourable location that produces

maximum load effects (moments or shears) at a particular section.

5.2.3 Continuous girders

The girder span shall be taken to be equal to the distance between the girder bearings. The

bending moments and shear forces shall be determined by an elastic method of analysis.

The loads shall be taken at their maximum or minimum value, as necessary, to obtain the

least favourable load effects at any position on the girder. Loads in adjacent spans shall be

positioned to obtain the worst load effects.

Semi-continuous girders featuring pin connections at or near quarter points are not

recommended as maintenance problems are usually encountered in these details.

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AS 1418.18—2001


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5.2.4 Cantilevered girders

The span of the cantilever shall be taken to be the distance between the centre of the

bearing supports and the furthest possible location of the crane wheel at the free end. In

computing the deflection at the outward wheel on the cantilever, the rotation of the

structural members at the support shall be included.

5.3 APPLICATION OF CRANE LOADS

5.3.1 Placing the wheel train

In the computation of bending moments and shear forces, the wheel loads of one or more

cranes shall be positioned in order to produce the most unfavourable effects. Where two or

more cranes can traverse the runway girder span, the cranes shall be positioned as close as

the uncompressed buffers permit.

5.3.2 Point of application of loads

The point of application of the wheel loads shall be taken as follows:

(a) Vertical wheel load on heavy-duty I-section runway girders Consideration of this

eccentricity in the design of light duty runways may be omitted.

Vertical wheel loads in the design of heavy duty runways shall be assumed to be

applied at a minimum distance from the centre-line of the web of:

k

B+

L=e

TE

y1000

. . . 5.3.2

where

ey = design eccentricity in lateral sense, in millimetres

L = span of crane girder

BTE = effective railhead width as defined in AS 1418.1

k = 8 for flat with concave head or corner radii

OR

k = 4 for flat head rails

Figure 5.3.2 illustrates the definition of the dimensions. Where girders are designed

such that they can be laterally adjusted at supports by a suitable girder/column cap

connection, the 1000

L term in the above equation may be taken as

2000

L.

(b) Horizontal wheel loads on runway girders of top running cranes Horizontal wheel

loads shall be assumed to be applied at the top flange of the runway beam for light

duty runways.

Horizontal wheel loads shall be assumed to be applied at the top of the crane rail for

heavy duty runways.

(c) Horizontal wheel loads on monorail runways The horizontal wheel loads shall be

applied at the top surface of the bottom flange.

5.3.3 Torsion

The torsional effects of the above wheel eccentricities shall be taken into account in the

design of heavy duty crane runways. Such effects may be excluded from the design of light

duty crane runways. The effects of Clauses 5.3.2(a) and 5.3.2(b) shall be added to obtain

the maximum torque.

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AS 1418.18—2001


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5.4 METHODS OF ANALYSIS

Structural analysis of the crane runway structure as a whole shall be carried out using a

linear elastic method of analysis. Plastic analysis shall not be used for runway girders.

The crane runway may consist of single span girders or continuous girders and the analysis

shall be carried out accordingly.

The crane wheel loads shall be positioned to produce the least favourable load effects in the

section being considered. Particular care shall be taken in identifying the critical sections,

that is, the sections subject to the most unfavourable load effects. This may be

accomplished by moving the load train in increments not larger than 0.05 times the span

length.

NOTE: For end carriages with two equal wheel loads on a single span, and only one crane in

the bay, the maximum bending moment occurs under the wheel, which is offset from the

midspan by a distance equal to one-half the distance between that wheel and the resultant wheel

force, provided that both wheels stay within the girder span.

FIGURE 5.3.2 LOAD ECCENTRICITY

5.5 VERIFICATION OF STRENGTH ADEQUACY

Critical locations for strength verification shall be identified and shall include, but not

necessarily be limited to, the following:

(a) Girder sections at points of maximum moments (bending and torsional) and maximum

shear.

(b) Girder web and bearing stiffeners at supports.

(c) Girder web under a wheel load.

(d) Local areas of top flange and web directly loaded by the wheel reactions.

(e) Web stiffeners.

(f) Lateral restraints at supports.

(g) Locations in the girder subject to significant loads.

The designer shall check whether Section 6 requires fatigue effects to be considered.

Deflections in the vertical and horizontal planes shall be checked for their impact on

serviceability.

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5.6 METHOD OF DESIGN

5.6.1 General

The runway girder as a whole shall be designed to have adequate strength to resist bending,

shear, torsion and local effects. Interaction between global bending, shear, torsion and local

effects shall be included in the design process. Deflection shall also be taken into

consideration.

This Standard permits the use of either permissible stress method or the limit states method

of design, provided the chosen or nominated method of design is used throughout the design

process. This Section sets out special design provisions applicable to the runway girders.

The nominated structural design Standard may be either of the following:

(a) Permissible stress design The design method specified in AS 3990.

(b) Limit states design The design method specified in AS 4100.

The method of verification shall vary with the design method. In the permissible stress

design method the girder shall be deemed to have adequate strength if the permissible

stresses specified in AS 3990 are not exceeded in any part of the girder.

In the limit states design method the girder shall be deemed to have adequate strength if its

design capacity is equal to or exceeds the action effects under combined actions at all

points. AS 4100 specifies the method of verification required.

The intention of this Standard is that either AS 3990 or AS 4100 shall be used exclusively

except where specific requirements of this Standard take precedent.

5.6.2 Light duty runways

The procedure set out in this Clause may be used for the design of light duty runways. It is

assumed that each crane runway acts alone in resisting the external forces. The structural

verification should be carried out in accordance with the nominated Standard, AS 3990 or

AS 4100.

Lateral wheel loads are assumed to be applied at the top flange of the crane runway girder

and are assumed to be resisted by this top flange section alone. Lateral wheel loads also

produce a shear stress, which is to be assumed to be resisted only by the top flange section

of the crane runway. Torsional loading arising from rail eccentricity and from the action of

lateral loads may be neglected.

Crane runways shall be designed for structural adequacy under specified loads, and for

fatigue under repetitive loads as specified in Section 6.

The structural verification for combined actions shall include the combined effects of

vertical and lateral bending together with lateral and vertical shear. Structural verification

should be carried out in accordance with the nominated design Standard.

Acceleration and braking forces induce bending, compression or tension in the girder

section. The effects of axial loads shall be included in the above combined actions where

appropriate, in accordance with the nominated design Standard.

5.6.3 Heavy duty runways

Lateral wheel loads applied at the top of the crane rail and eccentric vertical wheel loads

cause torsion in the runway girder. The analysis for torsion should be suitable for the type

of crane girder section and for the size of the girder. For runway girders consisting of an

I-section with or without a ‘top hat’ section, it shall be deemed satisfactory to use the

‘twin beam’ method in which the torsional moment is replaced by a lateral couple, as set

out in Appendix C.

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AS 1418.18—2001


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Crane runways shall be designed for structural adequacy under specified loads, and for

fatigue under repetitive loads as specified in Section 6.

The structural verification for combined actions shall include the combined effects of

vertical bending, lateral bending and torsion. The structural verification should be carried

out in accordance with the nominated design Standard, AS 3990 or AS 4100.

Acceleration and braking forces induce bending, compression or tension in the girder

section. The effects of axial loads shall be included in the above combined actions where

appropriate, in accordance with the nominated design Standard.

5.6.4 Verification of lateral buckling capacity

The verification for the effects of lateral buckling shall be carried out in accordance with

the nominated Standard AS 3990 or AS 4100 for both heavy and light duty runways.

5.7 DETAIL DESIGN OF GIRDER WEBS AND FLANGES

5.7.1 General

This Clause gives general rules for local verification of adequacy of the compression flange

and the web of crane runways. The requirements for the bottom flanges and webs of

monorail beams are given in Clause 5.12. Requirements for light duty runways under

horizontal loading are given in Appendix D.

5.7.2 Top flange

5.7.2.1 General

The top flanges of crane runways shall be checked for—

(a) the effects of simultaneous action of global bending in the vertical and lateral planes;

and

(b) local transverse bending of the flange (see Clause 5.7.2.2).

The effects of Items (a) and (b) may be considered separately. The action in Item (b) may

be omitted from the analysis of light duty crane runways.

5.7.2.2 Local transverse bending of the compression flange

The main causes of transverse bending of the flange are the camber in the bottom rail

surface and the use of soft bedding under the rails. The evaluation of the local transverse

bending shall be as follows:

(a) Directly bedded rails (see Figure 5.7.2.2) Using the permissible stress method, the

transverse bending moment per unit length (M1) shall be calculated from the

following equation:

c

rbw

1

0.25 =

L

BNKM . . . 5.7.2.2(1)

where

K = relative rigidity constant defined as follows

= 3

i

3

rf

3

rf

tt

t

+

where

trf = thickness of the rail flange

ti = sum of the thicknesses of all plates making up the top flange of the

runway beam Acc

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AS 1418.18—2001


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Nw = the maximum wheel load with dynamic multipliers applied

Brb = the width of the rail bottom flange

Lc = 5Hr + 5Brb

where

Hr = rail height

Using the limit states method, the transverse bending moment per unit length (M1)

shall be calculated from the following equation:

c

rb

*

w*

1

0.25

L

BNK M = . . . 5.7.2.2(2)

(b) Soft bedded rails (see Figure 5.7.2.2) Soft (usually elastomeric) bedding under the

rail bottom flange is used for improved rail performance. Using the permissible stress

method, the transverse bending moment per unit length (M1) shall be calculated from

the following equation:

s

rbw

1

2510. =

L

BNKM . . . 5.7.2.2(3)

where

rbrs105 BHL +=

Using the limit states method, the transverse bending moment per unit length shall be

calculated from the following equation:

s

rb

*

w*

1

0.125

L

BNK = M . . . 5.7.2.2(4)

FIGURE 5.7.2.2 TRANSVERSE BENDING OF COMPRESSION FLANGE

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5.7.3 Girder web and stiffeners

5.7.3.1 General

In addition to the primary function of the girder web, the webs shall also provide

lateral/torsional support for the flange receiving the wheel loads (this will be the upper

flange for top-mounted runway girders and the bottom flange for the monorail beams).

Verification of intermediate stiffeners should include an axial force equal to half the wheel

load.

For monorail flanges refer to Clause 5.12.3.1.

5.7.3.2 Shear and bending moment interaction

The normal situation with runway girders is that relatively large shears occur together with

the maximum bending moments. Local bending stresses at web to flange junction is shown

in Figure 5.7.3.2.

FIGURE 5.7.3.2 LOCAL BENDING STRESSES AT WEB TO FLANGE JUNCTION

The interaction shall be verified as follows:

(a) Permissible stress method The interaction between shear and bending moment shall

be checked where

xallx0.75 > MM . . . 5.7.3.2(1)

The reduced shear force is given by:

−≤

xall

xyw

1.6 2.2 0.37) (

M

MfT d V . . . 5.7.3.2(2)

where

d = depth of the girder

fy = material yield stress

V = calculated shear force in the section

Mx = bending moment in the same section

Mxall = permissible bending moment

= 0.66 fy Zex

where

Zex = elastic modulus about the x-x axis

(b) Limit states method Verification by the limit states method should be carried out in

accordance with AS 4100. Acc

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5.7.3.3 Vertical loads on web

The stiff bearing length of the crane rail required for verification of adequacy of the flange-

to-web transition shall be computed on the basis that the length of rail contact with the

flange is equal to 2Hr. The rules of the nominated Standard shall be applied for verification

of the web capacity in bearing and buckling. The critical section is the web immediately

below the compression flange. The rail load may be deemed to be distributed uniformly

along a length of web Lwx as follows:

)+(5+ 2=rfrwxtTHL × . . 5.7.3.3(1)

where

tr = root radius or fillet weld size.

The effect of an interaction between the global bending and the local transverse loads shall

be verified as follows:

(a) Permissible stress design The web shall be checked by the ‘equivalent stress’

inequality, as follows:

( ) y2

zx2z

2x 66.03 f≤+−+ τσσσσ . . 5.7.3.3(2)

where

σx = the calculated global stress in the top flange

σz = the bearing stress

=

wx

w

TL

N

w×

. . . 5.7.3.3(3)

where

Lwx = effective length as defined above

Tw = thickness of web being considered

τ =

wdT

V= τ

. . . 5.7.3.3(4)

V = the shear force at the position of the wheel giving the maximum bending

moment

(b) Limit states design The following inequality shall be satisfied:

1.0+

x

*x

2

ywwx

*w

2

≤

bM

M

fTL

N

φφ . . . 5.7.3.3(5)

where

Mx* = the applied factored bending moment

Mbx = is the moment capacity

5.7.3.4 Local torsion

Vertical wheel loads shall be assumed to act eccentrically with respect to the girder web

midplane when designing heavy duty runways. Local torsional effects may be omitted in the

analysis of light duty crane runways.

The main reasons for the eccentricity are as follows:

(a) The wheel contact area is not central on the centre-line of the railhead, as a result of

uneven wear or deviation from proper geometry.

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AS 1418.18—2001


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(b) The rail web is not in the plane of the girder web, as a result of misalignment of the

girder and the rail.

A nominal local eccentricity of the vertical wheel loads as given in Clause 5.3.2 shall be

assumed in the design. Lateral wheel loads cause twisting of the flange and consequent

bending of the web.

The preferable method of analysis of the whole top flange region is by a finite element

method using a sufficiently fine grid. In the absence of such an analysis, the following

simple method shall be deemed to be satisfactory:

(c) The torsional moment (Mtw) is given by the following equation:

)+( + = fryywtw THNeNM . . . 5.7.3.4(1)

where

Nw = vertical wheel load

ey = rail eccentricity (see Clause 5.3.2)

Ny = lateral wheel load

Hr = rail height

Tf = flange thickness

The local torsional moment is resisted by the rail, the top flange and bending of the

web plate. It is important to note that Equation 5.7.3.4(1) above results in an upper

bound conservative figure for this torsional moment. The extent of runway girder

rotation may be physically restricted by the presence of crane wheel flanges or similar

crane guiding elements. In such cases, the moment, as calculated above, may be

correspondingly reduced to account for this restriction.

Using the permissible stress method, the bending moment per unit length of the web

may be approximated by:

t

twe

1 =

L

McM . . . 5.7.3.4(2)

Using the limit states method, M1 becomes M1* and Mtw becomes Mtw

*.

where

ce = the contribution coefficient:

)+(=

rfw

w

eSS

Sc

. . . 5.7.3.4(3)

( )frrbt

5 THBL ++= . . . 5.7.3.4(4)

where

:webunstiffedtheofstiffnessflexuralnominalthew

=S

w

3

ww

25.0092.0=

d

LETS . . . 5.7.3.4(5)

:flangetheandrailtheofstiffnesstorsionalnominaltherf

=S

( )L

GJJS

0.5=

rf

rf

+ . . . 5.7.3.4(6)

A1

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AS 1418.18—2001


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where

L = the span of the girder

dw = the web depth

G = 80 000 MPa

Jr = the torsion constant of the rail

Jf = the torsion constant of the top flange including the top hat

section, if present

Where web stiffeners are used, the value of ce shall be reduced by 30% on account of the

beneficial effect of web stiffeners. Types of intermediate web stiffeners are shown in

Figure 5.7.3.4.

Where the wheels are spaced at less than 0.5L, the local torsional moment shall be doubled.

The contribution coefficient for box sections shall be calculated on the basis that—

L.b

T

d

TE.= 15008330S

f

3

f

w

3

w

w

+ . . . 5.7.3.4(7)

where

Tw = the web thickness

Tf = the top flange thickness

dw = the web depth

bf = the width of flange

The verification of structural adequacy of the web shall be carried out in accordance with

the requirements of the nominated design Standard, AS 3990 or AS 4100. The effect of

combined actions stemming from vertical load and bending moment in the web shall be

evaluated.

5.7.3.5 Web buckling under vertical loads

The web shall be checked for combined effects of vertical patch loading as follows:

(a) Using the permissible stress method, the limiting patch load for a stiffened web panel

shall be as follows

wpwNN ≤ . . . 5.7.3.5(1)

where

Nw = the maximum wheel load

Nwp = the permissible patch load for a stiffened web panel

w

3w

wwp 45.0d

TEkN =

. . . 5.7.3.5(2)

where

kw is a buckling coefficient given in Table 5.7.3.5

where, in Table 5.7.3.5

Lp = patch length = 2Hr + 5Tf

dw = web depth

Ls = spacing of stiffeners

(b) The procedure for verifying the patch loading buckling capacity of the web panel

using the ultimate strength method shall be as detailed in AS 4100.

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TABLE 5.7.3.5

VALUES OF THE BUCKLING COEFFICIENT (kw)

Ratio Lp/Ls Ratio Lp/dw

0.5 0.25 0.10

0.5 to 0.8 4.7 4.1 3.9

1.0 4.0 3.5 3.3

1.5 3.1 2.9 2.7

2.0 2.7 2.5 2.4

≥ 4.0 2.3 2.1 1.9

FIGURE 5.7.3.4 TYPES OF INTERMEDIATE WEB STIFFENERS

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5.8 GIRDER SUPPORT

Girder supports shall be designed to transmit girder end reactions under the least favourable

loading condition to the supporting structure. Girder bearings shall be detailed for a direct

transfer of forces to the building columns or brackets. Sliding bearings shall be provided

with a wear plate to avoid damage to the bracket. Longitudinally fixed bearings shall be

adequately detailed so that all longitudinal loads acting on the crane runway will be

transmitted to the column or bracket.

Free-floating bearings may be used between the fixed bearings at the braced bays. These

bearings rely on the coupling between the girders and should have provision for a small gap

between the shear keys so that the column or a bracket is kept in register with the centre-

line of the bearing.

Lateral restraining members required to resist lateral forces shall be designed so that

longitudinal displacement of the top flange is not hindered whilst the lateral forces are

safely transmitted to the column. Fatigue verification of the lateral restraints shall be

carried out where provision for movement is not allowed.

Wherever possible, the bearings and lateral restraints should permit the lateral adjustment

of the crane girders to keep the girder aligned with the crane rail.

At expansion joints, double columns should preferably be used. Any other means of support

should be very carefully detailed to avoid problems in service.

5.9 BOX GIRDERS AND COMPOUND GIRDERS

5.9.1 Box girders

The girder cross-sectional dimensions for cranes of structural class S8 and higher should be

large enough to permit periodical internal inspection of welds. Full diaphragm plates shall

not be used. Where manholes are provided to allow internal access, they shall be designed

in accordance with AS 2865.

Figure 5.9.1 shows the typical cross-sections.

The torsional analysis of the box girder shall be carried out by a finite element method or

by another method capable of predicting the internal load effects with sufficient accuracy.

FIGURE 5.9.1 BOX GIRDER TYPES

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5.9.2 Compound girder

Runway girders are sometimes configured to incorporate a surge girder and an outrigger

girder. The surge girder generally consists of the upper part of the crane runways, a surge

plate and the outrigger girder (see Figure 5.9.2(a)). The surge girder shall resist the lateral

forces and the outrigger girder or truss shall support the surge plate. The bottom flange of

the runway girder may be braced against the top outer corner.

The girder may be designed for lateral forces to be resisted by the surge girder or the upper

part of the crane girder (e.g. top flange) with vertical forces being resisted by the main

girder. If this design method is followed, the top flange of the main girder shall be designed

to take into account the actions of both the lateral and vertical loads.

FIGURE 5.9.2 COMPOUND GIRDER TYPES

Top hat sections require special care with regard to the welded joint between the channel

web and the top flange. Good access to welding requires that the angle of the electrode as

shown in Figure 5.9.2(b) shall not be less than 30°. Fillet welds shall be continuous equal-

sided fillets, except where fatigue and corrosion are not a design problem.

5.10 LATTICED RUNWAY GIRDERS

Girders in the form of trusses shall not be used for cranes having structural class S5 and

higher. The structural analysis shall be performed on the basis that the node connections are

rigid, that is, the members are subject to axial forces and bending moments. Where tubular

members are used, their connections shall be verified using a rational method of stress

analysis, such as the finite element method. Typical lattice girder details are shown in

Figure 5.10.

5.11 END BUFFER STOPS

End stops are required to ensure cranes remain on the crane runway and to provide a

mechanism for transferring crane impact forces into the bracing of the supporting structure,

or crane runway system.

A gap shall be provided between the end of the rail and the face of the end stop to allow for

thermal rail movement. The height of the end stop shall match the height of the crane

buffer. End stops and buffers shall be placed on the rail centre-line. End stops and buffers

shall be positioned to ensure that adequate structural clearance is available when buffers are

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AS 1418.18—2001


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fully compressed. Where two buffers could collide with each other, adequate clearance is

required for both buffers to be fully compressed.

End stop impact forces shall be accommodated in the design of longitudinal bracing of the

building structure or the crane runway system, or both.

FIGURE 5.10 LATTICE GIRDER DETAILS

5.12 MONORAIL BEAMS

5.12.1 Types of monorail beams

Monorail beams used for underslung cranes may be arranged as simple span I-sections or

preferably as continuous girders. Curved monorail beams are sometimes dictated by the

process. Types of monorail beam splices are shown in Figure 5.12.1.

FIGURE 5.12.1 MONORAIL BEAM SPLICES

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5.12.2 Global design

Design of a monorail beam as a whole follows the same principles as for runway girders

and they shall therefore be designed in accordance with Clause 5.6. Curved monorails shall

be designed in accordance with Clause 5.12.5.

5.12.3 Design of local elements

5.12.3.1 Flange thickness

Only the permissible stress procedure is specified. The thickness of flanges (Tf) that act as

wheel tracks shall be not less than the value calculated by the following equation (which is

based on longitudinal bending strength of the flange beneath the load application points):

−

by

W

F

F

2/1

Lf 1.1

600 + 2400

= ff

NB

C

KT . . . 5.12.3.1

where

Tf = minimum required flange thickness, in millimetres

KL = load position factor

= 1.0 where the wheels are unable to approach within a distance equivalent to

2BF + D from the end of the beam

= 1.3 where the wheels are able to approach within a distance equivalent to

2BF + D from the end of the beam where the flange is not supported at the end

(e.g. by a closing plate)

= 1.0 where the wheels are able to approach within a distance BF + D from end of

the beam where the flange is supported at the end

CF = the distance between the vertical line of action of the wheel load and the line of

action of the support beam single or outer web, in millimetres

(see Figure 5.12.3.1)

NW = maximum dynamically factored wheel load, in kilonewtons

BF = the distance between the centre-line (or line of web action for fillet welded box

beam) of the beam web and the outside edge of the flange in millimetres (see

Figure 5.12.3.1)

fy = yield stress of beam material, in megapascals

fb = factored longitudinal bending stress in the beam, in megapascals

Where the beam is supported within a distance from the end of the beam, less than BF + D

(see Clause 5.12.3.2), the supported flanges should be not less than 1.3 Tf except where an

additional adjacent support is provided not less than BF + D from the end of the beam.

Flange stresses, at points of attachment to the supporting structure of the cantilevered

section of a monorail beam, shall be not greater than those specified by the working stress

design method as given in AS 3990, or else they shall comply with the requirements of

AS 4100.

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AS 1418.18—2001


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NOTE: A full penetration weld should be provided between the two bolted flanges to ensure adequate

stiffness is provided along the joint.

FIGURE 5.12.3.1 NOTATION—BF AND CF

5.12.3.2 Web thickness of single-web beam

The web thickness of a single-web monorail beam, Tw, shall be not less than the thickness

calculated by Equation 5.12.3.2, except where connected to the supporting structure by a

joint capable of permitting the beam to align itself to not less than 3° either side of the

vertical plane through the web.

y

W

FF

F

2/1

w 2

60+ 240 = f

N

B

D

B

CT . . . 5.12.3.2

where

Tw = web thickness, in millimetres

CF = the distance between the vertical line of action of the wheel load and the line of

action of the support beam single or outer web, in millimetres (see

Figure 5.12.3.1)

BF = the distance between the vertical line of action of the support beam single or

outer web and the outside edge of the flange, in millimetres (see

Figure 5.12.3.1)

D = depth of beam section, in millimetres

NW = maximum dynamically factored wheel load, in kilonewtons

fy = yield stress of beam material, in megapascals

NOTE: Torsional deflection between supports of a monorail maintains the applied loading in

a direction through the web of the beam; Clause 5.12.3.2 ensures that the web is of proper

strength at rigid supports to withstand the lateral loading that may be expected to occur in the

working condition.

5.12.4 Monorail supports

The monorails beams may be provided with bolted connections or pinned connections.

Allowance shall be made for the prying forces. In the absence of a rigorous analysis of the

prying forces, bolt force shall be increased by 30%.

Pipe sleeves shall be incorporated, wherever possible. Acc

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5.12.5 Curved monorail beams

Where the horizontal radius of the monorail is larger than twice the distance between the

girder supports, the designer may neglect to include the effect of curvature and design the

girder as if it was straight provided that the monorail extends without joints at least one

span on either side of the curved span. A curved monorail beam is shown in Figure 5.12.5.

In other cases, the curved monorail shall be analysed as a horizontally curved girder.

FIGURE 5.12.5 CURVED MONORAIL BEAM

5.12.6 Marking

Monorails shall be marked in a permanent manner with the following information:

(a) Number identifying the beam.

(b) Rated capacity.

Marking shall be of sufficient size to be legible from the working area below the beam.

When the rated capacity of a hoist is not matched to that of the beam, the hoist and the

beam shall be marked with the lesser-rated capacity, as appropriate.

5.13 SERVICEABILITY

Strict limits on vertical and lateral deflection shall be required to ensure proper service

performance of the crane. The following deflection limits at the level of serviceability loads

shall apply to runway girders and monorails:

(a) Vertical static deflection due to all dead loads and live loads without dynamic factors

applied shall not exceed the following:

005

L

for all runway girders.

(b) Lateral deflection of the top flange induced by inertial forces or off-vertical lifts shall

not exceed the following:

mm, 10 or 600

L

whichever is less.

where

L = the clear span of the crane runway.

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The columns and building frames supporting the runways shall be checked for deflections

in order to ensure good tracking behaviour of the cranes. Using the loads at serviceability

level, the maximum lateral deflection of the supports at the level of the crane rail shall not

exceed—

500

cH or 10 mm, whichever is less

where

Hc = the height of crane rail above footing

The calculated deflections shall take into account the rotation of the footings. Vertical

settlement of the footings due to serviceability loads shall not the exceed the lesser of

1000

L or 10 mm, whichever is less.

Deflections shall be calculated using dynamic multipliers φ1 = 1 and φ2 = 1.

In addition to the deflection limits detailed above, differential rail movement between

parallel runways shall be checked to ensure that they do not induce crane wheel flange

binding or loading of crane structures.

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S E C T I O N 6 V E R I F I C A T I O N O F F A T I G U E

L I F E

6.1 GENERAL

Verification of fatigue resistance of the runway girders shall be carried out for all girders

within structural Classes S4 to S8. The design life of the runway girders shall be a

minimum of 25 years. The load combinations for which the fatigue resistance shall be

verified are those involving frequently applied loads as defined in AS 1418.1. Since the

fatigue resistance depends on the stress range and detail category, the upper and the lower

limits of loads should be carefully examined. Equally important is the attention to detail

because the highest fatigue resistance can only be obtained with details that have the least

stress concentrations or notches.

The number of stress cycles for fatigue analysis of runway girders shall be determined from

the appropriate crane utilization class selected from Classes U1 to U9 from which a

structural class, from Classes S1 to S9, is derived as shown in Table 6.1(A). The structure

classification for the various combinations of class utilization and state of loading shall be

as given in Table 6.1(B). The number of uniform load cycles for fatigue verification is

given in Table 6.1(C).

Where materials handling operations are well defined and remain constant during the design

life, the number of stress cycles may be based on a rigorous statistical analysis. In a

particular situation with cranes operating uniformly over the full length of the bay, the

number of stress cycles may be reduced to 60% of those given in Table 6.1(C).

TABLE 6.1(A)

CLASS OF UTILIZATION OF STRUCTURES

Maximum number of

operating cycles

Class of

utilization Description of use

1.6 × 104 U0

3.2 × 104 U1

6.3 × 104 U2

1.25 × 104 U3

Infrequent use

2.5 × 105 U4 Fairly frequent use

5 × 105 U5 Frequent use

1 × 106 U6 Very frequent use

2 × 106 U7

4 × 106 U8

Continuous or near

continuous use

Greater than U9

4 × 106

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AS 1418.18—2001


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TABLE 6.1(B)

CLASSIFICATION OF RUNWAY STRUCTURE

1 2 3 4 5 6 7 8 9 10 11 12

Class of utilization

State of loading

Nominal

load

spectrum

factor

(Kp) U0 U1 U2 U3 U4 U5 U6 U7 U8 U9

Q1—Light 0.125 S1 S1 S1 S2 S3 S4 S5 S6 S7 S8

Q2—Moderate 0.25 S1 S1 S2 S3 S4 S5 S6 S7 S8 S8

Q3—Heavy 0.50 S1 S2 S3 S4 S5 S6 S7 S8 S8 S9

Q4—Very heavy 1.00 S2 S3 S4 S5 S6 S7 S8 S8 S9 S9

Load condition 0* 1† 2† 3† 4†

* Fatigue analysis not required.

† Corresponds to same loading condition in AS 3990.

NOTE: The solid lines in the Table group together the state of loading (Q) and the class of utilization (U)

which belong to the same loading condition.

TABLE 6.1(C)

LOAD CONDITION AND EQUIVALENT LOAD CYCLES

Number of equivalent cycles

Classification of

crane structure

Load condition

from AS 3990 For design by allowable

stress method (AS 3990)

For design by limit

states method

(AS 4100)

S1, S2, S3 Fatigue analysis

not required — —

S4, S5 1 > 20 000 ≤ 100 000 100 000

S6, S7 2 > 100 000 ≤ 500 000 500 000

S8 3 > 500 000 ≤ 2 000 000 2 000 000

S9 4 >2 000 000 5 000 000

6.2 FATIGUE STRENGTH

6.2.1 General

The runway structure shall be verified for fatigue strength under load combinations

involving frequently applied loads (Load Conditions 1, 2, 3 and 4), and for the service life

specified. The stress range should be based on one crane in the bay only. Where two cranes

operate in tandem, the stress range shall be based on both cranes.

The calculation of the stress range shall include the bending stresses due to eccentric

application of the wheel reaction and lateral wheel loads, e.g. trolley acceleration.

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6.2.2 Permissible stress design

Load conditions for fatigue design by AS 3990 are given in Table 6.1(C). Except where

otherwise permitted in Clause 6.1, the stress ranges shall be determined in accordance with

the appropriate load combinations.

Fatigue assessment shall be carried out in accordance with AS 3990.

6.2.3 Limit states design

The verification of fatigue strength shall be carried out in accordance with AS 4100. Unless

otherwise permitted by Clause 6.1, the equivalent number of load cycles to be used in the

design shall be as given in Table 6.1(C).

6.3 METHOD OF VERIFICATION

The method of verification shall comply with AS 3990 based on the permissible stress

method or AS 4100 based on the limit states method.

6.4 LATTICED STRUCTURES

The structural analysis of latticed structures shall be performed on the basis that the

members are rigidly connected at nodes, that is, the members are subject to axial forces and

bending moments. Where tubular members are used, their connections shall be verified

using a rational method of stress analysis, such as the finite element method.

6.5 LOCAL AREAS

The number of load cycles in the top region of the girder directly under the rail shall be

considered in the fatigue verification. The number of local stress cycles shall be calculated

as follows:

wgl nn= n . . . 6.5

where

nl = number of local cycles for design of top web region

ng = number of global cycles used in the design of the crane

nw = number of wheels in the end carriage

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S E C T I O N 7 C R A N E R A I L A N D R A I L

A C C E S S O R I E S

The crane runway rails should be regarded as an important part of the crane installation

because their proper selection and fixing influences the proper running of the crane(s).

Refer to AS 1418.1 for the procedure for selecting the appropriate size and right material

for the crane rail.

Rails may be spliced or continuous. Where bolted splices are used, they should be staggered

with respect to the two runways. The bolted joints should not coincide with the girder

splices. Continuous rails require welded butt splices using a specialized welding process

such as a narrow gap process or thermit welding.

Careful consideration should be given when selecting square bars welded directly to the top

flange of the runway beam, as these may not allow easy periodical alignment or

replacement as well as generating higher vertical stresses in the girder web.

The rail fixing clips shall be designed to provide a reliable lateral and uplift restraint to the

rail. In addition, the clips should provide means of adjusting the lateral wheel alignment

and re-railing from time to time, as the service condition dictates. With respect to the

longitudinal restraint to the rail, there are two methods: longitudinally fixed and floating.

The longitudinally fixed type is obtained by clamping the rail down onto the top flange so

as to prevent a situation where, during braking, the crane causes the rail to slide and thus

starts to travel obliquely. The floating type rail clips are used in conjunction with

proprietary soft bedding rail systems having sufficient friction resistance to avoid rail slip.

Railheads shall not be painted or greased, as crane traction would be reduced.

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S E C T I O N 8 F A B R I C A T I O N A N D E R E C T I O N

8.1 GENERAL

All fabrication and erection, including the requirements for workmanship on welding, shall

comply with AS 3990, which uses the working stress method or AS 4100, which uses the

limit states method.

8.2 TOLERANCES

The effects of the dimensional tolerances specified in this Section are deemed to be

included in the strength capacity computations. Where the specified tolerances are

exceeded, the erector shall notify the designer who shall assess the effects of variations

from the specified tolerances and specify remedial actions if found necessary. Rail

alignment tolerances shall be as specified in AS 1418.1.

The dimensional tolerances specified in AS 4100 shall be applicable in general except that

the tolerances below shall also apply.

Unless otherwise specified by the crane manufacturer, specific tolerances for local elements

shall be as follows:

(a) Level differences across the bay (±span of bay)/1000 or 10 mm, whichever is the

lesser (see Note 1).

(b) Level difference between opposite ends of a girder of (±girder span)/1000 or 10 mm,

whichever is the lesser.

NOTES:

1 This requirement may be varied only if the influence of the flange binding has been studied.

2 The most positive way of avoiding non-compliance is to allow for adjustment in position

and height of the crane runway girder bearings.

3 The above tolerances are deemed to be a limit of application of the rules given herein.

8.3 CAMBERING

Cambering may be used, provided that deflection effects are reduced.

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S E C T I O N 9 I N S P E C T I O N A N D

M A I N T E N A N C E

9.1 GENERAL

Runway girders, brackets, lateral restraints and rails require a program of periodic

inspection of welds and bolts to ensure continued service availability of the runway system

and its operation at full capacity. The inspection should be graduated so that with increasing

age of the runway system the inspections become more frequent.

9.2 SCOPE OF INSPECTION

The following should be identified:

(a) Potential problem areas which, because of their fatigue sensitivity, are prone to crack

initiation and propagation (see Figure 9.2). Special inspection requirements for such

areas should be specified by the designer, e.g. type of non-destructive test (visual,

magnetic particle and similar) and acceptance criteria.

(b) For elements subject to excessive wear or corrosion, a schedule for their planned

timely restoration or replacement should be established based on measured rates of

deterioration.

(c) The requirements for checking whether critical dimensions remain within specified or

acceptable tolerances should be established.

(d) For non-structural attachments, which do not appear on engineering drawings, welded

to structural elements of the runway system, engineering advice should be sought as

to whether these attachments are permitted.

9.3 FREQUENCY OF INSPECTIONS

The frequency of inspections is subject to variances in the extent of usage of the crane(s)

and engineering judgement. Generally, in the first 6 years of the runway life there should be

no problems. However, if a bad detail is present, then failure may occur very early on.

Initial inspection frequency should not be greater than 2 years. In later life, the frequency

may reduce to 12 or 6 months. This will be based on the accumulated data and inspection

records.

9.4 REPAIRS

Where appropriate, an engineering assessment of an inspection report should be carried out

to determine the course of action. This may lead to recommendations for additional

inspections or stress analysis. If repairs are required, expert advice on repair procedures

shall be obtained to avoid repeated maintenance.

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FIGURE 9.2 LOCATION OF CRITICAL AREAS

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APPENDIX A

DESIGN INFORMATION REQUIRED

(Normative)

The manufacturer of the crane shall provide all relevant data required for the design of the

runway girders.

The data set shall include, but not necessarily be limited to, the following:

(a) Crane classification.

(b) Design life structure.

(c) Lifting:

(i) Spectrum.

(ii) Number of lifts.

(iii) Hours of operation.

(d) Geometry:

(i) Crane span.

(ii) Hook approach distance of crab.

(iii) Number of crane wheels.

(iv) Horizontal distance between wheels.

(e) Loads—vertical:

(i) Self-weight crane.

(ii) Self-weight crab.

(iii) Rated capacity of all hoists present on crane.

(iv) Maximum static wheel loads.

(v) Maximum dynamic wheel loads computed for Load Combinations 1 to 4.

(f) Loads—lateral:

(i) Maximum lateral loads computed for load combinations 1 to 4.

(ii) Maximum loads due to oblique travelling.

(iii) Maximum loads for wind in service.

(iv) Maximum loads for wind out of service.

(v) Maximum dynamic wheel loads computed as an envelope of all combinations.

(g) Loads—longitudinal:

(i) Maximum braking forces.

(ii) Maximum load due to buffer impact.

(h) Crane:

(i) Drive mechanism (synchronized, independent).

(ii) Number of driven track wheels.

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AS 1418.18—2001


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(iv) Natural frequency of crane structure.

(v) Maximum clearance between wheel flange or guide roller and side of rail wheel

material.

(vi) Crane long travel velocity.

(vii) Crane long travel acceleration.

(viii) Crab cross travel velocity.

(ix) Crab cross travel acceleration.

(i) Hoist:

(i) Number of hoists.

(ii) Velocity.

(iii) Acceleration.

(j) Crane buffer:

(i) Type.

(ii) Height of the buffer above top of rail.

(iii) Maximum buffer collision force.

(k) Rail data:

(i) Weight.

(ii) Geometry.

(iii) Type of mounting.

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APPENDIX B

INTERIM CRITERIA IN ABSENCE OF CRANE DATA

(Informative)

B1 GENERAL

Subject to the requirements in Clause 4.3, the criteria set out in this Appendix may be used.

Every effort should be made to obtain relevant crane data before applying this Appendix.

Where relevant crane data is not known at the time of designing or verifying the runway,

the designer shall make explicit any assumptions that have been made and provide this

information to the client. When the crane to be supported by the runway becomes known,

an assessment of the compatibility of the runway and the crane shall be made and any

deficiencies shall be rectified before the crane is commissioned.

B2 OBLIQUE TRAVELLING FORCES

Oblique travelling forces shall be calculated in accordance with AS 1418.1. In the absence

of the crane manufacturer’s data on the type of crane drives and wheel flange-to-rail gaps,

the lateral wheel reactions due to oblique travel shall be taken as follows:

(a) Cranes with independent drive units and two wheels per end carriage A lateral load

equal to Ko times the maximum vertical static wheel load applied to one wheel in the

most unfavourable locations for the design actions under consideration.

(b) Cranes with independent drives and four wheels per end carriage A lateral load

equal to Ko times the maximum vertical static wheel load applied to each of the

leading (or trailing) pair of wheels and no lateral loads applied to the other pair of

wheels.

(c) Cranes with central drive system A lateral load equal to Ko times the maximum

static wheel load applied to each wheel in one end carriage.

Ko is the coefficient of frictional contact. The value of Ko is typically between 0.2 and 0.25.

Ko is influenced by the gap between the crane long travel wheel flanges and the wheelbase

of the crane; the larger the wheelbase and smaller the flange gap, the lower the value of Ko

Oblique travelling forces need not be applied to monorail beams carrying hoists. However,

they do apply to the monorail-type runways supporting underslung cranes.

No dynamic multipliers need be applied when calculating the lateral wheel loads.

B3 ACCELERATION

Inertia forces generated by accelerating or braking of the crab should be computed as per

AS 1418.1. If manufacturer’s data on the type of hoist and hoist mass is not available, the

inertia forces should be determined as follows:

(a) Long travel inertia loads 10% of the static load of each driven or braked wheel.

(b) Cross travel inertia loads The greater of 10% of the total crab weight and hoisted

load or 15% of the crab weight.

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AS 1418.18—2001


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B4 FORCES ON END BUFFER STOPS

Forces on end buffer stops shall be determined as specified in AS 1418.1. In the absence of

the vendor's information on buffer characteristics, the buffer force shall be determined

from—

Pb = cb × (sum of all wheel reactions for a crane without lifted load) where coefficient

cb is given in Table C4.

The stopping distance depends on the type of buffer. It shall not be less than 50 mm and not

more than 0.30 m. The buffer force so determined shall be used for the design of each

buffer and the supporting structure.

TABLE B4

COEFFICIENT cb USED TO DETERMINE BUFFER FORCE

Stopping distance

m Long travel velocity

m/s ≤≤≤≤ 0.10 0.20 ≥≥≥≥ 0.30

0.5 0.26 0.13 0.08

1.0 1.02 0.51 0.34

1.5 2.29 1.15 0.74

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APPENDIX C

DETERMINATION OF TORSION

(Normative)

C1 TORSION INDUCED BY CRANE LOADS

Torsion need only be considered in the design of heavy duty runways.

Lateral crane wheel reactions and eccentric application of vertical wheel reactions induces

torsion in the crane runway or monorail beam. When an advanced procedure is adopted, the

effects of torsion shall be determined by using an elastic torsional analysis or a finite

element method of analysis. The results of this analysis are used as follows:

(a) Elastic torsional analysis The warping torsion-induced shear forces in the flanges

and web shall be added to the shear forces due to loads applied at the shear centre.

(b) Finite element method The total shear flow force on the plate shall be determined by

adding plate element forces.

The plates shall be checked for shear capacity and plate buckling as specified in AS 4100.

The simplified procedure specified in this Paragraph shall be deemed to comply for runway

girders consisting of open sections such as I-sections and ‘top-hat’ sections. The torsional

moment due to lateral forces and eccentric vertical forces may be replaced by pairs of

lateral forces acting at the top and bottom flanges as indicated in Figure B1 and from

Equations C1(1) and C1(2):

FIGURE C1 TWIN-BEAM METHOD

( )h

eN

h

heNN

ywi +

xyi

1i

+= . . . C1(1)

h

eN

h

eNN

ywixyi

2i += . . . C1(2)

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AS 1418.18—2001


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where

N1i = design lateral load on top flange at wheel i

Nyi = total factored lateral force due to wheel i

ex = distance from the shear centre of the section to the top of the rail

ey = design eccentricity of vertical wheel reactions

Nwi = vertical wheel reaction due to wheel i

N2i = design lateral load on bottom flange at wheel i

h = vertical distance between centroids of flanges

Lateral bending moments due to forces N1i and N2i shall be determined in the normal way

and the resultant bending stresses combined with the bending moment due to vertical loads.

The simplified procedure shall also apply to crane beams carrying underslung cranes and

monorail beams except that the top and bottom flanges are interchanged.

In some cases, the maximum torsional moment experienced by the beam may be restricted

by the presence of crane wheel flanges or similar crane guiding elements. Where this is

known to be the case, then an allowance for this effect may be made.

Using permissible stress design method, the vertical and horizontal bending interaction

shall be verified as specified in AS 3990.

Where limit states method is used, the vertical and horizontal bending moments shall be

verified as specified in AS 4100 for combined action.

C2 LATERAL BUCKLING VERIFICATION PROCEDURES

The method of verification for lateral buckling shall be in accordance with the procedures

given in the nominated structural Standard. The limited interaction between the two

opposite runway girders may be taken into account by increasing the ry value by 20%.

When verifying the runway girders of underslung cranes with wheels running on the bottom

flange, the point of application of loads, unless exactly known, may be considered to be

200 mm below the bottom flange.

Monorail beams carrying monorail-type hoists shall be designed as isolated beams and the

point of application of the loads, unless exactly known, may be considered as being 200 mm

below the bottom flange.

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APPENDIX D

HORIZONTAL LOADINGS APPLIED TO LIGHT DUTY RUNWAYS

(Normative)

Gantry girders are often subject to horizontal loading applied at the level of the top flange.

This loading acts together with the vertical loading (see Figure D1).

FIGURE D1 HORIZONTAL LOADING

The vertical force generates a moment, which is considered to be resisted by the whole

gantry girder section. The vertical force also generates a shear force, which is considered to

be resisted by the universal beam section.

The horizontal force generates a moment, which is considered to be resisted by the top

flange only — comprising the channel section and the top flange of the universal beam.

At the top flange, the section shall be designed for a combined stress situation comprising —

(i) the stress due to bending caused by vertical forces;

(ii) the stress due to bending caused by horizontal forces; and

(iii) the shear stress due to horizontal forces.

The horizontal shear force (Ny) should be assumed to be resisted by the channel section

alone.

Light duty runway beams shall comply with the following rule:

1// bcybcybcxbcx ≤+ FfFf . . . D1

where

fbcx = the calculated compressive stress in the top flange due to vertical bending

caused by Nw

fbcy = the calculated compressive stress in the top flange to horizontal bending

caused by Ny

Fbcy = 0.66 FYc; FYc = yield stress of channel flange

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Fbcx = maximum permissible bending stress for compression flange, taken as the

lesser of:

0.66 FYc

or YcYc

1

1

Yc60.0but

256

12.072.0 FF

T

bF ≥

−

or c

bF

Where

c

bF =

Yc

c

bcYc

ob

Yc

Yc

c

ob

c

ob

Yc

c

ob

if50.095.0

if10.055.0

FFFF

F

FFFF

F

>

−

≤

−

b1 = distance of projection of the flange or plate beyond the web

c

obF = elastic buckling stress for compression flange

= c

xxc/ ZM

T1 = thickness of the flange of a section or of a plate in compression or the

aggregate thickness of plates

Mc = elastic buckling moment

c

xxZ = section modulus for top of channel of effective section about XX −

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46

AMENDMENT CONTROL SHEET

AS 1418.18—2001

Amendment No. 1 (2003)

CORRECTION

SUMMARY: This Amendment applies to the Title (cover, title page and page 5) and Clauses 1.1.1, 5.7.2.2 and

5.7.3.4.

Published on 10 March 2003.

Amendment No. 2 (2003)

CORRECTION

SUMMARY: This Amendment applies to Equations 5.7.3.4(5) and 5.7.3.4(7).

Published on 28 November 2003.

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47

NOTES

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48

NOTES

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site, or via on-line and CD ROM subscription services. For more information phone 1300 65 46 46 or

visit us at

www.standards.com.au

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GPO Box 5420 Sydney NSW 2001

Administration Phone (02) 8206 6000 Fax (02) 8206 6001 Email [email protected]

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Internet www.standards.com.au

ISBN 0 7337 3725 0 Printed in Australia

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as 1418.18-2001 cranes, hoists and winches - crane runways ... - crane… · cranes, hoists and...

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