cman CRANE MANUFACTURERS ASSOCIATION OF AMERICA, INC. ecko Bn Co ce ee Ceri) emu CMAA Specification #70, Revised 2004 Supersedes Specification #70, Revised 2000 (MM \ MATERIAL HANDLING MAA is an affiliate of The Material Handling Industry >. 7. x INDUSTRY of America division of Material Handling IndustryMAA SPECIFICATION NO. 70-2004 SPECIFICATIONS FOR TOP RUNNING BRIDGE AND GANTRY TYPE MULTIPLE GIRDER ELECTRIC OVERHEAD TRAVELING CRANES: INTRODUCTION ‘This Specification has been developed by the Crane Manufacturers Association of America, inc. (CMAA), an organization of leading electric overhead traveling crane manufacturers in the United States, for the purpose of, promoting standardization and providing a basis for equipment selection. The use of this Specification should riot limit the ingenulty of the individual manufacturer but should provide guidelines for technical procedure. {In addition to Specifications, the publication contains information which should be helpful to the purchasers and Users of eranes and to the engineering and architectural professions. While much of ths information must be of a general nature, the items listed may be checked with individual manufacturers and comparisons made leading to optimum selection of equipment. : ‘These Specifications consist of eight sections, as follows: c To-1 General Specifications 70-3 Structural Design i 70-4 Mechanical Design 70-5 Electrical Equipment 70-6 Inquiry Data Sheet and Speeds 707 Glossary 70-8 Index No part of these Specifications may be reproduced in any form without the prior written permission of CMAA, Copyright ©2004 by Crane Manufacturers Association of America, Inc. All rights reserved.DISCLAIMERS AND INDEMNITY CRANE MANUFACTURER'S ASSOCIATION OF AMERICA, INC. (CMAA) ‘The Crane Manufacturer's Association of America, nc. (CMAA) Is an independent incorporated rade association affiliated with The Material Handling Industry of America Division of Material Handling Industy (MH MATERIAL HANDLING INDUSTRY AND ITS MATERIAL HANDLING INDUSTRY OF AMERICA DIVISION (MH!) Mul provides CMAA with certsin services and speciicaly in connection with these Spectfications, arranges for their production end distribution. Nether MH its officers, rectors or employees have any othe participation in the development and preparation ofthe information contained in the Specifications. [Al inquiries conceming these Specifcatons should be directed in wilting tothe Chairman of the CMAA Enginesring Commitee, lo rane Manufacturer's Associaton of Americ, Inc, 8720 Red Oak Blvd, Sule 201, Chariotte, NC 28217, For a response to technical questions use the CMAA web site \[Link].orgipsciPSC_Products_Cranes_TechQuestions.cfm or ‘write directly tothe CMAA Engineering Committee at the above address, ‘SPECIFICATIONS. Users of these Specifications must rely on their own engineersidesigners or @ manufacturer representative to speciy or design ‘applications or uses. These Specifications are offered as information and guidelines which a user may or may not choose to adopt, ody or reject. Ifa user refers to, or otherwise employs, al or any partof these Specification, the user ie agreeing tothe following {terms of indemnity, warranty disclaimer, and cisclaimer of abil, The use of these Specifications is permissive and advisory only and not mandatary. Voluntary use is within the control and sere tion of the user and is not intended fo, and does not in any way limit the ingenuity, responsibilty or prerogative of individual ‘manufacturers to design or produce electric overhead traveling cranes which do not comply with these Specfications. CMAA has No legal authority to require or enforce compliance with these Speciicatons. These edvisory Specifications provide technical ‘guidelines forthe user fo specify his application, Following these Spectfeations does not assure his comlianee with applicable federal, state, and local laws or regulations and codes. These Specifications are not binding on any person and do nat have the ‘effect of law. (CMAA and MHI do not approve, rate, or endorse these Specifications. They do not take any position regarding any patent rights or ‘copyrights which could be asserted with regard to these Specifications and do not undertake to ensure enyone using these Speci- fications against fablity for infingement of any applicable Letters Patent, copyright labilty, nor ascume any such lisbilty, Users of these Specifications are expressly advised that determination ofthe valcly of any such copyrights, patent rights, and the risk of Infingoment of such rights is entirely their own responsibilty DISCLAIMERS AND INDEMNITY DISCLAIMER OF WARRANTY: CMAA AND MHI MAKE NO WARRANTS WHATSOEVER IN CONNECTION WITH THESE ‘SPECIFICATIONS. CMAA AND MHI SPECIFICALLY DISCLAIM ALL IMPLIED WARRANTIES OF MERCHANTABILITY OR OF FITNESS FOR PARTICULAR PURPOSE. NO WARRANTIES (EXPRESS, IMPLIED, OR STATUTORY) ARE MADE IN CONNEC- ‘TION WITH THESE SPECIFICATIONS. DISCLAIMER OF LIABILITY: BY REFERRING TO OR OTHERWISE EMPLOYING THESE SPECIFICATIONS USER SPECIFI- ALLY UNDERSTANDS AND AGREES THAT CMAA, MHI, THEIR OFFICERS, AGENTS AND EMPLOYEES SHALL NOT BE LIABLE IN TORT AND IN CONTRACT - WHETHER BASED ON WARRANTY, NEGLIGENCE, STRICT LIABILITY, OR ANY OTHER ‘THEORY OF LIABILITY - FOR ANY ACTION OR FAILURE TO ACT IN RESPECT TO THE DESIGN, ERECTION, INSTALLATION, MANUFACTURE, PREPARATION FOR SALE, SALE, CHARACTERISTICS, FEATURES, OR DELIVERY OF ANYTHING COV- ERED BY THESE SPECIFICATIONS. BY REFERRING TO, OR OTHERWISE EMPLOYING, THESE SPECIFICATIONS, IT IS ‘THE USER'S INTENT AND UNDERSTANDING TO ABSOLVE AND PROTECT CMAA, MHI, THEIR SUCCESSORS, ASSIGNS, OFFICERS, AGENTS, AND EMPLOYEES FROM ANY AND ALL TORT, CONTRACT, OR OTHER LIABILITY. INDEMNITY: BY REFERRING TO, OR OTHERWISE EMPLOYING, THESE SPECIFICATIONS, THE USER AGREES TO DEFEND, PROTECT. INDEMNIFY, AND HOLD CMAA, MHI, THEIR SUCCESSORS, ASSIGNS, OFFICERS, AGENTS, AND EMPLOYEES HARMLESS, FROM AND AGAINST ALL CLAIMS, LOSSES, EXPENSES, DAMAGES AND LIABILITIES, DIRECT, INCIDENTAL, OR CONSEQUENTIAL, ARISING FROM ACCEPTANCE OR USE OF THESE SPECIFICATIONS INCLUDING LOSS OF PROFITS AND REASONABLE ATTORNEY'S FEES, WHICH MAY ARISE OUT OF THE ACCEPTANCE OR USE OR ALLEGED USE OF THESE SPECIFICATIONS, IT BEING THE INTENT OF THIS PROVISION AND OF THE USER TO ABSOLVE AND PROTEGT CMAA, Mill, THEIR SUCCESSORS, ASSIGNS, OFFICERS, AGENTS, AND EMPLOYEES FROM ANY ‘AND ALL LOSS RELATING IN ANY WAY TO THESE SPECIFICATIONS INCLUDING THOSE RESULTING FROM THEIR OWN NEGLIGENCE, 2704 TABLE OF CONTENTS General Specifications 704 14 Scope 12 Building Design Considerations 43 Clearance 14 Runway 4.5 Runway Conductors 16 Rated Capacity 1.7 Design Stresses 48 — General 49 Painting 4.10 Assembly and Preparation for Shipment 414 Testing 1.42 Drawings 4.43 Erection 414 Lubrication 1.15. Inspection, Maintenanoe and Crane Operator 705 Grane Classifications 24 General 22 © Class A 23 ClassB 24 ClassC 25 ClassD 26 © ClassE 27 Class F 28 Crane Service Ciass in Terms of Load Ciass and Load Cycles Structural Design 3.4 Material 3.2 Welding 3.3 Structure 34 Allowable Stresses 706 35 Design Limitations 3.6 Bridge End Truck 70-7 3.7 Footwalks and Handrails 38 — Operator's Cab 708 39 Trolley Frames 3.40 Bridge Raits 311 End Ties 3.12 Bridge Trucks for 8, 12, and 16 Wheel Cranes 3.43 Structural Bolting 3.44 Gantry Cranes Mechanical Design 41 Mean Effective Load 42 Load Blocks 43° Overload Limit Device 44 Hoisting Ropes 4.5 Sheaves 48 Drum 47 Gearing 48 Bearing 49 Brakes 410 — Bridge Drives 4.11 Shafting 4412 Couplings 413 Wheels 4.14 Bumpers 415 Stops Electrical Equipment 5.4 General 5.2 Motors - AC and DC 5.3 Brakes 5.4 — Controllers, AC and DC 55 — Resistors 5.6 Protective and Safety Features 5.7 Master Switches 5B Floor Operated Pendant Pushbutton Stations 59 Limit Switches 5.10 Installation 5.41 Bridge Conductor Systems 5.12 Runway Conductor Systems 5.13 Voltage Drop 5.14 Inverters 5.15 Remote Control Inquiry Data Sheet and Speeds Glossary Index70-1 GENERAL SPECIFICATIONS 4.4 SCOPE 14 This Specification shall be known as the Specifications for Top Running Bridge & Gantry Type Multiple Girder Electric Overhead Traveling Cranes - CMAA Specification No, 70 - Revised 2004, 112 ‘The Specifications and information contained in this publication apply to top running bridge and gantry type multiple girder electric overhead traveling cranes. It should be understood that the Specifications are general in nature and other Specifications may be agreed upon between the purchaser and the manufacturer to suit each spectic installation. These Specifications do not ‘cover equipment used to lift, lower, or transport personnel suspended from the hoist rope system. 143 This Specification outlines in Section 70-2 six different classes of crane service as a guide for determining the service requirements of the indvidual application. In many cases there is no clear category of service in which a particular crane operation may fall, and the proper selection ofa crane can be made only through a discussion of service requirements and crane details with the crane manufacturer or other qualified persons. 144 Service conditions have an important influence on the lfe of the wearing parts ofa crane, such a wheels, gears, bearings, wire rope, electrical equipment, and must be considered in specify ing @ crane to assure maximum life and minimum maintenance. 118 In selecting overhead crane equipment, itis important that, not only present, but future opora- tions be considered which may increase loading and service requirements and that equipment be selected which will satisfy future increased service conditions, thereby minimizing the possi- bility of overloading or placing in a duty classification higher than intended 148 PParts ofthis Specification refer to certain portions of other applicable Specifications, codes or standards, Where interpretations differ, CMAA recommends that this Specification be used as the guideline. Mentioned in the text are publications ofthe following organizations: ABMA ‘American Bearing Manufacturers Association 2025 M Street, N.W., Suite 800 Washington, DC 20036 AGMA ‘American Gear Manufacturers Association 1900 King Street, Suite 201 Alexandria, Virginia 22314 2001-C95- Fundamental Rating Factors and Calculation Methods for Involute Spur and Helical Gear Teeth. Asc. American Institute of Steel Contuction 1 East Wacker, Suite 3100 Chicago, tlinois 60601-2001 ANS! ‘American National Standards Institute 11 West 42nd Street New York, New York 10036 ASCE ‘The American Society of Civil Engineers 1801 Alexander Bell Drive Reston, Virginia 20191 ASCE 7-98 - Minimum Design Loads for Buildings and Other Structures ASME ‘The American Society of Mechanical Engineers Three Park Avenue New York, New York 10016-5997 ASME B30.2-1996 - Overhead & Gantry Cranes (Top Running Bridge, Single or Multiple Gicder, Top Running Trolley Hoist)ASTM ‘American Society for Testing & Materials 100 Barr Harbor Drive West Conshacken, Pennsylvania 19428 AWS American Welding Society 550 N.W. LeJeune Road Miami, Florida 33126 D14.1-97 - Specification for Welding of Industrial and Mill Cranes and other Material Handiing Equipment MAA Crane Manufacturers Association of America, Inc. 8720 Red Oak BIVd., Suite 201 Charlotte, North Carolina 28217-3992 Overhead Crane Inspection and Maintenance Checklist Crane Operator's Manual Crane Operator's Training Video NEC/ National Electrical Code NEPA National Fire Protection Association 1 Batterymarch Patk, P.O. Box 9101 Quincy, Massachusetts 02269-9101 1999 70-9356, NEMA National Electrical Manufacturers Association 14300 North 17th Street, Suite 1847 Rosslyn, Virginia 22208 ICS1 - 1993 - Industrial Contrcl Systems and Electrical Requirements OSHA USS. Department of Labor Directorate of Safety Standards Programs 200 Constitution Avenue, N.W. Washington, D.C. 20210 29 CFR Part 1910 - Occupaticnal Safety & Health Standards for General Industry (Revised 7/1/97) ‘Stress Concentration Factors RE. Peterson/Walter D. Pilkey Copyright, 1997 John Wiley & Sons, Inc. Data was utilized from (FEM) Federation Europeenne De Le Manutention, Section | Heavy Lifting Equipment, Rules for the Design of Hoisting Appliances, 3rd Edition - October 1987. 1.2 BUILDING DESIGN CONSIDERATIONS, 12.4 1244 12.4.2 1213 12.1.4 ‘The building in which an overhead crane is to be installed must be designed with consider- ation given to the folowing points: The distance from the floor to the lowest overhead obstruction must be such as to allow for the required hook lft plus the distance from the saddle or palm of the hook in its highest position to the high point on the crane plus clesrance to the lowest overhead obstruction. In addition, the distance from the floor to the lowest overhead obstruction must be such that the lowest point on the crane will clear all machinery or when necessary provide railroad or truck clearance under the crane. After determination of the building height, based on the factors above, the crane runway must be located with the top of the runway rail at a distance below the lowest overhead obstruction ‘equal to the height of the crane plus clearance Lights, pipes, or any other objects projecting below the lowest point on the building truss must bbe considered in the determination of the lowest overhead obstruction. 512.1.5 12.4.6 ‘The building knee braces must be designed to permit the required hook approaches. ‘Access to the cab or bridge walkway should be a fixed ladder, stairs, or platform requiring no step over any gap exceeding 12 inches, Fixed ladders shall be in conformance with ANSI A14.3, Safety Requirements for Fixed Ladders. 1.3. CLEARANCE 13.4 132 ‘A minimum clearance of 3 inches between the highest point of the crane and the lowest over- head obstruction shall be provided. For buildings where truss sag becomes a factor, this clear- ance should be increased accordingly. The clearance between the end of the crane and the building columns, knee braces or any other obstructions shall not be less than 2 inches with crane centered on runway rails. Pipes, con- duits, etc. must not reduce this clearance. 1.4 RUNWAY 144 142 143 The crane runway, runway rails, and crane stops are typically fumished by the purchaser unless otherwise specified. The crane stops furnished ty the purchaser are to be designed to suit the specific crane to be installed, The runway rails shall be straight, parallel, evel and at the same elevation. The distance, center to center, and the elevation shall be within the tclerances given in Table 1.4.2-1. The runway rails should be standard rail sections or any other commercial rolled sections with equivalent Specifications of a proper size for the crane to be installed and must be provided with proper rail splices and hold-down fasteners. Rail separation at joint should not exceed 1/16 inch. Floating rails are not recommended. ‘The crane runway shall be designed with sufficient strength and rigidity to prevent detrimental lateral or vertical deftection. The lateral deflection should not exceed L, /400 based on 10 percent of maximum wheel loads) without VIF. The vertical deflection should not exceed L,/600 based on maximum wheel loads) without VIF. Gantry and other types of special cranes may require additional considerations. = Runway girder span being evaluated. 4.5 RUNWAY CONDUCTORS, 154 1.83 154 185 156 The runway conductors may be bare hard drawn copper wire, hard copper, aluminum or steel in the form of stiff shapes, insulated cables, cable reel pickup or other suitable means to meet the Particular application and shall be installed in accordance with Article 610 of the National Electric Code and comply with all applicable codes, Contact conductors shall be guarded in a manner that persons cannot inadvertentiy touch ener- sized current-camying parts. Flexible conductor systems shall be designed and installed in a manner to minimize the effects of flexing, cable tension, and abrasion. Runway conductors are normally furnished and installed by the purchaser unless otherwise specified. The conductors shal be properly supported and aligned horizontally and vertically with the run- way rll ‘The conductors shall have sufficient ampacity to carry the required current to the crane, or cranes, when operating with rated load. The conductor ratings shall be selected in accordance with Article 610 of the National Electrical Code, For manufactured conductor systems with published ampacities, the intermittent ratings may be used. The ampacities of fixed loads such as heating, lighting, and air conditioning, may be somputed as 2.25 times their sum total which ‘will permit the application of the intermittent ampacity ratings for use with continuous fixed loads. ‘The nominal runway conductor supply system voltage, actual input tap voltage, and runway ‘conductor voltage drops shall result in crane moto: voltage tolerances per Section 6.13 (Voltage Drops).whF=G —001 2 Nvds 10-02 NI 0% A= Vs0013.09<1 . sas. g ohv 0857 3 SONVHO, 40 31Ve BONVETION aunol wat WAXY THvdaNO bey aTavi18.7 In a crane inquiry the runway conductor system type should be specified and whether the sys- tem will be supplied by the purchaser or crane manufacturer. If supplied by the purchaser, the location should be stated 1.6 RATEDCAPACITY 16.4 The rated capacity of a crane bridge is specified by the manufacturer. This capacity shall be marked on each side of the crane bridge and shall be legible from the operating floor. 16.2 Individual hoist units shall have their rated capacity marked on their bottom block. In addition, ‘capacity label should be marked on the hoist body. 163 ‘The total lifted load shall not exceed the rated capacity of the crane bridge. Load on individual hoists or hooks shall not exceed their rated capacity. 164 When determining the rated capacity of a crane, all accessories below the hook, such as load bars, magnets, grabs, etc., shall be included as 2art of the load to be handled, 17 DESIGNSTRESSES Materials shall be properly selected forthe stresses and work cycles to which they are subjected. Structural parts shall be designed according to tte appropriate limits as per Chapter 70-3 of this, Specification. Mechanical parts shall be designed according to Chapter 70-4 of this Specifica- tion, All other load carrying parts shall be designed so that the calculated static stress in the material, based on rated crane capacity, shall not exceed 20 percent of the published average ultimate strength of the rnaterial This limitation of stress provides a margin of strength to allow for variations in the properties of materials, manufacturing end operating conditions, and design assumptions, and under no con- dition should imply authorization or protection for users loading the crane beyond rated capacity. 1.8 GENERAL 4.8.1 ‘All apparatus covered by this Specification shall be constructed in a thorough and workmanlike manner. Due regard shall be given in the desigr for operation, accessibility, interchangeabllity and durability of parts. 1.82 ‘This Specification includes all applicable features of OSHA Section 1910.179 —Overhead and Gantry Cranes; and ASME 830.2 —Safety Standard for Overhead and Gantry Cranes, 1.9 PAINTING 194 Before shipment, the crane shall be cleaned and given a protective coating, 192 The coating may consist of a number of coats of primer and finish paint according to the manufacturer's standard of as otherwise specified, 1.40 ASSEMBLY AND PREPARATION FOR SHIPMENT 4.10.4 The crane should be assembled in the manufacturer's plant according to the manufacturer's standard. When feasible, the trolley should be placed on the assembled crane bridge, but itis Tot required to reeve the hoisting rope. 1.10.2 All parts of the crane should be carefully match-marked. 1.10.3 All exposed finished parts and electrical equipment are to be protected for shipment. IFstorage is required, arrangements should be made with tie manufacturer for extra protection. 4.11 TESTING 114 Testing in the manufacturer's plant is conducted according to the manufacturer's testing proce- dure, unless otherwise specified, 1112 Any documentation of nondestructive testing of material such as x-ray, ultrasonic, magnetic Particle, etc. should be considered as an extra item and is normally done only if specified,412 1.14 1.18 DRAWINGS AND MANUALS. Normally two (2) copies of the manufacturer's clearance diagrams are submitted for approval, ‘one of which is approved and returned to the crane manufacturer. Also, two (2) sets of operat: ing instructions and spare parts information are typically furnished. Detail drawings are nor- mally not furnished. ERECTION ‘The crane erection (including assembly, field wiring, installation and starting) is normally agreed upon between the manufacturer and the owner or specifier. Supervision of field assembly and! or final checkout may also be agreed upon separately between the manufacturer and the owner or specifier. LUBRICATION ‘The crane shall be provided with all necessary lubrication fittings. Before putting the crane in operation, the erecior of the crane shall assure that all bearings, gears, etc. are lubricated in accordance with the crane manufacturer's recommendations. INSPECTION, MAINTENANCE AND CRANE OPERATOR 1.15.1 For inspection and maintenance of cranes, refer to applicable section of ASME B30.2, Chapter 4.15.2 For operator responsibilty and training, refer to applicable section of ASME 830.2, Chapter 2~ 2-2, CMSC-Specification #78 and CMAA - Crane Operator's Training Video and CMAA - Over- head Crane Inspection and Maintenance Checklist CMAA Crane Operator's Training Video and CMAA Crane Operator's Manual.70-2 CRANE CLASSIFICATIONS 2.1 GENERAL Service classes have been established so that the most economical crane for the installation ‘may be specified in accordance with this Specification, The crane service classification is based on the load spectrum reflecting the actual service conditions as closely as possible, Load spectrum is a mean effective load, which is uniformly distributed over a probability scale and applied to the equipment at a speatied frequency. The selection ofthe properiy sized rane component to perform a given function is determined by the varying load magnitudes and given load cycles which can be expressed in terms of the mean effective load factor. where: W.= Load magnitude; expressed as a ratio of each lifted load to the rated capacity. Operation with no lfted load and the weight of any attachment must be included Load probability; expressed as a ratio of cycles under each load magnitude con- jon to the total cycles. The sum total of the toad probabilities P must equal 1.0. k= Mean effective load factor. (Used to establish crane service class only) All classes of cranes are affected by the operating conditions, therefore for the purpose of the Classifications, it is assumed that the crane will be operating in normal ambient temperature 0° to 104°F (-17.8° to 40°C) and normal atmospheric conditions (free from excessive dust, moisture and corrosive fumes). ‘The cranes can be classified into loading groups according to the service conditions of the most severely loaded part of the crane. The individual parts which are clearly separate from the rest, oF forming a self contained structural unit, can be classified into different loading groups if the service conditions are fully known, 22 CLASS A (STANDBY OR INFREQUENT SERVICE) This service class covers cranes which may be used in installations such as power houses, public utilities, turbine rooms, motor rooms and transformer stations where precise handling of equipment at slow speeds with long, idle periods between lifts are required. Capacity loads may be handled for initial installation of equipment and for infrequent maintenance, 23 CLASS B (LIGHT SERVICE) ‘This service covers cranes which may be usedin repair shops, light assembly operations, ser- Vice buildings, light warehousing, etc. where service requirements are light and the speed is, slow. Loads may vary from no load to occasional full rated loads with two to five its per hour, averaging ten feet per lift 2.4 CLASS C (MODERATE SERVICE) This service covers cranes which may be used in machine shops or paper mill machine rooms, etc., where service requirements are moderate. In this type of service the crane will handle loads which average 50 percent of the rated capacity with 6 to 10 lifts per hour, averaging 15 feet, not over 50 percent ofthe lift at rated capacity. 25 — CLASSD (HEAVY SERVICE) This service covers cranes which may be used in heavy machine shops, foundries, fabricating plants, steel warehouses, container yards, lumber mills, etc., and standard duty bucket and magnet operations where heavy duty producticn is required. In this type of service, loads ap- proaching 50 percent of the rated capacity will be handled constantly during the working period. High speeds are desirable for this type of service with 10 to 20 lifts per hour averaging 15 feet, not over 65 percent of the lifts at rated capacity 10 iL26 CLASSE (SEVERE SERVICE) This type of service requires @ crane capable of handling loads approaching a rated capacity throughoutits life, Applications may include magnet, bucket, magnet/bucket combination cranes for scrap yards, cement mills, Lumber mills, ferilizer plants, container handling, etc., with twenty ‘or more lifts per hour at or near the rated capatity. 2.7 CLASS F (CONTINUOUS SEVERE SERVICE) This type of service requires a crane capable of handling loads approaching cated capacity continuously under severe service conditions throughout its life. Applications may include cus- tom designed specialty cranes essential to performing the critical work tasks affecting the total production facility. These cranes must provide the highest reliability with special attention to ease of maintenance features. 2.8 CRANE SERVICE CLASS IN TERMS OF LOAD CLASS AND LOAD CYCLES ‘The definition of CMAA crane service class in terms of load class and load cycles is shown in Table2.8-1. TABLE 2.8-1 DEFINITION OF CMAA CRANE SERVICE CLASS IN TERMS OF LOAD CLASS AND LOAD CYCLES ‘Load Cycles K = MEAN LOAD EFFECTIVE CLASS Ns Ne Na Ne LOAD FACTOR u a 8 c D 0.35 -0.53 le 8 c D E 0.531-0.67 ba c D E F 0.671-0.85 by D E F FE _0.851-1.00 Irregular ecasional Reguier | Regular | Regular use se Use in in severe followed by | _intermitent continuous long idle operation | operation | operation periods LOAD CLASSES: L, = Cranes which hoist the rated load exceptionally and normally, very L, = Cranes which rarely hoist the rated load, and normal loads of about V, ofthe rated load. Cranes which hoist the rated load fairly frequently and normally, loads between ', and %,of the rated load Cranes which are regularly loaded close to the rated load. LOAD CYCLES: N, = 20,000 to 100,000 cycles N, = 100,000 to 500,000 cycles Nj = 500,000 to 2,000,000 cycles Ni = Over2,000,000 cycles "34 a2 33 33.4 12 70-3 STRUCTURAL DESIGN MATERIAL Al structural steel used should conform to ASTM-A36 Specifications or shall be an accepted type for the purpose for which the steel is to be used and for the operations to be performed on it, Other suitable materials may be used provided that the parts are proportioned to comparable design factors. WELDING All welding designs and procedures shall conform to the currentissue of AWS D14.1, "Specifica- tion for Welding industrial and Mill Cranes.” Weld stresses determined by load combination case 1, Sections [Link].1 and [Link], shall not exceed that shown in the applicable Section 3.4.1 of Table 3.4.7-1. Allowable weld stresses for load combination cases 2 and 3, Sections 3,[Link] and [Link].3, are to be proportioned in accordance with Sections 3.4.2 and 3.4.3, STRUCTURE 33.2 33.24 [Link] 33.212 332.13 33.214 General ‘The crane girders shall be welded structural steel box sections, wide flange beams, standard I. beams, reinforced beams or sections fabricated from structural plates and shapes. The manu- facturer shall specity the type and the construction to be furnished. Camber and sweep should be measured by the manufacturer prior to shipment, Loadings The crane structures are subjected, in service, to repeated loading varying wit time which Induces variable stresses in members and connections through the interaction ofthe structural system and the cross-sectional shapes. The loads acting on the structure are divided into three. different categories. All of the loads having an influence on engineering strength analysis are regarded as principal loads, namely the dead loads, which are always present; the hoist load, ‘acting during each cycle; and the inertia forces acting during the movements of cranes, crane ‘components, and hoist loads. Load effects, such as operating wind loads, skewing forces, snow loads, temperature effect, loads on walkways, stairways, platforms and handrails are Classified as additional loads and are only considered for the general strength analysis and in stability analysis. Other loads such as collision, out of service wind loads, and test loads ap- plied during the load test are regarded as extracrdinary loads and except for collision and out of service wind loads are not part of the Specification. Seismic forces are not considered in this design Specification. However, if required, accelerations shall be specified at the crane il ‘elevation by the owner or specifier. The allowable stress levels under this condition of loading shall be agreed upon with the crane manufacturer Principal Loads Dead Load (OL) ‘The weight of al effective parts of the bridge structure, the machinery parts and the fixed equip- ment supported by the structure, Trolley Load (TL) The weight of the troley and the equipment attached to the trolley. Lifted Load (LL) ‘The lifted load consists of the working load and the weight ofthe lifting devices used for handling ‘and holding the working load such as the load block, lifting beam, bucket, magnet, grab and ‘other supplemental devices. Vertical inertia Forces (VIF) ‘The vertical inertial forces include those due to the motion of the cranes or crane components and those due to lifting or lowering of the hoist load. These additional loadings may be included in a simplified manner by the applications of a separate factor for the dead load (DLF) and for the hoist load (HLF) by which the vertical acting loads, the member foroas or the stresses due to them, must be multiplied33.21.44 33.2142 [Link] 33.2.2 33.221 Dead Load Factor (DLF) This factor covers only the dead loads of the srane, trolley and its associated equipment and shall be taken according to: = 11 < 1.95 Wael Speed (FEM) — (DLF)=1.1.¢ 1.05 oe S12 Hoist Load Factor (HLF) This factor applies to the motion of the rated load in the vertical direction, and covers inertia forces, the mass forces due to the sudden lifting of the hoist load and the uncertainties in allowing for other influences. The hoist load factor is 0.5 percent of the hoisting speed in feet per minute, but not less than 18 percent or more than 50 percent, except for bucket and ‘magnet cranes for which the value shall be taken as 50 percent of the rated capacity of the bucket or magnet hoist (HLF) = 0.15 < 0.005 x Hoist Speed (FPM) $0.5 Inertia Forces From Drives (\FD) “The inertia forces occur during acceleration er deceleration of crane motions and depend on the driving and braking toques applied by the drive units and brakes during each cycle. The lateral load due to acceleration or deceleration shall be a percentage of the vertical load and shall be considered as 7.8 times the acceleration or deceleration rate (FT/SEC) but not less than 2.5 percent ofthe vertical oad. This percentage shall be applied to both the live and dead loads, exclusive of the end trucks and end ties. The live load shall be located in the same position as when calculating the vertical moment. The lateral load shall be equally divided between the two girders, and the moment of inertia of the entire girder section about its vertical axis shall be used to determine the stresses due to lateral forces. The inertia forces during acceleration and deceleration shall be calculated in each case with the trolley in the worst postion for the component being analyzed ‘Additional Loads Operating Wind Load (WLO) Unless otherwise specified, the lateral operational load due to wind on outdoor cranes shall bbe considered as 5 pounds per square foot of projected area exposed to the wind. The wind load on the trolley shall be considered as ecually divided between the two girders. Where multiple surfaces are exposed to the wind, such as bridge girders, where the horizontal dis- tance between the surfaces is greater than the depth of the girder, the wind area shall be ‘considered to be 1.6 times the projected area of the larger girder. For single surfaces, such as cabs or machinery enclosures, the wind area shall be considered to be 1.2 (or that appli- cable shape factor specified by ASCE. 7 - latest revision) times the projected area to account for negative pressure on the leeward side of the structure. 3332.22 3323 33.234 3324 33.241 [Link] 3324.3 4 Forces Due to Skewing (SK) ‘When two wheels (or two bogies) rol along arail the horizontal forces normal to the rail, and tending to skew the structure shall be taken into consideration, The horizontal forces shall be ‘obtained by multiplying the vertical load exeited on each wheel (or bogie) by coefficient S, Which depends upon the ratio of the span to tre wheel base. 0.15 Sx 0.10 0.05 SPAN RATIO = —_SPAN __ WHEEL BASE Extraordinary Loads Stored Wind Load (WLS) This is the maximum wind that a crane is designed to withstand during out of service condition The speed and test pressure varies with the height of the crane above the surrounding ground level, geographical location and degree of exposure to prevailing winds (See ASCE 7 -latest revision as applicable). Collision Forces (CF) ‘Special loading ofthe crane structure resulting from the bumper stops, shall be calculated with the crane at 0.4 times the rated speed assuming the bumper system is capable of absorbing the eneray within its design stroke, Load suspanded from the liting equipment and free osci- lating load need not be taken into consideration. Where the load cannot swing, the bumper effect shail be calculated in the same manner, taking into account the value of the load. The kinetic energy released on the colsion of two cranes with the moving masses of M,,M., and a 40 percent maximum traveling speed of V,, end V,, shall be determined from the following equation: MM, (4, + 4VeF 20M, +) The bumper forces shall be distributed in accordance with the bumper characteristics and the freedom of the motion of he structure with the trolley in its worst position. Ee Torsional Forces and Moments Due to the Starting and Stopping of the Bridge Motors ‘The twisting moment due to the starting and stopping of bridge motors shall be considered as the starting torque of the bridge motor at 200 percent of full load torque muttiplied by the gear ratio between the motor and cross shaft. Due to Vertical Loads Torsional moment due to vertical forces acting eccentric to the vertical neutral axis of the girder shall be considered as those verical forces multiplied by the horizontal distance between the ccentertine of the forces and the shear center of the girder. Due to Lateral Loads ‘The torsional moment due to the lateral forces acting eccentric to the horizontal neutral axis of the girder shall be considered as those horizontal forces multiplied by the vertical distance between the centerine of the forces and the shear center ofthe girder.[Link] 3326 33.261 33.262 33.263 Longitudinal Distribution of the Wheel Load Local stresses inthe ai, rail base, flanges, welds, and inthe web plate due fo wheel load acting normal and transversely to the rail shall be determined in accordance with the rail and flange system. The individual whee! ioad can be uniformly distributed in the direction ofthe rail over a length of $=2(R + C) + 2in., provided thatthe reilis directly supported on the flange as shown in Figure [Link]-1 where H=R*C S=2H + 2in. = AR +C)+2in. R= height of the rail C= thickness of top cover plate Load Combination “The combined stresses shall be calculated for the following design cases: Case 1: Crane in regular use under principal loading (Stress Level 1) DL(DLF,) + TL(DLF,) + LL(1 + HLF) + IFD Case 2: Crane in regular use under principal and additional loading (Stress Level 2) DL (DLF,) # TL(DLF,) + LL(1 + HLF) + IFD + WLO + SK Case 3: Extraordinary loads (Stress Level 3) [Link].3.1 Crane subjected to outof service wind DL+TL+WLS [Link].2 Crane incollision DL+TL+LL+ cr 3326.33 TestLoads CMAA recommends test load not to excead 125 percent of rated load. 3.4 ALLOWABLE STRESSES (0,,) ‘STRESS ALLOWABLE “ALLOWABLE ALLOWABLE ALLOWABLE LEVEL COMPRESSION | TENSION SHEAR BEARING AND CASE STRESS" STRESS STRESS STRESS. 344 1 0.600 yp 0.600yp 0.350yp 0.750 yp 342 2 0.680 yp 0.660 yp 0.8750 yp 0.200yp 3.43 3 0.780 yp 0.750 yp 0.430 yp 0.900 yp *Not subject to bucki . “See paragraph 346 and 248” 15 i344 3441 344.2 34.5 346 3.46.4 34.62 34.63 16 Combined Stresses ‘Where state of combined plane stresses exi the following formula: O.=SOF*(GF-FG,* HTP soy, Where: G,= tensile stress. , the reference stress 0,can be calculated from For welds, maximum combined stress ©, shall be calculated as follows: 6, = 12 (6, + 6) t h/O_- OF = WEF s Oy Where 6, = shear stress Buckling Analysis Local buckiing, lateral and torsional buckling of the web plate and local buckling of the rectangular, plates forming part of the compression member, shall be made in accordance with a generally accepted theory of the strength of materials. (See Section 3.4.8) ‘Compression Member The average allowable compression stress on the cross section area of axially loaded compres- sion members susceptible to buckling shall be calculated when KLir (the largest effective sien- demess ratio of any segment) is less than C,: kur [- See Jo. Or TB 3 where:c.= . / ‘On the cross seciton of axially loaded compression members susceptible to buekling shall be calculated when KLir exceeds C,: 1 On BBKLEN Members subjected to both axial compression and bending stresses shall be proportioned to satisfy the following requirements C0, C,,0,s, G_< 0-18 the following formula may be used effective length factor = unbraced length of compression member radius of gyration of member modulus of elasticity = yield point = the computed axial stress ‘computed compressive bending stress at the point under consideration = axial stress that will be permitted if axial force alone existed = compressive bending stress that will be permitted if bending moment alone existed = allowable compression stress from Section 3.4 420E DHKLITEN 4.1 Case 1 1.0 Case 2 = 0.89 Case 3 = a coefiicient whose value is taken to be: 85 2. For restrained compression members in frames braced against joint translation and Not subject to transverse loading between their supports in the plane of bending: 1. For compression members in frames subject to joint translation (sideway), C,, Ia; C,=0.6-04 Fl . but not less than 0.4 where MM, is the ratio of the smaller to larger moments at the ends of that portion of the member unbraced in the plane of bending under consideration. M,/M, is positive when the member is bent in reverse curvature, negative when bent in single curvature, 3, For compression members in frame braced against joint translation in the plane of loading and subjected to transverse loading between their supports, the value of Cm may be determined by rational analysis. However, in lieu of such analysis, the following values may be used! 8, For members whose ends are restained C,, = 0.85 b. For members whose ends are unrestrained C= 1.0 7347 8 Allowable Stress Range - Repeated Load Members and fasteners subject to repeated load shall be designed so that the maximum stress does not exceed that shown in Sections 3.4.1 thru 3.4.8, nor shall the stress range (maximum stress minus minimum stress) exceed allowable values for various categories as listed in Table 3.4.7-1. The minimum stress is considered to be negative fit is opposite in sign to the maximum stress. The categories are described in Table 3.4.7-2A with sketches shown in Figure 3.4.7-2B, The allowable stress range is to be based on the condition most nearly approximated by the description and sketch. See Figure 3.4.7-3 for ypical box girders. See Figure 3.4.7-4 for typical bridge cil TABLE 8.4.7-1 ALLOWABLE STRESS RANGE - ksi cMAA Joint Category Service Glass a B c D E F A 6 49 38 28 22 1 B 50 9 28 22 18 4 c ar 29 at 16 13 12 D 34 24 7 13 11 1 E 24 18 13 10 8 9 F 24 16 10 7 8 8 Stress range values are independent of material yield strength.wwo1} iver | oo 0 eeu! pom pul nea ose HH rogeit oe | a “Mo ie erow py pus rout ose, -xpue om ssa. oagun "opus paved 0 ‘verde Buna Sore! son pope rogoit 2 | oa “dua pedo pew Rao oa ‘obumy 10 sco s0py6 uo spon ouoyne enionsuen nmol 9 | 9 sy o9or eae PEIN, moi} sve | a ‘eau pom puorerou ewes | eum co ‘wm scdpa noueOOg seceyre | RIAN way. 1| ores] 0 oop naga} zu |v pouueye 2 peyos nyt new oreg on serge | mms [onan ‘cue cage | ge | ama i | rie [Nor sours ans Be | SEBS | So vous an ‘SASSIULS (S) UVAHS UO (ASH) TYSHANY “L) NOISNAL - SNOISIAOUd SSauLs BNOUS veu''e a7avL 19wei] |e mai] | 3 — map on) 3 oxy SESE levmil eee | 0 | nostitatnations lms] ce | : 3 3 lan] ae |e mame otnema cfm |. | momintetees Sememenaum | oye beams] oc | 5 | -ctemenicceee | oe wl fee | 3 clad we) fen] 2] 2 se] 8] 3 lave] eee | a jase} ove | o | steatncarasss wmnal cee | a eH we | wm | lwo] ie |S 0 [REE 1 | unmnemuetts | om] fe] a | 3 _ oa] pes cere! a | “Beatty | Sta a] a see] ems me |e |e ‘SASS3ULS (S) YV3HS HO (AFH) TWSUSAAL ‘(L) NOISNAL - SNOISIAOUd SS3HAS 3NDUVS (panupuo) yz-2'y'e STEVL 20©® 1® FIGURE NO.3.47:3 FOR TYPICAL BOX GIRDER © @®OOG® VATENDOF GIRDER ONLY~eepaseceneren renerann tee ferro FIGURE NO.3.4.7-4 FORTYPICAL BRIDGE RAIL 348 348.4 Buckling Local Buckling or Crippling of Flat Plates ‘The structural design ofthe crane must guard against local buckling and lateral torsional buckling of the web plates and cover plates of girder. For purposes of assessing buckling, the plates are subdivided into rectangular panels of length “a’ and width *b’. The length "a” of these panels corresponds to the center distance ofthe full death diaphragms or transverse stiffeners welded to the panels. In the case of compression flanges, the length ‘b” of the panel indicates the distance between web plates, or the distance between web plates and/or longitudinal stfeners. In the case of web plates, the length of "b” of the panel indicates the depth ofthe girder, or the distance between compression or tension flanges and/or horizontal stiffeners. 23 |24 3482 Critical buckling stress shall be assumed to be a multiple of the Euler Stress ©, 0,=K,0,; T=K,O, where: K, k, buckling coefficient compression buckling coefficient shear ‘The buckling coefficient K, and K, are identified for a few simple cases for plates with simply supported edges in Table [Link]-1 and depend on ~Tatio 0. = alb ofthe two sides of the plate manner in which the plate is supported along the edges. -type of loading sustained by the plate Itis not the intention of this Specification to enter into further details ofthis problem. For amore: Getailed and complex analysis such as evaluation of elastically restrained edges, continuity of plate, and determination of the coefficient of restraint, reference should be made to specialized literature. ©, Euler buckling stress which can be determined from the following formula - We ftp | fey? on A -fuawoff E = modulus of elasticity (for steel E = 29,000,000 psi) [= Poisson's rato (or steel [L = 0.3) t b where: hickness of plate (in inches) width of plate (in inches) perpendicular to the compression force. lf compression and shear stresses occur simultaneously, the individual critical buckling stresses. Gand T, and the calculated stress values © and T are used to determine the critical compari- son stress: ° Vere [lel VES hE a Io. 7 64°, Where: © =actual compression stress T= actual shear stress G, = critical compression stress 1, =erltical shear stress. Y= stress ratio (see Table No. [Link]-1) In the special case where T = 0 itis simply 6.,, = ©, and in the special case where © = 0 then 6,-=t/3 Ifthe resulting critical stress Is below the prcportional limit, buckling is said to be elastic. If the resulting value is above the proportional limit, buckling is said to be inelastic. For inelastic buckling, the critical stress shall be reduced to: (5,7 0.1836 (6,,)° (6, Sua = where: 6, 9, = yield point portional limit (assumed at Gi, / 1.92)“uopiod ssens seays Buoe AjsnoeueynUu|s eul 40} “Q puE 2) auIULElEp 0) o!suEWIP 4 TenIoe ‘9sn ing “euoz uojsseidwoo ey) jo UPN eu x Zz Aq_q UOKsUEUNP edelded ‘uoIsUE) TUEUIWOPELd YI E e5E9 Ul “D PUB 10 JO UOITEINOIE aU JO. 25 » pan=e4 2B + oor = yrs ws Eat ]h io tt i "om ="2 sE> lea Gt ws- | ew ‘SesSeNS JeeUs PeInquIsiP AWOWUN] & tom HAD=2+ tom Ho} 4 4 y wove 22+ esr = 9 0 0 b> the "om = "0 ‘9 fapees ‘o- ‘esses ojsue) Ajueunuopesd ees | *<0 a A aL FJ 5 & ton PIP=E 4 A. “4 ‘a O>a>h— “ou='o d q k ‘Buyeujwopeid uoissesdwos eyt é 5 r \Brens e se BuyAsen 0 ° ‘sessess esue) pue enjsseidwog| I> tom PVA" tog beaso AL 5 ‘eu “0% = % E qyBrens & se BusAIEA rep | O72 at 7) ‘sossans enisseidwog | | worwe00 8urona cnanydy | sons Supeot seo bese ON 37a¥L3.4.83 26 Design Factors The buckling factor is 1, calculated with the aid of the formulas: Sy In the case of elastic buckling: o, Vers Fe Gua Inthe case of inelastic buckling: 0, = Verse 2 DF ‘The design factor DFB requirements of buckling are as follows: TABLE [Link] LOAD COMBINATION DESIGN FACTOR DFB Case 1 1.7 + 0.175 (W - 1) Case 2 1.5 + 0.125 (W = 1) Case 3 1.35 + 0.05 (Y = 1) DESIGN LIMITATIONS Guideline for Proportions of Welded Box Girders Proportions Lih should not exceed 25 Ub should not exesed 65 bit and hit to be substantiated by buckling analysis, where: pan (inches) istance between web plates (inches) lepth of girder (inches) hickness of web plate (inches)35.22 35.23 : 363 ' 3634 3534.4 Longitudinal Stiffeners When one longitudinal stiffener is used, it should be placed so that its center line is approxi- mately Oa times the distance from the ner surface of the compression flange plat tothe neutral as ishal have eomantoineta ra less than 2 oo [2] 9 Be ai2 [ossoo? +00 [ 2} +3 Ate If 6, is greater than G, a distance equal to twice the distance from the inner surface of the compression flange to the neutral axis shall be substituted in place of "hin equation for, When two longitudinal stifeners are used, they should be placed so that their centerlines are approximately 0.25 and 0.55 times the distance, respectively, from the inner surface of the com- pression flange plate tothe neutral axis. They shall each have a moment of inertia no less than: 4443/2]e 2 12 [os+oad 13[7] 4 |e IF 6, is greater than ©, a distance equal to twice the distance from the inner surface of the compression flange to the neutral axis shall be substituted in place of *h” in equation for I, tudinal distance between full depth diaphragms or transverse stiffeners (inches) A, =area of one longitudinal stiffener (in?) |, =moment of inertia (Int) ‘The moment of inertia of longitudinal stiffeners welded to one side of a plate shall be calculated about the interface of he plate adjacent to the stiffener. For elements of the stiffeners supported along one edge, the maximum width to thickness ratio shall not be greater than 12,7, and for ‘elements supported along both edges, the maximum width to thickness ratio shall not be greater than 42.2. Ifthe ratio of 12.7 is exceeded for the element of the stiffener supported along one ‘edge, but a portion ofthe stiffener element conforms to the maximum width-thickness ratio and meets the stress requirements with the excess considered as removed, the member is consid- ered acceptable, Stiffened Plates in Compression ‘When one, two or three longitudinal stiffeners are added to a plate under uniform compression, dividing it into segments having equal unsupported widths, full edge support will be provided by the longitudinal stiffeners, and the provisions of Section [Link] may be applied to the design of, the plate material when stiffeners meet minimum requirements as follows: Forone longitudinal stiffener at the center of the compression plate, where b/2is the unsupported half width between web and stiffener, the moment of inertia of the stiffener shall be no less than [ose +o2[a]+s Bee BT ‘The moment of inertia need not be greater in any case than as given by the following equation: +103 *2]] [22+ 103 & [1+ ]]e ar ———[Link].2 For two longitudinal stiffeners at the third points of the compression flange, where b/3 is the unsupported width, the moment of inertia of each of the two stiffeners shall be no less than: 2 +os[2] Ae) e y= [os +os[2]'+ AP Joe ‘The moment of inertia need not be greater in any case than: A oof AT] us i= fo+se p+ oof] | oe [Link].3 Forthree longitudinal stiffeners, spaced equidistant at the one fourth width locations where bid is the unsupported width, and limited to a/b<3, the moment of inertia of each of the three stiffeners shall be no less than: i+ [aos 8 +110[zf 12820 where: @ longitudinal distance between daphragms or transverse stifeners (inches) A, = area of the stiffener (in?) {= thickness of the stifoned pate (inches) 1, = moment of neta (nt) Siffoners shall be designed tothe provisions of Section 9.62.3, 354 Diaphragms and Vertical stiffeners 35.4.1 The spacing of the vertical web stifeners in inches shall not exceed the amount given by the formula: a= 3508 where: a = longitudinal distance between diaphragms or transverse slffeners (inches) thickness of web (inches) hear stress in web plates (ksi) Nor should the spacing exceed 72 inches or h, the depth of the web, whichever is greater. 35.4.2 Full depth diaphragms may be included as vertical web slifeners toward meeting this require- ment 35.4.3 The moment of inertia of any transverse stiffener about the interface of the web plate, if used inthe absence of diaphragms, shall be no less than: 4.2h8 (1)? ay where: a, {, = minimum required web thickness (inches) 1 = moment of inertia (int) required distance between stiffeners (inches) This moment of inertia does not include additional requirements, if any, for local moments Stitfener elements shall be proportioned to the provisions of Section [Link]. 283545 35.46 355 35.54 35.5.2 356 356.1 35.6.2 357 358 All diaphragms shall bear against the top cover plate and shall be welded to the web plates. The thickness of the diaphragm plate shall be sufficient to resist the trolley wheel load in bearing at the allowable bearing stress on the assumption that the wheel load is distributed over a distance ‘equal to the width of the rail base plus twice the distance from the rail base to the top of the diaphragm plete. Short diaphragms shall be placed between full depth diaphragms so that the maximum distance between adjacent diaphragms wil limit the maximum bending stress in the trolley rait without VIF forces to 18 ksi forload combination Case 1, Section [Link].1 based on: {trolley whee! oad) (distance between diaphragms) 6 (Section modulus of rail) 19.8 ksifor Case 2 and 22.5 ksi for Case 3 <18ksi maximum Defiection and Camber ‘The maximum vertical deflection of the girder produced by the weight ofthe hoist, trolley and the rated load shall not exceed 1/888 of the span. Vertical inertia forces shall not be considered in determining deflection. Box girders should be cambered an amount equal to the dead load deflection plus one-half of the live load deflection. Welded Torsion Box Girders Torsion girders, with the bridge rail over one web plate, are to be designed with the trolley wheel foad assumed to be distributed over a distance of the web plate as indicated in Section [Link]. For box girders having compression flange areas no more than 60 percent greater than that of the tension flange, and with no more than 50 percent difference between the areas of the two webs, the shear center may be assumed to be at the centroidal axis of the cross section. Single Web Girders Single web girders include wide flange beams, slandard I beams, or beams reinforced with plate, or other structural configurations having a single web. Where necessary, an auxiliary girder or other suitable means should be provided to suppart overhanging loads to prevent undue torsional and lateral deflections. ‘The maximum stresses with combined loading for Case 4 shall not exceed’ Tension (ksi) =0.6 6, 42,000 La A where: L__= span (unbraced length of top flange) ea of compression flange (in*) d =depth of beam (inches) Shear = 0.356, For cases 2 and 3, proportion stresses in accordance with Sections 3.4.1, 2 and 3. Compression (ksi) = with maximum of 0.60, Box Section Girders Built of Two Beams Box section girders built up of two beams, ether with or without reinforcing flange plates, shall be designed according to the same design data as for box section girder cranes for stress and deflection values only. 2936 BRIDGE END TRUCK 3.84 3.6.2 3.8.3 3.64 3.6.5 [Link] 30 ‘The crane bridge shall be carried on end trucks designed to carry the rated load when lifted at ‘one end of the crane bridge. The wheel base ofthe end truck shall be 1/7 of the span or greater. End trucks may be ofthe rotating axle or fied axle type as specified by the crane manufacturer. The bridge end trucks should be constructed of structural steel or other suitable material. Pro- visions shall be made to prevent the end truck from droping more than one inch in case of axle failure. Rail sweeps shel be provided in front of each outside wheel and shall project betow the top of the runway rail Load combinations and basic allowable stresses are to be in accordance with Sections [Link] and 3.4. When appropriate equalizer bridge trucks are to be incorporated to promote sharing of bridge whee! loads, and equalizing pins are to be provided between truck and equalizer beams andlor rigid bridge structures. For typical arrangement of 8, 12 and 16 wheel cranes, see Figure [Link]-1 WHEEL COMPENSATING FIGURE [Link]-1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 quard. 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 38.1 3.8.2 383 3.8.4 38.5 ‘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 audibie waming device and fire extinguisher Provision shall be made in the operator's cab for placement of the necessary equipment, wiring and fitings. All cabs should be provided with a seat unless otherwise specified. For allowable stresses, use stress level 2, Section 3.4.2. The controllers or their operating handles are lozated as shown in Section 5.7 for the cab loca- tion, unless otherwise specified ‘The means of access and egress from cab should comply with ASME B30.2. 3.9 TROLLEY FRAMES 3.9.1 39.2 393 ‘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. Provisions should be made to prevent a drop of more than one inch in case of axle failure. Rail ‘sweeps should be provided in front of each outside wheel and should project below the top of the bridge rail Load combinations and allowable stresses are to be as specified in Sections [Link] and 3.4, 3.10 BRIDGE RAILS 3.10.4 3.10.2 3.10.3 3.10.4 All bridge rails shall be of first quality and conform to all requirements set forth in the Specifica- tions of the ASCE, ARA, AREA or any other commercial rolled sections with equivalent Speci- fications, Bridge rails shall be joined by standard joint bars or welded. The ends of non-welded sections shall be square and Sections joined without opering between ends. Provisions shall be made to prevent creeping of the bridge rails. Bridge ralls shall be securely fastened in place to maintain center cistance 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. 311 END TIES End ties are to be provided between airders 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 equal- izer 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. Flexibility of the end tie is necessary When equalizing provisions are not employed. Due consideration should be given to the vari ‘ous types of loading conditions and the resulting stresses, which shall not exceed the values as stated in Section 3.4 343.13 STRUCTURAL BOLTING 3.13.1 Joints designed as high strength bolted connections are to conform to the requirements of the "Specification for Structural Joints Using ASTM A325 or A490 Bol,” as published by the AISC, for load combination, Case 1, Section [Link].1, Zinc causes stress corrosion in A490 and should not be used. 3.432 Finished and unfinished bolts, ASTM A307, are to be used at values of 90 percent of those tabu- lated in Part 4 of the currentissue of the AISC Manual of Steel Construction for load combination, Case 1, Section [Link] 3.133 Allowable bolt stresses for load combinalion Cases 2 and 3, Sections [Link].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 of this Speci- fication: 3270-4 MECHANICAL DESIGN 41 MEAN EFFECTIVE LOAD Note: aad 4A24 4122 In order to facilitate a measure of durability, load and service factors shall be used fo determine the mean effective toad in a service classificaticn for mechanical components, The mechanical mean effective load factor K, shall be established by the use of the following basic formule: 2(maximum load) + (minimum load) ‘Bimaximum load) The maximum load used in the above formula shall be established by using the rated load and applicable dead loads, so positioned as to result in the maximum reaction of the component under consideration. VIF shall not be included, The minimum load to be used shall be estab- lished by the dead load of the bridge andor trolley only. Load factors K, 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 = Maximurt load x K, The load factor K,,, for the hoist machinery is established by the following formula: _ 2lrated load) + 3(lower block weight) “ ‘rated load + lower block weight) Lower blocks weighing less than 2 percent of rated capacity may be ignored resulting in Ky = 867, “The load factor K,,for the trolley drive machinery is established by the following formula: kz Aated oad) + s¢roley weight) ™ ‘(rated load + trolley weight) K, ‘The load factor K,, for the bridge drive machinery is established by the following formula _ Arated load) + 3(kolley weight + bridge weight) Ko {rated load + tolley weight * bridge weight) For K, factors of trolley and bridge wheel assemblies and axie bearing selection, see Section 4.133, ‘The machine service factor C, listed in Table 4.1.3-1 depends on the class of crane service and 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 RE. Peterson (see Section 1.1.6). TABLE 4.1.3-1 Machinery Service Factor C, Class of Service A B ce |p el F C, 64 72 a} 9 | 10 | 116 3342 LOAD BLOCKS 424 422 4224 42.22 42.23 42.24 ‘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 mate~ rial used. Where stress concentrations exist, the stress as amplified by the appropriate ampli- cation 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 appro- priate design factors. ‘The hook shall be of rolled steel, forged steelor 2 material agreed upon by the manufacturer and recognized as suitable for the application. The hook shall be designed based on the rated load. The hook rated load stress shall be calculated considering the rated load on the hook using: ‘A. Straight beam theory with calculated combined stresses not to exceed 20 percent of the material's average ultimate strength. -OR- 8, Modified curved beam theory with the calculated combined stresses not to exceed 33 per- cent of the material's average ultimate strength. -OR- ©. Plastic theory or testing with the combined stresses not to exceed 20 percent ofthe stress produced by the straightening load as obtained by test or calculation by this theory. ‘The hook shal rotate freely and be supported on a thrust bearing. The hook shank stress shall be calculated considering the rated load and shall nat exceed 20 percent ofthe material's aver- age ultimate strength. At points of geometric discontinuances, the calculated stress as ampli- fied by the appropriate stress amplification factor with due consideration for impact and service shall not exceed the endurance strength ther lifting attaching devices, such as eye bolts and twist locks, shall be designed to applicable portion of Sections [Link] and [Link]. Load block sheave pins and trunnions shall be designed per the applicable Section 4.11.4 of this Specification, 43 OVERLOAD LIMIT DEVICE 434 4344 4312 An overload limiting device is normally only provided when specified. Such a device Is an emer- gency device intended to permit the hoist to Ita freely suspended load within its rated capacity, but prevents lifting of an overload that would cause permanent damage to a properly maintained hoist, trolley or crane. Variables experienced within the hoist system, such as, but not limited to, acceleration of the loads, dynamics of the system, type and length of wire rope, and operator experience, render it impossible to adjust an overioad device that would prevent the ling of any overload or load in excess of rated load. The adjustment of an overload device, when furnished, will allow the iting of an overioad of such magnitude that will not cause permanent damage to the ho'st, trolley, or crane, and shall prevent the lifting of an overtoad of such magnitude that could cause permanent damage to @ properly maintained hoist, trolley, or crane.4343 4344 The overload device is actuated only by loads incurred when lifting a freely suspended load on the hook. Therefore, an overload device cannot be relled upon to render the hoisting mecha- nism inoperative ifother 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. ‘The overioad limit device is connected into the hoisting control circuit and, therefore, will not prevent damage to the hoist, trolley, or crane, ifexcessive overloads are induced into the hoist- ing system when the hoisting mechanism is in a nonoperating or static mode. 44 HOISTING ROPES 444 442 443 443.4 4432 ‘The hoisting rope shall be of proper design and construction for crane service. The rated capac- ity 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 liting molten metal which shall not exceed 12.5 percent ofthe published breaking strength of the rope. ‘The wire rope construction shall be as specified by the crane manufacturer. When extra strength steel or wire center rope is used, the crane marufacturer's Specifications shall so state. Wher- ‘ever exposed to temperatures at which fibre cores would be damaged, ropes having an independant wire-rope, wire strand core, or other ternperture-resistant core shall be used. Rope Fleet Angle 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 [Link]-1 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 [Link]-1 Fig. 44914 4° of 1 in 14 Slope © Rope 4945) on tint . ‘Slope 90, Fig. 449.24 35444 ‘The CMAA recommended sheave and crum{o rope diameter ratios have been found by expe- rience to give satisfactory performance over a wide range of applications. Wire rope is consid- ‘ered a consumable maintenance item. The wire rope maintenance interval ill tend to be length- ened 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 45 SHEAVES 454 452 453 45.4 46 DRUM 46.4 4844 46.2 ‘The sheave shall be steel or minimum ASTM A48-latest edition, Class 40 cast Suitable materials as specified by the crane manufacturer. Table 4.5.2-1 is @ guide for pitch diameter of running sheaves, Small sheaves may cause an increase in rope maintenance. nor other TABLE 4.5.24 GUIDE FOR MINIMUM PITCH DIAMETER OF RUNNING SHEAVES ‘MAA Class_| 6 x 37 Class Rope | 6 x 19 Class Rope AaB 16 20 Cc 18 24 D 20 xd 2a Sxd E 24 30 i 30 30 d= rope diameter ‘The pitch diameter of equalizer sheaves shculd 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, ‘When special clearance, lif or low headroom is required, it may be necessary to deviate from these limitations, ‘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 AdB4atest edition, Class 40 or equal. Cast steel drums shall be ASTM A27 or equal. ‘Welded steel drums shall be ASTM A36 or equal. ifawelded 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. ‘The drum shaft shall be designed per the applicable Section 4.11.4 of this Specification, ‘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 device 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,46.3 46.34 46.3.2 464 465 Drum grooves shall be machined. Grooving should be right and left hand unless otherwise specified by the crane manufacturer. Recommended minimum drum groove depth is 375 x rope diameter. Recommended minimum drum groove pitch s eitver 1.14 x rope diameter or rope diameter + 1/8 inch, whichever is smalter. TABLE 4.6.4-1 GUIDE FOR MINIMUM PITCH DIAMETER OF DRUMS: 3 6 x 37 Class Rope | 6 x 19 Class Rope 2 g o 16 18 20 >xd 24 30 xd > mmoor SSEes d= rope diameter Table 4.6.4-1 is a guide for minimum pitch diameter of drums. Smaller drums may cause an increase in rope maintenance. When special clearance, lft or low headroom is required, it may be necessary to deviate from these limitations, 47 GEARING 4rd 472 473 ‘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. All gears and piaions shall be constructed of material of adequate strenath and durability to meet the requirements for the intended class of service, and manufactured to American Gear manu- facturers Association (AGMA) quality class 5 or better. For the purpose ofthis Specification, hoist gearing strength and durability shall be based on the horsepower required to it the rated load. Travel gearing strength and durabilty shall be based con 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 tranemit a larger portion ofthe available motor torque than gearing for hoist drives. 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 formulas may be writen: Allowable strength horsepower: relrawie | [ee Sx] Allowable durability horsepower: NAF 8,86 [amare] [“F a7