IOSR Journal of Electronics and Communication Engineering (IOSR-JECE)

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Design and Analysis of Overhead Crane Structural Columns

Rajpandian R
College Kumaraguru College of Technology
Mail id : moonstarvisit@gmail.com
ABSTRACT: Gantry girder is usually laterally unsupported beams used in industrial buildings. These are
supposed to carry gravity loads, lateral loads and longitudinal loads from the moving cranes. Because of large
lateral loads the top flange is bigger in size and the results in a beam with unequal flanges. The most common
built-up section used is an I-section beam with an inverted channel on the top. The top flange of the beam and
channel web act together, so flange thickness is taken as sum of the thickness of the beam flange and the
channel web. The width of flange of girder may be taken as the average of widths of the beam flange and the
depth of channel section. The effective length of gantry girder is taken equal to span of a simply supported beam
with the ends torsionally restrained and the compression flange laterally restrained but free to rotate in plan.
No reduction is made for the equivalent uniform moment factor.
The buckling resistance moment must exceed the factored moments for the gravity loads including impact. The
horizontal bending moment is assumed to be taken by the top compression flange only. The overall buckling
check is applied. The web of the girder is checked for its shear capacity and buckling and bearing. Check for
local compression under wheels is also applied. As serviceability requirements, the crane girder is checked for
vertical deflection due to static wheel loads, for horizontal surge due to crane surge and for fatigue.
Keywords: Loads, Vertical loads, Lateral Loads, Longitudinal loads, Impact Loads, Moment of inertia, Lateral
force, Bending moment, Compressive Loads, Longitudinal Forces, Section Modulus, Bending Stress, Live
Loads, Shear Force
I.
INTRODUCTION
Overhead travelling cranes are used in industrial buildings t o lift and transport heavy jobs, machines,
and so on, from one place to another. The crane may be a manually operated (hand) overhead travelling crane
(M.O.T) or an electrically operated overhead travelling crane (E.O.T). A typical arrangement of the crane
system shown in Fig. Usually the crane consists of a bridge made up of two truss girders. The bridge is termed
a crane bridge, crane girder or crab girder. It spans the bay of the shop and moves in a longitudinal direction. To
facilitate movement, wheels are attached to the ends of crane girders. These wheels move over rails placed
centrally over the girders which are called gantry or crane gantry girders. These girders are designed as laterally
unsupported beams until the compression flange is laterally supported by either a catwalk or by additional
member.
A trolley (crab) with wheels and a suspended hook is placed over the bridge and this arrangement can
move in the transverse direction. However, it should be noted that the two movements of the crane, the
longitudinal and the traverse cannot be had simultaneously. Bolted clamps or hook bolts are, used to keep the
rails in position.
The gantry girders, because of the necessary clearances, must be placed a distance away from the face
of columns. A direct connection with the column therefore is impossible. Because of lateral loads, however,
some types of connection is mandatory. This is provided by a diaphragm. In gantry girders, even when
deflection is held within limits, there is some rotation at the ends under flange at the ends must be made. This is
usually taken care by using bolts with slotted holes.
Some of the types of sections used for gantry girders are I section is provided for manually operated
overhead crane. The top flange of the I-section is reinforced with a channel with its flanges turned down on the
compression flange or a channel and a bracket plate are attached to the web of the I-section to increase the
lateral resistance against the horizontal surge from electrically operated overhead travelling cranes as well as
torsion rigidity. If required, still heavier sections as shown in fig may be provided.

II.

LOADS

Gantry girders are unique themselves. First, it is different from usual beams in buildings. It is laterally
unsupported except at the columns. Second, it is one of the very few girders in the buildings that is subjected to

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impact. Third, it must be analyzed for unsymmetrical bending because of lateral thrust from the starting and
stopping of crab. Fourth, it is subjected to longitudinal load due to starting and stopping of the crane bridge
itself; and the fifth, these are always simply supported. These are subjected to the forces as follows.
1) The reaction from the crane girder, acting vertically downwards.
2) The longitudinal thrust, due to starting or stopping of crane, acting in the longitudinal direction.
3) The lateral thrust, due to starting/stopping of the crab acting horizontally, normal to the gantry girder.
A. Vertical loads
A vertical load acting over the gantry girder is the reaction from the crane girder and consists of the self
weight of the crane, self weight of the crab and the crane capacity ( the maximum load that can be hoisted).
To calculate the reaction the maximum wheel load is computed. It occurs when the crab is nearest to the
gantry girder. In addition to the reaction from a crane girder, the self weight of the rail should also be
considered.
B. Lateral loads
Lateral forces on crane girders may be caused by the
a) Thrust due to the sudden stopping of the crab and load when traversing the crab girders.
b) Crab dragging weights across the shop floor.
The foregoing cases cannot occur simultaneously.
In (a), as with the longitudinal gantry girders, the frictional resistance of the rail is transferred into the crab
girders and from them into the crosshead girders, hence, as point loads through the main wheels, into the top or
compression flanges of the gantry girders. The positions of the main wheels when maximum lateral bending and
shear take place on the gantry girder will be the same as those when maximum vertical bending moment and
shear occurs.
(b) The crane is often requisitioned to drag weights across the shop floor. If the load is extremely massive, it is
usually mounted on roughly fashioned rollers, probably running on a timber plank track. The lateral thrust and
pull on the compressive flanges of the gantry girders then become a matter of conjecture. The resisting forces
are firstly, the friction of the main wheel treads upon the gantry rails and, secondly, the forces offered by the
flanges of the main wheels bearing against the gantry rails.
The lateral thrust is assumed to act in the plane of the centre of gravity of the upper flange. Acting as it
does at rail level, it has really a lever arm producing torque. This small lever arm and, therefore, the torque are
neglected. No help is assumed to be afforded by the lower or tensile flange in resisting lateral thrust. However,
should this help be considered, then the torque-due to the thrust multiplied by the distance from the line of
action of the thrust to the N.A (xx in this case)-should also be taken into consideration.
C. Longitudinal loads
These are caused due to the stopping or starting of the crane girders and produce a thrust along the
rails. The largest of these, especially in quick-acting electric overhead travelling cranes, is due to the sudden
application of the brakes. The frictional resistance to the sliding of the locked wheels upon the rails is supplied
by the crane girder. This element in turn distributes it amongst all the crane column shafts.
The lateral and longitudinal thrust are transferred at the rail level. Therefore gantry girders are also subjected to
bending moments due to the loads.
D. Impact loads
The stresses produced in gantry girders due to the above loads are more than those caused by gradually
applied loads. This is due to the forces set up by the sudden application of brakes to the rapidly moving loaded
crane acceleration, retardation, vibration, possible slip of slings, etc. the steelwork which carries these quickacting cranes must be heavier than the steelwork which supports slow-moving cranes. With quick-acting electric
overhead travelling (E.O.T) cranes, the stresses in the gantry girders are produced almost instaneously, whereas
with slow-moving hand operated cranes the bending stresses in the girder are induced gradually from zero up to
their maximum values, as the cranes traverse the girder from the end toward the centre. To account for this,
suitable impact factors are introduced as and when applicable.

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E. Specifications
1) A gantry girder section is subjected to vertical loads and horizontal thrust (surge loads) simultaneously.
Therefore, the allowable stresses are increased by 10%. This increase in the allowable stress is not in
addition to that allowed for erection loads with or without wind or seismic forces.
2) Either of the two horizontal forces specified in table should be considered to act along with the vertical
loads at a time.
3) The vertical deflection of a gantry girder should not exceed the values specified below:
i) Where the cranes are manually operated L/500
ii) Where the cranes are travelling overhead and operated electrically up to 500kN
L/750
iii) Where the cranes are travelling overhead and operated electrically over 500kN
L/1000
iv) Other moving loads, such as charging cars, etc where, L=span of the gantry girder.
L/600

III.

DESIGN

The design of rolled sections subjected to lateral loads is a matter of trial and error, but for a built up
girder the following procedure may be adopted. In the design of gantry girders it is assumed that the lateral load
is resisted entirely by the compression flange ( when applied at the compression flange level). The assumption is
fairly justified because if the tension flange is to assist in resisting a lateral load and applied to the compression
flange it must be pushed sideways by the web. But the lateral stiffness of the web is quite small as compared to
that of the compression flange. Therefore, the assistance from the tension flange must be considered negligible.
The gantry girder is designed as follows
1) Find the maximum wheel load. The worst case of loading occurs when the crane and its load are drawn to
the column. Therefore, the maximum vertical load is when the crab is closest to the gantry girder. This
distance is the minimum approach of the crane hook to the gantry girder. The crab in such a position on the
crane girder gives the maximum reaction on the gantry girder. The vertical reaction of the crane girder is
transferred through its two wheels reaction. This maximum wheel load is increased for the impact as
specified in the text. The lateral thrust due to the cross travel to the crab can be neglected, because the crab,
if carrying full load, must go very slowly when in such close proximity to the end of its travel.
2) The maximum bending moment in the gantry girder due to vertical loads is computed. This consists of the
bending moment due to the above found maximum wheel loads (with impact) and the bending moment in
maximum when the two wheels are in such a position that the centre of the gantry girder (if only one crane
is running over the girder). In other words, the quarter point of the span of the two wheels must coincide
with the central line of the girder. If after such placement one of the wheel load position falls on the
adjacent gantry girder, and the gantry girder in question finds only one wheel load, then the maximum
bending moment will be when this load is at the mid span.
When two or more cranes are placed on one gantry, the gantry girder should be designed with the
assumption that the cranes will be running buffer, lifting or carrying their maximum loads simultaneously.
The bending moment due to dead loads is maximum at the centre of the span. At the point where the
bending moment due to the wheel load is maximum (below one of the wheels of the crane girder) the dead
load bending moment is slightly less than the maximum dead load bending moment, but for simplifying the
calculations the maximum bending moment due to dead loads may directly be added to the maximum wheel
load moment.
3) The maximum shear force is computed. This consists of shear force due to the wheel loads and dead loads
from the gantry girder and rails. The shear due to the wheel load is maximum when one of the wheels is at
the support ( if only one crane is running over the girder).
4) The section modulus of the gantry girder is found by the equation
Z=M/,t
M is the maximum bending moment due to vertical loads, and bc,t is the permissible bending
stress(o.66fy). A suitable section is selected from I.S Handbook NO.1. Generally an I-section with a
channel sectionis provided. As the gantry girders are laterally unsupported the trial section modulus
provided (I-section with channel section on compression flange) is usually 20 to 40% more than the
calculated section modulus. Generally, the economical depth of a gantry girder is not less than of the

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5)

6)
7)
8)

9)

10)
11)
12)
13)

span except when the loads are small in relation to the span. The width of the flange should be between
1/40 to 1/30 of the span to prevent excessive lateral deflection.
Calculate the moment of inertia of the girder section about both the axes. The maximum bending stress in
compression (bc,cal) and in tension (bt,cal) is calculated by the following equations:
bc, cal= M/Ixx gross Y1
bt,cal=M/Ixx gross Y2
where Y1 and Y2 are the distances of extreme fiber of compressive and tension flanges from the neutral
axis respectively.
The bending stress in tension should be less than the permissible bending the stress (1.1x0.66fy)
The lateral forces on the girder and the maximum bending moments and shear due to these are calculated.
The position of the wheels should be same as that in step (2) and step (3).
The maximum compressive stress due to lateral loads is calculated. The compression flange is assumed to
take lateral loads. Hence the moment of inertia of the compression flange required about its yy- axis is
calculated. This can be determined by adding Ixx of channel section to half the Iyy of I-section. Though
approximate but this simplified method gives fairly close and acceptable value.
The longitudinal forces along the rails and the stresses (direct and bending) in longitudinal direction are
calculated.
The total bending compressive stress is found by adding bending stresses, as calculated in step(5) and
step(8 or 9, whichever is more). It should not exceed the allowable bending compressive stress.
The allowable bending compressive stress bc is calculated, as explained in section (types of section) and is
increased by 10%.
Rivets connecting the channel to the I-section are designed.
The maximum shear stress in the gantry girder is checke.
The bracket and its connection with column are designed. A pair of bracket plates, one on each flange of Isection column, connected with a diaphragm is provided to make a seat for gantry girder.

The question now arises as to how much load comes on to each bracket plate. If each bracket plate was
independent of its neighbor, then either plate would, in turn, have to support the entire reaction due to the crane
and its load. By using a diaphragm one side plate cannot deflect without taking its neighbor with it, and its
neighbor cannot deflect unless it also participates in the carrying of the load, since deflection is proportional to
load. There is another factor which is sometimes considered, and that is the frequency of this particular case of
loading. It will be seldom that the crane wheels will be called upon to carry the maximum load with the crab
drawn in tightly against the bracket. The gantry girder is designed for the worst possible cases of loading
without consideration as to the laws of chance, and to be consistent the vertical brackets should be designed to
meet the maximum load. Conservative designers make each bracket plate strong enough to carry all the loaded
plate of a certain amount of load, the maximum load on the loaded plate being vaguely estimated at one-half,
three-quarters and seven-eight of the maximum girder reaction. The half is decidedly risky and is not
recommended.
Required specifications for theoretical work

Crane capacity =50kN

Self weight of crane excluding trolley=40kN

Weight of trolley crab=10kN

Wheel base=1m

Centre to centre distance between gantry rails=9.144m

Centre to centre distance between columns=6.095m

Self weight of rail section=300N/m^2

Yield stress of steel=250N/m^2

Maximum concentrated load on crane=50+10=60kNm
Self weight of crane will act as uniformly distributed load of intensity
40/9.144=4.374
For maximum reaction of gantry girder, loads are placed on the girder as shown in Fig. Ex 1(a)
Taking moment about B

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RAx9.144-60x8.144-4.374x9.144x4.572=0
RA=75kN
RB=25kN
The reaction from the crane girder is distributed equally on two wheels at the end of the crane girder
Maximum wheel load on each wheel of crane
=75/2=37.5
Maximum bending moment
It consists of maximum moments caused by the moving wheel loads on the gantry girder and self
weight of the gantry girder. For maximum bending moment, the wheel loads shall be placed as shown in Fig. Ex
1(b). The calculation of maximum bending moments due to wheel loads and self weight of gantry girder has
been done seperately because calculation of impact loads and bending moment due to it involve live load only.
For maximum bending moment, the wheel loads shall be placed as shown in Fig Ex
Assume self-weight of gantry girder as 1.5kN/m
Total dead load=300+1500= 1800N/m
Taking moment about c
RCx 6.095-37.5x(6.095-1.741)-37.5x(6.095)
RC=64.29kNm
Taking moment about D
RD=75-64.29=10.71kNm
Bending moment due to live load
RDx2=21.42kNm
Bending moment due to impact(10% increase due to M.O.T)
0.10x21.42=2.142kNm
Total bending moment due to live load and impact loads
21.42+2.142=23.562kNm
Bending moment due to live load and impact loads
wl^2/8 =(1.800x6.095^2)/8
8.36kNm
Maximum shear force
For maximum shear force one of the wheel load should be at support as shown in Fig Ex
(Rc-37.5)x6.095-37.5x3.095
RC=38.1kN
Cross section of gantry girder
Gantry girder will be designed a a laterally supported beam for gravity loads. A channel section will be
designed for lateral loads and welded to the compression flange of gantry girder to check the lateral buckling as
shown in Fig. The channel section will also be welded to the colunns.
M=(Total bending moment due to live load and impact loads+ Bending moment due to dead load)
Z= M/ =(31.922x10^6)/165
=409.781cm^3
Let us try ISLB 300@N/m from IS Hand Book No.1. The
t=6.7mm, B=150mm, Ixx=7332.9x10^4mm^4, Iyy=376.2x10^4mm^4

properties are A=48.08, T=9.4mm,

Lateral Forces
Lateral; force transverse to rails=5% of weight of crab and weight lifted
=5/100x60 =30kN
Lateral force on each wheel, Fl=1.5kN
Maximum horizontal l reaction due to lateral force by proportion at C

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1.5/37.5x64.29=2.57kN
Horizontal reaction due to lateral force at D =3-2.57=0.43kN
Bending moment due to lateral load by proportion
=1.5/37.5x21.42=0.856
Design of channel section
A channel may be connected to I section as shown in Fig
The section modulus of channel along the yy axis will be
Z=(0.856x10^6)/165=5187.887mm^3
Check for allowable bending stress
bct =0.66fy=165N/mm^2
The lateral force on head of rails is = 1.5kN
The force is transferred at C.G of the channel. Thus at the C.G of the channel, there will be a force Fl of
1.5kN and a lateral moment.
2x1.5xe
e= depth of rail section+Cyy of channel section
The depth of rail section is not known and the channel section is yet to be designed, the lever arm e for
the moment calculation is assumed as 75mm.
Moment =2x1.5x75=225kNmm
Depth of channel =300mm
Distance between centre of gravities of channel section and I-section.
C=300/4=300/4=150mm
Axial force Fa= M/2C
225/(2x150)=0.75kN
The channel is subjected to biaxial moments
Mx= (Fl/L)(L/2-a/4)^2
= (2x1.5)(6.095/2-3/4)^2
0.492 kNm
My=(2Fa/L)
=(2x0.75)/6.095 (6.095/- )^2
=1.3kNm
Try ISLC 150@ 141.3N/m
Zxx=93x10^3mm^3, Zyy=20.2x10^3 mm^3
bct= Mz/Zxx+My/Zyy
(0.492x10^6)/(93x10^6)+(1.3x10^6)/(20.2x10^3)
=5.29+64.35<165fy
Similarly by reducing column centre to centre distance =4.063 we got stress within the limit and the
analysis also confirmed stress is within the limit
THREE COLUMNS
ISLB 3 columns
70N/mm^2

ISLB 4 collumns
44N/mm^2

ISWB 3 COLUMNS
65N/mm^2

ISWB 4 COLUMNS
34N/mm^2

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Type of load
a) Vertical
forces
transferred to the
rails
i)
For
electric
overhead cranes
ii)
For
hand
operated cranes
b) Horizontal
forces
transverse to the rails.
i)
For electric overhead
cranes
iii)

c)

For
hand
operated cranes

Additional load

25% of maximum static wheel

load
10% of maximum static wheel
load

10% of the weight of the crab

and the weight lifted on the crane
5% of the weight of the crab and
the weight lifted on the crane
5% of the static wheel load

Horizontal
forces
along the rails

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