How Do I Decide If The Crane Rail Requires Replacement?

if memory serves :

the carriage rollers have wear limits..,

are track spec's referenced in those documents..?

The tracks (crane rail) are A65 type (as per DIN 536). Do you have any reference on the wear limits?

We have several major contracts in the Middle East for installing new crane rails and replacing worn rails. We have an site office in Bahrain which is manned most of the year round. Our director is visiting Dubai in the near future and can offer you technical advice regarding rail wear and relevant legislation. If interested please contact me via this forum thread.

Regards

Paul Ruck

Engineering Manager

Rapid Rail Ltd

Thank you Paul. Currently, we are inspecting the rail condition prior to making any decision. However, I shall take note of your company should we require any rail replacement/installation. Regards,

Dear Paul,

The trolley travel motion in one of our container cranes is not smooth due to extensive wear of the rails. So we have to replace the rails.

The crane is of single boom, full machinery type

The existing rails are of rectangular shape 100x100 and they are welded on the girder and the boom. The diameter of the trolley wheel is 710 mm

The length of the trolley travel path is 84m (47+20+17).

As you write in the forum you have carried out some similar contracts (replacement of worn rails). According to your experience could tell me the budget for such a project?

Do you think that we will have better results if, instead of rectangular rails 100x100, we install rails of type A100 DIN 536? Have you ever carried out such a project?

Hi

We have extensive experience in replacing container crane rails in the UK and overseas. Visit our web site at www.rapidrail.co.uk for further information. You are correct in saying that a clip mounted A100 section crane rail is better than square billet with regards to performance as a pad mounted rail helps reduce noise and stresses on the supporting structure. It is easier to install and adjust and obviously easier to replace in the future. I do not know of any crane operator replacing worn billet with new billet. Initial installation cost more expensive than billet however advantages outweigh this. Please give port details, location etc and email drawings of supporting rail structure if available to paul.ruck@rapidrail.co.uk

We can then look at costing the job.

Regards

Paul

Hi Paul,

In adition to the information i gave in our previous discussion please take into concideration that the rail path in the transition area between the boom and the girder consists of a double rail (the main rail and an auxilliary rail).I attache hereto some photos. In the first photo you can see clearly the auxilliary rail. Have you ever face such a system in any project of rail replacement?

Hi

Nice pictures!

Yes we have seen this before where the wheel is slightly lifted of the main rail as it crosses the rail joint at the boom hinge thus protecting the joint. Not an issue however you will not be able to install a A100 rail as you cannot fix a rail clip on the outside of the rail as there is not enough space. You physically cannot fit the clips on. Looking at the last photo the square billet does not look that bad apart from the edge peening over. Suggest you dress the edges and fit one of our wheel flange lubrication kit to one wheel either side. This will save you a fortune and extend the life of our wheels and rail.

Regards

Paul

Hi Paul

Thank you for your respond. Following i give you more information about the problem.

In each corner of the trolley, apart from the main wheel (of double type for the main and the auxilliary rail ) there is a carriage consisting of two side wheels for guiding the trolley on the rails. Between the wheels and the rail side there is a very small gap. As the trolley is mooving, due to deviations from allignment of the rails as well as due to the forces from the pending load, the guide wheels sometimes press the inner rail side of one rail and sometimes of the other rail. This pressure causes deformation and extensive wear of the rail side. Furthermore the crane driver due to the schocks feels unsafe.

Do you think that the greasing system you offer is appropriate for this case? Have you ever face such a case?

Hi

What's your name by the way?

Ideally (in the UK) rails should be aligned in accordance with BS 466 Appendix F Track Tolerance. This is insisted by the crane manufactures otherwise warranty will be void if problems occur such as unacceptable wear, damage etc. Insurance companies also insist that this tolerance is maintained. Other standards which may be relevant to you are ISO 8306 and FEM 1.001.

As I said previously the trouble with welded billet is that you cannot adjust it. I also said that you cannot replace with A100 rail which wasn't strictly true. On several container cranes we have extended the edge by welding a gusseted plate on top of the existing billet support plate. This obviously gets very expensive.

I suggest you try the lubrication option first which is relatively cheap. Visit our website for contact details.

We have fitted lubrication systems on container cranes at Southampton Container Terminal, PD Port of Hull, Port of Felixstowe and The Port of Tilbury.

Hope this helps.

Paul

I would suggest a tear down and magnaflux the steel to check for serious wear and stress fractures. Better to get that done than to have a loaded crane crash down and cost money, downtime and most importantly a life.

Think very seriously... If you are concerned (whcih you are) then it is past time for a magnaflux of the steel compmonents.

http://www.markwilliams.com/magnaflux.aspx

http://www.magnaflux.com/ProductOverview/Penetrant/tabid/96/Default.aspx

http://www.steellinks.com/pages/Inspection_and_Testing/Magnetic_NDT/index.html

JL Mealer
Mealer American Motors Corporation
http://mealercompanies.com

my thought : might the " channel " galled in the rail be referenced as per allowable limits

a quick measement would then allow an assesment if magnafluxing was the next inspection..

if after 25 years of operation,..

my 2 cents

The channel could be referenced. However, do you have any reference to the allowable limits?

again, i wish i had more help for you...

i found that some computerized manuals are very specific on nomenclature syntax, not what " we " on the floor call the component , but what the technical writer put in the manual

..some manuals are set up so that " sections "

1st. description and normal op's..2nd. component location...etc..

sometimes the inspection criteria is attached to the removal and installation sections..

as mentioned earlier, may i suggest.. for your piece of mind , after 25yr's of 24/7 op's..

contact the crane mfg.. , if still in business , one might think they'd know the wear limits on their rails...

failing that, as you can measure the channel..and you can measure the original thickness of the rail..

might it be just time to replace the rails and say , " we got 25 years of service from those, lets ensure another 25 years w/o accident "

well, there's all i got for you..

gl in your decision..

my 2 cents

We have already planned to carry out inspections for cracks using mpi. Our main problem is to check if the existing wear/alignments are within the tolerance. Any information on the allowable tolerances?

Hi fawagy,

It is the crane wheels which normally are supposed to wear out. For rails inspection, please check for dimensions if there is excessive wear then only you need to replace them. You have already planned for MPI check I think that should be able to point out any hidden defects in the rails. If you have any B.S book for Cranes then refer to it for such checks.Alternatively you can refer to IS:807 & IS:3177 for Cranes it is Indian Standard.

Suresh Sharma.

Guys, Just to let you know that I indeed have found the tolerances in BS466 (which I borrowed from a friend). Thank you all for your time and feedback.

I would think that a 2 X the rated load of the hoist held at the center of the span for 5 minutes, deflection of 1/360 span, maximum plus a dynamic load test, 5 X cycle would be enough to test the overall system. This should be repeated yearly. The ratings listed here are not to be considered gospel. Local load standards should be applied as the testing criteria. If testing cannot satisfy the standards, then the load should be reduced and test repeated. The load applied that satisfies the test, should be noted and placed on a test label plate and displayed prominently on the crane system.

I beleive you are refering to the load test. We have been carrying the load test on an annual base for all cranes. However, the post was for the cross travel (traverse) rails. Anyways, thank you for your input.

Cranes'(?) cross-travel(?) rails(?)??!

...Welcome

The Engineer/Surveyor from the insurance company providing collapse indemnity insurance will determine it, and advise its approaching need, should it be needed, on the inspection report following the periodic pre-planned insurance examination. That#s what insurance premiums pay for.

D'oh!