Engineering Failure Analysis 67 (2016) 114

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Engineering Failure Analysis

journal homepage: www.elsevier.com/locate/engfailanal

Failure analysis of increased rail wear of 200 tons foundry

crane track
Jozef Kulka a, Martin Mantic a, Gabriel Fedorko b,, Vieroslav Molnar b
a
Faculty of Mechanical Engineering, Technical University of Kosice, Letna 9, 042 00 Koice, Slovak Republic
b
Technical University of Kosice, Letna 9, 042 00 Koice, Slovak Republic

a r t i c l e i n f o a b s t r a c t

Article history: The bridge cranes belong among the most often used machines designed for heavy loads han-
Received 14 March 2016 dling. The steel supporting structure of these cranes or some specic parts of the bridge crane's
Received in revised form 11 May 2016 construction are exposed to an excessive loading during the crane operation. The crane track,
Accepted 19 May 2016
which enables travelling of the crane on the rails, is one of the most loaded and most worn
Available online 20 May 2016
parts of the bridge crane. Therefore it is necessary to perform a periodical control and mainte-
nance of the crane track in order to avoid excessive wear of it. There are arising various negative
Keywords: occurrences during the crane operation if the maintenance of the crane track is neglected. The
Flange wear
crane skewing is a very serious and negative phenomenon, which is occurring during the bridge
Rail wear
crane operation. This phenomenon is able to cause a wheel lock of the crane or even a fall-out of
Computer simulation
Skewing of crane the crane travel mechanism from the crane track. There is described in this article analysis of the
Transverse deviations crane skewing process on the crane track during a real crane operation. Experimental measure-
ments, together with computer simulation are the main analytical tools applied in this work.
2016 Elsevier Ltd. All rights reserved.

1. Introduction

Cranes are machines designed for hoisting and transfer of heavy loads. They are applied in many industrial branches. There are
known various design solutions of the cranes and different working principles of the crane operation. Research area concerning the
cranes is a very extensive and well-elaborated branch of the technical science. Domazet et al. [1] investigated malfunction of two cam-
shafts from a crane. Analysis of their results emphasises a fact that the fatigue durability can be signicantly increased by a simple
change of the constructional detail inside the crane. Bradley and Bradley [2] presented another kind of work, which is focused on a
truck crane. Analysis of the telescopic booms of the truck cranes elaborated by Savkovi et al. [3] offers interesting results.
The bridge cranes are the most often used cranes in a wide range of the industrial practice. They are applied for handling various
loads in the workshops, storages, production halls etc. Wang et al. [4] described application of the bridge crane in a railway tranship-
ment centre and Liu et al. [5] presented operation of a bridge crane installed in the intermodal transport terminal, which is deter-
mined for container handling operation. Similar professional orientation is characteristic for the work of Boysen et al., as well [6].
Scheduling of the bridge crane operation is an important aspect, which is elaborated in the article published by Jeong and Kim [7].
This work describes a mathematical model developed in order to optimise solution of the problems concerning scheduling of the
crane operation. There are proposed in this article the genetic and heuristic algorithms developed for reduction of computational
time, which is required during solution of serious problems, together with a presentation of the numerical experiments performed
within the framework of a research intended for verication of efciency of the above-mentioned heuristic algorithms.
Durability and reliability of the crane constructional parts are the most relevant factors that are monitored during operation of the
bridge crane. Kopnov [8] investigated a fatigue durability of a gantry crane applied in the forest industry. The presented results

Corresponding author.

http://dx.doi.org/10.1016/j.engfailanal.2016.05.032
1350-6307/ 2016 Elsevier Ltd. All rights reserved.
2 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114

conrm a fact that malfunctions of the several constructional components of the crane do not have a random, but a systematic char-
acter. Qi et al. [9] evaluated safety and analysed fatigue durability of the crane construction.
The crane track is one of the most loaded parts during operation of the bridge crane. Kulka et al. [10] described results of their re-
search focused on operational damage of the crane track used for a bridge crane. They introduced an innovative method developed for
technical inspection of the crane track beams as well as for determination of residual durability of the selected beams and they sug-
gested necessary measures with regard to a future operational possibility of the whole crane track, too. Faltinova and Kopas [11] pre-
sented a similar investigation aspect concerning the crane rail fatigue durability.
Rettenmeier et al. [12] analysed propagation of the cracks occurring on the crane track beams due to loading caused by the moving
crane wheels. Number of cycles of the crack growth is calculated in this work using intensity factor of the shearing stress K. The next
work of the same authors Rettenmeier et al. [13] investigated an inuence of multi-axial stress-state on durability of the welded crane
track beams that are loaded cyclically by the moving crane wheels.
Identication of the crane track damage reasons is a complicated task usually. Liu and Xiao [14] offer a new method for identi-
cation and solution of this problem. They suggest applying of the electronic detecting station for detection of these reasons. Concep-
tion of this detecting station enables detection of two rails in 3D regime simultaneously. This method enlarges the applied detection
range two times in comparison with the classic methods. Application of defectoscopy according to Lu and Zhan [15] is another pos-
sibility, which is suitable for identication of the crane track damage of the bridge crane.
It is necessary to analyse in detail various processes of accidents and damage of the bridge cranes in order to increase their oper-
ational reliability. Rusiski et al. [16] described an accident of bridge crane installed in the hall of turbogenerator. These authors ap-
plied numerical methods for identication of the undesirable situation reasons. Raymond [17] deals with reconstructions that were
undertaken in order to repair a damaged crane track loaded due to operation of a heavy bridge crane.
Another important phenomenon, concerning the bridge crane operation, is movement of the crane wheels on the crane track and
this kind of problem was investigated by Axinte [18]. He used the 3D models in order to perform the engineering failure analysis. Ngo
and Hong [19] studied a control possibility of the crane bridge skewing during movement of the crane along the crane track and they
proposed an adaptive control system equipped with 4 electric motors. Mitrovic et al. [20] analysed the controlled electric drives for
bridge cranes with a large span.
Sinay and Tomakov [21] introduced the most important questions concerning the crane operation safety, together with an-
alytical methods developed for the technical risk evaluation during operation of the crane.
There is demonstrated in this work an algorithm, which enables to eliminate the crane skewing by means of a simple, efcient
and practical method. In general, it is possible to say that neglecting of the crane skewing has a potential to induce severe oper-
ational problems. The presented article analyses processes of the crane track wear, caused by the moving crane wheels, using the
experimental and simulation methods.

2. Material and methods

2.1. Basic data about operation of the analysed crane

15 to 25% of metallic charge into oxygenous converter is created by scrap iron. Its transport is realized on rails in foundry hall. A
solid charge is lled into large-capacity units mangers. Transporting cars with full mangers are slid into charging hall from where
they are taken by charging bridge crane in order to charge into oxygenous converter. A transloading of mangers from wagon trains
onto transporting cars is provided by 200/70/12,5 t 15,8 m bridge crane, which has been working in given metallurgical operation
since 1964 (Fig. 1). During movement of this crane over crane track it comes to excessive wear of rails and anges of its wheels as well.
According to Fig. 2, massive wear of the rail B and corresponding anges of the travel wheels was identied on external side and
wear of the rail C and corresponding anges of the travel wheels was identied on internal side. It was discovered by measuring that
rail wear is up to 23 mm in depth and 27 mm in width from the rail edge according to Fig. 3. The maximum ange wear is 7.4 to 15 mm
according to Fig. 4. Documented places clearly result from the description of mentioned gures.
The shape and depth of rail wear and wheel wear can be seen on the next gures, namely Fig. 5 describes wear of the wheel ange
and rail C in the point f1 and Fig. 6 illustrates wear of the rail C connection in the point f2. The biggest wear of the rail C, presented on
Fig. 7, was recorded in the point f3 according to Fig. 2, whereas it corresponds to the values given on Fig. 3. Wear of the free wheel
ange and rail B in the point f4 (according to Fig. 2) is pictured on Fig. 8.
In Fig. 9 we can see photos of the dismounted worn wheels. These wheels will be postponed to renovation. It is visible on the
individual gures an excessive wear of the wheel anges.

3. Experimental analysis describing causes of wear for rails and crane travel wheels

Within the framework of experimental analysis, which describes causes of wear for the rails and crane travel wheels, there was
realized a measuring of the crane track geometry. During the measuring of the crane track geometry (angles, directions, transverse
deviations to aiming line, lengths, span, superelevations and heights and others) the following devices and tools were used:

- second theodolite ZEISS Theo 0l0A with diagonal eyepiece,

- dumpy level Zeiss Ni 020,
- special stand for theodolite and dumpy level + standard geodetic stand,
 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114 3

Fig. 1. Foundry 4-girder crane.

- steel, millimeter 20 m measuring tape, compared by etalon OFENNEL, curling tape measure,
- aiming mark, ordinatometer,
- dynamometer, alcohol technical thermometer.
Measuring of the crane track geometry consists of the following items:

- Staking-out the line points,

- Measuring of transverse deviations,
- Measuring of crane track gauge,
- Height measuring.

At the same time there was also performed a computer simulation of skewing in order to verify exactly the possible causes of
the above-mentioned excessive wear of the crane wheel anges and rails, which was identied experimentally.

3.1. Staking-out the line points

Crane track girders are xed to the walls of building. The crane track consists of the rails C and B (Fig. 2). Taking into consideration
several aspects and circumstances concerning the measurement process, the rail C was selected as a base for the whole measurement.
4 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114

Fig. 2. Layout scheme of crane track BC in foundry hall.

The individual reference points are marked from the point C1, which is positioned at the crane track beginning, to the point C14 situ-
ated at the end of the crane track (Fig. 10). The distance between these reference points is 156,061 mm. The individual points of the
measuring line were marked in the middle of the reference rail C with a specialized tool. The points B1 and B14 were projected on
the rail B as perpendicular lines from the points C1 and C14 what enabled staking-out two parallel lines with the mutual distance
15,792 mm (measured track of rails). Intermediate points on this rail were marked by holes in identical river logs same as on the
rail C. The next measuring points (C2C13 as well as B2 B13) were placed randomly, approx. in the middle of range between the
supporting columns of the crane track. The exact position of these points is illustrated in Fig. 10.

3.2. Measuring of transverse deviations

Measuring of transverse deviations stated rail deection from direct course. Measurement was performed optically, by theodolite
located on the point C1, after aiming at end point of aiming line C14, by sequence projection of sight onto ordinatometer scale with its
placing on individual points C2, , C13. Similar procedure was applied also for adjacent aiming line B1-B14.

3.3. Measuring of crane track gauge

The crane track gauge was stated between corresponding couples of points: C1-B1, C2-B2, , C14-B14. A plausibility of measure-
ment was secured by independent measuring, repeatedly 3 times, by steel measuring tape, compared by etalon of producer O.FEN-
NEL. Average values of directly measured gauge gures were corrected due to inuence of temperature difference, stretching force,
deection and correction from measuring line comparison.

Fig. 3. Scheme of rail wear.

 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114 5

Fig. 4. Scheme of wheels from investigated crane.

3.4. Height measuring

Levelling measurement stated point heights on rails. The heights of points were measured in local height system with zero value in
the highest point of crane track (point C1). During measuring of spatial trajectory of 200/70/12,5 t bridge crane at its discrete move-
ment were indirectly measured consequences of skewing expressed in linear units in coordinate system x-y-z. There was used total
geodetic measuring station Leica TCR 305 with accessories and reex foil (targets).
The measurement results serve rst of all for identication of inuence of unequal crane loading to unequal locked-rotor and trav-
elling conditions on the right and left side of crane track. The unequal loading results in different wheel pressures on which are depen-
dent adhesive conditions in travel wheels. In case of uncontrolled drive it can be the main cause of crane skewing and then the crane
skewing is cause of rail wear and wheel ange wear of travel wheels.
We have chosen 5 measuring points on the crane (Fig. 11). Points no. 1 and 5 were marked by targets from reex foil at the head of
main rock levers above bumpers point no. 1 on the left side and point 5 on the right side of crane. Points no. 2 and 4 were chosen on
the main girder approximately symmetrical around centre of girder, point 3 in the centre of girder but it had to be seen from measur-
ing post by discrete movement of the crane.
The measuring was done at different modes: rstly with main 200 t crab with transverse beam and hooks (for manipulation with
ladles) in the totally end position on the west side of crane track (Fig. 2) and auxiliary 70 t crab with load also in the end position on
the west side, the next one with both 200 t and 70 t crabs with load in the possibly closest position to the east rail (rail C) of crane

Fig. 5. Rail and ange wear in point f1 according to Fig. 2.

6 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114

Fig. 6. The biggest wear of rail C in point f2 according to Fig. 2.

track and the last one with 200 t crab and auxiliary 70 t crab with load approximately in the middle of bridge span of the 200/70/12,5 t
bridge crane.

4. Computer simulation of skewing

In connection with observation, diagnostic and identication of possible causes of excessive wear of rails of crane track, on which
bridge crane with above dened basic technical parameters is moving, we created dynamic model using simulation program MSC
VisualNastran 4D. Simulation modelling using numerical methods allows analysis of different alternative combinations of stochastic
and imperfective inuences of system elements crane track-drives of crane mechanism-immediate positions of layout of own
weights and random loads occurred on crane.
An aim of analytical simulation was exactly to conrm experimentally identied and supported by experience possible causes
of excessive wear of rails. A purpose for modelling of crane operation conditions was to describe:

- current characteristic spatial disposition of crane crab positions (200 t crab is at the end switch of its way on the total end, 70 t
crab is in the middle of crane span) 1. calculation model, Fig. 12 and Fig. 13.
- more favourable optimal spatial disposition of crane crab positions (both crabs are in the middle of crane span) 2. calcu-
lation model Fig. 12 and Fig. 13. The simulation model was dened with assumption of ideal distribution of driving moment to
all driven wheels of travel, own weights of crane components were simplied dened in the points of their geometrical
centres.

Fig. 7. Wear of rail C in point f3 according to Fig. 2.

 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114 7

Fig. 8. Wear of free wheel and rail B in point f4 according to Fig. 2.

5. Results

5.1. Staking-out the line points

Fig. 14 illustrates projection of the crane track into the horizontal plane according to the methodology described in the Section 3.1.
There are situated in the mutual distance 15,800 mm two axes, which represent the nominal tracks of the crane wheels. The
measuring points 2 and 3 were chosen in the points of the rail joining (the place f2 and f3 according to Fig. 2), with regard to a
fact that an increased wear was monitored just in these points what indicates a higher value of the crane track inaccuracy. These
points are not presented in Fig. 14 because of the scale applied for this picture. However, the data corresponding to these points
are involved in the tables and calculations, as well. Staking-out the line points in the middle of the rail thickness was performed
by means of a special tool on the level of the crane track supporting columns. In this way there were dened 14 measuring points.
The values of the crane track gauge were measured among the corresponding measuring points of the rail C and B. These values
are given in Table 1.

5.2. Measuring of transverse deviations

The results of measured transverse deviations relative to designed rail gauge 15,800 mm are given in Table 1 at random movement
of the crane.

5.3. Measuring of crane track gauge

The resultant values of crane track gauge are in range from 15,783 to 15,802 mm by Table 1. The highest tolerance, stated by the
code [22] according to Table 7.1, of crane track gauge including inuence of temperature changes is s 10 mm. According to

Fig. 9. Dismounted worn driving and free wheel.

8 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114

Fig. 10. Scheme of arrangement for measuring points situated on the crane track.

graphic presentation of measurement results on the Fig. 14 and in the Table 1 the biggest change of gauge is 17 mm. The change of
gauge 17 mm was measured next to columns 11 of way BC what is higher value than allowed by code.

5.4. Height measuring

On the basis of numerical processing and representation in the Table 2 we can see that heights of rail points are different (on the
rail C they are in range from 0 to 23 mm and atness on the rail B is from 10 to 31 mm).
According to Table 7.1 [22] the allowed horizontal deection y of crane track girder is y = L/600 measured in the level of
upper plane of rail. According to Table 1 and Fig. 14 the distance between columns ranges from 9731 mm to 14,226 mm that
corresponds to allowed horizontal deection 16.2 to 23.71 mm. The crane track satises this condition. According to Table 7.2
[22] the maximum value of vertical deection z of crane track girder is z L/600 and z 25 mm. The biggest measured height
level deviations of head of crane track rail B is in correspondence with above-mentioned requirement 15 mm and on rail C is
16 mm (Table 3).
Taking into consideration the purpose of given measuring of trajectory, according to Table 1 we can ignore measured inuence
in the direction of coordinates y and z. The crucial is relative displacement of points 1 and 5 in the direction of coordinate x. On
the basis of measured displacement values in the direction of coordinate x according to Table 1 for points 1 and 5 we calculated,

Fig. 11. Scheme of foundry 4-girder crane without wheels with 5 measuring points.
 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114 9

Fig. 12. Axonometric view to 1st and 2nd calculation model.

according to scheme on the Fig. 2 for individual measuring and crab position, the transformed displacements y in the direction
of coordinate y in the contact places of front and rear travel wheels of crane with rail.
W: Load hung on the west side M: Load hung in the middle E: Load hung on the east side.
In the Table 5 there are calculated transformed displacements y at the position of the main 200 t crane crab and auxiliary
70 t crane crab with load on the left side (next to cabin), in the middle and with load at the maximum allowed position on
the right side according to the Table 4. Higher differences in values of transformed displacements y in the direction of coordinate
y with the load on the right and left side are caused by the fact that it was not possible to reach the stop end position of crabs
200 t and 70 t with load during loading on the right side. Comparing obtained results of transformed displacements in direction of
coordinate y given in the Table 5 follows that if mentioned 200/70/12,5 t 15.8 m bridge crane is loaded symmetrically, i.e. 200 t
crab is approximately in the middle of crane span and also auxiliary 70 t crab with load is in the middle of crane span, trans-
formed displacement in direction of coordinate y is small. Excessive wear should not come into consideration. According to
Table 5 maximum transformed displacement y in direction of coordinate y reaches values up to 48 mm. According to Fig. 3
width of rail is 120 mm and according to Fig. 4 width of new wheel between anges is 160 mm. From these facts follows that
allowed displacement y can be up to 40 mm (at zero deviation of crane track gauge) to not come to skewing. If we add to mea-
sured and calculated value of transformed displacement 48 mm (see Table 1) deviation in crane track gauge 17 mm (see Fig. 15)
then the value of displacement 48 + 17 = 65 mm is reached what is the value higher than allowed possible displacement max-
imum y = 40 mm and because of that it comes to noticeable wear of rail side and anges of crane wheels from skewing what
can be seen on Fig. 5, Fig. 8 and Fig. 9.

Fig. 13. Front view to 1st and 2nd calculation model.

10 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114

Fig. 14. Geometrical geodetic measuring of crane track in horizontal plane.

The maximum difference hc of vertical deection of two crane track girders is hc s/600. For crane span s = 15.800 mm is
hc = 26.3 mm. The biggest height deviation between rails B and C in transverse direction is 23 mm (Table 2).

5.5. Computer simulation of skewing

The simulation model was dened on condition that the driving torque is ideally distributed to all driving wheels of the crane travel.
The own weights of the crane components were dened simply in the points of their geometrical centres. The wheel track value, which
was applied in the model, is 15,800 mm (according to the drawing documentation). The weights of the crane crab, traverse, hooks and
supporting crane structure are determined according to the crane drawing documentation, as well.
There are presented on the diagrams of Fig. 16 calculated displacements of driving wheels in direction of the x-axis on the rail C
(x1) and on the opposite side of the crane bridge on the rail B (x2), together with their correlative difference (dx = x1x2) for both
calculation models. The diagram on the left side presents movement of the crane with the auxiliary crane crab positioned in the mid-
dle of the crane main girder and with the main crane crab situated in the edge position near the crane cabin (Fig. 12 and Fig. 13, 1st

Table 1
Evaluation of directional proportions of crane track.

Point Stationing [mm] Gauge [mm] Transverse deviations rail

C [mm] B (from reference axis) [mm] B (from nominal axis) [mm]

1 0 15,792 0 0 8
2 12,106 15,792 9 9 17
3 24,086 15,790 1 3 11
4 36,078 15,791 5 4 4
5 48,085 15,790 1 3 11
6 60,120 15,801 2 7 1
7 69,851 15,802 1 9 1
8 84,077 15,786 17 11 3
9 94,073 15,783 21 12 4
10 108,079 15,786 21 15 7
11 118,329 15,796 13 17 9
12 132,064 15,792 10 10 2
13 144,061 15,783 9 0 8
14 156,061 15,792 0 0 8
 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114 11

Table 2
Evaluation of altitudinal conditions of crane track.

Point Stationing [mm] Point heights rail Superelevation of rails HCiHBi [mm]

C [mm] B [mm]

1 0 0 23 23
2 12,106 0 23 23
3 24,086 7 16 9
4 36,078 10 31 21
5 48,085 10 27 17
6 60,120 15 18 3
7 69,851 10 26 16
8 84,077 9 19 10
9 94,073 9 24 15
10 108,079 8 19 11
11 118,329 23 27 4
12 132,064 9 11 2
13 144,061 8 25 17
14 156,061 10 10 0

calculation model). There is evident in this case overtaking of the less loaded side of the crane with regard to the other side. There is
visible in the diagram on the right side (Fig. 12 and Fig. 13, 2nd calculation model) a positive inuence of more uniformly distributed
loads (crane crabs) on the crane movement pattern. Difference of displacements of the one side regarding to the second side is almost
constant during the whole motion.

6. Discussion

Skewing during bridge cranes travelling and with that associated degradation of the guide structure during operating mode is per-
manent phenomenon. Real it is possible to eliminate these attendances, but not completely eliminate them. The main cause of
skewing is trolley traversing laterally to the crane track during load transferring within the limits of crane manipulating space, bring-
ing about the differences in wheel vertical loads and travelling resistance forces on crane track rails. Elimination of skew beginning
may be based on eliminating identied causes. In this case, it is possible to speak about passive eliminating the causes of skewing.
In the case of procedure to enable continuous elimination of skewing during crane operation mode it is possible to speak about on-line
or active elimination of skewing. The advantage in this case is that in the said procedure, is not necessary a detail to know the cause
of skewing. It is protably active and passive way of skew eliminating combined.
Should the bridge crane moving so that the vertical plane perpendicular to the axis of the wheel would be parallel to the vertical
plane perpendicular to the rail head, meeting gauge of crane and gauge of crane track, avoid the contact of the wheel ange on the side
of the rail head, so as not to be no horizontal forces between wheel and rail. That ideal situation does not exist permanent in conse-
quence of a result of deviation from the geometrically correct forms as well as other effects arising from the driving mechanics and
operating principle of bridge crane.

Table 3
Evaluation of changes of crane track.

Points Stationing [mm] Height changes on rail

C B

[mm] [] [mm] []

12 12,106 0 0.00 0 0.00

23 11,980 7 0.58 7 0.58
34 11,992 3 0.25 15 1.25
45 12,007 0 0.00 4 0.33
56 12,035 5 0.42 9 0.75
67 9731 5 0.51 8 0.82
78 14,226 1 0.07 7 0.49
89 9996 0 0.00 5 0.50
910 14,006 1 0.07 5 0.36
1011 10,250 15 1.46 8 0.78
1112 13,735 14 1.02 16 1.16
1213 11,997 1 0.08 14 1.17
1314 12,000 2 0.17 15 1.25
12 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114

Table 4
Point coordinates of crane trajectory.

Point coordinates of crane trajectory

Crane position Load position Point of crane trajectory

1 2 3 4 5

x y z x y z x y z x y z x y z

[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]

1 W 62,756 15,466 21 65,028 11,138 645 65,031 7762 641 65,019 1027 662 62,751 0 0
2 W 35,259 15,472 25 37,547 11,146 649 37,557 7771 645 37,571 1035 670 35,312 5 14
3 W 19,888 15,457 25 22,173 11,139 645 22,185 7761 644 22,195 1027 673 19,938 14 20
4 W 12,297 15,459 25 14,583 11,137 650 14,594 7760 648 14,609 1026 671 12,351 15 15
5 W 5417 15,467 37 7700 11,142 657 7712 7764 654 7722 1031 676 5464 11 24
6 M 13,286 15,470 26 15,568 11,146 651 15,575 7769 649 15,578 1036 673 13,317 21 13
7 E 41 15,469 35 2243 11,155 655 2252 7778 651 2259 1045 671 0 0 18
8 E 6134 15,470 37 8416 11,157 656 8428 7780 652 8438 1046 672 6179 3 21
9 E 11,253 15,480 31 13,533 11,165 650 13,541 7787 647 13,544 1053 669 11,286 2 12
10 E 14,950 15,482 28 17,230 11,167 653 17,237 7789 650 17,236 1057 670 14,975 6 12
11 E 19,861 15,485 24 22,137 11,167 645 22,143 7790 644 22,140 1057 668 19,880 6 18
12 E 15,993 15,486 28 18,268 11,169 650 18,272 7791 649 18,265 1057 671 16,005 7 16
13 E 11,028 15,490 31 13,303 11,171 651 13,308 7793 647 13,307 1060 668 11,045 17 12
14 M 17,184 15,486 31 19,456 11,165 649 19,459 7788 647 19,455 1055 671 17,192 3 19
15 M 23,023 15,482 19 25,296 11,161 651 25,298 7782 640 25,290 1050 662 23,029 5 9
16 M 19,874 15,481 26 22,149 11,160 647 22,151 7784 644 22,145 1051 688 19,883 11 18
17 M 13,855 15,485 26 16,135 11,170 652 16,137 7793 649 16,131 1060 671 13,871 23 13

There is evident a negative guide effect of wheels and rails of bridge crane in the horizontal direction, causing the horizontal
components of forces oriented in the longitudinal and transverse direction of travel of the crane, which is accompanied with fric-
tion and wear at the source of the guide effect. The horizontal components of the forces generated by skewing crane due to
acceleration or deceleration of the crane, impact of crane on buffer, eccentricity centre of gravity of the crane by load lifted position
and cats, improper design of travel wheels arrangement, improper solutions and regulation of actuator mechanisms, dimensional tol-
erances of travel wheels, geometry of crane construction, crane tracks spatial geometry, etc. Also in relation to the amount of re-
sources creating conditions for the emergence of crane skewing, can be seen skewing as a random process. Through that skewing
of concrete crane at a specic operating mode (at the same position and the same load on the track) may be methodical character.

7. Conclusions

The experimental measurements performed on the given crane and crane track conrm a fact that in the case when the crane was
loaded asymmetrically, there was observed a high extent of the crane skewing. The phenomenon of skewing causes an excessive wear

Table 5
Transformed displacements y.

Crane position Load position Point coordinates of crane Absolute difference between Transformed displacement in
trajectory both sides x [mm] direction y y [mm]

1 5

x [mm] x [mm]

1 W 62,756 62,751 5 4
2 W 35,259 35,312 53 47
3 W 19,888 19,938 50 44
4 W 12,297 12,351 54 48
5 W 5417 5464 47 42
6 M 13,286 13,317 31 27
7 E 41 0 41 36
8 E 6134 6179 45 40
9 E 11,253 11,286 33 29
10 E 14,950 14,975 25 22
11 E 19,861 19,880 19 17
12 E 15,993 16,005 12 11
13 E 11,028 11,045 17 15
14 M 17,184 17,192 8 7
15 M 23,023 23,029 6 5
16 M 19,874 19,883 9 8
17 M 13,855 13,871 16 14
 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114 13

Fig. 15. Scheme of displacement transformation in direction x to displacement in direction y.

of the crane track and crane wheel anges. In the case of such high extent of the crane skewing it is necessary to apply a passive
elimination of the skewing impact on the crane wheel anges and crane track rails, namely it is necessary to keep the correct
geometry of the crane track and crane construction as well as to keep symmetrical load of the crane during movement on the
crane track.
The crane operation was changed towards a working regime with the symmetrical loading in order to reduce the crane
skewing. This positive result was veried by means of the performed measurement as well as according to the induced conclu-
sions. However, the given bridge crane cannot operate with the crane crab positioned always in the middle of the crane. Therefore
it is necessary to apply other suitable measures for elimination of the crane skewing phenomena. There is recommended in this
case to apply an active on-line elimination of the crane skewing, which simplies and speeds up the individual crane working
regimes. Nowadays, there are at disposal various systems developed for on-line elimination of the crane skewing, whereas they
are based on different principles. However, the basic principle is always the same, i.e. it consists in realization of a proper inter-
vention into the crane driving system according to the sensed reference values. The nal result of this process is reduction of the
crane skewing effect. The working place or the working team of the authors performs a research activities specialized in elimina-
tion of the crane skewing. This research is based on application of the strain gauge measurement together with application of the
inductive sensors.

Acknowledgments

This work is a part of these projects VEGA 1/0198/15, VEGA 1/0258/14, VEGA 1/0063/16, KEGA 006STU-4/2015.

Fig. 16. Calculated absolute displacement of driving wheels for the 1st and 2nd calculation model.
14 J. Kulka et al. / Engineering Failure Analysis 67 (2016) 114

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