This supplement contains information relating to DIN 4132,

but does not include any additional standardized specifications

These explanations refer to the February 1981 edition of DIN Standard 4132. They con-
tain additional information concerning individual clauses which seem t o require justifica-
tion or further explanation, and have been drawn up by Prof. Dr.-lng. Oxfort assisted by
Dipl.-lng. Bitzer of the University of Stuttgart. A t the same time, some of the diagrams
already included in the April 1971 draft of DIN 4132 together with a few suggestions
made by colleagues of the NABau technical committee have also been adopted; the expla-
nations relating to subclause 4.4.4 have been drawn up by Prof.-lng. Barbr, Technical
University of Braunschweig.
 Page 2 Supplement 1 t o DIN 4132

Re subclause 1.1 Field of application
The specifications of Standards DIN 1000 and DIN 1050
together with DIN 4100 which is applicable to steel
structures under predominantly static loading are supple-
mented, extended or restricted by this standard to the
extent necessary for the calculation, design and construc-
tion of steel craneways. In addition, DIN 41 14 and
DASt Guideline 010 (Use of high-tensile bolts in steel
construction) are required as basic standards. Amend-
ments rnay therefore be necessary to this edition of
DIN 4132 as soon as any changes are made to the above-
mentioned basic standards or other standards to which
reference is made.
Re clause 2 Crane operating conditions
It is the employer's responsibility in the context of this
standard to provide the necessary information concerning
the operating conditions of the crane which must be
taken into account when designing and constructing the
craneway. He will draw up the necessary specifications
as appropriate in agreement with the project leader com-
missioned by him and the competent authority for build-
ing supervision. Table 19 of the standard gives guidance
on the extent of the data which rnay be required.
Table 20 shows the division into loading groups proposed
in the standard on cranes DIN 15 018.
The magnitude of the eccentricity depends on the char-
acteristics of the system, made up of running wheellraill
supporting structure. Since, however, these system char-
acteristics are generally variable during the period of ser-
vice, the magnitude of the eccentricity is assumed to be
equivalent to +. 1' 4 of the width of the top of the rail.
This assumption rnay be departed from by agreement
with the employer and the competent office for building
supervision if, by taking special measures, it can be
guaranteed that throughout the whole period of service
the wheel loads are applied either with a smaller degree
of eccentricity or centrally.
Re subclause 3.1.3 Vibration coefficients
The bases for the specification of the vibration coeffi-
cient cp as a function of the hoisting class of the crane
are stated in [I 1.
Re subclause 3.1.4 Wheel loads from severa1 cranes
The consideration of three cranes in case b) is only signif-
icant for the craneway supports. The cranes rnay be in
their most unfavourable position as follows:
In one shop bay
- 2 cranes one behind the other and one crane on
another craneway or

-r r
When a crane is operated with different useful loads
under deviating operating conditions, the service strength
of the craneway for the total effect of the different loads
5n z and loading groups must be analysed, e.g. as in the case
4 of two single cranes in accordance with subclause 4.4.3.
%%
VDI Guideline 3571 - Manufacturing tolerances for
2i5 rz bridge cranes, running wheel, running wheel bearing and
o trolley runway - rnay be used as a basis for establishing
2o' P the manufacturing tolerances of cranes.
- 3 cranes above each other on different craneways
or in multi-bay buildings apart from the above-men-
tioned situations
- 2 cranes one behind the other and 1 crane in another
shop bay or
- 2 cranes above each other and 1 crane in another
shop bay or
- 3 cranes in different shop bays.

L Z:
. Re subclause 3.1.2 Live loads of crane running wheels
a, :m
Loads which are applied eccentrically and which are fre-
rn a,=
2+' 2a, quently repeated and variable have a particularly unfa-
> vourable effect on the service strength. For this reason
this standard only specifies the assumption of eccentric-
ity of load application for loading groups B 4 to 86, but
leaves it to the employer to specify the corresponding
condition for more favourable loading groups.
Re subclause 3.2.1.1 Craneway girders
The standard specifies that the horizontal lateral loads
which are applied to the craneway girders must be speci-
fied by the employer. This applies to all types of cranes.
The information rnay be based on more accurate or
approximate calculations in accordance with the speci-
fications in DIN 15 018 Part 1 .

Table 20. Loading groups according t o stress cycle ranges and stress collectives

Stress cycle range N1 N2 N3 N4

over 2 - 104 over 2 . 1 O5 over 6 105 over 2 106
Total upto 2 . 105 up t o 6 105 u p t o 2 106
number of Occasional, Regular use Regular use Regular use in
stress cycles non-regular use with in aggravated
N envisaged with long periods intermittent continuous continuous
of non-use operation operation operation

Stress collectives Loading group

So very light B1 82 83 B4

SI light B2 83 B4 85

S, medium B3 B4 85 B6

S3 heavy B4 85 B6 B6

The specifications laid down in DIN 15 018 Part 1 for
calculating the lateral loads of bridge cranes are based on
extensive investigations [2-51. The type and arrangement
of the means of guidance and the crane system existing
must be considered with reference to them, the following
code letters being used for identif ication (cf figure 5) :
E pair of running wheels, individually supported or
individually driven;
W pair of running wheels speed-coupled by a mechanical
or electrical shaft,
F bearings of running wheel and supporting structure
fixed with reference to lateral displacement,
L bearings of running wheel or supporting structure
moveable with reference to lateral displacement (cf
DIN 15 018 Part 1, April 1974 edition, figure 5).
The following shows how the lateral loads of travelling
cranes with the EFF systems (cf figures 5a to e) and
WFF (cf figure 5f) according to DIN 15 018 Part 1 can
be calculated by using the generally available crane data.
More detailed calculations are possible if the dead load,
the clearance of the trolley when starting, and the hoist
load are known.
Investigations into the possible extent of the superimpo-
sition of lateral loads due to the "mass forces from drives"
and to skewing are not yet concluded. I n order to take
this superimposition into account as a first approximation,
an addition of 10 % to the lateral loads S and H, is there-
fore necessary. These increased lateral loads from skewing
are frequently more unfavourable than the lateral loads
HMand are then applicable as additional loads ( Z ) trans-
verse to the runway.
The following applies to the horizontal loads HMon
starting up bridge cranes when calculating the mass forces
from frictional contact (cf figure 4 ) :
f' f
H M , ~ =- (Krl
a
+ Kr2). ls and - (Kr,
a
+ Kr2). 1,
where
Z min. R
<I=
is the sum of the wheel loads on
2R the less loaded craneway girder as
a function of the sum of all wheel
loads ( E max. R + E min. R),
including hoist load, without
vibration coeff icient
2 max. R
1 - <I= -- is the sum of the maximum wheel
R loads related to the more heavily
loaded craneway girder
i s the distance between wheel
centres. If there are more than
two wheels per rail, a and HM
- where necessary divided -
must be set up in accordance
with DIN 15 018 Part 1, April
1974 edition, subclause 4.1.5
and figure 4
is the distance of the resultants
of the driving forces from the
centre of gravity
is the crane span
= 1,5.0,2. (min. RI(,, +
min. RKr2)
sum of the driving forces
Supplement 1 to DIN 41 32 Page 3
Craneway girder 1 Craneway girder 2
I
Figure 4. Horizontal loads HMfor travelling crane EFF
when starting up with trolley in the extreme
position
(min. RKrl+min. Ri<,,) is the sum of the minimum wheel
loads min. R of the individually
driven wheels in system E
Vibration coefficients must not
be taken into account; the wheel
loads may be used without hoist
load component.
For calculation of the lateral loads HMin the case of
system W, the resultant of the driving forces can also be
approximately determined from the sum of the minimum
wheel loads min. R of the driven speed-coupledwheels
and with eccentricity 1, of the centre of gravity. A greater
total driving force may indeed be applied, namely that
which corresponds to the minimum sum of the wheel
loads (max. R + min. R ) of the driven wheels, but its
distance from the centre of gravity i s then smaller since
it is mainly applied to the side with the greater load
(max. R), especially since on the less loaded side (rnin. R),
(5) the driving force which can be transmitted is limited by
the slip of the driven wheels.
Numerical example: 4-wheel crane, EFF system, 2 wheels
driven, each with 2 wheel loads max. R = 140 kN and
min. R = 4 0 k N , l = 1 2 m a n d a = 3 m
(The use of min. R with the hoist load component lies on
the safe side.)
0,222
H , ~ . 24 . 3,34 = 5,9 kN and
~= ---
3
When the crane is braked, the lateral ioadsHM in figure 4
act in the reverse direction. Consideration also of the
horizontal loads HMon the means of guidance (guide
rollers) in accordance with DIN 15 018, April 1974 edi-
tion, subclause 4.1.5 i s not required for the craneway. It
can be approximately estimated by adding 10 % to the
skewing force S.
The mass forces from the movement of the trolley are
not crucial for the dimensioning of the craneway. This
applies generally to bridge cranes.
Page 4 Supplement 1 to DIN 4132
The lateral loads H, and S from the skew running of
bridge cranes are obtained as follows:
Skewing force on the leading means of positive guidance
in the direction of trave1 (cf figure 5)
where, unless already stated,
is the coefficient of frictional contact as a function
f 2
of the skew angle a in accordance with DIN 15 018
Part 1, April 1974 edition, table 3. (For cranes with
guide rollers, f = 0,2 when a = 4,5 '100, and for
cranes with wheel flange guidance, the values are
higher, e.g. f = 0,251. Assumptions which are made
for this in the static calculation must also be ad-
hered to later when the crane is operating. This
requirement is omitted if the maximum possible
value f = 0,3 is assumed.
i= 1 to n series of a total of n pairs of running wheels
ei is the distance of the pair of wheels i from the point
of application of the means of guidance (ei is nega-
tive for wheels which are situated in front of the
means of guidance).
rn[<l2+~ef
h= spacing of sliding polar axes
E ei
m is the number of speed-coupled pairs of running
wheels in system W. In system E, m = O; h i s inde-
pendent of the trolley position.
1,l is the incremental factor for approximating the
simultaneous action of horizontal loads HM(pro-
<
vided the calculation is made with f 0,3).
DIN 15 018, April 1974 edition, subclause 4.1.5 applies
in the same way to the position and, where necessary, to
the distribution of the skewing force S in the case of
wheel-flange cranes with more than two wheels per rail.
Horizontal loads Hson the contact surfaces of the run-
ning wheels (cf figure 5)
Positive loads Hsact in the opposite direction to S. In
figure 5, the indicated magnitudes of these loads Hscor-
respond to the extreme position of the trolley on crane-
way girder 2. The proportions in size are reversed with
the trolley in the starting position on craneway girder 1
without changing the skewing force S.
The lateral loads Hsand S may also act in the reverse
direction with both trolley positions if the crane is
guided by wheel flanges (figures 5a and 5f) or double
rollers (figures 5b and 5d).
Corresponding load patterns are also possible with skew-
ing force S on craneway girder 2 in the case of cranes
with wheel flanges or with guide rollers located on the
inside (figures 5c and 5e).
Numerical examples: 4-wheel wheel-flange crane, E F F
system. Other data as previously stated.
With n = 2, m = O and el = O and also h = e, = a
when f = 0,255 for a = 7,7 O100
and according to formulae (7) with C;'. R = min. R
and C; R = max. R
f 0,255
Hs.~,I = -. Z max. R . 1,l = -. 2.140.1,1= 3 9 , 3 k ~
2
Hs.i,i -S=-39,3kN
Hs, 1.2=0v
Hs, 2.2 = 0.
Check: ;':H= 50,5 + O + O - 11,2 - 39,3 = O
Calculation may be made as follows when the maximum
possible value for f = 0,3 is assumed
With roller guiding in accordance with figure 5c with
el = 0,6 m, e, = 3.6 m and f = 0,2, h = (0,6* + 3,62) :
(0,6 + 3,6): (0.6 + 3,6) = 3,17 m and in accordance with
formula (6)
S = 0,2. 360 ( - 06y;,:
1 ) 1,1= 26.7 kN and
Check: H = 26,7 + 1,2 + 4,2 - 7,l - 25,O = O
In neither case (wheel flange guiding or roller guiding) are
the lateral loads HMcrucial to the dimensioning in load-
ing case HZ. They would however have to be considered
on their own account alone in loading case H if this is
necessary in accordance with subclause 3.1 of the stand-
ard.
Re subclause 3.2.2 Horizontal loads L along the runway
due to starting up or breaking the
cranes
The drives and brakes of cranes with individual drive are
designed so that they are effective even under the most
unfavourable conditions, namely when the wheel load or
wheel loads are an absolute minimum, the horizontal
forces can still continue to be transmitted by frictional
contact. This results in a maximum value for the hori-
zontal forces L along the runway which depends on the
coefficient of frictional contact (f = 0,2 for steel on steel)
and the sum of the minimum static loads of all driven or
braked wheels of the runway side which has the lesser
loading with the trolley in the corresponding position.
These loads are increased by the factor 1,5 in accordence
with DIN 15 018 Part 1 to take account of their dynamic
effect.
 Supplement 1 to DIN 41 32 Page 5

Crane system

Axis 1 -EFF--

ai

Axis 2 -EFF--

4 Direction o f

L GSliding
- - -polar
F Haxis, ,
4 Direction of

EFF

EFF

) Direction o f

EFF

EFF
I I sliding polar axis '

I Direction o f
travei ,
EFF

EFF

1 Direction o f
trave1 ,
EFF

WFF

Figure 5. Skewing force S and horizontal loads Hs

Page 6 Supplement 1 to DIN 41 32
On the other hand, the drives and brakes of cranes with
centralized drive are so strongly designed that a drive or
braking force corresponding to the increased wheel loads
can be applied on the runway side with the higher load-
ing on which the unloaded trolley is situated in the start-
ing position.
Re subclause 3.2.3.1 Live loads of crane running wheels
The consideration of 4 cranes in case b) and 6 cranes in
case c) i s only significant for the craneway supports.
In case b) the most unfavourable position of the four
cranes in the shop bay occurs when there are
- 3 cranes one behind the other and one on another
craneway
or
- 2 cranes one behind the other and two on another
craneway above them
- 2 cranes one behind the other and two, one above the
other, on two other craneways.
In case c) two cranes in other shop bays may be added to
case b). It may also be more unfavourable if, apart from
this, instead of the cranes positioned in one shop bay in
accordance with case b) some in other shop bays are
taken into consideration.
Re subclause 3.2.5 Wind loads
The theoretical wind pressure on the craneway for "crane
operating" must as a rule be taken as q = 250 N/m2 - in
conformity with DIN 15 018 Part 1. This value corresponds
to wind conditions under which, normally, loads may still
just be moved by the crane.
The standard allows, however, for a different theoretical
wind pressure to be adopted in special cases. It therefore
seems appropriate, e.g. in coastal regions where this
standard value i s often exceeded and would consequently
lead to longer interruptions of crane operation, to assume
a higher value for the craneway in agreement with the
competent authority for building supervision. This value
must then however also be taken into account when
designing the crane.
Re subclause 3.3.1 Tilting in the case of trolleys with
rigidly guided hoist load
Since the tilting force must be determined in accordance
with the crane standard, subclause 4.3.1,without vibra-
tion coefficient, and since greater forces may occur in the
event of any possible falling back of the trolley, permis-
sible stresses greater than those for loading case HZ were
not regarded as justifiable for this special loading case.
Re subclause 3.3.2 Collision of cranes against stops
- buffer end forces
The crane standard prescribes the determination of the
buffer end forces assuming a travelling speed of 85 % of
the nominal speed and the multiplication of these end
forces by a vibration coeff icient of 1,25to 1,50depend-
ing on the shape of the characteristic curve of the buffer.
In view of these rather stringent conditions, it was con-
sidered justifiable to accept increased permissible stresses
and reduced safety factors compared with loading case
HZ. It i s of course left to the discretion of the employer
- with whom the choice of craneway buffers must also be
agreed - whether to put greater limits on the permissible
stresses and the required safety factor.
Considerable lateral forces may also occur when an
eccentrically positioned trolley collides with the buffers.
If these are greater than those required in accordance
with subclause 3.2.1.1, they must also be used in accord-
ance with the data supplied by the employer and at his
request for the other girder spans when calculating the
end girder spans (collision of 2 cranes with eccentric
trolley position).
Re subclause 4.1.1 General information
In this standard the same materials are taken as a basis as
in DIN 1050 and DIN 4100.No specifications have been
included for higher-strength rail steels - as previously in
DIN 120 - which are used for the transmission of wheel
loads on account of their greater resistance to wear.
Furthermore, it is possible to consider such crane rails,
which are fastened down by rivets or bolts to resist shear,
as sharing in the load bearing, but this i s only of second-
ary importance. In these cases, the same permissible
stresses may be used for the crane rails as for the steel
grade used for the girder flange on which they are laid.
Re subclause 4.1.2 Stresses induced by the application
of wheel loads
For specifying the stresses from wheel load application,
a system of coordinates as shown in figure 1 of the stand-
ard was introduced so as to maintain the customary
designation of the principie section axes in the tables of
rolled sections which is also used in DIN 1050,DIN 4100
and DIN 4114.
Investigations into the effects of the application of wheel
loads have been undertaken on account of considerable
damage to the upper flanges of the craneway on which
the crane directly travels, particularly damage to the
fastenings (welds, rivets and bolts). The results of the
theoretical work and tests demonstrate the unfavourable
effect of the resilience of the web on the parts concerned:
upper flange, web and fastenings.
It became evident that it is not sufficient simple to design
the upper flanges for vertical and horizontal bending as
parts of the whole supporting structure as hitherto, but
that the local deformation must also be taken into
account. In addition, the lower values of service strengths
must be used for the stresses due to these deformations
in combination with the torsion of the flange dueto the
eccentricity of the applied loads with a stress reversal fre-
quency corresponding to the number of wheels, while the
flanges, as parts of the main supporting structure, are
essentially only subjected to pulsating stress with a far
less number of stress cycles.
R ieve [8], in pursuance of the report by G irkmann [6,7],
has developed formulae for the vertical compressive
stresses 5, and the tangential shear stresses 7,, on the
loaded edge of the web plate which have been confirmed
by the experiments of Steinhardt and Schulz [I01
(figure 6). These additional stresses do not act at the
same place simultaneously, so that in the general stress
analysis and in the case of the service strength analysis
(case a), only the stresses 5, under the point of applica-
tion of the wheel load are taken into account; the tan-
gentia1 shear stresses T,, resulting from the compatibility
of the deformations but which are not necessary for the

Element on the edge of the web plate
Figure 6. Stresses on the loaded edge of the web plate from a wheel load applied centrally on the upper flange
equilibrium of the vertical forces have their maximum
values shifted to the maximum of the compressive
stresses , in front of and behind the wheel load
(figure 6), and are only taken into account as secondary
stresses in the case of service stress analysis (case b)
superimposed by the transverse shear force r,, on the
whole girder (cf figure 9).
Combined with torsion of the upper flange being travelled
in the case of eccentrically acting loads, bending stresses
may occur in the edge of the upper web plate and in the
web connection, apart from the compressive stresses ,?i
which must also be regarded as secondary stresses [I1,
121and therefore must only be superimposed by the
compressive stresses when carrying out the service strength
analysis. The treatment of these bending stresses as second-
ary stresses is justified on account of the restriction of the
torsion of the upper flange by its support on the trans-
verse braces or the contact of the rail surface with the
wheel running surface.
Since the Rieve formulae express the stresses , and 7,,
as functions of the moment of inertia J of the upper
flange which is regarded as a load distributing girder on
the upper web plate edge, it is necessary in the case of
wide or multiplate upper flanges first to determine the
fully effective flange width. In order to get round this
problem, the simplified method of calculation for y has
been retained, i t s sufficient agreement with the present
stress measurements (see also [18]) having been esta-
blished by calculations carried out by Vogele [I91.
A further point concerns the effect of compressive stresses
a, and other membrane stress components from the appli-
cation of the wheel load on the whole web plate and
which must be taken into account when investigating the
safety against buckling of the web plates. Both Vogele
[20] and Protte [21] give advice on the understanding of
this condition.
Re subclause 4.4.1 General inforrnation
Compared with the previous standard (DIN 120), the
service strength analysis has been rearranged on the basis
of new tests and knowledge [ I 3 to 171, both for cranes
and craneways. The same permissible stresses have (apart
from a few exceptions) been specified for both, depend-
ing on the steel grade used, the loading groups, the notch
case and the stress ratiox.
Supplement 1 to DIN 4132 Page 7
It should be noted that with the continuation of table 14
of DIN 15 018 Part 1, April 1974 edition, to include the
<
range N 2 . 1O4 in the case of light to heavy stress col-
lectives, loading groups B1 to B3 can be made available.
Furthermore, when several cranes are operating, each of
which can be classified below loading group B1, it is pos-
sible for the craneway to be stressed in accordance with
B1 or a higher group; this also applies in the case of one
crane if several stress cycles are caused by i t s passage.
In many cases (where the notch effect is small), the ser-
vice strength analysis is not crucial on account of the
high permisslbe stresses in the low loading groups. The
service strength analysis may therefore be omitted in
certain craneway designs if a single verification of this
i s produced.
Re subclause 4.4.2a Calculation according to loading
groups
Transfer of the loading group of the crane to the crane-
way i s based on the assumption that for each working
cycle of the crane, one run of the crane, i.e. one stress
cycle in the craneway girder, takes place and that the
craneway is exposed to approximately the same degree
of stress collective as the crane bridge. This assumption
sometimes errs rather on the unsafe side, which is taken
into account by safety margins in the vibration coeffi-
cients of hoist classes H2 to H4 (table 1). Calculation
may therefore be made with reduced vibration coeffi-
cients red cp = 0,5 (1 + cp) for craneway girders and sup-
ports or suspensions in these hoist classes if the loading
group for the crane can be more accurately determined
with sufficient knowledge of the crane operation (cf
[15]).
Re subclause 4.4.2 b
The maximum values of the stresses in craneway girders
occasionally occur when two cranes are operating close
together (buffer to buffer) with their maximum wheel
loads. This condition applies decisively to the general
stress analysis and stability analysis. Such a condition of
loading is not however to be expected frequently. Assum-
ing that this condition occurs once every tenth crane
cycle (possibly of the crane with the lower loading group),
a loading group which is lower by two grades is assigned
t o these stress values. Downgrading by only one group
Page 8 Supplement 1 to DIN 4132
Crane 1 Crane 2
max a,
rnax u2
69
Figure 7. Total collective of the bending stresses of a craneway girder with two cranes operating made up of three
partial col lectives
would be adopted if the most unfavourable interaction
were to be expected as often as every third crane cycle.
Re subclause 4.4.3 Stress analysis
As indicated in [I71, equation (4) corresponds to the
"Miner's Rule" expressed in stresses for a stressing which
i s composed of severa1 partial collectives. The system of
permissible stresses (table 3) graded according to loading
groups is also based on the "Miner's Rule" [ I 71.
For example, the total collective of the bending tensile
stresses a t one place on the lower flange of the craneway
girder when both cranes 1 and 2 are operating can be
split up (figure 7) into one partial collective for the oper-
ation of each individual crane anda third partial collec-
tive for stresses from their joint effect. The maximum
values max. o of the three partial collectives can easily
be determined. For the individual cranes, their loading
group, i.e. also their collective extent, is assumed by the
craneway. For the partial collective from the interaction,
the loading group in accordance with subclause 4.4.2 b is
used, one tenth of the extent of the individual crane col-
lective (possibly that with the lower loading group) being
adopted. Since the omission of this partial extent from
the individual collectives of the cranes is left out of
account, the result tends to be on the safe side. In this
case, the analysis in accordance with formula (4) takes
the form:
in which the last expression i s often only small; it may be
neglected if max. o l s is smaller than max. o, or max. o2
(cf figure 7).
The exponent h corresponds to the slope of the Wohler
lines on which the system of permissible stresses (table 3)
i s also based.
Cranes 1 and 2 together
Loading group
Partial collectives
xl = ug : max. u1
xp = ug : max. u2
x1,2= ug: max. ul,2
Total collective
Several stress peaks which are caused by the individual
crane wheels or by groups of wheels during the passage
of the crane must be taken into account in formula (4)
by the appropriate number of summation terms. The
permissible easement is explained in figure 8 which shows
an example of the bending stresses in a craneway girder of
short span. The assumption for the easement for shear
stresses is hardly necessary as can be seen from figure 9.
The x values applicable to the permissible stresses are
stated in figures 8 and 9.
The magnitude and frequency of theoretical average
stresses of the same kind (o or T) and same direction in
their damaging effect are summated in the equation of
condition (4). The permissible stresses zul: Be take
account of the facts that these "stresses" are in reality
unequally distributed and that sometimes (e.g. with
transversely loaded fillet welds) o and T are actually repre-
sentative of multiple axis stress conditions. Any extensive
cumulative damage from compound stressing, i.e. from
theoretical average stresses of different kinds ( o and T)
each acting in the same direction, and also from average
stresses of the same kind acting in different directions
(e.g. a and o" in accordance with DIN 4100, December
1968 edition, figure 14) must not be taken into account
in the present state of knowledge when carrying out the
service strength analysis of craneway girders.
Re subclause 4.4.4 Secondary stresses in lattice girders
It is necessary to consider the damaging effect of second-
ary stresses on the service strength of lattice girders which
have to take up the stresses from crane wheel loads. The
secondary stresses can be determined from computer cal-
culations or they can be approximately estimated using
incremental factors 6 for multiplying the primary stresses
calculated for the pin-connected truss.
Extensive detailed calculations were carried out on paral-
lel-chord single-span lattice girders with fixed nodes to
 ThyssenKrupp Stahl AG (EA-PL-KND):
Vervielfaltigung It. DIN-Merkblatt 3 Ziffer 1
Page 10 Supplement 1 to D IN 4132
determine the incremental factors 6. Lattice systems hav-
ing various spans were investigated; they consist of verti-
cal members, of diagonal members which alternatively
rise and fall and of diagonal members which fall towards
the centre.
The assumed wheel load group travelling a t any time on
the upper chord consists of two individual loads of equal
magnitude with varied wheel base a. The investigations
include both indirect (acting only at the nodes) and
direct loading. The upper chords on which travelling
takes place are of hat, box or I sections.
The extreme fibre stresses at the ends of members in the
immediate vicinity of the theoretical system node points
are determined with the aid of influence lines. The stress
values in the sections of members at the node plate edges
which are of interest for the dimensioning differ only
insignificantly from these as i s shown in the literature.
Stresses from dead weight which amount to no more than
10 % of those arising from the live load were not taken
into account.
The dimensioning i s based on the permissible stresses of
loading group B6, notch case K2.
Tables 2al and 2b) were developed in an endeavour to
obtain only a few simple expressions for the factors 6
which ensure that even in the unfavourable case the
dimensioning is on the safe side. A reduction of the
secondary stresses taking into account the partial defor-
mation rigidity of the design has not been carried out. In
the event that the partial deformation rigidity shall be
taken into account, an accurate analysis of the support-
ing structure must be carried out.
The influence lines for the extreme fibre stresses contain
distinct peaks with marked attenuation in the case of the
upper chord members, while in the case of the lower chord
members these peaks and the attenuation are less strongly
marked, so that the second load of the wheel load group
takes a greater share in the secondary stresses in the
lower chord than in the upper chord.
Further evaluation shows that
a) the effect of the wheel base a when a 2 s is insignif-
icant,
b) with indirect loading of the upper chord, the max-
imum stresses are obtained in each case in the upper
edge with x 2 0, while considerably lower stresses
<
occur in the lower edge with, in some cases,^ 0,
C) with direct loading, the diagonal members at the con-
nection to the upper chord are under very high second-
ary stresses - even with increasing s/e ratios and only
insignificantly dependent on the stiffness of diagonal
and vertical members.
Re subclause 4.4.5 Permissible stresses zul U B ~ZUI , SB,,
ZUI S a , ~ e rZUI
O1,~e
Tables 7 to 18 of the standard contain numerical values
for the permissible stresses up to the yield points of the
two structural steels St 37 and St 52. Those values which
exceed the limiting values of the general stress analysis in
loading case H are printed in italics. Under notch cases
K 3 and K 4, this identif ication applies to values above the
permissible stresses for the structural members; special
attention must be given separately to the lower limiting
values for the double bevel butt weld with double fillet
weld under tensile stress and to the double fillet weld.
In the line for x = + 1 in the tables, the limiting values
are specified up to which numbers in italics have been
recorded. Higher values which can be found from the
entries in table 3 of the standard may however be used.
Full advantage may be taken of the increased permissible
stresses with correspondingly low service stressing for
stresses (such as secondary stresses) which do not impair
the safe load bearing capacity under predominantly
static loading, but which do affect the service strength.
Such increased stresses may occur if safe load bearing
capacity is verified by using the ultimate load method
instead of the general stress analysis they may arise as
secondary stresses in the case of wheel load application
(subclause 4.1.2) and in the case of lattice craneway
girders (subclause 4.4.4).
In individual addends of formula (4) which is of course
first used for analysing the service strength by summa-
tion, the increased permissible stresses may alo be used
as calculation values, especially for instance for the lower
loading groups in the case of stresses from the interaction
of several cranes.
The reason for the four-figure specification of the per-
missible stresses in the tables is not because they repre-
sent an especially accurate determination of the tolerable
values. The numerical values should rather afford the pos-
sibility of comparison in all cases where the entries in
table 3 of the standard are used in programmes for elec-
tronic computers and then appear as "accurate" print-
out values.
More recent tests have shown that the permissible tan-
gentia1 shear stresses in fillet welds must be reduced. It is
intended to carry out corresponding tests for the welds
in accordance with lines 4, 5, 7, and 8 of table 4.
Re subclause 5.3.3 Structural design of welded members
Requirements relating to the design of welded structural
members are specif ied in DI N 4100 which go bey ond
those for some unfavourable notch cases in this standard.
In these cases the requirements of DIN 4100 may be dis-
regarded since the notch case present in the structural
member is taken into account in the service strength
analysis. This also applies when the permissible stress for
the service strength analysis in low loading groups i s so
high that the general stress analysis in accordance with
DI N 4100 becomes crucial.
Re subclause 5.3.4 Thickness of the flange plates
welded to the web of the girder
I n order to avoid endangering the service strength of the
connections between several flange plates of flanges over
which wheel loads trave1 in the case of craneways with
heavy loads or long spans, it may be expedient to choose
only one, correspondingly thicker, flange plate. Under
the conditions stated in subclause 5.3.1 the risk of brittle
fracture is regarded as less significant than the risk of
fatigue fracture in the connections. See also subclause
5.2.2.
Re subclause 5.4.5 Interaction of welds
with other means of connection
In connections subject t o frequently repeated stresses
with joint transmission of force by means of connection
having varying degrees of stiffness, plastic moderation of

overloads in the stiffer means of connection must not be
assumed. The use of such connections i s therefore con-
ditional on the varying degrees of resistance to deforma-
tion of the means of connection being taken into account.
It i s aiready permissible here in principie even though suf-
ficiently reliable calculation bases must yet be evolved.
The use of the regulations in accordance with DIN 4100,
December 1968 edition, subclause 3.2.2 must remain
limited t o steel structures with predominantly static
loading.
Re subclause 5.5.2 Flange bending from the application
of wheel loads
Since they distribute the concentrated loads of the wheels
over a certain length of the web plate, the upper flanges
of craneway girders over which crane running wheels
trave1 are under stress due to bending from transverse
force. In addition, if the wheel load is applied eccentric-
ally, it causes stress dueto a torsional moment in the
upper flange which is supported torsionally resiliently by
the web plate. Both effects can cause tangential or shear
stresses in the connections between severa1 upper flange
plates - even in the crane rail fastenings - which change
sign during the passage of the wheels [I21. These stresses
can be kept low by suitable design of the connections or
completely prevented by using single-plate upper flanges.
r
Re subclause 6.2 Classification of the usual types
- L of construction under notch cases
gy $N (tables 5 and 6)
i m The classification of the usual types of construction
nz
4s under notch cases agrees with that of the standard on
%2
m
2s
L 2
L terature
Y .E
s [I] Bierett, G.: Berechnung und Gestaltung der Kran-
a, :m
V) .c bahnen (Calculation and construction of crane-
V) a,
2
+ '2a, ways). Stahl und Eisen 86 (1966). No. 1, pages
> 22133, especially table 1 and figure 2
121 Hennies, K.: Beitrag zur Ermittlung der horizonta-
len Seitenkrafte in Bruckenkrananlagen (Article on
the determination of the horizontal lateral forces
in bridge crane installations).Thesis Technical
University of Braunschweig
131
- - Hennies, K.: Seitenkrafte in Bruckenkrananlagen
infolge Schraglaufs des Krans (Lateral forces in
bridge cranes due to skew running of the crane).
Stahl und Eisen 89 (1968), No. 8, page 398
[4] Hannover, H.-O.: Untersuchung des Fahrverhaltens
der Bruckenkrane unter Berucksichtigung von Stor-
grossen (Investigation of the travelling behaviour
of bridge cranes taking disturbance variables into
consideration). Thesis Technical University of
Braunschweig 1970. Technical committee report
No. 5.012 (1971), VDEhIVDMA. Abridged version
in 'fordern und heben' 21 (1971), No. 13, pages
7671778 and 22 (19721, No. 5, pages 2491261
[5] Hannover, H.-O.: Fahrverhaltenvon Kranen (Tra-
velling behaviour of cranes). VDI-Verlag GmbH,
Dusseldorf, 1974
[6] Girkmann, K. : Stegblechbeulung unter ortlichem
Lastangriff (Web plate buckling under local load
Supplement 1 to DIN 4132 Page 11
cranes (DIN 15 018 Part 1); some types of construction
which appear to be unnecessary for craneways have how-
ever been omitted. One exception is made in the case of
types of construction with transversely stressed double
bevel butt weld with double fillet weld in accordance
with classification numbers 151 to 153, which have been
classified under notch case K 1 as a result of more recent
tests, while remaining under notch case K 2 (classifica-
tion numbers 251 to 253) in the standard on cranes.
The service strength behaviour depends not only on the
externa1 form of a particular type of construction, but
also on the type and quality of execution. This applies
especially to welded types of construction. For this rea-
son, in the examples of welded connections, similar
types of construction are assigned different notch cases
depending on the type and quality of execution. These
outwardly similar types of construction are identified
in figure 6 by the last two figures of the classification
~umbers,e.g. Nos. 131,231,331, examples 231 and 331
differing in their requirementsfor weld quality and sur-
face finish of the welds, particularly at the weld inter-
faces. The strength calculation is based on a specific
notch case. I t must be ensured that the design satisfies
this calculation assumption.
Welded structural members of craneways should be
structurally designed and constructed so that they are
not liable to any notch effect greater than notch case K 4.
In this respect, unfavourable types of construction have
not therefore been included in table 6.
application). Report to a meeting of the Academy
of Science in Wien 145 (19361, No. 1
[7] Girkmann, K.: Flachentragwerke (Plane load-bear-
ing structures), Wien 1954, page 72
[8] Rieve, J.: Die Spannungen zwischen Gurt und
Stegblech beim I-Querschnitt unter der ortlichen
Radlasteinleitung (The stresses between flange and
web plate in Isections under local wheel load
application), ZAMM 1948, No. 7
[9] Steinhardt, O.: Untersuchungen uber die Beanspru-
chung von unmittelbar belasteten Gurtungen von
fachwerkartigen Kranbrucken (Investigations into
the stressing of directly loaded chords of lattice-
type crane bridges). Bautechnik 26 (1949), No. 5,
pages 1371140
[TO] Steinhardt, 0. and Schulz, U.: Zur ortlichen Steg-
beanspruchung zentrisch belasteter Kranbahntra-
ger bei Verwendung elastisch gebetteter Kran-
schienen (On the local stressing of webs of con-
centrically loaded craneway girders using resiliently
seated crane rails). Bauingenieur 44 (19691, No. 8,
pages 2931296
[ I 11 Oxfort, J. K.: Beitrag zum exzentrischen Last-
angriff an Kranbahntragern (Article on the eccen-
tric application of loads to craneway girders).
Stahlbau 32 (1963). No. 7, pages 2131216
 Page 12 Supplement 1 to DIN 4132
[I21 Oxfort, J. K.: Zur Beanspruchung der Obergurte
vollwandiger Kranbahntrager durch Torsionsmo-
mente und Querkraftbiegung unter dem ortlichen
Radlastangriff (On the stressing of the upper flanges
of craneway plate girders by torsional moments
and transverse force bending under the application
of local wheel loads). Stahlbau 32 (19631, No. 12,
pages 3601367
[13] Bierett, G.: ber die Betriebsfestigkeit von ge-
schweissten und genieteten Stahlverbindungen. Ein
Vorschlag fur eine systematische Behandlung in
Zeit- und Dauerfestigkeitsnachweisen (On the ser-
vice strength of welded and riveted steel connec-
tions. A proposal for a systematic treatment in
time strength analyses and fatigue strength ana-
lyses). Stahl und Eisen 87 (19671, No. 24,
pages 146511472
[14] Bierett, G.: ber die Bedeutung und Auswirkung
betriebsnaher Lastannahmen beim Dauerfestigkeits-
nachweis von Metallkonstruktionen (On the signif-
icance and effect of near operational design loads
for the fatigue strength analysis of metal struc-
tures). Bauingenieur 41 (1966). No. II,pages
4441448
[I51 Oxfort, J. K.: Zur Beurteilung der Festigkeit stah-
lerner Kranbahnkonstruktionengegen die haufig
r wiederholt auftretenden Belastungen (Assessing the
- L
g$ strength of steel craneway structures to withstand
the occurrence of frequently repeated loading).
5n 2z Stahlbau 37 (1968), No. 7, pages 2071212
QI"
Sg [16] Seeger, T.: Ein Beitrag zur Darstellung der Betriebs-
2: festigkeit in Abhangigkeit von der Lastspielzahl,
-
i5 z
mo der Form des Beanspruchungskollektivsund dem
Spannungsverhaltnisx (An article on the plotting
a2 5 of service strength as a function of the number of
Y .E
s load cycles, the shape of the stress collective and
a, :m
V)
V) .c
a,
2
+ '2a,
>
the stress ratiox). Stahlbau 37 (1968), No. 7,
pages 2 1212 15
[I71 Oxfort, J. K.: Beitrag zur Betriebsfestigkeitsunter-
suchung von Stahlkonstruktionen bei beliebiger
Form des Beanspruchungskollektivs (Article on the
service strength analysis of steel structures with
arbitrary shape of the stress collective). Stahlbau 38
(1969), No. 8, pages 2401247
[18] Maas, G.: Untersuchungen an schweren geschweiss-
ten Vollwandkranbahntragern (Investigations into
heavy welded plate girders for craneways). Pro-
ceedings from the faculty and institute of steel
construction of the Technical University of Mun-
chen, No. 2, Munchen 1969
[I91 Vogele, H.-G.: Ermittlung der Spannungen im Steg
von I-Tragern im Lasteinleitungsbereich bei Last-
angriff an den Gurten (Determination of the stresses
in Ibeam webs in the area of load application on
the flanges). Stahlbau 41 (19721, No. 8, pages
2251231
[20] Vogele, H.-G.: Eine Untersuchungder Stabilitat
und der Spannungen von Stegen einwandiger Kran-
bahntrager bei vertikalem Lastangriff am Obergurt
zwischen zwei Quersteifen (An investigation into
the stability and stresses of webs of single-webbed
craneway girders with load application on the upper
flange between two transverse braces). Thesis Uni-
versity of Stuttgart, 1974
[21] Protte, W.: Zum Scheiben- und Beulproblem Iangs-
versteifter Stegblechfelder bei ortlicher Lasteinlei-
tung und bei Belastung aus Haupttragwirkung (Prob.
lems with washers and buckling of longitudinally
strengthened web plates with local load applica-
tion and with loading from principal structural
conditions). Krupp technical communication.
Research reports, volume 33 (1975), No. 2,
pages 59/76