SUBMITTED TO

NALCO (M & R),DAMANJODI

SUBMITTED BY
Mr. DEEPAK KUMAR SAHOO
YEAR-2015-2016

DEEEPAK KUMAR SAHOO Page 1

DIAGNOSIS & RECTIFICATION OF BRIDGE (EOT) CRANES
TRACKING PROBLEMS
Introduction

Poor bridge tracking can be a major and expensive maintenance problem for
overhead cranes. It is also one of the most critical problems to troubleshoot.
Tracking problems are difficult to diagnose because of the many conditions that
cause them. If they are not pro-actively rectified, the destructive action feeds on
itself and problems can multiply. When this happens, the problem becomes even
more complicated.

Symptoms

For abnormal tracking behavior, the following are some of the symptoms:

 Frequent replacement of wheels, wheel bearings, and rails.

 Broken tie‐backs between runway beams and columns.
 Extra drive power required to muscle through certain areas of the runway.
 Broken wheel flanges.
 Loud scraping sounds.
 Wheel flanges pressed hard against the rail head.
 End trucks cracked near the wheel assemblies.
 Loose girder connections.
 Wheel flanges attempt to climb over the rail then suddenly crash down.
 Bridge derailment.

Skewing, side thrust, and wheel/rail wear occur naturally during bridge tracking.
Design specifications for cranes and runways provide for lateral crane loads and
forces caused by steering and skewing.

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A Simplified Description of Skewing
Skewing occurs when there is a difference in traction or speed between the driven ends of the
bridge. For this description we will assume that skewing is initiated by one drive end moving
faster than the other, or from drive wheel skidding/slippage.

Wheel float

Figure 1:-Crane wheel floating

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When this happens, the following events are set into motion:

I. The drive effectively delivers a larger traction force to one end of the bridge.
II. The difference in traction between the driven ends causes the bridge span to act as a
lever arm.
III. The lever arm forces are resisted by lateral loading of the wheels and rail.
IV. The lever‐arm action causes the bridge frame to temporarily deform
V. The deformation causes the corners of the bridge frame to twist, and the wheels to
VI. become temporarily misaligned. If the frame is not stiff enough, the misalignment will
contribute to the tracking problem.
VII. The frame will remain deformed as long as there is a difference in traction force
between the driven ends.
VIII. The traction difference causes the crane to steer to one side of the runway.
IX. The crane will continue to steer to one side until the wheel flange touches the side of
the rail head.
X. The wheel flange applies a lateral force to the runway.
XI. The lateral force creates a friction force parallel to the runway.
XII. The friction force counteracts the traction force.
XIII. The random differences of the friction forces between bridge ends causes the skew
angle to intermittently increase and decrease.
XIV. See Figure 2. The crane rotates (in plan) until the cumulative effect of wheel flange
contact and lateral friction are equal to the effect of the traction force difference
between the driven ends. The angle of rotation is the skew angle.
XV. If the skew angle is allowed to be large enough, the friction force parallel to the runway
will equal or exceed the traction force and the crane will bind and come to a halt.
XVI. If the drives have sufficient power and traction, the wheels will climb up the rail and the
crane may derail.
XVII. If the skew angle is prevented from being large, the flange will skip off the side of rail
and continue tracking along the runway path.

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Six Troubleshooting Procedure for EOT crane Tracking Problems

Runway
Rail‐Related

Runway &
Building
Wheel‐Related
Structure‐Relat
ed

Motor Bridge Frame

Drive‐Related Alignment

Bridge
Mechanical‐Re
lated

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 RUNWAY RAIL RELATED
Condition Cause How to Detect Corrective Action
1 Runway rails out of Misaligned rails cause Perform a runway Align rails
horizontal alignment. wheels to bind. alignment survey
2 Excessive wheel float float allows a larger Inspect sides of rail Replace worn rails.
caused by rail wear. skew angle, larger head for excessive
lateral rail force, and wear.
binding.
3 Excessive lateral rail Floating clamps allow Check for gaps Replace floating rail
movement caused by rail to shift laterally,
between rail base and clamps with
use of floating rail causing a larger skew rail clamp. Clamps non‐floating type
clamps. angle. should be tight against clamps or clips.
both edges of rail
base.
4 Drive wheel skidding Causes unbalanced Inspect rail surfaces Keep rails clean and
or slippage. traction between drive for liquid or debris. dry. Adjust motor
wheels resulting in controls to reduce
skewing. acceleration.
5 Runway rail elevation Relatively large Perform a runway Align rails per
out of alignment. elevation differences alignment survey. tolerances.
are required to cause
problems.

RUNWAY & BUILDING STRUCTURE‐RELATED

Condition Cause How to Detect Corrective Action

1 Broken tie‐backs for Causes rail Visual structural replace tiebacks
runway beams misalignment inspection. with improved
design.
2 Long span runway Longer beam spans Observe poor tracking Specify positive
beam on one side of have larger deflection. behavior over bays camber and increased
the runway. See note below where one end of the stiffness for the long
bridge is supported by span beam.
a beam with a
significantly
longer span than the
other end.
3 Excessive deflection of Columns are Poor tracking at or increase the
runway beam support eccentrically loaded by near columns column stiffness

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 brackets on columns. cantilevered support
brackets for runway
beams, causing the
runway to deflect and
decrease the runway
span.
4 Wind load on exterior If the runway is Poor tracking behavior increase
wall causes excessive adjacent to an exterior during windy lateral stiffness at the
lateral deflection of wall, wind conditions. elevation of the
runway. loading may cause runway.
runway lateral
deflection. More
significant for tall
structures.
Notes:
When the bridge travels across the runway beam, it deflects downward and assumes a concave shape. The
bridge then travels on a downward slope until it reaches the mid span of the beam. After passing the mid span,
the bridge travels uphill. More power is required for travelling uphill, and less for downhill. This condition
creates a difference in traction force between the driven ends and can cause skewing.

MOTOR DRIVE RELATED

Condition Causes How to Detect Corrective Action
1 Difference in braking Applies to Visual observation of Adjust brake torque
torque between drive independent one end of the bridge settings to obtain
wheels. drives with magnetic stopping before the equal torque.
control. One end of other.
the bridge stops faster
causing skewing.

2 Drive motor speeds Applies to Monitor motor speeds Service motors and/or
not independent under dynamic motor controls to
equal. drives with magnetic conditions obtain
control. One end of synchronized motor
the bridge travels speeds
faster causing skewing.

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 BRIDGE MECHANICAL‐RELATED
Condition Causes How to Detect Corrective Action
1 Drive shaft too flexible Applies to cross‐shaft Perform an Replace with larger
connected drive engineering diameter shafting
wheels. Flexible analysis to confirm for allowable shaft
shafting causes a that angular deflection twist.
larger difference in of
angular twist between shafting is within
drive wheels. allowable limits
2 Drive shaft couplings Causes drive wheels to Inspect bridge drive Replace loose or worn
loose or worn. be unsynchronized. couplings couplings.

3 Drive shafts become Applies to cross‐shaft Observe tracking and Inspect rail surfaces
preloaded, connected drive watch for wheel for liquid or debris.
shaft windup is wheels where skidding or slippage Keep rails clean and
locked‐in. 4‐wheels are driven. If dry. Jack the drive
one drive wheel slips wheel off the rail to
relative to the others, release the torque.
the drive
shafts can become
preloaded with
torsion.

BRIDGE FRAME ALIGNMENT

Condition Causes How to Detect Corrective Action
1 Bridge trucks, bogie Original equipment Complete a precise "MCB" bearing
trucks, or end ties out may be misaligned, or wheel alignment capsules can be
of alignment. became misaligned survey. shimmed for
from other causes. alignment.
2 Bridge span dimension Has same effect as rail Use a precise laser Consult with a
out of tolerance span misalignment. "distance meter" to qualified person for
relative measure the bridge bridge span
to runway rail span. wheel spans. modifications.
3 Loose girder Allows bridge frame to Inspect girder Complete a precise
connections. become misaligned. connections. wheel alignment
survey. Ream holes to
next larger bolt
diameter, use
interference fit bolts.
4 Bridge acceleration or One end of Observe tracking Modify duty cycle so
deceleration with bridge moves faster behavior during that bridge
trolley at or near one than the other causing acceleration with acceleration does
end of the bridge skewing. trolley at center of not start until trolley is

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 span compared to near mid span of
acceleration with bridge.
trolley at end of
bridge.
5 End trucks or end ties Frame deformation Perform an Consult with a
too flexible. can cause temporary engineering analysis to qualified person to
wheel misalignment determine corner increase the stiffness
and skewing. rotation under normal of the bridge frame.
service loads.

WHEEL RELATED
Condition Causes How to Detect Corrective Action
1 Wheel misalignment Produces the same Complete a precise "MCB" bearing
relative to other effect as rail wheel alignment capsules can be
wheels and tracking misalignment, and survey. shimmed for
direction causes skewing. alignment.
2 Excessive wheel float Excessive float allows a Inspect wheel flanges Use greater flange
caused by wheel larger skew angle, for excessive wear. hardness for
flange wear. larger lateral rail replacement wheels.
force, and binding.
3 Drive wheel diameters Causes speed Check wheel tread Replace drive wheels
not matched within difference across the Diameters & with wheel pairs that
tolerance. span, resulting tolerances. have matching
in skewing. diameters within
recommended
tolerance.
4 Excessive wear of drive Creates variable drive By visual examination. Replace worn wheels,
wheel tread tread circumference Normal tread surfaces use greater tread
and should look perfectly hardness
causes a speed flat.
difference between
drive wheels.
5 Excessive wheel float Excessive float allows a Float should be within Replace with wheels
due to tread profile larger skew angle, the values shown that have proper tread
too wide for rail head. larger lateral rail width.
force, and binding.
6 Wheel bearing failure. Causes skewing due to High local temperature Replace bearing and
rolling resistance at at the bearing capsule, capsule.
one end of the bridge. paint discoloration,
noise.

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RAIL BAR SPAN CORRECTION OF EOT CRANE
Description:- Correction of EOT Crane tracking problem.

SL.NO. Details Specification

1 Crane 28-HH-ET-1301
2 Capacity(MT) 10
3 Make Oswal Machinery
4 Location Compressor House

Pre Observation & Analysis of works:-

1. Checking square rail bar span at every three meters interval using measuring tape.
2. Checking rail bar alignment –straightness at every three meters using nylon thread.
3. Checking rail bar level-parallel at every three meter using water tube test.
4. Visual inspection of condition of gantry rail bar, its wear and condition of rail bar joints.

Procedure Of Rail Bar Alignment for Span:

1. Rectification of gantry rail bar span to bring it within permissible limits and to match with
crane span.
2. Rectification of gantry rail bar level difference between two rails at the same location and
to bring it within 10 mm.
3. Rectification of gantry rail bar straightness to bring it within ±10 mm.
4. Rectification of rail bar gradient to bring it within working limits.
5. Removal of rails bars for rectification like facing of rails, maintaining span and level of gantry
Rail bar for LT motion of the crane.
6. Cleaning & preparation of surface by grinding etc. so that rail can be placed firmly onto the
Surface directly or placement of packing plates (for level maintaining) after proper surface
preparation.
7. Welding to be done at intermittent distance to fix the rail bar on the gantry.
8. Alignment of center distance between rail bar lines at equal intervals using measuring
tape or Laser instrument.
9. The work alignment should be carried out confirming to relevant clauses of IS:3443 for
works like removal of welded joints, cutting of damaged rail bar and fixing new bars.
10. Alignment of height and level of each rail bar at equal interval using water level
tube test or laser instrument(tolerance within +/-5mm in every one meter length).

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 RAIL SPAN CORRECTION OF EOT CRANE
(Compressor & utility Area)

Pre observation of rail bar span problems:

During long travel the 10MT Capacity EOT crane did not run smoothly and sometimes at
particular location(i.e isolator switch side and also at platform side ).
 it stopped while the motors and other parts are in function.

This problems occured due to rail span dimensional error.

a) The square rail bar required dimension is 50*50mm but at isolator side 10mts
length(Dsl side-6.2mtr,Nondsl Side-3.76mtr) rail found 60*60mm which was not in
acceptable condition for free wheel running of EOT crane.

wheel
50mm 60mm

50mm
wheel
60mm

Fig:-TOP VIEW OF SQUARE BAR RAILS

b)At the joints the wheel did not move forward due sudden change of rail dimension.
c)After measuring the rail span it is found that the rail span also varies at that place due to
incorrect alignment of rails.
c)To rectify the problems the span should be corrected with proper square bar rail using.

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 PLAN & PROCEDURE
According to the causes plan the procedure with better engineering techniques so that
the problem will be corrected.
The following things to be planed before start a maintenance work:

• TIME
• COST
• MANPOWER
• TOOLS
• EQUIPMENTS
• TECHNOLOGY

The rectified rail bar span work requirement details:-

TIME COST MANPOWER TOOLS or TECHN REMARK
EQUIPMENTS OLOGY S
3DAYS=24Ho 18741.60 TOTAL=7 1. GAS CUTTING As per
ur(3*8) According to INCLUDING COMPANY MACHINE. engineer
1.21-DEC-2015 work ENGINEER 2. Welding ing
2.22-DEC-2015 measurement
3.28-DEC-2015 clause-486 of
machine designin
1. Supervisor=1
C&H 2. Fitter=2
3. Grinding g
Maintenance 3. Welder/grinder/c machine standar
utter=2 4. Maintenance d
4. Helper=1 hand tools IS: 3443
5. Measuring
tools

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 PROCESS & PROCEDURE FOR RAIL BAR ALIGNMENT

DETECTING DEFECTS

GAS CUTTING OF DEFECTS

GRINDING FOR REMOVING MOLTEN METAL

ALIGNMENT OF NEW BARS

MEASUREMENT

WELDING

GRINDING FOR SURFACE FINISH

CONFORM MEASUREMENTS

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Methods
1.Gas cutting of the defected square bar

DEFECT ON
RAILS

This indicated portion is require to for cutting and replacing a new one.

GAS CUTTING OF
UNWANTED BAR

Note**The gas cutting should be done perfectly so that the base plate will not damage.

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2.GRINDING :-
After cutting and removing the rail by gas cutting some melted metal will stick to the base plate
for that the grinding is done to remove this waste metals.

Melted
metals on
base plate

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 Grinding of
base plate

**NOTE**-The surface should be grinded carefully over grinding avoided to maintain surface finish.

SURFACES
AFTER
GRINDING

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 3.ALIGNMENT ARRANGEMENT
• Marking straight line:-
At first take the span length and mark at different points. Referring to these points make a
straight thread line.

Marking line obtain by using nylon thread and marker .

Marking by
nylon
thread

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 • Then put the new rail in position and weld them in two ends.
• For correct alignment the following arrangements may be use.

OLD BAR

C- CLAMP

NEW BAR

C-clamp are used to protest the movement of rail and to reduce the gap between rail and base
plate during alignment ,L-clamp are also used for same purposes.

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 c-clamp plate
arrangement

Fig:-C-clamp arrangement for alignment of rail

L-CLAMP & End side stopper

• L-clamp are used to correct the slide twisting of rail during erection.
• Where as end side stopper are used to protect the movement of rail either two side.
• Packing are used in C-Clamp & L-Clamp to reduce the gap between base plate and rails.

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 L-CLAMP

PACKING

C-CLAMP

SQUARE
BAR RAIL

SIDE
STOPER

Fig:-Rail alignment

WELDING :-
 After alignment of rail welding is to be done at different places with specific distance
to fix the rail on the base plate.
 All temporary c-clamp ,l-clamp & end side stoppers removed after welding done.
 Grinding should be done at joints and rough surfaces of the rail bars for surface
finish.
 Measurement of the rail span should be done again to confirm the correction.

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 Grinding or
surface finishing

Fig:-Surface finishing by grinding

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 Measurement report of crane span correction

EQUIPMENT SWL CRANE RAIL SPAN BEFORE RAIL SPAN AFTER REMARS/WORKS
NO. SPAN(mm) RECTIFICATION(mm) RECTIFICATION
28-HH-ET- 10MT a)11500(non  11490  11490 1.The bending
1301 drive side)  11490  11490 portion of square
b)11500(drive  11490  11490 bar is shifted and
side)  11510*  11500* straighten about
 11500*  11500* 10mm to avoid
 11510*  11500* flange crossing
 11500*  11500* with rail bars.
 11500  11490 2.60*60mm bar is
 11500  11490 changed by
 11490  11490 replacing50*50mm
 11490  11490 bar about 6mtr
 11515*  11500* length which
 11515*  11500* reduce rail span
 11515*  11500* 15mm .

CONCLUSION
The crane is moving smoothly with functional load of 2MT without any
obstruction after the crane rail bar span rectified which will increase the
reliability of the running wheel as well as the safety of crane but the pro active
preventive maintenance should be carried out for better equipment life.

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