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PRODUCTION F ACILITY IMPROVEMENT
Replacement Monorail Design Summary
Lanxess Corporation
Report No.: 130713-01-05 Rev. 1
Issue Data:22-Aug-2013
Issue 1
DOCUMENT ISSUE CONTROL SHEET
Issue Rev. Date Comment Written Checked Approved
1 0 8/15/13 Issued to client to client review TNT KPP ST
2 1 8/22/13 Appendix D added to addressupdated client data (i.e., correctionsto layout of existing structure and alower crane WLL)
TNT KPP KPP
3
4
5
Notice
This report was produced by Total Crane Services for the Lanxess Corporation for the specific purpose of
the Production Facility Improvement - Replacement Monorail Design Summary.
This report may not be used by any person other than the Lanxess Corporation without the Lanxess
Corporation's express permission. In any event, Total Crane Services, its affiliates, and partners accept
no liability for any costs, liabilities or losses arising as a result of the use of or reliance upon the contents
of this report by any person other than Lanxess Corporation.
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 2
Production Facility Improvement
Replacement Monorail Design Summary
A report prepared by
Pope Oil Tool Company
commissioned by
Total Crane Service
to be prepared on behalf of the
Lanxess Corporation
COMMERCIAL IN CONFIDENCE
Total Crane Services Lanxess Corporation
14060 IH-10 West
Orange, TX 77632
USA
8500 West Bay Road
Baytown, TX 77523
USA
Tel: +1 409-842-1500 Tel: +1 281-383-6800
Fax: +1 409-842-1085 Fax: +1 281-383-6808
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 3
Contents
Section Page
1 Introduction ................................................................................................................................ 4 1.1 General ............................................................................................................................................ 4 1.2 Background ...................................................................................................................................... 4
2 Design Description ..................................................................................................................... 5 3 Design Approach ........................................................................................................................ 5
3.1 Design Data ..................................................................................................................................... 5 3.2 Design Objectives ............................................................................................................................ 5
4 Calculation Summary ................................................................................................................. 8 4.1 General ............................................................................................................................................ 8 4.2 Beam Design .................................................................................................................................... 8 4.3 Connection Design ........................................................................................................................... 8 4.4 Assessment Screening of Support Structure ................................................................................... 8
5 References ................................................................................................................................. 9
Appendices
Appendix A
Appendix B
Appendix C
Appendix D
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 0
Issue Date: 8/15/2013Page 4
1 INTRODUCTION
1.1 General
This report presents the design philosophy and summarizes the calculations undertaken in support of themonorail crane beam design package presented in monorail design drawing [1].
1.2 Background
The Lanxess Corporation (Lanxess) has commissioned Total Crane Services, LTD (Total Crane) to
design, procure, and install a replacement monorail crane at Lanxess’ Baytown production facility. The
monorail crane unit being replaced was identified to have an inadequate working load limit (WLL1) with
respect to the service loads it was required to handle.
Lanxess has instructed Total Crane to provide a replacement monorail crane beam having a WLL equal
to 2.5 tons (5,000 lbs). Total Crane was given further instruction regarding specific design constraints that
should be meet by the new crane beam design (i.e., design constrains). Specifically, two particular design
constraints were encountered in the monorail beam design and warrant a discussion herein.
The first design constraint set restrictions on which available cross-sectional shapes (and sizes) were
applicable as potential monorail sections. It was stated that the new monorail crane beam should be of an
appropriate size and shape to allow the reuse of hoist and ruining hardware installed on the redundant
crane beam (i.e., the new monorail beam should not require the purchase of new running hardware).
This criterion caused the types of potential crane beam cross-sections considered to be reduced down to
effectively one type of section (an S-section) and only a small array of section depths and widths.
Moreover, material strength no longer became an option as S-beams are generally exclusively rolled from
A36 steel.
The second design constraint was caused from the anticipated restriction on hot-work in the region of the
new crane beam installation. This, of course, meant that any welding/burning/cutting and etcetera would
required this treatment elsewhere and, more importantly, provisions would need to be developedregarding and pre-welding and also how to install the beam using sole mechanical fastening.
The restrictions noted above are actually not extraordinary nor particularly challenging or complex. They
have, however, had a direct impact on the beam crane beam design. For this reason they have been
referenced here for that reason.
1In the context of the present report the Working Load Limit (WLL) may be interpreted as the crane’s
“rated” lifting capacity applied to “the hook”.
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 5
2 DESIGN DESCRIPTION The monorail crane design outlined in [1] can be summarized into the following structural sub-groups:
Structure Associated with the Crane Beam Components Associated with the Connections
Details & Miscellaneous (e.g. the bolts, supporting structure)
The crane beam (monorail) consists of a 16 ft long S10x35 capped by a C10x25 channel section (via a
fillet welded continuous until beam ends). The channel cap is cut a bit shorter that the S-beam for the
purpose of allowing proper placement and termination of fillet welds and to also reduce the congestion of
steel components terminating at the crane beam end regions.
The nature of the loads anticipated, likely service duty, and geometric layout of surrounding steel
elements lend themselves to allow the a double angle shear connections that are bolted to web of the in
W12x45 and initially shop welded to the web of the S10x35 crane section.
The cross-section of the composite section is presented in Figure 3.2.
3 DESIGN APPROACH
3.1 Design Data
Relatively limited data was available to develop the replacement monorail design.
Available design data can be summarized by the following:
Dimensional details were obtained through surveys
WLL = 5,000 lbs (2.5 ton)
From client discussions it was gathered that the crane would be used very infrequently and
only be experience some 0 t0 5 service cycles per annum.
The crane’s design load spectrum is extremely narrow. It centers around 2.5 ton (or its target
lifted load). The load spectrum would be expected to have some minimal scatter and be
completely of very heavily biased towards loads above the 2.5 ton (see Figure 3.2)
3.2 Design Objectives
Considering the data noted in Section 3.1, and the idealized load spectrum presented in design
approached to consider the following:
1. The monorail will not be explicitly design for fatigue (low cycles); however, design details willinherently consider fatigue issues.
2. Beam end connections need only resist shear loading (and some small tension loads). The
cranes low cycle operational nature means that these connections can resist loads through
bearing of the bolts (i.e., slip critical connections not required).
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 6
3. Considering the crane load is only about 5 kips, end support sections (W12 sections) should
be adequate to distribute thee monorail’s reaction forces. Simple checks are only needed to
verify the beams are not nearing the elastic limit.
4. The hook load variability is low and it will be mainly subjected to a single well known weight
(lifting a valve). Some additional loads in the high impulsive range would be expected if thecrane is used to pull a “stuck” valve out of place (as noted by the client). Considering this the
crane beam should be robust and easily resist just load characteristics.
5. The beam section must be an S type (similar dimensions to a S10x25) to allow it to fit the
existing hoisting hardware. As a larger S section may present issues fitting with the existing
equipment, a channel cap was adopted to add substantial robustness to the section strength
in both the in an out-of-plan loading directions (see Figure 3.2).
Figure 3.1 – Lifted Load Spectrum Considered in Design Approach
IncreasingLoad
DecreasingLoad
Lifted Load Value (LL)
2.5 ton
(Weight of Valve)
P (LL)
HighProbability
LowProbability
Likely Biased to the hi end due to potential impulsiveloads caused by “jerking the valve loose)
P (LL ≥ 2.5) =~100%
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 7
(a)
(b)
Figure 3.2 – Composite Section Considered for (a) Engineering Calculations and (2)
Detailing
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 8
4 C ALCULATION SUMMARY
4.1 GeneralThe following sections highlight some of the design checks and engineering calculations undertaken in
support of the monorail design. Each of the below subsections has a correlating Appendix. Each
appendix includes a set of calculation sheets. Great care has been taken to present these calculations
and the associated results in a matter that is clear and easy to follow.
4.2 Beam Design
Appendix A includes the checks and inputs used to verify the crane beam design using AISC (9th
ed) and
CMAA (2010 Ed) code checks.
Details associated with the beam’s cross section were developed in CAD software and verified
elsewhere. The composite section properties were then manually input into the calculations.
The resulting data indicates that the capped crane beam easily handles the 2.5 ton lifted load. Inspection
of the safety factors indicates the section has a large degree of residual lifting capacity. This of course
was anticipated for reasons noted in Section 3.2.
4.3 Connection Design
In Appendix B the double angle shear tabs are checked against the crane beam end forces. Code checks
are per AISC 9th
Ed. The sections considered in the design are quite robust to begin with and are not
highly utilized.
4.4 Assessment Screening of Support Structure
In this Appendix calculations check the supporting W12 section against the crane beam end forces. As
the preexisting beam utilization is unknown a value of 60% is assumed (which is very conservative).
The code check results (per AISC 9th) show that under peak crane beam reaction shear forces little effect
to the overall W12 section utilization is observed.
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 9
5 REFERENCES
1. Total Crane Services, “Lanxess Monorail Upgrade”, AFC Drawing Set, Revision 2, 15-Aug-2013.
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 10
Appendix A
Monorail Beam Design Calcu lations
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 11
Appendix B
Connection Calculations
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 12
Appendix C
Supporting Structure Screening Assessment
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 13
Appendix D
Design & Analysis Associated to Utilization of Monorail
Support Framing as a Resul t of Updated Structural Layout
Data Provided by the Client
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 14
D.1 Background
The client has indicated that the original framing layouts considered for the design of the monorail crane
beam is not consistent with the “as-is” structural configuration observed at the facility. The client has
indicated that the length of the W12x45 beams (supporting the monorail) and the spacing of columns
attached to the W12x45 beams are substantially larger than originally considered in the design (see
Figure D.1 below).
In addition to the updated structural information the client has indicated that the monorail crane beam
working load limit (WLL) can be reduced to 3,700 lbs (i.e., 3.7 kips or 1.85 tons).
Figure D.1 – True configuration o f W12x45 monorail support beams and associated columns
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Lanxess Corporation
Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 15
D.2 Updated Analysis
Although the crane beam WLL is now smaller than originally considered, the unsupported length of the
monorail support beam (i.e., the W12x45) is substantially longer than that originally considered. As such,
further calculations are required to check the adequacy of the support beam under the peak monorail
reaction forces.
Updated calculations indicate that a 3,700 lb WLL will result in a 5.32 kip peak crane beam reaction force
(updated crane reaction limits are presented in Figure D.2). The updated geometry and new crane
reaction force was considered in further AISC design code checks for the W12x45 support beam.
Conservative assumptions have been made to account for the load added by the hanging catwalks (each
assumed to load 1000 lbs to the beam).
Figure D.2 – New monorail hook load and max/min support reaction forces
D.3 Results
Design calculations (presented in the following pages) indicate that even with the conservative hanger
load assumption the beam is only utilized to 53% (i.e., still retains nearly 47% capacity). With this amount
of excess capacity it is very reasonable to assume that it will not be over utilized if pre-existing design
loads were introduced.
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Production Facility Improvement - Replacement Monorail Design Summary
Report No: 130713-01-05 Rev. 1
Issue Date: 8/22/2013Page 16
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