Beruflich Dokumente
Kultur Dokumente
C. Klinger
Federal Institute for Materials Research and Testing (BAM), Berlin, Germany
a r t i c l e i n f o
Article history:
Available online xxxx
Keywords:
Wind induced galloping vibrations
Onset wind speed
Undamped structural elements
Crane tension bars
Fatigue fracture
a b s t r a c t
Self-excited vibrations with large amplitudes in natural wind may occur at slender struc-
tural elements with low damping. Because of the different designs (e. g. using solid sections
today instead of cables for tension elements in the past) the susceptibility to wind induced
oscillations has increased. Those wind induced vibrations of proles with specic cross sec-
tion geometry which are motion induced and therefore self-exciting are called galloping
vibrations. Especially systems with elements that are highly tensile loaded and
undamped, like hangers of bridges or tension bars of cranes, are sensitive to wind induced
vibrations. Therefore more and more fatigue problems caused by galloping oscillations
have occurred in the 1990s. This paper describes exemplary the collapses of two modern
cranes of different design and manufacturers. During standstill periods, both cranes
suffered from wind induced vibrations of the tension bars, which bear up the counter-
weights. The failure analysis process to identify and explain the fatigue fractures as well
as the comparative experiments and simulation to verify that they were caused by wind
induced galloping-vibrations is described. It is shown, which parameters led to gallop-
ing-vibrations of the tension bars and how their onset wind speed and the amplitudes
can be estimated with more accuracy by a non-linear and non-stationary approach. Fur-
thermore it is shown that such dynamic stresses caused fatigue failure of the tension bars
for the counter weights and subsequently collapsing of the cranes.
For loss prevention knowledge and results gained by these investigations should be put
at disposal to engineers working on this eld of design. In the meantime, a contribution to
development of appropriate technical standards on structural steelwork was given by the
research works on galloping. Although new standards were introduced, which consider
wind induced vibrations, such failures still occur. (Reference to the paper Fatigue crack
in railway bridge hanger due to wind induced vibrations failure analysis, measures and
remaining service life estimation in this same Special Issue A tribute to A. Martens
2014).
2014 Elsevier Ltd. All rights reserved.
1. Introduction
Since the 1950s it is well known that several different wind excitation mechanisms may cause wind induced vibrations
and fatigue failures of metal structures like bridges, electrical overhead transmission lines, chimneys, light poles, and high-
way sign structures [16]. In the 1990s fatigue failures of steel structures due to galloping vibrations cumulated [1,712]. In
modern steel constructions sharp edged solid proles are used more and more. Due to the high tension forces in hangers and
tension bars, solid proles have a low damping characteristic compared to formerly used wire ropes made from steel.
1350-6307/$ - see front matter 2014 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.engfailanal.2013.12.007
f
e
B
with eigenfrequency f
e
and width B of the prole in ow direction.
The onset wind speed u
0
depends nonlinearly on the structural damping (here Sc
s,i
), Fig. 22. As a result of many measure-
ments, galloping vibrations may start at the reduced wind speed u
red
marked A in Fig. 22. For a real value of structural
damping Sc
s,2
, the wind speed has to increase to u
red,2
until galloping starts. According to the old, stationary theory with
linear dependency (dashed line in Fig. 22) the onset wind speed would have been u
0
~ 0 m/s for damping ~0 [18].
3.2.4. Galloping frequency
Self exciting phenomenon like galloping do not excite with a specic wind given frequency! This type of wind induced
excitation amplies a mechanical vibration with a starting amplitude >0 in its own mechanically dened resonance
frequency or eigenfrequency. Therefore this type of wind induced vibrations is called self exciting or motion induced vibra-
tions. Once the threshold or onset wind speed u
0
, cp. Section 3.2.3, is exceeded, the vibration amplitudes will increase until
the power which is introduced by the wind equals the power dissipation due to material or system damping. This means: If
the damping of a mode is low, this mode is excited/amplied before another mode exceeds its onset wind speed u
0
. The
onset speeds were estimated in wind tunnel experiments, cp. Section 3.3.2.
3.2.5. Estimation of quasistationary galloping amplitudes
Fig. 22 shows that higher structural damping Sc
s,i
needs higher wind speed u
red
for starting galloping vibrations. For the
estimation of quasistationary (at constant wind speed) harmonic galloping amplitudes using the stability relation in Fig. 22,
the dependency of structural damping Sc
s,i
from harmonic vibration amplitudes y (or relative vibration amplitude g) is
needed. With the decay curves, Fig. 19 it was possible to roughly estimate this dependency. Usually structural damping in-
creases with vibration amplitude. After starting, galloping vibration amplitudes increase until the structural damping is as
high as the negative aerodynamic damping: stability.
3.2.6. Wind tunnel experiments and results
A model with similar geometry was used for experimental estimation of the aerodynamic and instationary aero elastic
factors. In the wind tunnel, decay experiments and tests with forced excitation were carried out [19]. For the quadratic cross
section and the critical angle of attack a = 4 the aerodynamic Scruton number for bending is given in Fig. 23.
For the rectan gular cross section with B/d = 8.3 the curve of the aerodynamic Scruton number for torsion with an ampli-
tude of u ~ 3 is shown in Fig. 9.
Both curves show the typical course of the aerodynamic Scruton number with a clearly stable portion in the instationary
range of wind speed, Figs. 23 and 9. A key result was that the quadratic section is sensitive only for galloping in bending
mode whereas the rectangular section with B/d = 8.3 for galloping in torsion mode only. In wind tunnel testing negative
aerodynamic damping occurred, see diagram (2) in Fig. 24, which is an indication for the galloping phenomenon.
Fig. 22. Aeroelastic stability diagram and denition of the stability velocity u
red,si
(g) [18].
16 C. Klinger / Engineering Failure Analysis xxx (2014) xxxxxx
Please cite this article in press as: Klinger C. Failures of cranes due to wind induced vibrations. Eng Fail Anal (2014), http://dx.doi.org/
10.1016/j.engfailanal.2013.12.007
3.3. Stresses due to galloping vibrations for the example case tower crane
3.3.1. Measurements of wind speed, operating time
To reconstruct the development of wind speed during tower crane placement on the boiler house, meteorological data
were obtained from Germanys National Meteorological Service (Deutscher Wetterdienst, DWD). Wind data were needed
over a period 100 days. They were available from a meteorological station about 50 km away from the power plant building
site. The wind speed u(10 min) measured in a height of 10 m above ground and averaged over 10 min was extrapolated using
the power law for the wind speed prole u(h)
Fig. 23. Aerodynamic Scruton number Sc
a,y
for a quadratical cross section (tower crane) and for different amplitudes y/d with y = lateral vibration
amplitude, d = edge length) [19].
Fig. 24. Galloping amplitudes versus wind velocity (diagram 3); characteristic of structural-damping (diagram 1) and negative aerodynamic damping
(diagram 2); time history of wind velocity (diagram 4) and cumulative damage D at the location of the failure over time (Datum) (diagram 5); calculated
with onset wind speed u
0
= 15 m/s
2
and notch case Dr
A
= 36 N/mm
2
[19].
C. Klinger / Engineering Failure Analysis xxx (2014) xxxxxx 17
Please cite this article in press as: Klinger C. Failures of cranes due to wind induced vibrations. Eng Fail Anal (2014), http://dx.doi.org/
10.1016/j.engfailanal.2013.12.007
u(h) = u
(10 min)
h
10
a
to the middle height of the tension bars 182 m above ground. The exponent a for the wind prole was estimated as a ~ 0.2.
The following time periods were considered as relevant or non-relevant, respectively:
v Time periods considered for galloping
o Periods out of operation.
o Periods within crane operating hours with wind speeds u P17 m/s (182 m), because the crane was standing idle and
could like a vane turn into the wind and into the critical angle of attack a = 4.
v Time periods not considered for galloping
o Tower crane operating hours Monday till Saturday from 7:00 to 18:00 hours, because the crane was rarely for a more
than minutes in the critical angle of attack a = 4 from behind.
3.3.2. Onset wind speed for galloping vibrations
The dependency between wind speed u and the vibration displacement amplitudes y was estimated using the character-
istic curve of amplitude-depending structural damping and aerodynamic damping (diagram (2) in Fig. 24). The aerodynamic
damping from Fig. 23 was approximated by a single line without amplitude dependency [19]. Thus the wind speed onset
value for relative vibration amplitude g = y/d = 0 could be estimated. The onset wind speed u
0
for galloping-vibrations in sec-
ond mode with f
e
-7.6 Hz was between 13 m/s and 15 m/s for the critical angle of attack a = 4. Since galloping excitation
has no frequency preferences and because the structural damping for the second eigenfrequency is considerably less than
for the fundamental, vibrations in second eigenfrequency were excited [10].
3.3.3. Galloping amplitudes and displacement spectra
Fig. 24 shows the characteristic functions structural damping (diagram (1)) and aerodynamic damping (diagram (2)) nec-
essary for the non-linear approach described in Section 3.2. They were used to estimate the damage increase over time for
the broken tension rod, diagram (5). Diagram (3) shows the curve of the relative vibration amplitude as a function of reduced
wind speed g = f(u
red
). With the time history of wind speed (10 min-averages) u
10-Min.
= f(t) in diagram (4) the time history of
the vibration displacement amplitudes was estimated. Due to the very low damping and therefore long tune in and decay
times the 10 min averages are adequate [19]. The aerodynamic investigations resulted in max. galloping vibration displace-
ment amplitudes of y
max
= 33 mmduring strongest wind and in the antinode of 2. eigenfrequency. From the Galloping ampli-
tude time history a spectra of galloping vibration displacement amplitudes were calculated, Fig. 25.
3.3.4. Estimation of nominal stress and partial damage
In the following denitions of DIN 50100 Continuous Vibration Test are used
r
m
= r
o
r
a
; 2r
a
= r
o
r
u
; r
u
= 2r
m
r
o
= j r
o
r
m
: mean stress; r
o
: maximum stress
r
u
: minimum stress; r
a
: stress amplitude;
j = r
u
=r
o
; stress ratio
For double stress amplitude Dr:Dr = 2 r
a
Fig. 25. Amplitude (displacement) spectrum caused by wind-induced crosswise galloping vibrations at f = 7.6 Hz of the tension bars during 100 days of
erection on top of the boiler house.
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Please cite this article in press as: Klinger C. Failures of cranes due to wind induced vibrations. Eng Fail Anal (2014), http://dx.doi.org/
10.1016/j.engfailanal.2013.12.007
With the models for simulation, cp. Section 2.5, and the galloping-amplitude time history, the moment M
xx
and the nom-
inal stress at the fractured tension member could be calculated as time histories for the whole in service time until fracture.
This was the rst and until now the only time for the author to be able to reconstruct time history of load and stress of
a fractured component in a satisfying correctness. The short in service time of the crane on the boiler house and availability
of wind speed measurement data which was the relevant loading here were a fortune coincidence for this failure analysis
case.
With the highest displacement amplitude in the antinode in second eigenfrequency of y
max
= 33 mm a moment of
M
xx
= 1650 Nm bending laterally acted at the fractured section. Nominal stress was r
a
= 46 N/mm
2
. Together with the
pre-tension due to the counterweights the maximum nominal stress at the llet weld during galloping vibrations was
r
N
= r
m
r
a
= 156 46 N/mm
2
.
With the galloping-amplitude spectra it was possible to calculate the in service load spectra and the stress spectra, which
again was a fortunate coincidence.
The increase of damage over time was reconstructed using damage accumulation according Palmgren/Miner (Miners
rule) D
d
= f(t) diagram (5) in Fig. 24.
Appropriate to the component, notch case Dr
A
= 36 N/mm
2
had to be chosen from Eurocode 3 [20]. Assuming the exis-
tence of a fatigue strength limit as [20] does, only vibration amplitudes y that occur at wind speeds higher than the limit
wind speed u
G
= 16 m/s can cause signicant damage to the tension member, diagram (4 + 5) in Fig. 24 [19]. Due to the high
frequency of the galloping vibrations, high number of cycles N > 3 10
6
occured during the service period of the tower crane.
3.4. Analysis of dimensioning according to relevant codes
For the analysis of the design and dimensioning of the tension members the german crane building standard DIN15018
[13] and the draft of Eurocode 3 [20] were used.
3.4.1. Procedure for consideration galloping vibrations
According to DIN15018 different components that are permanently separated may be classied into different load spectra
B1. . .B6 if the service conditions are well known. Although the tower crane had to be classied for normal operation with
load spectrum B3 according to DIN15018, the tension bars could be classied into load spectrum B5 or B6 (higher load cycles
and full spectrum) when considering galloping vibrations. Dynamic factors in [13] used for load changes during service were
not used here. For analysis of design, the nominal stresses calculated in Section 3.3 were compared with the allowable stres-
ses given in [13].
DIN 15018 denes allowable maximum stresses allowr
o
depending on material, loading type, mean stress, kind and
quality of the weld, shape and range of the load spectrum. Considering these parameters the spectra of galloping vibrations
had to be classied with load spectra B6. Kind and quality of the weld allows only the worst notch case K4, cp. Section 2.2.3
For load spectra B6/notch case K4 and mean stress of r
m
= 156 N/mm
2
resulted an allowable stress amplitude
allowr
a
= 14 N/mm
2
. The stresses during galloping vibrations r
a,max
are much higher than those allowed in DIN 15018
allowr
a
.
r
a;max
= 46 N=mm
2
> 14 N=mm
2
= allow r
a
According to DIN 15018 the tension rods are underdesigned for galloping vibrations.
Depending on the loading type as well as kind and quality of the weld (here notch case Dr
a
= 36 N/mm
2
) the design code
Eurocode 3 (EC3) denes a fatigue strength curve, which is a modied S/N Whlercurve. By means of linear damage accu-
mulation according to MINER the nominal stress spectra of the galloping vibration, similar to Fig. 25, shall be compared with
the fatigue strength curve, cp. Section 3.3.4. Comparable to the result achieved with the DIN standard [13] cp. Section 3.4, the
tension members are insufciently dimensioned for galloping. The damage sum D
d
is too high:
1; 9 = D
d
_ allow D
s
= 1; 0
All stress and strength analysis showed clearly that the tension bars were underdesigned for the dynamic loading with
galloping-vibrations. The fatigue fracture may be justied with those vibrations. A llet weld free from notches may have
increased service life but could not prevent fatigue fracture due to the wind induced vibrations.
4. Discussion
4.1. Example case tower crane
Precondition for galloping vibration excitation of the tension bars of the tower crane investigated here is the wind ow
approach from behind. This occurs when the crane is out of service and the slew gear brake is released as prescribed. Thus
the crane may turn into wind. Normally there is no load on the hook, therefore the tension force in the tension bar is at most.
Compared to other tower cranes, the tension rods are oriented almost vertically so that the cross section prole effective
in the horizontal ow plane did rarely deviate from square section of the tension members.
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Please cite this article in press as: Klinger C. Failures of cranes due to wind induced vibrations. Eng Fail Anal (2014), http://dx.doi.org/
10.1016/j.engfailanal.2013.12.007
Promoting factors for the fatigue failure were:
v Installation of the crane in high altitude and exposed position.
v Special conguration of the crane with short and heavy counterweight jib as well as high load capacity Phigh tension
forces acting on the tension rods.
v The tension elements have very low damping due to the use of solids instead of steel ropes and the high tension forces.
v High wind speeds during winter 1994/1995.
v Little awareness for galloping vibration in crane industry.
Each of these causes individually is uncritical. Their unfortunate coaction caused wind induced galloping vibrations. In
combination with the high pre-tension the dynamic stresses resulted in fatigue fracture after very short in-service time.
4.2. Example case mobile crane
Precondition for galloping vibration excitation of the tension bars of the mobile crane investigated here was the wind ow
approach parallel to the long edge of the rectangular prole. Due to the construction ow approach from aside occurred
when the slew gear brake was locked.
Promotive factors for the fatigue failure were:
v Slew gear locked and unfavourably wind from aside so that wind ow approach was parallel to the long edge of the rect-
angular section.
v Tension rods oriented almost vertically.
v Due to the main boom, tension rods were highly tensioned and rarely damped.
v High wind speeds occurred for several days, so that the main boom should have been laid down.
v High B/d ratio promoted torsional galloping vibrations.
4.3. Countermeasures example case tower crane
4.3.1. Immediate measures
For speedy continuation of the assembly of the boiler house, the damaged tower crane had to be repaired. The counter-
weight tension rods of all cranes of this type and those of the main booms were exchanged. The new tension rods were of
identical design but manufactured with notch free welds and all tested individually. Additionally redundant counterweight
jib tension rods were installed, (R in Fig. 26).
After it became clear that galloping vibrations were the root cause of the failure [8], the tension rods were equipped with
a damping device, Fig. 26. A damping system using hydraulic dampers was chosen out of many simple and temporary damp-
ing solutions [21]. A rigid steel tube rack was xed at the counterweights which carried the hydraulic dampers connected to
the tension rods, Fig. 26. Due to sliding and viscous friction in the damper even small vibration displacement amplitudes
were damped effectively.
Fig. 26. Damping device on counterweight: hydraulic dampers (D) coupled to the tension bars, redundant tension bars (R), MAN GHH Logistics, Heilbronn,
Germany, forced oscillation with electrodynamic shaker (S), position of acceleration sensors (A, B, C), BAM, Berlin, [15].
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Please cite this article in press as: Klinger C. Failures of cranes due to wind induced vibrations. Eng Fail Anal (2014), http://dx.doi.org/
10.1016/j.engfailanal.2013.12.007
4.3.2. Effectiveness of immediate countermeasures
The effectiveness of the damping device was veried by the author conducting experiments and analysis, [15]. Therefore
the procedure for vibration system identication using vibration response measurements, Fig. 26 and 2.4.1, evaluation of
decay curves, cp. Section 2.4.2 and the non-linear aerodynamic analysis, cp. Sections 3.2.3 and 3.3.2, was used [22].
4.3.3. Permanent measures
Some years later the author identied the type of tower crane damaged before and investigated as described above im-
proved with a very simple damping device: a link chain was coupled crosswise and at different antinodes between the two
tension rods to de-tune and damp vibrations, Fig. 27. This solution is really suitable for building sites as well. Chains are also
used for damping wind induced vibrations in slender light poles [23].
4.4. Example case mobile crane
4.4.1. Immediate measures
After reconstruction of the crane stock bridge dampers, Fig. 28, were mounted to all tension rods. Those dampers act as
dynamic vibration absorbers, capable for damping up to four eigenfrequencies.
4.4.2. Permanent measures
Whenever possible, rectangular sections, which are stable against bending and torsional galloping, shall be used for ten-
sion rods. Since 1993 extensive wind tunnel experiments to optimise the B/d ratio for aeroelastic stability have been carried
out at Institute for steel construction of RWTH-University Aachen, Germany in cooperation with Mannes mann-DEMAG,
Germany.
4.5. Further measures for slender structural elements
For prevention of wind induced vibration on slender structural elements, the following techniques are appropriate:
Fig. 27. Damping device on counterweight tension bars, steel link chain (arrow) between left and right tension bar connecting different vertical positions,
hoist rope between the tension bars.
Fig. 28. Stockbridge-damper [15].
C. Klinger / Engineering Failure Analysis xxx (2014) xxxxxx 21
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10.1016/j.engfailanal.2013.12.007
4.5.1. Immediate measures
v Wrapping thin ropes around the proles.
v Fixation of elements with low tension and deection with friction to increase damping [3].
4.5.2. Permanent measures
v Fluid dampers.
v Back to the roots: using steel ropes instead of tension rods.
v Tensions rods with small inclination.
v For vertical tension rods: turn the critical angle of attack away from the direction of the main boom.
5. Conclusions
Starting from the fatigue failure cases tower crane and mobile crane, the problem of dynamic loading due to wind-
induced vibration was analysed. The results verify that wind-induced galloping vibrations of counterweight tensions rods
(bending vibration at the tower crane and torsional vibrations at the mobile crane) must have occurred during the short time
of erection.
With the results of wind tunnel testing on rectangular and square proles as well as vibration response measurements for
system identication the onset value for wind speed was estimated. Beyond that the correlation between wind speed and
vibration amplitude in the antinode of the tension rods was established.
Using wind speed data recorded during the operation period of the tower crane, amplitudes and spectra of galloping
vibrations were calculated. Wind speeds above u