Nkiaseh Memoire Final

République du Cameroun Republic of Cameroon
Paix – Travail – Patrie Peace – Work – Fatherland

**** ****
Ministère de l’Enseignement Supérieur Ministry of Higher Education
**** ****
Université de Maroua The University of Maroua
**** ****
Ecole Nationale Supérieur des Mines et des National Advanced School of Mines and
Industries Pétrolières Petroleum Industries
**** ****
Département de Génie Mécanique Pétrolier et Department of Mechanical Petroleum and Gas
Gazier Engineering
**** ****
B.P. 08 Kaélé
Tél : +237 665417855
Email : ensmip.uma@gmail.com
A DISSERTATION PRESENTED IN PARTIAL FULFILLMENT OF THE

MASTERS DEGREE IN ENGINEERING
OPTION: OFFSHORE/ONSHORE CONCEPTION ENGINEERING
STUDY, DESIGN, INSTALLATION OF A SUITABLE CRANE ON

THE 1000T DOCK, AND THE DOCK REINFORCEMENT FOR CNIC
LOCATED AT FORMER IUC-DOUALA
PRESENTED BY
NKIASEH NGOMBE GOD’SGIFT

Matricule: 18A334FM
PROFESSIONAL SUPERVISOR ACADEMIC SUPERVISOR
M. MOUBEN Innocent Dr. KARGA TAPSIA Lionel

LECTURER
Engineer and 1000T Dock Master at CNIC
National Advanced School of Mines and Petroleum
Industries
ACADEMIC YEAR
2022/2023
République du Cameroun Republic of Cameroon
Paix – Travail – Patrie Peace – Work – Fatherland
**** ****
Ministère de l’Enseignement Supérieur Ministry of Higher Education
**** ****
Université de Maroua The University of Maroua
**** ****
Ecole Nationale Supérieur des Mines et des National Advanced School of Mines and
Industries Pétrolières Petroleum Industries
**** ****
Département de Génie Mécanique Pétrolier et Department of Mechanical Petroleum and Gas
Gazier Engineering
**** ****
B.P. 08 Kaélé
Tél : +237 665417855
Email : ensmip.uma@gmail.com
COMMITMENT TO NON - PLAGIARISM

I, NKIASEH Ngombe God’s gift student engineer under Offshore/ Onshore (COO)
design engineering specialty, declares to be fully conscious that plagiarism of an integral copy or
part of a published document in any of its forms document, even on the internet, constitutes a
violation of author’s right and also characterizes fraud.
Consequently, I declare that this work is a fruit of my personal reflection to be

precisely cited and I engage myself in explicitly citing every source I used for this dissertation at
every time.
Signature:
Kaele on the, …………………………………

STUDY, DESIGN, INSTALLATION OF A SUITABLE CRANE ON THE 1000T DOCK, AND THE
DOCK REINFORCEMENT FOR CNIC LOCATED AT FORMER IUC-DOUALA
DEDICATION
To my mother, FELICIA
NCHIFOR NGWENYI
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT I

ACKNOWLEDGEMENT
Hitherto to the end of this project, we would like to express deep gratitude to all those who
directly and indirectly contributed to the realization of this project. To this, we acknowledge;
 GOD Almighty for health and insight apportioned for the realization of this project;
 Pr. YAMIGNO DOKA Serge, the Director of the National Advanced School of Mines and
Petroleum Industries (ENSMIP), for providing suitable conditions for our training;
 Pr. LOURA BENGUELLA Benoit and Pr. NGO BUM Elizabeth, the Ex-Deans of the
Faculty of Mines and Petroleum industries (FMIP), for their efforts in our training ;
 Pr. KOL GUY Richard, the Head of the Department of the Gas Mechanical and Petroleum
Engineering Department of ENSMIP, under the University of Maroua. Who also acts as the
Director of the National Advanced School of Mineral Processing and Energy Resources of the
University of Bertoua, for his relentless efforts in seeing that we are well trained;
 Dr. KARGA TAPSIA Lionel, my academic supervisor, for his relentless follow up, support and
encouragements throughout my academic parcour and for the realization of this project;
 All Lecturers, of the Gas Mechanical and Petroleum Engineering Department, for their various
teachings and advice provided;
 All Lecturers and staff administration, of the National Advanced School of Mines and
Petroleum Industries (ENSMIP) for their efforts and teachings given for a good training;
 To Eng. MOUBEN Innocent, Engineer at CNIC and 1000T dock master, who served as my
professional supervisor, for his mentorship and all the technical knowledge he gave me
throughout my internship at CNIC;
 My family, Parents and siblings, for their unquestionable support and love throughout my
training;
 My Kaele family, for their love and support;
 My Academic Seniors for their advice, guidance and support;
 My Friends and Classmates for their mental and emotional support;
Finally, to all those who behind the scene, contributed to make this work a masterpiece, I am deeply
grateful to you.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT II

LIST OF ABBREVIATIONS
2D: Two Dimensional
3D: Three Dimensional
ANSI: American National Standards Institute
API: American Petroleum Institute
ASME: American Society of Mechanical Engineers
CNIC: Cameroon Shipyard and Industrial Engineering Ltd
DF: Design Factor
DIN: The German Institute for Standardization
DNVGL: Det Narske Veritas Germanischer Lloyd
EN: European Norm
FEA: Finite Element Analysis
GMPG: Gas Mechanical and Petroleum Engineering Department
ISO: International Organization for Standardization
SCH: Pipe Schedule
SWL: Safe Working Load
SWOT: Strength, Weakness, Opportunities and Threats
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT III

LIST OF NOTATIONS
A: Area, 𝐦𝟐 , 𝒄𝒎𝟐
E: Young’s Modulus, Pa
𝝈 : Axial Stress, Pa
F: Force, Lbs., N
H: Height, Ft, m
𝝂 ; Poisson’s Ratio, Dimensionless
CoG; Center of Gravity,
g; Acceleration Due to Gravity, 𝒎/𝒔𝟐
𝑮𝑴𝒕 : Longitudinal Metacentric Height, m
I: Moment of Inertia, 𝒎𝒎𝟒
L; Length of Member, m
M; Bending Moment Factor, Nm
R; Radius of Gyration, m
T; Thickness, mm
𝑬𝑹𝑺 ; Reeving Efficiency, Dimensionless
N; Motor Efficiency, Dimensionless
𝝓 ; Sheave Diameter, mm
𝒌𝒓 : Terrain Factor, Dimensionless
𝑴𝒕 : Maximum Torque, Nm
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT IV

LIST OF TABLES
Table 1: Detailed informational table for cnic. ........................................................................... xxii
Table 2: Financial situation of the company. ............................................................................. xxiii
Table II. 1: Comparative analysis of offshore cranes ..................................................................... 22
Table II. 2: Questionnaire regarding technical demands of our crane. .......................................... 24
Table II. 3: Tabular formulation of the different service functions................................................ 28
Table II. 4: Quantitative expressions of functions ......................................................................... 29
Table III. 1: Tabular display of questionnaire and answers ........................................................... 54
Table III. 2: Characterization of service function .......................................................................... 55
Table III. 3: Cross sort matrix ........................................................................................................ 57
Table III. 4: Cumulative frequency table of characterized functions ............................................. 58
Table III. 5: Results of structural parameters ................................................................................. 65
Table III. 6: Stress forces for each bars .......................................................................................... 67
Table III. 7: Calculations and design verification of structural Members...................................... 67
Table III. 8: Craned diesel power ratings ....................................................................................... 77
Table III. 9: Illustrating wages for the project................................................................................ 84
Table III. 10: Illustrating financial cost of transportation .............................................................. 85
Table III. 11: Forecast planning table ............................................................................................ 86
Table III. 12: Crane maintenance plan .......................................................................................... 88
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT V

LIST OF FIGURES
Figure 1: Localisation map of cnic. ...............................................................................................xxi
Figure 2: Jacket platform at Limbe .............................................................................................. xxv
Figure 3: Hierarchical organization of CNIC ............................................................................ xxvii
Figure 4: Hierarchical organization of CNIC ........................................................................... xxviii
Figure 5: Organigram of sectors of activities ..............................................................................xxix
Figure I. 1: Floating dry dock components. ..................................................................................... 4
Figure I. 2: Wooden floating dock since 1971. ................................................................................ 7
Figure I. 3: Steel construction of a dock. ......................................................................................... 8
Figure I. 4: Floating dry dock structure. ......................................................................................... 10
Figure I. 5: Graving dock structure. ............................................................................................... 10
Figure I. 6: Synchrolift structure. ................................................................................................... 11
Figure I. 7: An overhead crane on runways ................................................................................... 12
Figure I. 8: Gantry crane structure. ................................................................................................ 13
Figure I. 9: Jib crane structure. ....................................................................................................... 14
Figure I. 10: Tower crane structures. ............................................................................................. 15
Figure I. 11: Level luffing gantry structure .................................................................................... 16
Figure I. 12: Crawler crane structure.............................................................................................. 17
Figure I. 13: Floating crane structure ............................................................................................. 17
Figure I. 14: Main crane component .............................................................................................. 18
Figure II. 1: Swot tools ................................................................................................................... 23
Figure II. 2: Horned beast diagram ................................................................................................ 25
Figure II. 3: The octopus diagram .................................................................................................. 27
Figure II. 4: Using the plans of the dock above, the following parameters can be calculated ....... 47
Figure III. 1: Pareto’s chart. ........................................................................................................... 58
Figure III. 2: The FAST diagram ................................................................................................... 60
Figure III. 3: 3d model of our mast –trust system. ......................................................................... 66
Figure III. 4: 2d section of our mast-truss system in robot ............................................................ 66
Figure III. 5: Wind simulation of our mast- trust system ............................................................... 68
Figure III. 6: Obtained results from robot ...................................................................................... 69
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VI

Figure III. 7: Triangular jib truss system model in robot ............................................................... 69

Figure III. 8: Tower structure ......................................................................................................... 70
Figure III. 9: Boom of our crane .................................................................................................... 71
Figure III. 10: Counter weight, upper tower, counter jib length and wire rope ............................. 71
Figure III. 11: Counter weight, upper tower, counter jib length and wire rope ............................. 72
Figure III. 12: Final crane design. .................................................................................................. 72
Figure III. 13: Displacement results from ansys ............................................................................ 74
Figure III. 14: Displacement from ansys ........................................................................................ 74
Figure III. 15: Load – amplitude variation from ANSYS .............................................................. 75
Figure III. 16: Generated von mises stress simulation from software ........................................... 76
Figure III. 17: Deformation ............................................................................................................ 76
Figure III. 18: Gangway linking 2 offshore structures ................................................................... 80
Figure III. 19: Site preparation and installation of tower mast. ..................................................... 81
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VII

LIST OF APPENDICES
Appendix 1: Criteria table ................................................................................................................ I

Appendix 2: Cable/ wire parameters ........................................................................................... VIII
Appendix 3: Offshore dock ......................................................................................................... VIII
Appendix 4: 2D plan of a crane..................................................................................................... IX
Appendix 5: 2d plan of a crane ....................................................................................................... X
Appendix 6: 2d plan of crane ........................................................................................................ XI
Appendix 7: 2D plan of the 1000T dock ...................................................................................... XII
Appendix 8: Cross section of our structural member and geometrical properties ...................... XIII
Appendix 9: Cross section of a truss structure ............................................................................ XIII
Appendix 10: Structural parameters of angle steel .....................................................................XIV
Appendix 11: 3D MODEL OF OUR DOCK ..............................................................................XIV
Appendix 12: Forecast planning using GANTT diagram ............................................................ XV
Appendix 13: Forecast planning using GANTT diagram ...........................................................XVI
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VIII

ABSTRACT
Heavy mechanical maneuvers are a major factor in the industries dealing with heavy
mechanics including offshore structures or vessels. Such heavy mechanical maneuvers can’t be
done manually. Hence there’s an uprising need for crane structures in this domain. This project
seeks to appropriately design and install the best crane for the 1000T dock located at RIO DEL
REY beside former IUC for CNIC (Cameroon Shipyard and Industrial Engineering Limited)
precisely in Douala. The first phase of this project had to do with study of the dock, its
environment, types of crane needed for offshore vessels. This led to a crane analysis for a selection
of the requisite crane and a SWOT analysis of our solution. The next phase of our project entailed
detail dimensioning of the crane from charted parameters given by the 1000T dock master of CNIC
as technical specifications for the engineering of the crane. This entailed using standards norms,
mathematical and physics principles, FEA (Finite Element Analysis) tool like AUTODESK
ROBOT for structural analysis of the crane. Structural analysis was carried out on our crane with
the aid of ANSYS SOFTWARE to validate the requirements of standard norms for the structural
integrity of our crane. Hitherto to this, a 3D model was produced with the aid of SOLIDWORKS.
Thirdly, dock reinforcements via structural calculations were made on the dock; to determine the
actual position where this crane had to be installed. To do this, calculations on the structural
integrity of integral structure consisting of the crane and dock were made and propositions were
made given as to how the dock can be reinforced. Lastly, installation procedures of our dock
relative to our project was established following standards. The analytical and numerical results
obtained throughout permitted us to; establish a specification booklet for our crane, propose a
maintenance plan for the crane, provide a forecast planning of our project , carry out a risk analysis
for our project and finally provide estimates on financial evaluation of our projects . Results of
this project are present to in CNIC for validation as of the time of this dissertation defense, and
also for a make or buy analysis as per their financial budget on the project.
KEY WORDS; Crane, Dock, Technical specifications, SWOT analysis, Dimensioning.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT IX

RESUME
Les manœuvres mécaniques lourdes sont un facteur majeur dans les industries traitant de la
mécanique lourde, y compris les structures offshores ou les navires. De telles manœuvres
mécaniques lourdes ne peuvent pas être effectuées manuellement. Par conséquent, il y a un besoin
croissant de structures de grues dans ce domaine. Ce projet vise à concevoir et installer de manière
appropriée la meilleure grue pour le quai de 1000T situé à RIO DEL REY à côté de l’ancien IUC
pour CNIC (Cameroon Shipyard and Industrial Engineering Limited) précisément à Douala. La
première phase de ce projet portait sur l’étude du quai, de son environnement, des types de grues
nécessaires aux navires hauturiers. . Cela a conduit à une analyse de grue pour une sélection de la
grue requise et à une analyse SWOT de notre solution. La phase suivante de notre projet impliquait
un dimensionnement détaillé de la grue à partir des paramètres cartographiés donnés par le maître
de quai 1000T de CNIC comme spécifications techniques pour l’ingénierie de la grue. Cela
impliquait l’utilisation de normes standard, de principes mathématiques et physiques, d’un outil
FEA (Finite Element Analysis) comme AUTODESK ROBOT pour l’analyse structurelle de la
grue. L’analyse structurelle a été réalisée sur notre grue à l’aide d’ANSYS SOFTWARE pour
valider les exigences des normes standard pour l’intégrité structurelle de notre grue. Jusqu’à
présent, un modèle 3D était produit à l’aide de SOLIDWORKS. Troisièmement, des renforts de
quai via des calculs structurels ont été effectués sur le quai; pour déterminer la position réelle où
cette grue a dû être installée. Pour ce faire, des calculs sur l’intégrité structurelle de la structure
intégrale composée de la grue et du quai ont été effectués et des propositions ont été faites sur la
manière dont le quai peut être renforcé. Enfin, les procédures d’installation de notre quai par rapport
à notre projet ont été établies selon les normes. Les résultats analytiques et numériques obtenus
tout au long nous ont permis de; établir un cahier des charges pour notre grue, proposer un plan
d’entretien de la grue, fournir un planning prévisionnel de notre projet, réaliser une analyse des
risques de notre projet et enfin fournir des estimations sur l’évaluation financière de nos projets.
Les résultats de ce projet sont présents au CNIC pour validation au moment de cette soutenance de
thèse, et également pour une analyse make or buy selon leur budget financier sur le projet.
MOTS-CLÉS; Grue, Quai, Spécifications techniques, Analyse SWOT, Dimensionnement.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT X

TABLE OF CONTENTS
DEDICATION ..................................................................................................................................i
ACKNOWLEDGEMENT .............................................................................................................. ii
LIST OF ABBREVIATIONS ........................................................................................................ iii
LIST OF NOTATIONS ..................................................................................................................iv
LIST OF TABLES ........................................................................................................................... v
LIST OF FIGURES .........................................................................................................................vi
LIST OF APPENDICES .............................................................................................................. viii
ABSTRACT ....................................................................................................................................ix
RESUME .......................................................................................................................................... x
TABLE OF CONTENTS ................................................................................................................xi
FOREWORD ................................................................................................................................xiv
I-PRESENTATION OF NATIONAL ADVANCED SCHOOL OF MINES AND
PETROLEUM INDUSTRIES (NASMPI) ................................................................................xiv
II- GENERAL PRESENTATION OF THE COMPANY .........................................................xxi
GENERAL INTRODUCTION ........................................................................................................ 1
CHAPTER I: LITERATURE REVIEW .......................................................................................... 3
I.1 GENERALITIES ON OFFSHORE DOCKS .......................................................................... 4
I.1.1 Definition .......................................................................................................................... 4
I.1.2 History and Evolution of Floating docks .......................................................................... 5
I.1.3 Types of Floating Docks................................................................................................... 7
I.1.4 Categories of Floating Docks ........................................................................................... 9
I.2 GENERALITIES ON CRANE ............................................................................................. 12
I.2.1 Definition and types........................................................................................................ 12
I.2.2 Main components of a crane ........................................................................................... 17
I.2.3 Role of a crane ................................................................................................................ 19
I.3 CASE STUDY ...................................................................................................................... 20
CHAPTER II: MATERIALS AND METHOD ............................................................................. 21
II.1 CRANE STUDY .................................................................................................................. 23
II.1.1 Criteria for crane selection ............................................................................................ 23
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XI

II.1.2 SWOT analysis of the solution; a luffing jib tower crane ............................................. 23
II.1.3 Questionnaire for data acquisition ................................................................................. 24
II.2 FUNCTIONAL ANALYSIS ............................................................................................... 24
I.3 DIMENSIONING OF OUR CRANE ................................................................................... 31
II.3.1 Calculation of crane parameters .................................................................................... 31
II.3.2 Structural calculations of loads on structure ................................................................. 35
II.3.4 Structural calculations for members and verification.................................................... 39
II.3.5 Structural analysis of our crane ..................................................................................... 44
II.3.6 Calculation of current supply parameters of a crane ................................................... 45
II.4 1000T -DOCK Reinforcement .......................................................................................... 47
II.5 Installation of the crane ........................................................................................................ 49
II.6 Financial evaluation of our project ...................................................................................... 51
CHAPTER III: RESULTS AND DISCUSSIONS ....................................................................... 52
III.1. RESULTS OF CRANE STUDY ....................................................................................... 53
III.1.1. Results of SWOT analysis of our solution: luffing tower crane ................................. 53
III.1.2. Results of questionnaire .............................................................................................. 54
III.2. RESULTS OF FUNCTIONAL ANALYSIS .................................................................... 55
III.2.1. Characterization of service functions .......................................................................... 55
III.2.2. Hierachisation of service functions ............................................................................. 56
III.3. FUNCTIONING OF OUR TECHNOLOGICAL SOLUTION (LUFFING TOWER
CRANE) ..................................................................................................................................... 61
III.4. RESULTS OF CALCULATED PARAMETERS ............................................................. 61
III.5. STRUCTURAL CALCULATIONS OF LOADS ON STRUCTURES ............................ 64
III.6. RESULTS OF STRUCTURAL CALCULATION OF MEMBERS AND
VERIFICATIONS ...................................................................................................................... 65
III.7. STATIC ANALYSIS OF TRUSS STRUCTURE OF OUR CRANE .............................. 66
III.8. RESULTS OF OUR 3D MODELLING ............................................................................ 70
III.9. RESULTS OF STRUCTURAL ANALYSIS OF CRANE ............................................... 73
III.9.1. Mesh properties ........................................................................................................... 73
III.9.2. Displacement results ................................................................................................... 74
III.9.3. Equivalent von mises stress ........................................................................................ 76
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XII

III.10. CALCULATION OF CURRENT SUPPLY PARAMETERS OF A CRANE ............... 77

III.11. 1000T DOCK REINFORCEMENT ................................................................................ 77
III.12. INSTALLATION OF OUR CRANE .............................................................................. 81
III.13. FINANCIAL EVALUATION OF OUR PROJECT ....................................................... 84
III.14. FORECAST PLANNING FOR THE REALISATION OF THE PROJECT.................. 86
III.15. MAINTENANCE PLAN ................................................................................................ 88
III.16. MAINTENANCE FILE; LEVEL LUFFING CRANE CNIC-1000T DOCK................. 91
GENERAL CONCLUSION AND PERSPECTIVES.................................................................... 93
BIBLIOGRAPHY .......................................................................................................................... 94
APPENDICES .................................................................................................................................. I
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XIII

FOREWORD
I-PRESENTATION OF NATIONAL ADVANCED SCHOOL OF MINES AND
PETROLEUM INDUSTRIES (NASMPI)
The National Advanced School of Mines and Petroleum Industries was created by the
decree no 2022/012 of 7th of January 2022.
TITLE I: GENERAL DISPOSITIONS
Article 1: (1) The present foreword is an extract of the administrative and academic
organization of National Advanced School of Mines and Petroleum Industries of the University
of Maroua abbreviated as ‘NASMPI’.
(2) NASMPI is a big school with scientific, technological and professional

vocations of the University of Maroua.
Article 2: NASMPI has the following missions:
 The formation of engineers and senior executives in the professions of mines and petrol;
 The promotion of research in its domain of formation;
 Developmental support through services delivered.
Article 3: In the framework of its mission, NASMPI:
 Upholds close relationship with the socio-professional milieu;

 Can negotiates conventions and cooperative accords with enterprises, institutions,
national and foreign organizations, in conformity with the regulatory law force in Cameroon.
TITLE II: THE ADMINISTRATIVE ORGANISATION
Article 4: NASMPI comprises of the following organs;

 `A board of directors;
 A direction;
 A school board;
 An assembly of schools;
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XIV

 Departments.
SECTION I: OF THE BOARD OF DIRECTORS
Article 5: (1) The board of direction is the orientation organ of NASMPI.
(2) He is notably consulted for any question that pertains to the life of NASMPI and is
tasked with studying and promoting every action susceptible to contributing to the
accomplishment of the missions of NASMPI.
Article 6: (1) The board of directors of NASMPI is composed of the following;
President: the rector of the University of Maroua
Vice president: the ministry’s representative in charge of mines
Rapporteur; The Director of NASMPI
Members:
 One (01) ministry’s representative in charge of higher education;

 One (01) ministry’s representative in charge of scientific research and innovation ;
 One (01) ministry’s representative in charge of public functions;;
 One (01) ministry’s representative in charge of finance ;
 One (01) ministry’s representative in charge of the economy;
 One (01) ministry’s representative in charge of water and energy ;
 One (01) ministry’s representative in charge of small and medium size enterprise ;
 One (01) ministry’s representative in charge of the environment ;
 One (01) representative of professional orders by functional sectors within NASMP;
 One (01) representative of the chamber of commerce and industrial, mines and arts-and-
craft.
 Two (02) representatives of the employer’s group.
(2)The members of the board of directors are directed by the administration and organization they
belong to.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XV

(3) The representatives of the socio professional milieu designated by the rector’s decision
under the propositions of the director of NASMPI, are personalities with an established
qualification in the formation domain dispensed by NASMPI.
(4) The composition of the board of directors is composed by the decision of the minster in
charge of higher education.
(5) The president of the board of directors can invite anyone to participate in directory works
with consultative voices with respect to competence on the given points as orders of the day.
SECTION II : OF THE DIRECTION

Article 7: (1) The Direction of NASMPI is assured by the Director, a full professor nominated by
a presidential decree.
(2) The Director is assisted by a vice Director, nominated by a decree from the
minster of higher education. He assures as the interim in case of inability or absence of the
director.
Article 8: The Direction of NASMPI consists of:
 The Division of academic affairs, research and cooperation;

 The Division of the school and studies;
 The Division of continuous and distant training ;
 Administrative and financial division;
 Documentation center and archives ;
 Experimentation and production centers;
 Orientation and social action services
 The computer cell and the information systems;
 Mail services and public relations ;
 Infirmary.
(2) They directly reports to the Director:
 The documentation and archives center;
 Experimentation and production centers;
 Computer cell and information systems;;
 Orientation and social action services;
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XVI

 Mail and public relation services ;

 Infirmary.
SECTION III: OF THE SCHOOL BOARD
Article 9: the school board does the following recommendations:

 Creation and execution of new programs;
 Evaluation of programs in relation to adequate work – training despondence;
 Evaluation of teacher’s activities relative to each teacher;
 Organization of studies;
 Recruitment and promotion of teachers conforming to the current texts ;
 Research needs and research opportunities;
 Exam results to be transmitted to the university board.
Article 10 : (1) the school board comprises of the following ;
President; The Director of NASMPI.
Vice- President: The Vice Director of NASMPI.
Rapporteur: Chief of administrative and financial division
Members:
 Divisional chiefs;
 Departmental heads;
 Teachers of magisterial rank;
 One (01) representative of the dean of studies elected by his pairs for a period of three (3)
years which is renewable once.
One (01) representative of the assistants elected for a period of three (3) years renewable just
once.
(2) The president of the school board can invite other persons to take part as consultative
voices depending on the order of the day.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XVII

SECTION IV: OF THE SCHOOL ASSEMBLY
Article 11: The school assembly formulates recommendations on every questions pertaining
to the life of the school
Article 12: Presided by the director, the school assembly of NASMPI comprises of the
following members:
 The vice director;

 The divisional heads;
 The departmental heads;
 Permanent lecturers, Associates and part time lectures;
 Two(2) representatives of support personnels;
 One (1) representative of the student’s association of NASMPI.
(2) Representatives of support personels are not admitted into meetings where the
condition of the lecturer is the order of the day.
(3)The student’s representatives participates as consultative voices through the school’s
assembly, except those related to the teaching staff and student sanctions.
Article 13; (1) The school’s assembly unites once a semester and when necessary upon
convocation by its president.
(2) The secretariat is assured by the administrative and financial division.
SECTION V: OF DEPARTMENTS
Article 14 : (1) the department is a pedagogic unit uniting the assembly of lecturers and the
research activities of a discipline or a group of determines courses .
(2) The department animates, controls and coordinates academic activities,
elaborates, executes and effectuates the follow up of lecturers and research.
(3) The department reunites in council.
Article 15 ;( 1) Every department is headed by a head of department, teacher of magisterial rank
or by default by a lecturer of a given course. He is assisted by a vice.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XVIII

(2) The department can comprise of research courses or laboratories in the organization and
functional modalities are fixed upon decision by the rector of the University of Maroua.
Article 16: The departmental board emits a motivated opinion on:
 Departmental politics in terms of training and research 13;
 Creation of lectures and training options ;
 Recruitment , advancement and promotion of permanent lecturers of the department ;
 Every other question implicating the department and is submitted to the head of
department.
Article 17: The NASMPI comprises of department created by ministerial decree of the head of
higher education eventually upon proposition of the rector and after deliberated and competent
personels of the University of Maroua.
Article 18 ; Studies at the NASMPI are assured under the cycle of initial and continuous training
, recycling and perfecting internships including distance tutoring .
SECTION VI: TRAINING COURSES
Article 19: (1) The NASMPI comprises of two (2) training courses;
 Engineering training course;

 Engineering science training courses.
(2) The NASMPI issues the following diplomas:
a) The engineering diploma for the engineering training courses;
b) For the engineering science training courses.
 Bachelor’s degree in engineering science;
 Master’s degree in engineering science;
 Doctorate diploma or PhD in engineering sciences.
(3) The organized internships and trainings under the “continuous training “sector gives
room for the issuing of attestations or certificates of training.
Article 20: (1) the students registering for the engineering training courses can also obtain the
master’s degree diplomas, by the creation a bypass and complementary lectures whose regimes
are fixed by the press release of the minister of higher education.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XIX

(2) Students who have obtained the masters diploma in engineering sciences can be
admitted into the doctorate cycle in engineering sciences following the given fixed conditions
by the doctorate school involved and conforming to the press release of highlighting the
organization studies by the minister of higher education.
(3) The organization, the programs and evaluation systems of lecturers in different
training cycles are fixed in the press release by the minister of higher education.
SECTION VII: OF THE STUDENT’S ADMINISTRATION
Article 21: (1) Admission into the NASMPI is via a competitive entrance examination.
(2) The admission modalities into the NASMPI notified above are fixed by the minister in
charge of higher education.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XX

II- GENERAL PRESENTATION OF THE COMPANY

Cameroon Shipyard and Industrial Engineering Ltd. (CNIC)
Cameroon Shipyard and Industrial Engineering Ltd (CNIC) is a giant industrial engineering
complex, dedicated to serving the needs of shipping companies and marine industries operating on
the western seaboard of Africa from Cape Verde down to Angola. During its long existence, CNIC
has distinguished itself as a leading specialist for rig repair/conversion in the region.
To successfully accomplish its mission, CNIC draws on the combined strengths of its ideal
location, modern technological and logistic facilities as well as, the competence and devotedness
of its skilled personnel to offer quality services to its Offshore & Marine clients.
1. GEOGRAPHICAL LOCATION
The Cameroon Shipyard and Industrial engineering Company of Cameroon is located in the port
area of Douala precisely at quay 17. CNIC is based in Douala & Limbe - Cameroon, one of the
most peaceful, economically secure and politically stable countries in West Africa. CNIC current
base at Douala is 4 Km from the international airport of Douala.
Figure 1: Localisation map of cnic.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXI

2. HISTORY OF THE COMPANY
The idea of creating a ship repair company was born in 1982 and it responded perfectly to the
concern of the public authorities to make the national maritime sector the flagship of Cameroonian
industry. . The Directorate of Equipment and Workshops (DMA) of the former ONPC which was
responsible for the repair of the internal fleet of the office was then responsible for carrying out the
necessary reflection for the creation of the (CNIC) as an autonomous company, distinct from the
ONPC. . The Cameroon Shipyard and Industrial engineering Company of Cameroon was created
by act No. 95/97 on February 5, 1988 as an autonomous company of the ONPC. Its status has been
amended and brought into line with the OHADA Uniform Act. The new status stipulate that the
CNIC is a public limited company. An examination of the company's articles of association
effectively shows that the CNIC is a legal person governed by private law, endowed with financial
autonomy and capital partly held by the State, represented by the Minister in charge of finance
companies with public capital. In 1988, the company (CNIC) had its first realization marine
activities (dredgers and port tugs, boats of the national navy). From 1990 to 1992, start of activities
with the construction of agricultural machinery, construction and maintenance of railway
equipment, as well as repairs and maintenance on various types of barges. In 1996, construction of
an airport bridge. From 1996 to 1998, rehabilitation work on road, rail and railway bridges. Start
of offshore activities through the execution of the SEDCO 709 project a SEDCO Forex platform.
CNIC” is a big marine & industrial engineering complex established in 1988, dedicated to serve
the needs of the Shipping Companies and Marine Industry and in our days has developed to a
leading ship repair & conversion yard in the of West Africa.
Table 1: Detailed informational table for cnic.
CAMEROON SHIPYARD AND INDUSTRIAL ENGINEERING COMPANY (CNIC)

LEGAL FORM Semi-public limited company with advice
ADMINISTRATION SOCIAL HEADQUARTERS Douala,
upstream port area (naval repair area)
POSTAL BOX 2389 Douala Wouri department
SOCIAL CAPITAL 18 842 700 000 FCFA
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXII

PERIOD CAPITAL(FCFA)
2017 18 842 700 000
2015 15 000 000 000
2002 14 089 000 000

2001 9 915 000 000
1988 1 000 000 000
MATRICULATION N° RC/DLA/1988/B/5565
TAXPAYER NUMBER N° RC/DLA/1988/B/5565
CONTACT +237 233 40 15 60/+233 40 34 88/+233 40 66
FAX +237 233 40 61 99
EMAIL ADRESS enquiries@cnicyard.com
WEB SITE http://www.cnicyard.com
DIRECTOR GENERAL Roland Maxime AKA’A NDI’I
Table 2: Financial situation of the company.
PATNERS CAPITAL (FCFA) PERCENTAGE (%) PERIOD

STATE OF 7 953 570 000 42,21 2017
CAMEROON
40,78 2001
PAD 4 188 490 000 22,23
9,19 2001
CNPS 3 342 900 000 17,74 2017
CSPH 1 985 920 000 10,54 2017

5,87 2001
SNH 1 279 820 000 6,79 2017
39,57 2001
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXIII

3. MISSIONS AND VALUES
Provide our customers with quality services at competitive prices on time and in accordance
with environmental safety standards. To stand out from the competition, the shipyard and
industrial of Cameroon has put on the national and international market several types of
activities namely repairs and shipbuilding, maintenance of Onshore and Offshore oil
equipment, industrial works, interventions on the high seas with flying equipment.
 Maintenance of Onshore and Offshore oil equipment
Located in the heart of the Gulf of Guinea, CNIC's strategic position allows its offshore service
to satisfy offshore oil industries operating along the Gulf of Guinea. Thanks to competitive
prices, a focus on quality of work. On-time deliveries and commitment to personnel safety and
environmental standards, CNIC has also been able to attract a large international customer
base for a wide range of offshore projects.
Repair and refurbishment projects include:
 Repair and refurbishment of mobile offshore drilling units (i.e. taking care of structures,
piping, housing, painting, etc.);
 Repair and reconstruction of drilling barges and lifting platforms;
 Repair and refurbishment of distribution buoys;
 Repair and reconstruction of housing barges and cranes;
 Dry-docking and repair of diving support vessels;
 Flange repair.
Activities at sea include;
 On-site surveys carried out by CNIC engineers to help the client define the scope of work
for repair projects;
 Project engineering with computer-aided design facilities;
 Dry-docking on floating docks of 3500 T and 10,000 T lifting capacity;
 Repair services afloat for barges and oil platforms at the port of Douala and at Limbe (Cap
Limboh);
 Surface treatment, and painting of hulls and confined spaces on barges and platforms;
 Manufacture and machining of parts for customer equipment, including oilfield equipment;
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXIV

 Prefabrication and installation of major metal structures on petroleum platforms, including

tanks and modules;
 Reconstruction of pre-existing steel structures in accordance with international standards;
 Reconstruction and repair of petroleum piping systems, including high-pressure sludge
lines, in accordance with international standards;
 Maintenance work on mechanical and propulsion equipment such as thrusters and main
engines;
 Installation of major equipment (such as cranes and shale shakers) on barges and platforms;
 Maintenance and installation of electrical equipment
 Reconstruction and repair of petroleum piping systems, including high-pressure sludge lines,
in accordance with international standards;
 Maintenance work on mechanical and propulsion equipment such as thrusters and main
engines;
 Installation of major equipment (such as cranes and shale shakers) on barges and platforms;
 Maintenance and installation of electrical equipment
Figure 2: Jacket platform at Limbe
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXV

 INDUSTRIAL WORKS
The areas of expertise are as follows:
 Metal construction work;
 Maintenance of onshore and offshore oil facilities;
 All piping and boiler making work (steel, carbon);
 Electrical and wiring works;
 Factory maintenance work;
 Maintenance and repair of railway works;
 Engine maintenance;
 Maintenance, rehabilitation and extension of heavy industrial chains;
 Intervention on the high seas;
 Realization of various industrial engineering projects.
Among the various industrial engineering projects carried out, we can mention:
 Construction of a 100-ton platform in RIO DEL REY for TOTAL E&P Cameroon;
 Compression gas elevator. Construction, lifting and installation of two lift gas compressor
modules on the NYANGASSA and ITINDI platforms for TOTAL;
 Construction and installation of a platform on the high seas for the Rapid Intervention Battalion
(BIR);
 Realization of the extension of SONARA's marine facilities
 Manufacture and assembly of 2 conveyors for the pneumatic evacuation of cement for Cimencam;
 Replacement and painting of the Batchenga bridge.
In order to achieve their values, they do everything to respect the following values;
 HSE commitment: Zero incidents/accidents, zero loss to people and property, zero damage to the
environment;
 Leadership: leading by example and stimulating employee participation;
 Customer orientation: win/win partnership;
 Integrity: act honestly and ethically;
 Team spirit: together everyone achieves more.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXVI

4. OBJECTIVES
ISO 9001 certified and ultrasonic sharpness measurement, the objective of the CNIC is to remain
a leader in industrial works, marine and offshore industries in the Gulf of Guinea and West
Africa.
5. HIERACHICAL ORGANIZATION
The governing body of the CNIC is composed of a Board of Directors and a General Management.
The board of directors is chaired by a senior civil servant, is vested with all the powers to act on
behalf of the company. It is composed of (08) eight persons appointed for a 3-year term by the
General Meeting of Shareholders who are: SNH (39.57%), ONPC (9.19%), MINFI (40.78),
CAMSHIP (4.59) and CSPH (5.8%).
 General organization chart of the CNIC

The site is well organized and this organization contributes to the proper functioning of the
company. In the diagrams that follow, we can see the different categories and how decisions flow
through the company. The general organization and organization of the production department
is shown.
Figure 3: Hierarchical organization of CNIC
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXVII

 Organization chart Production Department

Our framework was carried out at the production management whose organizational
chart is presented below:
Figure 4: Hierarchical organization of CNIC
 Organization chart Production Department

Our framework was carried out at the production management whose organizational
chart is presented below:
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXVIII

Figure 5: Organigram of sectors of activities
6. AGENCY AND TRANSIT

The Agency and Transit Department plays a strategic role within Cameroon Shipyard and
Industrial Engineering Limited, CNIC. International maritime regulations require all foreign
shipping companies to have a local representative, in order to facilitate their operations in foreign
countries in relation to their administrative, legal, social, commercial, etc. regulations and practices.
It is in this context that the founders of the CNIC placed agency and transit operations at the center
of their global vision. The missions of this agency are as follows:
 ROLE OF ENTRANCE DOOR/MIRROR
In concrete terms, the agents of the Agency and the Department of Transit are the first to start
preliminary work as soon as an agreement is reached between the management of the CNIC and a
client. The Agency manages and liaises between CNIC and its clients, CNIC's client with local
administrations, third parties, suppliers, etc. The department is the gateway/mirror between CNIC
and its clients. Its main objective is the total satisfaction of customers and the security of CNIC in
particular and Cameroon as a whole.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXIX

He also plays the role of local representative of the client once he has been appointed
by the latter for all matters relating to the site / client with CNIC, third parties, subcontractors,
suppliers, etc., in strict compliance with the law and applicable regulations in order to guarantee
total customer satisfaction while maintaining a win-win relationship with CNIC.
 THE AGENCY'S SERVICE OPERATIONS
The Agency's service performs: Livestock operations, maritime activities, stopovers, maritime
activities on land and at sea, ship management (supplies and supplies), logistics activities, airport
services, crew changes and shuttles, transport, accommodation, hotel reservations at special CNIC
rates.
 TRANSIT SERVICE OPERATIONS
CNIC's transit service operations benefit from VAT and customs duty exemptions on shipments
for its customers! The transit service handles the import and export of shipments, equipment,
materials, etc. for CNIC customers free of VAT and customs duties. It ensures customs clearance,
shipping and handling of shipments for CNIC, its partners and customers in strict compliance with
applicable laws and regulations regarding cargo and ship handling.
7. SHIPYARD MARKETS IN THE GULF OF GUINEA
A. EXISTING OFFERS IN SHIP REPAIR
Between Abidjan and Cape Town, more than 6000 km of coastline, there are few reliable shipyards
that can accommodate units of more than 2000 tons. In this sector, and particularly in the Gulf of
Guinea, an important offshore oil activity is developing. For the entire fleet in the Gulf of Guinea
and, of course, for all the ships in Cameroon. Douala is the nearest location that can receive ship
repair activity. The closest competitors are located in Abidjan (Carena) and Cape town or, in the
case of Abidjan, 6 days at sea for a supply boat.
Other competing sites, less frequented (or more remote or less reliable for reasons of safety
or compliance with deadlines) are those located:
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXX

- Cape Verde;
- In Dakar;
- In Ghana (Thema);
- In Lagos
- In Namibia.
b. ABIDJAN SHIPYARD (CARENA)
During the data collection mission, a visit was made to the Caréna shipyard in Abidjan.
This project achieves a turnover of 5123 million FCFA (in 1992) and fully uses its production
capacity, namely:
- A floating dock of 600 tons of lifting (draft 4.40 m);
- A floating dock of 2,000 tons (draft 5.20 m), with a crane of 3 tons;
- A floating dock of 10,000 tons (draft 6 m);
They also have three (03) slipways up to 3,300 tons of capacity. The lifting equipment is:
- A 100-ton crane on wheels,
- Three (03) hydraulic cranes of 25 tons,
- Three (03) 10-ton electric quay cranes,
Caréna is a French company under Ivorian law belonging to SCAC Dalmas Vieljeux (50% ACCI
of the Bolloré group) and SNACH (Société Nouvelle des Ateliers et Chantiers du Havre).
Caréna employs 337 people, including 23 expatriate (non-African) executives, broken down as
follows:
 02 Directors (management, administration, finance),

 02 administrative managers,
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXXI

 03 supervisors,
 01 Technical Director,
 15 senior technicians,
The order book is regularly filled for three to four months, despite high repair price levels
(European prices or more).Its activity focuses on ship repair in the oil sector (60%); Shipbuilding
accounts for only 4% of its turnover. During the 1991/1992 fiscal year, Caréna repaired or
maintained 203 units. The cost structure is broadly as follows:
- Workforce: 70%
- Materials and consumables: 30%
Carena's strategy is focused on developing ways to meet customer selection criteria, namely: speed
of execution and a wide range of services to reduce boat downtime. The proximity of a shipyard is
an undeniable asset; It allows the boat to reduce its travel time as well as its fuel cost.
C. SHIPBUILDING MARKET
The shipbuilding market is very weak in the sub region and there are practically no exports, since
most of the materials and components are imported and therefore make companies very
uncompetitive. Acquisitions of fishing vessels come mainly from purchases of used units (steel
shells).With regard to the construction of wooden boats, at least in the west of the region, there is
the problem of wood deficit, particularly in Côte d'Ivoire, where there is no longer sufficient quality
wood. The only production activities of wooden boats concern the production of canoes
manufactured by hand and intended for coastal fishing.
The Cameroonian fishing industry uses about forty trawlers, most of which are imported,
because the shipbuilding of steel boats, as mentioned above, is almost non-existent. This industry
is in sharp decline; On the other hand, to offset the demand for fish, there is an increase in imports
of frozen fish, which requires a development of the refrigeration industry.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXXII

D. DEMAND FOR SHIP MAINTENANCE AND REPAIR
More than 360 supply boats work in the Gulf of Guinea of which 07 are used by Cameroonian
companies. Their maintenance requires on average one shutdown every 18 months. Camship (CSL)
owns 02 ships and charters more than 06 others. The ONPC has about ten easement units which
requires an average of 2 fairings per year. The Cameroonian Navy has 03 units.
About 1,000 commercial vessels each make an average call of 03 days in Douala and
are therefore potential users of the CNIC for afloat or dry repairs. The fishing sector, as mentioned
above, includes about forty trawlers that use the 500 and 1,000 ton docks. The demand is therefore
very high and there is a very attractive potential market for a competitive shipyard.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XXXIII

STUDY, DESIGN, INSTALLATION OF A SUITABLE CRANE ON THE 1000T DOCK, AND THE DOCK
REINFORCEMENT FOR CNIC LOCATED AT FORMER IUC-DOUALA
GENERAL INTRODUCTION
Contextually, Heavy mechanics operations, heavy weight lifting are operations that usual in the
offshore vessels and docks. One of the most admonishing things about docks and offshore vessels is
the increase in size of equipment’s and facilities with no obvious limit in sight. This sight that increases
with the size of the dock provides a wide range of activities on the dock that includes; loading and
unloading of a wide range of massive equipments which can’t be handled by man. There is a need for
a lifting equipment called a crane. For the past years, the workers have done lifting jobs and this was
the major reason for the inefficiency of the workers, reduction of work time. 90 % of these workers
right from the time the dock was brought to company were the main agents in charge of lifting and all
incurred hernia from the lifting of heavy loads. This becomes the defining problem of our work. A
crane is a machine for lifting and moving heavy objects by means of ropes or cables suspended from a
movable arm. It is mainly used for lifting heavy objects and transporting them to other places.
To this we define our general objectives to be: a proper crane studies to be able to determine
the specific type of crane best suited for our dock; crane design crane installation. As specific objectives
we had swot analysis, structural calculations of parameters and dock reinforcement due to crane
installation. A proper choice necessitates a proper design from calculated parameters according to
standards. In accordance with BS-7121-5 and ASME B30-2009 standards which gives clear guidance
on crane selection.
This project comprehensively studies the design and dimensioning (sizing) of a crane on a dock
first necessitates a proper comprehension of these 2 systems, their interactions with their external
environments, the different types and how they differ from each other. To guarantee the structural
integrity of our work, sizing is done both numerically and analytically. Numerically our methods was
based on a FEA where accurate results according to standards were made. Added to this simulations
were made to forecast the behavior of our crane under extreme stress conditions. For structural stability
and for a complete design suitability, the actual installation position on our dock is also determined
using standard codes and factors such as center of gravity and metacentric radius. Haven obtained this,
a more complete crane project for our dock will be admonished if a dock reinforcement is made.
Our project will need a financial analysis to proceed with a make or buy analysis as a choice
for our company. A forecast planning for our work will be made for a proper planning and management
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT 1

of our project. Such projects are financially boisterous and will be a ground breaking technological
innovation for a low income economy like ours. Hence a need for proper solution to this.
This project is structured into three main parts; chapter I, where a literature review will be made
on the 2 systems to be studied; dock and crane. Chapter II, a swot analysis and offshore crane study,
functional analysis of our project, sizing of our crane, installation of crane, dock reinforcement,
financial evaluation of our project. Chapter III, where our results from chapter II are established, a
specification file made and a proposed crane maintenance file and sheet. Finally, our conclusion
summarizes expected results of this findings, recommendations and structural insights in for offshore
structures.

CHAPTER I: LITERATURE REVIEW

CHAPTER I: LITERATURE REVIEW

The design and dimensioning(sizing) of a crane on a dock first of all necessitates a proper
comprehension of these 2 systems, their interactions with their external environments, the different
types and how they differ from each other, which is the framework of this chapter.
I.1 GENERALITIES ON OFFSHORE DOCKS

I.1.1 Definition
Offshore docks are large semisubmersible structures built for ship construction, ship
docking, ship repair and ship launching. These docks do not require yard space. Floating dry docks
are built to different lifting capacities, and there are different types of designs available as well, based
on the requirements. Floating dry‐dock as the name suggests, is floating structure. Since it is a floating
structure, it works on controlled buoyancy to lift any structure out of water for any kind of repair,
works or inspections. It needs to be stable during floating, carrying the intended load during the
docking operations and should also have the strength to withstand the intended loads. Floating dry‐
docks are generally U‐shaped or channel like structures, with less complex geometry. The common
structure is pontoon type consisting of water tight chambers, the pontoon and wing walls. The draft
of the floating dock is adjusted by controlling the water ballast during the docking operations.
Figure I. 1: Floating dry dock components.

The structure can be made of materials like steel, concrete, timber, etc. different classification
societies have developed rules regarding the design of floating dry docks. The floating docks are not

designed for harsh environments. They are normally designed to be operated close to the harbor and
mobility is also possible. They can be used for salvage operations also. As the main purpose of these
structures is not related to transport, they are normally not provided with any propulsion units and the
structural hull is designed in a way to enhance smoother movement. But they can be towed to the
required locations and this is one of the advantages of the floating docks. As the structure is floating,
they experience motions due to the wind and currents. So proper mooring arrangement is required for
the dock. The hull, machinery, electrical installations, etc. are covered by class certification but the
mooring system has to be considered separately.
I.1.2 History and Evolution of Floating docks

Before the advent of floating docks, ships were moored away from the tide, but as the size of the ship
increased this could no longer be done easily and instead, they would be stranded at high tide. This
evolved into the construction of a mooring hollow, which could be barred at the sea-side end to
prevent flooding between tides and this eventually turned into a dry dock.
It was because of the possibility of providing a mooring solution in the absence of tides that
the Dock was particularly popular with countries that had little tidal amplitude such as in the Baltic
where ground conditions were poor, as the Dock is independent of terrain conditions. The first dock
in the United Kingdom was built in 1776 by a shipbuilder named Robert Aldersley, who was followed
a few years later by Christopher Watson and the subject of a patent by him in 1785 [1] .Further on
the Docks were built along similar lines in other ports. These early Docks would have been difficult
to control and ensure stability while later Docks were kept stable by working between parallel rows
of vertical stacking. In 1809, Trevithick and Dickinson proposed (but not built) a 220-foot-long Dock
consisting of a wrought iron pontoon with inner tubes on the sides to float the Dock when the pontoon
was full of water. The floats were weighted with just enough water to make the Dock marginally
under neutral buoyancy allowing the Dock to be raised or lowered by ropes.
During docking, the pontoon was raised by the ropes until it touched the vessel, then the water from
the pontoon was pumped by lifting the vessel out of the water. In the United States, Captain John
Thomas developed the Sectional Dock, which he patented in 1834. Other sectional docks followed.
For example, in 1839, the New York Sectional Dock Company had a sectional dock built to the
designs of Phineas Burgess and Daniel Esdover.

In the St Thomas (West Indies) floating dock built in 1867, Sir Frederick Bramwell made a major
modification to the sectional dock concept where he used a continuous open lattice beam above the
length dock instead of separate towers while maintaining the separate pontoon sections, which
allowed the mooring of individual pontoons. This overcame a gap in the sectional dock by providing
longitudinal strength.
Another early type of floating dock was the balance dock invented by John S. Gilbert in 1839 and
built for the U.S. government in Portsmouth in 1848. This Dock was built in one piece with the side
walls closed. A watertight platform was provided near the top of the side walls to form an upper
chamber. To sink the Dock, the pontoon was flooded, but being made of wood, required the addition
of water ballast in the upper chambers to submerge the pontoon. The adjustment of the amount of
water in the upper chambers controlled the heel and the plate, that is, the balance from which the
Dock takes its name. The Dock was equipped with end doors, so that when lifting heavy ships, the
doors could be closed and water inside the Dock well is pumped out.
Another development of the Balance Dock was the first Bermuda Dock designed by Campbell using
a U-section instead of a rectangular section. The dock was built of iron and had a number of bridges
and longitudinal bulkheads to provide numerous watertight compartments which not only activates
operation as a balance dock, but also, by pumping only water into the upper chamber on one side
while keeping the other compartments empty, the dock could be tilted for the fairing to expose the
underside for maintenance. Although refit was demonstrated in the port of Portsmouth, United
Kingdom, before towing to Bermuda in 1869, it was considered too difficult and risky to attempt
thereafter. As a consequence, when the iron hull finally began to corrode, the pontoon and side walls
were filled with concrete to form a dry dock. The wharf was also equipped with end doors to allow
heavy vessels to be lifted.
GB Rennie developed the Balance Dock when he designed a floating dock for Cartagena in 1859.
Instead of wood, he used iron and to prevent the sinking of the Dock, he introduced an inner tube in
the upper side wall to control the sinking of the Dock, instead of pumping water into the upper
chambers of the side wall. This evolution represents the basis of the first modern floating dock. Rennie
then took this a step further by keeping the flank continuous but cutting the pontoon so that any
pontoon could be removed to dock. The main customers of the first iron/steel floating docks were

warships, especially battleships, and, with their increasing size, larger elevators were needed. In these
cases, the wharf would be pumped and water from the wharf well would be pumped. Thus, the
platform could get an elevator far superior to what would be available at its normal freeboard. For
example, Clark & Standfield's Havana wharf of 1897 had a lifting capacity of 10,000 TLC but could,
with the pound, lift 12,000 tons subject to any force limitation [1] . And then this led to the
introduction of the modern dock technologies
I.1.3 Types of Floating Docks

 Wooden construction
Until the 1850s, all floating docks were made of wood. However, because of their buoyancy they
required pumping water into the side walls to lower them while other types are lowered by free
flooding alone. With the introduction of iron and then steel in shipbuilding and the consequent
increase in ship size, wooden floating docks were gradually replaced by iron and then steel, as wooden
docks were no longer considered practical to meet increased loads [2].
Figure I. 2: Wooden floating dock since 1971.
 Steel construction
GB Rennie introduced all the docks around 1860, then gradually replaced the wooden docks.
Eventually steel replaced iron and today the majority of floating docks are built of steel. For these
Docks, they are lowered by free flooding and the pumps are only used to raise the Dock. In these first
Docks, the ballasts are extended to the upper deck with the potential for over-sinking.

However, today adopt Rennie's inner tubes with the introduction of a safety bridge in the side forming
the crown of the tank and limiting the amount of ballast water while providing space for machinery
etc. For shipyards, the construction of floating steel docks is relatively simple and consists of
reinforced steel panels without the curvature (2D and 3D) involved in shipbuilding [2].
Figure I. 3: Steel construction of a dock.
 Tubular construction
The use of steel tubes for construction costs have long been dependent. The first were proposed by
John Standfied in the late 1800s. In this type of construction, there are problems related to the strength,
stability and working area of pumps and machines, etc.; this means these constructions were only
used for very small docks (i.e., lifting capacities of the order of hundreds of tons).

 Concrete construction
A number of reinforced concrete docks were introduced during World War II by the United States
and British governments due to steel shortages and lack of capacity in steel shipyards. However, their
size was limited due to problems with the use of concrete. Concrete structures are considerably less
elastic, so deflection monitoring, as a means of controlling loading, was impractical. Instead, the
docks were weighted to strict timetable pumping . The structure was very heavy compared to the steel
docks requiring much deeper pontoons and hence a greater depth of water on the site. This also
required greater power from the pumps, as the hydrostatic heads were much larger. Difficult to repair
compared to steel docks. Poor tensile strength. This size is limited, as larger docks undergo much
greater longitudinal bending moments for towing and when berthing vessels.
 Composite construction
To overcome some of the shortcomings of a concrete Dock, there are examples of pontoon type Docks
(Rennie) where the side wall is made of steel and the pontoons of realization of concrete. The steel
sidewalls will flex in the same way as a steel dock allowing longitudinal deviations to be used to control
longitudinal bending by means of a ballast differential. However, the pontoons are subject to transverse
bending moments.
I.1.4 Categories of Floating Docks

There are two main types of floating docks:
 Dry docks
 Floating dry Dock: They are used specifically for the repair of ships that encounter accidents or
ventilated in the middle of the sea. A U-shaped structure, called a pontoon, is used to salvage ships.
This U-shaped structure is filled with water, causing the Dock to submerge in order to help the ship
navigate. Once the ship is launched at the repair area, the water is released and the Dock resumes its
position which is allowed to expose all parts of the ship. The Dock is equipped with ballast tanks on
its sides and bottom that allow it to rise and fall. This type of dock usually works in sheltered ports [3];

Figure I. 4: Floating dry dock structure.
 Graving Dock: This type of Dock is normally built on land near water Coastal with a rectangular
construction of solid concrete with blocks, walls and doors. The ship is moved inside the Dock and
rests on blocks. After the installation of the vessel, the door is closed and the water is removed.
Originally, the Docks were built using antimbers. Currently, the steel and concrete structure is used
to make the enclosure and a heavy steel grid is used to seal the Dock to stop water ingress once the
ship stands in block [4].
Figure I. 5: Graving dock structure.

- Ship lifts: A Syncrolift or ship lift mooring method is incorporated on ships weighing 800 to 25,000
tons of ship weight. A floating dock uses the buoyancy force of the pontoon, but in the Syncrolift, the

ship is transferred to a platform placed on the gravel bed, and the ship and platform are hoisted to the
ground by winches installed on either side of the platform [5]
Figure I. 6: Synchrolift structure.

- Slipway: Specifically, for small boats. In the Slipway, the hull is placed on carts and pulled ashore
on an inclined plane using winches. The maritime railway is another type of Slipway mooring
technique, where an inclined plane extends from the shore to the water and the boat is transported to
the cradle. This technique is generally used in the case of repairs of larger vessels weighing about
3,000 tonnes .
 Wets Docks
Wets Docks are required for berthing ships or to facilitate the loading and unloading of passengers.
These are large bodies of water bounded by solid vertical walls against which ships moor. Walls must
be impermeable to retain water at high tide. Locks are provided if entrance to the dock is desired at
times other than high tide. Walls can be formed by pouring monoliths to a suitable depth and joining
them with concrete pours in place. A space of 2 to 4 meters is left between the monoliths to facilitate
joints and finishes. Alternatively, walls can be constructed with deep diaphragms, with the deck
supported by a transverse diaphragm.

I.2 GENERALITIES ON CRANE

I.2.1 Definition and types
A crane is a machine for lifting and moving heavy objects by means of ropes or cables
suspended from a movable arm. It is mainly used for lifting heavy objects and transporting them to
other places. There are two main categories of cranes: static cranes and mobile cranes. A static crane
is a permanent/semi-permanent structure fixed to the ground or building that lifts and moves loads
along a fixed path. A mobile crane is mounted on treads or wheels and can be moved from job site to
job site. Mobile cranes are not restricted to a fixed path like a static crane. Some mobile cranes are
capable of a “pick and carry” function, where they quite literally pick up a load and carry it to a
different location via its treads or wheels. Some mobile cranes require the use of outriggers,
counterweights, or even on-site assembly.
 Types of static cranes
 Overhead crane, the basic components include an overhead bridge that moves back and forth along
what is called a runway while the hoist moves side to side along the bridge beam. An overhead crane
consists of two parallel rails seated on longitudinal I-beams attached to opposite steel columns by
means of brackets.
Figure I. 7: An overhead crane on runways

 Gantry crane
A gantry crane is a crane built atop a gantry, which is a structure used to straddle an object or
workspace. They can range from enormous "full" gantry cranes, capable of lifting some of the
heaviest loads in the world, to small shop cranes, used for tasks such as lifting automobile engines
out of vehicles.
Figure I. 8: Gantry crane structure.
 jib cranes
Jib cranes are a type of crane that does repetitive lifting tasks in tight work areas. These machines can
be used alone or with other overhead cranes to increase their capabilities. A jib or jib arm is the
horizontal or near-horizontal beam used in many types of crane to support the load clear of the main
support.

Figure I. 9: Jib crane structure.
 Tower cranes
Are the cranes you see along city skylines that are used to build tall structures such as skyscrapers.
The basic components of a tower crane are a vertical tower—also known as a mast—and an
outstretched jib. The trolley and hook block travel along the jib, which can rotate 360 degrees around
the mast (this motion is called slewing). Often, these cranes are assembled using smaller, mobile
cranes. There are three different types of tower cranes:
Hammerhead cranes;
Luffing tower cranes;
Self-erecting tower cranes.

Figure I. 10: Tower crane structures.
 Level luffing cranes

A level-luffing crane consists of a vertical mast attached to a rotating, latticed jib that slews and moves
inward and outward from the base. The inward and outward jib movement unique to these cranes
provides a mechanism for keeping the hook leveled while simultaneously moving the jib up and
down. This makes these cranes particularly useful when carefully lifting and moving loads near
ground level. Rather than a trolley and hook block traveling along the jib, the jib itself moves inward
and outward to move into place for lifting and lowering the load. These cranes are often used in
building ships, freight loading, and construction.

Figure I. 11: Level luffing gantry structure
 Types of mobile cranes

Consist of an outstretched boom—often referred to as a lattice or telescopic boom—mounted to a
truck or other mobile structure that travels via treads or tires. The boom can rotate up to 360 degrees
and extend to varying lengths depending on the type and size of the crane. These types of cranes are
not restricted to a fixed path and can move throughout a construction site and/or between sites.
1-Crawler crane
Crawler cranes, also referred to as lattice cranes, boom lattice cranes, lattice crawlers, telescopic
crawlers, etc. – are the largest of the mobile cranes. These are heavy duty cranes that utilize “tank-
like” treads to move throughout a construction site and can lift in excess of 2500 tons

Figure I. 12: Crawler crane structure.

Other forms of mobile cranes include; all terrain cranes, rough terrain cranes and carry deck cranes
2-Floating cranes;
They are essential to marine construction and offshore oil industries. It is a vessel that has a crane
mounted on it and provides lifting capacities on or near the water.
Figure I. 13: Floating crane structure
I.2.2 Main components of a crane

Different parts of a crane come together to create the large piece of equipment you recognize
from miles away. Cranes are a wonder of engineering, and every part is essential for its functioning.
The following are important parts and their functions.

Figure I. 14: Main crane component

 THE HOOK: This may be one of the most recognizable and important parts of a construction crane.
The hook is the main connecting point between the crane and the load it needs to carry. When you
need to move large or heavy items around your job site, you can trust the hook to hold them so the
rest of the crane can do its work.Hooks should be durable and strong so they can handle substantial
loads of materials
 WIRE ROPES AND SHEAVES: Cranes use heavy-duty wire ropes to lift extreme loads. These
ropes are actually cables made of steel wires twisted into the shape of a helix. Then several of these
helixes are twisted together to create an even stronger rope. These wire ropes give the crane its strength
to lift objects with the hook. Sheaves increase the weight the hook can lift.
 TOWER MAST (BOOM); The boom is one of the largest crane parts, often visible from several
miles away depending on the size of the crane. Acting as the arm that holds the load, the boom allows
a crane to move heavy items around and send materials far from where the base of the boom is.
 BALLAST BLOCK (COUNTER WEIGHT); Cranes hold a huge amount of weight. They’re able
to do this without tipping over by using counterweights. These weights go on the back of the crane

and offset the weight of the load. Without counterweights, cranes would tip over in the direction of
the boom lift. Counterweights always stay opposite the boom lift to keep the crane grounded and
secure.
 THE HOIST (JIB SUSPENSION ROD); The crane’s hoist, or hoist drum, is the part of the crane
that creates lift. It uses a cranking mechanism and a wire rope to raise and lower the hook. It can
hold thousands of feet of wire rope, allowing you to move heavy materials over great distances and
heights with enough cable left over to maintain a safe hold.
 THE JIB: Sometimes cranes need to move materials to an area beyond the reach of the boom.
That’s where the jib comes in. This part of the crane is an arm that extends horizontally, providing
extra space between the load and the crane. This is useful when you need to move larger or longer
loads that require the crane to be farther away during movement.
 BALLAST BLOCKS which also acts as counter weights
 TROLLEYS; which also acts as sheaves.
I.2.3 Role of a crane

The following are roles of a crane;
 Lifting heavy objects;

 Transporting heavy objects to other places;
 Carrying construction materials;
 Making bridges;
 Making railway tracks.

I.3 CASE STUDY
GENERAL PRESENTATION OF THE 1000T DOCK AT CNIC
The 1000T dock is one of the largest docks and the most long - lived docks presently found
in Cameroon’s Industrial Shipyard brought in by the Germans. It was brought in for naval
construction since 1904 and has been functioning without a lifting equipment, still operational and
belongs to ONPC.
This dock is located at the former IUC beside PERENCO at the Cameroon Shipyard -Rio del
Rey. For the past years, lifting jobs have been done by the workers and this was the major reason
for the inefficiency of the workers, reduction of work time .90 % of these workers right from the
time the dock was brought to company were the main agents in charge of lifting and all incurred
hernia from the lifting of heavy loads.
There was a need for the installation of a crane to subvent this growing industrial practice where
works done by cranes were actually carried out by humans.

CHAPTER II: MATERIALS AND METHOD

CHAPTER II: MATERIALS AND METHOD

This chapter covers the design procedures necessary for our crane, structural calculations
needed for proper design, dock reinforcement and requisite tools for each phase. For this, it is
necessary to give the technical expectations of our solution using a technical file, describe the
different methods and tools used in evaluation and calculation of parameters.
In accordance with BS-7121-5 and ASME B30-2009 standards which gives clear guidance on
crane selection, a crane selection criterion will be established. But first, a comparative study on the
offshore crane will be made. From our detailed study, 3 main crane types are mostly used for offshore
activities namely; the floating cranes, tower cranes mounted on the offshore structure and the level
luffing crane. A tabular comparative study will be made amongst these 3 to decide which one is best
suitable as a solution to this dock.
Table II. 1: Comparative analysis of offshore cranes
Type of crane Advantages Disadvantages
Floating cranes  Provide greater stability in  Has a greater space component
rough water  Difficult to mount
 Provides more protection  Very expensive
to crew and equipments.
Tower crane  Unmatched height  They’re majorly label-intensive to
capacity install
 They have incredible  High maintenance cost for repairs
stability and depreciation
 They can bear the hardest  Very expensive and require time,
task efforts and energy to be transported
from one point to another.
Level luffing crane  Can operate at a fix level  They affect the performance and
relative to the ground economy of the working site
 Allows the jib and load to  It takes time to perform movements
stay on site and ensure necessary to lift an object
general safety

II.1 CRANE STUDY

II.1.1 Criteria for crane selection
In accordance to the stated standard above, the following points were considered to be able to
determine the right crane type for our project:
 Weights, dimensions and characteristics of load;

 Operational speed, radii, heights of lifts and areas of movements;
 Number, frequency and types of lifting operations;
 Length of time for which the crane will be required or anticipated life expectancy for a
permanently installed crane;
 Site, ground and environmental conditions or restrictions arising from the use of existing
buildings;
 Space viable for crane access, erection, travelling, operation and dismantling;
 Any special operational requirements or limitations imposed;
 Prevailing wind speeds, which can restrict the use of tower cranes in certain locations.
II.1.2 SWOT analysis of the solution; a luffing jib tower crane
Figure II. 1: Swot tools

SWOT analysis is a planning tool, which seeks to identify the strengths, weaknesses, opportunities and
threats involved in a project or organization (1). This is also a matrix that integrates the understanding
of the internal and external elements considered as strategies to our proposed solution of the tower
crane. The analysis of our crane will be made in 4 folds; strength, weakness, opportunities and threats
and results will be given in chapter 3.

II.1.3 Questionnaire for data acquisition

A questionnaire was established to serve as technical demands of our crane which will then be the basis
of our crane dimensioning and calculation of parameters.
The details were provided by the 1000T dock master Mr.MOUBEN Innocent to be used as part of the
technical specifications to be met by the crane and results will be shown in the subsequent chapter .
Table II. 2: Questionnaire regarding technical demands of our crane.
QUESTIONNAIRE
1. What are the crane operations to be carried out?
2. Who are the crane operators?
3. What is the working frequency of the crane on the dock?
4. What is the crane on the dock?
5. What is the maximum load to be carried on the crane?
6. What should be the maximum weight of the crane?
7. What is the Load capacity of the crane?
8. What will be the Lift height?
9. What will be the Working radius or reach?
II.2 FUNCTIONAL ANALYSIS

Relative to AFNOR NF X 50-150, functional analysis is a methodology that consists of identifying,
characterizing, hierarchizing and analyses the functions of a product. It is a very important method
as it improves the values of a system or product without sacrificing its essential functions. In our
case, it translates the needs of our product (the dock and crane) and its constraints related to our
case of study (environment, standards). In view of meeting the needs of our project, our solution
shall be translated into a technologically competitive solution.

A. NEED ASSESSMENT
The analysis of needs is structured into 3 main parts: need description, need statement and
validation of needs.
B. NEED DESCRIPTION; the 1000t dock needs a crane that can facilitate its operations on
offshore vessels. The needs are best illustrated with a graphical tool called ‘the horned beast
diagram” as shown below
For what
who?
Offshore For
Users ?
vessels and
docks
Luffing jib
tower crane
To facilitate operations on the

dock
HO HOW
W? ?
Figure II. 2: Horned beast diagram

The realization of this diagram is predicated upon the following questions:
 Why does the need exist?
- Massively improve the usage of the dock;
- Massive employment;
- Greatly reduce weight lifting incurred health problems.

 For what purpose?

- Facilitate operations like loading, offloading ;
- Protect users from heavy weight accidents ;
- Optimize the usage of the dock.
 What can damage it?

- Structural deterioration ;
- Technological obsolesce ;
- Inadequate maintenance.
C. External functional analysis
The principal functions (FP) are the main reasons why the product is created and describes the
relationship between the product and its external environment. The service function (FS); are the
additional functions that the product must perform in adherence to its principal and constraint functions.
The constraint function (FC) are the restrictions, standards that must be considered when
designing and operating the product.
We have that FS = FP + FC
D. Environment of the product
 Norms;
 Energy;
 Costs;
 Security;
 Environmental atmosphere;
 Users;
 Offshore docks;
 Bad weather;
 Salty water.
E. Functional representation using an octopus diagram

The octopus diagram defines the relationship between the product (crane) and its environment and
also establishes the principal and complementary functions thereof (REFERENCE)
NORMS
ENERGY
F
FC2 P
FC1
FC9
fp MAN
COSTS
FC3
SALTY
TOWER WATER
CRANE
FC8
BAD
WEATHER
FP FC4
FC7
SECURITY
FC6
FC5
ENVIRONMENTAL
ATMOSPHERE
OFFSHORE
DOCK
Figure II. 3: The octopus diagram

F. Formulation of the service function
The service functions related to the external environment are given below:
Table II. 3: Tabular formulation of the different service functions
FUNCTION EXPRESSION OF FUNCTION

FP Crane operations like loading and offloading
FC1 Use the different norms and standard codes to design and dimension the crane
FC2 Function from a voltage source
FC3 Less expensive
FC4 Must operate and resist bad weather
FC5 Must be environmentally friendly
FC6 Assures operations on the offshore vessel or dock
FC7 Assure personal and general safety
FC8 Operates on a dock that stands on water
FC9 Suitability for services
G. Validation of service functions
 FP
Why does this function exist? To facilitate and optimize activities on the offshore vessel increasing
company’s
 FC1
Why does this function exist? To have the best and most precise design and engineering
 FC2
Why this function does exist? To provide a power source for the crane and the dock
 FC3
Why does this function exist? To save finances for the management of the equipment and its
operators
 FC4
Why does this function exist? For the stability of the dock and the betterment of weldements
 FC5

Why does this function exist? For safety purposes relative to the ecosystem
 FC6
Why does this function exist? Guarantees the structural integrity of the offshore vessel
 FC7
Why does this function exist? To ensure security of personels
 FC8
Why does this function exist? To ensure stability of the dock and crane on it
 FC9
Why does this function exist? To ensure the mental and physical wellbeing of the workers.
Conclusion: The service functions are validated
H. Functional specifications
Quantitative expressions of functions
We distinguish the following;
 Evaluation criterion: a measure used to evaluate the performance of a system or product

 Performance level: an appreciation scale of a criteria. it permits us associate a flexibility to
every level
 Flexibility: every level is defined by its degree of flexibility and the standard norm gives the
following
Table II. 4: Quantitative expressions of functions
F0 No flexibility
F1 Slightly negotiable level
F2 Negotiable level
F3 Extremely negotiable level
The subsequent part of our functional analysis will serve as results from previous data manipulation
using the cross sort matrix and EXCEL for generation of the Pareto’s chart will be display and

interpreted in next chapter. The results will be interpreted and used in hierarchizing the different
functions in our project.
I. Risk analysis
The realization of our project will be incomplete without a preliminary risk analysis. This method
involves the analyzing the potential dangers to which our project can be subjected to, examining the
different possible causes, their probabilities of occurrence while proposing solutions (reference this).
For this, it is important to determine the different realization phases of this project, the activities per
phase, the dangers per activity, the gravity of the dangers, their probability of occurrence and possible
solutions within three planes:
 Material plan;
 Human plan;
 Organizational plan.
Our proposed table for risk analysis table is given in the appendix section.

I.3 DIMENSIONING (SIZING) OF OUR CRANE

Our tower crane will be divided into parts to ease our dimensioning and each part will be detailed for
parameter calculation and relative to the respective norms. For some given parameters, the value
considered will be greater than the calculated value.
Three types of dimensioning are known:
 Analytical dimensioning;
 Numerical dimensioning;
 Experimental dimensioning.
The third is a very expensive method, so we shall limit ourselves to the first two methods.
Hypothesis for our calculations

 Crane duty cycle classification: annual operating
 Annual operating :1000hr
 SWL=25t
 The construction material used is S235jr;
 Crane safety factor according to ISO 15011:2011 is taken as 6
According to API 2C and FEM 1.001 3rd edition (UNI7670), the following are considered;
 Dynamic factor 𝑐𝑣 =2
 Off lead angle = 0.500
 Tangent acceleration 0.2𝑚𝑠 −2
 Centripetal acceleration 0.03𝑚𝑠 −2
 Hoisting speed 19𝑚/𝑚𝑖𝑛
II.3.1 Calculation of crane parameters

i. Reeving efficiency 𝑬𝒓
WIRES
Material composition: high carbon, intertwined wires and steel with asbestos core should be used

Tensile strength of wires: 1370N/1370N/𝑚𝑚2. From API SPEC 9A 2011

SWLH =275t. The dimensions below are according to API rules;
𝒌𝒃 𝑵 −𝟏
𝑬𝒓 = 𝑲 𝒔 (II.1)
𝒃 ×𝑵×(𝑲𝒃 −𝟏)
Where,
N is number of line parts
s is total number of sheaves for reeving system
K b is bearing constant (1.045) for bronze
For our referenced reeving system above, N = 2 , S = 2
Propositions: A specific rope is adopted after calculations and further parameters are considered.
The choice of rope diameter must be considered such that the L > 3.75 × 105 N .
ii. The design factor: The design factor for both standing and running rigging will be evaluated
as follows;
Standing rigging
𝟏𝟎,𝟎𝟎𝟎
𝑫𝑭 = 𝟎.𝟎𝟎𝟐𝟓 ×𝑺𝑾𝑳𝑯+𝟐𝟒𝟒𝟒 (II.2)
Where SWLH is defined above and has units in lb.
Running rigging
𝟏𝟎,𝟎𝟎𝟎
𝑫𝑭 = 𝟎.𝟎𝟎𝟒 ×𝑺𝑾𝑳𝑯+𝟏𝟗𝟏𝟎 (II.3)
Where SWLH is defined above and has units in lb.

Verification; According to ASME B30.3-2009, the design factor for boom hoist ropes shall be >
3.55
iii. Minimum rope breaking strength 𝑩𝑳
𝑾 × 𝑫𝑭
𝑩𝑳 = (II.4)
𝑵 ×𝑬𝒓
W = wire rope load = SWLH

BL which is minimum rope breaking strength in lb
DF is design factor
N is number of line parts

Er is reeving system efficiency

Propositions: A specific rope is adopted after calculations and further parameters are considered.
The choice of rope diameter must be considered such that the BL > 3.75 × 105 N. This then leads to
calculation of other parameters.
 Sheave pitch diameter ∅ × 18 (II.5)
 Drum pitch diameter ∅ × 18 (II.6)
Where ∅ 𝑖𝑠 𝑟𝑜𝑝𝑒 𝑑𝑖𝑎𝑚𝑚𝑒𝑡𝑒𝑟 𝑖𝑛 𝑚𝑚.
iv. The hoist
The forces on the ropes SWLH is a combination of the weight of the load at the extreme to be lifted
plus the dead load of the hook block.
SWL=𝑳𝒐𝒂𝒅 𝒐𝒇 𝒉𝒐𝒐𝒌 𝒃𝒍𝒐𝒄𝒌 + 𝒎𝒂𝒙𝒊𝒎𝒖𝒎 𝒍𝒐𝒂𝒅 . (II.
v. The counter weight

The operation of this crane is based on the principle of balance of moments. This principle of self-
balancing eliminates anchoring systems which is replaced by a moveable counter weight. this is
the weight required to balance the system. the system below is considered. The weight of the
trolley and hook is considered negligible.
A
B
O
F1
where OA is the counter jib length in m
𝐅𝟏 is the weight on the boom plus swl in tons
𝐅 is the force on the counterweight to be determined
∑ ⃗𝐌 ⃗⃗
⃗⃗ 𝐀 = 𝐎
Specification : should be made of metals – cast iron counterweights is best option here for optimal
space utilization while still providing the necessary counterbalancing weight and this can only be
achieved using dense materials like cast gray iron.

vi. Foundation
The foundation to be designed should be able to withstand the weight of the crane components and
wind. Design of this foundation or standing structure should be carried out according to the prEN
13001.
vii. The electric motors
This is done taking into account the hoisting speed of the load according to the standards, the reeving
efficiency and gearing.
𝑺𝑾𝑳𝑯 × 𝑽
Required power 𝑵 = 𝟔𝟏.𝟐 ×𝟎.𝟗𝟖𝟑 ×𝟎.𝟗𝟒 (II.8)
Where v is hoisting speed.

viii. Brakes
The brakes service adopted is a double shoe drum brake with electrohydraulic thruster
𝑵𝒎
 Maximum torque of the system is 𝑴𝒕 = (II.9)
𝝎
Where Nm is motor power in watts

ω is motor angular speed 1780rpm (188.4 rad/sec)
i. Gear redactor
The choice of the gear redactor is selected depending on the maximum torque required.
𝑺𝑾𝑳𝑯 ∅
The maximum torque required 𝑴𝒕 = × 𝑬𝑫 (II.10)
𝑵 𝑹𝑺
And a gear reducer type is selected for our project.

ii. Slewing
This is a very important crane activity that involves moving the jib horizontally at angles. The
dimensioning below is considered at the worst state with the following parameters,
 SWLH =275T
 Trolley weight = 250T
 Swing circle radius= 8.8m taken from crane considerations.
 Swing speed = 0.5rpm
Structural components of crane (m.made-in-china.com)

iii. The mast: The mast has a large triangulated lattice structure. Usually, it is monobloc type and
the chosen section available.
Mast model: L46A1
Mast section size: 1.6 × 1.6 × 3.0
Main chord material: < 160 × 16
Mast type; split structure
Mast section: Q345B
Bolt type; fishplate bolt
𝑻𝑶𝑻𝑨𝑳 𝑳𝑬𝑵𝑮𝑻𝑯 𝑶𝑭 𝑪𝑹𝑨𝑵𝑬 𝑴𝑨𝑺𝑻
Number of mast sections needed: (II.11)
𝑴𝑨𝑺𝑺 𝑶𝑭 𝟏 𝑴𝑨𝑺𝑻 𝑺𝑬𝑪𝑻𝑰𝑶𝑵
Area of the mast section 𝑨 = 𝑳 × 𝑾 (II.12)

Weight of a single mast: 30tons
II.3.2 Structural calculations of loads on structure

The stability of a crane depends largely on the variation and magnitude of the loads acting on it. To
this, we categorize them into in service loads and out of service loads according to API 2023.
IN SERVICE loading includes; [1]
 Dead loads , due to the weight of the tower crane components ;

 Imposed loads, due to the weight of the load being lifted ;
 Live loads, due to wind loading.
Dynamic effects may result in additional loads caused by movements such as;
 Hoisting ;
 Slewing;
 Trolleying;
 Luffing;
 Travelling.
Out of service loading includes;
 Dead loads –weight of the tower crane;
 Live loads – wind loading.

The calculations of these structural loads in different states are given below.
HYPOTHESIS
 The terrain isn’t subjected to seismic and snow activities

 The accidental loads are minimal
Out of service loads: When the crane is out of service, the crane is subjected to loads due to its
own weight, the environment and in the out of service condition, the crane has no load suspended
from the hook.
i. Wind load
The wind load varies per time and affects the external surface of the structures, they’re fixed and
variables. The wind load is represented by simplified actions of forces and pressure. Structural
calculations are done with respect to the API SC SPEC 2013 and EUROCODE 1.
Context;
 The crane will be divided into 3 parts to ease our studies: the mast region and boom region.
Mast region
Length (Lx): 1.6m
Width (Ly): 1.6m
Height (H): 9m
Boom region
Length: 1.6
Width: 1.6m
Height: 8.8m
Relative data: the crane will be located offshore and the following data are relative to the site or terrain
of installation.
 Terrain category; Category 0 (From the EN 1991-1-4:2005 A1 )

28𝑚
 Base value of the relative wind speed: 𝑉𝑏,0 = 𝑠
 Season coefficient: 𝐶𝑠𝑒𝑎𝑠𝑜𝑛 = 1 recommended value

 Direction coefficient: 𝐶𝑑𝑖𝑟 = 1 recommended value
 Density of air: 𝜌𝑎𝑖𝑟 = 1.25𝑘𝑔/𝑚3

 Length of roughness: : 𝑍0 = 0,003𝑚

 mimum height: 𝑍𝑚𝑖𝑛 = 1m
 Maximum height: 𝑍𝑚𝑎𝑥 = 200𝑚
0.07
𝑍
 Terrain factor: 𝑘𝑟 = 0.19. (𝑍 0 ) (II.13)
0,∥
Where 𝑍0,𝐼𝐼 = 0.05𝑚 (Table 4.1 EN 1991-1-4)

EN 1991-1-4 proposes the following procedures for the calculation of dynamic pressure at a point as
a means of evaluating the effect of wind on the structure.
a) Dynamic pressure at the point 𝐪𝐩 (𝐳)
• Reference wind speed 𝐯𝐛 = 𝐜𝐚𝐢𝐫 ∙ 𝐜𝐬𝐞𝐚𝐬𝐨𝐧 ∙ 𝐯𝐛,𝟎 (II.14)
• Reference height ze , this is the height of the structure Ze = h
• Dynamic pressure at characteristic point q p
𝟏
𝒒𝒑 = 𝟐 ∙ 𝝆 ∙ 𝒗𝟐 𝒃 (II.15)
• Turbulence intensity Iv
𝝈𝒗 𝒌𝑰
𝑰𝒗 (𝒛) = 𝒗 =𝒄 𝒛⁄ ) (II.16)
𝒎 (𝒛) 𝒐 (𝒛) 𝒍𝒏( 𝒛𝟎
For zmin ≤ z ≤ zmax , k i is turbulence coefficient = 1.0
• Average wind speed vm (z)
𝒗𝒎 (𝒛) = 𝒄𝒐 (𝒛) ∙ 𝒄𝒓 (𝒛) ∙ 𝒗𝒃 (II.17)
• Orographic Coefficient co (z) , co = 1

• Rugosity coefficient cr (z)
𝒄𝒓 (𝒛) = 𝒌𝒓 ∙ 𝒍𝒏(𝒛⁄𝒛𝟎 ) (II.18)
For zmin ≤ z ≤ zmax
𝟎.𝟎𝟕
𝒛𝟎
Where, 𝒌𝒓 = 𝟎. 𝟏𝟗 (𝒛 )
𝟎,𝑰𝑰

Where the dynamic pressure at a point q p (z) at a height z, induced by the average speed and
fluctuation speeds
𝟏
𝒒𝒑 (𝒛) = [𝟏 + 𝟕 ∙ 𝑰𝒗 (𝒛)] ∙ 𝟐 ∙ 𝝆 ∙ 𝒗𝟐 𝒎 (𝒛) = 𝒄𝒆 (𝒛) ∙ 𝒒𝒃 (II.19)
𝒌𝑰 ∙𝒌𝒓
And 𝒄𝒆 (𝒛) = [𝟏 + 𝟕 ∙ 𝒄 ] 𝒄𝒐 (𝒛)𝟐 ∙ 𝒄𝒓 (𝒛)𝟐 (II.20)
𝒐 (𝒛) 𝒄𝒓 (𝒛)
ii. In service loads

During usage, the crane is subjected to diverse loads due to its own weight, the environment,
motions of the crane itself and dock. API 2C 2013 provides the following procedures for
calculating the various loads below;
a) Vertical factored loads 𝑭𝑳
𝑭𝑳 = 𝑪𝑽 × 𝑺𝑾𝑳𝑯 (II.21)
Where 𝐶𝑉 𝑖𝑠 𝑡ℎ𝑒 𝑣𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝑐𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡
𝑺𝑾𝑳𝑯
𝑪𝑽 = 𝟏. 𝟕𝟑 − + 𝑨𝑽 (II.22)
𝟏,𝟏𝟕𝟑,𝟗𝟏𝟑
For on board lifts

Where 𝐴𝑉 is the vertical boom tip acceleration (.𝐴𝑉 = 0) From table 4 in the above standard
b) Loads due to crane motion
The horizontal load from crane-based motions acting on the suspended load is
𝑾𝒉𝒐𝒓𝒊𝒛𝒐𝒏𝒕𝒂𝒍 𝑪𝑴 = 𝑭𝑳 × 𝑯𝒐𝒓𝒊𝒛𝒐𝒏𝒕𝒂𝒍 𝒂𝒄𝒄𝒆𝒍𝒆𝒓𝒂𝒕𝒊𝒐𝒏 (II.23)
b) Vertical loads due to crane components

𝑽𝑳𝑶𝑨𝑫𝑺 𝑫𝑼𝑬 𝑻𝑶 𝑪𝑹𝑨𝑵𝑬 𝑪𝑶𝑴𝑷𝑶𝑵𝑬𝑵𝑻𝑺 = 𝑭𝑳 + 𝑨𝑽 (II.24)
This is applicable for in-service conditions
iii. Accidental loads

Crane structures are exposed to hazards of different types and they’re classified according to their
probability of occurrence. The following are accidental loads on a crane and their categorization.
 Dropped objects; CATEGORY 2
 Abnormal environmental actions category 3
 Abnormal seismic actions: category 3

All these is according to ISO 19902:2007 section 10
iv. Hydrostatic loads are considered negligible according to ISO 9.3.1

The calculated parameters gives us insight into the chosen model (LCL COMANSA
500) which we will use as basis for our subsequent calculations. Its properties are shown in the
appendix section.
II.3.4 Structural calculations for members and verification

The crane is majorly a lattice structure of structural components called trusses which is a network of
interconnected beams. Structural calculations will be made on the elements of our system followed by
a verification using notions of structural analysis. Then calculations will be made analytically on the
truss system then verified with the aid of a structural calculation software called ROBOT
STRUCTURAL SOFTWARE.
a-The boom
The boom is modelled as a beam with the SWLH as the distributed load on the surface. The boom is
considered to be free on one end where the load will be applied and restricted (hinged) on the other
region of the mast.
HYPOTHESIS;
 The beam is considered uniform and its mass
Loading case
F
B
A
Simple Bending moment 𝑴𝑨 = 𝑭𝑳 (II.25)

𝑭𝑳𝟑
Bending moment 𝑴 = − 𝟑𝑬𝑰 (II.26)
Where 𝐼 𝑖𝑠 𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝑖𝑛𝑒𝑟𝑡𝑖𝑎

𝐸 𝑖𝑠 𝑦𝑜𝑢𝑛𝑔′ 𝑠 𝑚𝑜𝑑𝑢𝑙𝑢𝑠
The experienced deformation is demonstrated below;
B
A 𝜃
The distance between the neutral beam and the influenced beam is considered to be the
deformation and is in both directions.
𝑭𝑳𝟐
𝜽 = 𝟐𝑬𝑰 (II.27)
𝑭
The vertical deformation is given by 𝒚 = 𝟔𝑬𝑰 (𝒙𝟑 − 𝟑𝑳𝒙𝟐 ) (II.28)
𝒃𝒉𝟑
Moment of inter 𝑰 = (II.29)
𝟏𝟐
Where a=1.6, b=1.6m and h =3.0m
B. NUMERICAL DIMENSIONING; FINITE BELEMENT METHOD (FEA)

The purpose of numerical dimensioning is to verify with the aid of computer assisted design and
modelling software, the mechanical behaviors and accurately carry out structural calculations. It’s
also a computerized method of predicting how a product reacts to real – world forces, vibrations and
other physical effects (reference this).
The figure below shows the different steps of resolving problems using finite element methods.
Beginning
Dimensions
Geometry
Behavior of our model
Characteristics of material
Boundary conditions
Loadings

Matrix calculations (meshing)

Resolution of system
Calculations
Exploitation of results
End
C. STATIC ANALYSIS OF TRUSS STRUCTURE OF OUR CRANE
Truss structures are very effective and most suitable design solution for structural members of our
crane. The goal of this is to evaluate the external reactions in each beam system, the direction of these
forces and their magnitudes under the action of a given force. Our system is considered to be made of
a boom lattice structure of a truss system of pipes part of which are subjected to compression. Trust
systems are large bodies or system used in the design of large-scale load bearing structures like cranes.
(Reference this)
This analysis will be done using the AUTODESK ROBOT STRUCTURAL ANALYSIS
PROFESSIONAL 2018 software.
The main chord and web member for our truss system from the desired and preferred mast is the angle
steel, L-shape type and of angle900 . Its dimensions are given below;
HYPOTHESIS
 All loads acts at joints

 All joints act as frictionless less pin connection
METHOD
 Definition of job preferences
The standards involved in the dimensioning of our truss is set and the material type is designed.
Material: S355 also known as Q345b
DESIGN CODES; BS -EN -1993-1:2005
 Creation of 2D and 3D model
The geometry model for our mast- truss system was created in the software with the properties
given below

Properties of main chord member; properties of web member
 type: angle steel 180x180x18 type: steel pipe SCH 30

 height; 180mm length ;219mm
 base: 180mm
 thickness: 18.0 mm
 weight: 48kg/m
Standard data from BS -EN 1993
Loads:
 dead load applied at the end (SWL) = 25T
 Self-Weight of The Member
 Results and conclusion
The 2d design was obtained and the application for forces on various regions are as shown below.
It is worth noting that the members the upper chord members experienced compression while some
other web members experienced either compression or tension. For compression we have bar 7, 8,9,4,2
and 5
While for tension we have 1,10,6.
D. VERIFICATION OF THIS RESULTS TO ENSURE IT SUITS DIMENSIONING

The essence of structural analysis of our truss is to ensure that the truss is safe from,
 Failure of any of members (strength, stability)

 Failure of the truss as a whole
 Developing excessive deflection. (reference)
The following conditions are applicable for designing of truss systems;
 main chord member under tension
Under tension 𝑡ℎ𝑒 𝑑𝑒𝑠𝑖𝑔𝑛 𝑐𝑜𝑛𝑑𝑖𝑡𝑖𝑜𝑛 𝑖𝑠 𝜎𝑡 ≤ 𝜎𝑎𝑙𝑙(𝑡)
𝑭𝒕
𝝈𝒕 = (II.30)
𝑨
𝝈𝒂𝒍𝒍(𝒕) = 𝟎. 𝟓𝒇𝒚 (II.31)

Where A = cross sectional area of member = 61.90𝑐𝑚2

𝐹𝑡 = Tensile force. Which is greatest tensile stress from table above = 262.14 KN
𝑓𝑦 = in yield strength in MPa =345MPa
 Main chord member under compression
Under compression, the design condition is 𝜎𝑡 ≤ 𝜎𝑎𝑙𝑙(𝑐)

𝐹𝑐
𝜎𝑡 = , where
𝐴
𝜎𝑡 = maximum tensile stress
𝐹𝑐 = 𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑖𝑣𝑒 𝑓𝑜𝑟𝑐𝑒 = 262.14𝐾𝑁
A= cross sectional area of member = 61.90𝑐𝑚2
𝟒𝟎(𝟏−𝟎.𝟓𝝆𝟐 )
If 𝝆 ≤ 𝟏, 𝝈𝒂𝒍𝒍(𝒄) = 𝟓 𝝆 𝝆𝟑
(II.32)
( +𝟑 − )
𝟑 𝟖 𝟖
𝜆 𝐿𝑒
Where 𝜌 = , 𝜆= , = 𝐿𝑒 = 180𝑚𝑚, 𝑟𝑚𝑖𝑛 = 42.5𝑚𝑚
𝜆0 𝑟𝑚𝑖𝑛
𝟐𝑬
𝝀𝟎 = 𝝅√𝑭 (II.33)
𝒚
Which are all defined parameters above.
E. WIND SIMULATION ON THE LOAD THE MAST – TRUST SYSTEM

The 1999 Montreuil crane collapse is a reminder of the importance of wind safety for cranes. Cranes
are very vulnerable to wind loads. It is necessary to assess the effect of wind on the crane, to design
the crane for wind stability, setup wind operation ranges for the crane, and also for proper design of
structural member needed.
The modelled structure for our crane above was subjected to a wind with a speed of 28m/s and its
effect were observed on the crane. Results and interpretations are found in chapter 3

Haven successfully analyzed the choice of our materials in accordance with standards, the evaluation
of the live load (the wind) will be carried out to see the extent of structural deformation this can bring
to our unit. The same software was used in analyzing the structural effects of wind on the structure.
Our results will be discussed in chapter 3.
F.THE JIB- TRUSS SYSTEM

As earlier seen, truss systems are structural combinations of structural elements connected at pin joints
or nodes. The truss system of a jib is different from a truss system of a mast. In this section, a structural
analysis will be made to determine which shape of the truss system will be suitable for the jib (the
rectangular edge truss or the triangular edge truss system).
This analysis will be carried out by the software Autodesk robot structural analysis to determine which
shape will be best for our jib and a wind simulation on the jib system will be carried out to verify the
effect of the wind on the jib truss system.
 Definition of job preferences; same as that of the mast-truss system;

 creation of the model; same parameters for the mast-truss system;
 Application of load;
 Results and interpretation.
The results will be used to discuss about the safe working conditions of the tower crane for optimal
stability of the structure.
II.3.5 Structural analysis of our crane

It is important for our crane to be designed to meet the need of loading conditions and design suitable
for an optimum experience. To this, a static analysis is needed. Two types of analysis will be made; a
linear static analysis and nonlinear static analysis using an FEA tool called ANSYS. This tool is used
because it is best for powerful visualization of our results and are best for structural integrity and can
make informed designed decisions.

Linear static analysis of our tower crane

Our luffing tower crane is a static structure and that will experience most of the static forces is the
boom. So our static analysis will be limited to boom only. The analysis shall provide values of stress,
deformations and reaction forces in the structural member
Hypothesis;
 The structure is subjected to a constant load;
 The deformations are small enough to remain within the elastic range of the material.
Method
 The model of for our analysis was created using SOLIDWORKS and imported into the
ANSYS software;
 Steel pipes standard S40 pipe 3.5 SCH40 for the structural truss members;
 Designed boom was subjected to the weight of the maximum load and a longer length of
13.6m is considered. Hypothetically, a proper variation of structural parameters on the longer
length will be able to account for a linear considerable output for a shorter length.
 Result and interpretation

The obtained results are interpreted and compared with the value given by the EN 10025-2 for
verification of structural integrity of the load. Results and interpretations are found in chapter 3
II.3.6 Calculation of current supply parameters of a crane

It is considered in this case that the current supply of a crane is going to be done by a diesel generator
and is most applicable in countries with constant power failures. When the main voltage supply is
avoided, the diesel generator can be set and crane is made independent from the main source [6]. The
following parameters are considered when choosing the most suitable generator set according to FEM,
1998, booklet;
 Stand by power rating: this is the highest power which the diesel can deliver. For accuracy sake,
this will be considered to be greater than the electric motor power.
 Continuous rating; this is the power the generator generates continuously.
𝒄𝒐𝒏𝒕𝒊𝒏𝒐𝒖𝒔 𝒑𝒐𝒘𝒆𝒓 = (𝟕𝟎 − 𝟖𝟎)%𝒐𝒇 𝒔𝒕𝒂𝒏𝒅 𝒃𝒚 𝒑𝒐𝒘𝒆𝒓 𝒓𝒂𝒕𝒊𝒏𝒈 (II.34)
 Prime power rating; it is the mechanical power on the crane provided by the generator

𝒑𝒓𝒊𝒎𝒆 𝒑𝒐𝒘𝒆𝒓 𝒓𝒂𝒕𝒊𝒏𝒈 = 𝟗𝟎% 𝒐𝒇 𝒔𝒕𝒂𝒏𝒅 𝒃𝒚 𝒑𝒐𝒘𝒆𝒓 𝒓𝒂𝒕𝒊𝒏𝒈 (II.35)

 Load in one step; this is the load it can take upon additional request from the generator set.
𝒍𝒐𝒂𝒅 𝒊𝒏 𝒐𝒏𝒆 𝒔𝒕𝒆𝒑 = 𝟔𝟎% 𝒐𝒇 𝒔𝒕𝒂𝒏𝒅 𝒃𝒚 𝒑𝒐𝒘𝒆𝒓 𝒓𝒂𝒕𝒊𝒏𝒈 (II.36)
From these calculations, the appropriate diesel generator can be chosen for our crane project.

II.4 1000T -DOCK REINFORCEMENT

This section details on the dock reinforcement. For a reinforcement to be done on our dock in view of
the crane usage, weight and stability calculations of our dock has to be carried out to engineer the
reinforcement of our dock against overturning and for stability. The main context of this section will
be to bring perspective to the stability reinforcement of the dock upon addition of two cranes according
to the DNVGL rules.Two important parameters are needed in order to understand the stability of docks;
the center of gravity and metacenter of the hull.
 The hull being the submerged part of the hull of a ship, its center (center of hull) is the geometric
center of the immersed volume.
 Centre of gravity is the place of application of the weight of the ship.
For the dock to be stable, two conditions are necessary;
 The weight of the ship must be equal to the Archimedean thrust. [7]
 The center of gravity of the dock, must be below the metacenter of the hull.
The transversal section of a dock is represented below;
Figure II. 4: Using the plans of the dock above, the following parameters can be calculated
 Position of the center of gravity (G):

The coordinates of the center of gravity as shown in the transverse section of the dock above
𝑏
is (2 , 𝑣)
𝟐𝒂𝟐 𝒆 +(𝒃 − 𝟐𝒆)⋅𝒆𝟐
V = 𝟐(𝟐𝒂.𝒆 +(𝒃−𝟐𝒆).𝒆 𝟏) (II.37)
𝟏

 Calculation of moment of inertia I

𝒂𝒃𝟑 (𝒂 − 𝒆𝟏 )⋅𝒃′𝟑
𝑰𝑮𝒚 = - (II.38)
𝟏𝟐 𝟏𝟐
𝒃𝒂𝟑 𝒃′ (𝒂 – 𝒆𝟏 )𝟑
𝐈𝐆𝐳 = - + (𝟐𝒂. 𝒆 + 𝒃′ 𝒆𝟏 ) (𝒂 – 𝑽)𝟐 (II.39)
𝟑 𝟑
⇒I = 𝐈𝐆𝐲 + 𝐈𝐆𝐳 (II.40)

Stability parameters of the dock can be represented in the diagram below;
Figure II.5: Stability parameters of the dock
Where the following important parameters are given as;

𝐵𝑂 𝑀𝑡 = r = the transversal metacentric radius
𝐵𝑂 𝑀′ 𝑡 = H = metacentric height
 Metacenter:
𝐈
𝐫=𝐕 (II.41)
𝐜𝐨
Where I is the quadratic moment of floatation surface with respect to its axis of inclination
V is volume of the dock
 Metacentric height
GMt = r – a (II.42)
Analysis; the parameters above are calculated in 2 cases.
Case 1; just for the dock
Case 2; for the dock and the crane
Calculations and conclusion; the results are obtained and suggestions with respects to the
physics above is given in the next chapter.

II.5 INSTALLATION OF THE CRANE

After haven designed the crane, it is important to know the position where the crane will be installed
on the dock. And for reasons of structural stability, it will be placed around the center of gravity of the
dock.
The erecting or installation of the dock will be described below. The erection of tower cranes should
be carefully planned to avoid disasters. The following steps [8] should be considered;
1. Site drawing
The region where the crane is to be installed is drawn and parameters like, working radii, power
lines, building and other pertinent site features like the dock, working space and heavy machineries.
It is worth noting that;
 The crane is installed such that there’s at least 10-foot clearance from the foot of the boom to the
any equipment;
 Possibility of positioning other cranes should be considered, to avoid boom collision. For this,
the crane cabin for the operators should be in such a way as to permit them see each other;
 The crane should be free from area to be used by public;
 Cranes should be located about 10 feet away from power lines.
2. Site evaluation
This involves a proper evaluation of the site where the crane is to be installed. Activities to be
done here include;
 Soil stability should be considered. the region where the crane is to be installed, should be tested
for bearing capacity for the worst dynamic and static condition of a crane considering the dead
weight of attached devices, torques, loads and horizontal forces;
 Structural capacity and bearing ability of the crane supporting structure should be evaluated to
ensure the strength of the structure should not be exceeded under the most severe loading
conditions;
 Stability against overturning and safety against wind should be verified according to article 15
of the FEM CODE, section 1.

3. Choice of method of crane installation

The installation engineer relative to site studies and feasibility will have to decide whether to do
a free standing installation or if the crane is first to be erected on a temporary site and then
transferred to the building.
4. Pre- erection verifications
These operations are carried out to ensure the crane is correctly installed. To this we have;
 Verification of maximum standing height;
 Verification of weather conditions because cranes should be installed only during favorable
weather and ensuring the wind velocity isn’t a damage factor;
 Verification of counterweight;
 Verification of the installed base;
 Verification of structural components to be installed like the bolts, strength and irregularities
on the jib;
 Verification of electrical, mechanical and hydraulic components.
5. Erection components
After haven verified the above rules, the components are erected in the corresponding manner
above.
i. Erection of the tower;
The tower crane can be erected sequentially, mast per mast and then bolting them to have the final
structure. It should be ensured that the tower is blocked during installation for support.
ii. Assembly and Erection of the turntable and mast

The fore and after pendants are put in place, the mast above should be installed with
respect to the turn table. the top of the tower is connected with the turn tables to ensure that
their respective bolts meet.
iii. Erection of main jib assembly.
The jib sections are correctly assembled, the trolley is correctly installed and ensure that
the sheaves are in good working conditions and well lubricated
iv. Erection of counter jib assembly
It must be slung to ensure that it remains level when hoisted. the counter jib is fitted to the
turntable to ensure it is properly fitted with pins.

v. Installation of the counter weight

The counter weights are installed by hoisting in the cradle. They’re placed and fixed with
auxiliary straps to ensure no movement and also to hold it in place.
vi. Electrical installations
Some installations require electrical energy. The electrical setup, ground connection, main
power supply including switches, transformers, are verified and installed with respect to
the Canadian Electrical Code.
vii. Installation of the wire ropes and reeving
The hoist and trolley ropes are now installed according manufacturer’s instructions
II.6 Financial evaluation of our project

A financial analysis will be made for project. This permits us better plan for the project,
rationalize and manage financial resources for the project. This analysis will be the back bone of the
make – or – buy analysis. Three (03) cost categorisation Will be made ;
- Material cost;
This is the steel cost of the crane. we will consider the worst case, where m =575t
𝐓𝐨𝐭𝐚𝐥 𝐜𝐨𝐬𝐭 𝐨𝐟 𝐦𝐚𝐭𝐞𝐫𝐢𝐚𝐥 𝐟𝐨𝐫 𝐜𝐫𝐚𝐧𝐞 = 𝒘𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝒕𝒉𝒆 𝒄𝒓𝒂𝒏𝒆 𝒙 𝒑𝒓𝒊𝒄𝒆 𝒐𝒇 𝟏𝒌𝒈 𝒐𝒇 𝒔𝒕𝒆𝒆𝒍
(II.43)
- Cost of workmanship ;
This is the cost incurred as wages of workers, roustabouts, engineers and manual laborers
- Transportation cost.
This is the cost of every equipment used in the project ranging from the realization to the
implementation of our projects. It also includes the cost of their transportation
𝒇𝒊𝒏𝒂𝒏𝒄𝒊𝒂𝒍 𝒄𝒐𝒔𝒕 = 𝒎𝒂𝒕𝒆𝒓𝒊𝒂𝒍 𝒄𝒐𝒔𝒕 + 𝒄𝒐𝒔𝒕 𝒐𝒇 𝒘𝒐𝒓𝒌𝒎𝒂𝒏𝒔𝒉𝒊𝒑 +
𝒕𝒓𝒂𝒏𝒔𝒑𝒐𝒓𝒕𝒂𝒕𝒊𝒐𝒏 𝒄𝒐𝒔𝒕 (II.44)
In this chapter, crane parameters were calculated analytically to aid in its design, structural
parameters were also calculated numerically with the use of FEA tools, stress, strain , deformation and
buckling analysis were carried out ( linear and nonlinear static analysis), calculated positions for dock
positioning were made , installation procedures were established , dock stability parameters were
carried out . The parameters will be analyzed and interpreted in the subsequent chapter.

CHAPTER III: RESULTS AND DISCUSSIONS

CHAPTER III: RESULTS AND DISCUSSIONS

This chapter gives a rundown of the study, design, calculation of parameters, simulation results etc.
of our study, gives the results of our studies, analyses and interprets them, produces 2d and 3d models
of our crane, proposition of a specification sheet, financial analysis of our project, maintenance plan of
our crane, maintenance sheet and a forecast planning of the realization of our project.
III.1. RESULTS OF CRANE STUDY

Our first problem was to determine which type of crane will be suitable for the dock, its environment
and the operations. Parameters were given and other parameters were calculated on basis of
understanding of principles and crane operations. Different types of cranes were analyzed, choice
cranes for offshore environment were studied and the luffing jib tower crane was decided as the final
result of our conception.
III.1.1. Results of SWOT analysis of our solution: luffing tower crane

A SWOT analysis was carried out to ensure that the strengths, weaknesses, operations and
technological advantages possessed by luffing jib tower cranes could meet up with the demands of the
industry as per the dock as a whole and results are below;
STRENGTH
 High lifting capacity;
 Ability to reach great heights;
 Can be used in various weather conditions;
 Can lift heavy loads with great precision.
WEAKNESSES
 Requires a stable foundation;
 Limited maneuverability in tight spaces;
 Requires significant space for assembly and disassembly;
 Potential for damage to surrounding infrastructure.

OPPORTUNITIES
 Advancement in crane technology;
 Potential for remote operation;
 Expansion into new geographical market.
THREATS
 Potential for accidents or injuries;
 Potential for equipment breakdown or malfunction;
 Regulation and safety standards impacting crane operations;
 Environmental concerns with construction projects.
III.1.2. Results of questionnaire

The results displayed below are answers to the questionnaire provided by the dock master.
Table III. 1: Tabular display of questionnaire and answers
CRANE PARAMETERS CRANE DATA

1.crane operations Block settings
All crane operations eg lifting etc
2.Crane operators A roustabout
Floating crane operator or marine crane operator
3.Working frequency Days and nights when need be
4.Crane duration on the dock As long as the dock keeps existing
5.Maximum load 25t
6. Max weight of crane 575t
7. Load capacity 25t
8.Lift height 8m ( DEFINED FROM CALCULATIONS)
9.Working radius or reach 8.8 m (DEFINED FROM CALCULATIONS)

III.2. RESULTS OF FUNCTIONAL ANALYSIS

III.2.1. Characterization of service functions
We are required to know where we can maximize our efforts to satisfy the service functions. the
function-CRITERIA-level- FLEXIBILTY OF OUR PROJECT IS SUMMARISED IN THE TABLE
BELOW.
Table III. 2: Characterization of service function
FUNCTION EXPRESSION OF APPRECIATION LEVEL FLEXIBI

FUNCTIONS CRITERION LITY
FP Crane operations like  Tension force Fc = 𝑄 × 𝑠𝑖𝑛 𝛽 F1
𝑠𝑖𝑛 ∅
loading and offloading on the cable
 Cross section of F1
the crane wires
FC1 Using norms and standard  Crane design ENV14439,
codes to dimension the norms EN 14502,
crane  Offshore ISOV4309 F0
vessels norms
NR 475 R00
FC2 Functioning from a Mains voltage U = 220 V

voltage source F1
U = 400 V
FC3 Less expensive Total cost of crane

design and F0
installation
FC4 Must operate and resist  Dock stability  𝐺𝑀𝑡 = (𝑟 − 𝑎) F0
bad weather 𝑀𝑆𝐼𝑇 = 𝑝(𝑟 − 𝑎)𝑠𝑖𝑛𝜃
𝐺𝑍 = (𝑟 − 𝑎)𝑠𝑖𝑛𝜃
 Welding assembly

 Choice of
assembly F0
FC5 Must be environmentally Chemical attack Choice of material F2
friendly
FC6 Assures protection on Guarantees the ISO 6346 F2
offshore vessel or dock structural integrity
of the dock
FC7 Assures personal and  Certification of
general safety work personels
 Technical DMOS
welding (Description Of Welding
documents in Procedure Specification)
accordance with F0
the norm S 235 jr
 Construction
material
FC8 Operate on an offshore  Archimedes’ 𝑃𝑑𝑜𝑐𝑘 < 𝐹𝐴
dock principle
𝑃𝑑𝑜𝑐𝑘 = 𝐹𝐴
𝑃𝑑𝑜𝑐𝑘 > 𝐹𝐴
FC9 Suitability for services  Health of Good health F2

workers
III.2.2. Hierachisation of service functions

This consists of comparing the different functions to each other, attributing the different weights and
classifying them in order of priority. The weights are specific numbers ranging from 0 to 3 , where
Equal level :0
Slightly superior level: 1

Averagely superior: 2
Largely superior: 3
Table III. 3: Cross sort matrix

FP FC1 FC2 FC3 FC4 FC5 FC6 FC7 FC8 FC9 WEIGHT PERCENTAGE %
FP FP/1 FP/1 FP/3 FP/2 FP/2 FP/2 FP/2 FP/1 FP/2 16 25%
FC1 FC1/1 FC1/2 FC1/2 FC1/1 FC1/2 FC1/2 FC1/1 FC1/2 13 20,31%
FC2 FC2/1 FC2/1 FC2/1 FC2/2 FC2/1 FC2/0 FC2/2 8 12,5%
FC3 FC3/1 FC5/2 FC3/2 FC7/1 FC8/1 FC3/2 7 10,93%
FC4 FC5/2 FC4/1 FC7/0 FC8/2 FC4/1 5 07,81%
FC5 FC5/0 FC5/1 FC5/1 FC5/3 5 07,81%
FC6 FC7/0 FC8/1 FC6/2 3 04,68%
FC7 FC8/2 FC7/2 4 06,28%
FC8 FC8/3 3 04,68%
FC9 0 0,0%
64 100%
The values obtained from the cross sort matrix above are used in valorization of the different functions
a. Valorization of functions: the cumulative frequency of the different weights of the functions
are calculated below which can be used for our pareto’s chart
The data obtained above is analyzed in EXCEL and significantly represented
d. PARETO’S TABLE
On a Pareto’s chart below which helps us attribute adequate resources to each function with respect to
its significance.

Table III. 4: Cumulative frequency table of characterized functions

Function Weight Percentage Cumulative
frequency
FP 16 25% 25%
FC1 13 20,31% 45.31%
FC2 8 12,5% 57.81%
FC3 7 10,93% 68.74%
FC4 5 07,81% 76.55%
FC5 5 07,81% 84.36%
FC6 3 04,68% 89.04%
FC7 4 06,28% 95.32%
FC8 3 04,68% 100%
FC9 0 0,0% 100%
TOTAL 64 100% 100%
Figure III. 1: Pareto’s chart.

From the diagram above, two classes of functions are obtained;

 CLASS A FUNCTIONS; which are FP, FC1, FC2, FC3. They carry 80% of the work to
be industrial and financial resources needed to realize this project.
 CLASS B FUNCTION; which are FC4, FC5, FC7, FC6, FC8, FC9. They represent 20%
of realization of this project. They are to have the least importance but not to be neglected.
INTERNAL FUNCTIONAL ANALYSIS
This helps us enumerate the different technical solutions for the enumerated service functions with the
aid of a FAST DIAGRAM which is a Functional Analysis System Technic tool. The FAST diagram
for our project is given below:

Using norms and Norms and standard

standard codes to codes
dimension
Functioning from a Electrification from

voltage source ENEO
Less expensive Choice of material
Must operate and resist Design materials

bad weather
Crane
operations Environmentally Frequency of
friendly maintenance
Assures protection of Hooks and anchors

offshore vessel or dock
Frequency of
Assures personal safety
maintenance
and general safety
Operate on an offshore Proper evaluation and

dock design
Figure III. 2: The FAST diagram

III.3. FUNCTIONING OF OUR TECHNOLOGICAL SOLUTION (LUFFING TOWER

CRANE)
The crane operator uses a control panel to control the luffing mechanism. the luffing mechanism works
by raising and lowering a cable that is attached to the jib. When the cable is raised, the jib is lowered.
When the cable is lowered, the jib is raised. Luffing tower cranes are also known as luffers. They
consist of a diagonal arm which extends out from the top of the tower on an angle. The hook block is
placed off the end of the jib that rotates up and down. The luffing jib can be raised or lowered to allow
the crane swing or span through its working radius. It raises or lowers the jib as the need for load lifts
closer to the mast and are powered by an engine mechanism.
The hoist mechanism works by raising and lowering the hook that is attached to the end of the jib. The
hook is raised and lowered using a wire rope that is driven by a motor.
III.4. RESULTS OF CALCULATED PARAMETERS

Calculations are done with respect to the hypotheses induced in this section of chapter 2
 Calculating reeving efficiency

𝑘𝑏 𝑁 − 1
𝐸𝑟 =
𝐾𝑏 𝑠 × 𝑁 × (𝐾𝑏 − 1)
1.0452 − 1
𝐸𝑟 =
1. 𝑂452 × 2 × (1.045 − 1)
𝐸𝑟 = 0.936
Suitable efficiency for our wiring system
 Calculating design factor

- For standing rigging
10,000
= 2.52
0.0025 ×606,265𝑙𝑏+2444
𝒗𝒆𝒓𝒊𝒇𝒊𝒄𝒂𝒕𝒊𝒐𝒏 ∶ 𝑫𝑭 < 𝟓

- running rig
10,000
𝐷𝐹 = 0.004 ×606,265+1910
𝐷𝐹 = 2.3
Verification; 𝑫𝑭 > 𝟐
The rigging factors in both conditions are sufficient and suitable for our condition.
 Minimum rope breaking strength
606,265× 2.52
𝐵𝐿 = 2 ×0.936
= 3.75 𝑋 105 𝑁
This is the needed force to maintain the rope without disruption
Choice of rope; the minimum breaking strength of the rope should be greater than 𝟑. 𝟕𝟓 𝑿 𝟏𝟎𝟓 𝑵
. And the rope specifications are given as,
Diameter = 29mm
Weight of the rope = 3.17kg/𝑚
Sheave pitch diameter => 29 × 18 = 522𝑚𝑚
Drum pitch diameter => 29 × 18 = 522𝑚𝑚
 The hoist
The SWLH =275𝑇
 Calculation of the counter load needed
𝑴𝑪
A
B
25t
8m
O
5m
F1
Sum of moments = 0
⟹ 𝑀𝐶 × 2 = 25𝑡 × 8
25𝑡 ×8
⟹ 𝑀𝐶 = 5
⟹ 𝑀𝐶 = 40𝑡

The counter weight needed to get the dimensions above and balance the weight is the
calculated value above.
 Foundation; the relative norms for this studies aren’t easily accessible and due to financial
constraints, this portion will not be considered. Our crane will be a fixed structure on the dock.
 Electric motor;
275 ×19
𝑁= 54.144
⇒ 96.50𝐾𝑊
The required power for the hoisting motor is 97kw.
From our calculation, the Z4 Electric DC IP23 440V 97Kw blower motor can be used.
BRAKES FOR TROLLEY SYSTEM

 Maximum torque
𝑁𝑚
𝑀𝑡 = 𝜔
96.50
𝑀𝑡 = 188.4 ⇒ 𝑀𝑡 = 0.51𝑁𝑚
 Gear redactor,
𝑆𝑊𝐿𝐻 ∅
𝑀𝑡 = ×𝐸𝐷
𝑁 𝑅𝑆
275𝑡 522𝑚𝑚
𝑀𝑡 = 96.50 × 0.936
⇒ 𝑀𝑡 = 1561.5𝑁𝑚
𝑇𝑂𝑇𝐴𝐿 𝐿𝐸𝑁𝐺𝑇𝐻 𝑂𝐹 𝐶𝑅𝐴𝑁𝐸 𝑀𝐴𝑆𝑇
 Number of mas sections needed: 𝑀𝐴𝑆𝑆 𝑂𝐹 1 𝑀𝐴𝑆𝑇 𝑆𝐸𝐶𝑇𝐼𝑂𝑁
8
= 3.0
= 2.6
⟹ 3 𝑀𝑎𝑠𝑡 𝑠𝑒𝑐𝑡𝑖𝑜𝑛 𝑛𝑒𝑒𝑑𝑒𝑑
 Area of the mast section
A = L×W
𝐴 = 1.8 × 1.8 = 3.24𝑚2

III.5. STRUCTURAL CALCULATIONS OF LOADS ON STRUCTURES
 Average speed
𝑣𝑏 = 1 × 1 × 28
𝑣𝑏 = 28𝑚/𝑠
 Dynamic pressure
1
𝑞𝑝 = 2 × 1.25 × 282 ⟹ 𝑞𝑝 = 490𝑃𝑎
• Turbulence intensity 𝑰𝒗
𝜎𝑣 1
𝐼𝑣 (𝑧) = 𝑣 = 1 x ln(9⁄
𝑚 (𝑧) 0.003)
𝐼𝑣 (𝑧) = 0.125
 𝒓𝒖𝒈𝒐𝒔𝒊𝒕𝒚 𝒄𝒐𝒆𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒕
0.003 0.07
𝑘𝑟 = 0.19 ( )
0.5
⟹ 0.132
0.132× 1
 𝑐𝑒 (𝑧) = [1 + 7 ∙ 1× 0.274 ] (1)2 × (0.274)2
𝑐𝑒 (𝑧)=0.32
 Dynamic pressure at a point , 𝑍 = 9𝑚
1
𝑞𝑝 (𝑧) = [1 + 7 ∙ (0.125)] × 2 × 1.25 × (28)
⟹ 918.75𝑃𝑎
 𝑪𝑽 𝒊𝒔 𝒕𝒉𝒆 𝒗𝒆𝒓𝒕𝒊𝒄𝒂𝒍 𝒅𝒚𝒏𝒂𝒎𝒊𝒄 𝒄𝒐𝒆𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒕
606,265
𝐶𝑉 = 1.73 − + 𝐴𝑉 For on board lifts
1,173,913
𝐴𝑉 = 0
⇒ 𝐶𝑉 = 1.214
 Vertical factored loads 𝑭𝑳
𝐹𝐿 = 1.214 × 606265
⇒ 𝐹𝐿 = 736,005.71 lb. ⇒ 3.27 × 106 𝑁
 𝑾𝒉𝒐𝒓𝒊𝒛𝒐𝒏𝒕𝒂𝒍 𝑪𝑴 = 𝑭𝑳 × 𝑯𝒐𝒓𝒊𝒛𝒐𝒏𝒕𝒂𝒍 𝒂𝒄𝒄𝒆𝒍𝒆𝒓𝒂𝒕𝒊𝒐𝒏
Horizontal acceleration = 0
⟹ 𝑊ℎ𝑜𝑟𝑖𝑧𝑜𝑛𝑡𝑎𝑙 𝐶𝑀 = 0𝑁

 Vertical loads due to crane components

The vertical load due to the weight components of the crane is given as
𝑉𝐿𝑂𝐴𝐷𝑆 𝐷𝑈𝐸 𝑇𝑂 𝐶𝑅𝐴𝑁𝐸 𝐶𝑂𝑀𝑃𝑂𝑁𝐸𝑁𝑇𝑆 = 𝐹𝐿 + 𝐴𝑉
⟹ 3.27 × 106
 Number of wires needed
Maximum load = 25t
Crane weight = 3.17kg/m
𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑙𝑜𝑎𝑑
Number of crane = 𝑐𝑟𝑎𝑛𝑒 𝑤𝑒𝑖𝑔ℎ𝑡
25
Number of crane = 3.17
⇒ 8 Wire ropes
III.6. RESULTS OF STRUCTURAL CALCULATION OF MEMBERS AND

VERIFICATIONS
The results of structural calculations were determined with the formulae stated and results are found
below;
Table III. 5: Results of structural parameters
Parameter Values
Simple moment 220 × 103 𝑁𝑚
Bending moment -1.70 × 107 𝑁𝑚
Deflection 0.000001250
Vertical deflection 𝑦 = (5.38 × 10−9 )(𝑥 3 − 75 × 103 𝑥 2 )
The results obtained above helped us verify the suitability of our beams for designs and helped in the
choice of our beam and structural members. Relative to this, we suggest that stronger structural
members should be used as far this sizing is concerned.

III.7. STATIC ANALYSIS OF TRUSS STRUCTURE OF OUR CRANE
As described in the early sections, our structural analysis software was used to model our truss system
procedurally. Its parameters were described in the previous chapter.
 Creation of our 3d model
Figure III. 3: 3d model of our mast –trust system.
Generated 2d model of a section of mast-truss system

This is a sectional view of our tower mast structure obtained from the above mast model above
Figure III. 4: 2d section of our mast-truss system in robot

 Sectioning of our truss, calculations and manipulation of data.

After application of load on the 2d sectional model above, the following reactions were recorded from
the structural members considered as bars. The results obtained above are from Autodesk robot
software.
Table III. 6: Stress forces for each bars
BARS/NODE FORCES (KN) BARS/NODE FORCES (KN)

1-3 32.77 6-4 -98.30
1-6 32.77 7-5 -131.07
2-2 262.14 7-3 -131.07
2-3 262.14 8-1 00
4-2 262.14 8-5 00
4-4 262.14 9-5 24.58
5-5 0 9-2 24.58
5-6 0 10-6 -65.54
6-5 -98.30 10-4 -65.54
The table below is obtained from the simulation software. As earlier seen, some chord members were
on tension while others were on compression. A verification for design -suitability was carried out.
 Verification of design suitability

Calculations were made and parameters were recorded in the table below;
Members under tension;
Table III. 7: Calculations and design verification of structural Members
Calculations Verifications
Main chord member
𝜎𝑎𝑙𝑙 = 1.73 × 108 𝑁𝑚−2 Condition verified.
Bar 6 – tension
𝜎𝑡 = 5.3 × 106 𝑁𝑚−2 Good for designing.
𝜎𝑎𝑙𝑙 = 23.77 𝑁𝑚−2

Bar 8 – compression

Wind simulation of our mass – trust system
Upon application of the dynamic wind pressure on the windward side of our truss system, the results
obtained from the robot software is shown and interpreted below.
Figure III. 5: Wind simulation of our mast- trust system

Interpretation; the wind simulation in the windward sideshows that effect of the wind will be
maximum on areas most exposed to the wind. The maximum pressure obtained on elements is 0.38KPa.
This value shows that the tower mast structure can withstand the wind force at the windward side.
 JIB TRUSS SYSTEM
 Created square end jib truss section model with result table
The square cross section of the jib truss structure was obtained and used for structural analysis
on our software as shown below

Figure III. 6: Obtained results from robot
Interpretation; from the structural analysis, the maximum stress on this system will be 188.599MPa
 Created triangular end jib truss model with result table
Figure III. 7: Triangular jib truss system model in robot

Interpretation; structural calculations with our software show that the maximum stress experienced
on the system above is 4660.34MPa
GENERAL INTERPRETATION; large stress values are obtained above. This is due to the extremely
large load applied at 4 nodes of the lower chord members. Compared to the real case we’ll consider in
practice, the loads will be distributed along so many nodes, reducing this values of stress.
It is observed that the triangular jib truss structure has a larger stress value. Indicating that the square
end will be preferable the crane. But for stronger structural demands, a combination of the square and
triangular jib structure will be used for our crane since the combined effect can be advantageous.

III.8. RESULTS OF OUR 3D MODELLING

Our 3d model was created with SOLIDWORKS which is a member of DASSAULT SYSTEMS for
reason of its suitability for this purpose.
 The tower
Figure III. 8: Tower structure

 The boom
Figure III. 9: Boom of our crane
 Counterweight, upper tower, counter jib length, wire rope
Figure III. 10: Counter weight, upper tower, counter jib length and wire rope

Figure III. 11: Counter weight, upper tower, counter jib length and wire rope
 Final crane design
Figure III. 12: Final crane design.

2D PLAN OF OUR CRANE

The 2D plans / layout will be seen in the appendix section and which can use for fabrication of our
crane for our components.
III.9. RESULTS OF STRUCTURAL ANALYSIS OF CRANE

III.9.1. Mesh properties
Element size; fine
Physics type; mechanical
Method; tetrahedron
Figure III.12: Meshing of our static structure
The above image shows a verified and successful mech for our boom .

III.9.2. Displacement results

The results of the displacement of the boom was recorded below showing the maximum and
minimum values of displacement in our boom.
Figure III. 13: Displacement results from ansys
Figure III. 14: Displacement from ansys

INTERPRETATION;
As seen from the software, the maximum displacement is at 637.73mm for the given geometry. And
for the given structural member, it undergoes a considerable displacement. So for our structure the
specified angle steel with steel grade S355 is appropriate for our design.
Figure III. 15: Load – amplitude variation from ANSYS

The graph above shows the generated amplitude of constant load graph from our simulations.
This shows the behavior of the load over the structural members of the boom. The graph obtained
above is from the ANSYS software.

III.9.3. Equivalent von mises stress

the equivalent von mises stress of our boom was obtained as part of the results of our simulations.
Figure III. 16: Generated von mises stress simulation from software
Interpretation; The maximum von mises stress gives 11797MPa while the minimum von mises stress
shows 140.22MPa. our bars are suitable and can resist the applied stress as seen. So, it is suggested
that we use stronger structural members like the suggested angle steel in our specification.
III.9.4. Deformation
Figure III. 17: Deformation

Interpretation;
As seen above from the simulation, the maximum deformation is 0.58983mm while the minimum
deformation is 0.00655536mm. Our structure resists to every deformation brought about by the load.
So, it’s safe from deformation.
III.10. CALCULATION OF CURRENT SUPPLY PARAMETERS OF A CRANE

The power of the crane motor is 96.50Kw, so the standby power rating for accuracy will be taken as
100Kw
Table III. 8: Craned diesel power ratings
VALUES
DIESEL GENERATOR PARAMETER
100Kw
Stand by power rating
75Kw
Continuous power rating
90Kw
Prime power rating
60Kw
Load in 1 step
The obtained parameters above helps us choose an appropriate diesel generator to help power our crane
in incase of electricity failure.
III.11. 1000T DOCK REINFORCEMENT

The following calculations are carried out with respect to the defined physics and formulae stated in
the corresponding section of chapter 2.
 Case 1; stability calculations of the crane.
 Position of the center of gravity
2𝑎2 𝑒 +(𝑏 − 2𝑒)⋅𝑒 2

𝑣 = 2(2𝑎.𝑒 +(𝑏−2𝑒).𝑒 1)
1
2 × 7.6422 × 1.850 +(17.600 − 2(1.850)) × 1.9822

𝑉= 2(2 × 7.642 × 1.850+(17.600−2(1.850) × 1.982)

𝑉 = 2.42𝑚
Coordinate of center of gravity will be (8.8m, 2.42m)

𝑎𝑏 3 (𝑎 − 𝑒1 )⋅𝑏 ′3
 IGy = -
12 12
7.642 × (17.6)3 (7.642 − 1.982) × 13.903
⇒ IGy = -
12 12
⇒ IGy = 2205.15 𝑚4
𝑏𝑎3 𝑏 ′ (𝑎 – 𝑒1 )3
 IGz = - + (2𝑎. 𝑒 + 𝑏 ′ 𝑒1 ) (𝑎 – 𝑉)2
3 3
17.6 × (7.642)3 13.90 × (7.642 – 1.982)3
IGz = - + ((2 × 7.642 × 1.850) + (13.90 × 1.982)) ×
3 3
(7.642 – 2.42)2
IGz = 255.84𝑚4
⇒I = 𝐼𝐺𝑦 + 𝐼𝐺𝑧
A.N: I = 2205.15 + 255.84
I = 2460.99 𝑚4
 Metacentric radius
We take Co = 1, 5 m
𝐼
𝑟 = 𝑉𝑐
𝑜
𝑉𝑐𝑜 = S × Co ⇒ 𝑉𝑐𝑜 = 17.6× 7.6 × 1, 5

𝑉𝑐𝑜 = 200.64𝑚3
2460.99
r = 200.64 ⇒ r = 12.26 m
case 1 : the stability of the dock without the crane is assured. This also serves as a verification for
the dock stability before crane installation.
 CASE 2; CRANE INSTALLED ON THE DOCK.

The height of the crane is 8m. So the parameter a is redefined.
𝑎 = 16.442𝑚
 Position of the center of gravity
2𝑎2 𝑒 +(𝑏 − 2𝑒)⋅𝑒 2
𝑣 = 2(2𝑎.𝑒 +(𝑏−2𝑒).𝑒 1)
1

2 × 16.422 × 1.850 +(17.600 − 2(1.850)) × 1.9822

𝑉= 2(2 × 16.42× 1.850+(17.600−2(1.850) × 1.982)
𝑉 = 7.40𝑚
𝑎𝑏 3 (𝑎 − 𝑒1 )⋅𝑏 ′3
 IGy = -
12 12
16.442 × (17.6)3 (16.442 − 1.982) × 13.903
⇒ IGy = -
12 12
4
⇒ IGy = 4233.67 𝑚
𝑏𝑎3 𝑏 ′ (𝑎 – 𝑒1 )3
 IGz = - + (2𝑎. 𝑒 + 𝑏 ′ 𝑒1 ) (𝑎 – 𝑉)2
3 3
17.6 × (16.442)3 13.90 × (16.442 – 1.982)3

IGz = - + ((2 × 16.442 × 1.850) + (13.90 × 1.982)) ×
3 3
(16.442 – 2.42)2
IGz = 29446.06𝑚4
 ⇒I = 𝐼𝐺𝑦 + 𝐼𝐺𝑧
I = 29446.06+ 4233.67
I = 33679.73 𝑚4
 Metacentric radius
We take Co = 1, 5 m
𝑉𝑐𝑜 = S × Co ⇒ 𝑉𝑐𝑜 = 17.6× 15.642× 1, 5
𝑉𝑐𝑜 = 412.948𝑚3
33679.73
r = 412.948 ⇒ r = 81.5m
 Case 2; the center of gravity is still below the Meta center and this shows that the installation of 2
cranes on the dock is structural okay with respect to stability. The metacenter of our second case is
higher. To be within the confines of structural stability of our system.
 DOCK REINFORCEMENT PROPOSITIONS

According to CAROLINA WATERWORKS, INC and relative to our studies, the reinforcement of
our dock upon addition of a crane can be done using any of the following;

 Reinforcing the dock with weights

Attaching concrete or metallic weights evenly along the length of our dock and immersing them in
water using chains to reinforce for stability. This will require expertise in math to be able to determine
the proportion of the weight needed for this activity.
 Addition of gangways;
Gangways linking the dock to the shore using gangways can be considered since they provide extra
stability to the dock. (Reference)
The choice amongst the two methods will decided upon consideration of certain factors like;
financial constraints, dock dilemma and dock environment.
Figure III. 18: Gangway linking 2 offshore structures

III.12. INSTALLATION OF OUR CRANE

As already seen in the previous chapter, the procedures for the installation of our crane had been
established.
Figure III. 19: Site preparation and installation of tower mast.

After installation, some installation checks are carried out as suggested below.
Installation checks
After erection is carried out, meticulous crane checks followed by static and dynamics tests should be
carried.
Some Electrical checks include;
 Verification of circuit breakers;
 Turning of motors in the direct sense;
 Limit switches properly set;
 Verification of operability;
 Protection of main power cable.
Some Mechanical checks include;
 Verification of climbing mechanism;
 Verification of correct oil level;
 Verification of correct conditions for ropes and pendants.
Some structural checks include;
 Verification of damaged sections;
 Verification of unbolted sections.

12. SPECIFICATION FILE

LUFFING TOWER CRANE
CNIC - 100T/D – CRANE -LTC

LOCATION FORMER IUC
Crane duty cycle Annual operation
Wind speed around region 28m/s
Condition of usage New crane
General technical specification
Maximum crane load 25t
Crane weight 575t
Lift height 8.8m
Working radius 8.8m
Compared crane model LCL COMANSA 500
Crane specification
Structural specification Structural material ; s355 steel
TOWER Main structural member made up of a
truss system
Mast-truss details
Compared model of mast 1.8 x 1.8 x 3.0
Weight of mast L46A1
Number of mast 30T
Height of tower 8m
Boom Main structural member in contact with
load and mass up of a truss system
Boom length 8.8m
Boom –truss details ; mast details 1.8 x 1.8 x 3.0
Truss shape Rectangular plus triangular at the end
Counter jib Same mast details as that of the boom

Counter jib length 5m

Carrying the counter load
WIRING DETAILS
Wire material composition High carbon steel with asbestos
Tensile strength 𝟏𝟑𝟕𝟎𝑵/𝒎𝒎𝟐.
Wire diameter 29mm
Sheave pitch diameter 522mm
Drum pitch diameter 522mm
Number of wires 8
ELECTRIC MOTOR SPECIFICATIONS
Electric power 97Kw
Electric motor model Z4 Electric DC IP23 440V 97Kw
Quantity 01
SLEWING AND HOISTING SPECIFICATIONS
Number of sheaves 2
Swing speed 0.5rpm
Swing circle 8.8m
SWLH 275T
TROLLEY
Weight 250T
Trolley brake
Maximum torque of trolley brakes 0.51Nm
Maximum torque of gear redactor 1561.5Nm
Quantity 01
Counter weight
Weight of counter weight 40T
Material composition
ENGINE GENERATOR
Generator type Diesel engine generator
Generator power ≥100kw

III.13. FINANCIAL EVALUATION OF OUR PROJECT

Financial calculations using formulae from previous chapter will be established here
 Material cost
This is the portion of the realization cost attributed to the material.
1 kg steel = 1050 FCFA
Mass of crane = 575T
Total cost of material for crane; 575 000 × 1050 = 𝟔𝟎𝟑, 𝟕𝟓𝟎, 𝟎𝟎𝟎𝑭𝑪𝑭𝑨
 Workmanship cost
Table III. 9: Illustrating wages for the project
OPERATORS :DAILY DURATION TOTAL NUMBER TOTAL SALARY

WAGES SALARY OF OF
OF
PER (FCFA)/ WORKER WORKERS(FCF
WORKE OPERATION WORKE S A)
R R
S
MANEAUVER 5 000 730 3 650 000 25 91 250 000

S
QUALIFIED 18 000 730 13 140 25 328 500 000

WORKERS 000
TECHNICIAN 12 000 730 8 760 000 20 175 200 000

S
CRANE 15 000 730 10 950 20 219 000 000

OPERATOR 000
ENGINEER 32 000 290 9 280 000 20 185 600 000
WORK 25 000 730 18 250 30 547 500 000

SUPERVISOR 000
S
Total cost of workmanship 1 547 050 000
Total cost of workmanship = 1 547 050 000FCFA

 Transportation cost
The financial calculations below are related to the transportation of equipments needed for the
crane.
Table III. 10: Illustrating financial cost of transportation
Equipements Renting Number of Duration of Total renting price for

price Equipements execution(days) equipments
(FCFA)/
days
crane 500 000 02 80 80 000 000
trucks 100 000 04 60 24 000 000
Over Head 40 000 01 100 4 000 000

crane
forklift 65 000 03 160 31 200 000
Total logistic cost 139 200 000
 Financial estimation of our crane

2 cranes will be needed.
⇒ (𝟔𝟎𝟑, 𝟕𝟓𝟎, 𝟎𝟎𝟎𝑭𝑪𝑭𝑨)𝒙 𝟐 + 𝟏 𝟓𝟒𝟕 𝟎𝟓𝟎 𝟎𝟎𝟎𝐅𝐂𝐅𝐀 + 𝟏𝟑𝟗 𝟐𝟎𝟎 𝟎𝟎𝟎
⇒ 𝑬𝒔𝒕𝒊𝒎𝒂𝒕𝒆𝒅 𝒇𝒊𝒏𝒂𝒏𝒄𝒊𝒂𝒍 𝒄𝒐𝒔𝒕 𝒐𝒇 𝒐𝒖𝒓 𝒑𝒓𝒐𝒋𝒆𝒄𝒕 = 𝟐, 𝟖𝟗𝟑, 𝟕𝟓𝟎, 𝟎𝟎𝟎
The estimated analysis above shows how much is needed for the realization of that project. The
company can do a make or buy analysis for a proper financial decision making step.

III.14. FORECAST PLANNING FOR THE REALISATION OF THE PROJECT

The design, installation of our luffing jib tower cane is a complex project that seeks to optimize the
usage of the dock and improve the company’s output. Hitherto to this, a proper, rigorous and well-
structured forecast planning needs to be done. This planning will help various team coordinate
activities and ensure they meet deadlines.
The project takes 33 months and the table below shows the milestone for the project.
Table III. 11: Forecast planning table
TASK DURATION BEGIN END

/DAYS
Resourcing 74 MON 20/03/23 FRI 14/07/23
Identification Of Materials And 20 MON 20/03/23 WED 19/04/23

Equipments
Negotiation Of Buying Contract 24 WED 19/04/23 MON 29/05/23
Requests 30 MON 29/05/23 FRI 14/07/23
PREPARATION OF SITE 144 FRI 14/07/23 FRI 01/03/24
WORK
Site Evaluation 14 FRI 14/07/23 MON 07/08/23
Electric Installation 30 MON 07/08/23 FRI 22/09/23
Movement To Pre Fabrication 90 FRI 22/09/23 WED 14/02/24
Zone
Slabbing Of Workspace 10 WED 14/02/24 FRI 01/03/24
Construction Of Components 370 FRI 01/03/24 TUE 14/10/25
Construction Of The Crane 260 FRI 01/03/24 TUE 22/04/25

Components(Tower, Jib, Hoisting
Mechanism)
Installation Of Anchoring 110 TUE 22/04/25 TUE 14/10/25
Equipments
ASSEMBLY AND 234 WED 15/10/25 FRI 23/10/26

INSTALLATION
Assembly Of Different 150 WED 15/10/25 THUR 11/06/26
Components
Installation Of Dock 60 THUR 11/06/26 TUE 15/09/26
Reinforcement
Installation Of Other Necessary 24 WED 16/09/26 FRI 23/10/26
Support

FINISHING 134 FRI 23/10/26 WED 26/05/27

Paintings And Signalization 90 FRI 23/10/26 WED 17/03/27
Installation Of Necessary 44 WED 17/03/27 WED 26/05/27

Equipments (Stair Ways, Control
Panels )
Trials And Inspections 40 WED 26/05/27 THUR 29/07/27
Dock Stability Trials 21 WED 26/05/27 TUE 29/06/27
Security And Floating Verification 14 TUE 29/06/27 WED 21/07/27
Inspection And Quality Control 5 WED 21/07/27 THUR 29/07/27

Services
Commissioning 24 THUR 29/07/27 THUR 06/09/27
Training Of Workers For Crane 24 THUR 29/07/27 THUR 06/09/27
Usage And Implementation
The Gantt diagram briefly explaining the rundown of activities will be given in the appendix section

III.15. MAINTENANCE PLAN

For the proper usage of the crane and operability, a preventive maintenance plan needs to be
established for Crane operators and workers. This will aid in successful management and maximizing
the performance and efficiency of the crane. The maintenance plan for our crane for main
components is illustrated in the table below. According ANSI/ASME B30.3A – 2009
Table III. 12: Crane maintenance plan

CRANE DURATION NECESSARY OPERATIONS PRECAUTIONS
COMPONENTS TOOLS
GEARS weekly 90 weight gear oil  Checking Checking for
Moly 29 grease rotation gear proper
 Cleaning and functioning
greasing ,checking for oil
level
Hooks, hook Monthly 90 weight gear oil  lubrication of Check for
swivel , ropes rotation presence of a
bearing safety catch,
 applying rope twists, cracks or
oil with rag damage.
 applying small
grease between
polymer rope
pulley and
axles
Brakes , drums Yearly Grease oil  removal of Ensure no loss of
Wipe load break performance
Eyes for from winch
inspection  application of
grease

 wiping of
interior bore of
rope
Dc motor Monthly Wipe  Greasing of Ensure no loss of

Oil machine parts performance
Screw drivers  Blowing out of
debris and dust
BOOM Three Eyes  Visual Visual defects
months inspection tools inspection of must be made to
structural ensure structural
defects integrity
 Check slide
pads
 Check lower
and extension
cylinder pins for
proper
installation
Mast Monthly Inspection tools  Verification of Ensure no
loose bolts structural
,fatigue cracks deformations
or corroded
structural
 Scrapping of
rust spots
 All bearings
should be
packed with
grease

Wire rope Daily Meter rule,  Inspection of Proper reeving of

monthly inspection tools, kinking , wire rope on
eyes for visual crushing , core winch and sheave
inspection. rope diameter, drum.
general
corrosion
 Inspection of
Tower Monthly  Verification of Ensure no
loose bolts structural
,fatigue cracks deformation
or corroded
structural
Remote control monthly Remote  Cleaning with
system controlling function
identification
labels
Electrical panels Electrical  Rolling up of Ensure proper
supports cables connectivity of
Grease  Tightening of electrical
electrical components
connections

III.16. MAINTENANCE FILE; LEVEL LUFFING CRANE CNIC-1000T DOCK

For proper evaluation of our crane maintenance and inspection, the maintenance file below can be
adopted. The file is actually a condensate of our work maintenance plan above and specific standards.
Table Iii.13 Crane Maintenance File
MAINTENANCE FILE
NAME; ………………………………….
SURNAME……………………………………….
DATE; ……………………. /……………
HOUR:………………………………………………….
AFFECTED COMPONENT (S)
ELECTRICAL COMPONENT ………………………………………………………….
MECHANICAL COMPONENT ……………………………………………………………
STRUCTURAL COMPONENT …………………………………………………………..
REEVING SYSTEM …………………………………………………………………..
TYPE OF BREAKDOWN/FAILURE
ORIGIN OF BREAKDOWN
USAGE LACK OF MAINTENANCE
DEFECTIVENESS POOR MANIPULATION
UN CONFORMED USAGE OTHERS
DAMAGED CAUSED
CORPORAL DAMAGE
COMPONENT
OTHERS
INTERVENTION
START TIME OF INTERVENTION ………. END TIME FOR IMMOBILIZATION
TOTAL IMMOBILIZATION TIME …….. ……………………….
SPECIFIC DATA
NUMBER OF DEFECTED PARTS …………. GENERAL REMARKS
DESIGNATIONS OF DEFECTED PARTS……
This chapter entailed giving, discussing and interpreting the set of results obtained in the
previous chapter. Results of the crane study and functional analysis were established. Results of the
design were given to suit the needs of the technical specifications Results of analytical dimensioning
were obtained. For reasons of software conformity, most structural members used for simulation were

steel pipes and a security factor of 6 was used. We suggest for our fabrication that the angle steels
described in chapter 2 be used for structural integrity. The numerical dimensioning helped us design
our truss structure. The numerical results based on FEA proved that our structure is stable based on
structural verifications. Financial estimates were made, a forecast planning was adopted, and a
specification booklet and a maintenance file was also adopted according standards. Relative to the
obtained results, we can conclude that our luffing tower crane with the determined characteristics is
suitable for installation and use on the dock beaming a success for our project.

GENERAL CONCLUSION AND PERSPECTIVES

Chapter 1: consists of a global study of the history and types of docks, different types of offshore crane,
roles of a crane, different parts of a crane and their functions.
Chapter 2 :specified the different approach needed in obtaining a suitable crane design defined by the
technical demands via, a crane selection criteria followed by a comparative study of offshore cranes
and a swot analysis of our solution ,description of the different design and dimensioning methods via
a conceptual study , need analysis ,horned beast diagram , octopus diagram , hierarchization of
functions, pareto’s table and chart , FAST diagram and a risk analysis, structural calculations and
analysis of the structure , FEA analysis of the structure, dock reinforcement , installation of the crane
and a financial estimate of the project.
Lastly chapter 3, consisted of regrouping the numerical and analytical results. This also presented the
different 2D and 3D models of our crane, plot plans, structural studies and simulations. FEA analysis
on the crane was based on the boom, since this was the part most subjected to external forces.
 Results of our FEA analysis showed a maximum displacement of 637.73mm, a significant displacement
relative to the structural member and boom length.
 Results of the FEA analysis of stress and strain gave a value of 11797mm and 0.058983mm respectively.
implying a structurally feasible crane.
Financial studies were made that showed that for a maximum weight crane of 575t , the cost of the
project realization will amount up to 𝟐, 𝟖𝟗𝟑, 𝟕𝟓𝟎, 𝟎𝟎𝟎𝑭𝑪𝑭𝑨. A forecast planning on project was made
drawing stage to the on-site realization phase and dock reinforcement. A specification file, maintenance
file and maintenance sheet were also obtained. This crane will permit CNIC to carry out more of its
operations per day, limiting risks and hazards incurred by workers and increasing the company’s annual
productivity.
As perspectives we have;
 Utilization of designing elements like structural members, not prototypes at some points for
dimensioning
 Establishment of an electric plan to the dock
 Static analysis of the crane system as a whole for more accurate results.

BIBLIOGRAPHY
[1] t. o. f. d. docks, "bing," [Online]. Available:

https://www.bing.com:9943/search?q=type+of+floating+dry+dock&qs=n&form=QBRE&sp=-
1&ghc=1&lq=0&pq=type+of+floating+dry+dock&sc=8-
25&sk=&cvid=EC2622BCAF5E46038D32BA672680ABCC&ghsh=0&ghacc=0&ghpl=.
[Accessed 05 july 2023 at 12h36].
[2] E. R. Marcil, "wooden floating dock in the port of quebec from 1827 until the 1930S," vol. 81,
no. 4, p. 456, 22 march 2013.
[3] anish, "marine insight," 09 january 2021. [Online]. Available: marineinsight.com. [Accessed 05
july 2023 at 13h06].
[4] r.-. s. s. indonesia, "learn more about graving dock," 14 feb 2020.
[5] wikipedia, july 2013. [Online]. Available: en.m.wikipedia.org. [Accessed 05 june 2023 at
17h12].
[6] Ing.J.Verschoof, cranes, desdign, practice and maintenance, second edition ed., professional
engineering publishing , 2002, p. 349.
[7] "wikipedia," 2015. [Online]. Available: en.m.wikipedia.org. [Accessed 12 july 2023 at 7h56].
[8] t. t. m. -. d. o. labour, approved code of practice for cranes, third ed., 2009.
[9] E. R. Marcil, "wooden floating dock in the port of quebec from 1827 until the 1930S," p. 456,
march 2013.

APPENDICES
Appendix 1: Criteria table
Danger severity table Risk frequency
table
SEVERITY DESIGNATION FREQUENCY DESIGNATION
A weak 1 Weak
B average 2 average
C major 3 major
Risk rating table Risk priority table
GRAVITY MASTERY LEVEL

A B C
1 2 3
1 IS M E
Frequency
IS P3 P3 P3
2 M M E
M P1 P2 P3
3 M E E E P1 P1 P3
IDFS: insignificant
M: minor
E: major
P: severe
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT I

STUDY, DESIGN, INSTALLATION OF A SUITABLE CRANE ON THE 1000T DOCK, AND THE DOCK REINFORCEMENT FOR CNIC LOCATED AT
FORMER IUC-DOUALA
IDENTIFICATION OF DANGERS, EVALUATION OF RISKS AND CONTROL MEASURES

MASTERY of ELEMENTS
MASTERY LEVEL
PRIORITY
GRAVITY
FREQUENCY
RATING
response
to
NO. PHASES ACTIVITIES RISKS DANGER DESCRIPTION
uncontrolled
MATERIALS HUMANS Organizations response
Identify Incorrect
Request errors, over Successive
necessary and identification Specification file of
utilization and Qualified and verification by
needed of materials A 3 M equipment or 3 P3
underutilization of enabled personnel several
materials and and materials
resources personnels
equipments equipments
Competence and
Awarding of Evaluation of
Late supply of materials, expertise of
contracts to Well documented financial
poor quality of supplied C 2 E personells 3 P3
unreliable contracts stability of the
materials ,efficient
suppliers supplier
communication
Supplier’s
Training of
Negotiation of Unconformity Setup of control and
Impact on the image of the personels ,
contract with the norms internal quality follow up
enterprise: loss of C 1 E continuous follow 2 P1 performance
and standards control
partnerships and credibility ups and assemen
of the market measures
of trainees
1 Procurement
Contracting
Awareness of
fraud Increase in costs C 1 E legal 2 P1
personels
professionals
Communication
and setup of
encouragements internal
Abuse or fraud Increase in cost C 2 E between members; command of 2 P1
division of process
responsibilities validation
Ordering
and roles
Consultation of
Inconsistency a legal
Poor documentation of Documentations Trainings of
with contract B 2 M professional 3 P3
contractual clause and accords personells
conditions specialized in
the domain
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT II

FORMER IUC-DOUALA
Personal follow up
Production problems, Adequate
Contracts with for the delivery
Delivery logistic issues, change in A 3 M planning and 3 P3
delivery clause state of the
command provision
product
No respect for Planification

A 1 IS Expertise of personels 2 P3
work planning adéquate
Evaluation of Environmental
the zone constraints
Sensibilisation of Management
P3
Accidents C 1 E EPI personels on security of task 3
measures planning
Respect of security
Short circuits Adequate
Fire incidents C 1 E Extinguisher measureas :inspections 3 P3
tension. planning
and interviews
Electric
installation Management
Lightening and Certified
Electrocution Trained and competent of
poor state of B 2 M electric 3 P3
personells coordinator’s
materials materials
assistance
Sensibilisation of Task planinhg

Preparation Poor ergonomy
Accident C 2 E EPI personels on security and 3 P3
of site Development of work post
2 measures management
of the
prefabricated Availability of
site Fabrication engines and Good logistic
Poor logistics B 2 M Qualified personels 3 P3
delay lifting management
mechanisms
Maligned and
Training and
Slabbing the Slippery fall unequal Good logistic
B 1 M EPI sensibilisation of 3 P3
work space surfaces management
personels
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT III

FORMER IUC-DOUALA
Communication and
Inadequate Apriopriate slab Regular
wounds B 2 M identification of slabbing 3 P3
slab materials inspections
issues
Adequate
Work per hot Respect of security planning and
Fire outbreak C 1 E Extinguisher 3 P3
spot measures management
of personels
Management
Presence of
Sensibilization of and
Accident heavy C 1 E EPI 3 P3
personnel intervention of
equipment Supervision
Constructions professionals
by HSE
of the crane
Construction engineer
3 of Security Briefing on
Working at a
components fall C 1 E harness and Qualified personels security 2 P1
height
PPEs measures
No respect for
Environmental Adequate
planning of A 1 IS Expertise of personels 2 P3
constraints planning
activities
Falling and Workers
Installation of Security Briefing on
drowning of Work at a must reduce
safety C 1 E harness, PPE, Qualified personels security 3 P3
workers from a height the rate of
equipments safety jackets measures
height waste
Setup of a
PPE,personal security,
Fall of Respect for rules and
Work at a height C 1 E security heath, 3 P3
operators security measures
gurds management Setup of a
system security
Assembly of
Assemblage et material
different
Installation Setup of a against
components Training of
security, ocular
Corporal personels on the usage
Over voltage B 2 M PPE heath, 3 P3 problems
wounds of the electronic
management
equipments
system
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT IV

FORMER IUC-DOUALA
Respect
Electronic Training of personels on
Welding cuts welding B 1 M design 2 P2
catalogues the usage of machines
standards
Adequate
Working on hot planning and
Fire outbreak C 1 E extinguisher Respect of procedures a 3 P3
spots supervision of
project
Briefing on
PPE, safety Respect of rules, and a
drowning Work at height C 1 E security 3 P3
jacket training on swimming
measures
Organization of
Instability of
Fall of objects B 2 M Cables Team work necessary tools 3 P3
structures
and materials
Installation of
masts, booms, Surveillance
Collapse of Regular maintenance
counter weight Structural faults B 1 M system for the 2 P2
structure program
structure
Always
Workers must respect all
Meteorologic Environmental N forecast
A 1 environmental 1 P3
al conditions constraints S before
regulations
activities
Work at a height , Communication and
Security Adequate
falls structural C 1 E collaborations within 3 P3
harness planning
instability team members
Setup of a
PPEs and security,
Anchoring Continuous training of
Installation of wounds B 2 M sensibilizatio heath, 3 P3
difficulties workers
support n signals management
members system
Adequate
planning ,
Fire
Respect of security supervision
outbreaks, Short circuiting C 1 E Extinguishers 3 P3
procedures and
explosions
management
of project
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT V

FORMER IUC-DOUALA
Verification
Chemical
Intoxication Provision of necessary and inspection
composition of C 1 E Nose masks 3 P3
Applying by paints equipments to workers by seversl
paints
paints, people
finishes and
signalisations Workers must avoid
Deterioration Exposition to ultra
C 1 E Eye glasses touching the eyes with 2 P1
of the eyes voilet
paints or dirty gloves
Definition of
Competence of works on
Instablility of the roles and
the demands of
Finishing Fall from crane and normal responsibilitie
C 1 E PPE installation , 3 P3
height lightening of the s by every
professionals with
region member of the
respect to the domain
Installation of team
necessary
equipments Utilization of
quality
Sagging and poor Trained and competent Management
Electrocution B 2 M electric 3 P3
state of materials workers of workers
materials and
tools
Sudden
Overloading of
immersion of B 1 M 3 P3
crane and dock
dock
Result
sagging Structural defects B 3 E booklet from 3 P3
Expertise of workers , Successive
Carry out calculation of
workers must respect inspection by
floating tests parameters
standard codes several peole
Bending and using a
Testing and
excessive software
inspection Disequilibrium and 3
inclination of B 1 M P3
loss of stability
dock and
crane
Definition of
Verify stability roles and
Working at a PPE and
of our crane fall C 1 E Security sensibilization responsibilitie 3 P3
height safety jacket
and dock s by each
member
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VI

FORMER IUC-DOUALA
Result
booklet from
Competency of workers Successive
calculation of
instability loss of equilibrium B 3 E on the expertise of inspection by 3 P3
parameters
professional installations several people
using a
software
Definition of
roles and
PPE and
Free fall working at a height C 1 E Security sensibilization responsibilitie 3 P3
safety jacket
s by each
member
Carry out Utilization of
inspections rupture and poor quality Trained and competent Management
Electrocution B 2 M 3 P3
and quality state of material electric tools personnel of workers
controls and materials
Setup of
security
Poor manipulation Technical expertise of
wounds B 1 M PPE health, work , 3 P3
of heavy objects consultants
management ,
system
Inspection by
Accidents on Wrong
B 2 M PPE Expertise of trainers bseveral 3 P3
workers manipulation
people
TRAINING OF
PERSONELS Respect of security laws,
FOR Training at a Briefing on
Operability drowning C 1 E Safety jacket training of workers to 3 P3
ADEQUATE height security model
swim
USAGE OF
CRANE
Setting of a
Damages on Wrong mooring and
B 1 M Expertise of trainers 2 P2
crane manipulation anchorinh
region .
The main aim of this analysis was to provide possible solutions to the analyzed risk and better manage the project to reduce the apparition of any
probable risk.
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VII

Appendix 2: Cable/ wire parameters
Appendix 3: Offshore dock
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VIII

Appendix 4: 2D plan of a crane
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT IX

Appendix 5: 2d plan of a crane
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT X

Appendix 6: 2d plan of crane
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XI

Appendix 7: 2D plan of the 1000T dock
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XII

Appendix 8: Cross section of our structural member and geometrical properties
0.066
0.0165
0.0236
0.3087
0.2427
0.0141
0.1535 0.1535
0.307
Appendix 9: Cross section of a truss structure
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XIII

Appendix 10: Structural parameters of angle steel
Appendix 11: 3D MODEL OF OUR DOCK
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XIV

Appendix 12: Forecast planning using GANTT diagram
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XV

Appendix 13: Forecast planning using GANTT diagram
PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XVI

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République du Cameroun Republic of Cameroon

Paix – Travail – Patrie Peace – Work – Fatherland

A DISSERTATION PRESENTED IN PARTIAL FULFILLMENT OF THE

OPTION: OFFSHORE/ONSHORE CONCEPTION ENGINEERING

STUDY, DESIGN, INSTALLATION OF A SUITABLE CRANE ON

NKIASEH NGOMBE GOD’SGIFT

PROFESSIONAL SUPERVISOR ACADEMIC SUPERVISOR

M. MOUBEN Innocent Dr. KARGA TAPSIA Lionel

COMMITMENT TO NON - PLAGIARISM

Consequently, I declare that this work is a fruit of my personal reflection to be

Kaele on the, …………………………………

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT I

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT II

3D: Three Dimensional

ANSI: American National Standards Institute

API: American Petroleum Institute

ASME: American Society of Mechanical Engineers

CNIC: Cameroon Shipyard and Industrial Engineering Ltd

DF: Design Factor

DIN: The German Institute for Standardization

DNVGL: Det Narske Veritas Germanischer Lloyd

EN: European Norm

FEA: Finite Element Analysis

GMPG: Gas Mechanical and Petroleum Engineering Department

ISO: International Organization for Standardization

SCH: Pipe Schedule

SWL: Safe Working Load

SWOT: Strength, Weakness, Opportunities and Threats

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT III

𝝂 ; Poisson’s Ratio, Dimensionless

CoG; Center of Gravity,

g; Acceleration Due to Gravity, 𝒎/𝒔𝟐

𝑮𝑴𝒕 : Longitudinal Metacentric Height, m

I: Moment of Inertia, 𝒎𝒎𝟒

M; Bending Moment Factor, Nm

𝑬𝑹𝑺 ; Reeving Efficiency, Dimensionless

N; Motor Efficiency, Dimensionless

𝒌𝒓 : Terrain Factor, Dimensionless

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT IV

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT V

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VI

Figure III. 7: Triangular jib truss system model in robot ............................................................... 69

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VII

Appendix 1: Criteria table ................................................................................................................ I

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT VIII

KEY WORDS; Crane, Dock, Technical specifications, SWOT analysis, Dimensioning.

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT IX

MOTS-CLÉS; Grue, Quai, Spécifications techniques, Analyse SWOT, Dimensionnement.

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT X

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XI

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XII

III.10. CALCULATION OF CURRENT SUPPLY PARAMETERS OF A CRANE ............... 77

PRESENTED BY NKIASEH NGOMBE GOD’SGIFT XIII

TITLE I: GENERAL DISPOSITIONS

(2) NASMPI is a big school with scientific, technological and professional

Article 2: NASMPI has the following missions:

Article 3: In the framework of its mission, NASMPI:

 Upholds close relationship with the socio-professional milieu;

TITLE II: THE ADMINISTRATIVE ORGANISATION