FINAL REPORT

SEMESTER 2

SESSION
2021/2022

SUBMISSION DATE 26 JUNE

2022

CENTER : FACULTY OF ENGINEERING

COURSE CODE : KG22803

COURSE NAME : ENGINEERING DESIGN

LECTURE NAME : DR EMMA SUALI & DR

NORFAZLIANA ABDULLAH
STUDENT NAME TASK MATRICS NUMBER

NATHANEL MAGA EDWARD 1. OBJECTIVE BK20110015

2. DESIGN EVALUATION
CRITERIA TABLE &
REQUIREMENT LIST
3. AUTOCAD PLAN VIEW,
FRONT VIEW AND SIDE
VIEW WITH DIMENSION
ANTHONY DEGULLACION 1. PROBLEMS BK21110014
2. WORKING PRINCIPLE OF
SEAFASTENING
3. AUTOCAD 3D DRAWING
SEAFASTENING
RIETHANELIA USUN 1. CUSTOMER NEEDS BK21110017
RICHARD 2. WORKING PRINCIPLE OF
GUARDRAIL
3. AUTOCAD 3D DRAWING
GUARDRAIL
DAYANG NUR RIZA BINTI 1. TRANSLATION OF BK21110010
AING FUNCTIONAL REQUIREMENT
2. AUTOCAD 2D DRAWING
WITH LABELLING
GUARDRAIL
3. SYSTEM FUNCTION
SHARVINI A/P 1. COST ESTIMATION BK20110114
SURENTHIRAN 2. AUTOCAD 2D DRAWING
WITH LABELLING
SEAFASTENING
3. CONCLUSION
 TABLE OF CONTENTS

1.0 INTRODUCTION

1.1 OBJECTIVES

1.2 PROBLEMS

2.0 CUSTOMER NEED

3.0 CONCEPTUAL DESIGN

3.1 DESIGN EVALUATION CRITERIA TABLE

3.2 REQUIREMENT LIST

3.3 TRANSLATION OF FUNCTIONAL REQUIREMENT

3.4 WORKING PRINCIPLE

3.5 COST ESTIMATION

4.0 DRAWING

4.1 AUTOCAD 3D DRAWING

4.2 AUTOCAD PLAN VIEW, FRONT VIEW AND SIDE VIEW WITH DIMENSION

4.3 AUTOCAD 2D DRAWING WITH LABELLING

5.0 SYSTEM FUNCTION

6.0 PROPER EVALUATION CRITERIA

7.0 CONCLUSION
1.0 INTRODUCTION

1.1 OBJECTIVES

Ts. Khairan Syuhada presented us with the problem that we needed to solve for our group project.
The objective of this project is to solve problems that arise from the irregular swaying motion of the
transport barge in order to reduce the number of unwanted accidents that happen during the
transportation of building materials. This group project is under Engineering Design (KG22803),
which is compulsory for Bachelor’s Degree of Oil and Gas Engineering (HK88) students to take part
in. We are required to form a group of 6 and we are required to design or improve on the
aforementioned barge. In order to successfully design or improve the barge, we need to thoroughly
understand the presented problem so that we don’t miss the big picture that is presented to us
before we continue to innovate or improve ideas into a form of prototype. Furthermore, this project
helps us to actually perceive how hazardous and dangerous a seaman’s occupation is.

1.1 PROBLEM

During the meeting with Ts. Khairan Syuhada, she has stated problems that need to be solved so
that there would be no problem during the installation process. After the meeting ended, our group
went on to have a discussion on how to solve the problems stated by the client. So, as for the main
problem which is the swaying of the barge ship when loads are being transported to the platform
plus in a bad weather condition, in which we need to come up with an idea of designing a sea
fastening system. Although, in a video of the installation process shown by the client, we have seen a
sea fastening system being applied but it is not that efficient in our opinion whereby the loads were
not secured properly. Therefore, we discussed how to improve the sea fastening system and design
a new one. The other problem that needs to be solved is the safety measures that were not being
taken seriously during the transportation of the loads. In the video, we have seen a few personnel
standing close in the area where the loads are placed and there were no guardrails being
implemented on the barge ship. Thus, we took safety measures into consideration and discussed
designing the guardrails.
2.0 CUSTOMER NEED

We must create a project within a budget of RM1 million based on the customer's requirements. The
customer's targeted objective was to reduce the barge's dynamic movement during the lifting
operation in progress and to comply with the safety procedure that must be followed while operating
on the barge. The following are the requirements that clients require:

1. The project's design must not be damaging to marine animals because there are marine’s
animals swimming along the coast.

2. The system must be simple and intuitive to use.

3. The materials utilised must be able to withstand the salty sea water and be easy to maintain.

4. The design must be user-friendly because it will be installed on the barge.

3.0 CONCEPTUAL DESIGN

3.1 DESIGN EVALUATION CRITERIA TABLE

The requirements list is a crucial part because it clearly explains the goals and the
circumstances under which they have to be met. The resulting requirements must be identified either
as demands or wishes. Before setting up the requirement list, we constructed a checklist table that
was significant for us to determine each of the criteria that needed to be placed on the requirement
list. It may prove useful to set up the requirements list based on subsystems (functions or
assemblies) where these can be identified, or else based on checklist headings (see Table 1).

Table 1: Checklist with main headings for design evaluation during the conceptual phase

3.2 REQUIREMENT LIST

When preparing a detailed requirement list (see Table 2), it is extremely useful to record the source
of demands and wishes. Our requirement list must consist of the demand and wishes requirements
that are required in the group project. Demands (D) are requirements that must be met under all
circumstances. In other words, if any of these requirements are not fulfilled, the solution is
unacceptable. On the other hand, wishes (W) are requirements that should be taken into
consideration whenever possible. The distinction between demands and wishes is also important at
the evaluation stage because it is the first step in conceptual design.
Group G Requirement List Issued on
For Group Project 20/06/2022

Page 1

Changes D Requirements Responsibility

20/06/2022 1) Geometry

Guardrail:

D Height: 1000–1140 mm

W Length: 1300-1450 mm

W Width: 100mm

D Midrail diameter: 60 mm

Sea fastener:

W Length: 1088.9615 mm

W Width: 707.3011 mm

W Breadth: 508 mm

2) Kinematics

Guardrail:

D Sideway motions

Sea fastener:

W High tensility of graphene rope

D Swaying of load

20/06/2022 3) Forces

Guardrail:

D Inward/outward force 90kg

W Sturdy material

D The ability to withstand surmountable

force from all parts of the railing.
 Sea fastener:

Maximum force for elongation 1 TPa

D
Stress on stanchion 680 MPa

20/06/2022 4) Material

W Recyclable materials

D Heavy and sturdy

W Rust-resistant (hi-carbon steel)

D High elasticity rope (graphene rope)

Sea water-resistant
W

20/06/2022 5) Safety and Ergonomics

D No sharp edge

D Smooth surface

W User-friendly operating methods

20/06/2022 6) Production

D Utilise simple components

D Small scale production

W Made to order

D Meet minimum specifications

20/06/2022 7) Assembly

D Follow safety regulation of barge

D Install along worker’s pathways

W Use for a long period of time

20/06/2022 8) Operation

D Proper welding on the joints

 D To prevent workers from falling

D Easy to use

20/06/2022 9) Maintenance

D Derusting

D Repairs only require blasting and

painting

D Rewelding severed joints

W Easy-to-access parts

20/06/2022 10) Recycling

W Recyclable steel

20/06/2022 11) Cost

D Total amount used for handrails and

sea fasteners RM1,000,000
Table 2: Requirement list for both Guardrails and Seafastening Project

3.3 TRANSLATION OF FUNCTIONAL REQUIREMENT

Tabe 3 represents the main components that are being used in the project and the reason why the
components are chosen.

(Guardrails)

Components Function of Component Reason to choose it

Steel Guardrails To prevent or deter access to These rails can and do hold
dangerous or off-limits areas their own in the face of a
while allowing light and forklift impact or other stress.
visibility in a greater way than
a fence.
Table 3.3.1 Main Component of Guardrails
(Sea-Fastening)

Components Function of Component Reason to choose it

Stanchion To support some structural In order to stop the cargo from

item or to take the loads on the sliding in the transverse and
cargo during sea-fastening. longitudinal directions, the
stanchion/stopper is essentially
placed at the sides and ends of
the cargo.

Graphene Rope To enhance the structural Extremely thin atomic thickness

stability and mechanical and sp2 hybridization (of 0.345
strength of the noble nm). Due to these
metal/graphene rope characteristics, graphene is
able to shatter numerous
records in the areas of
strength, electricity, and heat
conduction.

Binders’ Chain To use a ratcheting mechanism Due to its design, there is less
(Rachet Binders) to create tension in the chain potential for the bar to recoil or
and secure the load. snap back because less energy
is stored in the handle.

Table 3.3.2 Main Component of Seafastening

3.4 WORKING PRINCIPLE

3.4.1 GUARDRAIL
Preventing workplace risk management is the first system's operating premise. The top rails,
midrails, and vertical posts make up the three basic components of a guardrail. Guardrails
are a permanent structure that protects employees working at heights from falling. Metal is
a possibility. The sector is made up of a series of flexible lines that are supported by hard
structures, such as candlesticks. It's frequently seen on sailboats in the area surrounding the
bridge.

Guardrail must be 42 inches above the walking-working surface, plus or minus 3

inches, and sustain a force of 200 pounds in either downward or outward direction,
according to OSHA. The railing is indeed not OSHA compliant if the height drops below 39
inches owing to the force. Steel upright posts with heavy gauge ribbed steel rails
mechanically linked to the uprights by bolts or other fasteners are the most popular
industrial or facility safety guardrail systems.

Because horizontal loads cause posts to bend more often than other types of loads,
they are the most dangerous. A rail has its greatest bending moment either when a
concentrated load is given at mid-span or when a uniform load is imposed due to a lengthy
span between supports. In order to resist vertical loading on rails, posts function as
columns, and in order to resist horizontal stress on either the rails or the posts, posts act as
vertical cantilever beams. The size of the post will be determined by the bending moment
brought on by the cantilever beam movement under horizontal loading. To find the critical
bending moment in the posts, use either :

1. the application of a uniform load to the rail, or

2. the placement of a heavy object close to the top of the post or the rails it supports.
Whichever loading produces the greatest bending moment on each rail component
determines the necessary flexural strength in horizontal rail. It depends on how far apart
the posts are.While the bending moment returned by uniform loading is a function of the
post spacing, the bending moment returned by concentrated loading is a function of the
load proportion factor, which is a function of the relative stiffness of the posts and
horizontal rails.
Typically, the uniform loading regulates the governing or critical bending moment when a railing
system is built for a maximum of 4 feet target post spacing. Both posts and rails must utilise the
same size (OD) pipe, albeit not necessarily the same "schedule". By strengthening the post or placing
the posts closer together, additional loading must be supported.

On Horizontal Rail:

On Intermediate Post:
On End Post:
3.4.2 SEA FASTENER
Sea fastening is the process of securing cargo while it is being transported by sea. When
transporting cargo by sea, any movement that could damage the cargo or the ship must be
avoided. Any significant cargo movement may cause a stability problem, putting the vessel,
cargo, and everyone onboard in jeopardy. The design of our sea fastening system using
stanchions and graphene ropes is required to have the function as stated.

The working principle of our sea fastening system is first, the loads are being
transferred to the barge ship and placed on the designed area where the sea fasteners are
placed. The stanchions are placed on left and right facing each other, within a specified
distance between them and the loads placed in between the stanchions. The specified
distance between the stanchions depends on the size of the loads, whereas bigger loads will
require longer distance while the smaller loads will require shorter distance. Furthermore,
the uses of stanchions are extended when securing longer pipelines as shown in Figure
3.4.2.1 After neatly stacking the loads on top of each other in between the stanchions,
graphene ropes will be used to secure the loads in a formation of X. Padeyes are welded to
the tops of the stanchions, and graphene rope with shackles is wrapped around the pipes.

Figure 3.4.2.1: Placement of stanchions and different sizes of pipelines secured by

graphene rope in a formation of X.
 According to Guidelines for Marine Transportations, for specific cargo weights, cargo
overhangs, and cribbing and seafastening configurations, the effects of friction may be used, as
shown in Table 3.4.2.1, to resist a portion of the estimated loadings on the cribbing and
seafastenings. This displays the highest coefficient of friction that may be considered, as well as the
minimum needed seafastening force, represented as a percentage of cargo weight, below which the
actual seafastening design capability may not be permitted to fall.

Table 3.4.2.1: Maximum allowable coefficients of friction & minimum seafastening forces

Notes:

1. For 20,000 ≤ W < 40,000 tonnes, the minimum required seafastening force, transversely, shall be

not less than 15 - W/4,000 (%W)

2. For 10,000 ≤ W < 20,000 tonnes, the minimum required seafastening force, longitudinally, shall be

not less than 7.5 - W/4,000 (%W)

3. For 20,000 ≤ W < 40,000 tonnes, the minimum required seafastening force, longitudinally, shall be

not less than 3.5 - W/20,000 (%W)

4. For transport of pipes and similar tubular goods, the above table does not apply.

5. The friction coefficient may be interpolated as a function of Maximum Cargo Overhang using the
actual maximum value.

SECURING OF PIPE AND OTHER TUBULAR GOODS

The amount and kind of fastening necessary will vary depending on the type of vessel, the
nature of the cargo, the duration of the towage or journey, and the predicted weather conditions.
Friction can be anticipated to withstand longitudinal seafastening loads for these sorts of goods. As
examples, consider the following friction coefficients:

Table 3.4.2.2: Typical Friction Coefficients

3.5 COST ESTIMATION

Cost estimation is an essential procedure prior to any development of a project. The cost should be
estimated first to ensure a proper budget plan. According to our client, Ts. Khairan Syuhada, we
have been allocated with a budget of 1,000,000 MYR. The cost has been estimated based on work
breakdown structure (WBS) to estimate the cost of the designs within the allocated budget. Two
designs have been proposed which are guardrail and sea-fastening , hence the survey on the
materials price is done to estimate the total cost and to maximize the total profit to be gained.

Design: Guardrail

Material Quantity Cost per Total

unit

Carbon fiber reinforced polymer 100000kg RM45 / kg RM 450 000

Bolts 50 kg RM 20 / kg RM 1000
Powder coating 300 kg RM 450 / kg RM 135 000

Total cost : RM 586 000

Design: Sea-fastening

Material Quantity Cost per Total

unit

Graphene rope 5000 kg RM10/kg RM 50000

Stanchion 15 RM 660 / 1 RM 9900

Unit
Shackle 15 RM 105 / 1 RM 1575
Unit

Ratchets 15 RM 400 / RM 6000

Unit

Turnbuckle 4 RM 250 / 1 RM 1000

Unit

Total cost: RM 68 475

TOTAL ESTIMATED COST: RM 586 000 + RM 68 475 = RM 654 475

BALANCE: RM 1 000 000 - RM 654 475 = RM 345 525

From the table, we get to estimate the rough amount of the materials to be used in designing the
proposed solution, which are sea-fastening and guardrail. This cost estimation is done from surveys
on many hardwares stores and companies that manufacture the components. The average of the
price is taken as the estimated cost as to ensure the total estimated cost is within the range of 600
000 MYR to 700 000 MYR.

4.0 DRAWING
4.1 AUTOCAD 3D DRAWING

Figure 4.1.1 & 4.1.2 : The 3D design of guardrail.

Above figure 4.1.1 and 4.1.2 show the 3D design of guardrail. The guardrail functions to prevent
workers from falling off from the barge. The issue is to indicate emergency accessways and
mustering stations on deck based on customer input and include them in vessel Enterprise Resource
Planning (ERP). To achieve the goal, the efficient use of guardrail design while preserving overall
worker safety by using a loading scenario appropriate for the project environment to enable optimal
handrail designs is critical to conceptually examine.

Figure 4.1.3: The 3D design of sea fastener.

4.2 AUTOCAD TOP VIEW, FRONT VIEW AND SIDE VIEW WITH DIMENSION
Figure 4.2.1: 2D drawings of top view, front view and side view with dimension of guardrail.
Figure 4.2.2: 2D drawings of top view, front view and side view with dimension of sea-fastener.
4.3 AUTOCAD 2D DRAWING WITH LABELLING

Figure 4.3.1: 2D drawing (Guardrails) with labels.

Figure 4.3.2: 2D drawing (Stanchion) with labels

5.0 SYSTEM FUNCTION

Figure 5.0: Example of Stanchion on Deck

(source: TheNavalArch, 2020)

First, safety guardrails are more important for emergency accessways when it is vital to avoid
falls into openings or over exposed edges. Therefore, in order to protect employees, it should be
used in situations where a worker may have access to an unprotected edge of any of the following
work surfaces and is at risk of falling from a height or between levels.
Basically, based on figure 5.0, it shows that a stanchion must be set up to support the loads
placed on the cargo during seafastening in order for loads to be secured on the ship. These
stanchions are also known as stoppers interchangeably. The stopper, however, is a more
encompassing phrase that also refers to different geometries. Basically, the purpose of the
stanchion/stopper is to keep the cargo from sliding in the transverse and longitudinal directions. It is
placed at the sides and ends of the cargo. The loads are then moved to the barge ship and deposited
at the designated location where the sea fasteners are positioned, according to the operating
concept of our sea fastening system. Stanchions are positioned on both the left and right, facing
each other, with loads positioned between them at a certain distance from the stanchions. After the
loads have been carefully stacked on top of one another between the stanchions, graphene ropes will
be used to tie the loads in an X configuration and lastly the pad eyes are welded to the stanchions'
tops, and the pipes are wrapped in graphene rope with shackles.
6.0 PROPER EVALUATION CRITERIA

Group G Evaluation chart for group project Page 1

Checklist No Evaluation criteria W Score: Pmax/(P)max=4

heading
P: Present (P): Possible
after
improvement

Function 1 To secure loads under the 1 4 4

swaying motion of the barge

Geometry 2 The dimensions of the 1 4 0

prototype include the specific
height, length, and width.

Kinematics 3 Sideway motion 1 4 0

4 High tensile rope 1 4 0

Forces 5 Inward or outward forces 90kg 1 3 4

6 Maximum elongation force 1TPa 1 3 4

7 Stanchions stress 680 MPa 1 2 3

Material 8 High elasticity rope (graphene) 1 4 0

Safety and 9 Smooth surface - no sharp edge 1 4 0

Ergonomics

10 User-friendly 1 4 0

Production 11 Simple components used 1 4 0

Assembly 12 Use for long period of time 1 3 4

Operation 13 Easy to use 1 2 3

Maintenance 14 Standard and simple 1 4 0

Total score 49 22

Percentage(%) 0.87% 0.12%

Decision The present is still in good condition but still requires 0.12% improvement.

Date: 26/06/2021

7.0 CONCLUSION
In a nutshell, the objective of this project has been achieved successfully which is to design solutions
for the presented problem by our client, Ts. Khairan Syuhada which is the overswaying of the barge
during the load transferring process. Prior to designing the solution, few aspects have been
considered based on the problem which are the customer needs and conceptual design to give a
clear understanding for us to design the most safest and effective solutions for the problem stated
which are the sea-fastening and the guardrail. Sea-fastening and guardrail provide extra safety to the
load, to the barge as well as the workers in the deck. Furthermore, we achieved another objective
which is to use the AUTOCAD software to design the solutions in both 2D and 3D designs. Last but
not least, all the design proposed areas are below the allocated budget which is RM 1 000 000.
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C. (2018, December 24). Guard Rail / Handrail: Structural Design. Civil Engineering Downloads.
https://www.civilax.org/guard-rail-handrail-structural-design/

Fall Protection - Guardrails : OSH Answers. (2022, June 25). Fall Protection - Guardrails : OSH
Answers; www.ccohs.ca.
https://www.ccohs.ca/oshanswers/hsprograms/fall%20protection_guardrails.html

Gorrela, V. kumar. (2022, March 21). Sea-Fastening Analysis and Design of a Horizontally
Transported Large Jacket | SPE EOR Conference at Oil and Gas West Asia | OnePetro. Sea-
Fastening Analysis and Design of a Horizontally Transported Large Jacket | SPE EOR
Conference at Oil and Gas West Asia | OnePetro; onepetro.org.
https://onepetro.org/SPEOGWA/proceedings-abstract/20OPES/3-
20OPES/D031S024R001/483394

Guard Rails. (2021). Science Direct. https://www.sciencedirect.com/topics/engineering/guard-rails

0030/ND Guidelines for marine transportations - DNV. (n.d.). Retrieved June 26, 2022, from
https://rules.dnv.com/docs/pdf/gl/nobledenton/0030-nd%20rev%206.1%2028-jun-
16%20guidelines%20for%20marine%20transportations.pdf

Stone, S. (2015, October 7). Guard Rail: Steel vs. Flexible Poly| Warehousing Insights | Material
Handling Systems. Warehousing Insights | Material Handling Systems; www.cisco-eagle.com.
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TheNavalArch, T. (2020, November 24). Designing a stanchion/stopper for sea-fastening of deck

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APPENDICES

Figure (a) : Screenshot of the side area.