B. Visocnik, S.

Kravanja: Slewing Port Jib Cranes

BORIS VISOCNIK, B. Eng.

Fakulteta za gradbenistvo
Smetanova 17, 2000 Maribor, Republika Slovenija
e-mail: visocnik@zav-mb.si
STOJAN K.RAVANJA, D. Sc.
Fakulteta za gradbenistvo
Smetanova 17,2000 Maribor, Republika Slovenija
e-mail: stojan.kravanja@uni-mb.si

Technology and Management of Traffic

Review
U. D. C.: 627.352.4
Accepted: Apr. 5, 2001
Approved: Jun. 5, 2002

SLEWING PORT JIB CRANES

ABSTRACT
The paper presents slewing port cra11es with a luffing jib.
The advantages ofslewing port jib cranes are high lifting capacities, high speeds of re-loading and excellent mobility since they
are capable of load lifting, travelling, luffing and slewing. The
paper gives a detailed description of their characteristics such
as the highest reached load-canying capacities, speeds of motion and accelerations. It also presents the crane assembly,
driving mechanisms, loads and load cases, transport by ships
and testing of lifting capacity. As a practical example the paper
presents the slewing port jib crane with the capacity of25!15!5 t
at a 27/37/40 m radius made by the Slovenian company
Metalna Maribor for the shipyard 3. Maj, Rijeka, Croatia.

KEYWORDS
cranes, port, port cranes, slewing port jib cranes

1. INTRODUCTION
In modern ports up-to-date technologies of
re-loading are used for the loading and unloading
cargo from ships onto land transport vehicles or storehouses. These technologies are oriented towards continuous and discretized systems of re-loading. The
continuous systems of re-loading are used for the
re-loading of bulk cargo. They use rotational grabbing
of materials or the transport of material by conveying
belts. The discretized systems of re-loading are intended for re-loading large piece materials, containers
or bulk cargo. The re-loading operations are carried
out by cranes. Grabs and other special gripping devices such as hooks, spreaders or ropes with a hook
and/or lifting eye are used for grabbing material. Modern technologies and large quantities of materials to
be re-loaded in the fastest possible manner require the
manufacturing of cranes with high lifting capacities
and speeds. Cranes are special types of steel structures
and therefore, in addition to the structural analysis for
the state of standstill, the dynamic and kinematic analyses for the state of operation must also be carried out.
The group of discretized systems of re-loading also inPromet- Traffic- Traffico, Vol. 14, 2002, No.5, 251-257

eludes slewing port jib cranes. With respect to the

main supporting structure slewing port jib cranes are
designed as tower, portal, semi-portal or gantry
cranes. The paper presents in detail the slewing port
cranes with a luffing jib.

2. THE CHARACTERISTICS OF
SLEWING PORT JIB CRANES
The advantages of slewing port jib cranes are particularly in their pleasant appearance, high lifting capacity, fast speed of re-loading and excellent mobility
providing load lifting, travelling, luffing and slewing.
The load carrying capacity of these cranes is up to
1000 kN (100 t of mass) with the horizontal jib lever
radius ranging from 5.5 m to 60 m and the height of the
lift reaching 60 m. The crane speeds for different work
operations are different:
- jib luffing speed: up to 150m/min,
- load lifting speed: up to 120m/min,
- crane travel speed: up to 100m/min,
- slewing speecl: up to 4 revolutions/min.
The accelerations and decelerations depend on the
anticipated time necessary for the accelerating or the
braking of the crane. The time the crane needs to accelerate or brake is usually 2.5 sec to 10 sec, therefore,
accelerations vary between 0.16 m/s 2 to 1.0 m/s 2.

3. ASSEMBLY AND DRIVING

MECHANISMS
The slewing port jib cranes (see Figure 1) consist of
the luffing jibs, the tower, the slewing part with a machinery house, a slowly moving slewing ring bearing, a
column, a travelling portal, the driving mechanisms
and the ballast.
The upper part of the crane consists of a luffing jib,
a tower and a slewing superstructure. Cranes of this
type are designed with a single or double luffing jib.
The single luffing jib is luffed by means of a rope reev251

B. Visocnik, S. Kravanja: Slewing Port Jib Cranes

~,/

--_.,\
\

~~~
I l
~.~50kN
250 kN

i
I

Figure 1 - Assembly of the slewing port jib crane

ing around one rotation point only. The luffing

changes the radius, the jib tip elevation and the crane
lifting height. The double luffing jib is designed as a
four-hinge mechanism. The double jib's changing of
radius does not change the crane's lifting height. Most
modern slewing port jib cranes are designed with the
double luffing jib. The desired position of the jib lever
top and its greatest possible radius are obtained by
changing the jib inclination and by rotating the
threaded nut round the spindle. When carrying the
load the jib and crane structure are elastically deformed, therefore, the jib kinematics must be designed in such a manner that during horizontal movement of the load away the jib lever top describes a

~ 150 ~
1

:i ~g
~-50

~ 100

~~L
~

'

~ -150
>

8,5

11 ,5

16,5

23,5

29,5

34

37

horizontal moving in m

Figure 2 - The smooth sine deformation curve

of the jib lever top in case of
horizontal movement of the load away

252

40

smooth sine curve with the smallest possible deviation

from the horizontal [1 ], see Figure 2.
The crane superstructure accommodates the machinery house with driving mechanisms serving for
load lifting, crane slewing and jib luffing. The crane
superstructure is arranged on slowly moving ball or
roller bearings of high capacities. The bearings must
withstand considerable forces in the axial and radial
direction and bending moments. They are located on
top of the columns, their diameters ranging from 2000
to 5000 mm. The middle part of the crane is the crane
column usually consisting of a solid wall beam of box
cross-section or a pipe with a diameter as large as 2000
to 5000 mm.
The bottom part of the crane consists of the travelling portal shown in Figure 3. The portal comprises a
sill beam on which the column stands, two legs and a
movable travelling structure. Each bottom leg is designed with at least two movable travelling structures.
Further, each movable travelling structure consists of
two or more bogies, a travelling wheel and a driving
mechanism. The latter drives the travelling wheel and
ensures the crane travel on rails. By means of systems
of hinge-connected primary and secondary beams
(balancing teams) the bogies suitably adapt themselves to the crane runway rails to ensure smooth and
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B. Visocnik, S. Kravanja: Slewing Port Jib Cranes

used to regulate the rotating speed and the starting

torque of the induction motors. The D .C. electric motors are more expensive than induction motors, which
is why they are rather seldom installed on cranes. All
driving motors have solenoid brakes. The crane can be
operated from the driver's cabin or from a remote
wireless control station. The cabin is usually located
on the crane's slewing part beside the jib or on the
travelling portal.
Figure 3 Travelling portal

safe crane travel. The bogie consists of a housing and

one or two travelling wheels. Usually, an even number
of bogies is mounted into the movable travelling structure.
As far as the travelling wheels are concerned,
driven and idle wheels are distinguished. They are designed with straight rolling surfaces and with or without guide rims (flanges). If the wheels without the
guide rims are used, it is necessary to use horizontal
guide wheels for safe guiding of the crane on the crane
runway. On small and medium-sized cranes 3 to 6
wheels are used in the movable travelling structure
and on large cranes 6 to 8. This means that in total 12
to 24 travelling wheels are installed on small and medium-sized cranes and 24 to 32 travelling wheels on
large ones. For greater load-carrying capacities travelling wheels made of quenched and tempered steel materials with the tensile strength of fu = 500 - 1000
N/mm 2 are used. The travelling wheel diameter is usually between 500 and 1000 mm, depending on the
crane loading and speed.
Most frequently cross lay steel ropes with plastic
cores are used as load-carrying ropes on the cranes.
The load carrying capacity of the ropes is determined
with respect to resistance to breaking with the safety
factor v~ 5. The hooks with bottom blocks (housing,
rope pulleys) and other special gripping devices (grab,
spreader) are installed into cranes as finished products of renowned makers. The safety factors in the calculation of their load carrying capacities should be v ~
5. The ballast for balancing the double luffing jib is
usually placed onto the tower on the side opposite to
the jib bearing arrangement. The ballast is made of
concrete with the addition of small or larger pieces of
steel sections.
The carrying structure of slewing port jib cranes is
made of steel materials of the tensile strength
fu=360-630 N/mm 2. The excessively loaded structural
components are made of fine-grained steel with an increased strength of fu = 560- 940 N/mm 2.
The driving mechanisms serve for crane/portal
travel, jib luffing, crane tower slewing and load lifting.
The driving mechanisms consist of an induction gear
motor with one or several reduction steps. For softer
starting of travel and braking a frequency controller is
Promet- Traffic- Traffico, Vol. 14, 2002, No.5, 251-257

4. LOADS ACTING ON THE CRANE

4.1. Types of loads
Static as well as dynamic loads act on slewing port
jib cranes. The former act on the crane in the state of
standstill and the latter act particularly in the state of
operation. For the sake of economical selection and
safe dimensioning of the load-carrying structure it is
important that the loads are defined as realistically as
possible: the design load should be closest possible to
the actual load acting on the crane.
In addition to the dead and imposed load, the dynamic loads due to inertia forces also act on the crane.
These forces arise because of accelerating and braking
during the crane travel, jib luffing, crane slewing, load
lifting, lowering or shaking; they further occur because of unevenness of runways and guides, clearances in bearings, hinges and gears. Additional inertia
forces act on the crane in case of earthquakes and
wind during operation, standstill and transport of the
crane.
The loads for such type of structure are specified in
the relevant standards. In Europe mostly the FEM
1.001 [2], BS 2573 Part 1 [3], Lloyd's Register of
Shipping [4], DIN 15018 [5], DIN 15019 [6], Det
Norske Veritas [7] and USSR Register [8] are used. It
is characteristic of all these standards that the static
replacement load is specified for the action of the dynamic forces. The static loads are multiplied by the
prescribed dynamic coefficients and the service class
coefficients. In most cases the specified coefficients
correspond to the conditions of operation of the overhead travelling crane and portal cranes, whereas they
are not sufficient in the case of large slewing port jib
cranes. In such cases one should rely on the findings of
the researches from literature [9, 10] and particularly
on one's own experience.

4.2. Types of load cases

Most standards classify loads into three different
load cases (load cases I, II and III).
Load case I defines the load during normal crane
operation without taking the wind load into consideration. This load case includes:
253

B. Visocnik, S. Kravanja: Slewing Port Jib Cranes

- dead weight of the steel structure, ballasts and bulk

material,
- lift weight such as the weight of the gripping device,
the weight of unwound rope and the rated load,
- inertia forces during acceleration and braking,
- centrifugal forces during slewing,
- shocks of bulk material.
Load case II defines the load during normal crane
operation taking the wind load into consideration.
This load case includes:
- all loads listed in load case I,
- wind load during the crane operation w = 250 N/
m2,
- the load due to oblique pulling of load,
- the load due to climatic influences (temperature,
snow and ice).
Load case III defines the load during the testing of
the crane load-carrying capacity, the load due to the
crane striking the bumper and the load of the storm
wind acting on the crane in the state of standstill of the
crane. This load case includes:
- dead weight,
- load during testing of the crane load-carrying capacity,
- lift weight,
- inertia forces due to the crane striking the bumper,
- the load of storm wind during crane standstill.
Within the frame of each load case the individual
loads are combined into load combinations. Each load
case usually contains several different load combinations. In most cases the crane structure is in motion,
therefore, the influence of the temperature load acting on the crane is smaller than otherwise. The crane is
dimensioned for the temperature load only in cases
when the influence of the temperature load is important (i.e. the predominant local influence). Particularly in the stage of operation, the cranes of this type
are continuously loaded by a repeating dynamic load
causing cyclic change of stresses in the steel structure.
Therefore, the structural components with the number of changes of loadings and/or oscillations equal to
N::::: 2. 104 must be designed for the permissible permanent strength during fatiguing.
Although the standards do not specify the requirement for checking the natural frequencies of the crane
structure, the checking of natural frequencies is useful
for safe operation of the slewing port jib cranes. Particularly, it is important to compare the natural frequencies of the steel structure with the frequencies of
the operating dynamic loads and the work motion in
order to prevent resonance influences and premature
failure of the steel structure or of some vital part. The
crane natural frequencies are obtained experimentally
by measurements or by analytical-numerical procedures [11, 12, 13, 14, 15]. Usually, the first natural fre254

quency of the steel structure of slewing port jib cranes

amounts from 0.9 to 1.2 Hz and the second natural frequency amounts from 1.6 to 2.2 Hz. The values of the
natural frequencies depend particularly on the extension of the jib and on the suspended load size.
For safe crane operation it is necessary to analyse
the crane stability against overturning. In this case the
most unfavourable influences must be taken into account with the crane in operation or out of operation.
The crane stability against overturning is usually
reached by adding ballast.

4.3. Transport of crane by ship as a special

load case
A special case of loads is the load acting on the
crane structure due to the transport of the crane by
ship. Usually, these loads are considerably greater
than the loads during crane operation or standstill.
The accelerations during the crane transport by ship
can be great due to the ship's pitching, rolling and
heeling. They depend on the characteristics of the ship
transporting the crane. The acceleration values in the
case of transport by medium-sized ships which are 12
to 16m wide and 125 to 150m long are given as an example [16, 17]:
- during pitching: from 0.1 to 0.45g,
- during heeling in the middle of the ship on the deck
(h = 0 m): up to 0.07g,
- during heeling in the middle of the ship above the
deck (h = 20m): up to 0.57g,
- during rolling on the deck (h = 0 m): up to 0.2g,
- during rolling on the deck (h = 20m): up to 0.3g.

5. TRANSPORT AND TESTING OF

CRANE LOAD-CARRYING CAPACITY
Crane steel structures are usually made by companies with long-standing tradition and experience in
constructing of such equipment. In manufacturing a
crane structure great attention must be paid to the inspection of the quality of materials, equipment and
workmanship. Due to great dimensions slewing port
jib cranes cannot be assembled in workshops, but are
rather built together in ports. Road and railway vehicles transport the crane structure to the place of erection. In cases when the location (port) of the crane's
end user is too far away from the place of manufacturing, the crane is assembled in a nearby port and then
transported by a cargo ship of high load-carrying capacity. Transport by ship is the cheapest type of transport, but it requires additional fixing of the crane
structure to the ship in order to support high inertia
forces due to rolling, heeling and pitching of the ship
[16, 17].
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B. Visocnik, S. Kravanjn: Slewing Port Jib Cranes

After the final erection of the crane in the user's

port it is necessary to carry out the tests of the crane
load-carrying capacity, i.e. the static and dynamic tests
of the load-carrying capacity.
The static test of the load-carrying capacity for this
type of crane is carried out with 40% overloading. It is
to be carried out when there is no wind and when the
crane is in the state of standstill. The crane must lift
the overload, placed in the extreme position, 10 em
above the ground.
The dynamic test for this type of crane comprises
the test of the load..carrying capacity with a 20% to
25 % overload. The crane must be in service and all the
crane operations must be carried out. The suspended
load is to be lifted in the most unfavourable position.
The wind pressure on the steel structure must be
smaller than 400 N!m 2 . The dynamic test must be carried out slowly and with greatest care. Most crane accidents occur particularly in the stage of the dynamic
test due to lack of care.

6. SLEWING PORT JIB CRANE 25/15/5 T

X 27/37/40 M FOR THE RIJEKA SHIPYARD, CROATIA
The paper presents a practica!.example of a slewing port jib crane with the capacity of 25/15/5 t at the
radius of 27/37/40 m (see Figure 4). The crane was
made by the Slovenian company Metalna Maribor for
the shipyard 3. Maj, Rijeka, Croatia (18]. The crane is
used for the re-loading of piece materials in the shipyard during the manufacturing and renovation of
ships. In addition to the main lifting of loads Q=25 t
(15 t), auxiliary lifting of loads Q=5 tis anticipated at
the end of the crane jib lever. The main and auxiliary
lifting can take place simultaneously. The crane is designed with a double luffing jib. In its highest possible
position (correction of pull rod and jib lever) it can
reach the height of 64 m. The basic technical data on
the crane are given in Table 1.

Figure 4 - The slewing port jib crane in

the 3. Maj shipyard, Rijeka, Croatia

The mass of the slewing port jib crane operating in

the shipyard 3. Maj is 184.1 t without the ballast, while
the mass with the ballast is 316.1 t, see Table 2. The total mass of ballast placed on the slewing part of the
crane is 132 t, 14 ton the arm of the counterweight for
balancing four-hinge luffing jibs, 14 ton the side opposite the jib bearing arrangement and 22 tin the base of
the slewing part.
Table 2- Mass of crane components
Crane component

Table 1 - Basic technical data on the crane

Mass

Luffing jib

31.56 t

Crane capacity at the radius of 8.5 - 27 m

0=25 t

Crane slewing part with tower

31.77 t

Crane capacity at the radius of 27 - 37 m

0=15 t

Column with travelling portal

51.91 t

Auxiliary lifting at the radius of 40 m

0=5 t

Driving mechanisms for travel

36.75 t

Mechanisms for slewing, luffing, lifting

16.81 t

Accessories: rope pulleys, bases

7.30 t

Main load lifting speed (25, 15 t)

m/min

10/1

Auxiliary load lifting speed (5 t)

m/min

35/3.5

Luffing speed of luffing jib

m/min

30

Ballast

132.00 t

Speed of crane travel on rails

m/min

30

In total

316.10 t

Crane slewing speed

rev/min

Height of lift on hook

(40+8) m

Maximal force on wheel

F=20 kN

Promet- Traffic- Traffico, Vol. 14,2002, No.5 , 251-257

In the computation analysis of the crane structure

15 different load combinations for three standard load
cases were accounted for. The computation model of
255

B. Visocnik, S. Kravanja: Slewing Port Jib Cranes

the crane is a spatial line structure. The inside static

quantities and deformations were calculated by computer according to the finite element method.
The crane structure was designed according to
standards JUS M. Dl. 050 and JUS M. Dl. 051 [19,
20). The checking of the crane stability against overturning was effected for four different load cases and
the different outreaches of the hook on top of the jib
lever (8.5m, 27m, 37m). In the computational checking of the crane against overturning the load cases are
defined as follows:
- load case I, normal crane operation with 10% overload by taking the in-service wind into account
(wind pressure w = 250 N/m 2) and by accounting for
the highest horizontal loads due to inertia forces in
normal crane operation (travel, luffing, slewing,
suspended load swinging, oblique pulling of load),
- load case II, crane operation with 45 % overload
without considering the in-service wind and the horizontalload,
- load case III, crane out of operation, the storm wind
load is taken into account (wind pressure w = 1100
N/m 2 - 1500 N/m 2),
- load case IV, sudden loading of crane (breakage of
lifting rope, F = - 0.3 Q).
The resulting rated safety factors against the
crane's overturning are indicated in Table 3. They are
defined with the ratio of the stable moment of the
crane L Mg (moment of dead weight of crane and ballast) and of the crane overturning moment L Mp (moment of the individual load combination) around the
most unfavourable overturning point of the crane: v =
l:Mg/l:Mp.

Table 3 - Calculated safety factors against crane

overturning

Load case

Safety factor n
with hook outreach on the jib lever
L = 8.5 m

L= 27m

L =37m

Load case I

1.36

1.18

2.22

Load case II

1.57

1.47

7.38

Load case III

1.15

0.82

0.54

Load case IV

1.57

1.47

7.38

When checking the overturning of the crane for

the load case II with a jib lever outreach of L;::.: 27 m,
the safety factor v < 1 was calculated. Nevertheless, to
make the crane stable for this case (the crane was out
of operation) we anticipated crane anchoring by rail
clips taking over the remaining overturning moment.
The rail clips are fixed to the travelling portal leg and
their jaws embrace the crane rail. For dimensioning
the crane rail this load was also taken into account.
256

The individual structural components of the crane

structure were designed to be made from hot rolled
beams of open compound sections, a closed box and
round sections of different thickness. The jib 30.5 m of
length and the pull rod 26.65 m of length have a box
cross-section, whereas the crane column is made of a
pipe with a ~ 2910 mm in diameter and 17.485 m of
height. The jibs, the crane slewing part with the tower
and the bottom part of the travelling portal are made
of steel RSt 37-2 and St 52-3, whereas the column is
made of steel St 52-3. The pins, axles, wheels, rope
pulleys and other mechanical components are made
of quenched and tempered material Ck 45. The bearing arrangement of the crane slewing part above the
column consists of a slowly moving slewing ring ball
bearing with an internal gear rim. The designation of
the bearing is: Standard series KD 320, Drawing number 012.35.2690.000.11.1503. The outside diameter of
the bearing is 2820 mm, its inside diameter is 2432 mm
and its mass is 1225 kg. The maximum permissible
load-carrying capacity of the bearing is determined
from the catalogue. In our case the permissible axial
force was N = 2550 kN and the permissible resulting
bending moment M = 5500 kNm. For the main auxiliary load lifting steel wire ropes B 24 x 160 were selected in accordance with DIN 6895. The rope for the
auxiliary load lifting is 115 m long.
The crane travelling part consists of four driving
units. Each driving unit consists of an inclining structure with 8 wheels with a diameter of 500 mm. The
crane has a total of32 wheels out of which 8 are driven
and 24 are idle wheels.
The driving mechanisms for the main and auxiliary
lifting and slewing of the crane's upper part is placed
in the machinery house in the crane slewing part,
whereas the mechanisms for luffing the four-hinge jibs
are located on the tower structure. The major part of
the electrical equipment and controls is installed in
the machinery house and in the driver's cabin. The
power supply to the crane is effected with electric cable. The driver's cabin is located on the front side of
the slewing port jib crane close to the jib bearing arrangement. The access from the ground to the driver's
cabin is ensured by the access stairs of the travelling
portal over the access ladders, placed inside the tubular column. The access walkways and platforms are
provided on all places where the rope pulleys and
bearing arrangements are located.

7. CONCLUSION
The paper presents slewing port jib cranes serving
to re-load large piece materials, containers and bulk
cargo. The advantages of these slewing port jib cranes
are their pleasant appearance, high load-carrying capacities, high speed of re-loading and excellent movaPromet- Traffic- Traffico, Vol. 14, 2002, No.5, 251-257

B. Visocnik, S. Kravanja: Slewing Port Jib Cranes

bility ensuring load lifting, travel, luffing and slewing.

Characteristics such as highest load-carrying capacities, sizes, moving speeds and accelerations are described in detail. The assembly, the crane driving mechanisms, the acting loads, the load cases, transport by
ships and testing of load-carrying capacities are also
presented. As an example the slewing port jib crane
with the capacity of 25/15/5 tat the radius of 27/37/40
m, made by Metalna Maribor for the 3. Maj, a shipyard from Rijeka is introduced. This crane has been
successfu lly in operation as much as for a decade. The
crane has been regularly maintained and inspected
and no serious defects have been traced so far. Due to
its slender and pleasant appearance and its reliability
it can be considered a modern slewing port jib crane
design.
IZVLECEK

VRTIJIVI PRISTANISKI ZERJAVI Z NAGIBNO

ROCICO
V C/anku so predstavljeni vrtljivi pristaniski ie1javi z nagibno roCico. Odlicnost vrtljivih pristaniskih ie1javov se kaie predvsem v njihovih velikih nosilnostih in hitrostih pretovwjanja ter
izredni gibljivosti, saj omogocajo dvigovanje bremen, voinjo,
nagibanje in vrtenje. V Clanku je podrobneje podan opis njihovih znacilnosti kat so najvecje doseiene nosilnosli, hitrosti
gibanja in pospeski. Prikazani so tudi sestava in pogonski
mehanizmi ie1javov, delujoce obteibe in obteini primeri, ladijski transport in preizkus nosilnosti. Kot prakticni primer smo
predstavili vrtljivi pristaniski ie1jav nosilnosti 25/15/5 t pri dosegu 27/37!40 m, ki ga je slovenska firma Metalna Maribor
izdelala za ladjedelnico 3. Maj, Rijeka, Hrvatska.

LITERATURE
[1) R. Koscienly, Optimienmg des Ausgleichsystems von
Wippausleger - Kranen, Fordern und Heben, Vol 11,
1982.
[2) FEM 1.001, Federation Europeenne de Ia Manutention,
Sektion 1, Krane und schwere Hebezeuge, Heft 1 bis 8,
1987.
[3) BS 2573, Part 1, 1983.
[4) Lloyds Register of Shipping, Code for Lifting Appliances in a Marine Environment, Chapter 3, Cranes and
Submersible Lifting Appliances, 1981.
[5) DIN 15018, Krane Grundsatze fiir Stahltragwerke Berechnung, Teill, Teil2, 1984.

Promet- Traffic- Traffico, Vol. 14, 2002, No.5, 251-257

[6) DIN 15019, Krane Standsicherheit fii.r alle Krane aujJer

gleislosen Fahrzeugkranen und aujJer Schwimmkranen,
Teill, 1979.
[7) Det Norske Veritas, Rules fot Certification, Lifting Appliances, 1980.
[8) USSR Register -Rules for the Cargo Handling Gear of
Sea-Going Ships, 1974.
[9) L. Ernst, Massekriifte in Lauf Katzen, Briicken und Portalskranen beim Heben und Senken der Hublast, Hebezeuge und Fordermittel, Vall , 1970.
[10) H. Dresig, Ennittlung der Massekriifte beim Wippen der
Doppellenkerkranen, Hebezeuge und F6rdermittel, Vol
6, 1967.
[11) B.I. Shermunski, Bolotnikow A.A, Bestimmen der Eigenfrequenzen und SchwingungsfoJmen an Doppellenker
- AuslegeJfachwerken bei P011al Wippdrehkranen, Hebezeuge und Fordermittel, Vol12, 1969.
[12) B.I. Shermunski, Ermittlung der Auslegerliinger vor Portal-Doppellenker Wippdrehkranen, Hebezeuge und Fordermittel, Vol 6, 1973.
[13) B.I. Shermunski, Eigenlastausgleich des Doppellenkers
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