SC-201 - Single Crane Lift Systems

WI-10.
05 Incident Reporting and Investigation

Rev: A1 (January 2012)
Owner: …
Single Crane Lift Systems

SC-201
Standard Criteria for Design Engineering
Originator: P. Schoenmaekers // Owner: M. Koudijs // Checker Quality: G.J. van Slingerland // Checkers: N. Troll
SC-201 Single Crane Lift Systems
Rev: E (September 2021)
CONTENTS
REVISION STATUS
INTRODUCTION 1
WEIGHTS, CRANES LIFT CAPACITIES AND HOOKLOADS 3

Weight and Cranes Lift Capacities General 3
Weights 3
Dynamic Amplification Factor (D.A.F.) 6
Crane Lift Capacity 7
Hookload 8
Block Load 9
OPERATIONAL CRITERIA FOR SINGLE CRANE LIFTS 11

Lift Clearances 11
Hook Strength and Hook Rotation 11
Asymmetrical Hooks 12
Centre of Gravity (C.o.G.) 12
Anti-twist Requirement 17
Lift Vessel Requirements 17
DESIGN LOADS FOR RIGGING AND LIFT POINTS 18

General 18
Determination of Design Loads for Rigging and Lift Points 19
ATTACHMENTS 26
Attachment 1 - Terminology
Attachment 2 - Quick Reference Flowcharts
Attachment 3 - List of HMC Lift Clearance Criteria Drawings
Attachment 4 - Reconciliation of a Lift Object Weighed Weight
REVISION STATUS
Revision Description
A General - Document format revised & revision identifier changed.
(May 2014)
B Section 1.0 - Updated text and Figure 1.1-1.
(June 2014) Section 2.2.2 - Note 1) revised.
Section 2.3 - Table 2.3-2 added to include DCV ‘Aegir’ DAF’s.
Section 2.5.1 - Note 4) added.
Sections 3.2, - Updated for DCV ‘Aegir’ 2 x 2000 mT block arrangements.
4.2.5 & 4.2.7
Section 4.2.4 - Note 2) clarified.
Attachment 1 - Terminology updated.
Attachment 2 - Flowchart F added: Rigging & LP Loads for Split Block System
Attachment 3 - Updated lift clearance criteria drawings list.
C Section 1.0 - Updated text and Figure 1.1-1.

(June 2015) Section 2.5.2 - Design Hookload revised to allow for DAF < 1.1.
Section 2.6 - Block load criterion moved from Section 4.2.5 to new Section.
Section 4.2.6 - Revised rigging load formulae for DCV Aegir 2000 mT blocks.
Section 4.2.7 - Relocated minimum rigging angle requirement (from SC-291).
Attachment 2 - Flowcharts A & F revised in line with Sections 2.5.2 & 4.2.6.
D Section 1 - Minor updates.

(October 2016) Section 2.2 - Minor updates and Table 2.2.3 added.
Section 2.5.1 - Hookload updated to include Aegir Whip hoist hoisting factor of
1.3.
Sections 2.6, - Updated for the effect of 2000 mT block weight on lift object lift
4.2.6 condition, rigging angles and loads.
Attachment 1 - General update of Terminology.
Attachment 2 - Minor updates in line with changes made in Sections 2 and 4.2.6.
Attachment 3 - Operations clearance criteria drawing list updated.
Attachment 4 - New attachment on reconciliation of lift object weighed weight.
E Section 2.5.3 - Modified dry Hookload requirements on drawings.

(September 2021) General - Updates, for Hermod, Sleipnir and links.
INTRODUCTION
The objective of this Standard Criteria (SC) is to provide design and installation / removal engineering
requirements specific to single crane lift operations Heerema Marine Contractors (hereafter called
HMC). This SC is applicable for lift operations by any lift vessel of the HMC fleet.
The contents of this SC shall be read and used in conjunction with other HMC SC’s relevant to design
and installation engineering. In particular the following SC’s are referred to:
• SC-291 ‘Selection of Steel Wire Rope Slings / Grommets and Shackles’;
• SC-292 ‘Criteria for Lift Point Design’.
Criteria for dual crane lift operations can be found in:

• SC-211 ‘Dual Crane Lift Systems’.
See also the Flowchart in Figure 1.1-1 indicating the relationship between these SC’s.
The criteria specified in this document represent the minimum HMC requirements. Contracts
with Clients might specify more onerous requirements. Relaxation of any of the stated criteria
shall be approved in writing by the HMC Management.
HMC reserves the right to modify and change its stated criteria without explanation or notice, with
exception of current contracts at the time of such changes.
The application, interpretation and implementation of the HMC Standard Criteria by a party other than
HMC for whatsoever purpose, shall at all times be at such party’s sole responsibility and at its sole
risk. HMC shall not be liable for any claim or damages whatsoever directly or indirectly arising from
the usage of or in relation to the Standard Criteria by a party, other than HMC.
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Figure 1.1-1 Standard Criteria Flowchart
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WEIGHTS, CRANES LIFT CAPACITIES AND HOOKLOADS

Weight and Cranes Lift Capacities General
The maximum allowable weight of a lift object will be dependent on:
• Weight and C.o.G. contingencies (Ref. Section 2.2);
• Rigging weight (Ref. Section 2.2);
• Dynamic Amplification Factor (Ref. Section 2.3);
• Crane lift capacity at a specified radius (Ref. Section 2.4).
Other factors listed below, may impose limitations on crane lift capacity, crane radius and lift object
weight:
• Lift Clearances (Ref. Section 3.1);
• Hook strength (Ref. Section 3.2);
• C.o.G. position (Ref. Section 3.4);
• Crane block reeving mode (Ref. Section 2.4);
• Crane mode (revolving / guyed/ split block) (Ref. Sections 2.4 & 2.6);
• Lift vessel requirements (Ref. Section 3.6).
Weights
2.2.1 Dry weight
The dry weight of a lift object is the calculated or weighed weight without contingencies. Dry weight
is the total weight of all items that will be lifted with the object, including items required for transport
and installation, except for the weight of lift rigging, which is treated as a separate weight variable.
2.2.2 Design weight

The design weight is the dry weight increased with weight and C.o.G. contingencies.
Wdes = Wdry + Cw+cog
where: Wdes = Design Weight

Wdry = Dry Weight
Cw+cog = Weight and C.o.G. contingencies
Weight in Preliminary / Design Phase

As the client or designer of the lift object has the detailed insight into the accuracy of a preliminary
MTO, they are in the best position to propose the required weight contingencies for the ‘Preliminary
Weight’ phase. In the absence of weight contingencies proposed by the lift object designer, the weight
and C.o.G. contingencies given in Table 2.2.2, for the ‘Preliminary Weight’ phase may be used (unless
the weight or C.o.G. accuracy give reasons for increased contingencies).
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Final Weight
When a lift object has reached its final assembly phase, i.e. structural and mechanical 100% complete,
the design weight shall be the final dry weight increased with the contingencies stated in Table 2.2.2
for ‘Final Weight’. It is the responsibility of the client / designer to ensure that the final lift object weight
will allow for, as a minimum, the weight contingencies given in Table 2.2.2, for ‘Final Weight’ phase.
Weight Control Phase Structural Equipment Pile
weight weight weight
Preliminary Weight
10% 20% 5%
(based on preliminary M.T.O.)
Final Weight
5% 10% 3%
(based on final M.T.O.)
Final Weight
3% 3% 3%
(based on weighed weight– see note 2)
Table 2.2.2 Minimum Weight and C.o.G. Contingencies (Cw+cog )
Notes:
1) The contingency factor Cw+cog includes for uncertainties in the estimate of lift object weight and
CoG and is expressed as a percentage of total dry weight (Wdry).
2) Weighing of objects and weight control after weighing shall be performed in accordance with a
procedure accepted by HMC, prior to the weighing operation. See also reconciliation of weighed
weight in Attachment 4.
2.2.3 Rigging weight

Rigging includes the total weight of slings, grommets, shackles, floating spreader bars/frames, link
plates etc. Rigging weight does not include; lift points, any pins/sheaves which form parts of the lift
points, fixed spreader bars/frames and rigging release systems fitted to the lift point/lift point area.
These items should be included in the lift object Dry Weight (Wdry).
The total weight of rigging between the lift points and the crane hook (Wrig) shall be determined from
Table 2.2.3 overleaf, depending on the project weight control phase.
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Weight Control Rigging Weight Remarks

Phase (Wrig)
For rigging arrangements comprising sings / grommets /
3% of Wdes
shackles only.
Preliminary / For rigging arrangements including fabricated rigging
7% of Wdes
Design equipment, e.g. a floating spreader bar - see note 2).
After rigging selection and allocation to a project, a 10%
1.10 * total
contingency is applicable to the weights of slings / grommets
rigging weight
and rigging equipment based on preliminary M.T.O.
After rigging delivery to required destination, a 3%
Final 1.03 * total contingency is applicable to weights stated on rigging
rigging weight certificates and weighed weights of floating spreader bars or
other rigging equipment – see notes 3).
Table 2.2.3 Determination of Rigging Weight
Notes:
1) Preliminary rigging weights based on a percentage of the lift object design weight (Wdes) – refer to
Section 2.2.2.
2) Percentage may be increased, depending on the extent of the rigging and the number of spreader
bars used.
3) If the weight of rigging equipment and / or spreader bar(s) is determined by detailed M.T.O., then
an accuracy factor of 1.05, i.e. 5% contingency, shall be applied to these weights.
4) Rigging weight also includes the weight of lifting tools suspended within the rigging arrangement
(e.g. hydraulic activated lifting tools) and in these instances; a 3% weight contingency should be
added to the manufacturers stated equipment dry / weighed weight.
2.2.4 Dry lift weight

Dry lift weight is the sum of the final dry weight (from final M.T.O. or final weighing), without any
contingencies and the rigging weight.
Wdl = Wdry + Wrig
where: Wdl = Dry Lift Weight

Wdry = Dry Weight (refer to Section 2.2.1)
Wrig = Rigging Weight (refer to Section 2.2.3)
2.2.5 Not to exceed weight

A ‘Not to Exceed Weight’ (NTEW) is an agreed not to exceed final Dry Weight of a lift object, within
a specified C.o.G. envelope. The weight and C.o.G. contingencies to be added to a NTEW shall be
equal to the appropriate ‘Final Weight’ percentages from Table 2.2.2.
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The maximum dry weight used for a NTEW, shall be calculated as being the maximum utilised static
crane capacity (within a specified C.o.G. envelope and if applicable, corrected for a D.A.F. > 1.1),
minus the rigging weight (Wrig) and minus the weight and C.o.G. contingencies (Cw+cog) for ‘Final
Weight’.
 max. utilised crane capacities 

  − Wrig
 μ DAF 
NTEW = 1 + C w + cog
100
where: µDAF is defined in Section 2.5.1

Wrig is the rigging weight and is defined in Table 2.2.3
Cw+cog is the weight and CoG contingency defined in Table 2.2.2
Note, a NTEW may also be influenced by the requirements of the HLV (refer to Section 3.6).
Dynamic Amplification Factor (D.A.F.)

All lifts are exposed to dynamic effects due to variation in hoisting speed, crane and lift vessel motions,
cargo barge movements, lift object movements, etc.
The effect of these dynamics will be influenced by the following parameters:

• Environmental conditions;
• Rigging configuration;
• Stiffness of crane boom and lifting appliances;
• Type of cargo barge;
• Weight of the lift object;
• Lifting procedure;
• Lift in air or submerged (added mass).
The global dynamic load effects shall be accounted for by using a Dynamic Amplification Factor
(D.A.F.). For the engineering of single crane lifts the D.A.F. shall be in accordance with Tables 2.3-1
or 2.3-2, overleaf:
Structures Piles
Lift Operation with Design Weight (Wdes)
≤ 100 mT > 100 mT (open ended)
Inshore / sheltered area 1.1 1.05 1.1
Offshore at lift vessel deck 1.1 1.05 1.1
General offshore 1.2 1.1 1.2
Offshore submerged or partly submerged > 1.5 > 1.2 > 1.2
(See note 4) (See note 2) (See note 2) (See note 3)

Table 2.3-1 Dynamic Amplification Factors for Single Crane Lifts by SSCV
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Structures
with Design Weight (Wdes) [mT]
Lift Operation
> 100 > 1000 > 2500
< 100
≤ 1000 ≤ 2500
Inshore / sheltered area 1.15 1.10 1.05 1.05
Offshore at lift vessel deck 1.15 1.10 1.05 1.05
General offshore 1.30 1.20 1.15 1.10
Offshore submerged or partly submerged > 1.60 > 1.30 > 1.30 > 1.30
(See notes 2 & 4)
Table 2.3-2 Dynamic Amplification Factors for Single Crane Lifts by DCV ‘Aegir’
Notes to Tables 2.3-1 & 2.3-2:

1) Some codes or contracts may specify higher D.A.F. values. In general this will be because these
codes or contracts cover a wide variety of (more sensitive) lift vessels. The D.A.F.’s stated in this
SC are based on dynamics experienced during the many years of heavy lift performance with the
HMC heavy lift vessels.
2) The factors for submerged or partly submerged lifts shall be taken as a factor of the submerged
weight of the lift object. These factors should be considered indicative only and not be used as
standard D.A.F. for these cases. Justification of the applicable D.A.F. for critical and / or non-
standard lifts shall be based on a study / assessment.
3) For pile lowering in deep water the D.A.F. may increase due to resonance effects in the long lift
arrangement. Justification of the applicable D.A.F. should be based on a study / assessment.
4) For a lift object either passing through the wave zone or underwater, the rigging can occasionally
become momentarily slack, which may cause ‘snap’ loads on the rigging. In this type of lift
situation, the maximum D.A.F. should preferably not exceed 1.9. When a lift analysis indicates a
possible occurrence of D.A.F.’s in excess of 1.9, it is recommended to take measures to reduce
these values to an acceptable level. Otherwise, the occurrence of the snap loads shall be
thoroughly analysed for their magnitude and effects on the whole lift system.
5) The values for D.A.F. apply to both the lift object and the rigging system being used for the lift.
Crane Lift Capacity

The crane lift capacity (i.e. the maximum allowable lift load) of a crane is dependent on:-
• Crane operating mode (i.e. guyed / revolving / added counterweight and split block);
• Crane block reeving mode;
• Crane hook radius;
• Lift vessel requirements (refer to Section 3.6).
The crane lift capacity is generally defined by a load curve, which is a graph of allowable lift loads over
the range of crane hook radii, based on the crane block standard reeving mode. The crane design allows
for 10 % dynamic load on top of the values specified in the HMC crane load curve.
The maximum under water depth of immersion (reach) of the hook is determined by the crane block
reeving mode and the available wire length on the hoisting wire drums. It is possible to change the
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standard reeving mode to increase the underwater reach of the hook. Changing the reeving mode also
has an effect on the crane lift capacity, especially when lifting in the region of the minimum operating
radius, where usually the strength of the hoisting wires is governing for the lift capacity.
Hookload
2.5.1 Hookload
Hookload is the term used to describe the load suspended from the crane hook and is defined as the sum
of the design weight of the lift object and rigging weight, multiplied by the factor µDAF. The factor µDAF
is required to enable the hookload to be directly compared to the crane capacity curve.
H = (Wdes + Wrig) * µDAF
where: H = Hookload
Wdes = Design weight (refer to Section 2.2.2)
Wrig = Rigging weight (refer to Section 2.2.3)
DAF
µDAF = 3)
for DAF > 1.1 3)
1.1
µDAF = 1 for DAF ≤ 1.1 3)
The hookload (H) shall not exceed the crane capacity at a specified lift radius.
H ≤ Lift capacity according to the crane capacity curve
Notes:
1) The hookload shall always be noted on lift drawings.
For drawings where the lift object is shown submerged, the stated hookload shall be based on the
submerged weight.
2) If a D.A.F. ≠ 1.1 is applicable, then a note shall be added on the lift drawing explaining how the
hookload is adjusted for the D.A.F. value used.
3) For the DCV ‘Aegir’ Whip hoist hookload calculation, replace the value 1.1 with 1.3.
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2.5.2 Design hookload

Lift points design, rigging selection and the lift object structural integrity check, shall be based on the
design hookload, which is the sum of the design weight of the lift object and rigging weight, multiplied
by the dynamic amplification factor.
Hdes = (Wdes + Wrig) * DAF
where: Hdes = Design hookload

Wrig = Rigging weight (refer to Section 2.2.3)
DAF = Dynamic amplification factor (refer to Section 2.3)
2.5.3 Dry hookload

Heavy lift vessel final ballast plans will always be based on the static un-factored hookload. This dry
hookload is derived from the sum of the final dry weight, without any contingencies and the rigging
weight. For single crane lifts the dry hookload is equal to the dry lift weight.
Hdry = Wdl
where: Hdry = Dry hookload

Wdl = Dry lift weight as defined in Section 2.2.4
Note:
1) The dry hookload shall always be noted on the lift drawings.
For drawings where the lift object is shown submerged, the dry hookload shall be based on the
submerged weight corresponding to the drawing.
Block Load
For lifts with the DCV ‘Aegir’ main hoist, rigged with 2 x 2000 mT blocks in ‘split’ mode, in which
both blocks are used independently as indicated in Figure 2.6-1, the load acting on each block (block
load) can be determined from the equation below.
1
BL = * [Fdw1 * µcog * µtilt * µbwt + Wrab ] * µDAF (for block A)
cos(λ)
where: BL = Block load

L−X
Fdw1 = Distributed weight to lift point 1 = Wdes *
L
µcog = Centre of gravity Shift Factor (refer to SC-211)
µtilt = Tilt Factor (refer to SC-211)
µbwt = Block weight factor = 1.023 (see note 5 overleaf)
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DAF
µDAF = for DAF > 1.1
1.1
µDAF = 1 for DAF ≤ 1.1
Wrab = Weight of rigging attached to the block
DAF = Dynamic amplification factor (refer to Table 2.3-2, Section 2.3)
L, X and λ are defined in Figure 2.6-1
Lift Centres of Fixed
C
L Blocks
(on crane boon)
1 x 2000 mT
Block (A)
Crane
Boom
C
L
Lift λ Block Load (BL)
C
L
Rigging 1 x 2000 mT
line of Block (B)
action Lift Point
Lift Point
(1)
(2)
λ
= =
Lift
q Object
CoG
Wdes
X
Figure 2.6-1 Distribution of Block Load for
2 x Split Block Arrangement L
The block load (BL) shall not exceed the crane manufacturer’s stated block capacity at the required hoist
angle(s) to the vertical.
BL ≤ Block capacity over the range hoist angles required for the lift operation
Notes:
1) Centre of lift may not be equal to centreline of crane boom due to the difference in rigging angles.
2) Offset ‘q’ will vary during rotation of the lift object.
3) Loading on the 1220 mT hooks of the 2000 mT blocks shall be checked as stated in Section 3.2.
4) For split block lifts, the block loads shall be indicated on the lift drawings and where the lift object
is shown submerged; the stated block load shall be based on the submerged weight.
5) In the block load equation, the weight of a 2000 mT lower block in the rigging arrangement is taken
into account by the factor µbwt, which is valid for Fdw ≥ 1000 mT. For more accurate results, the lift
loads and angles should be determined by an analysis that includes the influence of the block
weight.
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OPERATIONAL CRITERIA FOR SINGLE CRANE LIFTS

This section details the operational criteria which influence the design of single crane lift systems.
Lift Clearances
Minimum clearance requirements between a heavy lift vessel (including cranes and appurtenances) and
the lift object will in most cases determine the smallest possible crane radii and thereby also the largest
possible lift capacity of the cranes for that lift. More clearance will increase the crane radii and thus
reduce the available crane capacities.
Minimum clearances between a heavy lift vessel and a lift object are defined in the HMC criteria
drawings listed in Attachment 3. Minimum lift clearances are applicable during all phases of the lift
operation and take into account tilt, trim, dynamic behaviour etc.
Other requirements that might dictate the smallest possible crane radii can be:
• Position of the lift object on the cargo barge/transport vessel;
• Transport vessel/cargo barge mooring;
• Clearance to topsides or substructure already in place;
• Lift object tilt.
Hook Strength and Hook Rotation

The crane lift capacity might be limited by the crane hook strength, which is dependent on factors such
as:
• Crane hook loaded on two or four prongs;
• Unequal loading of the prongs, caused by unequal sling angles of the rigging at the hook, usually
caused by C.o.G. eccentricity or unequal elevation of the lift points;
• Number of cables connected to a single prong.
Unequal loading of the prongs will also cause the hook to rotate about its horizontal axes in a tilting
action. When this tilt exceeds the limits of the hook swivel, this will lead to jamming of the swivel. In
this situation, the lift object cannot be rotated in the hook, around its vertical axis, to the required set-
down orientation. Also, excessive tilting of the crane block could result in jamming of the hoist wires
in the block sheaves due to misalignment of the wires with the sheaves. Sensitivity of various crane
hooks to these effects is not equal. However, keeping the C.o.G. within the middle third of the distance
between any two lift points (if at the same elevation) will, in general, avoid this problem.
Note, the rigging arrangement in a three-point lift system requires special attention to ensure the loading
on the crane hook is balanced in order to avoid excessive tilting of the hook.
For DCV ‘Aegir’ crane hoists, the relevant components of the lift load shall be checked against the
crane manufacturer’s allowable loading criteria for:-
• Main Hoist 1220 mT hooks or 5000 mT hook -
Loading and angle of loading on an individual hook prong;
• Auxiliary & Whip hoist hooks -
Loading and angle of loading on an individual hook prong.
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Asymmetrical Hooks
When a crane is fitted with an asymmetrical crane hook, the preferred orientation of the hook, with
regard to hook strength, is when the longitudinal axis of the hook is perpendicular to the direction of
largest C.o.G. eccentricity of the lift object. This is shown in Fig. 3.3-1.
Figure 3.3-1 Recommended orientation for an Asymmetric Hook
Centre of Gravity (C.o.G.)

3.4.1 Tilt
Tilt is the term used to describe the deviation from horizontal of a lift object when it is freely suspended
from a crane hook. The angle of tilt is defined as the angle between the vertical (when the lift object is
in the installed position) and a straight line drawn from the crane hook rotation point (centre of lift) to
the lift object C.o.G., see Figure 3.4.1-1 overleaf.
In general, tilt should be kept to a minimum, i.e. the lift object attitude to be as near to horizontal as
possible, although there are situations where a predetermined tilt may be required. For standard lift
situations, the tilt of a lift object shall not exceed 2% in any direction. The tilt shall be checked once the
lift arrangement geometry is defined and the C.o.G. position is known.
The horizontal C.o.G. offset (ecog) must be kept within the allowable 2% tilt value ‘e2’:-
ecog ≤ e2 = 0.02 * vertical distance between the crane hook and C.o.G.
Note:
Installation aids shall be designed for at least 4% tilt to account for inaccuracies in C.o.G. position
calculation (refer to SC-251).
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100 * e cog Equation for Tilt

Tilt = %
h1 + h 2 (expressed as a percentage)
Figure 3.4.1-1 Lift Object Tilt, Before Lift and Suspended from the Crane Hook
When one or more floating spreader bars are incorporated in a rigging arrangement, the vertical distance
for calculation of the tilt has to be reduced, as indicated in Figure 3.4.1.2 overleaf.
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100 * e cog
Tilt = % Note, the length of vertical rigging has no effect on the tilt.
h1 + h 2
Figure 3.4.1-2 Lift Object Tilt for an Arrangement with a Floating Spreader bar
3.4.2 C.o.G Position

The position of the lift points relative to the position of the C.o.G. of a lift object is fundamental for a
safe and optimised lift arrangement. For standard lifts, the horizontal or plan position of the C.o.G. shall
take into account the following points:
• Lift object tilt shall be as small as possible and not exceeding 2%;
• Lift rigging shall, in principle, be made up of matched pairs of slings;
• C.o.G. offset might be limited by the crane hook strength;
• C.o.G. offset shall not result in excessive tilting of the crane hook;
• Restrictions on tilt due to critical lift clearances;
• Limitations due to fixed lift point orientation and strength ;
• Limitations due to rigging capacity (after rigging design has been finalised);
• Limitations due to crane capacity.
For standard rigging arrangements made up from matched pairs of slings, a significant C.o.G. offset in
one direction, from the centre of the lift points, will result in a very limited allowable offset in the other
direction, in order to fulfil the 2% tilt criterion and enable application of matched pairs of slings.
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The Lift point elevation relative to the lift object vertical C.o.G. position is important for a safe and
stable lift. In general, the lift points should be placed above the vertical C.o.G. of the lift object. Where
this is not feasible, then the lift operation shall be carefully analysed, with assessments on lift
arrangement stability for lift-off and set-down taking the following into account:
• Lift object tilt sensitivity due to C.o.G. shifts;
• Effects of guide and bumper forces on stability;
• Resonance effects on lift object movements due to dynamics.
3.4.3 C.o.G. Envelope
Design Phase – Prior to Rigging Allocation

After all limitations to the C.o.G. position have been determined (refer to Section 3.4.2), the C.o.G.
envelope borders, resulting from the governing limitations, can be drawn (normally, relative to the lift
point plan positions). To meet all lift criteria, the lift object C.o.G. position shall be within the area
bounded by the resulting C.o.G. envelope.
An example of a C.o.G. envelope for the design phase is given in Figure 3.4.3-1 overleaf which,
illustrates an envelope resulting from a superposition of the boundaries from three limitations:-
• ‘e2’ resulting from the lift object maximum allowable 2% tilt combined with the matched pairs
requirement;
• L/6 and B/6 for allowable hook rotation;
• area bounded by hook strength.
Crane lift capacity, combined with a limited clearance of the lift object to the crane boom or crane
vessel stern, can also be a limiting factor but these have been omitted in this figure for clarity.
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Figure 3.4.3-1 Example C.o.G. Envelope (Design Phase)
Final Phase – After Rigging Allocation

Following the completion of the rigging design and allocation of the lift rigging, the tilt envelope
becomes more limited. With a fixed rigging arrangement the C.o.G. envelope is reduced to a circle of
radius ‘e2’, fixed at the centre of lift. The final C.o.G. position of the lift object must be within this
reduced envelope. An example of a C.o.G. envelope for the final phase is given in Figure 3.4.3-2
below.
Figure 3.4.3-2 Example C.o.G. Envelope (Final Phase)
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A lift object with a C.o.G. position outside of the C.o.G. envelope will have to be examined individually,
to determine what measures are possible to make the lift feasible. These measures could include:
• Change rigging lengths/system height;
• Adjusting the lift point positions;
• Include one or more floating spreader bars in the rigging configuration;
• Change the single crane lift into a dual crane lift arrangement;
• Use of counterweights;
• Relocate items within the lift object, such that the C.o.G. shifts into the envelope;
• Remove items from the lift object and install them in separate lifts;
• Relaxation of lift criteria and measures to deal with the consequences of the relaxation.
Anti-twist Requirement
In certain lift situations, particularly for lifts below sea level, consideration should be given to avoid
rotation of the crane block about the vertical axis. This can cause the individual falls of the hoist wires
to come into contact with each other, leading to a risk of damage to the wires and their jamming in the
sheaves. Various anti-twist systems exist, which prevent rotation of crane blocks. An anti-twist system
should be used in lift operations where the use of tugger lines, connected to the crane block is not
practical or effective.
Lift Vessel Requirements

In certain instances, a lift operation can be limited by the requirements of the heavy lift vessel. A lift
operation can be limited due to one or more of the following heavy lift vessel requirements:
• Lift vessel stability;
• Lift Vessel ballasting;
• Slew direction of cranes (lift over the side);
• Restrictions on lift vessel draught at the lift site.
17 of 26
DESIGN LOADS FOR RIGGING AND LIFT POINTS

General
The objective of this section is to provide guidelines for determination of rigging and lift point design
loads:
• The rigging load (Frig) will be the basis for the rigging design.
(Refer to SC-291 ‘Selection of Steel Wire Rope Slings / Grommets and Shackles’);
• The lift point load (Flp) will be the basis for the design of lift points.
(Refer to SC-292 ‘Criteria for Lift Point Design’).
For the distribution of load over the lift points, the following single crane lift systems have been
considered:
• Single point lift system;
• Two point lift system;
• Three point lift system;
• Four point lift system;
• Floating spreader bar(s) lift system;
• 2000 mT split block lift system.
Lift systems with fixed spreader bars are considered to be the same as systems without spreader bars.
Each type of lift system listed above requires an individual lift point load determination method and
these methods are contained in the following sub-sections. For an overview of the methods to determine
the rigging and lift point design loads for each lift system, refer to the flowcharts C to F in Attachment
2.
The methods for determination of lift point loads are based on all lift points being located at the same
elevation. For lift points located at different elevations, the vertical load distribution, between lift points,
will be influenced by the out-of-balance horizontal lift point load components.
18 of 26
Determination of Design Loads for Rigging and Lift Points

4.2.1 Loads for single point lift systems
For single point lifts, the rigging load (Frig) is equal to the design hookload (Hdes).
Fvrig = Hdes
where: Hdes = Design hookload (Refer to Section 2.5.2)

Fvrig = Vertical rigging load
Note:
Fvlp = Vertical lift point load (refer to Section 4.2.7).
Figure 4.2.1-1 Single Point Lift System
4.2.2 Load distribution for two point lift systems

For two point lift systems not sensitive to sling length differences, the vertical rigging load (Fvrig) is
calculated by distributing the design hookload over the lift points (to the ratio of the horizontal distances
of the C.o.G. to each lift point) and multiplied by a distribution factor (µdist).
For a two point lift system, the vertical rigging load (Fvrig) is then:-
L−X
Fvrig = Hdes * * µdist
L
where:
Hdes = Design hookload
(refer to section 2.5.2).
µdist = Load distribution factor
(minimum value = 1.05, depending on the
sensitivity to differences in sling lengths)
Variables L and X are defined in Fig. 4.2.2-1
Note:
Fvlp = Vertical lift point load (refer to Section 4.2.7).
Figure 4.2.2-1 Two Point Lift System
19 of 26
An example of a two point lift system that is sensitive to sling length differences
is indicated in Fig. 4.2.2-2. Due to the relatively short distance between lift points
compared to the height ‘H’ (distance between lift points and C.o.G. elevation)
and the height difference between lift points and C.o.G. elevation, a small
difference in sling length will have a large impact on load distribution over the
lift points.
In these cases where a two point lift system is sensitive to sling length differences,
the distribution factor shall be determined from a study or assessment. In lieu of
this, at least 75% of the design hookload shall be attributed to each lift point.
Figure 4.2.2-2 Example Lift System

Sensitive to Sling Length Tolerances
4.2.3 Load distribution for three point lift systems

For a three point lift system, not sensitive to sling length differences, the vertical rigging load (Fvrig) is
then:-
X
Fvrig = Hdes * *µdist (for LP A)
L
where: Hdes = Design hookload (refer to section 2.5.2)

µdist = Load distribution factor
(minimum value = 1.05 depending on the sensitivity to
differences in sling lengths)
Variables L and X are defined in Figure 4.2.3-1.
Note:
Fvlp = Vertical lift point load (refer to Section4.2.7).
Figure 4.2.3-1 Plan View of

a Three Point Lift System
In these cases where a three point lift system is sensitive to sling length differences, the distribution
factor shall be determined from a study or assessment. In lieu of this, at least 75% of the design hookload
shall be attributed to each lift point.
20 of 26
4.2.4 Load distribution for four-point lift systems

In general rigging and lift points for a four point lift system shall be designed for a load distribution of
75% to any two diagonally opposite lifting points, with the design hookload distributed proportionally
to the C.o.G. plan position.
The vertical rigging load (Fvrig) is then:-
Fvrig = Hdes * µdist
where:
Hdes = Design hookload (refer to section 2.5.2)
 (L − X ) * (B − Y ) − X * Y 
µdist = 0.375 +  
 2*L*B 
Variables L, B, X and Y are defined in Figure 4.2.4-1.
The equation for µdist is only valid for C.o.G. locations in
the ranges of :-
0.15 * L ≤ X ≤ 0.85 * L
and 0.15 * B ≤ Y ≤ 0.85 * B
Fvlp = Vertical lift point load (refer to Section4.2.7).
Figure 4.2.4-1 Four Point Lift System
Notes:
1) Sophisticated calculation methods, using measured sling lengths, might result in more favourable
load distributions. It should however be recognised that the rigging arrangement might need to be
adjusted near the end of the engineering phase, because of:
• Weight and C.o.G. changes;
• Unavailability of intended rigging.
The new rigging arrangement might then result in a more unfavourable load distribution and
insufficient strength of the lift points.
Also, differences in rigging spring constants and lift object stiffness will influence the lift point
load distribution.
2) An exception can be made for already existing lift points when their capacity is insufficient if the
75% rule would be applied. Relaxing this rule should then be possible, provided it is supported
by a detailed analysis of the lift system taking into account:
• Actual measured rigging lengths (or required lengths and required length tolerance);
• Spring constants of the rigging parts;
• Accurate modelling of the lift object stiffness;
• ‘As-built’ dimensions of lift object and lift points.
21 of 26
4.2.5 Floating spreader bar(s) systems

In a floating spreader bar system, the spreader bar is free to move to its equilibrium position in the
rigging system without mechanical restraint, as in the examples shown in Figure 4.2.5-1. This will
significantly reduce possible unequal weight distribution over the lift points caused by small rigging
length deviations or differences in rigging spring constants.
When floating spreader bars are used in rigging systems, the 75% distribution to any diagonal referred
to in Section 4.2.4 may be reduced to either 60% or 55%. Justification shall follow from a study or
assessment.
Rigging arrangements which include fixed spreader bars or spreader frames not free to move to their
equilibrium position shall be calculated in accordance with the 75% distribution over the diagonals rule.
60% distribution to any diagonal 55% distribution to any diagonal
Figure 4.2.5-1 Load Distribution Factors for Floating Spreader bar Systems
22 of 26
4.2.6 Load distribution for 2 x split block lift systems

For rigging arrangements with the DCV ‘Aegir’ main hoist rigged with 2 x 2000 mT lower blocks in
‘split’ mode, the vertical rigging load (Fvrig) can be determined from the equations below.
For a 2000 mT block connected via rigging to a single lift point, the rigging load (Fvrig1 ) is then:-
Fvrig1 = [Fdw1 * µcog * µtilt * µbwt + Wrab ] * DAF (for LP 1 - see note overleaf)
where:
L−X
L
µbwt = Block weight factor = 1.023 (see note overleaf)
Wrab = Weight of rigging attached to the block
DAF = Dynamic amplification factor (refer to Table 2.3-2, Section 2.3)
Variables L and X are defined in Figure 4.2.6-1
Figure 4.2.6-1 Vertical Rigging Loads for a Split Block Lift Arrangement
23 of 26
For a 2000 mT block connected via rigging to two lift points, the rigging load (Fvrig2) is then:-
B−Y
Fvrig2 = Fvrig1 * * µyaw (for LP 1)
B
where:
µyaw = Yaw factor of 1.05 (refer to SC-211)
Variables B and Y are defined in Figure 4.2.6-1
Note:
In the equation for Fvrig1, the weight of a 2000 mT lower block in the rigging arrangement is taken into
account by the factor µbwt, which is valid for Fdw ≥ 1000 mT. For lift arrangements where Fdw < 1000
mT, rigging angles and design loads shall be determined by an analysis that includes the influence of
the block weight.
4.2.7 Rigging loads and lift point loads

The following equations shall be used to determine the loads in the rigging and lift points:
Fv rig
Frig =
sin ( α)
where:
Frig = Rigging load
Fvrig = Vertical rigging load (refer to Sections 4.2.1 to 4.2.6)
α = Rigging angle as defined below and in Figure 4.2.7-1 overleaf
Fvlp
Flp =
sin ( α)
where:
Flp = Lift Point load
Fvlp = Vertical lift point load
= Fvrig – (Weight of rigging associated with the lift point * DAF)
DAF = Dynamic Amplification Factor (refer to Section 2.3)
Rigging angle (α)

For new designed lift points the rigging angle (α) used in the above formulae shall be the calculated
rigging angle (see Figure 4.2.7-1 overleaf), based on the preliminary rigging lengths, with a design
tolerance (δ) of ±2.5º on that angle. If preliminary rigging lengths are not yet known, an angle of 67.5º
with a design tolerance (δ) of ±7.5 º is recommended.
24 of 26
The rigging angle (α) should not be less than 60 degrees. An angle less than 60 degrees is possible,
provided the effects of this lower angle can be accommodated in the lift points, the lift object structure
and the crane hook(s).
Figure 4.2.7-1 Rigging Angle

Note:
HMC shall be consulted for final
rigging angle information, prior to the
lift point detailed design being issued
for construction.
For lifts using DCV ‘Aegir’ Main Hoist

fitted with 2 x 2000 mT blocks in ‘split’
mode, the governing loads acting on the
rigging and lift points shall be
considered for a range of 2.5° beyond
theoretical rigging angles, bounded by
the CoG envelope indicated in Figure
4.2.7-2.
Figure 4.2.7-2 Rigging Angle Range for

a 2 x Split Block Lift
25 of 26
4.2.8 Additional lift point loads

Additional lift point loads shall be taken into account for the following:
• Small misalignment between the as-built lift points and the actual rigging angle;
• Friction loads from bends over trunnions;
• Dynamic loads perpendicular to the rigging direction.
These additional loads are proportional to the lift point load (Flp).
Refer to SC-292: ‘Criteria for Lift Point Design’ for more information on additional lift point loads.
ATTACHMENTS
Attachment 2 - Quick Reference Flow Charts
Attachment 4 - Guidance Notes on Reconciliation of Lift Object Weighed Weight
26 of 26
Block Load The resolved lift load acting on an individual 2000 mT lower block
(BL) of the DCV ‘Aegir’ mast crane. Refer to Section 2.6.
Centre of Gravity The centre point of the total mass of the lift object based on the dry
(CoG) weight. Refer to Section 3.4.
Centre of Gravity Envelope An area in which the C.o.G. must be positioned for a safe lift
operation. The boundaries of that area are defined by the governing
criteria for the particular lift system. The CoG envelope is drawn in
relation to the plan location of the lift points of the lift object. Refer
to Section 3.4.3.
Critical Lift A lift operation that is near the limits of: crane capacity or crane
vessel stability or clearances between lift object and crane vessel
hull / crane boom.
Design Hookload The sum of Design Weight and rigging weight, multiplied by the
( Hdes ) Dynamic Amplification Factor and is used to determine the design
loads for rigging / lift points. Refer to Section 2.5.2.
Design Weight The Dry Weight including weight and C.o.G. contingencies. Refer
( Wdes ) to Section 2.2.2.
Distribution Factor A factor applied to the Design Hookload to distribute it over the lift
( µdist ) points, depending on; the position of the lift object C.o.G. and / or
the sensitivity of the lift system to rigging length deviations.
Refer to Section 4.2.
Dry Hookload ( Hdry ) For single crane lifts equal to Dry Lift Weight. Refer to Section
2.5.3.
Dry Lift Weight The Dry Weight plus rigging weight, minus buoyancy when a lift
( Wdl ) object is submerged. Refer to Section 2.2.4.
Dry Weight A lift object calculated or weighed weight without contingencies.
( Wdry ) Refer to Section 2.2.1.
Dynamic Amplification Factor A factor by which the lift object Design Weight is multiplied to
(DAF) account for vertical dynamic loads resulting from the lift operation.
Refer to Section 2.3.
Hookload The load acting on a crane hook, which is the sum of the Design
Weight plus rigging weight, which is directly comparable to the
(H)
crane capacity. Refer to Section 2.5.1.
Jacket The steel lattice substructure of an offshore platform.
Lift Object A structure that is to be lifted using a crane vessel.
Attachments
Lift Point A structure that is part of a lift object, spreader bar or other lifting
equipment, that enables the rigging to be connected to it. Lift points
are usually designed as padeyes or padears / trunnions.
Lift Point Load The load on a lift point in the line of action of the rigging, based on
( Flp ) the Design Hookload, less the rigging weight (including DAF)
associated with that lift point. Refer to Section 4.2.7.
Lift System A lift system is the total system of lift object and rigging.
Matched Pairs of Slings A pair of slings in which each sling has equal WLL, equal length
between work points and equal diameter or stiffness.
Module A separate structure that forms part of a Topsides.
Material Take-off A method to estimate the overall lift object dry weight and centre
(M.T.O.) of gravity, based on a summation of all the individual component
weights, with their centre of gravity positions expressed in relation
to a designated three-dimensional axes system. Refer to Section
2.2.2.
Not To Exceed Weight An agreed not to exceed final Dry Weight within a specified C.o.G.
(NTEW) envelope. Refer to Section 2.2.5.
Rigging The total system of slings, grommets, shackles, spreader bars and
other rigging items, in between the lift points and the crane hook(s).
Rigging Load The load on the rigging in the line of action of the rigging, based
(Frig) on the Design Hookload. Refer to Section 4.2.7.
Rigging Weight The total weight of slings, grommets, shackles, spreader bars and
( Wrig ) other items that comprise the rigging. Refer to Section 2.2.3.
shall In the context of this document, the term “shall” means the
criterion/action is mandatory, i.e. a requirement.
should In the context of this document, the term “should” means the
criterion/action is preferred but not mandatory, i.e. alternatives are
permitted.
Sling In the context of this document, the term sling can be read as
referring equally to either a sling or a grommet used for lifting.
Attachments
Spreader bar A beam integrated in the rigging system which counteracts a

horizontal load component of the slings / grommets, so that the lift
point loads acting on the lift object will not have a horizontal
component in the direction of the spreader bar. There are three main
types of spreader bar:-
• Fixed: a spreader bar that is rigidly connected between lift
points attached to a lift object i.e. it does not move during the
lift operation.
• Floating: (or loose) spreader bar that is connected within the
rigging system, i.e. in between the lift object and the crane
hook.
• Rotating: (or hinged) spreader bar that is connected to the lift
object by hinge arrangements, enabling the spreader bar to
rotate about a horizontal axis, during the lift operation.
Tilt Tilt is the term used to describe the deviation from horizontal of a
lift object when it is freely suspended from a crane hook. Refer to
Section 3.4.1.
Topsides Part of an offshore platform above water, which can be lifted and
in the context of this document is synonymous with e.g. integrated
Deck, Deck, Module or support frame.
Vertical Lift Point Load The vertical component of the Lift Point Load. Refer to Section
( Fvlp ) 4.2.7.
Vertical Rigging Load The vertical component of the Rigging Load. Refer to Section
( Fvrig ) 4.2.7.
Weighed Weight The un-factored weight of the lift object when it has reached its
final phase, i.e. fabrication structural and mechanical 100 %
complete, as a result from (final) weighing with accurate load cells
based on a weighing procedure accepted by HMC. Refer to Section
2.2.2 and Attachment 4.
Attachments
Attachment 2 - Quick Reference Flowcharts
Flow Flow Chart Title No. of

Chart Sheets
A Hookload and Design Hookload 1
B Not To Exceed Weight 1
C Rigging and Lift Point Loads for Two Point Lift System 1
D Rigging and Lift Point Loads for Three Point Lift System 1
E Rigging and Lift Point Loads for Four Point Lift System 1
F Rigging and Lift Point Loads for 2 x Split Block Lift System 1
Attachments
Quick Reference Flow Charts
A. Hookload and Design Hookload (Section 2.5)
Wdry (2.2.1) Dry Weight
Preliminary weight Final weight
Weight & C.o.G. M.T.O. M.T.O. Weighing

contingencies
+ Structural ≥ 10% + Structural ≥ 5%
Cw+cog + overall ≥ 3%
+ Equipment ≥ 20% + Equipment ≥ 10%
(2.2.2 & Att. 4)
Wdes (2.2.2) = Design weight
Wrig (2.2.3) + Rigging weight (from Preliminary or Final Wrig)
DAF ≤ 1.1 DAF > 1.1
DAF (2.3) * DAF
DAF
µDAF (2.5.1) *1 *
1.1 note)
H (2.5.1) = Hookload
Hdes (2.5.2) = Design Hookload
Note) For the DCV ‘Aegir’ Whip hoist hookload calculation, replace the value 1.1 with 1.3.
Attachments
B. Not To Exceed Weight (Section 2.2.5)
Min. clearance C.o.G. location Crane block mode
H (2.5) Maximum utilised crane capacity = Hookload
D.A.F. ≤ 1.1 D.A.F. > 1.1
D.A.F.
µDAF (2.5.1) Divided by : 1
1.1
Rigging weight
Wrig (2.2.3) minus :
(from Preliminary or Final Wrig)
Final Weight
Final Weight
Based on Weighed
Based on M.T.O.
Weight
Weight & C.o.G.

Contingencies Divide by Cw+cog Cw+cog
Cw+cog as % of dry 1 + C w +cog Structural ≥ 5 % Structural ≥ 3 %
:
weight 100 Equipment ≥ 10 % Equipment ≥ 3 %
(2.2.2 & Att. 4)
(2.2.5) = Not to exceed weight (NTEW)
 max. utilised crane capacities 

  − Wrig
 μ DAF 
NTEW = 1 + C w + cog
100
Attachments
C. Rigging Loads and Lift Point Loads for Two Point Lift Systems (Section 4.2.2)
Hdes (2.5.2) Design Hookload
Distribution over L−X

*
lift points (4.2.2) L
is not sensitive to small is sensitive to small deviations in

Lift System
deviations in sling length sling length
Distribution factor Study / assessment: * µdist

* 1.05
µdist (4.2.2) Otherwise: Fvrig = 0.75 * Hdes
Fvrig (4.2.2) = Vertical Rigging Load
subtract associated rigging load

Fvlp (4.2.7)
including DAF
Rigging Angle 1 1
* *
(4.2.7) sin (α) sin (α)
Frig & Flp (4.2.7) = Rigging Load (Frig) = Lift Point Load (Flp)
L−X
Fvrig = Hdes * * µdist
L
Fvrig = vertical rigging load
Hdes = design hookload
L = horizontal distance between lift points
X = horizontal distance from lift point to C.o.G
Fvlp = Fvrig – (weight of associated rigging * DAF).
Fv rig
Frig =
sin (α)
Fvlp
Flp =
sin (α)
α = Rigging angle to the horizontal
Attachments
D. Rigging Loads and Lift Point Loads for Three Point Lift Systems (Section 4.2.3)
Distribution over X
*
lift points (4.2.3) L
is not sensitive to small is sensitive to small deviations in sling

Lift System
deviations in sling length length
Distribution factor Study / assessment: * µdist

* 1.05
µdist (4.2.3) Otherwise: Fvrig = 0.75 * Hdes
subtract associated rigging weight

Fvlp (4.2.7)
including DAF
Rigging Angle 1 1
* *
(4.2.7) sin (α) sin (α)
X
Fvrig = Hdes * * µdist (for LP A)
L
L = longitudinal horizontal distance between lift points
X = longitudinal horizontal distance from lift point to C.o.G.
Fvlp = Fvrig – (weight of associated rigging * DAF)
Fv rig
Frig =
sin (α)
Fvlp
Flp =
sin (α)
Attachments
E. Rigging Loads and Lift Point Loads for Four Point Lift System (Section 4.2.4)
(without Floating Spreader Bars )
Distribution over
(L − X )(B − Y ) − X * Y
lift points µdist * ( 0.375 + )
(4.2.4)
2*L*B

Fvlp (4.2.7)
including DAF
Rigging Angle 1 1
* *
(4.2.7) sin (α) sin (α)
Fvrig = Hdes * µdist
µdist = ( 0.375 + (L − X ) * (B − Y ) − X * Y )
2*L*B
(only valid for 0.15L ≤ X ≤ 0.85L and 0.15B ≤ Y ≤ 0.85B)
B = transverse horizontal distance between lift points
Y = transverse horizontal distance from lift point to C.o.G.
Fv rig
Frig =
sin (α)
Fvlp
Flp =
sin (α)
Attachments
F. Rigging Loads and Lift Point Loads for 2 x Split Block Lift System (Section 4.2.6)
Fvrig1 (4.2.6) Vertical Rigging Load for one LP / 2000 mT block
B−Y
* * µyaw
B
Fvrig2 (4.2.6) for = Fvrig2

Two LP’s / 2000 mT block

Fvlp (4.2.7)
including DAF
Rigging Angle 1 1
* *
(4.2.7) sin (α) sin (α)
Fvrig1 = [Fdw1 * µcog * µtilt * µbwt + Wrab ] * DAF (single lift point connected to a lower block)
B−Y
Fvrig2 = Fvrig1 * * µyaw (two lift points connected to a lower block)
B
Fvrig = vertical rigging load for 1 or 2 lift points / 2000 mT block
L−X
L
B = transverse horizontal distance between lift points
Y = transverse horizontal distance from lift point to C.o.G.
µbwt = Block weight factor = 1.023
µyaw = Yaw Factor = 1.05 (refer to SC-211)
Wrab = Weight of rigging attached to the lower block.
Fv rig Fvlp
Frig = & Flp =
sin (α) sin (α)
α = Rigging angle to the horizontal Arrangement pf Two LP’s / 2000 mT block
Attachments
(Drawings not included in this document)
Drawing No. Title

1502810.A0120 Balder Drawings in-house link to Operations Standard S2.01.1
HI-126-01-01 Balder Clearance Criteria of Jacket Installation in Anchored or Dynamic Positioning Mode
HI-146-01-01 Balder Clearance Criteria of Topsides Installation in Anchored Mode
HI-146-04-01 Balder Clearance Criteria of Topsides Lift-off in Anchored and Dynamic Positioning
Mode
HI-146-05-01 Balder Clearance Criteria of Topsides Installation in Dynamic Positioning Mode
Approach
HI-146-05-02 Balder Clearance Criteria of Topsides Installation in Dynamic Positioning Mode
Touch-down
HI-146-11-01 Balder Clearance Criteria of Centric Topsides Installation on SPAR, TLP or FPSO, for
HLV´s in Anchored or Dynamic Positioning Modes
HI-146-12-01 Balder Clearance Criteria of Eccentric Topsides Installation on SPAR, TLP or FPSO, for
1502830.A0120 Thialf Drawings in-house link to Operations Standard S2.01.3

HI-126-01-01 Thialf Clearance Criteria of Jacket Installation in Anchored or Dynamic Positioning Mode
HI-126-06-01 Thialf Clearance Criteria during Jacket Lift - Upending
HI-126-11-01 Thialf Clearance Criteria during Floating - Jacket Lift Upending
HI-146-01-01 Thialf Clearance Criteria of Topsides Installation in Anchored Mode Approach
HI-146-04-01 Thialf Clearance Criteria of Topsides Lift-off in Anchored and Dynamic Positioning Mode
HI-146-05-01 Thialf Clearance Criteria for Topside Installation in Dynamic Positioning Mode Approach
HI-146-05-02 Thialf Clearance Criteria of Topsides Installation in Dynamic Positioning Mode
Touch Down
HI-146-05-03 Thialf Clearance Criteria of Topsides Installation in Dynamic Positioning Mode
Engagement Criteria
HI-146-11-01 Thialf Clearance Criteria of Centric Topsides Installation on SPAR, TLP or FPSO, for
HI-146-12-01 Thialf Clearance Criteria of Eccentric Topsides Installation on SPAR, TLP or FPSO, for
Attachments
1502840.A0120 Aegir Drawings in-house link Operations Standard S2.01.4
HI-126-01-01 Aegir Clearance Criteria of Jacket Installation in Dynamic Positioning Mode

HI-146-01-01 Aegir Clearance Criteria of Topsides Lift-off in Dynamic Positioning Mode
HI-146-05-01 Aegir Clearance Criteria of Topsides Installation in Dynamic Positioning Mode Approach
HI-146-05-02 Aegir Clearance Criteria of Topsides Installation in Dynamic Positioning Mode
Touch Down
HI-146-11-01 Aegir Clearance Criteria of Centric Topsides Installation on SPAR, TLP or FPSO, for
HI-146-12-01 Aegir Clearance Criteria of Eccentric Topsides Installation on SPAR, TLP or FPSO, for
1502870.A0120 Sleipnir Drawings in-house link to Operations Standard S2.01.5

HI-126-01-01 Sleipnir Clearance Criteria of Jacket Installation in Anchored and Dynamic Positioning
Mode
HI-126-06-01 Sleipnir Clearance Criteria during Lift - Jacket Upending
HI-126-11-01 Sleipnir Clearance Criteria during Floating - Jacket Upending
HI-146-01-01 Sleipnir Clearance Criteria for Topside Installation in Anchored Mode Approach
HI-146-04-01 Sleipnir Clearance Criteria for Topside Lift-off Anchored and Dynamic Positioning
Mode
HI-146-05-01 Sleipnir Clearance Criteria for Topside Installation in Dynamic Positioning Mode
Approach
HI-146-05-02 Sleipnir Clearance Criteria for Topside Installation in Dynamic Positioning Mode
Touch-Down
HI-146-05-03 Sleipnir Clearance Criteria for Topsides Installation in Dynamic Positioning Mode
Engagement Criteria
HI-146-11-01 Sleipnir Clearance Criteria of Centric Topside Installation on SPAR, TLP or FPSO in
Anchored and Dynamic Positioning Modes
HI-146-12-01 Sleipnir Clearance Criteria of Eccentric Topside Installation on SPAR, TLP or FPSO in
Anchored and Dynamic Positioning Modes
Attachments
Attachment 4 - Reconciliation of a Lift Object Weighed Weight
Weights of items that are to be subtracted from or added to the final weighing result for the lift condition
can have a significant influence on the lift object reconciled weighed weight and centre of gravity.
Therefore, the following points shall be considered in planning the final weighing of a lift object and
the subsequent reconciliation of the weighed weight for the lift condition:
1. The weights of items to be added or subtracted from the weighing result (see note 1) should be kept to
a minimum, in order to avoid a reduction in the accuracy of the reconciled weighed weight.
Therefore, the lift object should be in a complete condition as practicable prior to commencing the
final weighing operation.
2. Weights of items to be added or subtracted from the final weighing result for the lift condition, that
have an individual dry weight of 1mT or more, shall be weighed separately. Weights of re-used
items, such as grillage and skid shoes, that are to be subtracted from the weighing result, shall
always be weighed separately. The separate weighing(s) should be carried out:
• with the same level of weighing accuracy as used for the lift object final weighing (where
practicable);
• before the lift object final weighing and if this is not practicable, directly after the final
weighing;
• with weight monitoring applied to an item after its weighing for the period up to the lift object
final weighing.
Where separate weighing of items is required, details of the separate weighing method, its accuracy
and a list of the items to be separately weighed, shall be included in the lift object weighing
procedure.
3. If separate weighing of an item is not practicable / feasible, then the item weight and centre of
gravity shall be derived from a final M.T.O. In lieu of other agreed final M.T.O. contingencies, the
final values given in Table 2.2.2 shall be applied:
Where the weight and / or C.o.G. position of an item to be removed / added has significant influence
on the reconciled weighed lift weight and / or C.o.G. (e.g. large transport grillage, skid shoes etc.),
the M.T.O. data shall be verified by detailed inspection of the completed item.
4. For a safe lifting operation, the weight contingencies of items to be placed onto or removed from a
lift object after weighing shall be applied:-
• dry weights of items placed onto a lift object after final weighing shall be increased by the
appropriate weight contingency;
• dry weights of items removed from a lift object after final weighing shall be reduced by the
appropriate weight contingency.
Weight contingencies for items to be either final weight contingencies from Table 2.2.2 or agreed
by the project, depending on the method used for the item weighing.
5. During the period after completion of a lift object final weighing until its sailaway, the weight and
C.o.G. position of all items placed onto or removed from the lift object, shall be recorded and
included in the weight reconciliation of the Dry and Design weights for the lift condition.
Attachments
Attachment 4 cont.d
6. The reconciliation of a lift object weighed weight should be applied as indicated in Table A4.1
below.
Dry Weight Centre of Gravity
Action
Component of Weighed Weight See note 2)
Reconciliation X Y Z
[mT] [m] [m] [m]
Final weighing result for the lift object = w0
Items to be removed from the lift object after final weighing:
Weighed weight of an item ≥1mT - w1
M.T.O. weight of items ≥1mT - w2
Total weight of all items <1mT - w3
Pre-installed heavy lift rigging - w4
Items to be placed onto the lift object after final weighing and present for the offshore lift:
Weighed weight of an item ≥1mT + w5
M.T.O. weight of items ≥1mT + w6
Total weight of all items <1mT + w7
Reconciled Dry Weighed Weight, Wdry = ∑(w0 to w7) Xd Yd Zd
Add Weight Contingencies [mT] for:
Weighed Weight, Cw0 = wo * accuracy of lift object weighing
method
Weighed Weight of removed items Cw1 = w1 * % accuracy of the separate weighing
≥1mT, method - see point 2. on previous page
M.T.O. weight of removed items ≥1mT , Cw2 = w2 * % accuracy of the final M.T.O.
Total weight of removed items <1mT, Cw3 = w3 * % accuracy of weight survey
Pre-installed lift rigging, Cw4 = w4 * % accuracy of rigging weight see note 3)
Weighed Weight of placed items ≥1mT, Cw5 = w5 * % accuracy of the separate weighing
method - see point 2. on previous page
M.T.O. weight of placed items ≥1mT, Cw6 = w6 * % accuracy of the final M.T.O.
Total weight of placed items <1mT, Cw7 = w7 * % accuracy of weight survey
Total weight contingencies Cw = ∑(Cw0 to Cw7) ≥ 0.03 * Wdry see note 4)
Reconciled Weighed (Design) Weight, Wdes = Wdry + Cw
Table A4.1 Reconciliation of a Lift Object Weighed Weight
where:
w0 = weight result from final weighing of the lift object
w1 = weight result from separate weighing of an item ≥1mT to be removed
w2 = final M.T.O. dry weight of an item ≥1mT to be removed
w3 = total of estimated dry weights of all items <1mT to be removed (from survey)
w4 = weight of lift rigging and rigging equipment present on the lift object during the final
weighing
Attachments
Attachment 4 cont.d
w5 = weight result from separate weighing of an item ≥1mT to be placed (exc. lift rigging)
w6 = final M.T.O. dry weight of an item ≥1mT to be placed after weighing
w7 = total of estimated dry weights of all items <1mT to be placed after weighing
Xd, Yd and Zd are the CoG coordinates of the lift object reconciled dry weight (lift condition).
Notes:
1) Weights of items to be subtracted or added to a weighing result include the following:
• Structures or equipment placed onto the lift object after final weighing that will remain in place
for the heavy lift operation;
• Structures or equipment removed from the lift object during the period after final weighing
until before the heavy lift operation;
• Structures or equipment included in the final weighing but not intended to be lifted, e.g. grillage,
skid shoes and seafastening
• Heavy lift rigging and rigging equipment that connects the lift points to the crane vessel hook
is not included in the lift object dry weight (refer to Section 2.2.3).
2) Weight values w0 to w7 are dry weights i.e. without contingencies.
3) Contingencies for slings, grommets, shackles shall be in accordance with Table 2.2.3, ‘Final Phase’
and applicable notes.
4) Required minimum contingency as stated in Table 2.2.2.
Attachments

SC-201 - Single Crane Lift Systems

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SC-201 - Single Crane Lift Systems

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WI-10.

05 Incident Reporting and Investigation

Single Crane Lift Systems

Standard Criteria for Design Engineering

WEIGHTS, CRANES LIFT CAPACITIES AND HOOKLOADS 3

OPERATIONAL CRITERIA FOR SINGLE CRANE LIFTS 11

DESIGN LOADS FOR RIGGING AND LIFT POINTS 18

C Section 1.0 - Updated text and Figure 1.1-1.

D Section 1 - Minor updates.

E Section 2.5.3 - Modified dry Hookload requirements on drawings.

Criteria for dual crane lift operations can be found in:

Figure 1.1-1 Standard Criteria Flowchart

WEIGHTS, CRANES LIFT CAPACITIES AND HOOKLOADS

2.2.2 Design weight

Wdes = Wdry + Cw+cog

where: Wdes = Design Weight

Weight in Preliminary / Design Phase

2.2.3 Rigging weight

Weight Control Rigging Weight Remarks

2.2.4 Dry lift weight

Wdl = Wdry + Wrig

where: Wdl = Dry Lift Weight

2.2.5 Not to exceed weight

 max. utilised crane capacities 

where: µDAF is defined in Section 2.5.1

Dynamic Amplification Factor (D.A.F.)

The effect of these dynamics will be influenced by the following parameters:

(See note 4) (See note 2) (See note 2) (See note 3)

Notes to Tables 2.3-1 & 2.3-2:

Crane Lift Capacity

H = (Wdes + Wrig) * µDAF

H ≤ Lift capacity according to the crane capacity curve

2.5.2 Design hookload

Hdes = (Wdes + Wrig) * DAF

where: Hdes = Design hookload

2.5.3 Dry hookload

where: Hdry = Dry hookload

where: BL = Block load

OPERATIONAL CRITERIA FOR SINGLE CRANE LIFTS

Hook Strength and Hook Rotation

Figure 3.3-1 Recommended orientation for an Asymmetric Hook

Centre of Gravity (C.o.G.)

100 * e cog Equation for Tilt

3.4.2 C.o.G Position

3.4.3 C.o.G. Envelope

Design Phase – Prior to Rigging Allocation

Figure 3.4.3-1 Example C.o.G. Envelope (Design Phase)

Final Phase – After Rigging Allocation

Figure 3.4.3-2 Example C.o.G. Envelope (Final Phase)

Lift Vessel Requirements

DESIGN LOADS FOR RIGGING AND LIFT POINTS

Determination of Design Loads for Rigging and Lift Points

where: Hdes = Design hookload (Refer to Section 2.5.2)

Figure 4.2.1-1 Single Point Lift System

4.2.2 Load distribution for two point lift systems

Figure 4.2.2-1 Two Point Lift System

Figure 4.2.2-2 Example Lift System

4.2.3 Load distribution for three point lift systems

where: Hdes = Design hookload (refer to section 2.5.2)

Figure 4.2.3-1 Plan View of

4.2.4 Load distribution for four-point lift systems

Fvrig = Hdes * µdist

Fvlp = Vertical lift point load (refer to Section4.2.7).

Figure 4.2.4-1 Four Point Lift System