Guidelines for Marine Lifting Operations

GUIDELINES FOR
MARINE OPERATIONS
MARINE LIFTING
February 1998
London Offshore Consultants
GUIDELINES FOR MARINE OPERATIONS
LIFTING
TABLE OF CONTENTS
1. INTRODUCTION................................................................................................................... 4
1.1 Scope of Guidelines

1.2 Definitions
1.3 Reference Documents
1.4 Certificates of Approval
2. PLANNING OF MARINE LIFTS ........................................................................................ 7
2.1 General
2.2 Site Survey
2.3 Lifting Manual
2.4 Documentation
2.5 Design Calculations
2.6 Operational Aspects
3. LOADS AND ANALYSIS...................................................................................................... 9
3.1 General
3.2 Module Design Weight
3.3 Rigging Weight
3.4 Centre of Gravity and Tilt of Module - Single Crane
3.5 Static Hook Load - Single Crane Lift
3.6 Static Hook Load - Dual Crane Lift
3.7 Dynamic Lift Load
3.8 Derivation of Lifting Point Loads - Single Crane Lifts
3.9 Derivation of Lifting Point Loads - Dual
Crane Lifts
3.10 Lifting Through Water
4. STRUCTURES ...................................................................................................................... 16
4.1 General
4.2 Consequence Factors
4.3 Method of Analysis of Module
4.4 Strength of Module
4.5 Padeye Design
4.6 Padears and Trunnions
4.7 Cast Lifting Points
4.8 Fabrication and Installation of Lifting Points
4.9 Seafastening
4.10 Bumpers and Guides
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5. REQUIREMENTS FOR LIFTING EQUIPMENT ......................................................... 21
5.1 General
5.2 Sling Force Distribution
5.3 Shackles
5.4 Spreader Beams
5.5 Hydraulic Lifting Devices
6. CRANE AND CRANE VESSELS ...................................................................................... 24
6.1 General
6.2 Allowable Load
6.3 Crane Radius Curve
6.4 Minimum Clearances
6.5 Crane Vessel Stability
APPENDICES
Appendix A1: Summary of Stages in Design/Analysis of Single Crane Lift

Appendix A2: Summary of Stages in Design/Analysis of Dual Crane Lift
London Offshore Consultants Page 1 of 25
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1. INTRODUCTION
1.1 SCOPE OF GUIDELINES
These guidelines are a basis for the planning, design and operational aspects of marine
lifting. Guidelines for loadout and transportation are covered in the two preceding
chapters.
The purpose of them is to specify appropriate standards, based on sound engineering and
good marine practice in order to ensure that lifting operations maintain an acceptable level
of safety at all times.
These guidelines are intended to cover any lifting operations which are subject to approval
by the Marine Warranty Surveyor. For example:-
C Topsides Module Lifting

C Subsea Structure Lifting
C Jacket Lifting
Other considerations may apply for other categories of lift.
These guidelines are based on experience over a large number of lifting operations.
However, as knowledge advances in specific areas, Marine Warranty Surveyors should
recognise that lifting operations may use alternative or new methods. The fundamental
principle to be followed by the introduction of novel or alternative methods is that the
overall level of safety of a lifting operation should not be reduced.
The Marine Warranty Surveyor for a project will require to review the following for any
lifting operation requiring approval:-
C Design specifications
C Proposed lifting procedure
C Rigging design
C Crane vessel details
This information should be made available to the MWS in sufficient time to enable
completion of these reviews well before the planned operations.
1.2 DEFINITIONS
Company:
Warranted Company or representatives acting on their behalf.
GuidLFT. February 1996

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MWS:
Marine Warranty Surveyor and/or Marine Warranty Survey Company.
Installation Contractor:
Shall mean the contractor who is responsible for the installation and marine lifting
operations.
Module:
A structure or parts thereof subject to lifting.
Sling:
Steel ropes spun together with a spliced eye in each end.
Grommet:
Steel report spun together and spliced such that there is no end.
Dynamic Amplification Factor (DAF):

A factor accounting for the global dynamic effects which may be experienced during
lifting.
Consequence Factor:
An additional factor to be applied in assessing the structural strength of lifting points and
primary structure.
Module Design Weight (MDW):

The maximum weight of the module including all relevant contingencies.
Rigging Weight:
The weight of all rigging which will be lifted by the crane.
1.3 REFERENCE DOCUMENTS
MWS review of technical documents will include checks to current editions of relevant
codes and standards.
1.4 CERTIFICATES OF APPROVAL
The lifting design calculations and operations manuals shall be prepared well before the
planned start of operations and require approval by the MWS prior to the lifting operation
commencing.

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A MWS Certificate of Approval for Lift shall be issued to the attending Surveyor
immediately prior to the lift when all preparations and checks are completed to his
satisfaction, and environmental conditions/weather forecast are suitable for the planned
duration of the operation.

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2. PLANNING OF MARINE LIFTS
2.1 GENERAL
The Installation Contractor shall prepare and issue a comprehensive lifting manual for
approval by the MWS. This manual may form part of an installation manual for the
Module.
All planning for marine operations is based, where possible, on the principle that it may be
necessary to interrupt or reverse the operation. This is generally impractical for lifting
operations. Therefore points of `no return', or thresholds, shall be defined during planning
and in the operations manual. Checklists should be drawn up detailing the required status
to be achieved before the operation proceeds to the next stage.
Operational planning shall be based on the use of well proven principles, techniques,
systems and equipment to ensure acceptable health and safety levels are met and to
prevent the loss or injury to human life and major economic losses.
2.2 SITE SURVEY
Drawings shall be prepared to document that the lifting site is suitable for the planned
lifting operation.
A drawing shall be prepared clearly showing existing pipelines and seabed obstructions.
The drawing shall also show the areas where mooring anchors cannot be placed.
2.3 LIFTING MANUAL
A lifting manual shall be prepared and shall include, as a minimum, details of the
following:-
C Time schedule
C Module dimensions
C Module weight and COG information
C Module buoyancy and COB information
C Organisation and communication
C Site information
C Crane vessel tugs and barges
C Clearances module/crane/vessel/barge
C Crane vessel mooring and/or DP arrangement

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C Crane radius curve

C Lifting equipment
C Vessel handling procedures
C Mooring arrangement
C Pre-lift checklist
C Description of operation
C Limiting environmental criteria
C Specific operations:
Barge/crane vessel ballasting
ROV
Survey and positioning
Suction and ventilation systems
C Recording Procedure
C Drawings
C Safety and contingency plans
2.4 DOCUMENTATION
The MWS requires to sight all relevant documentation related to the crane vessel
including but not limited to Classification and Statutory records and details of crane tests.
The MWS requires to be satisfied that all certificates for component parts of the rigging,
particularly slings, grommets and shackles, are valid. All slings and grommets shall meet
the requirement of Guidance Note PM 20 from the Health and Safety Executive - `Cable
laid slings and grommets' (October 1987).
Documentation which confirms that suitable tests of the welds on the lifting points have
been satisfactorily carried out shall be available for inspection by the attending Surveyor.
If a Module is lifted more than once, then a close visual inspection of the lifting point
welds shall, where access is possible, be carried out by a competent person before the
second and subsequent lifts.
2.5 DESIGN CALCULATIONS
Calculations prepared by the designers of the Module, lifting points and rigging
arrangements shall be submitted for review. Generally, the calculations will be reviewed
and checked against the criteria contained herein.
Where computer analyses form the basis of the designers' submission, details of the
program and the basis of the input should be made available to assist the MWS in their
reviews and approval.

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2.6 OPERATIONAL ASPECTS
Before approving the lifting operation the MWS will require detailed descriptions and
specifications of the equipment involved and a comprehensive procedure for the lifting
operation.
Where the limiting criteria for a lift have been derived by dynamic analysis resulting in a
limiting criteria based on an allowable significant waveheight, Hs, and associated wave
period it is recommended that a wave buoy or similar device is deployed at the lifting site
to allow accurate determination of the existing seastate.

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3. LOADS AND ANALYSIS
3.1 GENERAL
This section gives guidelines concerning the derivation of the loads for which the lifting
equipment, structure and crane vessels should be assessed.
The stages in the design or analysis of a lift are summarised in a flow chart in Appendix 1.
The text of these guidelines should be read in conjunction with this chart.
3.2 MODULE DESIGN WEIGHT
The Module Design Weight (MDW) shall include adequate contingency factors to allow
for the module being heavier than intended. The MWS will require to review the
designers' proposed overweight allowances, otherwise the following paragraphs give
recommended factors.
If the weight is being estimated at the design stage, then the weights of all components of
the module should be established by accurate material take-off and separated into two
parts:-
C Structural steel weight. To allow for mill tolerances, paint, weld, section size
substitution and future additions, the estimated weight of structural steel should be
increased by 10%.
C Weight of equipment and ancillaries. To allow for inaccuracies in the estimation of

the equipment weights and the unforeseen addition of equipment and associated
steelwork, such as equipment foundations and working platforms, the estimated
weight of equipment and ancillaries should be increased by 20%.
After completion, the module shall be weighed using an approved weighing method. The
as-weighed weight shall be increased by 3% to account for weighing inaccuracies.
Documentation should be provided to demonstrate that the equipment and procedures
adopted for weighing have the required accuracy.
Similarly, if the module is partially complete then the design lift weight may be
established by an approved weighing method and allowances for weighing inaccuracies
made. The weight of items which are not yet installed should then be established by an
updated material take-off and an appropriate allowance made for inaccuracies and possible
future additions.

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If the as-built weight plus contingency exceeds the module design weight then calculations
shall be submitted to verify the lift design.
3.3 RIGGING WEIGHT
A further component, the Rigging Weight (RW), shall be added to the MDW. This
allowance represents the weight of rigging and shall include the estimated weight of all
shackles, slings, spreaders and rigging platforms. For preliminary design purposes an
assumed weight of rigging of 5 percent of a topsides Module weight may be used (7% if
spreader bars are used). For jacket structures the weight assumed in the preliminary
design shall reflect the proposed rigging arrangement. In the final design phase the actual
weight of rigging (including contingencies) shall be used.
3.4 CENTRE OF GRAVITY AND TILT OF MODULE - SINGLE CRANE
The plan position of the centre of gravity shall generally be restricted for the following
reasons:
C To allow for the use of matched pairs of slings

C To prevent overstress of the crane hook
C To control the maximum tilt of the object.
The Module COG should be kept within a design envelope. Figure 3.1 shows the
allowable zone within which the centre of gravity should be positioned.
The value of `e' in Fig. 3.1 shall not exceed e = 0.02 x vertical distance from the crane
hook to the Module centre of gravity. Where the vertical distance between the crane hook
and Module centre of gravity is not initially known, the value of `e' in Fig. 3.1 shall not
exceed 600mm. Where the centre of gravity is found to be outside the cruciform shown in
Fig. 3.1, the strength of the crane hook shall be shown to be sufficient for the design load
case.
The length of the lifting slings/grommets shall be chosen to control the tilt of the Module.
For practical purposes the tilt of the Module should not exceed 2E.
When the Module has been weighed, the maximum tilt should be calculated using the
measured centre of gravity position and the certified lengths of the rigging arrangement.
Also, the relative offset between the centre hook position and the Module centre of gravity
should be less than 600mm.

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Figure 3.1 Allowable position of Centre of Gravity
3.5 STATIC HOOK LOAD - SINGLE CRANE LIFT
The Rigging Weight (RW) shall be added to the Module Design Weight (MDW) to give
the Static Hook Load (SHL):-
C MDW + RW = SHL
The Static Hook Load shall be checked against the approved crane capacity curve at the
maximum planned outreach.
Where the lifting situation may give rise to a dynamic increase in the effective load the
Dynamic Hook Load (DHL) shall be calculated in accordance with Section 3.7 below.

LIFTING
3.6 STATIC HOOK LOAD - DUAL CRANE LIFT
For dual crane lifts, the SHL for each crane shall be calculated as follows :-
C The SHL shall be the MDW shared between cranes in accordance with static
equilibrium, plus allowances of:-
- 5% of calculated hook load for offset of centre of gravity (comparing actual
with predicted); this value may be reduced to 3% after weighing.
- 3% for longitudinal tilt of the lifted object during the lift.
- RW appropriate for the crane.
C For subsea lifts using two hooks the buoyancy, hydrodynamic loads and wave slam
effects may alter the load distribution between the two hooks. These effects should
be taken into account when determining the individual hook loads.
The SHL shall be checked against the approved crane capacity curve at the maximum
planned outreach for each crane.
3.7 DYNAMIC HOOK LOAD
The Dynamic Hook Load (DHL) shall be obtained by multiplying the SHL by a Dynamic
Amplification Factor (DAF):-
C DHL = SHL x DAF
The DAF allows for the dynamic loads arising from the relative motions of the crane
vessel and/or the cargo barge during the lifting operations.
The DHL shall be checked against the approved crane capacity curve at the maximum
planned outreach.
For lifts in air the dynamic load is normally considered to be highest at the instant when
the Module is being lifted off its grillage. This load, and hence the appropriate DAF,
should be substantiated by means of an analysis which considers the maximum relative
motions between the hook and the cargo barge takes account of the elasticity of the crane
falls, the slings, the crane booms and the luffing gear.
The description of such an analysis must clearly state the assumed limiting wave heights
and periods such that, if the calculated value of DAF is critical to the feasibility of the
operation, then those conducting the lift will be aware of the limiting sea states.
For lifts with the Module submerged, special investigations should be made taking
account of hydrostatic and hydrodynamic effects to calculate an appropriate DAF. Further

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recommendations are given in section 3.10.
In the absence of a dynamic lift response analysis being carried out the values of DAF
given in Table 3.1 may be used for lifts in air using the semisubmersible crane vessels.
Weight of Module < 100 Tonne 100 - 1000 Tonne > 1000 Tonne
Lift Offshore 1.30 1.20 1.10
Lift Inshore 1.15 1.10 1.05
Table 3.1 DAF values for SSCV
For offshore lifts from the deck of a semisubmersible crane vessel the DAF
appropriate to an inshore lift may be used.
For lifts from a quayside a DAF of 1.0 may be used.
When using larger mono-hulled crane vessels, the values of DAF given in table 3.2
may be used as a guideline.
Weight of Module < 100 Tonne 100 - 1000 Tonne > 1000 Tonne
Lift Offshore 1.50 1.40 1.30
Lift Inshore 1.30 1.20 1.15
Table 3.2 DAF values for large mono-hulled crane vessels
It should be noted that some crane capacity curves already take due account of the
DAF and care should be taken to ensure that the DAF is not considered twice in the
design calculations.
3.8 DERIVATION OF LIFTING POINT LOADS - SINGLE CRANE LIFTS
Lifting points (padeyes or padears) are the structural elements which connect the
lift rigging to the structure of the Module. Spreader bars may also be considered to
have lifting points where the slings or grommets are attached.
After specification of the lifting point locations and lift rigging lengths, the lifting

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point loads shall be derived from the Design Lift Load (DLL) by consideration of the
geometry of the lifting arrangement and the position of the Module centre of gravity:-
C DLL = MDW x DAF
An analysis shall be made to determine the load distribution between diagonally

opposite pairs of lifting points. This should include an assessment of the torsional
rigidity of the Module and spring stiffness of the slings. In such an analysis it is
recommended that, in the absence of other information, the fabrication errors listed
below should be considered to occur in combination:-
C Lifting Points. Each lifting point is positioned 12mm from its correct
position. The combined effect of all lifting points being out of position shall be
summed in the least favourable manner.
C Shackles. Two shackles which are 6mm shorter than their standard
dimensions are attached to diagonally opposite padeyes, whilst 2 shackles which
are 6mm longer than standard are attached at the remaining diagonals.
C Slings/Grommets. Slings/grommets which are 0.25% under specified

nominal length should be considered to be attached to two diagonally opposite
lifting points, whilst slings/grommets which are 0.25% over specified nominal
length are attached to the two remaining lifting points.
If the above analysis is not carried out the DLL carried by a diagonally opposite
pair of lifting points shall be increased by a skew load factor of 1.5, ie the load shall be
distributed in the ratio 75/25 across opposite pairs of diagonals.
Where a loose spreader bar is used the skew load factor may be reduced to 1.2, ie
the load shall be distributed in the ratio 60/40 across opposite pairs of diagonals.
3.9 DERIVATION OF LIFTING POINT LOADS - DUAL CRANE LIFTS
Lifting point loads for dual hook lifts should be derived from the Design Lift Load
in accordance with the following principles.
The DLL is determined for each crane:-
C DLL = DHL - (RW x DAF)
For lift arrangements having four lift points ie two to each crane, the lift point loads
are statically determinate, and shall then be derived from the DLL by considering the
geometry of the sling arrangement. No skew load factor need be applied.

LIFTING
The lift point load shall be increased by 5% to allow for rotation (yaw) of the lifted
object.
3.10 LIFTING THROUGH WATER
This section applies to a Module being lowered through the sea surface to its final
position on the seabed. These guidelines are in addition to the foregoing paragraphs.
The DAF and modified hook loads applicable when lifting through water shall be
determined taking account of the factors given below. The lift design shall be checked
accordingly.
The buoyancy and centre of buoyancy of the object shall be established on the basis
of accurate hydrostatic calculations.
For subsea Modules, where wave loading may be significant, environmental loads
shall be established for wave conditions consistent with the design and operational
criteria. An appropriate range of wave lengths and directions, including swell effects,
shall be considered. Wave slam effects in the splash zone shall also be evaluated, as
shall the possible uplift of the module and resulting slackening of slings.
Hydrostatic loads due to external pressure on the submerged Module shall be

considered. The effect of hydrodynamic loads shall be calculated. For objects with
complex shapes, a 3D analysis should be carried out to determine the hydrodynamic
coefficients.
The limiting operational criteria shall be established by considering the predicted

motions of the crane vessel for varying seastates and directions. This may be achieved
either by model testing or a suitable hydrodynamic analysis.
Module impact velocities, in horizontal and vertical directions, due to mating or

contacting the seabed, should not be taken as less than 1 m/s.
Forces due to current on the object and hoist lines should be evaluated and used to
derive off lead (forces away from the crane) and side lead (forces perpendicular to the
crane boom axis) loads.
At the preliminary design stage a DAF of 1.4 may be assumed for lifts of small
structures through water. For jackets a DAF of 1.2 may be assumed.

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4. STRUCTURES
4.1 GENERAL
The lifted object shall be designed in accordance with Standards or Codes of

Practice given in Section 1.3. Wherever possible, the design should be carried out to
the requirements of one code only.
4.2 LRFD AND CONSEQUENCE FACTORS
For Load and Resistance Factor Design (LRFD), the combined LRFD and
Consequence Factors as given in Table 4.1 below shall be applied to the structural
elements in addition to the factors for dynamic effects, weight tolerances, etc. given in
Section 3.
A material resistance appropriate to the chosen Standard or Code shall be used.
For Working Stress Design (WSD), in addition to the factors for dynamic effects,
weight tolerances, etc given in Section 3, the consequence factors given in Table 4.1
shall be applied for each element of the structure.
Structural Element Combined Working Stress

LRFD + Consequence
Consequence Factor
Factor
Lift points, spreader bars, etc. 1.50 1.0
Primary load transferring members 1.50 1.0
Other, secondary, members 1.15 (1)
Table 4.1 Consequence Factors
In Table 4.1, a member is considered as being primary if structural collapse could

result from failure of that member alone. Generally, primary members will be those
members framing directly into the lifting points. Other members are defined as being
secondary.

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4.3 METHOD OF ANALYSIS OF MODULE
The Module shall be analysed as a three dimensional elastic space frame, including
the slings and appropriate restraints to prevent rigid body rotations. The structural
model shall include all primary and secondary members and may take account of the
bracing of floor plating, if appropriate.
The loads input into the model shall represent structural and non-structural dead
load, equipment and finishes. The total input loads shall equal the Module design
weight, including overweight contingencies, multiplied by the appropriate DAF.
For single hook lifts two load combinations shall be considered, representing the
load being distributed unevenly to each diagonally opposite pair of padeyes, as per
Section 3.8 above. For dual hook lifts the design load shall be the lifting point loads
as determined in Section 3.9.
4.4 STRENGTH OF MODULE
The stresses in the member resulting from the lift analyses shall be evaluated and
compared with the design resistance or allowable stress of the member computed in
accordance with the appropriate design code.
4.5 PADEYE DESIGN
Padeyes shall be designed for the following loads:-
C Lifting point loads calculated in accordance with section 3.8 and 3.9 above.
C An additional lateral load equal to 5% of the lifting point load. This shall be
assumed to act horizontally at the level of the padeye pinhole.
C Where a loose spreader bar is used in the rigging arrangement the additional
lateral load above shall be increased to 8%.
Padeyes shall be aligned to the theoretical true vertical sling angle but shall be
dimensioned for a sling angle tolerance of " 5E.
Wherever possible padeyes shall be designed with the main welds in shear rather
than tension. Where plates/sections are subjected to tensile loads applied
perpendicular to the rolling direction they shall have guaranteed through thickness
properties.
Wherever possible the padeye main plate shall be continuous into the primary
structure.

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Padeyes should not have more than one load-bearing cheek plate on each side of
the main plate. The cheek plate thickness should be no greater than the main plate
thickness.
Pin holes should be machined, and be line bored after the welding of the cheek
plates to the main plate
All sharp edges likely to damage the sling during handling and transportation shall
be radiused.
4.6 PADEARS AND TRUNNIONS
Padears and trunnions shall be designed for the following loads:-
C Loads calculated in accordance with Section 3.8 and 3.9 above. Additionally,
where doubled slings or grommets are used, a load split in the ratio 55%/45%
between sling legs shall be considered;
C An additional lateral load equal to 5% of the lifting point load. The line of
action of this force shall be taken at centre of the trunnion, in the longitudinal
and transverse directions;
C Where a loose spreader bar is used the additional lateral load above shall be
increased to 8%.
The central stiffener plate (shear plate) of the trunnion should be slotted through the
main plate and should be designed to transfer the total sling load into the main
plate, without taking the strength of the trunnion bearing plate into account.
The diameter of the trunnion shall be a minimum of 4 times the sling/grommet

diameter except where the reduction in strength due to bending losses has been
considered.
Unless the lift point is profiled the sling will flatten out at the contact area during
lifting. Therefore the width of a fabricated trunnion should be a minimum of 1.25
times the overall sling diameter plus 25mm.
The trunnion shall be fitted with a sling retaining arrangement.
Padears shall be aligned to the theoretical true sling angle but shall be dimensioned
for a sling angle tolerance of " 5E, vertically and horizontally.
All sharp edges likely to damage the sling during handling and transportation shall
be radiused.

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4.7 CAST LIFTING POINTS
The strength of cast lifting points shall be verified by finite element analyses.
The finished castings shall be subject to stringent quality control including

dimensional conformity, material properties and NDT.
4.8 FABRICATION AND INSTALLATION OF LIFTING POINTS
Fabrication and inspection of lifting points shall be in accordance with Company

structural steel fabrication and casting specifications.
4.9 SEAFASTENING
Lift rigging, spreaderbars and other temporary lifting equipment shall be

seafastened for transportation.
4.10 BUMPERS AND GUIDES
For offshore lifts consideration shall be given to the provision of bumpers and
guides on the Modules. The bumpers and guides shall:-
C Enable the object to be positioned after the lift within the required tolerances.
C Protect the lifted object, the adjacent surroundings and equipment from
damage during lift.
Particular requirements for bumpers and guides should be determined at the

planning stage taking account of lifting procedures and the assessed risk of damage.
Fabrication tolerances of guides shall be closely controlled. Prior to lifting an as-

built dimensional survey of the guide systems shall be carried out to confirm that
operational tolerances have been maintained.
The design forces on bumpers and guides shall not be less than those given in Table
4.2.
The bumpers and guides should be designed for any possible combination of
forces, except that the total force perpendicular to the face of the bumper need not
exceed 1.1 x MDW.

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The requirements for design impact forces for stab-in guides (eg deck to jacket
legs) are given in Table 4.3.
The point of the Stab-in guide shall be designed to fail before damage can occur to
the receiving guide.
Force Bumpers Guides Pin/

Bucket
Vertical forces due to friction 1% MDW 1% MDW 1% MDW
Vertical forces due to direct 10% MDW 10% MDW 10% MDW
impact (Fv) (vertical post type)
Horizontal forces due to friction 1% MDW 1% MDW 1% MDW
Horizontal forces due to impact 10% MDW 5% MDW 5% MDW
acting normal to face (Fh)
Horizontal forces due to impact 5% MDW 5% MDW 5% MDW
acting parallel to the face (Fl)
Table 4.2 Bumper and guide impact force factors
Force Primary Secondary

Vertical forces due to 10% SHL 5% SHL
direct impact
Horizontal forces due to 10% SHL 5% SHL
direct impact in
longitudinal direction of
deck
Horizontal forces due to 10% SHL 5% SHL
direct impact in transverse
direction of deck
Table 4.3 Design forces for stab-in guides

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5. REQUIREMENTS FOR LIFTING EQUIPMENT
5.1 GENERAL
Cable laid rope for heavy offshore lifting shall be constructed and used in
accordance with the requirements of Guidance Note PM20, issued by the Health
and Safety Executive, entitled Cable Laid Slings and Grommets, or an equivalent
standard.
The Safe Working Load of slings/grommets shall be calculated in accordance with

PM20 taking due account of splicing efficiency and strength losses due to any
bending of the wire rope.
5.2 SLING FORCE DISTRIBUTION
5.2.1 Doubled Slings
To take account of the friction losses where slings have been doubled around the
lifting or crane hook the total sling force shall be divided between the two legs of
the slings in the ratio 45%/55%.
5.2.2 Grommets
When single grommets are used over a padear or trunnion, the total sling load shall
be divided between the two legs of the grommet in the ratio 45%/55%. This ratio
may be 50%/50% where sheaves are used in the system.
In cases where grommets are doubled between the hook and lifting point a
distribution of 45%/55% shall be used between each leg and in addition a
distribution of 45%/55% between each pair, ie a design factor of 1.21 shall be used
on the heaviest loaded grommet leg.
5.2.3 Manufacturing and Tolerances
The wire rope construction shall be well suited for the intended use and comply
with recognised codes and standards.
The length of slings or grommets should normally be within tolerances of plus or

minus 0.25 per cent of their nominal length. During measuring, the slings or
grommets should be fully supported and adequately tensioned. The tension load
should be in range of 2.5% to 5.0% of the MBL. Matched slings should be

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measured with the same tension load and under similar conditions.
5.2.4 Construction and Certification
Valid certificates for each sling and grommet to be used shall be supplied by the
sling Manufacturer and should be available for inspection prior to installation of the
slings or grommets on the lifted object.
For cable laid slings and grommets the certificates required in accordance with
PM20 are as follows:-
C Consolidation Test Certificate which shall contain;

Identification details
Calculated and actual breaking load for outer and core ropes
Summation of breaking loads
Calculated sling or grommet breaking load
C Calculation of Working Load Limit
C Certificates of Dimensional Conformity
C Certificates of Examination (The Certificate of Examination is valid for a
period of 6 months.)
5.2.5 Inspection and Re-Use of Slings/Grommets
Slings/grommets shall be examined by a competent person prior to each use. Where

the sling or grommet is not part of the vessel's approved rigging gear, covered by an
annual inspection by its Classification Society, then the details of the history of the
sling/grommet and a record of lifts for which the slings/grommets have been
previously used should be available.
The MWS acceptance is subject to a visual inspection of each sling/grommet prior

to and after rigging and tie-down is complete.
If a sling/grommet is found to have any defects such that the certified Minimum
Breaking Load cannot be guaranteed, it shall not be used for lifting purposes.
5.3 SHACKLES
Each shackle shall be marked with its Safe Working Load (SWL) as recommended
by the manufacturer, who shall be a recognised shackle fabricator.
A certificate verifying the proof loading and the SWL of each shackle shall be
provided for inspection by the MWS. These certificates shall be issued by a
recognised Certifying Authority or testing house. Each shackle shall be clearly

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LIFTING
stamped with an identifying mark with reference to the corresponding certificate.
Shackles and their certification will be subject to an inspection by the attending

MWS surveyor prior to lift.
The SWL of shackles which are attached to lifting padeyes shall not be less than the
lifting point load divided by the DAF.
Shackles shall be loaded along their centreline, in accordance with the design and
load rating principles to which the shackles were fabricated.
When selecting shackles for a particular application the proposed sling or grommet
diameter shall be taken into account.
5.4 SPREADER BEAMS
The requirements of Section 4 shall also apply to the design and fabrication of
spreader beams where applicable.
5.5 HYDRAULIC LIFTING DEVICES
Hydraulic Lifting Devices (HLD), such as pile lifting clamps, may also be used.
The points below should be taken into consideration when designing for such lifts.
The HLD should be rated by the manufacturer. The SWL should be documented,
preferably by means of test results, in accordance with recognised standards. It
shall be used in accordance with the manufacturer's instructions and approved
procedures.
The SWL of the HLD shall be greater than the Design Lift Load (See Chapter 3)
The HLD shall be designed to fail safe. Thus failure of the hydraulic system during
lift (e.g. rupture of the control umbilical) shall not lead to the load being dropped.
The lifting manual shall document modes of failure and their effects and the
appropriate contingency measures.
The lifting forces from the HLD to the lifting points should be transmitted in
accordance with these guidelines and the code of practice being used in the design
of the structural steelwork.

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LIFTING
6. CRANE AND CRANE VESSELS
6.1 GENERAL
The crane, crane vessel and associated equipment shall be fit to perform the
planned lift operations in a safe manner.
The crane should be equipped with an accurate load monitoring device, sufficient
to measure cyclic dynamic loads.
6.2 ALLOWABLE LOAD
Prior to lift, the correct value of the Module Design Weight shall be confirmed
using the as-weighed Module weight or updated estimates of weight.
The Dynamic Hook Load, which includes the DAF, shall be compared to the crane
radius curve, adopting the maximum radius to be used for the lift.
It shall be demonstrated, by reference to the crane certification, or by calculation of

allowable stress levels and safety factors within the components of the crane and its
foundations, that the crane has adequate capacity to carry out the lift.
6.3 CRANE RADIUS CURVE
A part of the submission made to the MWS for approval purposes shall be a crane
radius curve showing the allowable lift capacity of the crane at different lift radii.
The crane capacity shall be as specified by the manufacturer of the crane and shall
have been validated by a proof load test wherein the crane is loaded to 10% in
excess of the crane radius curve. A statement that the crane is in class with a
Certification Authority is sufficient confirmation that such a test was carried out.
6.4 MINIMUM CLEARANCES
During all phases of a lift the following minimum clearances should be

maintained:-

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LIFTING
C Below Module: 3m
C Between Module and crane boom: 3m
C Between spreader bar and crane boom : 3m
For offshore lifts:
C From crane vessel to platform : 3m
6.5 CRANE VESSEL STABILITY
If the design hook load is less than 80% of the capacity of the cranes and the crane
vessel will perform the lift at its normal working draft then no special submission is
required by the MWS with regard to stability. However, if the load is near the
maximum allowable for the vessel or the vessel will be at a draft outside its normal
operational range a stability statement shall be submitted for review.
When carrying out tandem lifts, documentation shall be submitted to demonstrate

that the crane vessel can safely sustain the changes in hook load which arise from
the tilt and yaw factors combined with environmental effects in the lifting
calculations, specifically considering allowable cross lead angles for the crane
booms.

Appendices
LIFTING
APPENDIX 1
LIFTING DESIGN FLOW CHARTS

Appendices
LIFTING
(3.2)
Module Design Weight (MDW)
(3.3)
Rigging Weight
(RW)
(3.4) (3.5)
Check COG MDW + RW = Static
Position & Tilt Hook Load (SHL)
Check Crane (3.7) (3.8)

Capacity SHL x DAF = MDW x DAF = Design
Dynamic Hook Lift Load (DLL)
Load (DHL)
(5.) (3.8)
Rigging Design Lifting Point Forces
(4.2) Combined LRFD + Working Stress

Consequence Factors for:- Consequence Factor Consequence Factor
(a) Lifting points, spreader bars 1.50 1.0

(b) Primary Members 1.50 1.0
(c) Secondary Members 1.15 1.0 (a increase allowed)
(4.) (4.5 - 4.8)

Module Lifting Point
Structural Design

Appendices
LIFTING
Strength
Figure A1
SUMMARY OF STAGES IN DESIGN/ANALYSIS OF SINGLE CRANE LIFT

Appendices
LIFTING
(3.2)
Module Design Weight (MDW)
(3.6)
(1) (2) (3)
Static Hook Load (SHL) = (MDW x a x 1.05 x 1.03 ) + Rigging Weight
where: (1) is the ratio of the CoG position to the length between lift points
(2) is the factor to allow for CoG shift
(3) is the factor to allow for longitudinal tilt
(3.7) Check Crane

Dynamic Hook Load (DHL) = SHL x DAF Capacity
(3.9) (5.)
DLL = [DHL -(RW x DAF)] Rigging Design
(3.9)
(1)
Lift Point Load = DLL x 1.05
where: (1) is the factor to allow for yaw
(3.9)
Lifting Point Forces
(4.2) Combined LRFD + Working Stress

Consequence Factors for:- Consequence Factor Consequence Factor
(a) Lifting points, spreader 1.50 1.0

bars
(b) Primary Members 1.50 1.0
(c) Secondary Members 1.15 1.0 (a increase allowed)

Appendices
LIFTING
(4.3 -4.4) (4.5 - 4.8)

Module Structural Strength Lifting Point Design
Figure A2
SUMMARY OF STAGES IN DESIGN/ANALYSIS OF DUAL CRANE LIFT

Guidelines for Marine Lifting Operations

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GUIDELINES FOR

1.1 Scope of Guidelines

2. PLANNING OF MARINE LIFTS ........................................................................................ 7

3. LOADS AND ANALYSIS...................................................................................................... 9

5. REQUIREMENTS FOR LIFTING EQUIPMENT ......................................................... 21

6. CRANE AND CRANE VESSELS ...................................................................................... 24

Appendix A1: Summary of Stages in Design/Analysis of Single Crane Lift

C Topsides Module Lifting

Other considerations may apply for other categories of lift.

GuidLFT. February 1996

Dynamic Amplification Factor (DAF):

Module Design Weight (MDW):

1.3 REFERENCE DOCUMENTS

1.4 CERTIFICATES OF APPROVAL

GuidLFT. February 1996

GuidLFT. February 1996

2. PLANNING OF MARINE LIFTS

2.2 SITE SURVEY

2.3 LIFTING MANUAL

GuidLFT. February 1996

C Crane radius curve

2.5 DESIGN CALCULATIONS

GuidLFT. February 1996

2.6 OPERATIONAL ASPECTS

GuidLFT. February 1996

3. LOADS AND ANALYSIS

3.2 MODULE DESIGN WEIGHT

C Weight of equipment and ancillaries. To allow for inaccuracies in the estimation of

GuidLFT. February 1996

3.3 RIGGING WEIGHT

3.4 CENTRE OF GRAVITY AND TILT OF MODULE - SINGLE CRANE

C To allow for the use of matched pairs of slings

GuidLFT. February 1996

Figure 3.1 Allowable position of Centre of Gravity

3.5 STATIC HOOK LOAD - SINGLE CRANE LIFT

GuidLFT. February 1996

3.6 STATIC HOOK LOAD - DUAL CRANE LIFT

3.7 DYNAMIC HOOK LOAD

C DHL = SHL x DAF

GuidLFT. February 1996

recommendations are given in section 3.10.

Table 3.1 DAF values for SSCV

For lifts from a quayside a DAF of 1.0 may be used.

Table 3.2 DAF values for large mono-hulled crane vessels

3.8 DERIVATION OF LIFTING POINT LOADS - SINGLE CRANE LIFTS

GuidLFT. February 1996

C DLL = MDW x DAF

An analysis shall be made to determine the load distribution between diagonally

C Slings/Grommets. Slings/grommets which are 0.25% under specified

3.9 DERIVATION OF LIFTING POINT LOADS - DUAL CRANE LIFTS

The DLL is determined for each crane:-

C DLL = DHL - (RW x DAF)

GuidLFT. February 1996

3.10 LIFTING THROUGH WATER

Hydrostatic loads due to external pressure on the submerged Module shall be

The limiting operational criteria shall be established by considering the predicted

Module impact velocities, in horizontal and vertical directions, due to mating or

GuidLFT. February 1996

The lifted object shall be designed in accordance with Standards or Codes of

4.2 LRFD AND CONSEQUENCE FACTORS

A material resistance appropriate to the chosen Standard or Code shall be used.

Structural Element Combined Working Stress