WI-10.

05 Incident Reporting and Investigation

Rev: A1 (January 2012)
Owner: …

Dual Crane Lift Systems

SC-211

Standard Criteria for Design Engineering

Originator: P. Schoenmaekers // Owner: M. Koudijs // Checker Quality: G.J. van Slingerland // Checker: N. Troll
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

CONTENTS

REVISION STATUS

1 INTRODUCTION 1

2 WEIGHTS, CRANES LIFT CAPACITIES AND HOOKLOADS 3

2.1 Weight and Cranes Lift Capacities General 3
2.2 Weights 4
2.3 Weight Distribution Factors 6
2.4 Dynamic Amplification Factor (D.A.F.) 8
2.5 Crane Lift Capacity 9
2.6 Hookload 9

3 OPERATIONAL CRITERIA FOR DUAL CRANE LIFTS 12

3.1 Lift Clearances 12
3.2 Hook Strength and Hook Rotation 12
3.3 Asymmetrical Hooks 13
3.4 Centre of Gravity (C.o.G.) 13
3.5 Anti-twist Requirement 18
3.6 Lift Vessel Requirements 18

4 DESIGN LOADS FOR RIGGING AND LIFT POINTS 19

4.1 General 19
4.2 Determination of Design Loads for Rigging and Lift Points 20

5 ATTACHMENTS 25
Attachment 1 - Terminology
Attachment 2 - Quick Reference Flow Charts
Attachment 3 - List of HMC Lift Clearance Criteria Drawings
Attachment 4 - Reconciliation of a Lift Object Weighed Weight
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

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.
(May 2014) Section - Note 1) added.
2.2.2 - Updated relevant Fvlp formulae for factor µyaw.
Section 4.2
& - Updated lift clearance criteria drawings list.
Attachment
2
Attachment
3
C Section 1.0 - Updated text and Figure 1.1-1.
(June 2015) Sections - Design Hookload revised to include D.A.F. < 1.1.
2.6.2
4.2 .1 ~
4.2.3
Section - Relocated minimum rigging angle requirement from SC-291.
4.2.4
Attachment - Flowcharts A1 to A4 revised in line with Section 2.6.2.
2
D Section 1 - Minor updates.
(October 2016) Section 2.1 - Sleipnir crane spacing added.
Section 2.2 - Minor updates and Table 2.2.3 added.
Table 2.3.2 - Tilt factor revised and note 3) added.
Attachment - General update of Terminology.
1
Attachment - Minor updates to Quick Reference Flow Charts.
2
Attachment - Operations clearance criteria drawing list updated.
3
Attachment - New attachment on reconciliation of lift object weighed weight.
4
E Attachment Definition of Hookload updated, Links updated, Hermod removed,
(September 2021) 1 Sleipnir Added.
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

1 INTRODUCTION
The objective of this Standard Criteria (SC) is to provide design and installation / removal engineering
requirements specific to dual crane lift operations by 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 for 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 single crane lifts can be found in:

• SC-201 ‘Single Crane Lift Systems’.

See also the Flow chart 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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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Figure 1.1-1 Standard Criteria Flowchart

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

2 WEIGHTS, CRANES LIFT CAPACITIES AND HOOKLOADS

2.1 Weight and Cranes Lift Capacities General
The maximum allowable weight of a lift object will depend on the lift capacities of the cranes at
specified radii and the factors added to the weight for:
• Weight contingencies (Ref. Section 2.2.2);
• Rigging weight (Ref. Section 2.2.3);
• C.o.G. shift (Ref. Section 2.3);
• Tilt (Ref. Section 2.3);
• Dynamic Amplification Factor (Ref. Section 2.4).

Restrictions on the cranes lift capacities, cranes radii and lift object weight might follow from:
• Lift Clearances (Ref. Section 3.1);
• C.o.G. position (Ref. Section 3.4);
• Hook strength (Ref. Section 3.2);
• Crane block reeving mode (Ref. Section 2.5);
• Crane mode (revolving / guyed) (Ref. Section 2.5);
• Heavy lift vessel requirements (Ref. Section 3.6).

For dual crane lift systems, the largest possible combined lift capacity will be obtained when the
distance between the lift points for each crane, is as close as possible to the distance between the
centres of the lift vessel cranes (Ref. Fig. 2.1-1).

LIFT OBJECT
LONGITUDINAL AXIS

CRANE VESSEL
LIFT OBJECT
L
CENTRELINE
TRANSVERSE AXIS

Sleipnir L = 67.5 m
Thialf L = 60.0 m
Balder L = 59.5 m

Figure 2.1-1 Distance between Centrelines of Lift Vessel Cranes

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

2.2 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 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 contingencies.

Wdes = Wdry + Cw

where: Wdes = Design Weight

Wdry = Dry Weight
Cw = Weight 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
M.T.O., 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
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).

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 Contingencies ( Cw )

Notes:
1) The contingency factor, Cw, includes for uncertainties in the estimate of lift object weight 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.

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

2.2.3 Rigging weight

Rigging includes the total weight of slings, grommets, shackles, 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 hooks (Wrig) shall be determined from
Table 2.2.3 below, depending on the project weight control phase.
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, distributed between the cranes in proportion to the extent of the rigging and rigging
equipment attached to each crane.
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

The dry lift weight shall be calculated as being 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)

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

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 contingencies to be added to a NTEW shall be equal to the
appropriate ‘Final Weight’ percentages from Table 2.2.2.

The maximum dry weight used for a NTEW weight, shall be calculated as being the sum of the
maximum utilised static crane capacities (within a specified C.o.G. envelope and if applicable, corrected
for a D.A.F. > 1.1), minus the rigging weight, divided by the C.o.G. / tilt factors for final weight and
minus the weight contingencies.

 max. utilised crane capacities 

  − Wrig
 µ DAF 
NTEW =  1 + Cw 
µ cog ∗ µ tilt * 
 100 

where: µDAF is defined in Section 2.6.1

µcog is the C.o.G. shift factor and is defined in Section 2.3.2
µtilt is the tilt factor and is defined in Section 2.3.2
Wrig is the rigging weight and is defined in Table 2.2.3
Cw is the weight and CoG contingency defined in Table 2.2.2

Note, a NTEW may also be influenced by the requirements of the crane vessel (refer to Section 3.6).

2.3 Weight Distribution Factors

2.3.1 Weight distribution
In a dual crane lift system the lift object weight has to be distributed over the cranes to the ratio of the
horizontal distances between the C.o.G. and the crane hooks (ref. Section 2.6).

To account for uncertainties in the C.o.G. position a

C.o.G. shift factor as per Section 2.3.2 shall be
applied to the weight distribution. Tilting of a lift
object during the lift may also have an effect on the
weight distribution (see Figure 2.3.1-1), so also a tilt
factor as per Section 2.3.2 shall be applied to the
weight distribution.

Figure 2.3.1-1 C.o.G. Shift due to Longitudinal Tilt

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Note:
These general factors may be reconsidered by HMC on a case by case basis, if the lift system geometry
and / or the lift procedure could result in more unfavourable weight distribution than accounted for by
the standard factors.
Reasons for reconsideration might be (but not limited to):
• Lift points close together relatively to the overall length of the lift object;
• C.o.G. high above / far below lift points elevation;
• Buoyancy kick-back from lift objects passing through the water surface;
• Complex rigging arrangement (2 + 4 or 4 + 4 rigging arrangement, ref. Section 4.2.3).

2.3.2 Distribution factors

As the lift object designer has the best insight in the preliminary M.T.O. accuracy, the designer might
be best able to propose the required distribution factors for the preliminary weight. It is the responsibility
of the designer, to ensure the lift object final weight and C.o.G. will allow for the distribution factors as
per Table 2.3.2 for final weight.

In absence of distribution factors proposed by the lift object designer, the distribution factors as per
Table 2.3.2 for preliminary weight may be used, (unless the C.o.G. accuracy gives reasons for increased
distribution factors):

Weight Jacket and Template Piles Topsides

Control C.o.G Tilt factor µtilt µcog + C.o.G
Phase shift Horizontal lift-off Jacket µtilt shift Tilt factor µtilt
(see Note 1)
factor (see Note 1) upending factor
µcog (see Note 2) µcog
Preliminary 1.05 Based on 1º + 1 m 1.05 1.00 1.05 Based on 1º + 1 m
weight, based lift point height lift point height
on M.T.O. difference. With a difference. With a
minimum value of minimum value of
1.03 1.03
Final weight, 1.03 Based on 1º + 1 m 1.05 1.00 1.03 Based on 1º + 1 m
based on lift point height lift point height
M.T.O. difference. With a difference. With a
calculated value of calculated value of
≥1.00 (see Note 3). ≥1.00 (see Note 3).
Final weight, 1.02 Based on 1º + 1 m 1.05 1.00 1.02 Based on 1º + 1 m
based on lift point height lift point height
weighed difference. With a difference. With a
weight calculated value of calculated value of
≥1.00 (see Note 3). ≥1.00 (see Note 3).
Table 2.3.2 Table for Distribution Factors

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Notes to Table 2.3.2:

1) Special attention to be paid to 2+4 and 4+4 lift systems (ref. Section 4.2.3). A slight change of
longitudinal tilt angle may result in a significant effect on the load distribution.
2) The influence of jacket tilt and buoyancy on the weight distribution over the lift points during
jacket upending stages shall be based on an installation study and/or assessment. For each
upending stage, the actual C.o.G., buoyancy, lift configuration etc., shall be taken into account.
The applied tilt factor for jacket upending stages shall be at least 1.05 to cover inaccuracies in
buoyancy calculations.
3) When a lift object Dry weight and C.o.G. are from either a final M.T.O. or final weighing, the tilt
factor shall be calculated (using the lift point height difference given in Table 2.3.2 to determine
the most onerous C.o.G. shift, similar to that indicated in Figure 2.3.1-1. The maximum calculated
tilt factor shall be greater than or equal to 1.00.

2.4 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;
• Type of crane vessel, stiffness of crane boom and lifting appliances;
• Type of cargo barge;
• Weight of 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 dual crane lifts the D.A.F. shall be in accordance with the following
table:
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 2.4 Dynamic Amplification Factors for Dual Crane Lifts

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Notes to Table 2.4:

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 1.2 and 1.5 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 DAF 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.

2.5 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 and added counterweight);
• 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
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

2.6 Hookload
2.6.1 Hookload
Hookload is the term used to describe the load suspended from each crane hook. Hookload is defined
as the design weight, distributed over the cranes (in the ratio of the horizontal distances between the
C.o.G. and the crane hooks), multiplied by the distribution factors (ref. Section 2.3) plus the weight of
rigging attached to that crane and the total multiplied by a factor, µDAF. The factor µDAF is required to
enable the hookload to be directly compared to the crane capacity curve.

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

X
H = (Wdes * * µcog * µtilt + associated rigging weight) * µDAF
L

where: H = Hookload
Wdes = Design weight (refer to Section 2.2.2)
µcog = C.o.G. Shift Factor (refer to Section 2.3.2)
µtilt = Tilt Factor (refer to Section 2.3.2)
DAF
µDAF = for DAF > 1.1
1.1
µDAF = 1 for DAF ≤ 1.1

Variables L and X are defined in Figure 2.6.1-1

The hookload (H) shall not exceed the crane capacity at a specified lift radius.

H ≤ Lift capacity according to the crane capacity curve

Figure 2.6.1-1 Distribution of Lift load between Cranes

Notes:
1) The hookload on each crane shall always be noted on the lift drawings.
For drawings where the lift object is shown submerged, the 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
hookloads are adjusted for the D.A.F. value used.

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

2.6.2 Design hookload

Lift points design, rigging selection and lift object structural integrity check, shall be based the design
hookload. The design hookload is determined in the same manner as Hookload, except that the dynamic
amplification factor is applied.

X
Hdes = (Wdes * * µcog * µtilt + associated rigging weight) * DAF
L

where:
Hdes = Design hookload
Wdes = Design weight (refer to Section 2.2.2)
µcog = C.o.G. Shift Factor (refer to Section 2.3.2)
µtilt = Tilt Factor (refer to Section 2.3.2)
DAF = Dynamic amplification factor (refer to Section 2.4)
Variables L and X are defined in Figure 2.6.1-1

2.6.3 Dry hookload

Dry hookload Hdry is derived from the dry lift weight, distributed over the cranes to the ratio of the
horizontal distances between the C.o.G. and the crane hooks, plus the weight of the rigging connected
to that crane. The dry hookload is required for the heavy lift vessel final ballast plans.

X
Hdry = (Wdry * + associated rigging weight)
L

where: Hdry = Dry hookload

Wdry = Dry weight (refer to Section 2.2.1)
Variables L and X are defined in Figure 2.6.1-1
Note:
1) The dry hookload on each crane shall always be noted on the lift drawings.
For drawings where the lift object is shown submerged, the dry hookloads shall be based on the
submerged weight, distributed over the crane hooks.

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SC-211 Dual Crane Lift Systems
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3 OPERATIONAL CRITERIA FOR DUAL CRANE LIFTS

This section details the operational criteria which influence the design of dual crane lift systems.

3.1 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 behavior 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.

3.2 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.

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SC-211 Dual Crane Lift Systems
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3.3 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 Figure 3.3-1.

Figure 3.3-1 Recommended orientation for an Asymmetric Hook

3.4 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 to the lift object
C.o.G. For dual crane lifts, tilt in the longitudinal direction (i.e. between cranes) can be controlled by
the elevation of the crane hooks, therefore, tilt is generally applicable only to transverse tilt, 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 x 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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SC-211 Dual Crane Lift Systems
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Equation for Transverse Tilt

(expressed as a percentage)

Transverse Tilt = 100 * e cog %

h1 + h 2

Figure 3.4.1-1 Lift Object Tilt for a Dual Crane Lift

The vertical distance for calculation of the tilt has to be reduced if one or more floating spreader bars
are included in the rigging arrangement. An example of this reduction in vertical distance, for a single
floating spreader bar, is illustrated in Figure 3.4.1-2 overleaf. This reduction in vertical distance should
be applied to the rigging system of each crane where floating spreader bars are fitted and the resulting
vertical distance (from the CoG to point R’) determined as indicated in Figure 3.4.1-2.

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SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Figure 3.4.1-2 Tilt for a Dual Crane Lift Arrangement with a Floating Spreader bar

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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. The horizontal or plan position of the C.o.G., for standard lifts,
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;
• The lift object weight versus maximum crane capacity at a given crane radius;
• Restrictions on tilt due to critical lift clearances;
• Limitations due to fixed lift point orientations and strength;
• Limitations due to rigging capacity (after rigging design has been finalised);
• Limitations due to crane capacity.

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, the lift operation has to 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 a two (2) + two (2) point lift system has been provided in Figure
3.4.3-1 overleaf, which illustrates an envelope resulting from a superposition of the boundaries from
two limitations:
• Area bounded by the capacity of each crane;
• Area bounded by hook strength.

Clearance of the lift object to the crane booms and/or to the crane vessel’s stern can also be a limiting
factor but have been omitted in this figure for clarity.

Page 16 of 25
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Figure 3.4.3-1 Example 2 + 2 Point Lift System 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 C.o.G. envelope is
also limited to a distance e2 from the line through the centres of hooks (due to transverse tilt) and the
limits of the rigging capacity (if within the design phase envelope). 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 2 + 2 Point Lift System C.o.G. Envelope – Final Phase

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Lift objects with a C.o.G. position outside the C.o.G. envelope have to be examined on a case by case
basis, to determine what measures are possible to make the lift feasible. These measures could include:
• Adjust the lift point positions;
• Adjust the lift point configuration (lift system);
• Use of counterweights;
• Include one or more floating spreader bars in the rigging configuration;
• 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.

3.5 Anti-twist Requirement

In certain hook retrieval 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
blocks, are not practical or effective. Also, an anti-twist system may be necessary when during a lift
operation, the crane blocks are in close proximity to each other.

3.6 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.

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4 DESIGN LOADS FOR RIGGING AND LIFT POINTS

4.1 General
The objective of this section is to provide guidelines for determination of rigging and lift point loads:
• The rigging load (Frig) will be the basis for 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 Design of lift points.
(Refer to SC-292 ‘Criteria for Lift Point Design’).

For distribution of the load over the lift points, the following dual crane lift system types have been
considered:
• 1 + 1 lift system;
• 2 + 2 lift system;
• 2 + 4 lift system;
• 4 + 4 lift system.

Note: The numbers refers to the number of lift points on the lift object. The plus (+) character
symbolises the partition of the lift points over the two cranes.

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 C1 to C3 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.

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SC-211 Dual Crane Lift Systems
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4.2 Determination of Design Loads for Rigging and Lift Points

4.2.1 1 + 1 lift systems
The vertical rigging load Fvrig for a 1 + 1 lift system is equal to the design hookload (Hdes), as determined
in accordance with Section 2.6.2.

The vertical lift point load Fvlp for a 1 + 1 lift system is equal to the design hookload (Hdes) minus the
associated rigging weight, inclusive of DAF.

Figure 4.2.1-1 Example 1 + 1 Lift System

Fvrig = Hdes

where:
Fvrig = vertical rigging load
L−X
Hdes = (Wdes * * µcog * µtilt + associated rigging weight) * DAF
L
Wdes = design weight (refer to 2.2.2)
Hdes = design hookload (refer to 2.6.2)
L = horizontal distance between lift points
X = horizontal distance from lift point to C.o.G.
µcog = C.o.G. shift factor (refer to 2.3.2)
µtilt = tilt factor (refer to 2.3.2)
DAF = Dynamic amplification factor (refer to 2.4)
Fvlp = Fvrig – (associated rigging weight * DAF)

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SC-211 Dual Crane Lift Systems
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4.2.2 2 + 2 lift systems

A characteristic feature of 2 + 2 lift systems is that they are statically determinate. The design hookload
as determined in accordance with Section 2.6.2 is to be distributed over the two lift points of one crane
to the ratio of the horizontal distances of the C.o.G. to each lift point. The resulting rigging load will be
increased by a yaw factor of 5% to account for the effects of possible torsional or rotational swing of
the lift objects in the horizontal plane during lift.

Vertical rigging load = distributed design hookload * 1.05 yaw factor

Figure 4.2.2-1 Example 2 + 2 Lift System

Fvrig = Hdes * B − Y * µyaw

B

where:
Fvrig = vertical rigging load
L−X
Hdes = (Wdes * * µcog * µtilt + associated rigging weight) * DAF
L
Wdes = design weight (refer to 2.2.2)
Hdes = design hookload (refer to 2.6.2)
L = longitudinal horizontal distance between lift points
X = longitudinal horizontal distance from lift point to C.o.G.
B = transverse horizontal distance between lift points
Y = transverse horizontal distance from lift point to C.o.G.
µyaw = yaw factor of 1.05
µcog = C.o.G. shift factor (refer to 2.3.2)
µtilt = tilt factor (refer to 2.3.2)
DAF = Dynamic amplification factor (refer to 2.4)
Fvlp = Fvrig – (associated rigging weight * DAF)

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SC-211 Dual Crane Lift Systems
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4.2.3 2 + 4 and 4 + 4 lift systems

Figure 4.2.3-1 Example 2 + 4 Lift System

L−X
Hdes1 = (Wdes * * µcog * µtilt + associated rigging weight) * DAF
L
X
Hdes2 = (Wdes * * µcog * µtilt + associated rigging weight) * DAF
L
Wdes = design weight (refer to 2.2.2)
Hdes = design hookload (refer to 2.6.2)
L = longitudinal horizontal distance between lift points
X = longitudinal horizontal distance from lift point to C.o.G.
µcog = C.o.G. shift factor (refer to 2.3.2)
µtilt = tilt factor 1) (refer to 2.3.2)
DAF = Dynamic amplification factor (refer to 2.4)
Fvlp = Fvrig – (associated rigging weight * DAF)

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2-point lift system 4-point lift system

(also for 4 + 4 lift system)
Figure 4.2.3-2 Example 2 + 4 Lift System Sections

Vertical load per lift point Section A-A: Vertical load per lift point Section B-B:

Fvrig1 = Hdes1 * B − Y * µyaw Fvrig2 = (Fvrig in acc. with SC-201) * µyaw * µskew
B

where: where:

Fvrig = vertical rigging load Fvrig = vertical rigging load

Hdes1 = Design hookload (ref. previous page)

B = Transverse horizontal distance
between lift points
Y = Transverse horizontal distance µskew = skew load factor1) to account for
from lift point to C.o.G. skew load effect of 2 + 4 or 4 + 4
lift point system.

µyaw = yaw factor of 1.05 µyaw = yaw factor of 1.05

Fvlp1 = Fvrig1 – associated rigging wt * DAF * µyaw Fvlp2 =

Fvrig2 – associated rigging wt * DAF * µyaw * µskew

Note: Study / assessment to be performed to determine the effect of longitudinal tilt on the
skew load for the four point lift system.

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SC-211 Dual Crane Lift Systems
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4.2.4 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 4.2.3)
α = Rigging angle as defined below and in Figure 4.2.4-1

Fv lp
Flp =
sin ( α)

where: Flp = Lift Point load

Fvlp = Vertical lift point load (refer to Sections 4.2.1 to 4.2.3)

Rigging angle (α)

For new designed lift points the rigging angle (α) used in the above formulae shall be the calculated
rigging angle (see Fig. 4.2.4-1), 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.

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).

Note:
HMC shall be consulted for final
rigging angle information, prior to the
lift point detailed design being issued
for construction.

Figure 4.2.4-1 Rigging Angle

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SC-211 Dual Crane Lift Systems
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If a lift object has to be rotated, while suspended from the two cranes (e.g. upending of a jacket), the
loads acting on the rigging and lift points shall be considered for a range of 2.5° before theoretical
rotation start position to 2.5° beyond the rotation end position (ref. Fig. 4.2.4-2).

Figure 4.2.4-2 Example Upend Sling Angle Range

4.2.5 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.

5 ATTACHMENTS
Attachment 1 - Terminology
Attachment 2 - Quick Reference Flow Charts
Attachment 3 - List of HMC Lift Clearance Criteria Drawings
Attachment 4 - Guidance Notes on Reconciliation of Lift Object Weighed Weight

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Attachment 1 - Terminology

Buoyancy Kickback Upward force on a lift object when it is lowered into the water.
Centre of Gravity The centre point of the total mass of the lift object based on the dry
(C.o.G.) 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(s).
Design Hookload The load acting on a crane hook, which is the distributed lift object
( Hdes ) Design Weight plus associated rigging weight, multiplied by a
Dynamic Amplification Factor and is used to determine the design
loads for rigging / lift points. Refer to Section 2.6.2.
Design Weight The Dry Weight including weight contingencies. Refer to Section
( Wdes ) 2.2.2.
Dry Hookload The Dry Weight (minus buoyancy when a lift object is submerged),
( Hdry ) distributed between the two cranes in the ratio of their horizontal
distance to the C.o.G., plus the weight of the rigging connected to
that crane. Refer to Section 2.6.3.
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 2.4.
Hookload The load acting on a crane hook, which is the sum of the distributed
(H) Design Weight multiplied by distribution facors plus associated
rigging weight, and is directly comparable to the crane capacity.
Refer to Section 2.6.1.
Jacket The steel lattice substructure of an offshore platform.
Lift Object A structure that is to be lifted using a crane vessel.

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

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 4.2.4.
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 An independently framed structure that forms part of a Topsides.
Material Take-off A method to estimate the overall lift object dry weight and centre of
(M.T.O.) 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 on
(Frig) the Design Hookload. Refer to Section 4.2.4.
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.
Skew Load Factor A factor by which the rigging of a four point lift system is multiplied
(µskew) to account for the load increase in the rigging as a result of
longitudinal tilt in a 2 + 4 or 4 + 4 dual crane lift.
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
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

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 the crane hook(s). 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 ) 4.2.4.
Vertical Rigging Load The vertical component of the Rigging Load. Refer to Section 4.2.4.
( Fvrig )
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.
Yaw Factor A factor by which the rigging load is multiplied to account for the
(µyaw) effects of possible torsional or rotational swing in the horizontal
plane of dual crane lifted objects.

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Attachment 2 - Quick Reference Flow Charts

Flow Flow Chart Title No. of

Chart Sheets
A1 Piles – Hookload and Design Hookload 1
A2 Jackets & Templates – Hookload and Design Hookload 1
A3 Topsides – Hookload and Design Hookload for 2 + 2 Lift Systems 1
Topsides – Hookload and Design Hookload for 2 + 4 and 4 + 4 Lift
A4 1
Systems
B Not To Exceed Weight 1
C1 Lift Point Load and Rigging Load for 1+1 Lifts Systems 1
C2 Lift Point Load and Rigging Load for 2+2 Lift Systems 1
C3 Lift Point Load and Rigging Load for 2+4 & 4+4 Lifts Systems 2

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

A1. Piles – Hookload and Design Hookload (Section 2.6.1. and 2.6.2)

Wdry (2.2.1) Dry Weight

Weight contingencies Preliminary weight Final weight

Cw as % of dry weight M.T.O. M.T.O. Weighing
(2.2.2) + 5% + ≥ 3% + ≥ 3%

Wdes (2.2.2) = Design weight

Distributed design X
*
weight (2.3.1) L

Distribution factors Horizontal handling Upending

Tilt and C.o.G. factors Lift study /

μcog + μtilt (2.3.2) * 1.00
assessment

+ Rigging weight associated with a crane

Wrig (2.2.3)
(from Preliminary or Final Wrig)

DAF ≤ 1.1 DAF > 1.1

DAF (2.4) * DAF

DAF
µDAF (2.6.1) *1 *
1.1

H (2.6.1) = Hookload

Hdes (2.6.2) = Design Hookload

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

A2. Jackets & Templates – Hookload and Design Hookload (Section 2.6.1 and 2.6.2)

Wdry (2.2.1) Dry Weight

Weight contingencies Preliminary weight Final weight

M.T.O. M.T.O. Weighing
Cw as % of dry weight
+ Structural ≥ 10% + Structural ≥ 5%
(2.2.2 & Att. 4) + overall ≥ 3%
+ Equipment ≥ 20% + Equipment ≥ 10%

Wdes (2.2.2) = Design Weight

L− X
Distributed design weight (2.3.1) *
L

Distribution factors Preliminary weight Final weight

C.o.G. shift from M.T.O. from Weighing
μcog (2.3.2) * 1.05
* 1.03 * 1.02

Tilt Horizontal lift-off: 1˚ + 1m. Preliminary ≥ 1.03 or Final calculated ≥ 1.00

μtilt (2.3.2) Jacket upending: ≥ 1.05 or study or assessment

Wrig (2.2.3) + Rigging weight associated with a crane (from Preliminary or Final Wrig)

DAF ≤ 1.1 DAF > 1.1

DAF (2.4) * DAF

DAF
µDAF (2.6.1) *1 *
1.1

H (2.6.1) = Hookload

Hdes (2.6.2) = Design Hookload

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

A3. Topsides – Hookload and Design Hookload for 2 + 2 Lift Systems (Section 2.6.1 and 2.6.2)

Wdry (2.2.1) Dry Weight

Weight contingencies Preliminary weight Final weight

M.T.O. M.T.O. Weighing
Cw as % of dry weight
+ Structural ≥ 10% + Structural ≥ 5%
(2.2.2 & Att. 4) + overall ≥ 3%
+ Equipment ≥ 20% + Equipment ≥ 10%

Wdes (2.2.2) = Design Weight

L− X
Distributed design weight (2.3.1) *
L

Distribution factors Preliminary weight Final weight

from M.T.O. from Weighing
C.o.G. shift μcog (2.3.2) * 1.05
* 1.03 * 1.02

Tilt μtilt (2.3.2) 1˚ + 1m. Preliminary ≥ 1.03 or Final calculated ≥ 1.00

Wrig (2.2.3) + Rigging weight associated with a crane (from Preliminary or Final Wrig)

DAF ≤ 1.1 DAF > 1.1

DAF (2.4) * DAF
DAF
µDAF (2.6.1) *1 *
1.1

H (2.6.1) = Hookload

Hdes (2.6.2) = Design Hookload

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

A4. Topsides – Hookload and Design Hookload for 2 + 4 and 4 + 4 Lift Systems
(Section 2.6.1 and 2.6.2)

Wdry (2.2.1) Dry Weight

Weight contingencies Preliminary weight Final weight

M.T.O. M.T.O. Weighing
Cw as % of dry weight
+ Structural ≥ 10% + Structural ≥ 5%
(2.2.2 & Att. 4) + overall ≥ 3%
+ Equipment ≥ 20% + Equipment ≥ 10%

Wdes1 (2.2.2) = Design Weight

L− X
Distributed design weight (2.3.1) *
L

Distribution factors Preliminary weight Final weight

C.o.G. shift μcog (2.3.2) from M.T.O. from Weighing

* 1.05
* 1.03 * 1.02

Tilt μtilt (2.3.2 / 4.2.3) Lift Study or Assessment

Wrig (2.2.3) + Rigging weight associated with a crane (from Preliminary or Final Wrig)

DAF ≤ 1.1 DAF > 1.1

DAF (2.4) * DAF
DAF
µDAF (2.6.1) *1 *
1 .1

H (2.6.1) = Hookload

Hdes (2.6.2) = Design Hookload

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

B. Not To Exceed Weight (Section 2.2.5)

Clearance ≥ 3m C.o.G. location Crane block mode

H (2.5) Maximum utilised crane capacities = Sum Hookloads

DAF ≤ 1.1 DAF ≥ 1.1

DAF
μDAF (2.6.1) Divided by: 1 1.1

Wrig (2.2.3) Minus : Rigging weight (from Preliminary or Final Wrig)

1˚ + 1m for Topsides or Jacket horizontal lift:

Tilt factor Divided by most
μtilt (2.3.2) Preliminary ≥ 1.03 or Final calculated ≥1.00
onerous result of:
Jacket upending: ≥ 1.05 or study or assessment

Final Phase Weight

Based on M.T.O. Based on Weighing

C.o.G. shift factor

μcog (2.3.2) Divided by: 1.03 1.02

Weight Contingencies Divided by

Structural ≥ 5%
Cw as % of dry weight 1 + C w +cog ≥3%
100
: Equipment ≥ 10%
(2.2.2 & Att. 4)

(2.2.5) Not to Exceed Weight (NTEW)

 max. utilised crane capacities 

  − Wrig
 µ DAF 
NTEW =  1 + Cw 
µ cog ∗ µ tilt *  
 100 

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

C1. Lift Point Load and Rigging Load for 1+1 Lifts Systems (Section 4.2.1)

Hdes (2.6.2) Design hookload

Rigging Loads Lift Point Loads

subtract associated rigging

weight including DAF

Fvrig (4.2.1) Hdes= vertical rigging load = vertical lift point load
Fvlp (4.2.1) (Fvrig) (Fvlp)

rigging angles, α
* 1 (vertical) * 1 (vertical)
(4.2.4)

Frig
(4.2.4) Frig = Fvrig Flp = Fvlp
Flp

Rigging Design Lift Point Design

SC-291 SC-292

Fvrig = Hdes = Frig

Fvlp = Fvrig – (associated rigging weight * DAF)

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

C2. Lift Point Load and Rigging Load for 2+2 Lift Systems (Section 4.2.2)

Hdes (2.6.2) Design Hookload

Rigging Loads Lift Point Loads

Distribution over lift B −Y B −Y

* *
points (4.2.2) B B

Yaw factor μyaw (4.2.2) * 1.05 * 1.05

subtract associated rigging weight

including DAF & yaw factor

Fvrig = vertical rigging load = vertical lift point load

Fvlp (4.2.2) (Fvrig) (Fvlp)

Rigging angles, α 1 1
* *
(4.2.4) sin (α) sin (α)

Frig & Flp (4.2.4) = rigging load (Frig) = lift point load (Flp)

Rigging Design SC-291 Lift Point Design SC-292

B-Y B-Y
Fvrig = H des * * µ yaw Fvlp = H des * * µ yaw - associated rigging wt * DAF * µyaw
B B
Fv rig Fv lp
Frig = Flp =
sin (α) sin (α)

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

C3. Lift Point Load and Rigging Load for 2+4 & 4+4 Lifts Systems (Section 4.2.3)

Hdes (2.6.2) Design Hookload

Lift Points 2+4 4+4

2 lift points 4 lift points 8 lift points

Distribution over B-Y

* SC-2011) SC-2011)
lift points (4.2.2) B

distribution over lift * 1.05 * 1.05

points (4.2.3) (μyaw) (μyaw)

Fvrig (4.2.3) = Vertical rigging load

Rigging Loads Lift Point Loads

subtract associated rigging wt. inc. DAF & μyaw

Fvrig Fvlp

Rigging angles, α *
1
*
1
(4.2.4) sin (α) sin (α)

Frig & Flp (4.2.4) = rigging load (Frig) = lift point load (Flp)

Rigging Design SC-291 Lift Point Design SC-292

Note: Study / assessment to be performed to determine the effect of longitudinal tilt on the skew
load for the four point lift system.

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Quick Reference Flow Charts

C3. Lift Point Load for 2+4 & 4+4 Lift Systems (Section 4.2.3) cont’d

4-point lift system

2-point lift system
(also for 4 + 4 lift system)
B-Y
Fvrig = H des * * µ yaw
B Fvrig =. Fvrig (from SC-201) * μyaw * μskew

Fv rig Fv rig
Frig = Frig =
sin (α) sin (α)

Fvlp = Fvrig - associated rigging wt* DAF * µyaw Fvlp = Fvrig - associated rigging wt *DAF*µyaw * µskew

Fv lp Fv lp
Flp = Flp =
sin (α) sin (α)
where:
Fvrig = vertical rigging load
Fvlp = vertical lift point load
Hdes = design hookload
B = transverse horizontal distance between lift points
Y = transverse horizontal distance from lift point to C.o.G.
μyaw = yaw factor of 1.05
α = rigging angle to the horizontal
μskew = skew load factor1) to account for skew load effect of 2 + 4 and 4 + 4 point system.
1) Study / assessment to be performed to determine the effect of longitudinal tilt on
the skew load for the four point lift system.

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Attachment 3 - List of HMC Lift Clearance Criteria Drawings

(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
HLV´s in Anchored or Dynamic Positioning Modes

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
HLV´s in Anchored or Dynamic Positioning Modes
HI-146-12-01 Thialf Clearance Criteria of Eccentric Topsides Installation on SPAR, TLP or FPSO, for
HLV´s in Anchored or Dynamic Positioning Modes

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

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
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

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
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

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
w5 = weight result from separate weighing of an item ≥1mT to be placed (exc. lift rigging)

Attachments
SC-211 Dual Crane Lift Systems
Rev: E (September 2021)

Attachment 4 cont.d

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