Bbme2015 Heavy Lift Workshop Ocean

Heavy Lift
Technical Workshop:
Ocean Transport
Heavy Lift Technical Workshop:
Ocean Transport
HEAVY LIFT TECHNICAL WORKSHOP
OCEAN TRANSPORT
Introduction of your teacher
Ing. Cornelis (Cees) Coppens
- graduated at the Maritime and Training Academy in Amsterdam

- 7 years sailing the high seas in officer ranks achieving the Master’s license
- graduated at the Dutch Maritime Shipbroker Association - Rotterdam
- 25 years working worldwide as Port Captain with Mammoet/BigLift Shipping
- presently Consultant and Lecturer at Breakbulk Events & Media
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Ocean Transport
The transportation of heavy lift items

over the ocean ranks among the most
challenging and complex services in
logistics and is handled by specialized
companies on specialized ships
Type of heavy lift ships
- submersible ship (flo/flo)

- open deck ship (ro/ro)
- heavy lift ship (lo/lo)
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Ocean Transport
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Ocean Transport
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Ocean Transport
Shipping
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Ocean Transport
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Ocean Transport
History of heavy lift lo/lo ships

1929: S.S. “Lichtenfels” of DDG Hansa with 120 mt lifting boom for locomotives
1978: M.V. “Trifels” of DDG Hansa with two 320 mt Stuelcken derricks
1980: DDG Hansa went bankrupt, leaving Mammoet Shipping and Jumbo Shipping
as the only remaining heavy lift lo/lo specialists of importance in that time
2015: BigLift Shipping

Jumbo Shipping
Rolldock
SAL
BBC
HHL
Intermarine
Cosco
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Ocean Transport
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Ocean Transport
Definitions for heavy and oversized cargo
- too large/heavy for standard containers and flatracks

- too heavy for conventional harbour/ship cranes
- exceeding the deck strength of conventional ships
- requires designed support and load spreading
- requires specific engineered securing methods
- requires reduced accelerations during transport
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Ocean Transport
Typical heavy cargo items

- fully erected (harbour) cranes
- mobile cranes
- transtainers
- reactors
- towers
- locomotives
- submarines
- modules
- mining equipment
- (ship) engines
- (mega) yachts
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Ocean Transport
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Selecting a heavy cargo ship

- size, volume, deck space
- deck strength
- speed (transit time)
- canal passage limitation
- passage of bridges on the voyage (air draft)
- port restriction for length, width, draft / quay height
- crane capacity and required outreach
- age (eventual cargo insurance requirements)
- reputation of the ship and her owners
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Ocean Transport
Contacting a heavy lift company
- direct
- via shipbroker
- open tender
Shipping contracts (lo/lo)
- fixing/booking note
- contract of carriage
- Bimco heavyliftvoy ( standard contract type)
note: BIMCO is the world’s largest international shipping association
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Ocean Transport
Shipping terms
- (full) liner terms

- liner terms hook/hook
- fios
- lifo
- filo
The handling and ocean transport of

heavy cargo requires thorough
planning, accurate design and
calculations
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Ocean Transport
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Ocean Transport
Planning, design and calculations

- stowage plan
- loading sequence
- rigging plans
- crane simulations
- sling forces
- rigging weight
- ship’s stability during lifting operation
- ship’s stability during sea voyage
- deck strength
- accelerations at the ocean
- lashing/securing plan
- voyage planning
Stowage plan
- total volume to be accommodated
- broken stowage factor
- weight and dimension of each individual unit
- deck option
- stackability
- weight distribution
- acceleration forces
- hazardous items
- cargo protection
- hot work areas
- friction
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Ocean Transport
Situation:
100 ton module on wooden skids standing on a steel ship's deck with 15 degrees list
Question:
does it shift or not ?
FS = sliding force
Fs FG = gravity force
FF FP = perpendicular force
FF = friction force
FP
FG 15
Cosinus (90 - 15) = FS / FG FS = 100 ton x cosinus 75 = 26 ton
Cosinus 15 = FP / FG FP = 100 ton x cosinus 15 = 97 ton
FF = Phi x FP FF = 0.35 x 97 = 34 ton
CONCLUSION: FF > FS The module does not shift
Fs
FF
Phi = friction coefficient
Phi wood/steel = 0.35

Phi teflon/teflon = 0.04
FP
FG 15
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Ocean Transport
Loading sequence
- chronological cargo delivery
- reducing frequent rigging changes
- eventual discharge sequence
- defined stowage positions
- day/night work preference
- stackability
Rigging/lifting plan
- lifting positions
- available lifting height of the crane(s)
- expected tidal effects during the lifting operation
- quay height
- required outreach
- position CoG (Center of Gravity) of the cargo
- lifting and/or spreader bar requirement
- expected sling/grommet forces
- stability of the lift
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Ocean Transport
Stability of the lift
.COG
stable
. COG
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Ocean Transport
. COG
unstable
. COG
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Ocean Transport
.COG
(just) stable
. COG
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Ocean Transport
LIFTING BEAM
. COG
LIFTING BEAM
. COG stable
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Ocean Transport
LIFTING BEAM
.COG
LIFTING BEAM
. COG
unstable
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Rigging/lifting materials
- lifting beam
- spreader
- sling
- grommet
- shackle
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Lifting beam Spreader beam
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Sling
Grommet
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Ocean Transport
Wide body shackles

- larger bow diameter
- smaller pin compared to standard heavy duty shackles
pro: better D/d ratio for slings/grommets on the bow

con: not suitable for connecting grommets
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Ocean Transport
Diameter/diameter ratio
Bending a wire reduces the strength
Eb = 1 – 0.5/ √D/d
Eb = bending efficiency
D = Diameter pin (or object)
d = diameter wire
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Ocean Transport
Important !
This reduction is for the MBL and not for the
WLL
MBL = Minimum Break Load

WLL = Working Load Limit
note: WLL includes the design factor (formerly safety factor)
WLL = MBL / DESIGN FACTOR
(typical design factor = 5)
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Ocean Transport
Design Factor
- wear
- abrasion
- damage
- variations in the loads
Various international classifications
DNV = Det Norske Veritas

IMCA = International Marine Contractors Association
EN = European Norm
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Ocean Transport
Advantage DNV rules
D/d ratio is included in the design(safety)

factor for grommets with the corresponding
shackle
Sling force calculation using a lifting beam
Sling force
60
LIFTING BEAM
Sling force
LOAD 100 TON
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Ocean Transport
Sling force calculation using a lifting beam
Sling force = 50 ton / cosinus 30

= 58 ton
60
LIFTING BEAM
Sling force = 50 ton
LOAD 100 TON
note: own weight of slings, shackles and beam is ignored in this calculation
Sling force calculation using a spreader beam
sling force
60
sling force
SPREADER BEAM
sling force
LOAD 100 TON
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Ocean Transport
Sling force calculation using a spreader beam
sling force = 8 ton
sling force = 50 ton

60
SPREADER BEAM
sling force = 50 ton
LOAD 100 TON
note: own weight of slings, shackles and beam is ignored in this calculation
Rigging weight calculation

The weight of the rigging (beams, spreaders, grommets,
shackles) can easily reach up to 100 mt or even more and
has to be added to the weight of the load during lifting
- maximum crane capacity / reach

- influence on stability (MG-value)
- influence on required ballast water during lifting
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Ocean Transport
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Lifting a heavy load

with ship’s cranes
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Ocean Transport
Lifting the load by
TRANSFERING WATER
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Different lifting situations

- lifting from the quay
- lifting from a trailer or spmt
- lifting from a floating barge
spmt = self propelled modular transporter
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Ocean Transport
Crane simulations
- free passage of ships construction parts
- free passage of other cargo objects
- available lifting height at several positions
- critical crane positions for MG calculations
- matching clients’ required installation work
- positioning onto trailer, barge or quay
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Ocean Transport
Sling force calculation tandem lift
- angle of each individual rigging arrangement

- stress in each individual rigging arrangement
- required material, length and capacity
CRANE 1 CRANE 2
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MODULE WEIGHT: 500 TON
. COG
. COG
15 meter 10 meter
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Ocean Transport
Weight in crane 1: Weight in crane 2: Sling forces crane 2:
10/25 x 500 = 200 ton 15/25 x 500 = 300 ton cosinus 35 = 150 ton / sling force
sling force = 150 / cos 35 = 183 ton

CRANE 1 CRANE 2
0
35
MODULE WEIGHT: 500 TON
. COG . COG
15 meter 10 meter
Ship stability during lifting

The Center of Gravity can change dramatically
during a lifting operation with the ship’s cranes
Therefore increased stability may be required
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Ocean Transport
Stability calculations have to be made for a
worst-case scenario
- crane jibs in highest position
- (unfavorable) ballast conditions during transfer
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Ocean Transport
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Ocean Transport
Ship stability
Why does a vessel float in water ?
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Ocean Transport
Archimedes
287 BC - 212 BC
The (practical) rule of Archimedes
The upward (B)uoyancy force

on a vessel in a fluid is equal
to the weight of the displaced fluid
Generally regarded as the greatest mathematician and scientist of antiquity and one of the three greatest
mathematicians of all time
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Archimedes' principle indicates that the upward buoyant force that is exerted on a body immersed in a fluid, whether
fully or partially submerged, is equal to the weight of the fluid that the body displaces
Ocean Transport
In floating condition forces G and B

are equal and in one vertical line
.G
.B
G = Center of Gravity
B = Center of Buoyancy
Definition of ship stability
The ability of the ship to resist the

overturning forces she encounters
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Ocean Transport
Ship stability can be subdivided into
longitudinal stability
transverse stability
initial static stability ( < 7 degrees)

dynamic stability ( > 7 degrees)
Longitudinal stability
- trim
- hogging
- sagging
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Ocean Transport
Transverse initial
static stability for
lists of < 7 degrees
Initial static stability

(practical rule)
During lifting operations of heavy cargo

the minimum required static stability
(M above G) has to be > 1 meter
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Ocean Transport
(M)etacenter
Metacenter is the point where lines
intersect of upward force of buoyancy
and the center line of the ship (virtual
transverse rotation point of the ship)
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Ocean Transport
If the vessel is forced to list, the position of B changes

G and B are now not any more in one vertical line
This results in a righting moment
.M
.G
.B
M = Metacenter
MG is the (initial static) stability
.M
.G
.B MG = MK - GK
MK = MB + BK
. K(keel)
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Ocean Transport
Calculation MK (barge shape)
MK = MB + BK
3
1 LXW 1
MB = BK = D
12 L X W X D 2
L = LENGTH
W = WIDTH
D = DRAFT
Calculation MG (barge shape)
3
60 x 10
MB = = 4.17 meter BK = 1/2 x 2 = 1 meter
12 x 60 x 10 x 2
MK = MB + BK = 4.17 + 1 = 5.17 meter GK = 3 meter
MG = MK - GK = 5.17 - 3 = 2.17 meter
.
M
BARGE
weight: 1200 ton

dimension: 60 x 10 x 6 meter
. G BARGE
draft: 2 meter
. B
.
K
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Ocean Transport
Moment equation
Moment = Force x distance
Moments = 0
seesaw in ballance 60 x d2 - 150 x 2 = 0
person left is 150 kg 60 x d2 = 150 x 2
person right is 60 kg 60 x d2 = 300
d1 = 2 mtr
d2 = ? mtr d2 = 300 : 60 = 5 mtr
Influence of 250 ton load on deck

The Center Of Gravity shifts upwards and reduces the MG value !
.
G LOAD
BARGE
. M weight: 1200 ton

. G' BARGE + LOAD draft: 2 meter
. G BARGE
LOAD (homogeneous)
. B weight: 250 ton

. K
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Ocean Transport
(1200 x 3) + (250 x 7) = (1200 + 250) x G’K
(1200 x 3) + (250 x 7)
G’K = = 3.69 meter
(1200 + 250)
.G LOAD
BARGE
. M weight: 1200 ton
. G' BARGE + LOAD

draft: 2 meter
. G BARGE
.
LOAD (homogeneous)
B
weight: 250 ton
. K
How to manipulate (increase) the

MG value of a lo/lo heavy cargo ship
- fill-up the (lower) ballast tanks

- bunker extra fuel in the lower fuel tanks
- remove hatch pontoons
- de-ballast (high) wing tanks
- load extra cargo on the tank top
- lower the crane jib(s)
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Ocean Transport
TRANSVERSE
DYNAMIC STABILITY
LISTS > 7 DEGREES
Righting lever GZ = MG x sinus (heel)angle
.M
(heel)angle
Z. .G
.B
M = Metacenter
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Ocean Transport
Overturning forces
- wind
- waves
- flooding (due to damage)
- cargo shifting
- abrupt change of course
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Ocean Transport
ADOPTION OF THE INTERNATIONAL

CODE ON INTACT STABILITY, 2008
(2008 IS CODE)
I.M.O. STABILITY REQUIREMENTS:
UP TO 30 DEGREES > 5.5 CM RADIANS

BETWEEN 30 AND 40 DEGREES > 3 CM RADIANS
UPTO 40 DEGREES > 9 CM RADIANS
MAXIMUM RIGHTING LEVER AT AN ANGLE OF HEEL > 25 DEGREES
RIGHTING LEVER > 20 CM AT AN ANGLE OF HEEL > 30 DEGREES
INITIAL METACENTRIC HEIGHT > 15 CM
I.M.O. = INTERNATIONAL MARITIME ORGANIZATION

RADIAN = ANGULAR MEASUREMENT IN MATHEMATICS
( AT 57.3 DEGREES THE LENGTH OF THE ARC OF 1 RADIAN IS EQUAL TO THE RADIUS)
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Ocean Transport
The stability tank
is not acting as counter ballast,
but it increases the waterplane area
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Manipulate (reduce) the MG-value during voyage
- acceptable accelerations on cargo and ship constructions

- matching the calculated lashings on the cargo
- safety and comfort of the crew
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Ocean Transport
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Acceleration calculations
- longitudinal lashing force

- transverse lashing force
- uplift lashing force
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Ocean Transport
Lashing calculations
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Ocean Transport
Lashing type
- push-pull bar
- stoppers
- shear plate
- wire lashing system
- lashing chain
- lashing belt
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Ocean Transport
Different lashing systems

should never be mixed for
securing in the same
direction!
During the sea voyage actual accelerations can be

measured with the Octopus Ship Motion Monitoring
and Advisory System
- connected to (3) acceleration sensors in the ship

- linked with GPS
- linked with SPOS
GPS = Global Positioning System

SPOS (Ship Performance Optimisation System) is the world’s leading onboard weather routing
system taking into account weather, ocean current and ship characteristics (in combination with
ECDIS = Electronic Chart Display and Information System)
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Ocean Transport
Safetrans program
calculates the maximum expected accelerations for
a certain duration of the voyage in a designated sea
area in order to simplify securing requirements
reducing severe North Atlantic (DNV) rules

(always in consultation with clients and eventual warranty surveyors)
Deck strength calculations

The footprint of heavy cargo can result in point
pressure and stressing the ship’s deck strength
- load spreaders/deck pillars may have to be installed
- supports may be required
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Ocean Transport
Process safety
- visually inspect the entire gear, spooling devices, sheaves, swivels
- prevent slipping of wires over bollards / hook during rigging
- run the bight of grommets over the ram and never around the shaft
- secure all other cargo items, stacked pontoons, equipment, etc.
- ‘clean’ the deck and organize / remove all loose items in the area
- always start with fully charged radios
- slightly slack the breast lines
- check ballast system, tank soundings and capacities
- never exceed the WLL (Working Load Limit)
- decide on a cut-off time, considering darkness and weather condition
- only necessarily required persons on board (ballast water on one side)
- determine dangerous locations
- reduce disturbing noise (forklifts, trucks, trailers, ventilation fans)
- safety/toolbox meeting
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Ocean Transport
Personal safety
- wear protective clothing, helmet, safety shoes, harness, gloves, goggles
- be aware of the dangerous areas, especially during heavy lift movements
- strictly follow the instructions from the ship’s management
- never step backwards on a ship’s deck without carefully watching
- never walk underneath a load
- never run on a ship’s deck
- never enter a hold or enclosed space without a ship’s representative
- stay away from any welding/grinding work
- during a heavy lift operation stay on the quay at a safe distance
! be always alert in this dynamic environment !
90

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Heavy Lift

HEAVY LIFT TECHNICAL WORKSHOP

Introduction of your teacher

Ing. Cornelis (Cees) Coppens

- graduated at the Maritime and Training Academy in Amsterdam

The transportation of heavy lift items

Type of heavy lift ships

- submersible ship (flo/flo)

History of heavy lift lo/lo ships

2015: BigLift Shipping

Definitions for heavy and oversized cargo

- too large/heavy for standard containers and flatracks

Typical heavy cargo items

Selecting a heavy cargo ship

Contacting a heavy lift company

Shipping contracts (lo/lo)

note: BIMCO is the world’s largest international shipping association

- (full) liner terms

The handling and ocean transport of

Planning, design and calculations

Cosinus (90 - 15) = FS / FG FS = 100 ton x cosinus 75 = 26 ton

Cosinus 15 = FP / FG FP = 100 ton x cosinus 15 = 97 ton

FF = Phi x FP FF = 0.35 x 97 = 34 ton

CONCLUSION: FF > FS The module does not shift

Phi wood/steel = 0.35

Stability of the lift

Stability of the lift

Stability of the lift

Stability of the lift

Stability of the lift

Stability of the lift

Stability of the lift

Stability of the lift

Stability of the lift

Stability of the lift

Lifting beam Spreader beam

Wide body shackles

pro: better D/d ratio for slings/grommets on the bow

MBL = Minimum Break Load

WLL = MBL / DESIGN FACTOR

(typical design factor = 5)

Various international classifications

DNV = Det Norske Veritas

Advantage DNV rules

D/d ratio is included in the design(safety)

Sling force calculation using a lifting beam

LOAD 100 TON

Sling force calculation using a lifting beam

Sling force = 50 ton / cosinus 30

Sling force = 50 ton

LOAD 100 TON

Sling force calculation using a spreader beam

LOAD 100 TON

Sling force calculation using a spreader beam

sling force = 8 ton

sling force = 50 ton

sling force = 50 ton

LOAD 100 TON

Rigging weight calculation

- maximum crane capacity / reach

Lifting a heavy load

Lifting the load by

Different lifting situations