SPIDER BAND

TOP LIFTING SPAN TACKLE

MAST BAND
WITH TUMBLER
PREVENTOR
BACK STAYS
LEAD SHEAVE
HOIST WIRE
LEADBLOCK
STBD POWER GUY
PENNANT &
DOUBLE PURCHASE
HEEL OF
DERRICK

RAMSHORN
TABERNACLE HOOK
TO
WINCH
HATCHWAY

WINCH

POWER GUY LEAD TO

WINCH FROM PORT GUY

TERMINOLOGY AND BASIC WORKING DESIGN OF A CONVENTIONAL

HEAVY LIFT, SHIPBOARD DERRICK FOUND UPTO ABOUT 150 TONS SWL
 DERRICK HEAD BLOCK
STEULCKEN DERRICK
TOPPING/SLEWING
SYSTEM

DERRICK POSTS

DERRICK
BOOM

HOIST
WIRE &
BLOCK
STEULCKEN DERRICK
 The patent Stulcken derrick is used for very heavy cargo. It stems from the German
shipyard Blohm+Voss GmbH.
 This derrick can handle up to 300 tonnes.
 The Stulcken can be made ready in few minutes, which is a lot faster than a traditional
heavy derrick, doesn't require lots of space and is operated by four winches.
 The Stulcken is secured between two v-shaped, unstayed Samson-posts.
 This makes it possible to let the derrick swing through the posts to reach another
hatch.
 For each post is a hoisting winch, a span winch and a lever that is run by one man only.

 Bearings, swivels, sheaves and the gooseneck can be unattended for up to four years
and create only a friction of about 2%.
 The span tackles are independent and the halyard is endless.
 With the revolving suspension heads on the posts it takes ten minutes to swing all the
way through.
 In the double-pendulum block type, half of the cargo tackle can be anchored to the
base of the boom.
 In order to double the hook speed, the halyard passes through the purchases since
one end is secured which reduces the SWL to its half.
 Typical dimensions of a 275 tonne Stulcken are: 25.5 m length, 0.97 m diameter,
1.5 m to 3.4 m diameter of posts, 18 m apart the posts (upper end) and 8.4 m
apart the posts (lower end).
 The hook of a full-loaded 275 tonne Stulcken can move 2.3 m per minute. If only
one purchase is secured and the derrick is loaded with 137 tonnes the hook gains
velocity to 4.6 m per min.
 Even more speed can be gained when the winch ratios are reduced to 100 tonnes
(triple speed) and 68 tonnes (quadruple speed).
 Detaching the union table the double-pendulum block type of Stulcken is able to
swing through which allows the lower blocks to swing freely to each side of the
boom.
 In this way the derrick reaches a vertical position.
 A bull rope easily pulls the derrick to the other side until the weight of the cargo
tips the derrick over.
 The span tackles now have the weight on the other side.
 The union table is fixed again and the derrick can start its work on the other side.
 There are also Stulcken with single-pendulum blocks.
 In this type, the cargo hook is detached and the lower and upper cargo block are
hauled into the center of the Stulcken.
 To tip the derrick over the gravity is here used again.
DOUBLING-UP PROCEDURE
 The cargo runner of a derrick may be doubled up when it is desired to make a lift which the rig is
capable of handling safely but which exceeds the SWL of the cargo runner when rigged as a single
whip.
 Some derricks are equipped with a second doubling-up spider band but this is not the case with
every derrick.
 Obviously the doubling of the runner, making a double whip, is made very easy when the second
spider band is fitted.
 The eye of the runner is shackled to the second band, leaving a bight between the head block and
the shackled eye.
 A floating block is secured in the bight, effectively making the arrangement into a ‘gun tackle’.
 Should the derrick not have the convenient second spider band, then it will be necessary to parcel
the derrick with canvas and take a half hitch with the runner around the derrick, taking the eye of
the runner and securing it to the lug on the spider band that accommodates the topping lift.
 This effectively produces a similar bight in the wire for the floating block as previously described.
 When doubling up in this manner it will be appreciated that a snatch block used in the bight
would be much simpler to rig, but it would not be as safe as an ordinary cargo block.
 This will necessitate the reeving of the block before completing the half hitch about the derrick.
 The half hitch is prevented from riding down the derrick by the retaining shackle to the spider
band and also by the wire biting into the parcelling that affords the derrick some protection.
 Once the load is off the cargo hook, the tension in the half hitch is relieved, but, owing to the
weight of the wire and the floating block, it would be unlikely for the hitch to slip against the
natural forces of gravity.
A Rigging Plan is developed every time a heavy load is being
lifted.
The basic idea behind a rigging plan is to have control and
establish safety precautions.
It is an important planning process that will identify all hazardous
situations that might be encountered during lifting.
Types of Rigging Plans: The first step when conducting a rigging
safety plan is to identify the type of lift.
There are three major classifications of lifting plans:
• Critical lifts,
• Ordinary lifts, and
• Pre-engineering lifts.
Depending on the type of lift, then the rigging plan will have
different concepts under evaluation to determine the steps
needed to complete a safe rigging and lifting process.​
RIGGING AND LIFTING PLAN COMPONENTS: Once the evaluation process
has determined the type of rigging and lifting plan needed, you will
need to identify and gather information on the following components:
 The rigging equipment: Shackles, turnbuckles, and slings being used
 The weight being lifted, Center of gravity of the load being lifted
 Crane capacity and crane charts
 Height, width, and length of the lift
 Atmospheric and environmental conditions when the process is being
performed
 Edges and corners of the load. It is important to evaluate all the
geometry of the item being lifted.
 Sling angles, Load angle factor and Floor loading capacity
 How to rig the load using good rigging practices
 Identify and make sure that the attachment points and load can
withstand the forces created by the rigging gear attachment
 Work zone safety, Evaluate hazards to determine consequences
resulting from collision, upset, or dropping the load
Ordinary Lifts: Ordinary lifts are the easiest ones to handle.
They will normally require a verbal planning process and
preliminary lifting and rigging meetings.
Only a minimal documentation and evaluation process is needed,
but always being sure that all safety precautions are been taken.
Critical Lifts: Critical lifts need a more detailed plan before
execution.
This process will normally require a written procedure and
approval process.
Pre-Engineering Lifts: These are the most challenging ones to deal
with.
They will require specific rigging points, lifting procedure and
identification of components that will probably need to be
managed separately, to avoid problems and minimize potential
issues.
RIGGING PLAN EXECUTION: Once the plan has been established, you will need to
follow it closely to reduce the probability of an accident. It is important to:
 Verify all equipment, fixtures, and accessories before starting
 Verify that all equipment has been properly inspected and that such
inspections are valid.
 Identify a load manager or a rigging leader. It can be your own safety
professional or ordinary lifts, assign a designated leader; for critical lifts, assign a
person-in-charge (PIC)
 Conduct a pre-use inspection and verify that all components are in good
condition.
 Conduct a dummy rigging process following the pre-established rigging plan.
 Be sure to identify and train all workers participating in the process.
 Clear or prepare the area where the load is being placed or moved
 Survey the lift site for hazardous or unsafe conditions
 Clear lift path of obstructions
 Identify the crane operator
 Follow specific instructions/procedures for attachment of the rigging gear to the
load. Use proper rigging techniques.
 Stop the job when any potentially unsafe condition is recognized.