Crane vessel
A crane vessel, crane ship, crane barge, or floating crane is a ship with a crane specialized in lifting heavy loads, typically exceeding 1,500 t (1,476 long tons; 1,653 short tons) for modern ships. The largest crane vessels are used for offshore construction.[1]
The cranes are fitted to conventional
Types
There are several major configurations of crane vessel, usually with overlapping ranges of functionality, but each has at least one major advantage over the others in some circumstances, and consequently all these arrangements coexist.[1]
Crane ships
Conventional seagoing self propelled monohulls with heavy lift crane equipment. [1]
Sheer-legs barges
A
Hammerhead crane barges
A heavy lift
Catamaran gantry cranes
Catamaran heavy lift barges that consist of two barges connected by gantry cranes across the top have been used in sheltered water like harbours and rivers. To reduce listing moments on the barges, the gantries may be attached to the hulls by pinned joints at the ends, allowing some independent roll. The gantry trusses are usually fitted at both ends of the barges, allowing lifts of long loads.[1]
Semi-submersibles
Semi-submersible crane platforms have advantages where the water is too deep or the bottom composition unsuitable for a jack-up, and the water conditions are frequently too rough for efficient use of conventional hulls. The semi-submersible hull form has a lesser and slower response to waves and swell, due to reduced
The low waterplane area causes a low heave response, and this can be utilised to function as a tension leg platform by using vertical mooring lines to anchor piles or clump weights on the seabed sufficient to prevent heave in the prevailing sea state. In this configuration heave sensitive operations can be done with precision and control.[1]
Revolving derrick barge
A revolving derrick barge is a slewing crane mounted on a barge, which can be rotated independently of the hull when carrying a load. These are highly versatile, but also expensive, complex, and have some limitations, particularly in the sea states in which they can safely operate. They are usually operated from a fixed position, and use the slewing and luffing capabilities of the derrick to position the crane tip for picking and setting the load[1]
The arrangement is a compromise of structural and stability requirements balanced against reach versatility, load capacity, and cost. One of the advantages of the slewing derrick is the ability to reach loads carried on the deck of the vessel itself. Compared to land-based cranes, the additional dynamic loads and motion in a seaway complicate the operation and safety. Position and movement of the boom tip are affected by all six degrees of freedom, magnified by distance from the centres of motion of the vessel, and varying during a lifting operation as the position of the tip is moved relative to the vessel.[1]
Jack-up construction barge
A Jack-up construction barge is a barge fitted with four to eight legs, each with a jacking system that can grip the leg and move it up or down relative to the hull, lock it in place and move back along the leg to grip it again for a further jacking operation. The hull is lifted clear of the wave tops in the working position, and the mass of the barge and any additional load is supported by the bases of the legs, which should preferably spread the load as evenly as possible. During the jack-up operation the barge is secured in place by a taut mooring spread of anchors. Once at working height the legs can be released one at a time and driven deeper with pile driving hammers for greater stability. Removal is basically a similar procedure in reverse, with the legs being pulled out of the bottom ground one at a time after the hull is afloat, while the anchor spread limits side forces imposed by waves. Water jetting, sustained tension, and/or low pressure water injection at the base of the leg may be used to release firmly embedded legs. These rigs are free from motion response to sea conditions, but need occasional calm conditions to move. Performance is strongly dependent on seabed characteristics.[1]
Capacity
The three main measures of capacity are load, reach, and lift height. Other factors of importance are hull draught, depth to which the hook can be lowered (for offshore work), and sea state limits for transit and lifting.[1]
Operation and safety
The interaction of the
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Applications
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History
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In medieval Europe, crane vessels which could be flexibly deployed in the whole port basin were introduced as early as the 14th century.[2]
During the
In 1920, the 1898-built battleship USS Kearsarge was converted to a crane ship when a crane with a capacity of 250 tons was installed. Later it was renamed Crane Ship No. 1.[3] It was used, amongst other things, to place guns and other heavy items on other battleships under construction. Another remarkable feat was the raising of the submarine USS Squalus in 1939.
In 1942, the crane ships a.k.a. "Heavy Lift Ships"
In 1949,
In 1963, Heerema converted a Norwegian tanker, Sunnaas, into a crane vessel with a capacity of 300 tons, the first one in the offshore industry that was ship-shaped. It was renamed Global Adventurer. This type of crane vessel was better adapted to the harsh environment of the North Sea.
Semi-submersible giants
In 1978, Heerema had two semi-submersible crane vessels built,
However, due to an
Thialf can use both cranes in tandem to lift 14,200 t (14,000 long tons; 15,700 short tons) at a radius of 31.2 m (102 ft); in comparison, Saipem 7000 can use both cranes to lift a smaller load of 14,000 t (14,000 long tons; 15,000 short tons) at a wider radius of 41 m (135 ft).[8]
Lifting records
A heaviest single lift record was set in 2000 by Thialf for lifting the 11,883 t (11,695-long-ton; 13,099-short-ton) Shearwater topsides for Shell.[9][10] Saipem 7000 set a new record in October 2004 for the 12,150 t (11,960-long-ton; 13,390-short-ton) lift of Sabratha Deck.[11][12]
Under dynamic positioning, Saipem 7000 set another record in 2010 by lifting the 11,600 t (11,400-long-ton; 12,800-short-ton) BP Valhall Production topsides.[12]
Shortly after it was completed, Sleipnir completed a record lift of 15,300 t (15,100 long tons; 16,900 short tons) for the topsides of the Leviathan project for Noble Energy, in September 2019.[13]
Heavy lift vessels
Vessel name | Company | Built | Flag | Lifting capacity (t) | Type | Identifier | Image |
---|---|---|---|---|---|---|---|
Sleipnir | Heerema Marine Contractors | 2019 | 20,000[16] (10,000 + 10,000 tandem, revolving) | Semi-submersible | IMO number: 9781425 | ||
Pioneering Spirit | Allseas | 2014 | 5,000 (tub crane only)[17] | Monohull | IMO number: 9593505 | ||
20,000 (Jacket Lift System sheerleg)[18] | |||||||
48,000 (Topside Lift System)[19] | |||||||
Thialf | Heerema Marine Contractors | 1985 | 14,200[20] (7,100 + 7,100 tandem, revolving) | Semi-submersible | IMO number: 8757740 | ||
Saipem 7000 | Saipem | 1987 | 14,000[21] (7,000 + 7,000 tandem, revolving) | Semi-submersible | IMO number: 8501567 | ||
Zhen Hua 30 | ZOMC (ZPMC / Offshore Tech joint venture) | 2016 | 12,000[22] (7,000 revolving) | Monohull | IMO number: 9107021 | ||
Hyundai-10000 | Hyundai Heavy Industries
|
2015 | 10,000[23] | Sheerleg Monohull | MMSI number: 440680000 | ||
Svanen | Van Oord | 1991 | 8,700[24] | Catamaran | IMO number: 9007453 | ||
Hermod | Heerema Marine Contractors | 1978 | 8,100[25] (4,500 + 3,600 tandem; 4,500 + 2,700 revolving) | Semi-submersible (scrapped)[26] | IMO number: 7710214 | ||
Lanjing | CNOOC
|
1990 | 7,500[27] (4,000 revolving) | Monohull | IMO number: 8907527 | ||
VB-10,000 | Versabar Inc. | 2010 | 6,800[28] | Catamaran | MMSI number: 367490050 | ||
Balder | Heerema Marine Contractors | 1978 | 6,300[29] (3,600 + 2,700 tandem; 3,000 + 2,000 revolving) | Semi-submersible | IMO number: 7710226 | ||
Les Alizés | Jan De Nul | 2023 | 5,000[30] | Monohull | IMO number: 9911032 | ||
Aegir[31][32] | Heerema Marine Contractors | 2012 | 5,000[33] | Monohull | IMO number: 9605396 | ||
Orion | DEME Offshore | 2019 | 5,000[34] | Monohull | IMO number: 9825453 | ||
Asian Hercules III | Asian Lift ( Keppel Fels/Smit International JV)
|
2015 | 5,000[35] | Sheerleg Monohull | IMO number: 9660396 | ||
Seven Borealis | Subsea 7 | 2012 | 5,000[36] | Monohull | IMO number: 9452787 | ||
Oleg Strashnov | Seaway Heavy Lifting | 2011 | 5,000[37] | Monohull | IMO number: 9452701 | ||
HL 5000 | Deep Offshore Technology | ? | 4,500[38] | Sheerleg Barge | |||
Oceanic 5000 | Oceanic Marine Contractors | 2011 | 4,400[39] | Monohull | IMO number: 9559145 | ||
Kaisho (海翔) |
Yorigami Maritime Construction Co., Ltd. | ? | 4,100[40] | Sheerleg Barge | |||
Gulliver | Scaldis
|
2018 | 4,000[41] (2,000 + 2,000 tandem) | Sheerleg Barge | IMO number: 9774094 | ||
Yosho (洋翔) |
Yorigami Maritime Construction Co., Ltd. | ? | 4,000[42] | Sheerleg Barge | |||
DB 50 | J. Ray McDermott
|
1986 | 3,800[43] (3,200 revolving) | Monohull | IMO number: 8503539 | ||
Lan Jiang | CNOOC
|
2001 | 3,800[44] (2,500 revolving) | Monohull | IMO number: 9245641 | ||
Swiber Kaizen 4000 | Swiber Offshore | 2012 | 3,800[45] | Monohull | MMSI number: 357978000 | ||
Musashi | Fukada Salvage & Marine Works Co., Ltd. | 1974 | 3,700[46] | Sheerleg Barge | |||
Vessel name | Company | Built | Flag | Lifting capacity (t) | Type | Identifier | Image |
Yoshida No. 50 (第50吉田号) |
Yoshida Gumi, Ltd. | ? | 3,700[47] | Sheerleg Barge | |||
L 3601 | Sembcorp Marine
|
2012 | 3,600[48] | Sheerleg Barge | |||
OOS Gretha | OOS International | 2012 | 3,600[49] (1,800 + 1,800 tandem) | Semi-submersible | IMO number: 9650963 | ||
Samho 4000 | Samho Ind. Co. Ltd | 2009 | 3,600[50] | Sheerleg Barge | MMSI number: 440111280 | ||
Rambiz | Scaldis
|
1976 | 3,300[51] (1,700 + 1,600 tandem) | Sheerleg Barge | IMO number: 9136199 | ||
Asian Hercules II | Asian Lift ( Keppel Fels/Smit International JV)
|
1985 | 3,200[52] | Sheerleg Monohull | IMO number: 8639297 | ||
DB 101 (ex-Narwhal) | J. Ray McDermott
|
1978 | 3,200[14] | Semi-submersible (scrapped) | IMO number: 7709069 | ||
Tian Yi Hao | Zhongtie Major Bridge Engineering Group | ? | 3,000[53][54][55] | Catamaran | MMSI number: 412591260 | ||
Saipem Constellation | Saipem | 2014 | 3,000[56] | Monohull | IMO number: 9629756 | ||
Fuji | Fukada Salvage & Marine Works Co., Ltd. | ? | 3,000[46] | Sheerleg Barge | |||
Yoshida No. 28 (第28吉田号) |
Yoshida Gumi, Ltd. | ? | 3,000[57] | Sheerleg Barge | |||
Swiber PJW3000 | Swiber Offshore | 2010 | 3,000[45] | Barge | MMSI number: 370210000 | ||
Wei Li | Shanghai Salvage | 2010 | 3,000[58] | Monohull | IMO number: 9597628 | ||
SADAF 3000 | Darya Fan Qeshm Industries Company | 1985 | 3,000[59] | Sheerleg Barge | IMO number: 8415512 | ||
Samho 3000 | Samho Ind. Co. Ltd | ? | 3,000[50] | Sheerleg Barge | MMSI number: 440121590 | ||
Bokalift 1 | Boskalis | 2018 | 3,000[60] | Monohull | IMO number: 9592850 | ||
DB 30 | J. Ray McDermott
|
1999 | 2,794[61] (2,223 revolving) | Monohull | MMSI number: 356011000 | ||
LTS 3000 | L&T-SapuraCrest JV[62] | 2010 | 2,722[63] | Monohull | IMO number: 9446843 | ||
Sapura 3000 | SapuraAcergy | 2008 | 2,722[64] | Monohull | IMO number: 9391270 | ||
Seaway Yudin[65] | Seaway Heavy Lifting | 1985 | 2,500[66] | Monohull | IMO number: 8219463 | ||
Lewek Champion | EMAS Chiyoda Subsea | 2007 | 2,200[67] | Monohull | IMO number: 9377377 | ||
Vessel name | Company | Built | Flag | Lifting capacity (t) | Type | Identifier | Image |
Suruga | Fukada Salvage & Marine Works Co., Ltd. | ? | 2,200[46] | Sheerleg Barge | |||
Taklift 4 | Smit International | 1981 | 2,200[15] | Sheerleg Barge | IMO number: 8010506 | ||
Saipem 3000 | Saipem | 1984 | 2,177[68] revolving | Monohull | IMO number: 8309165 | ||
DB 27 | J. Ray McDermott
|
1974 | 2,177[69] (1,270 revolving) | Barge | IMO number: 8757685 | ||
Kongo | Fukada Salvage & Marine Works Co., Ltd. | ? | 2,050[46] | Sheerleg Barge | |||
Mount 2000 | ZOMC (ZPMC / Offshore Tech joint venture) | 2018 | 2,000[70][71] (1,100 revolving) | Monohull | IMO number: 9858008 | ||
Quippo Prakash | MDL/Quippo/Sapura JV | 2010 | ? | 2,000[72] | Monohull | ||
NOR Goliath | Coastline Maritime | 2009 | 2,000[73] | Monohull | IMO number: 9396933 | ||
Sampson | Coastline Maritime | 2010 | 2,000[73] | Monohull | IMO number: 9429455 | ||
Kumyong No.2200 | Kum Yong Development Co., Ltd | 2009 | 2,000[74] | Sheerleg Barge | MMSI number: 440011970 | ||
Huasteco | Grupo Protexa | 1960 | 1,800[75] | Monohull | IMO number: 5377953 | ||
Tolteca | CAMSA | 1955 | 1,800[76] | Monohull | IMO number: 5320522 | ||
Matador 3 | Bonn Mees | 2002 | 1,800[77] | Sheerleg Barge | IMO number: 9272137 | ||
Samho 2000 | Samho Ind. Co. Ltd | ? | ? | 1,800[50] | Sheerleg Barge | ||
Left Coast Lifter | Fluor/American Bridge/Granite/Traylor Brothers JV | 2009 | 1,699[78] | Sheerleg Barge | |||
Asian Hercules | Asian Lift ( Keppel Fels/Smit International JV)
|
1985 | 1,600[79] | Sheerleg Barge | MMSI number: 563314000 | ||
DLB1600 | Valentine Maritime Gulf | 2013 | 1,600[80] (1,200 revolving) | Barge | IMO number: 9681651 | ||
Shinsho-1600 (神翔-1600) |
Yorigami Maritime Construction Co., Ltd. | ? | 1,600[81] | Monohull | |||
Vessel name | Company | Built | Flag | Lifting capacity (t) | Type | Identifier | Image |
Vessel name | Company | Year | Lifting capacity | Type |
---|---|---|---|---|
OOS Zeelandia | OOS International | 2022 | 25,000[82][83] (12,500 + 12,500 tandem) | Semi-submersible |
OOS Serooskerke | OOS International | Q2 2019 | 4,400[84] (2,200 + 2,200 tandem) | Semi-submersible |
OOS Walcheren | OOS International | Q4 2019 | 4,400[85] (2,200 + 2,200 tandem) | Semi-submersible |
See also
- Panama canal
- Derrick
- Jackup rig
- List of historical harbour cranes
References
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External links
- A Gigantic Muscle of Steel: it picks up a sunken tugboat from the harbor bottom as easily as you'd lift ten pounds off the floor, Popular Science monthly, February 1919, page 67, Scanned by Google Books