Section 1-82006

KBR
RIGGING MANAGEMENT GUIDE

EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
Crane and related rigging operations are generally considered to be higher risk construction
activities and warrant serious planning and management. Experience has shown that as the
number of unknowns involved in a lift increases, so too does the risk exposure. For this reason,
KBR has developed the attached Rigging Management Guide. This document sets high
standards for safe and systematic approaches to conducting our crane and rigging operations.
The KBR Rigging Management Guide contains information, procedures, and checklists to
address all phases of KBR crane and rigging operations, including subcontractors and crane
rental companies, and its use is intended for all KBR personnel who are directly or indirectly
involved in lifting operations. This document includes the most important aspects of each topic
enabling KBR personnel to ask the right questions, view the subsequent responses with caution,
and assure a high quality and lower risk lift.
In addition to this document, the KBR Rigging Management Team is available at all times to
support the rigging activities of all projects. KBR projects are required to utilize the resources of
the Rigging Group in accordance with the Rigging Management Guide and the KBR Rigging
Procedures.
Proper planning, well-trained personnel and the utilization of mechanically sound equipment will
continue to make KBR the leader in the industry for safe and incident free rigging activities.
David L Zimmerman
Vice President of World Wide Construction
Lou Pucher
Sr. Vice President Onshore Operations
KBR

TABLE OF CONTENTS
1.0
Introduction
1.1
1.2
1.3
1.4
1.5
Overview
Safety
Successful Lift
Rigging Engineering
Governing Regulations
2.0
Organizational Chart
3.0
Personnel
3.1
3.2
3.3
3.4
4.0
Equipment
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
5.0
Responsibilities
Training
Operator Qualification
Technical Support
Definitions
Crane Selection
Rating Charts
Computer Aided Rigging (CAR)
Certification
Maintenance
Electronic Operating Aids
Safety
Procedures & Practices

5.1 Rigging Philosophy
5.2 Lift Definitions
5.3 Rigging Procedures
5.4 Rigging Engineering
5.5 Rigging of Man Baskets
5.6 Fall Prevention/Protection Devices
5.7 Rigging Accessories
5.8 Rigging Contracts
5.9 Rigging and Lift Standards
5.10 Third-Party Rigging Gear
KBR

TABLE OF CONTENTS
6.0
Transportation
6.1
6.2
6.3
6.4
6.5
6.6
6.7
7.0
Overhead Cranes
7.1
7.2
7.3
7.4
7.5
8.0
General
Initial Considerations
Loading & Unloading
Truck, Rail or Air
Water & Dock Issues
Haul Road
Transportation Plan
Definitions
Safety
Operations
Operator Qualifications
Inspection & Maintenance
References
Appendices
A.
B.
C.
D.
E.
F.
G.
H.
I.
Rigging Procedures
Crane Lift Guidelines
Basic Information Sheet
Lift Guideline Forms
Standard Lift & Tail Lug Designs
Sling Saver Sheave Details
Standard Rigging Hardware Configurations
Pin Extractor Drawings
List of Cranes in CAR
KBR
1.0
INTRODUCTION
1.1
Overview

SECTION 1
Rigging is generally considered to be an activity of "greater risk" within the construction

industry. With proper knowledge, planning and care, the process of lifting can produce
expected results. The hardware, the environment, the planning and the personnel are all
part of the lifting process. The KBR Rigging Management Guide has been developed to
help assure that all of these parts are worked together for a successful lift.
1.2
Safety
Safe work methods and good rigging practices are the foundation of a successful rigging
operation. Written procedures alone are not enough to make a successful lift, it requires
all members of the rigging teamengineering, construction, subcontractors, etc.to
have a commitment and passion for safety. Safe work methods are the result of this
practice. There is an effort in all KBR procedures and guidelines to create an
environment where this passion will develop. Safety is the most important product on
KBR projects and rigging work requires no less emphasis.
1.3
Successful Lift
These guidelines address the major components that go into making a successful lift.
These key components consist of well planned and clearly explained procedures,
properly trained personnel, and adequately sized and well maintained equipment. To the
fullest extent, these components will be in place on all projects. Each of these are
expanded more fully in the following sections of this guide.
1.4
Rigging Engineering
The KBR Rigging Management Team is staffed with experienced, professional engineers
and riggers that provide technical support to KBR projects. This Team offers both
rigging design and review services. Because of the experience level of the Team, the
KBR rigging team can assist with lifting, hauling, and rigging issues that arise during all
aspects of project life from Conceptual to Construction.
Engineering services provided by the Rigging Team include the design of specialized
lifting attachments and rigging apparatuses, rigging gear load calculations and
arrangement, ground bearing pressure calculations, and crane matting layout.
KBR Rigging Management Guide

Latest Revision: January 2006
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SECTION 1
In addition, the Team can provide detailed crane elevation and plan view drawings using
the KBR developed Computer Aided Rigging (CAR) program. The KBR Rigging
Team provides assistance with crane selection and other technical or general information
regarding heavy lifts, transportation, and lifting equipment.
The KBR Rigging Team also provides rigging review services. These services include
analysis of KBR or subcontractor developed rigging plans and assessment of the lifting
and rigging procedures. The Rigging Team also provides technical review of Client or
third-party engineered lifting lugs and trunnions, including the evaluation of anticipated
shell and base ring stresses produced while lifting the vessel. This Rigging Team is
available to discuss any rigging planning and dialog on ideas throughout any phase of the
project life cycle.
1.5
Governing Regulations
KBR's business philosophy is to be in conformance with domestic and foreign governing
regulations. The KBR Rigging Management Guide is written with an emphasis on
meeting all domestic governing regulations. This emphasis is narrowed further to
onshore (vs. maritime) requirements. Within that framework, all crane operations and
rigging gear designs comply with OSHA 1926 and ASME B30 series regulations. The
KBR design basis of all rigging attachments is the AISC Allowable Stress Design method
using a 50% impact factor. The more restrictive requirements govern.
Onshore regulations govern when work is done entirely on land. Whenever a crane is
used from land to work-on or load a ship or barge which is in navigable waters, maritime
regulations apply to the crane and all lifting attachments. Projects that fall into this
category must familiarize themselves with the applicable regulations. Maritime
regulations are beyond the scope of this writing.
On KBR foreign projects there may be various governing regulations. Sometimes OSHA
and ASME requirements are specified but more often International Standards
Organization (ISO) requirements are referenced. Each foreign project must make the
KBR Rigging Management Team aware of regulations that apply to the rigging work.
The Rigging Management Guide information governs all KBR projects, however, the
more restrictive governing regulations apply to each of our projects.

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SECTION 2 ORGANIZATIONAL CHART
KBR
Vice President of Construction
David Zimmerman
Construction Technology
Construction Support Group
Senior Manager
Mike Rugh
Manager Rigging Engineering
Larry Londot, P.E.
Rigging Engineering/Planning
Thomas Unger

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SECTION 2 ORGANIZATIONAL CHART
KBR
Construction Support Group
FACILITIES:
HOUSTON OFFICE:
P.O. Box 3
Houston, TX 77001-0003
Main Phone: (713) 753-3911
Fax:
(713) 753-3679
3302 Richardson
Houston, TX 77020
Larry Londot: (713) 753-4541

E-Mail
larry.londot@halliburton.com
Thomas Unger: (713) 753-3034
E-Mail
thomas.unger@halliburton.com

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SECTION 3
3.0
PERSONNEL
3.1
Responsibilities
The responsibility for safe lifting operations falls on all who are involved with the lift
whether they have minimum involvement or make major contributions. The key is
proper planning and execution of the work by everyone. To achieve successful results, it
is necessary that all parties work together to share information and communicate data
with each other. To that end, the general responsibilities of various positions are noted
and outlined below. The following list of positions is not exhaustive, but representative
of the necessary sharing and communicating that is required for a successful lift.
3.1.1
Project Manager
3.1.2
Project Engineer
3.1.3
Work with the Project Engineer and Construction Manager to ensure that all KBR
Rigging Procedures and Practices are followed and that all site specific and Client
requirements are met.
Provide leadership for the Project Engineering Team to ensure that data, information,
and technical support for rigging issues are provided to the Rigging Management
Team and to the Construction Team.
Follow the progress of the Project Engineering Teams interface with the Rigging
Management Team and Construction Team to be sure that rigging issues are
addressed in a timely manner.
Coordinate with Procurement to ensure that any requirements of the Construction
Team or the Rigging Management Team are met.
General Manager
Ensure that field organization and processes are established to implement the
procedures described in this guide, in conjunction with those required by the Client.
During Proposal/FEL, Design, Pre-Construction and Construction activities, ensure
that all site specific requirements and requirements of the KBR Rigging Procedures
are followed. (see Appendix A)
During Proposal/FEL, Design, Pre-Construction and Construction stages, establish an
adequate level of rigging personnel required for the project.

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SECTION 3
3.1.4
Construction Manager
3.1.5
Technical Services Manager
3.1.6
Determine level of rigging supervision to be provided on the project.

Approve and sign-off for lifts falling into Major and Critical Lift classifications. (see
Appendices B and D)
Ensure that all cranes and operators provided by the Company and third party sources
are in compliance with Company standards and all domestic or foreign laws and
regulations.
Ensure that a preventative maintenance and inspection program for cranes and
rigging gear is in place.
Work with the Construction Manager to understand scheduling issues and site
specific and technical requirements that affect the rigging and lift planning.
Support the Rigging Superintendent and the Rigging Management Team in obtaining
information and provide input on rigging issues.
Coordinate with Procurement to make sure the requirements of this guide are
followed when rigging items are field purchased.
Rigging Superintendent
Appendices B and D)
Ensure that crane and rigging equipment inspections and certifications are current
before equipment is put into operation on the site.
Ensure that all KBR and third-party cranes are maintained according to
manufacturers recommendations.
Review with Rigging Supervision and Operator known obstructions and interferences
including power lines and underground pipe per rigging plan addressing these issues.
Evaluate the lift to see what lift classification applies and determine the proper level
of documentation and approval. (see Appendices B)
Verify that lift plans have been reviewed and approved by the appropriate personnel.
Verify that the site has been prepared for the crane soil loading.
Make sure that adequate space is available for crane assembly and rigging operations.
Provide all required materials for the lift, such as crane mats, etc.
Validate weight and center of gravity (CG) for the lift.
Advise Rigging Supervision and Crane Operator of the lift weight and CG.

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SECTION 3
3.1.7
Rigging General Foreman
3.1.8
Appendices B and D)
Coordinate pre-lift meetings and determine who is to attend.
Assign competent rigging personnel to each crane.
Assign a competent flagman for the lift. Provide for radio communications if
necessary.
Confirm that the load is properly rigged for the lift.
Rigging Foreman
3.1.9
Prepare an emergency plan in conjunction with Client requirements, and advise all
involved with the lift.
Review weather conditions at the beginning of the lift to determine if the lift can
proceed safely.
Ensure that all rigging operations are conducted in a safe manner in accordance with
the Rigging Management Guide, Company and Client Safety Procedures, and all
governing codes and regulations.
Approve and sign-off for all lifts. (see Appendices B and D)

Coordinate pre-lift meetings and determine who is to attend.
Assign competent rigging personnel to each crane.
Assign a competent flagman for the lift. Provide for radio communications if
necessary.
Confirm that the load is properly rigged for the lift.
Operator
Acknowledge that the lift criteria in the rigging plan have satisfactorily been met for
all lifts. (see Appendices B and D)
Operate the crane in a safe manner in accordance to manufacturers
recommendations.
Make sure that the crane has been assembled in accordance to manufacturers
specifications.
Confirm the weight of the load and the rigging.
Perform daily inspection of crane in accordance to manufacturers and Company
recommendations.
Be able to read and fully understand the crane load chart(s).
Check site to confirm it is adequately prepared for the lift.

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SECTION 3
Check the site for existing obstructions, both overhead and underground. Check with
Supervision, especially for underground obstructions (pipelines, sewers, etc.) that
may not be readily evident.
Inform Supervision of any concerns for safety, obstructions, etc. before or during the
lift.
Meet KBR Operator qualifications. (see Section 3.3)
3.1.10 Riggers
Have an overall understanding of the lift.

Know their individual responsibilities during the lift.
3.1.11 Rigging Subcontractors/Crane Rental Companies
Provide required documentation of inspection on all cranes.

If a subcontractor or crane supplier is providing personnel for performing the lift,
their responsibilities are the same as those described above.
3.1.12 Rigging Management Team
3.2
Approve and sign-off on Critical Lift plans and all multiple-crane lift plans. (see
Appendices B and D)
Provide technical support to the field.
Provide accurate and timely response to the field.
Training
KBR supports programs for the training of craft personnel through the National Center
for Education and the Craft Accreditation Program. This program is conducted at the
Junior College level and provides opportunities for the craftsmen to advance by
furthering their education. The Mobile Crane Operations Training is available through
the National Center. The training for riggers is still being developed. The basic training
modules that are required for all crafts contain elements of rigging, but a complete
rigging specific program has not yet been developed. KBR encourages the craftsmen to
take advantage of these opportunities as well as on-the-job training.

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SECTION 3
3.3
Operator Qualification
All Crane Operators employed on KBR Projects shall be certified as required by ASME
B30.5 and OSHA(or in accordance with the requirement of the country where the project
is located). This includes operators employed by KBR, Subcontractors or Third-Party
Rental Companies. All operators are required to take both a written and practical test for
the equipment to be operated, as well as passing the physical requirements of ASME
B30.5.
All operators employed by KBR are required to take both a written test and a practical
test before being issued a Company Operators card. Both exams are given by a
Company designated Competent Person and are conducted in conjunction with the
Project Safety Manager.
The written test covers basic crane operation as well as
modules for different types of cranes. The practical examination is given on the specific
piece of equipment to be operated. The card that the Operator receives from the
Company will list the specific equipment and model that the Operator is qualified to
operate. No KBR employee is to operate cranes on KBR projects without being issued a
card that is specific for that machine. (Refer to Corporate Safety Procedures for details of
the Operator Qualification requirements.)
For projects located outside the U.S., these requirements shall govern unless the local or
Subcontractor requirements meet or exceed the KBR requirement.
3.4
Technical Support
Technical support for rigging operations is available from the Rigging Management
Team. This support is not limited to preparation of rigging studies and plans but can
include other support activities as requested. Field support is available as needed,
including travel to the site.
The Rigging Management Team has strong engineering and field backgrounds.
All understand the importance of a timely response to field questions.
There are registered professional engineers on the team.
The team is also available to review ideas of:
Rigging drawings
Soil loading calculations
Design of specialized rigging equipment
Miscellaneous design calculations and sketches
Lift and tail lug design

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SECTION 4
4.0
EQUIPMENT
4.1
Definitions
For the purpose of this writing, the term crane refers to mobile cranes. These are to be
distinguished from fixed-position cranes such as a tower crane, stiff-leg derrick, jacking
frame, gin poles or jib crane. The mobile cranes considered in this writing are used
mainly for lifting and are primarily of three types: crawler crane, conventional truck
crane and hydraulic crane. All of these crane types have a mobile lower portion which is
in contact with the ground or matting, often called lower works. The upper section which
rotates about the centerline of rotation is usually referred to as upper works. Each of
these types will be briefly discussed.
Manlifts, fork trucks, and other material handling equipment are not within the scope of
this writing; however, OSHA and ASME standards for these items are referenced in
Section 8.0.
4.1.1
Crawler crane
The name likely derives from the speed at which this type of crane moves. The
distinguishing lower-works feature is the two crawler tracks, sometimes called side
frames, treads, shoes or crawlers. Track geometry varies by crane manufacturer.
For instance, Manitowoc crane track cross-sections have a center flat area with upsloping sides up to at the edges. Other crane companies, such as American or LinkBelt, have flat cross-sections for the full width. This is important when checking crane
matting for maximum effective width.
The upper works of a crawler crane does not differ from the upper works of a
conventional truck crane. Sometimes they are identical for the same capacity cranes.
The features of the upper works are to support the boom in the front, the counterweight in
the rear, and to provide a cab for the operator. Crawler cranes almost always have lattice
booms. These booms are square or rectangular in cross-section, have four chords at the
corners and lacing in between. The chords can be pipe or angle shapes while the lacing is
usually pipe. The counterweight is sectionalized for ease of transport and assembly.
One important characteristic of a crawler crane is that it has the ability to walk with a
load at full chart capacity. This is not true of the other types of cranes. Another
characteristic is its weight is approximately equal to its maximum lifting capacity. The
implication of this is that for a maximum lift, the ground or support structure must be
capable of supporting twice the lifted load.

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SECTION 4
4.1.2
Conventional Truck Crane

The designation of conventional for a truck crane has an interesting origin. Before
cranes with hydraulic booms came along, generally all truck cranes had lattice booms. In
order to distinguish between the two types, and also probably with some disdain for the
new type boom, the term conventional meant lattice boom. Other terms often used are
lattice-boom truck or mobile truck crane which means the same as conventional.
As with a crawler crane, the lower works of a truck crane has specific meaning. This
part of the crane is sometimes referred to as the carrier, but it implies that the crane can
be driven like a truck to the point of use. There is an additional implication in the word
truck craneit has a minimum of four axles. Three-axle truck cranes are usually
called stinger cranes. Most of the time, these are small capacity machines with lifting
capacity mainly over the rear of the crane. In general, we do not use this type of crane.
Two-axle cranes will be discussed in the hydraulic crane section.
Truck cranes are positioned to make a lift by driving directly to the lift location. When
the lift is made, the crane outriggers must be extended and set. Setting the outriggers
means that the crane weight is taken off the tires by extending the jacks to the ground or
matting which lifts the crane. Usually there are four outriggers, but on some cranes there
is a fifth outrigger at the front of the crane (usually to provide 360- degree rating).
On all truck cranes, it is especially important to read the rating chart carefully. There are
often different ratings for over the rear and over the side and the definitions for these
vary with each crane manufacturer. It is imperative to check the rating diagram to see
how each designation is defined for that model crane. It should also be noted that some
truck cranes have rating chart capacities over the rear on rubber or free. These
ratings are usually about 30% of the rating with outriggers set, but it means that there is a
capability to walk with a load at a much-reduced capacity. If this route is chosen, there
are several precautions to consider: special tire air pressures are frequently required, the
load under the tires must be spread, outriggers should be extended with floats held a few
inches above the walking surface, and travel must be slow (1-2 mph).
An important advantage of the truck type cranes is that they can be set up more quickly
than a crawler at the lift location. Sometimes part or all of the counterweight must be
removed for transport, but often it can be left on. The lattice boom must be assembled,
the load line reeved and the outriggers set before the lift.

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4.1.3 Hydraulic Crane

These cranes are divided into two main typeshydraulic truck and rough-terrain. The
hydraulic truck is different from the conventional truck because it has a hydraulic boom
rather than a lattice boom. The truck-axle definition from conventional truck cranes still
holds.
The two-axle hydraulic crane is called a rough-terrain (RT) crane. It is also known as a
cherry picker but this designation is usually limited to a rig with a maximum capacity
of 25 tons. Beyond that it is usually just called an RT crane. The RT has distinct
characteristics. It has over-sized tires which facilitate movement over unprepared and/or
unpaved ground. The maneuverability of this type crane is excellent due to its short
wheel base and crab-steer capability. A newer version of the two-axle crane is the allterrain (AT) crane which has similar features to the RT, but is also suited for highway
travel. The AT designation is also being used for some hydraulic truck cranes.
As with a truck crane, an RT crane can walk with a load under specific conditions.
The on rubber rating chart capacity is closer to 50% of the on outrigger chart. It is
important to check the exact rating and boom angle limitations for each model of crane
when using this capability of the RT crane. The same precautions as noted under truck
cranes should be followed.
The outrigger situation with all hydraulic cranes is similar to conventional trucks. The
only difference is that RT-type cranes have four outriggers maximum. It should be noted
that for most hydraulic cranes the only jobsite setup required is to extend and set the
outriggers. These cranes can be ready to operate in the shortest timeframe.
4.2
Crane Selection
Crane selection is accomplished through the lift planning process. This process involves
not only the physical capability of the crane to lift and set the load, but also the jobsite
constraints that may restrict crane location relative to the final vessel location. These two
issues will be discussed in some detail.
4.2.1
Jobsite Constraints
Many times it is not possible to place the lift crane in the ideal position due to jobsite
constraints. Consideration must be given to both the possible crane and vessel transport
system locations. A cranes lattice boom length can sometimes be a critical factor in
tight quartersno place to lay it out full length for assembly. Tailswing clearance
constraints,

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SECTION 4
if any, must be addressed. Obstructions that the boom must clear, other than the vessel
itself, in the process of setting the equipment must be considered. How close can the
vessel transport system deliver the vessel to the crane? Is there room to tail the vessel
during the upending operation? These must be considered before the crane selection
process begins.
4.2.2
Crane Capacity
In selecting the crane for a lift, the physical size and weight of the item to be lifted must
be known, as well as the height the item must be lifted to reach the setting position. In the
preliminary planning phase, the total lifted load can be estimated. In addition to the item
weight, the total load must include all rigging gear, slings, shackles, load line and load
block weights. From the jobsite constraints, a preliminary working radius can be set.
With this initial information, the crane selection process can begin. The answer will
come from a series of iterations (trial and error) until the crane(s) that will work are
known. The first item of business is to determine the boom length required to make the
lift based on the preliminary working radius. This is done with the vessel at its maximum
lift height. Once the approximate boom length is known, the crane chart capacity can be
checked. Entering the crane chart with the preliminary working radius and the
approximate boom length, the crane capacity can be read directly. If the crane capacity
exceeds the total lift load, dividing the load by the capacity renders the percent of chart.
The percent of chart number will be discussed in Section 5.0 Procedures & Practices. If
the crane capacity is less than the total lift load, try larger capacity cranes until one that
works is found.
4.3
Rating Charts
Several interchangeable terms are used for the crane rating charts. Some of these are
crane chart capacity, rated load, chart load and book capacity. These all refer to
the maximum load a given crane configuration is capable of safely lifting at the
appropriate working radius and boom length. Note that all crane rating charts are
determined based on 75% of tipping for crawler cranes and 85% of tipping for truck
cranes (except when in the structural range) in accordance with ASME B30.5, Crawler,
Locomotive and Truck Cranes. A LIFT MUST NEVER BE PLANNED THAT
EXCEEDS THE PUBLISHED CAPACITY IN THE RATING CHART FOR THAT
SPECIFIC CRANE. It is also very important to read the rating chart carefully. It tells
which ratings are based on structural strength rather than tipping. The notes state the
conditions of use such as: a firm and level base for the crane to sit on, the maximum
wind speed for a safe lift, the maximum length boom that can self-erect, the capacity

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reductions when jibs are used, etc. There are some general rules for understanding crane
rating charts. Front of crane: For truck type cranes, the front end is where the driver sits
when the crane is travelling, so over the rear ratings are for the crane boom positioned
over the back end of the truck crane. For crawler cranes, the front is the opposite end
from the crawler track drive sprocket. This is important when a special rating over the
front is available for a crawler crane. 360-degree rotation: For crawler and RT type
cranes, this is the usual type of rating. For truck type cranes, this is not the usual type of
rating unless there are five outriggers. Minimum stability: For crawler, RT and truck
type cranes, minimum stability occurs when the boom is over the side of the crane.
4.4
Computer Aided Rigging (CAR)

Since 1989, the Rigging Team has been developing our CAR program. It has become a
major part of our rigging planning work. Basically, the program performs the crane
selection function once the weight and size of item to be lifted, lift height and jobsite
constraints are defined. In a few minutes time, the CAR program can produce an
elevation sketch showing required crane, boom length, working radius, actual boom
clearance and percent of chart data.
The effectiveness of a CAR-type program can be measured in part by the number of
cranes in its database. At the present time, there are 39 cranes with 179 configurations in
the CAR program. A configuration is a specific crane rating chart when using a
particular boom type and amount of counterweight. The range of crane lift capacities
that are in CAR varies from 45 to 882 tons in four categories of cranesCrawler, Ringer,
Conventional Truck, and Hydraulic Truck. Cranes continue to be added to the CAR
program on an as needed basis. (see Appendix I for a current list of cranes in the CAR
program)
Another feature of the CAR program is the ground bearing pressure (GBP) section. For
most of the crawler cranes in CAR, the program computes the actual GBP under the
tracks for the specific load, boom length and radius input. The GBP is given for four
conditionscrane on hard surface, soft surface, one layer of matting and two layers of
matting. The GBP is computed for the boom at any angle of swing. For many of the
conventional and hydraulic truck cranes in CAR, the actual outrigger loads are computed
for the specific lift conditions input. These outrigger loads and GBP under the outrigger
floats are also computed for the boom at any angle of swing. With soil loading issues
becoming more important in our work, this feature of the CAR program is very helpful.

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The capability exists in the CAR program to enter crane data in either English or metric
units and also to have output in either set of units. In English units, the output can be in
feet and inches (to 16ths) or feet (to two decimals). In metric, the choice of units is
meters (to three decimals) or millimeters. In the GBP section, the output can also be in
either system of unitsin English, kips (1000 pounds) or kips per square foot and in
metric, kilograms or kilograms per square meter.
4.5
Certification
The crane owner is responsible for providing to KBR a certified crane that is in good
operating condition. This criterion for all cranes must be met upon arrival at each
project. Certified crane refers to equipment meeting the requirements of certification
inspections found in the OSHA and ASME B30.5 Standards and shall include all items
specified by the manufacturer for inspection. Furthermore, KBR will accept crane
certification performed only by inspection companies accredited by OSHA. The purpose
of these requirements is to have assurance that the cranes in use function as the
manufacturer intended.
ASME B30.5 also indicates that regular crane inspections are required and specifies the
minimum requirements for these inspections. It is important that the user conducts
inspections often enough and in sufficient detail to establish confidence in the integrity of
the crane. The purpose of these inspections is to assure that the crane continues to
function properly while being used on a KBR project.
It is the crane owners responsibility to fix or replace any items that are found to be
deficient during certification inspections or frequent user inspections. Anytime a crane is
damaged, the crane must be re-certified after the damage is repaired. Records of all
inspections shall be kept on file by piece of equipment.
4.6
Maintenance
4.6.1 General
Like any machinery, it is important that cranes are properly maintained. KBR projects
are responsible for the day-to-day maintenance on any KBR or third-party bare rental
equipment utilized on KBR projects. Maintenance on third-party equipment that is
rented as Operated and Maintained (O&M) is the responsibility of the appropriate rental
house. It is essential that preventative maintenance be performed in accordance with the
manufacturers specifications.
4.6.2
Nylon Sheaves

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The use of nylon(polyamide, plastic or composite) sheaves in cranes creates some unique
issues. Based on recent experience, KBR requires that a crane owner provide
documentation to show that the nylon sheaves have been replaced after 10,000 hrs of
service and that Inspection/Maintenance records be provided. If the manufacturers
recommendations are more conservative, they will apply.
4.7
Electronic Operating Aids

There are a number of electronic devices available which provide the operator functional
information on crane performance as it is happening. Some devices even override the
crane operator in an overload situation and shut the machine down. There are strong
feelings on both sides of the issue as to whether these operating aids are helpful or
detrimental. In all of this, one thing can be confidently statedELECTRONIC
OPERATING AIDS ARE ONLY A TOOL. THEY DO NOT REPLACE THE NEED
FOR EXPERIENCED CRANE OPERATORS, RIGGERS AND THOROUGH
RIGGING PLANNING.
Electronic operating aids came into use in an effort to reduce crane accidents. First it
was the anti two-block device. This was developed to keep the operator from pulling the
jib over backward with the whip line. Now this device has become standard on most
cranes. It is a requirement when lifting a man basket. Next came the load indicating
device (LID) which was intended to eliminate crane overloads. The early versions were
not very reliable and were often non-functioning. This device has benefited the operator
in that he can verify that the weight he is lifting is within the rigging plan, but it still
does not help keep an operator from booming out to a radius beyond the chart capacity.
Thus, the idea for the load moment indicator (LMI) was born. This device takes into
account the missing ingredient in the LIDworking radius. The LMI however is still
only a display feature that lights and alarms as the limits are approached, and these could
still be over-ridden. The shut down feature now available on cranes has taken care of
this.
Like most other areas of progress, these devices take some getting used to. Electronic
operating aids are very likely here to stay. They do eliminate the tendency of some oldtime habits to lift by the feel of the machine. In todays world, the electronic aids are
probably a step in the right direction. Cranes are becoming more sophisticated and our
operators need to adapt to the trend. This means our operators need to spend time
becoming comfortable with these new devices, so that these devices will be a valuable
tool rather than a nuisance or a frustration.

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4.8
Safety
Safety is the most important ingredient in a successful lift. This comes from eliminating
the unknowns related to a lift. Whether it is the lifted weight, the ground conditions,
underground lines or confidence in the rigging planall of the unknowns must be
resolved, so that the team can work with confidence. It is in this situation, where
everyone knows and understands his or her part in the lift that safety can flourish.
Because we do not perform rigging work in a perfect environment, there is always an
element of risk in the lift. It is important that we manage that risk. In Appendix B,
there is a Lift Guidelines Chart that identifies a larger planning effort as the lifted load
as a percent of chart number increases. This guideline delineates four categories of lifts
by percent of chart and is applicable to all lifts. By following these guidelines, we will
reduce the risk of a crane accident even with the lighter lifted loads and the smaller crane
sizes.

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5.0
PROCEDURES AND PRACTICES
5.1
Rigging Philosophy
The KBR Rigging Procedures establish the basis for accomplishing successful lifts.
These guidelines are all driven by safe rigging practicesthe cornerstone of our rigging
philosophy. Experience has shown that safe rigging work requires knowledge and
understanding of the rigging process. Rigging work is serious business and should never
be approached casually. Items such as lifted weight, stable rigging, sling strength,
accessory capacity, crane size, ground bearing pressure, power line proximity, weather
conditions and hand signals must be integrated into the planning to have a safe and
successful lift. The following statements present the principles that are the basis of our
rigging philosophy:
a) All rigging planning shall be performed in accordance with the KBR Rigging
Management Guide. Any exception or conflict between KBR Procedures and Client
requirements will be reviewed by the KBR Rigging Management Team on a case by
case basis.
b) Rigging planning shall begin as early as possible during the Proposal/FEL, Design,
Pre-construction, and Construction stages of a project. (see Appendix A)
c) All Rigging Subcontractors performing Major and Critical lifts shall submit for
approval their companys rigging procedures to the KBR Site Construction Manager
and the KBR Rigging Management Team within 30 days of contract award.
d) Any rigging and transportation planning done by third-party personnel subcontracted
to KBR shall be performed in accordance with the KBR Rigging Management Guide.
All rigging and transportation plans will be submitted for approval 30 days prior to
execution of the work, as determined by the Construction Manager and the KBR
Rigging Management Team.
e) To assist with the rigging planning effort, Computer Aided Rigging (CAR) and
Rigging Engineering support services shall be provided by the KBR Rigging
Management Team as determined by the Construction Manger and KBR Rigging
Manager, and in accordance with the KBR Rigging Management Guide.
f) There are four lift categories: Basic, Intermediate, Major, and Critical. These lift
classifications shall be determined based on lifted load as a percent of crane chart
capacity rather than size of crane or magnitude of load. (see Appendix B)

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g) All single-crane lifts of 50 tons or greater and all multiple-crane lifts (see definition
below) shall be reviewed by the KBR Rigging Team.
h) All Critical lifts, regardless of crane size or amount of weight lifted, shall be reviewed
by the KBR Rigging Management Team. KBR defines a Critical lift as greater than
85% of chart capacity. (see Appendix B)
5.2
Lift Definitions
5.2.1 Single-Crane Lifts

A single-crane lift is defined as a lift using only one crane to lift a load, not counting the
tail crane. In other words, if the total lifted load is supported by only one crane when the
load is free hanging, the lift is classified as a single-crane lift.
The KBR Rigging Management Team has established four lift categories of single-crane
lifts. The criteria for each category along with the recommended rigging procedures are
detailed in the KBR Crane Lift Guidelines in Appendix B.
5.2.2 Multiple-Crane Lifts
A multiple-crane lift is defined as a lift using two or more cranes to lift a load, excluding
the tail crane. All guidelines and lift requirements described herein for single-crane lifts
apply to each lift crane, but since multiple-crane lifts are generally more complex than
single-crane lifts; the KBR Rigging Management Team shall review all multiple-crane
lifts.
Multiple cranes used solely for loading or unloading equipment and material are by
definition considered multiple-crane lifts. As determined by the Site Construction
Manager, however, multiple cranes used for this purpose are not subject to KBR Rigging
Management Team review provided all cranes are less than 85% of chart capacity, all
cranes require minimal swing, and the load is lifted only minimally to clear the transport.
Multiple cranes used solely for lifting and placing sections of pipe into a pipe rack are by
definition multiple-crane lifts. As determined by the site Construction Manager, however,
multiple cranes used for this purpose are not subject to KBR Rigging Management Team
review as long as the following conditions are met.
Each crane is being operated at less than 85% of the chart capacity for the
crane configuration.

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No traveling or walking of hydraulic boom or truck-mounted cranes are

permitted unless using on-rubber charts.
There is minimal swinging of the crane required and minimal requirement
for booming up and/or down to place the pipe.
5.2.3 Tail Crane

Although the tail crane is not considered when classifying a lift as a single-crane or
multiple-crane lift, all guidelines and lift requirements described herein for a single-crane
lift apply to the tail crane and must be considered as an integral part of the rigging study.
Tailing devices and equipment other than cranes shall also be considered part of the
detailed rigging study and require equal attention as given to lift and tail cranes.
5.3
Rigging Procedures
The KBR Rigging Management Team has developed KBR Rigging Procedures (see
Appendix A) to be utilized at the Proposal/FEL, Design, Pre-construction, and
Construction stages. These procedures provide step-by-step guidelines for addressing all
areas of rigging, lifting, and hauling. Rigging personnel, management, and other involved
parties are encouraged to review and follow these procedures to ensure proper
consideration to all areas of rigging is made in a timely manner.
On projects involving heavy lifting and special rigging requirements, the Proposal/FEL
Team, with the help of the KBR Rigging Management Team, will begin to develop rigging
studies upon receipt of design engineering drawings that define the size and weight of the
items to be lifted. This is to establish the project construction and rigging methodology,
including the extent of vessel dress out, shop or field fabrication, construction sequence,
size of cranes to be used, use of subcontractors, etc. The Proposal/FEL Team and the
KBR Rigging Management Team shall review areas of concern and specific client or
project requirements to formulate a heavy rigging and heavy hauling logistic study and / or
conceptual rigging plans with estimated cost (as required), based on available information
at the time of the study.
During Design Engineering and Pre-Construction, rigging plans and heavy hauling
logistics shall be further developed using updated or current project information. These
studies will be finalized during the Construction stage of a project as specific project
parameters and/or equipment information is more defined. Computer Aided Rigging
services and Rigging Engineering support shall be provided by the KBR Rigging
Management Team as determined by the Construction Manager and KBR Rigging

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Manager. The KBR Rigging Management Team shall review or approve all lifts in
accordance with Section 5.1 Rigging Philosophy.
Client or project specific requirements for preparing of rigging studies, lift restrictions,
reduction of load chart capacity, and work in operating facilities shall be considered when
developing rigging plans and lifts procedures. Any exception or conflict between KBR
Procedures and Client requirements will be reviewed by the KBR Rigging Management
Team on a case by case basis.
5.4
Rigging Engineering
The KBR Rigging Management Team offers the resources to review, coordinate, plan,
and engineer all aspects of heavy hauling and lifting, providing technical support at the
Proposal/FEL, Design, Pre-construction, and Construction stages. A Basic Information
Sheet (see Appendix C) is available to insure adequate information is provided to the
Rigging Management Team to perform the requested services.
5.4.1
Lift Planning & Engineering

The KBR Rigging Management Team provides planning and engineering services as
requested by the KBR Project Construction Manager or as required by the Client or
criteria set forth in the Lift Procedure Guide Forms R-1 through R-4 (see Appendix D).
The services available are a full range of rigging services. These services include items
such as the production of rigging elevation and plan view drawings developed through
the KBR Computer Aided Rigging program, the selection of lift cranes determined
manually or through the use of CAR software, the design of lifting and jacking
attachments, and the determination of ground bearing loads.
The KBR Rigging and Vessel Mechanical Teams have developed Standard Lift Lug and
Standard Tail Lug designs for vertical vessels. These standard lugs are based on vessel
erection weight and vessel diameter and are approved for construction as shown. (see
Appendix E)
5.4.2
Ground Bearing Pressure

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Cranes or other lift devices are to be supported on firm stable ground and the loads
imposed shall not exceed the allowable bearing capacity of the soil. Soil loadings under
Cranes are required for critical lifts and should be provided for all lifts.
In order to calculate the required matting under a specific crane, the allowable bearing
pressure at the ground surface must be determined. Often this information is not readily
available. Seldom is it found in a geotechnical report. Sometimes a Client has a predetermined allowable surface bearing value at that plant site. But more often than not it
takes some forethought and planning to get this number. The following guidelines may
help in obtaining this information.
On our EPC projects, early estimated weight information from Vessel Mechanical to
Civil Engineering and the KBR Rigging Management Team is very important. When
Civil Engineering puts out an inquiry for the geotechnical investigation, this is the best
time to include a request for allowable surface ground bearing pressure (GBP) in the area
where the lift cranes(s) will be positioned. The Rigging Management Team will provide,
as necessary, estimated GBP under crane matting as input to this inquiry. This is the best
approach to obtaining the allowable surface GBP.
On other type projects, usually the surface GBP information is not requested in the
original geotechnical inquiry. In this case, it is possible that additional soil borings will
be necessary. Because the original geotech company could be more familiar with the
project, it may be an advantage to go back to them with the request for additional borings
and allowable surface GBP. Often the Clients Design Engineer is willing to assist the
project by acquiring additional soil borings, if required, to help determine the allowable
surface GBP.
In the practical world, it is the responsibility of the Site PersonnelConstruction
Manager, Rigging Superintendent and the Clients Design Engineerto gather and
review all geotechnical reports and information. The Rigging Engineer can assist in
analyzing the existing soil boring information and/or mat and shallow foundation
allowable bearing capacity data. From this data, the Rigging Engineer can sometimes
(with the assistance of in-house resources) establish an allowable surface GBP without
taking further soil borings.
The KBR Rigging Management Team can also provide GBP calculations for the heavy
hauling and rigging activities using typical matting approaches. These numbers must be
compared against the allowable GBPs as determined above. Should standard matting
approaches not get the GBP within the allowables, then the same Site Personnel along
with the Rigging Engineer and heavy haul contractor will formulate a plan to overcome
the soils overstress situation. As in all cases, The Rigging Management Team will
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SECTION 5
provide assistance as determined and directed by the Construction Manager and/or

Rigging Superintendent.
5.4.3
Rigging Plan Review

Review services are available for rigging plans developed by KBR personnel, and for
subcontractor-developed rigging plans. These services include reviews of equipment,
rigging hardware, ground bearing pressure, clearances, etc. The KBR Rigging
Management Team also provides analysis and review services for third party lug and
trunnion designs, and for vessel wall and base ring bending tolerances.
As requested by the projects, the KBR Rigging Management Team can review
subcontractor crane lifts, assist in the coordination of rigging efforts between the Client,
rigging and hauling subcontractors, KBR or third-party construction management team,
and any other parties required to perform the work.
5.5
Rigging of Man Baskets

Refer to the KBR Project Safety Manual.
5.6
Fall Prevention/Protection Devices

Refer to the KBR Project Safety Manual.
5.7
Rigging Accessories
5.7.1
Wire Rope Slings

The KBR standard sling is constructed of Extra Improved Plow Steel (EIPS) and has an
Independent Wire Rope Core (IWRC). The eyes of the sling are formed using a Flemish
Eye Splice (sometimes called a "Molly Hogan") with swaged steel fittings. The use of
swaged aluminum fittings with a Flemish Eye is not acceptable. Fold back eyes with
swaged ferrules (sometimes referred to as turn-back or double-back eyes) are not
acceptable on KBR projects. Experience has shown that should a ferrule fail, the load
will fall if the sling is a fold-back type. By contrast a Flemish-eye sling has a safety net
that will hold the load should such an event occur.
In any case, all wire rope slings shall have a safety factor of 5 against the breaking
strength of the wire rope. This also applies to specialty wire rope slings that may be
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SECTION 5
designed in accordance to codes other than ASME B30.9. The appropriate reduction of
efficiency for end connections shall be considered when determining the allowable sling
capacity. For example, sometimes it is necessary to make a special length sling using
wire rope clips. Considering this type end connection, the sling capacity is only 50% of
the allowable working strength of the wire rope.
All wire rope slings shall be labeled with the sling capacity, length and manufacturer in
accordance with ASME B30.9, and shall be tagged with an identifying number. All wire
rope slings of 1" diameter or greater shall have mill certifications showing the minimum
breaking strength of wire rope from which the sling is actually made. Prior to a lift, all
slings shall be visually examined to determine sling condition. If visual inspection
indicates excessive damage, the sling shall be removed from service and destroyed. All
wire rope slings shall be inspected per OSHA requirements.
If it is necessary to double a sling, use either a wide-body shackle or a sling saver sheave
(SSS) to keep from kinking the sling. (see Appendix F)
All new wire rope slings will be provided with a Certificate of Compliance issued by the
sling manufacturer. This certificate specifies the material that was used in the fabrication
of the sling, the type of end connection and the rated capacity for each type of hitch,
straight pull, choker and basket hitch. This certificate is not a load test certificate.
5.7.2
Synthetic Webbing Slings (including roundslings)

Synthetic webbing slings shall have a safety factor of 5 against the minimum breaking
strength of the sling and shall be marked with identification in accordance with ASME
B30.9.
The use of synthetic webbing slings shall be limited to materials that will not cut or
damage the slings. All slings must be purchased new for each project and visually
inspected prior to each use to determine sling condition. If visual inspection indicates
excessive damage, the sling shall be removed from service and destroyed.
5.7.3
Chain Slings
In general, chain slings are not recommended for overhead lifting, but may be used in
specific cases.
Chain slings shall have a safety factor of four against the minimum ultimate strength of
the chain. All alloy chain that is recommended for overhead lifting applications shall be
marked with identification in accordance with ASME B30.9.

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SECTION 5
All sling accessories such as hooks, rings or links shall have a rated load not less than the
alloy chain with which they are used.
5.7.4
Shackles
Crosby "Load Rated" shackles or KBR pin extractors will be used as the basis for design
of all lift attachments, unless otherwise specified by the Client. (See Section 5.7.6 for Pin
Extractors)
All shackles up to and including 150-ton capacity shall have a minimum safety factor of
5. Those shackles above 150-ton capacity shall have a minimum safety factor of 4. In all
cases, the shackles shall be used in accordance with manufacturers guidelines and
ASME B30.26.
5.7.5
Spreaders
KBR has designed standard slip-on end fittings for use with pipe inserts to provide
adjustable bar lengths. These fittings are designed to slip over 6, 8 and 12 nominal
diameter pipe and provide capacities up to 40, 85 and 200 tons, respectively, for different
pipe wall thicknesses. This type of spreader is referred to as a CAR-BAR.
The KBR Rigging Management Team has developed Standard Rigging Hardware
Configurations (see Appendix G) that are based on using the minimum CAR-BAR
required for a particular lift. These configurations have been engineered according to the
requirements of this section and can be delivered as a complete unit to the project from
the KBR Small Tools Department.
All new or modified spreader beams shall be designed, fabricated, tested, and inspected
in accordance with ASME B30.20. Test certificates shall be supplied by the test lab or
fabricator. All spreader beams shall be marked with an identifying number and shall be
provided with load test certification and design calculations.
5.7.6
Pin Extractors
KBR currently has available twenty 35-ton manually operated pin extractors. Of these
20, four have been designed to accommodate the KBR Standard Lift Lug. In addition,
KBR has hydraulic actuated pin extractor in the following capacities: two remote
controlled 85-ton, four 150-ton and one 300-ton capacity hydraulic actuated pin
extractors. Whenever feasible, the projects are encouraged to utilize the appropriate pin
extractors as a means to reduce exposure to potential safety hazards. In addition, pin
extractor utilization will provide cost savings through increased productivity and

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SECTION 5
decreased equipment and hardware requirements. (see KBR Pin Extractor Drawings,
Appendix H)
5.7.7
Special Rigging Accessories

Manufactured rigging accessories may be used up to the manufacturer's rated capacity
provided they meet the requirements of Section 5.9. Any specially fabricated items will
be designed and tested within the guidelines for spreader beams.
5.7.8 Hooks
The hooks or shackles (bails) on any crane load blocks (100-tons or larger) shall have a
yearly magnetic particle examination. In severely cold weather, special examination and
NDT considerations shall apply.
All hooks shall be used and inspected in accordance with ASME B30.10.
5.7.9
Plate Clamps
All plate clamps used on KBR Projects shall be positive locking to avoid accidental
release of the material during handling.
5.7.10 Pipe Hooks

Pipe hooks that are specifically designed for handling pipe are the only type of hooks that
are acceptable.
5.7.11 Modifications
No rigging equipment or accessories shall be modified. The only exception to this would
be modifications to spreader beams and special lifting attachments, which may be
modified only when engineered by a Professional Engineer. Repairs to any rigging
equipment or accessories are to be made only by the manufacturer, or by a qualified
person utilizing the repair guidelines provided by the manufacturer. Modifications or
repairs to rigging equipment and accessories shall require load testing.
Welding is not permitted on forged accessories.
5.8
Rigging Contracts
See KBR Rigging Procedures writing in Appendices.

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SECTION 5
5.9
Rigging and Lift Standards

It is the policy of KBR to be in conformance with all governing regulations. Crane use
and rigging gear designs shall comply with OSHA and ASME B30 series requirements.
In addition, all rigging attachments are designed in accordance with the AISC Allowable
Stresses Design Manual using a 50% impact factor. The more restrictive requirements
govern.
5.10
Third-Party Rigging Gear

All third-party rigging accessories and hardware used on a KBR project must meet the
KBR Rigging and Lift Standards described above.

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SECTION 6
6.0
TRANSPORTATION
6.1
General
Transportation is the movement of equipment from its place of origin to the locations
where it will be lifted into final position. The point-of-origin is usually at the Vendors
fabrication shop and the location of the lift is at the project site. The movement of
equipment can be accomplished using one or more of the three modes of transportation
(land, water or air) alone or in combination. The land mode uses trucks or rail, the water
mode uses barges and ships and the air mode uses special cargo aircraft.
Special care must be taken to ensure compliance with Local, State and/or Federal
transportation requirements. This is especially true for overland movement. Frequently
hauling permits are required, which are usually the responsibility of the transportation
subcontractor. Once the equipment arrives on-site, it may be necessary to temporarily
store it in a laydown yard or at a dress-out location in the vicinity of the final lift.
Delivery of the equipment directly to the lift point is preferred, but it is not always
possible. Careful planning in this regard can contribute to reducing operational costs and
improving schedule for the project.
The KBR standard practice is to provide lifting and tailing lugs on all vertical vessels that
weigh more than ten tons. When lifting lugs are used, they should be positioned 180
degrees apart at the top tangent line and oriented in a horizontal plane with the tailing lug
in the up position during shipping. This greatly facilitates crane hook-up. Occasionally,
appurtenances that are welded to larger diameter vessels interfere with achieving this
orientation during shipping. These appurtenances include nozzles, downcomer pipe
supports and saddle locations. This condition will necessitate rotating the vessel at the
jobsite to obtain proper orientation of the lifting and tailing lugs prior to the lift. On
horizontal vessels and assembled modules, lifting lugs are specified also. They are
usually asked for when the item weight is ten tons or greater. The value of lifting lugs is
that they provide a positive attachment method for handling these types of items.
Vessel dress-out is an important consideration. The KBR philosophy is to dress out
vessels to the fullest extent possible before they are lifted. Since the timing and extent of
dress-out have field cost and schedule impact, it is necessary that rigging people are
involved in the decision. Available crane capacity and dress-out space will affect this
decision.

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SECTION 6
6.2
Initial Considerations
No two lifts are exactly the same. Thus several things must be understood before
detailed planning begins.
First, it is essential to have a clear view of the contractual arrangements related to the
transport and delivery of the equipment. The Vendors quote may include equipment
transportation. This is frequently the case with smaller, simpler pieces of equipment.
KBR very often makes transportation arrangements for heavier and oversized pieces of
equipment. This is usually coordinated through the Traffic Group as part of the
procurement process. Furthermore, close coordination with Construction is critical, so
that the schedule and logistics for delivering the equipment is compatible with the jobsite
lifting plan.
Second, knowledge of road availability and closings, local axle-load restrictions, and
natural phenomena like spring thaw is essential prior to arranging for transportation of all
pieces of equipment. Also important is information on the required spacing of saddles,
number and types of tie-downs and packaging of the equipment. The packaging must
protect the equipment from the effects of roadway salt, ocean air or saltwater spray.
Stainless steel vessels are especially susceptible to the effects of a chloride environment.
6.3
Loading & Unloading

When loading equipment for transportation at the point-of-origin (usually the Vendors
fabrication shop), special care must be taken to configure the load in a way that will
facilitate unloading at the destination. Saddles must be adequate not only to support the
vessel during transportation, but also for the selected unloading method. This could
include items such as saddle lifting lugs, or extra length to allow for setting of cribs and
jacks in the unloading process.
If water transport is used, a clear understanding of how the equipment will be moved on
and off the barge or ship is important. These considerations are relevant whether the
unloading will be accomplished using roll-on, roll-off (ro-ro) or some form of lifting.
Information on the nature of lifting devices (land-based or ships gear) and whether
platform transporters or crawlers will be used is also important.
Ocean shipments usually require a more extensive system of saddles, tie-downs and
lateral bracing than land transport. The insuring company will hire a marine surveyor to
check the adequacy of these arrangements.

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SECTION 6
6.4
Truck, Rail or Air

Air transport and land transport by truck and rail each have inherent constraints.
Overhead clearance, axle weight limits, highway lane widths and special permit
requirements limit the use of trucks for transporting large equipment. Clearance
envelopes and weight limitations also restrict the use of rail for transporting equipment.
Weight limitations and cargo hold access size limit the use of aircraft for transporting
equipment. There are private planes that have large cargo-space openings especially
designed for carrying oversized loads. A Russian-built model is based in Houston.
It should be noted that very few point-of-origin locations have facilities for loading
equipment directly onto aircraft. As a result, transportation by land mode is usually
necessary on both ends when using air as the major mod of transportation.
6.5
Water & Dock Issues

Transport by the water mode offers the greatest flexibility in terms of equipment size and
weight. However, it should be noted that few equipment fabricators have water-access
locations that support loading directly onto barges or ships. As in the case of air
transport, transportation by land is usually required to be part of the overall transportation
plan.
Special considerations involving the water mode of transport involve dock capacity and
facility conditions at the embarkation (loading) and debarkation (unloading) ports.
Access roads and aprons must be strong enough to hold heavy loads. Cranes and
material handling equipment at the dock must be capable of lifting and positioning the
equipment loads onto and off of the ships or barges. When using a ship or barge that is
designed for ro-ro operations, long-span bridge ramps may be required. Furthermore,
ships and barges require adequate dock access and water depth to accommodate the
handling of particularly heavy and large pieces of equipment.
6.6
Haul Road
In general, a haul road will be required to move a piece of equipment into its final
position at the project site. Existing access roads into the plant may be able to be used as
haul roads. Roadways built specifically for moving equipment are sometimes required.
Adequate vertical (overhead) and horizontal (width) clearances are critical for the entire
length of the haul road, especially at turns. Additionally, the haul road must be strong

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SECTION 6
enough to carry the weight of both the equipment and the transport vehicle. The strength
of the bridges and culverts along the length of the haul road is very important. The latter
consideration relates to the capacity of the transport vehicle and its ability to negotiate
the length of the haul road. Many of these constraints can be overcome by temporarily
relocating horizontal and vertical obstacles and by reinforcing the haul road itself.
6.7
Transportation Plan
The party responsible for transporting the equipment (Vendor, subcontractor or KBR) is
responsible for developing a Transportation Plan. The plan must consider all relevant
issues relating to the transport of the equipment and must be submitted to the
Construction Manager and Rigging Superintendent for review and approval at least 30
days prior to the date the movement is scheduled to begin. The material discussed in this
section is intended as a brief overview and should not be considered all-inclusive.

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SECTION 7
7.0
Overhead Cranes
7.1
Definitions
In the EQUIPMENT Section 4 of this writing, it is noted that a crane refers to mobile
cranes--mobile in the sense that they can move to any location that they fit into on the
ground. Overhead Cranes move back and forth, but only within defined limits. This
clarification needs to be made because there are specific requirements that govern the use
of Overhead Cranes. These are noted below.
It is intended that Overhead Cranes include those types that are specifically identified in
the ASME B30.2, B30.11, B30.16 and B30.17 safety standards. This would include
bridge and gantry cranes, both top running and underhung models, monorail beams and
jib cranes. These types of cranes offer use opportunities in both Construction and
Maintenance work. Thus some quidelines need to be in place to cover their use.
7.2
Safety
Safety is the most important ingredient when using Overhead Cranes. As with Mobile
Cranes, a safe lift results from addressing all of the related unknowns in a given situation.
This requires thinking ahead, careful planning and knowledgeable operation of the
Overhead Crane. A safe lift involves safety to people and to property. This must be
foremost in the thinking and planning of any operations with Overhead Cranes.
7.3
Operations
The Overhead Crane shall not be loaded in excess of its rated load. The rated load is
clearly marked on the Overhead Crane or Hoist. All rigging gear that is attached between
the load and the hook of the crane or hoist must be considered part of the lifted load. The
above stated rated load limit may be exceeded only as noted below:
A. Rated Load Test
Prior to initial use, all new, extensively repaired and altered cranes should be
tested and inspected by or under the direction of a designated person as
defined in the appropriate ASME B30 safety standards. And a written report
shall be furnished by this person confirming the load rating of the crane. The
reports shall be placed on file where they are readily available to appointed
personnel.

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KBR

SECTION 7
The test load shall be 125% of the crane rated load, unless otherwise
recommended by the manufacturer.
B. Planned Engineered Lifts
This type of lift shall be limited to two occurrences on any crane within any
12-month period, unless the crane manufacturer is consulted and agrees to
conditions of the Planned Engineered Lift. Such lifts shall be limited to
powered cranes having a load rating of 5 tons or more.
When considering Planned Engineered Lifts, the lifted load shall not exceed
125% of the crane load rating. As a minimum, the details of such lifts shall be
approved by the Rigging Management Team. The engineers in this Team are
also available to help develop any Planned Engineered Lifts required by the
jobsite.
When attaching the load to the crane hook, any of the Rigging Accessories in Section 5.7
of this Guide may be used. Care shall be taken to assure that the accessories are properly
attached and the rigging setup is safe for lifting. In addition, make sure the hook is
directly above the center of gravity (cg) of the lifted piece. If not, the load will drift
when it is first picked which could cause injury to people or damage to property.
There shall be an appointed person in charge of the lift. It will be his responsibility to
adequately communicate the lift requirements to the crane operator and the riggers. If the
distance or noise levels require it, hand signals shall be used to communicate the
maneuvers required to accomplish the lift. Before the lift is started, all required areas
shall be cordoned off. All people in the area of the lift shall be relocated until the load
has safely cleared their area.
There are standard hand signals for use with Overhead Cranes. The appointed person
shall make sure that crane operator and the riggers know and understand the standard
hand signals. If special conditions require additions or modifications of standard hand
signals, they shall be agreed upon by all parties associated with the lift and shall not
conflict with the standard signals.
When loads are to be moved, the appointed person shall give the hand signals. The
crane operator shall not make any sudden movements to cause dynamic forces to be
induced into the rigging gear or the crane parts. The operator shall not leave his position
at the controls while the load is suspended over an area accessible to people.

Page 2
KBR

SECTION 7
7.4
Operator Qualifications
In general, Overhead Cranes shall be operated only by designated persons, trainees under
the direct supervision of a designated person or maintenance and test personnel when
performing their duties. The qualification requirements vary by type of crane. Cab- or
pulpit-operated cranes have the most stringent requirements, then comes floor operated
cranes followed by remote operated cranes.
The qualification requirements for cab- or pulpit-operated cranes will be similar to
operator qualification requirements for mobile cranes. When operator qualification
testing is in place, each operator will be tested and issued a qualification card that will list
all types of Overhead Cranes he is competent to operate.
7.5
Inspection & Maintenance

Before an Overhead Crane is put into service after it is newly installed, altered, repaired
or modified, there needs to be an initial inspection. A designated person shall conduct
the inspection to verify compliance with the applicable ASME B30 standard.
For cranes in regular service, there are two general classifications of inspection
frequent and periodic. In general, frequent inspections are visual and do not require
record keeping. Their frequency varies from daily to monthly depending on the severity
of service. Periodic inspections are also visual, but do require that records be kept. The
time variation varies from quarterly for severe service to yearly for normal usage.
When cranes are not used regularly, extra inspections are required before they can be put
back into service. If the crane is idle for a time period from one month to one year, a
frequent inspection is required before the crane can be put back into service. If it is idle
for more than a year, a periodic inspection is required before use.
A preventative maintenance program is important to the life of any machinery item. The
program should be based on the manufacturers recommendations. A record of all
service, repair and maintenance work should be kept on each machine. One additional
item should be mentioned. If a Planned Engineered Lift is required, the competent
person doing the planning is required to write a review of the Overhead Crane service
history before planning the lift.

Page 3
KBR
8.0
REFERENCES
8.1
Books-Practical

SECTION 8
MOBILE CRANE MANUAL

Author:
Donald E. Dickie
Publisher:
Construction Safety Association of Ontario
21 Voyager Ct. South
Etobicoke, Ontario, Canada
RIGGING MANUAL
Author:
Donald E. Dickie
Publisher:
CRANE HANDBOOK
Author:
Donald E. Dickie
Publisher:
8.2
Books - Technical
CRANES AND DERRICKS
Author:
Howard I Shapiro
Publisher:
McGraw-Hill
FOUNDATION ANALYSIS AND DESIGN
Author:
Joseph E Bowles
Publisher:
McGraw-Hill
FORMULAS FOR STRESS AND STRAIN
Author:
Raymond J Roark
Publisher:
McGraw-Hill

Page 1
KBR

SECTION 8
STEEL CONSTRUCTION MANUAL 9th Edition ASD

Author:
American Institute of Steel Construction (AISC)
Publisher:
AISC
One East Wacker Drive, Suite 3100
Chicago, IL 60601-2001
8.3
Booklets / Catalogs
RIGGERS HANDBOOK
Author:
Broderick & Bascom Rope Company
Publisher:
Broderick & Bascom Rope Company
Route 3, Oak Grove Industrial Park
Sedalia, MO 65301
THE CROSBY GROUPGENERAL CATALOG
Author:
The Crosby Group
Publisher:
The Crosby Group
P.O. Box 3128
Tulsa, OK 74101-3128
8.4
U.S. Regulations and Standards

OSHA Regulations
U.S. Code of Federal Regulations
29 CFR 1920.178 -.184 Material Handling
29 CFR 1910.180 Crawler, Locomotive and Truck Cranes
29 CFR 1917 Marine Terminal Operations
29 CFR 1918 Ship Board Cargo Operations
29 CFR 1919 Crane Certification
29 CFR 1926.251 Rigging Equipment and Material Handling
29 CFR 1926.550 Cranes and Derricks
ASME Safety Standards
B30.1 Jacks
B30.2 Overhead and Gantry Cranes
B30.3 Construction Tower Cranes
B30.4 Portal, Tower and Pedestal Cranes
B30.5 Mobile and Locomotive Cranes
B30.6 Derricks
B30.8 Floating Cranes and Floating Derricks
B30.9 Slings

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KBR

SECTION 8
B30.10 Hooks
B30.11 Monorails and Underhung Cranes
B30.16 Overhead Hoists
B30.17 Overhead and Gantry Cranes
B30.20 Below-the-Hook Lifting Devices
B30.21 Manually Lever Operated Hoists
B30.23 Personnel Lifting Systems
B30.25 Scrap and Material Handlers
B30.26 Rigging Hardware
B56.1 Low Lift and High Lift Trucks
B56.6 Rough Terrain Forklift Trucks
B56.10 Manually Propelled High Lift Industrial Fork Trucks
A92.2 Vehicle-Mounted Elevating and Rotating Aerial Devices
A92.5 Boom-Supported Elevating Work Platforms
Specifications
CMAA 70 Top Running Bridge and Gantry Type Multiple Girder Electric
Overhead Traveling Cranes
CMAA 74 Top Running Single Girder Electric Traveling Cranes
Utilizing Under-Running Trolley Hoist
SAE-PCSA 4 Mobil Power Crane and Excavator and Hydraulic Crane
Standards
SAE J765 Crane Load - Stability Test Code
SAE J987 Crane Structures - Method of Test
8.5
Periodicals
Lifting & Transportation International
Publisher:
Douglas Publications Inc
9609 Gayton Road, Suite 100
Richmond, VA 23233
International Cranes
Publisher:
KHL International
Southfields, Southview Road, Wadhurst
East Sussex, TN5 6TP, UK
Cranes Today
Publisher:
Wilmington Publishing Ltd
Church Hill, Dartford
Kent, DA2 7EF, UK

Page 3
KBR

SECTION 8
Crane Works
Publisher:
Group III Communications
10229 E. Independence Avenue
Independence, MO 64053

Page 4

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KBR

RIGGING MANAGEMENT GUIDE

RIGGING MANAGEMENT GUIDE

Procedures & Practices

RIGGING MANAGEMENT GUIDE

RIGGING MANAGEMENT GUIDE

Rigging is generally considered to be an activity of "greater risk" within the construction

KBR Rigging Management Guide

RIGGING MANAGEMENT GUIDE

KBR Rigging Management Guide

RIGGING MANAGEMENT GUIDE

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Larry Londot: (713) 753-4541

KBR Rigging Management Guide

RIGGING MANAGEMENT GUIDE

KBR Rigging Management Guide

RIGGING MANAGEMENT GUIDE

Technical Services Manager

Determine level of rigging supervision to be provided on the project.

KBR Rigging Management Guide

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Rigging General Foreman

Approve and sign-off for all lifts. (see Appendices B and D)

KBR Rigging Management Guide

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Have an overall understanding of the lift.

3.1.11 Rigging Subcontractors/Crane Rental Companies

Provide required documentation of inspection on all cranes.

3.1.12 Rigging Management Team

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4.1.3 Hydraulic Crane

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Computer Aided Rigging (CAR)

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Electronic Operating Aids

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PROCEDURES AND PRACTICES

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5.2.1 Single-Crane Lifts

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No traveling or walking of hydraulic boom or truck-mounted cranes are

5.2.3 Tail Crane

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