Shipping saddle

Shipping weight Fabrication weight plus any weight added for shipping purposes, such as shipping saddles. 

Shipping saddles should be designed widi the vessel and not left up to the transport company. In general, transportation and erection contractors do not have the capability to design shipping saddles or to check the corresponding vessel stresses for the various load cases. 

Whenever possible, shipping saddles should be located adjacent to some major stiffening element. Some common stiffening elements include stiffening rings, heads (both internal and external), or cones. If necessary, temporaiy internal spiders can be used and removed after shipment is complete. 

The stresses in the vessel shell should be determined by standard Zick s analysis. The location of shipping saddles should be determined such that the bending at the midspan and saddles is not excessive. Also, the stresses due to bending at the horn of the saddle is critical. If this stress is exceeded, the saddle angle and width of saddle should be increased. Also, move the saddle closer to the head or a major stiffening element. 

Rules for loads, loading, and capacities vary by carrier. Other variables include the Upes of cars the carrier runs, the availability, and the ultimate destination. erify all information with the specific carrier before proceetling with the design of shipping saddles or locations. 

For vessels that recjuire pivot bolsters, the shipping saddles shall be adecjuately braced by diagonal ten-sion/compression rods between the vessel and the saddle. The rods and clips attached to the vessel shell should be designed by the s essel fabricator to suit the specific recpiirements of the carrier. 

Transverse lashings to suit can ier. Lashings should only be adjacent to shipping saddles. 

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