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Maersk Training Centre A/S

Anchor Handling
Simulator Course

Best Practise in
Anchor Handling

Maersk Training Centre A/S

1.

Program. Abbreviations
Introduction to Anchor Handling Course

2.

Risk Assessment. Planning

3.

Calculations: Winch, Weight, Catenary

4.

Anchor Deployment PCP. Example of

5.

AH Winches. Winch Computers.


Wire Drums. Chain Wheels

6.

Shark Jaws, TRIPLEX

7.

Shark Jaws, KARM FORKS

8.

Wire Rope: Guidelines. Maintenance

9.

Anchor Handling Equipment


Swivel Pin Extractor Socket Bench

(Incl. checklist)

10.

Balmoral Marine
Marine Equipment Handbook

11.

Bruce: Dennla & FFTS Mk 4

12.

Vryhof Anchor Manual 2005

13.

Anchor Handling
Breaking the anchor..

14.

Ship Handling. Manoeuvring

15.

Drilling Units / - Operations

MTC

Anchor Handling Course

Manual standard clause


This manual is the property of Maersk Training Centre A/S (hereinafter MTC A/S) and is only
for the use of Course participants conducting courses at MTC A/S.
This manual shall not affect the legal relationship or liability of MTC A/S with or to any third party
and neither shall such third party be entitled to reply upon it.
MTC A/S shall have no liability for technical or editorial errors or omissions in this manual; nor
any damage, including but not limited to direct, punitive, incidental, or consequential damages
resulting from or arising out of its use.
No part of this manual may be reproduced in any shape or form or by any means electronically,
mechanically, by photocopying, recording or otherwise, without the prior permission of MTC
A/S.
Copyright MTC 2005-08-31
Prepared by: PFR
Modified & printed: 2005-08-31 Version: 5.1
Modified by: PFR
Internal reference: M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 00\2.0 Index.doc

Contact MTC
Maersk Training Centre A/S
Dyrekredsen 4
Rantzausminde
5700 Svendborg
Denmark
Phone:
Telefax:
Telex:
E-mail:
Homepage:

+45 63 21 99 99
+45 63 21 99 49
SVBMTC
MTC@MAERSKTRAININGCENTRE.COM
WWW.MAERSKTRAININGCENTRE.COM

Managing Director: Claus Bihl

2.0 Index

Chapter 00

Page 2

MTC

Anchor Handling Course

Introduction to the Anchor Handling Course


Background
A.P.Mller owns and operates a modern fleet of anchor handling vessels.
The vessels are chartered to oil companies, and rig operators; the jobs are anchor handling, tow
and construction jobs.
The technical development of these ships has been fast to meet the increased demands.
The demands to the performance of the ships have been increased too.
A few hours off service can mean large economic losses for the different parties involved.
In the last years an increased focus have been on avoiding accidents, and the frequency of
these accidents are low. To get the frequency even lower, actions to avoid accidents are
needed. Learning by doing, on board an anchor handling vessels as the only mean of
education, will not be accepted in the future. Part of this training process needs to be moved
ashore, where crew, ship and equipment can be tested without risk in all situations.
Here we will use the anchor-handling simulator.
A study of accidents and incidents occurred on anchor handling vessels (AHV) during anchor
handling operations reveals that some of the most common causes leading to incidents and/or
accidents are lack of or inadequate:
Experience
Knowledge
Planning
Risk assessment
Communication
Teamwork
Awareness
The keywords for addressing these causes are: training, training and more training
The value of on-board, hands-on training is well known and beyond any doubt but the
knowledge and experience gained is sometimes paid with loss of human life or limbs,
environmental pollution and/or costly damage to property.
This simulator course was developed in order to give new officers on AHVs the possibility of
acquiring the basic knowledge and skills in a as close to the real thing as possible
environment, the only thing, however, that might get damaged is ones own pride.
The aims of the anchor handling course are:
To promote safe and efficient anchor handling operations by enhancing the bridge teams
knowledge of, and skills in anchor handling operations.

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Chapter 01

Page 1

MTC

Anchor Handling Course

The objectives of the anchor handling course are:


By planning of and, in the simulator, carrying out anchor handling operations under normal
conditions, the participant shall demonstrate a thorough knowledge of and basic skills in:
Planning and risk assessment of anchor handling operations adhering to procedures and
safety rules
As conning officer carry out exercises in anchor handling operations
As winch operator carry out exercises in anchor handling operations
On user level, the design, general maintenance and correct safe use of anchor handling
equipment
The use of correct phraseology
The simulator course
The course consists of theoretical lessons alternating with simulator exercises.
The theoretical lessons
The theoretical lessons addresses:
AHV deck lay-out and equipment
AH winch (electrical and hydraulic) lay-out and function
Anchor types, chain, wires, grapnels, etc. maintenance and use
Planning of AH operations
Risk assessment
Procedures
Safety aspects and rules
The simulator exercises
The simulator exercises consist of one familiarisation exercise and 3 to 4 AH operations. The
weather condition during the exercises will be favourable and other conditions normal.
The tasks in the AH exercises are:
Preparing the AHV for anchor handling
Running out an anchor on a water depth of 100 to 700 meters
Retrieving an anchor from a water depth of 100 to 700 meters
Operating an anchor system with insert wire
During the simulator exercises the participants will man the bridge. They will be forming a bridge
team, one acting as the conning officer the other as the winch operator. A captain/chief
engineer will act as a consultant.
Before commencing the exercise, the participants are expected to make a thorough planning of
the AH operation. They will present the plan to the instructor in the pre-operation briefing for
verification.

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Chapter 01

Page 2

MTC

Anchor Handling Course

During the exercises, the simulator operator will act and communicate as all relevant personnel
e.g.:
Deckhands engine room
Rig crew crane driver tow master
Etc.
The instructor will monitor the progress of the exercises and evaluate the performance of the
team and each individual.
Debriefing
Each exercise will be followed by a debriefing session during which the instructor and the team
will discuss the progress and the outcome of the exercise.

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Chapter 01

Page 3

MTC

Anchor Handling Course

Commonly used abbreviations:


AHTS:
AHV:
AHW:
AUV:
BL:
BOP:
BP:
CALM:
CBL:
DEA:
DMW:
DP:
DPO:
DSV:
FPU:
FPDSO:
FPSO:
FPS:
HHP:
HLV:
HPR:
HSE:
ISM:
MBL:
MODU:
OBM:
OIM:
PCP:
PL:
PLV:
PSV:
QES:
QMS:
ROV:
ROT:
RTV:
SALM:
SBM:
SCA:
SEPLA:
SF:
SPM:
SSAV:
SSCV:
SV:
SWL:
TLP:

Anchor Handling Tug Supply


Anchor Handling Vessel
Anchor Handling Winch
Autonomous Underwater Vehicle
Breaking Load
Blow Out Preventer
Bollard Pull
Catenary Anchored Leg Mooring
Calculated Breaking Load
Drag Embedded Anchor
Dead Man Wire
Dynamic Positioning
Dynamic Positioning Officer
Diving Support Vessel
Floating Production Unit
Floating Production Drilling Storage and Offloading
Floating Production Storage and Offloading
Floating Production System
High Holding Power Anchors
Heavy Lift Vessel
Hydro Acoustic Positioning Reference
Health Safety and Environment
International Ships Management
Minimum Breaking Load
Mobil Offshore Drilling Unit
Oil Based Mud
Oil Installation Manager
Permanent Chaser Pennant
Proof Load
Pipe Laying Vessel
Platform Supply Vessel
Quality Environment Safety
Quality Management System
Remotely Operated Vehicle
Remotely Operated Tool
Rock Dumping / Trenching Vessel
Single Anchor Leg Mooring
Single Buoy Mooring
Suction Caisson Anchor
Suction Embedded Plate Anchor.
Safety Factor
Single Point Mooring
Semi Submersible Accommodation Vessel
Semi Submersible Crane Vessel
Survey Vessel
Safe Working Load
Tension Leg Platform

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 01\3.Abbreviations.doc

Chapter 01

Page 1

MTC
TW:
VLA:
VSP:
WLL:
WW:

Anchor Handling Course

Towing Winch / Tow Wire


Vertical Load Anchors
Vertical Seismic Survey
Working Load Limit
Work Wire

Weight in water: Weight in air x 0.85

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Chapter 01

Page 2

MTC

Anchor Handling Course

Planning and Risk Assessment


Risk Assessment
Some people have a hard time believing that risk assessment has been in the Maritime industry
since Day One since plans for the ARK were drawn up. Hazards were appreciated and
control measures added mentally before activities were completed safely. The difference to day
is that they have to be documented like so many other items under the banner of the ISM code
and national / international legislation.
It is not a blame culture as seen by a hard core of seafarers.
Obviously it is easy to stand back and comment with hindsight: "If this had been done, then this
would not have occurred".
The company is required to comply with customers' requirements, and to ensure protection of
the environment, property, the health and safety of the employees and other persons, as far as
reasonably practicable, by the application of certain principles. These principles include the
avoidance of risks, the evaluation of unavoidable risks and the action required to reduce such
risks.
A "Risk Assessment" is a careful examination of the process and its elements to ensure that the
right decisions are made and the adequate precautions are in place thereby preventing risks.
Risk is formed from two elements:
The likelihood (probability) that a hazard may occur;
The consequences (potential) of the hazardous event.
To avoid or reduce damage to:
Human life
Environment, internal and/or external
Property
Minimise risks by listing the possible effects of any action, and assessing the likelihood of each
negative event, as well as how much damage it could inflict. Look for external factors, which
could affect your decision. Try to quantify the likelihood of - and reasons for - your plan failing.
Itemising such factors is a step towards the making of contingency plans dealing with any
problem.
Use judgement and experience to minimise doubt as much as possible. Think through the
consequences of activities, be prepared to compromise, and consider timing carefully. Be aware
of that people are not always aware of the risks, as they cant see them.
An example:
A man standing close to the stern roller: One of the risks is, that he can fall in the water. As a
matter of fact he is not falling in the water he is able to see the hazard so he is aware.

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 04\1.0 Planning and RA.doc

MTC

Anchor Handling Course

On the other hand:


During an anchor handling operation an AB is hit in his forehead by a crowbar while he is
punching a shackle pin out using a crowbar. The wire rotates caused by torsion in the wire he
cant see the hazard so he is not aware of the risk when using a crowbar.
An initial risk assessment shall be made to identify and list all the processes and their
associated hazards. Those processes having an inconsequential or trivial risk should be
recorded, and will not require further assessment. Those activities having a significant risk must
be subject to a detailed risk assessment.
A risk assessment is required to be "suitable and sufficient" with emphasis placed on
practicality. The level of detail in a risk assessment should be broadly proportionate to the tasks.
The essential requirements for risk assessment are:
A careful examination of what, in the nature of activities, could cause risks. Decisions
can then be made as to whether enough precautions have been taken or whether
more should be done to prevent the risks.
After identifying the risks and establishing if they are significant, you should consider if
they are already covered by other precautions. These precautions can for example be
Work Place Instructions, Work Environment Manual, Code of Safe Working Practices
for Merchant Seaman, Procedures, checklists etc. and also the likelihood of failure of
the precautions already in place.
Where significant risks have been identified a detailed risk assessment in writing must be
carried out and recorded appropriately.
The assessment should consider all potential risks, such as who might be harmed and how, fire
and explosion, toxic contamination, oil and chemical pollution, property damage and nonconformances.
What may happen?
Get a general view of:
The process, i.e., materials to be used, activities to be carried out, procedures and
equipment to be used, stages of human involvement, and the unexpected operational
failure which may result in further risks.
Determine the probability:
Quantification: Low - Medium - High
Focus on the potential hazardous situations and assess consequences if it happens:
Quantification: Low - Medium - High.
How will it be possible to intervene, and / or to reduce the risk?
What can be done to reduce the probability?
What can be done to reduce the consequences?
Decide whether existing precautions are adequate or more should be done.
Record it.
Review the risk assessments from time to time and revise, if necessary.

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MTC

Anchor Handling Course

Planning
Why?
So everybody knows what is going to happen.
Take care of inexperience personnel, so they know what to do and when. They do not have the
same life experience as the well experience personnel they cant just look out though the
windows and say: Now we do this and this.
Quotation from new 3. Engineer:
Planning is the only thing we as inexperienced can hold on to.

- Companys Core Valure

Constant care
No loss should hit us which can be avoided.
Planning is important. Be prepared at all time.
Developments may be difference from what you expected.
Make sure to have an overview of the situation at all times.
Follow the established procedure and make your own procedure to
awoid any unnecessarily riscs.
Use your commen sence.
Training of the crew/staff.

Planning and risk assessment can effective be done in one and same working procedure.
On the page 6/06, you will find an example of a form which can be used for this purpose.

Have a visual plan

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 04\1.0 Planning and RA.doc

MTC

Anchor Handling Course

Planning:
Goal

Descibe the goal. When do we have to be ready.


Collect data check systems

What

What to do to reach the goal

Who

Delegate tasks make sure everybody knows


who are responsible for each task

How

Make job descriptions, descripe standard procedures,


make risk assessment

When

When do the tasks need to be finished?


Prioristising of tasks
Be ready to correct the plan as necessary

Have status meetings


Work as a team
Keep the leader informed

Goal, example:

Be ready for anchor handling at POLARIS


Water depth 500 meter
Retrieve anchors No 1, 4, 5 and 6
Move rig to position:
Run anchors No 4, 6 and 3

Collecting data:

Rig move report


Anchor type
PCP, length, chaser type
Chain / Wire combination
Chain, length and size
Wire, length and size
Winch drum capacity
Load calculations, maximum weight of system, how much
force can I use on engines
Power consumption
Communications:
Contact persons
VHF channels
Charts and drawings

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 04\1.0 Planning and RA.doc

MTC
What to do:

Anchor Handling Course


Prepare deck:

Which drums
Check correct spooling of wires
Chain wheel size correct size
Shark Jaws size correct size
Chain lockers

Prepare engine room: Defects, out of order, limitations


Power consumption
Ships stability
Ballast, bunkers, trim
Make risk assessment on each job
Voyage planning:

Precautions when:
Approaching,
Working alongside
Moving off / on location
Contingencies

Prepare checklists
Brief crew of coming job ToolBox Meeting

Who:

Make sure all know their job


Make sure all know the difficult / risky part of the operation

How:

Prepare job descriptions and safe job analysis


Use standard procedures as far as possible
Apoint responsible person for each job

When:

Time consumption for each job


Time schedule
Alternative plans
Do status, can we reach the goal on time
The leader to stay on top of the sistuation

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 04\1.0 Planning and RA.doc

MTC

Anchor Handling Course

Planning and Risk Assessment


Job:________________________________________________________
Working process /
Plan

Hazard

Consequence

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 04\1.0 Planning and RA.doc

Probability Action to
eliminate / avoid risk

What to do,
if risk cannot
be avoided

Chapter 04

Page 6

ANCHOR HANDLING CALCULATIONS

The 5 steps to
success
in
Anchor Handling

ANCHOR HANDLING CALCULATIONS

The TASK :
600 Meters water depth
10 T Anchor
3 Wire / Chain
3000 = 914 Meter Dead Man Wire

Can we run and retrieve the anchor ?


Can we deck the Anchor ?

ANCHOR HANDLING CALCULATIONS

Planning
APM-Procedure:
Deep-water A/H. 15, 266

ANCHOR HANDLING CALCULATIONS

STEP 1 : Wire length


Wire length 1.5 in shallow water,

but less in deep water (>300 Meter)


600 x 1.1 = 660 Meters
600 x 1.2 = 720 Meters
600 x 1.3 = 780 Meters

Not always an advantage to use a small factor!

ANCHOR HANDLING CALCULATIONS


STEP 2 : Winch Capacity
Connection
on drum you
maybe loose
30-50 meters

A
B

Winch Capacity = AxCxx(A +B)


dxd
B = 1020 mm, C = 1300 mm, D = 2650 mm, d = 76 mm
A = (D-B) / 2 = (2650-1020) / 2 = 815 mm
815 1300 (815 + 1020 )
CAPACITY =
= 1030M
2
77

ANCHOR HANDLING CALCULATIONS


STEP 3 : Winch Max. Pull

9
(Max pull 1.) * B = K * (Actual diameter)
Max pull 1. = 260 T
K = (260*1020)/2650 = 100 T (Dynamic)
The static holding force (Band brake) is bigger.
Probably 30-50 %

ANCHOR HANDLING CALCULATIONS


STEP 3 : Winch Max. Pull
Quadratic equation.
Ax2 + Bx + C = 0
_______
X =
-B B2-4AC
2A

____________________________________________________________________________

Capacity on drum = A * C * 3.14*(A+B)


d d
914000 = A * C * 3.14*(A+1020)
77 77
914000*77*77 =A2 + 1020A
3.14*1300

(-C = Ax2 + Bx)

ANCHOR HANDLING CALCULATIONS


STEP 3 : Winch Max. Pull
(Ax2 + Bx + C = 0)
A=1 B=1020 C=-1327561,5
A2+1020A-1327561,5 = 0
___________________
A = -1020 10202-4*1*(-1327561,5)
2*1
__________
A= -1020 6350645,9
2
A= -1020 2520,0
2
A = 750 mm.

ANCHOR HANDLING CALCULATIONS


STEP 3 : Winch Max. Pull

9
(Max pull 1.) * B = K * (Actual diameter)
Max pull 1. = 260 T
K = (260*1020)/1020+(2x750) = 105 T
(Dynamic)

ANCHOR HANDLING CALCULATIONS


STEP 4 : SYSTEM WEIGHT
3 Chain
3 Wire

: 126 kg/m
: 25 kg/m
Weight

600 * 0,126
Anchor + ?? (10 + 5)
Total:
Incl. Buoyancy 90,6 * 0,85

=
=
=
=

75,6 T
15,0 T
90,6 T
77,0 T

Buoyancy = 15 %

Must only be used as safety factor


According to proc. 15,266,

9
600 M

Density iron = 7,86


1000kg Iron = 1 / 7,86 = 0,127 M3
1000kg-(127Lx1,025kg/L)= 872,7 kg

ANCHOR HANDLING CALCULATIONS


STEP 4 : SYSTEM WEIGHT
Decking the anchor
Weight without buoyancy
600 * 0,126
Anchor + ?? (10 + 5)
Total:

=
=
=

75,6 T
15,0 T
90,6 T

To deck the anchor you maybe


need another 30-50 T
It can be necessary to make
a crossover to a drum with
less wire on and therefore
closer to the centre

ANCHOR HANDLING CALCULATIONS


STEP 5 : Bollard Pull

200 M

ANCHOR HANDLING CALCULATIONS


STEP 5 : Bollard Pull
43 T

43 T

43 T
77 T

88 T
90 T

99 T

?
?
600 m

Probably using 40% pitch on


Maersk Trainer = 43 T Bollard Pull

Catenary calculation, where tension is known


The figure below shows a complete catenary curve assumed by a towing wire hanging from a
tow boat to a floating unit.

Fig. 4
In the figure we have:
D = Depth of bight (m)
F = Tension (t) (Resulting tension readout from winch computer)
L = Length of towing wire (m)
S = Half catenary length (m) S = L/2
H = Horizontal component of bollard pull (t)
V = Vertical component of bollard pull (t)
y = A scalar line equal to F/W
a = A scalar line equal to H/W
D=ya
H

F2 V 2

= WS =

WL
2

W = Weight of wire in water (t/m)


Finally we have:
2

F
F L
D =

W
W 2

Where:
D = Depth of bight (m)
F = Bollard pull (t)
W = Weight of towing wire in water (t/m)
L = Length of towing wire (m)

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 03\1.2 Catenary.doc

Example:
Length of towing wire
L
Bollard pull
F
Towing wire diameter
3
Weight in water is 23.24 kg/m

= 1000 m
= 80 t
= 83 mm
W = 0.02324 t/m

Calculate depth of bight = D:


2

F
F
L

D =
W
W
2

80
80
1000
D =

0.02324
0.02324
2

D = 36.5 m

For particulars apply to the wire certificate, issued by the wire manufactory.
On some certificates only the weight in air is given as kilograms per 1 meter.
The weight in water is then calculated as: Weight in water = weight in air buoyancy in water
Where buoyancy is equal the weight of the displaced amount of water.
If weight in air is given in the unit kg/m and the specific gravity (S.G.) or density of the sea water
is given in the unit t/m3 equal to kg/dm3, the dimensions of the wire must be inserted in
decimetres (dm)
Weight in water = Weight in air

d 2 length S.G.
4

Where:
d
=
Length =
S.G.
=

steel wire diameter in decimetres


unit of length = 1 meter = 10 decimetres
Specific gravity of sea water (kg/dm3)

Example:
Steel wire diameter = 3 = 76 mm = 0.76 dm
Weight in air
= 25.820 kg/m
Unit of length
= 1 meter = 10 dm
S.G. of sea water
= 1.015 t/m3 = 1.015 kg/dm3
M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 03\1.2 Catenary.doc

Calculate weight in water:


Weight in water = Weight in air
Weight in water = 25.820

d 2 length S.G.
4

0.76 2 10 1.015
4

Weight in water = 25.820 4.605 = 21.215 kg/m

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 03\1.2 Catenary.doc

Catenary calculations, when tension is unknown

H
V
F

F = Tension in wire / chain


H = Horizontal component to F (H = Bollard Pull)
V = Vertical component to F
You can illustrate the forces in this way:

V
F
In the case, where you not are able to read F, tension in the wire / chain, you can find it by
knowing how big H is and knowing the size of the angle , as shown on the figure above:
cos =

H
H
=> F =
F
cos

You are now able to calculate D (Depth of bight) by using the following formula:
2

D=

H
H L


Wcos
Wcos 2

Where:
D = Depth of bight (m)
H = Horizontal component (t)
= Angle, between the wire / chain and horizontal
W = Weight of wire / chain in water (t/m)
L = Length of wire /chain (m)

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 03\1.2 Catenary.doc

Catenary calculations by use of bollard pull


This formula is one of the formulas used in the QES spreadsheet (Wire Catenary.xls)

L2 x W
D=
8xT
Using the same formula, we can calculate how big the T (bollard pull) shall be in order to obtain
a minimum required D (catenary):
L x W
T = ----------Dx8
Where:
D = Catenary or sag distance (m)
L = Length of wire / chain out (m)
T = Bollard Pull (kg) NB!
W = Weight of wire / chain in water (kg/m)

Please note:
The above shown formula is not very exact, but can be used as a guideline. For
more exact calculation, please use the following formula.

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 03\1.2 Catenary.doc

Catenary calculations using hyperbolic cosine / sine (cosh / sinh)


The below shown formulas can be used, if you want to know how much bollard pull is required in
order to keep the system clear of the bottom with a minimum distance.
These formulas are more exact than many other formulas shown in this chapter.

L = (2 x H x 1000 / w) x arcsinh x [S x w / (2000 x H)]


h = (H x 1000 / w) x [cosh x (w x S / (2000 x H)) - 1]
An example:
Bollard pull = 100 t
System out = 500 meters of 90 mm chain
H=
w=
S=
L=
h=

100
150
500
489
47

Where:
H = Horizontal pull, Bollard Pull (Tons)
w = Weight in water (kg/meter)
S = Length of system, paid out (meter)
h = Catenary / sag distance (meter)
L = Horizontal distance (meter)
-------------------------------------------------------------------------------------------------------------------------------The above formulas are a part of the xl-calculation worksheet on the Anchor Handling CDR
handed over to the participants.
A copy of the formulas can also be found on the workstations available for the participants,
during the course.
M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 03\1.2 Catenary.doc

Anchor deployment, example of

DANMARK

Polaris

1
JK MultiMedie +45 6474 1995

Anchor deployment, example of


The Maersk Trainer will back up to rig.
Rig passes over PCP to deck of the Maersk
Trainer using rig crane.

AHTS backs up
to rig to recieve
PCP on deck
POLARIS

DANMARK

POLARIS

15 mt
Stewpris anchor

PCP
(w/ chaser)

AHTS
MAERSK TRAINER

2
JK MultiMedie +45 6474 1995

Anchor deployment, example of

POLARIS

DANMARK

POLARIS
AHTS
MAERSK TRAINER

3
JK MultiMedie +45 6474 1995

Anchor deployment, example of


The rig will commence paying out all chain.
The Maersk Trainer will be instructed to increase
power to prevent mooring chain from rubbing on
the rigs anchor bolster.

~ 573 m
(Fairlead to stern roller horizontal distance)

~57 mt
POLARIS

DANMARK

~77 mt
@ stern

~75 mt
@ fairlead

Polaris

41.18

Maersk
Trainer

3 916" dia. x 609 m


rig chain

4
JK MultiMedie +45 6474 1995

Anchor deployment, example of


The Rig will pay out additional 500 meters of
mooring wire and stop while AHTS keeps wire
off bolster.

~ 1727 m
(Fairlead to stern roller horizontal distance)

~58 mt
POLARIS

DANMARK

~118 mt
@ stern

~91 mt
@ fairlead

Polaris

~41.74

AHTS
Maersk
Trainer

3 12"dia. rig wire


(~1000 m outboard)

3 916 dia. x 609 m


rig chain

5
JK MultiMedie +45 6474 1995

Anchor deployment, example of


The Maersk Trainer pays 500 meters of work wire
and keeps tension on system.

~ 1727 m
(Fairlead to stern roller horizontal distance)

~58 mt
POLARIS

DANMARK

~118 mt
@ stern

~91 mt
@ fairlead

Polaris

~41.74

AHTS
Maersk
Trainer

3" dia. work wire


(~500 m outboard)

3 12"dia. rig wire


(~1000 m outboard)

15 mt
Stewpris anchor

3 916 dia. x 609 m


rig chain

5A
JK MultiMedie +45 6474 1995

Anchor deployment, example of


The Maersk Trainer will reduce power and pay out
additional work wire equal to a total of 1.3 times the
anchors water depth.

POLARIS

DANMARK

AHTS
Maersk
Trainer

Polaris

3" dia. work wire


(~1638 m outboard)

3 12"dia. rig wire


(~1981 m outboard)

3 916 dia. x 609 m


rig chain

15 mt
Stewpris anchor

6
JK MultiMedie +45 6474 1995

Anchor deployment, example of


The Maersk Trainer will again increase power sufficiently to
stretch mooring line to appox. 91 mt bollard pull.
When the Rig has determined the mooring line has been
stretched, the AHTS will be instructed to reduce power rapidly,
thereby setting the anchor on bottom.

~ 3341 m
(Fairlead to stern roller horizontal distance)

POLARIS

DANMARK

AHTS
Maersk
Trainer

Polaris

3" dia. work wire


(~1638 m outboard)
3 12"dia. rig wire
(~1981 m outboard)

Water Depth
1300 m
3 916 dia. x 609 m
rig chain

15 mt
Stewpris anchor

7
JK MultiMedie +45 6474 1995

Anchor deployment, example of


The Maersk Trainer returns to the rig with the
PCP

POLARIS

DANMARK

8
JK MultiMedie +45 6474 1995

Anchor deployment, example of

POLARIS

DANMARK

9
JK MultiMedie +45 6474 1995

Anchor deployment procedures


Pee Wee anchor pandant socket.

10
JK MultiMedie +45 6474 1995

MTC

Anchor Handling Course

Electrical winches
The winches mentioned are based on A-type winches.
The winches are of waterfall type.
Electrical winches are driven via shaft generator or harbour generators through main
switchboard to electronic panel to DC motors.
The winch lay out is with anchor handling drum on top and 2 towing winches underneath and
forward of the A/H winch. The towing winches each has a chain wheel interchangeable
according to required size.
The winch has 4 electrical motors. The motors can be utilised with either 2 motors or all 4
motors for the AH drum depending on required tension or with one or two motors for the towing
drums. The coupling of motors is via clutches and pinion drive.
The clutching and de-clutching of drums is done with hydraulic clutches driven by a power pack.
This power pack is also used for the brake system on the drums, as the band brake is always
on when the handle is not activated.
Apart from the band brake there is also a water brake for each electric motor as well as a disc
brake. The disc brake is positioned between the electric motor and the gearbox. The water
brake is connected to the gearbox and within normal working range, 50% of the brake force is
from the water brake and 50% from the electric motor brake.
The drums are driven via pinion shafts clutch able to pinion drives on the drums. Pinion drives
are lubricated continuously by a central lubricating system to ensure a good lubrication
throughout the service. The control handle for the winch activates the lubrication system, and
only the active pinions are lubricated.
Each winch also has a spooling device to ensure a proper and equal spooling of wire on the
drum. The spooling device is operated by means of a hydraulic system supplied from the same
power pack as mentioned above.
Finally, separating the winch area and the main deck is the crucifix which divides the work
wires in compartments for each winch. It is also part of the winch garage construction.

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Winch operation
The winches are operated from the aft desks in port side, but can also be operated at the winch.
When operated locally from the winch only speed can be obtained. There are different bridge
lay outs but they are all to some degree based on previous design and partly identical.
To ensure a good overview for the operator a SCADA system has been installed showing the
winch status. Further there is a clutch panel allowing the operator to clutch drums in and out
according to requirement. On the panel lub oil pumps for gearboxes, pumps for hydraulic
system and grease pump for gearwheels are started.
Winch configuration and adjustment is done on the panel, which here at Maersk Training Centre
is illustrated by a touch screen monitor. The different settings can be done on the touch
screen.
Normally the winch drums are not visible from the bridge. Instead the drums are monitored via
different selectable cameras installed in the winch garage. These are connected to monitors on
the aft bridge allowing the operator and the navigator to monitor the drums.

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General Arrangement

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A/H-Drum at full Capacity

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SCADA: Supervisory Control and Data Acquisition


This system gives the operator an overview of the winch status as well as a warning/alarm if
anything is about to go wrong or already has gone wrong. The system is PLC governed
Watchdog.
3 types of alarms are shown:
Alarm:

A functional error in the system leads to stop of winch.

Pre alarm:

The winch is still operational but an error has occurred,


which can lead to a winch stop/failure if the operation
continues in same mode.

Warning:

Operator fault/wrong or illegal operation

The clutch panel


On the clutch panel the different modes of operation can be chosen. In order to clutch all
functions must be off. It is not possible to clutch if the drum is rotating or a motor is running.
Change of operation mode can not be done during operation.
Speed control mode
Motors can be operated with the handle in:
Manual clutch control.
If no drum is clutched in.
When drums have been chosen.
Tension
Static wire tension:

The pull in wire/chain is measured from the braking load. The drum is
not rotating and the band brake is ON. The pull is calculated from
strain gauges.

Dynamic wire tension: The pull in the wire/chain is measured from the actual torque in the
motor. The drum is rotating or almost stopped but not braked.
Max wire tension:

Highest possible pull in the wire/chain that can be handled by the motor
converted from static pull to dynamic pull.

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Over speed
Over speed of the motor has been the most frequent cause for winch breakdowns. Therefore it
is of utmost importance to protect the motor against overspending.
Over speed occurs when the load on the wire/chain surpasses what the motor can pull/hold and
the drum starts uncontrolled to pay out.
The winch is protected against over speed in the following way:
1.

When pay out speed exceeds 100 %. Full water-brake in stead of 50% electrical brake.
Automatic return to 50% electrical brake and 50 % water brake when speed less than 100
%.

2.

When pay out speed exceeds 105 %. Band brake is applied with 50 % Opens
automatically when pay out speed less than 100 %.

3.

When pay out speed exceeds 110 %. Band brake is applied 100 %.

4.

When pay out speed exceeds 120 %. Shut down. The disc brake is applied and the motor
remains electrical braked until balance or break down of the winch.

Water brake
The water brake is installed as a supplement to the motor brake in order to prevent over speed
of the motors.
Due to the characteristics of the water brake it will work as a brake amplifier when the braking
power of the electrical motor starts to give in.
The winch motor has great braking effect at low rpm whereas the water brake has very little
effect. With higher rpm the braking effect of the water brake increases and the total outcome of
the characteristics is very great.
Electrical brake (Resistor banks)
Resistor banks have been installed to absorb the current generated during pay out. Part of the
current will be supplied to the circuit-reducing load on shaft generators but in situations with too
small consumption to absorb the generated current it has to be burnt off in the resistor banks.
The shaft generators are protected from return current and can not receive current from the
main switchboard.
The resistor banks are clutches in steps according to requirement.

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Band brake
The winch is equipped with a band brake that works directly at the drum. This band brake
ensures that the drum is unable to rotate when the handle is in zero as well as when changing
modes.
If a drum is able to rotate while changing mode it can lead to a break down. 50% of the brake
force comes from springs built in to the brake cylinder and the last 50% from hydraulic pressure.
The band brake is activated via a hydraulic power pack supplying power to the hydraulic
cylinder of the brake.
Band brake mode is used if you want to control a payout without damaging the motor with
over speed.
In this mode the drum is de-clutched only being braked by the band brake. The band brake is
set to maximum holding power (less 2 %) which closes the brake almost 100 %. Then the band
brake can be adjusted to tension wanted.
The tension controller can be set from 0 % to 100 % where 0 % means brake fully closed and
100 % means brake fully open in which case the drum is free to rotate.
Spooling of wire
When spooling of wire it is of utmost importance that the wire is spooled correct. There is no
automatic spooling device as the wires are of different types and dimensions. Furthermore care
has to be exercised when spooling connections such as shackles on the drum as these can
damage the wires. Care must also be exercised specially when spooling long wires as it is very
important these are spooled on very tight to prevent the wire to cut into lower layers when
tension increases.
The length of the wire is measured with raps on the drum and if the wire is not spooled correct
the figure showing wire length on the SCADA monitor will be wrong.
The spooling device can be damaged if the guide rollers are not opened sufficiently when a
connection is passing through. It is very important always to keep an eye on the wire and the
drum.
It may be difficulty to get used to operate the winch using cameras but usually it quickly
becomes natural. Cameras are located in different places in the winch garage giving opportunity
to watch the desired winch drum from different angles.
Adjustment of motor torque
The torque of the motors can be adjusted (HT control). This can be utilised when working with
wires of smaller dimensions which can easily be broken by the power of the motors.
The torque can be adjusted to correspond with the breaking load of the wire. It is done with a
pot-meter on the winch control panel. The torque can be adjusted between 0 % and 100 %.
Normally the HT controller is set at 100 %. Care must be exercised when adjusting below 100
% as the holding power is reduced and case the wire is strong enough there is a risk of over
speed or other malfunction shut down of the system.

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Tension control:
To be used during chasing out of anchors.
By pressing CT ON once the winch is in chasing mode, and the required tension are to be set
on CT-Potentiometer. During chasing out to anchor the winch will start paying out when the
actual tension is more then the adjusted tension.
QUICK & Full Release
At quick release the following actions will be executed automatically.
Preparation: Quick releases (quick release push button pressed).
a) Hydraulic accumulator 1 and 2 (solenoid KY1 andKY2) on.
b) Band brake closed to 100 % and de-energise the active motor(s) in order to get the active
clutch out while the belonging disk brake(s) are lifted. The quick release procedure will be
continued if the winch is clutched out.
Execution quick release when clutch is out (quick release push button remains pressed):
a) Disc brake closed
b) Band brake closed to 7% when pressing the quick release button only.
c) Band brake 100%open when pressing the quick release and the full release button both.
Stop quick release (quick release push button released):
a) Band brake closed to 100% when the hydraulic pump is running or to 50% when the
hydraulic pump is not running. (Spring operation only).

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Hydraulic winches
General remarks
There is little difference in running a hydraulic winch and an electrical winch. The winch is
operated with handles for heave in and pay out and for controlling the speed.
The lay out of the winch configuration can vary according to ships type. Some ships are
equipped with 2 towing winches and 2 anchor handling winches. (P type)
Latest deliveries (B-type) with hydraulic winches have 1 anchor handling winch and 2 towing
winches.
Both types have chain wheels installed on the towing winches.

Lay out (B-type)


The winch is waterfall type and consists of 1 anchor handling winch and 2 towing winches.
For running the winches 4 big hydraulic pumps are installed in a pump room. They supply
hydraulic oil to 8 hydraulic motors. The motors transfer power to close clutches which again
transfer the power to a drive shaft. The drive shaft is common for the towing winches.
The anchor-handling winch is not clutch able but is clutched in permanently. It is possible to
route the hydraulic oil round the anchor-handling winch by remote controlled switches on the
control panel. The winch has 4 gearboxes. 2 gearboxes for the anchor handling winch and 1 for
each of the towing winches.
Clutch arrangement
In order to clutch and de-clutch winch-drums a power pack is installed to supply all clutches.
The following options exist for clutching. Either the anchor-handling drum or a towing drum. 2
winches can be clutched at the same time.
High speed or low speed clutching is not an option as one some ships.
Clutching is done at the panel on the bridge. From there clutching and de-clutching is done as
well as choosing routing of the hydraulic oil for either anchor handling winch or towing winches.
Before clutching the brake must be ON. A passive surveillance will warn if trying to perform an
illegal act.

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Brake arrangement
The hydraulic winch has 2 braking arrangements. The hydraulic brake acts via the motors and
the mechanical band brake, which is manually operated.
The hydraulic brake is activated when the oil is passing discs in the motors. A certain slippage
will. Always exist in the hydraulic motors giving a slight rotation with tension on the wire. It is
therefore quite normal to observe the winch paying out slightly even though the handle is not
activated.
If the operation demands the wire to be 100 % secured it is necessary to put the band brake
ON.
Tension control
The maximum tension, which can be applied to the wire/chain, depends on the pressure in the
main hydraulic system.
This can be adjusted by a potentiometer installed in the control panel for each winch. If the
tension raises to a higher value than the adjusted, the winch will pay out.
This is very useful when chasing for an anchor, as it can avoid breakage of chaser collar and
PCP.
Emergency release and ultimate release
When the emergency release button is pushed, the band brake is lifted and the pressure in the
hydraulic system is reduced to a minimum, causing the winch to pay out. The normal over
speed protection is active.
If a winch drum which is not connected to a motor is emergency released, a small brake force
will be applied by the band brake, just enough to prevent the wire from jamming on the drum.
The ultimate release button has the same function, the only difference is that the over speed
protection system is not active. This might lead to serious damage of the winch motors.

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Hydraulic winch, B-type

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TOWCON
TOWCON 2000 is a control system for controlling and monitoring all towing functions, shooting
the tow wire, towing the towed object and hauling the tow wire.
The system handles both dynamic towing, hydraulic braking and static towing with brakes.
All data as wire lengths, adjusted max tension, actual wire tension, wire speed, motor pressure,
motor temperatures and motor R.P.M. is presented on a high resolution LCD graphical monitor.
The system alarms the user in case of unexpected occurrence, or to warn about special
conditions.
Alarm limits; wire data and control parameters can easily be programmed. Several functions can
be simulated, and there is a system for error detection. Statistical data can also be read.
The system has small mechanical dimensions, and is easy to mount.

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Instruction for use of Wire Drums


Following text and sketches are from the instruction books for the hydraulic winches delivered to
the B type. Sales & Service, I.P.Huse, Ulstein Brattvaag, Norway issues the instructions.
Please note the last four lines in section 4.2

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Anchor Handling Course

Changing of Chain Wheels (Wildcats / Chain Lifter)


It will occasionally be necessary to change out the chain wheels depending on the size of chain
to be used. As the size of chain wheels has to fit to the size of chain.
Chain wheels are manufactured for chain of a certain size and using it for other sizes can cause
damage to both the chain and the wheels.
It is important that the chain fits exactly in the pockets to prevent the chain from slipping. A
chain, which is not fitting in size, can wear the chain wheel down in a short time and is timeconsuming to weld and repair.
It can be a troublesome task to change out a chain wheel if it is stuck on the shaft. Which is
often the case when working for a long time with tension of 150 tons or more. Also if some of
the links in the chain did not fit exactly in the pockets and have been slipping which gives large
loads on the chain wheel.
Large hydraulic jacks and heating is not always sufficient to dismantle a chain wheel. In most
cases time can be saved by fitting an "I" or "H" girder to support in one of the kelps of the chain
wheels and welded to a Doppler plate on deck to distribute the weight. The winch is then rotated
in local control counter wise to create a load on the chain wheel. This should cause the chain
wheel to come loose allowing the wheel to be dismantled.
Changing of chain wheel can take anything from 8 hours to 24 hours depending on where and
who changes the chain wheel and is often subject to discussion between charter and company
as time used is often for charters account.
It is still the responsibility of the ship to ensure that safety rules and procedures are adhered to
even when shore labour is assisting. Emphasising the need to observe that pulling devices are
used in a correct manner to avoid damage to threads. Likewise it is important to supervise the
use of hydraulic tools to prevent damage to winch motors and anything else which might be
used as a foundation for the hydraulic tool.
When the chain wheel has been changed often the changed out wheel is stored at shore.
Before sending ashore it is imperative to preserve it in a satisfactorily way. Lots of chain wheels
have been stored out doors without proper protection and supervision. These chain wheels
have to be scrapped. It is the responsibility of the ship to ensure the proper preservation and
storing.
NOTE.
A return advice must always be filled out for chain wheels being landed.

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TRIPLEX - SHARK JAW SYSTEM.


This equipment has been installed with the objective of safe and secure handling of wire and
chain and to make it possible to connect/disconnect an anchor system in a safe way.
Most vessels are provided with a double plant, - one at the starboard side and one at the port
side of the aft deck.
The largest plants installed in the vessels today have an SWL of 700 tonnes and they are able
to handle chains of the size of 7 or wires with diameter up to 175 mm.
Two control panels are installed in the aft part of the bridge console close to the winch operating
panels. The panels are located in port side and in starboard side referring to the respective
plant. The port side panel serves the port side TRIPLEX shark jaws and pins and the starboard
side serves the starboard side TRIPLEX.
Before any operation of these panels it is most important that the operator has studied the
manuals and made himself familiar with the functioning of the plant and that any operation
complies with the navigators instruction. If an order has been indistinct or ambiguous the
operator MUST ask for correct info to avoid any doubt or misunderstanding of the operation to
take place.
This instruction of the TRIPLEX plant has been adjusted to comply with the latest layout and to
describe exactly the plants as they appear in the latest and future new buildings and where the
company has decided to modify the existing plants in order to comply with safety.
The layout is mainly TRIPLEX, but APM has added quite some changes to the plant in order to
improve and optimise the safety and reliability.
The manufacturer, TRIPLEX, has not implemented this modification as a standard version in
their basic plants. The development of this modification was prepared and completed by APM
based on experience.
The Danish Maritime Authorities have approved this improvement.

Please also refer to:


Procedure 15, 1982
Triplex Shark Jaws Safe Operations

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Operation
To oblige accidents most possible an operating procedure has been prepared.
The operator must carefully study this procedure in order to obtain and ensure full
understanding of the function of the plant.
The marks welded on the links indicate whether the jaws are locked or not. The links MUST
pass 180 degrees to achieve Locked position.
If any irregularity in this respect should occur due to e.g. wear down it will be indicated clearly,
as the marks are no longer aligned.
It is as a fact ALWAYS the deck crew who make the final decision if the jaws are locked or not.
As they have to convince themselves by visual check of marks and upon this turn a lever
outside the crash barrier as a confirmation to the operator on the bridge. When this has been
performed the jaws are to be considered Locked.
After the acceptance from the deck the bridge operator can not operate any part of the shark
jaws.
The only option for overruling this condition is the Emergency release- buttons!

Emergency operation
In cases of power failure (Black Out) it is still possible to operate the shark jaws as the plant is
supplied from the vessels emergency generator.
Should even the emergency power supply fail it is possible to release the jaws by the
Emergency Release system. In this case the system is powered by nitrogen loaded
accumulators located in the steering gear room and from the vessels 24 volt battery supply.
The accumulators are reloaded at each operation of the hydraulic power pack for the TRIPLEXsystem.

Maintenance and inspections


The maintenance and frequent inspection of the shark jaws system is very important and should
be complied by the vessels programmed maintenance system, please see procedure 15, 1345:
Triplex Shark Jaw Control Measurements (Supply Vessels).
Defects or damages are often revealed during inspections or lubrication.
Special attention should be shown to the lower part of the shark jaws trunk. In spite of
drainage from this compartment the environment is rather harsh and tough to the components
located at the bottom of this area. Hydraulic hoses and fitting are constantly exposed to salt
water as well as the suspension of the shark jaws components.
A procedure concerning the treatment of the hydraulic hoses and fittings has been issued, Densyl tape.
The shark jaws trunk is often used as garbage bin for various items such as mud from
anchors, used rags, mussels from chains, chopped off split pins, remains of lead and much
more. Due to that fact it is very important to clean this compartment frequently.

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Check of Lock- position


It is very important to make sure that the shark jaws links are able to reach the correct position
when in Lock- position. The links have been provided with indication marks that have to be
aligned when locked and a special ruler is included in the spare parts delivered along with the
equipment. This ruler is used to check that the links are well above 180o.
Ref. Chapter 1, Section 7.2.4, - drawing B-2209 section C.
Please see procedure 15, 1345: Triplex Shark Jaw Control Measurements.
Also refer to wooden model for demonstration.
This check has to be performed frequently and should be comprised by the Programmed
Maintenance System on board the vessel. If the equipment has been exposed to excessive load
or at suspicion of damage check must always take place and the result entered in the
maintenance log.
The shark jaws may often be exposed to strokes and blows from anchors tilting or other objects
handled.

Safety
It is most important to oblige safety regulations and guide lines connected to the operation of
the plant.
Ensure that all warning signs are located as per instructions - ref. Chapter 1, section 1.
If maintenance or repair work has to be performed inside the shark jaws compartment the plant
MUST be secured in order not to operate the unit unintended or by accident. This includes the
emergency operation as well.
To eliminate the risk of emergency release of the system the accumulators have to be
discharged by opening the return flow valve to the power pack. This will ensure safe access to
the shark jaws compartment.
In case repair or check is performed inside the trunk and the jaws are in upper position it must
not be possible to lower the jaws as the compartment leaves no room for both the jaws and a
person. This may require mechanical fastening of the jaws. (No former accidents reported).

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Guide Pins / A-pins


Together with the shark jaws plant two guide pins are provided. These pins are to ensure
guidance of wires and chains.
The guide pins are hydraulic operated from the power pack common with the shark jaws.
The rollers on the guide pins may be manufactured as single roller or divided into two rolls.
To ensure proper operation of the guide pins it is very important that they are well greased at all
time. In case the rollers are not able to rotate they will be damaged very fast and they will
damage e.g. wires as well. Good maintenance and greasing is essential to ensure good and
safe performance.
A central lubricating plant has been installed in the steering gear room for the greasing of both
the shark jaws, guide pins and the stern roller. Daily check of this greasing unit is important to
ensure sufficient lubricant in the reservoir.
Rather too much lubrication than too little.

Wire Lifter
The wire lift is located just in front of the shark jaws and is a part of the same unit.
This item is used to lift a wire or chain if required in order to connect or disconnect.

Stop Pins / Quarter Pins


The stop pins are located on the whale back in order to prevent a wire or chain to slide over
the side of the cargo rail. They function exactly as hydraulic jacks controlled from the shark jaws
panel on the bridge.
The stop pins are often exposed to wear and strokes from the wires and the wear may
sometimes cause need for repair. Especially the collar and bushing may require repair as a wire
could have ground the bushing and created burrs which prevents the hydraulic piston from
proper operation. Due to that fact it is important to frequently check the functioning of the stop
pins and to ensure proper greasing. If these pins are not used for a period they easily get stuck.

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2. OPERATION:
2.1

OPERATION OF THE SHARK JAW CONTROL PANEL BUTTON AND


SWITCHES.

PUMP START:

Starts hydraulic pump.


The pump works at constant high pressure. It is equipped with a time
relay which will let the PUMP START LAMP start flashing if it has
been switched on but not used for a set period of time.

NOTE!

Ensure that valves on suction line are opened before starting up.

PUMP STOP:

Stops hydraulic pump.

WIRE LIFT UP:

Raises the wire lift pin.

WIRE LIFT DOWN:

Lowers the wire lift pin.

The following controls of the panel are arranged so that those on the right side of the panel are
connected to port and those on the left side to starboard.

LOCK-O-OPEN:

Each of these two switches raises locks and opens one Jaw of the
Shark Jaw respectively.
These switches can be operated
simultaneously or individually.
When in the central "0" position each switch stops its respective
Jaw of the Shark Jaw in whatever position it has reached. This is the
normal off position for the switches when the Shark Jaw is not in use.
When turned to the LOCK position each switch raises and locks its
respective Jaw of the Shark Jaw. When turned to the OPEN
position each switch lowers its respective Jaw of the Shark Jaw.

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LOCK-O-OPEN:

When full lock pressure is obtained the LOCK PRESSURE lamps


comes on, and when the locking cylinders are in the extended
position, the JAW IN POS. lamps comes on. The work deck-operator
inspects the marks on the link joints, and if the marks indicate that
the jaws are locked, he turns the lever located in the JAW POS.
ACCEPT box to JAW LOCK POSITION ACCEPTED.
On the control panel the ALARM light goes out and the JAWS
LOCKED light comes on.
The jaws are completely locked when the link joints passes 180
degrees, and marks on link joints are on line.
When the Shark Jaw is locked, both switches remain at the LOCK
position. If the lock pressure falls on either one or both jaws or the
locking cylinders are not in the extended position the respective LED
goes out. Then the JAWS LOCKED -right goes out and the ALARM
LIGHT comes on. Under JAWS LOCKED conditions the PUMP
STOP cannot be operated.

QUICK RELEASE:

Before operating the QUICK RELEASE, Guide Pins and Wire Lift
Pin must be in level with the deck.
Two push buttons.
To operate the QUICK RELEASE with only the jaws in raised
position both OPEN-O-LOCK switches must first be moved to the
central "0" position and the JAW LOCK POSITION ACCEPT lever
turned to JAW READY FOR OPERATION. The alarm light goes out
and the buzzer and alarm on deck comes on when the QUICK
RELEASE button cover is opened. Then both QUICK RELEASE
buttons must be pressed at the same time.

The system is reset by pressing and reset the E-STOP button.

EMERGENCY RELEASE: Two push buttons on the emergency release panel. For
retracting of Guide Pins, wire lift pin first and then the jaws.
To operate the EMERGENCY RELEASE the both buttons
must be pressed at the same time. The buzzer comes on
when the EMERGENCY RELEASE button cover is opened.
When the buttons are pressed the lights above them will
come on. The system is reset by pressing the E-STOP button.

GUIDE PIN UP:

Two buttons, which when pressed raise the respective guide pins.

GUIDE PIN DOWN: Two buttons, which when pressed lower the respective guide pins.
EMERGENCY STOP:

E-STOP button. When pressed the current to all functions of


the control panel is cut.

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Anchor Handling Course

OIL LEVEL LOW


-TEMP HIGH:

If the oil level in the hydraulic oil tank becomes too low
or the oil temperature gets too high, the OIL LEVEL LOW / TEMP
HIGH lamp comes on.

LAMP TEST:

When the lamp test button is activated, all lamps on the panel will
light up.

CONTROL PANEL

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Anchor Handling Course

Marks for Locked on Hinge Link


The marks welded on the links indicate whether the Jaws are locked or not. The links MUST
pass 180 degrees to achieve Locked Position.

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Chapter 06

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Anchor Handling Course

2.2- OPERATION OF THE "JAW IN POSITION ACCEPT" LEVER:


"Jaw in Position Accept Box" placed on the work deck with lever
inside for operation to JAW READY FOR OPERATION or JAW
LOCK POSITION ACCEPTED.

JAWS LOCK
POSITION
ACCEPTED:

When the OPEN-O-LOCK switches on the main control


panel are in LOCK position and all lamps for JAW IN
POSITION and LOCK PRESSURE light, the work deck operator
inspects the marks on the link joints. When the marks indicate that
the jaws are locked he turns the lever to position: "JAW LOCK
POSITION ACCEPTED". On the control panel the JAWS LOCKED
lamp then comes on.
The Shark Jaw is now ready to hold the load. When the lever is in the
JAW LOCK POSITION ACCEPTED the LOCK-O-OPEN and QUICK
RELEASE buttons cannot be operated without first turning the JAW
POSITION ACCEPT lever to the JAW READY FOR OPERATION
position.
The EMERGENCY RELEASE operates even with the lever in
position: "JAW LOCK POSITION ACCEPTED".
Before operating the Shark Jaw the JAW POSITION ACCEPT lever
has to be turned to JAW READY FOR OPERATION.
If the pump stops when the jaws are in locked position and JAW
LOCK POSITION ACCEPTED the JAWS LOCKED lamp goes out
and alarm lamp comes on. Procedure for control of the jaws in
locked position then have to be repeated, marks on the link joints
inspected and confirmed with operating JAW LOCK POSITION
ACCEPTED.

2.3

OPERATION OF THE CONTROL PANEL AT EMERGENCY


POWER.

2.3.1 Emergency power to the bridge Control Panel.


Functions to be operated at emergency power.
Only the buttons for moving jaws and pins down.
Pump start.
Emergency release.

2.3.2 Emergency Power to the Main Junction Box.


All functions to be operated as on normal power.

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 06\1.0 TRIPLEX-Shark Jaws.doc

Chapter 06

Page 9

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Anchor Handling Course

3.

ELECTRIC AND HYDRAULIC POWER SYSTEM.

3. 1.

ARRANGEMENT OF SYSTEM.
Refer to enclosed hydraulic diagram (section D).
A variable displacement hydraulic pump supplies the system.
The oil is distributed to the various electrically operated solenoid valves. When
activated these valves supply the oil to the hydraulic cylinders, which power the
Jaws, Wire Lift Pin, Guide Pins and Stop Pins.
The pump is connected to accumulators, which are charged as soon as the
system reaches maximum working pressure.
As shown in the hydraulic diagram, all the necessary relief valves over centre
valves and check valves are fitted to enable the system to function efficiently.
The electric system is powered from 220 or 110 Volt AC and is transformed /
rectified to 24 Volt DC.
The system must have a 24 Volt Direct Current emergency power supply.

3.2.

FUNCTIONING OF QUICK RELEASE - JAWS ONLY.


Wire or chain held by the Shark Jaw can be released by turning the OPEN-OLOCK switches to the OPEN position, or by operating the QUICK RELEASE.
When required the QUICK RELEASE system can be used to open the jaws.
QUICK RELEASE is operated by turning both OPEN-O-LOCK switches to the
central "0" position and the JAW POSITION ACCEPT lever turned to READY FOR
OPERATION. The alarm light goes out and the buzzer comes on when the
QUICK RELEASE button cover is opened. Then both QUICK RELEASE buttons
must be pressed at the same time.
The need to operate two sets of controls to activate the QUICK RELEASE system
is a safety device to prevent the QUICK RELEASE from being operated by
accident.

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3.3.

Anchor Handling Course

FUNCTIONING OF EMERGENCY RELEASE


A separate control panel on the bridge operates the EMERGENCY RELEASE.
When the EMERGENCY RELEASE is operated, solenoids nos. 42 and 35 are
activated (refer to hydraulic diagram)
The solenoid valve pos. 11 then releases pilot pressure from the accumulators,
supplying high pressure oil to the Wire Lift Pin and Guide Pins hydraulic cylinders,
to retract WIRE LIFT PIN and GUIDE PINS to deck level before the Jaws open.
Following this, even if the WIRE LIFT PIN or GUIDE PINS do not fully retract for
any reason, the Jaws will automatically open and reach deck level in 10 - 20
seconds.
- Pressing the E-STOP button can stop the whole procedure -

3.4.

EMERGENCY RELEASE UNDER "DEAD SHIP" CONDITIONS.


The EMERGENCY RELEASE system can also operate under "dead ship"
conditions and under load. This is possible because the accumulators are
charged at the same time as the jaws are locked and the system reaches
maximum working pressure.
Should "dead ship" condition occur and the pump stop the emergency current from
the battery makes it possible to release with. power from the accumulators in the
same way as described above. Even under "dead ship" condition, with no power
from the pump, a load can safely be held in the Jaws, as the link joints are
"locked" past 180 degrees.

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Chapter 06

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4.

Anchor Handling Course

Testing program for the Triplex Shark Jaw H-700.


Recommended and approved by the Norwegian Maritime Directorate.

4.1. Triplex Shark Jaw.


The Triplex Shark Jaw and central manoeuvring components have been tested by
manufacturer with 240 bar oil pressure.

4.2

Test without Load.


To be carried out on board after installation and start up.
a) The jaws to be closed and opened separately and simultaneously.
b) The wire lift to be moved to up and down positions.
c) QUICK RELEASE for jaws to be tested with the wire lift down.
d) EMERGENCY RELEASE to be tested when jaws have been locked and the pump is
disconnected.
e) Check marks on link joints when Jaws are locked. If marks are not in line the Shark
Jaw must be repaired before use.

4.3 Test with Load.


Wire of necessary strength to be locked in the Shark Jaw and a static load test to
be carried out by pulling with a load corresponding to the ships bollard pull.

5.

General Maintenance
For Triplex Shark Jaw Type H-700
Triplex Guide Pins Type S-300

5.1

Accumulators Depressurising
Important!
Before maintenance work on Shark Jaw it is important to empty the accumulators
for oil by opening of the ball valve on the power unit.

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5.2

Anchor Handling Course

Shark Jaw Unit


Check regularly before use, that link joints and jaws have no wear and tear or damages
that can cause any danger.
All bearings and bolts in all joints should be tight.
Check tightness of all bolts and nuts regularly or minimum two times per year.
The inside of the Shark Jaw housing and the moveable parts must be cleaned regularly.
Lubricate according to the lubricating chart.

Shark Jaw Unit Service / Inspection Safety Device:

Before service or inspection of parts inside the Shark Jaw with the jaws in locked position
the jaws must be secured by welding a clamp on top of the Jaws. Remember to remove
the clamp before starting pump.

5.3

Guide Pins Units


Check torque on bolts for the top hats and guide plates on the lower end of the guide
pins, regularly minimum two times per year.
Recommended torque for M24 bolts 10.9 qualities black and oiled is 108 kpm.
Recommended torque for M30 bolts 10.9 qualities black and oiled is 175 kpm.
Check and clean regularly the inside of the guide pin housing.
Lubricate according to lubrication chart.

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Chapter 06

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Anchor Handling Course

Guide Pins Service / Inspection Safety Device:

Before service or inspection of parts on Guide Pins with the pins in upper position the
pins must be secured with a support inside.
Remember to remove the clamp before starting pump.

5.4

Hydraulic System
The filter element for the H.P. and return line filter on power pack have to be changed
when indicators show blocked filter or minimum one time per year.
Check regularly all high pressure hoses inside the Shark Jaw and Guide Pins.
Ensure that spare high pressure hydraulic hoses are always carried on board.
Hydraulic oil according to lubrication chart.

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Chapter 06

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MTC
5.5

Anchor Handling Course

Electric System

5.5.1 With Power Switched off.


Tighten every screw connection for electrical termination. Check all cables for damage.

5.5.2 With Power Switched on.


Check that all operations from the control panel are functioning.
The same procedure shall be followed, also for the emergency release box.

5.6

Control of Operation with Current from the Emergency Power Supply.


Switch off the automatic fuse inside the junction box and check the operation of the
Shark Jaw from the control panel.
Check also the alarm functions.

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Chapter 06

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Anchor Handling Course

6.

Control Measurements / Adjustments.

6.1

Control Measure in Lock Position:

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Chapter 06

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MTC

6.2

Anchor Handling Course

Adjustment of inductive proximity switches on lock cylinders.


1.
2.
3.
4.
5.
6.

Change inductive proximity switch if defect.


Dismantle cover on link joint.
Move jaws to LOCK position.
Adjust proximate switch until light on sensor comes on. Tighten contra nut on
proximate switch.
Open and lock jaws to check that light on sensor comes on.
Check that adjustment of proximate switch lamp goes out before link joints reach
minimum over centre measurement.

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Chapter 06

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6.3

Adjustment of Pressure Switches for Lock Pressure.


1.
2.

7.

Anchor Handling Course

Adjust pressure to 115 bar.


Use horizontal adjusting screw on pump pressure compensatory valve.
Adjust pressure switch until green lamp on control panel comes on.
Use alternative voltmeter and measure on cables for pressure switches.

Test Program Periodical Control


Triplex Shark Jaw Type H-700
Triplex Guide Pins Type S-300

7.1

The Triplex system is installed and used under rough conditions. Due to mechanical
stress, vibrations and aggressive atmosphere and the equipment needs to be maintained
carefully for safe operation.

A functional dry run test is recommended before every anchor


handling operation.
The owner is responsible for all maintenance on the Triplex equipment. He must perform
his own routines and schedules after the following guidelines.

7.2

Checking List Periodic Control Mechanical / Hydraulic.


Procedure for Personal Safety See Section 1; Have to be Followed!
Recommended Regularity:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

MONTHLY

Dismantle manhole cowers on Shark Jaw and Guide Pins.


Check H.P. hoses, pipes and fittings. Poor H.P. hoses to be changed.
Check that all bolts are properly tightened.
Check that link joints are over centre when jaws are in locked position. See
drawing B-2209.
Check wears on jaws, rollers and bearings. Repair and change where necessary.
Movement of bolts and link joints to be controlled under the function test.
Look carefully for cracks and deformations.
Check sea water drain pipes from Shark Jaw and Guide Pins.
Check oil lever in hydraulic oil tank.
Starts pump and check that hydraulic pressure raise to max. working pressure
(175 bar).
Check accumulator nitrogen pressure: 35 Bar.
Its important first to empty the accumulators for oil by opening the ball valve on
the power unit. Then connect gas-filling equipment according to accumulator
precharging procedure.

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Chapter 06

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MTC
11.
12.
13.

7.3

Anchor Handling Course

Auxiliary equipment as lubrication system to be checked according to the grease


system manual. (LINCOLN)
Check that gaskets for manhole covers are in good condition.
Fit all manhole covers.

Checking List Periodic Control Electrical


Procedures for Personal Safety see Section 1. Have to be followed!
Recommended Regularity:
1.
2.

3.
4.
5.
6.
7.

8.
9.

MONTHLY

Switch power off.


Perform Visual inspection for mechanical damage on:
- Junction boxes, control panels and cabinets.
- Cables.
- Indicators and switches.
- Electrical components mounted on the entire Triplex equipment / delivery.
Open every electrical cabinet, panel and boxes one by one, inspect for damage
and heat exposure.
Control that all components are firm fastened, and relays are firm in their sockets.
Screw connections for every electrical termination to be carefully tightened.
Damages and other un-regularities must corrected immediately.
Power on, and perform complete functional test programs:
- Normal operation of all functions.
- Quick release.
- Emergency release.
Check emergency power (24 V) to junction box.
Remount all panels and doors / covers.

Please also refer to:


Procedure 15, 1345
Triplex Shark Jaw Control Measurement (Supply Vessels)

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7.4

Testing without Load Yearly Testing.

Checklist
(Accept with OK)
1
Remote pump start
2
Remote pump stop
3
Local pump start
4
Local pump stop
5
Pump lamp auto flicker
6
Emergency stop
7
Wire lift pin up
8
Wire lift pin down
9
Starboard jaw close
10 Starboard jaw open
11 Port jaw close
12 Port jaw open
13 Jaws close simultaneously
14 Jaws open simultaneously
15 Alarm light jaws open
16 Lock pressure lights
17 Jaw in position lights
18 Jaw in position accepted
19 Jaws locked light
20 Guide pins up
21 Guide pins down
22 Towing pins up
23 Towing pins down
24 Emergency release
25 Quick release (Jaws only)
26 Reset Quick release buttons
27 Oil temperature high alarm light
28 Oil level alarm light
29 Emergency power supply junction box
connection (193-194)
30 Emergency power supply control panel
bridge connection (77-78)
31 Jaw in lock position marks in line check,
starboard
32 Jaw in lock position marks in line check, port

7.5

Anchor Handling Course

Control
Motor/pump
Panel Bridge starter
-

JAW
POSITION
ACCEPTED
-

Load Test Emergency Release 5 Year Control.


Wire with required strength to be locked in the Shark Jaw. Make emergency
release with a load of 90 tons on the wire (Jaws).
First test:
With the pump running.
Second test: With the pump stopped and accumulators fully loaded.

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Chapter 06

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Maersk
Training Centre
A/S
E-procurement
work group

In closed / locked position View from astern of Jaws.

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

Maersk Training Centre A/S

Mark on line !

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

Maersk Training Centre A/S

In closed / locked position Looking aft.


Wire lifter 1/3 up, Guide Pins in closed position.

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

Maersk Training Centre A/S

Double set of Jaws, Pins and Wire lifter


Looking aft. A- type vessel.

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

View from the bridge.

Maersk Training Centre A/S

A-type vessel.

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

Maersk Training Centre A/S

Chain stopped off by the Shark Jaw Looking aft.

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

Maersk
Training Centre
A/S
E-procurement
work group

JAW READY FOR OPERATION

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

Maersk
Training Centre
A/S
E-procurement
work group

JAW LOCK POSITION ACCEPTED

Triplex Shark Jaw System


Anchor Handling Course, chapter 6

MTC

Anchor Handling Course

Test of Triplex Shark Jaw from bridge:


Starboard

Port

Lamp test
Stop Pins, up / down
Jaw Ready For Operation:

Shark Jaws, up / down


Guide Pins, up / down
Wire Lifter, up / down
Quick Release
Emergency Release
Release w/ pump stopped
Visual check of marks
swing lever to Lock

Jaw Lock Accepted Position:

Stop Pump?
Manuel Shark Jaws?
Quick Release?
Emergency Release?
Emergency Stop?

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 06\3.0 Checklist Triplex.doc

Chapter 06

MTC

Anchor Handling Course

KARM FORK SHARK JAW SYSTEM.


This equipment has been installed with the objective of safe and secure handling of wire and
chain and to make it possible to connect / disconnect an anchor system in a safe way.
Most vessels are provided with a double plant, - one at the starboard side and one at the port
side of the aft deck.
The Karm Fork system is a patented design for anchor handling and towing operations. The unit
consists of a wide, strong foundation that is inserted into the deck structure. The Fork runs
vertically up and down in the foundation. High-pressure hydraulic cylinders power the Karm
Fork unit.
The Karm Fork can easily be adapted to different wire / chain dimension by changing the insert.
The Karm Towing Pins system is a patented design for anchor handling and towing operations.
The unit consists of a wide, strong foundation that is inserted into the deck structure. The
Towing Pins run vertically up and down in the foundation. The Karm Towing Pins have flaps for
horizontal locking. As the pins move upward they turn the flaps towards one another. This
system traps the wire / chain inside a square avoiding it to jump of the towing pins.
High-pressure hydraulic cylinders power the Karm Fork unit.
The Karm Fork & Towing Pins are all placed in the same foundation.
The largest plants installed on board the APM vessels today have a SWL of 750 tonnes and
they are able to handle chains of the size of 6.
Before any operation of these panels it is most important that the operator has studied the
manuals and made himself familiar with the functioning of the plant and that any operation
complies with the navigators instruction. If an order has been indistinct or ambiguous the
operator MUST ask for correct info to avoid any doubt or misunderstanding of the operation to
take place.

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Chapter 07

Page 1

MTC

Anchor Handling Course

KARM FORK Shark Jaw


Wire and chain Stopper

Fig 1

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 07\6.0 Karm Fork.doc

Chapter 07

MTC

Anchor Handling Course

Inserts for KARM FORK

Fig 2

Inserts and Carpenter Stoppers for KARM FORK

Fig 3

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 07\6.0 Karm Fork.doc

Chapter 07

Maersk
Training Centre
A/S
E-procurement
work group

Karm Fork in top position with top cover on.


Towing Pins in parked position.
Looking aft.
MAERSK DISPATCHER

Karm Fork Shark Jaw System


Anchor Handling Course, chapter 7

Maersk Training Centre A/S

Karm Fork and Towing Pin


in top position.
Looking aft.
MAERSK DISPATCHER

Karm Fork Shark Jaw System


Anchor Handling Course, chapter 7

Maersk Training Centre A/S

Karm Forks and Towing Pins in top position


with Safety Pins in.
Looking towards port.
MAERSK DISPATCHER

Karm Fork Shark Jaw System


Anchor Handling Course, chapter 7

Maersk Training Centre A/S

Karm Forks and Towing Pins in top position


with Safety Pins in.
Chain stopped off in both sides.
Looking aft.
MRSK DISPATCHER

Karm Fork Shark Jaw System


Anchor Handling Course, chapter 7

Maersk Training Centre A/S

Towing Pins: SB not fully closed. PS pins in up / locked


position. Both sets of Karm Forks in parked position,
ready for use.
MRSK CHIEFTAIN

Karm Fork Shark Jaw System


Anchor Handling Course, chapter 7

KARMFORK INSERTS

2"- 2" = 50 - 65 mm

2" - 3" = 60 - 80 mm

130812

3" - 3" = 75 - 90 mm

130809

3" - 4" = 95 - 125 mm

130808

130811

JK 081102

MTC

Anchor Handling Course

Good Advises and Guidelines in use of NON rotation-resistant steel wires.


First of all it is recommended to read the Technical Information regarding steel wires by Fyns
Kran Udstyr / Randers Reb. These information make the foundation for the following Good
Advises and Guidelines.
The wire-thread, which is used in the production of a steel wire, has a very high tensile strength
compared by ordinary steel.
Trade steel (Steel 37) has a tensile strength at app. 37 kp/mm2 (362 N/mm2)
Wire steel has a tensile strength from app. 140 to 220 kp/mm2 (1370 2160 N/mm2)
The fact that the wire-thread is so strong has the disadvantage that the bending strength will be
reduced. The wire-thread breaks easily, if it is bent especially under the circumstances as a
Work wire is working under.
Below different subjects concerning or are used in connection with steel wire will be covered.
Especially the negative influence on the steel wire will be covered.
Swivel:

The breaking load will locally be reduced by app. 30%


When a steel wire is under load it opens and at the same time it will be
extended. The swivel makes it easier for the wire to open, stress failure
will occur and the life expectancy will be reduced.

Working Load:

A steel wire must maximum be loaded with 50% of the breaking load.
The material reaches the yield point at 50% of the breaking load. The wirethreads get stiff and will break when they are bent. The life expectancy will
be reduced.
If the load constantly is about the 50%, the steel wire will break.

Loops / kinks:

Gives a reduction in the breaking load at app. 50%


The steel wire will be heavily deformed, when e.g. a kink is straightened out
by applying of a load.
A kink is formed due to extraction of a loop.

Fleet angle:

Does not matter on ships with spooling devices.


But the steel wire has to run straight into a block.

Running in Steel Wire Rope:


Is recommended, if time. In this way the steel wire will gradually become
accustomed to the new conditions.

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Chapter 8 / 1

Page 1

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Anchor Handling Course

Fitting to Drum:

Fundamentally you ought to follow the recommendations made by the


manufacturer.
But this does only matter with the first layer of steel wire. It doesnt matter
on drums with several layers of steel wire.
If it isnt possible to fit the steel wire at the right side due to the construction
of the drum, you must subsequent keep away from the first layer on the
drum.

Spooling:

Care must be taken to ensure that the reel and the drum are running in the
same direction. That means from under-turn to under-turn and from overturn to over-turn. If this isnt done correctly, the steel wire is subjected to
torsion.
In order to achieve problem-free spooling on multi-layer drums it is
extremely important that the steel wire is spooled on with tension. If the
layers are too loose; the upper layers can damage or cut into the layers
below when tension is applied, resulting in damage to the steel wire.
Spooling from drum to reel: All tension / torsion must first be released by
deploying the wire into the water at sufficient water depth before the
steel wire is spooled on to the reel.
The best-recommended way of doing this transferring; is first to deploy the
steel wire into the water, secure it in the Shark Jaws and afterwards spool
the steel wire directly from the water onto the reel.
It is of course a demand, that the reel is able to lift the weight of the
deployed steel wire.

Bending around a mandrel: (Can be compared with a U-lift.)


When the steel wire works on the stern roller or is spooled on the drum
this is Bending around a mandrel. How big / small this proportion is,
depends on the diameter of the drum (Winch drum, stern roller, guide
pins) and the diameter of the wire which is supposed to work on the drum.
Depending on the proportion between mandrel diameter and steel wire
diameter, reduction in the breaking load will be:
(d = diameter of the steel wire)
Mandrel, diam.:
40 d
15 d
5d
4d
3d
2d
1d

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 08\1.0 Wire 2001.11.UK.doc

Breaking load, reduced:


5%
10%
20%
25%
30%
40%
50%

Chapter 8 / 1

Page 2

MTC

Anchor Handling Course


A few examples:

3000 mm drum / 76 mm wire = app. 40 d


3000 mm drum / 86 mm wire = app. 35 d
1500 mm drum / 86 mm wire = app. 17 d
900 mm drum / 76 mm wire = app. 12 d

The same is also valid, when the steel wire makes a big change in the rundirection.
E.g. when the steel wire is forced round a guide pin, the proportion will only
be app 4 d (300 mm guide pin / 76 mm wire = 4 d).
For steel wires 6x36 and 6x41 a minimum of 20 d is recommended.
The bigger that better. Some suppliers of steel wires recommend a
minimum of 40 d.
E.g. a 44-mm steel wire demands a sheave with a minimum diameter at
880 mm
A more essential fact is the stress, which will occur when a steel wire runs
round a drum, roller and sheaves or change run of direction due to a guide
pin or a spooling device. This stress will give a shorter life of the steel wire
and the steel wire will be worn down before time as well.
When a steel wire is fed over e.g. a winch drum, stern roller, guide pin or a
sheaf, certain complex tensions (a combination of bending, tensile and
compression stress) are generated in the steel wire.
The greatest tension occurs in the wire threads furthest away from the steel
wires bending centre. After repeated bends, stress failure will occur in
these wire threads.
These stress failures occur due to many factors. E.g. the steel wire rope
construction, tension applied, the ratio (d), use of a swivel, wear and tear of
guide pins, spooling devices and stern roller together with martensite
formation.
Martensite:

Martensite formation.
Martensite is a structural change in the wire material causes by a very
sudden cooling of the steel wire after a strong local heating generated by
friction. E.g. bad spooling of the steel wire on the winch drum may cause
the friction.
This structure change gives a hard and brittle surface and may cause
fractures during normal operation or when spliced, even though the steel
wire doesnt show any visible signs of external wear
If a steel wire carries a current or the steel wire is wound on a drum in
several layers, there will often be sparks. The surface temperature where
the sparks appear will be over 800 C, making it quite probable that
martensite will be formed. If there are many sparks, fracture on wire threads
will happen and the wire may break.

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Precautions against martensite:

The blocks, guide pins, stern roller and spooling devices must not be
worn down and should turn easily. Must be kept in good condition.
If equipment is repaired by welding, care should be taken to ensure that
hardness of the welding material is maximum 300 Brinel.
When a steel wire is wound on a drum, it should be in tight wraps
without the layers crossing each other in order to prevent the top layer
from cutting into the underlying layers.
The steel wire should be lubricated at regular intervals in order to
minimise the friction between wires and strands. The best would be to
make a sort of continuously lubricating.
The steel wire should be checked at regular intervals for crushing, minor
cracks and mechanical damages, all of which might indicate martensite
spots.
Use of wires with less contents of carbon in the wire. (Are used in the
fishing industry for trawl wires).

Re-socketing of steel wire:

The old steel wire is cut of at the socket base.


The steel wire piece is pressed out by use of a mandrel / jack.

When heated:
Only slowly and equably.
Only up to maximum degrees depending on the product.
Do bend / break test on the wire from the piece of steel wire, which is
leading into the socket. If the wire threads break, they have been exposed
to martensite. The steel wire will break in the area around the socket base
because the steel wire works heavily in this area.

After Re-socketing remember to:

The socket base to be filled with grease or oil. To be re-filled, when the
steel wire isnt in use over a long period, as the steel wire will dry out.
The re-greasing is very important, when the socket in hanging down.

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Recommendations:

You must aim at a working load of maximum 1/3 of the Breaking load.
In this way the steel wire can be loaded with peaks up to 50% of the
original breaking load. You will also have room for using the swivel
without complications.

Guide pins, blocks, spooling devices and stern roller must be kept in a
good condition. If equipment is repaired by welding, care should be
taken to ensure that hardness of the welding material is maximum 300
Brinel.

Avoid that the steel wire is slipping across the connections between the
two stern rollers.

The ratio of d to D must be as big as possible and always at least


20, when we are dealing with a steel wire under load.

The steel wire must be lubricated in order to minimise the martensite


formations.

Martensite formations must generally be avoided if possible.

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Side 1

TEKNISK INFORMATION
1. STLTOVETS GRUNDELEMENTER

1. THE BASIC ELEMENTS OF STEEL WIRE ROPE

Et stltov bestr normalt af tre komponenter (fig. 1):

A steel wire rope normally consists of three components


(fig. 1):

Stltrde der danner en dugt.


Dugter der sls omkring et hjerte.
Hjerte.

- Steel wires that form a strand.


Strands that are wrapped around a core.
The core.

Disse elementer udfres i forskellig udformning/design


afhngig af, hvilke fysiske krav der stilles til stltovet
samt hvad det skal anvendes til. n dugt kan i visse
tilflde med fordel anvendes som et stltov.

These elements are available in various models/designs,


depending on the physical requirements of the steel wire
rope and its intended application. A single strand can in
certain cases be used quite properly as a steel wire
rope.

En fjerde komponent, der er lige s vigtig som udformningen og kvaliteten af de tre basiskomponenter, er
indfedtningen af hjerte og dugter (se afsnittet
"Vedligeholdelse af stltovet").

Fig. 1.

Stltrd
Der findes mange forskellige materialetyper og kvaliteter
af trde. Randers Reb kan levere de fleste af disse kvaliteter.
De stlkvaliteter, som Randers Reb anvender til fremstilling af standard stltove, leveres fra f af Europas frende trdproducenter og
opfylder som minimum internationale standarder (EN 10264). Herved
opnr Randers Rebs stltove en hj grad af ensartethed.
Minimum brudstyrken p trden angiver klassifikationen af stltovet.
Randers Reb anvender bl.a. flgende trdtyper:
Ugalvaniserede trde (primrt elevatortove)
N/mm2 (140 kp/mm2).
Zink-galvaniserede trde (primrt fiskeri)
N/mm2 (160 kp/mm2).
Zink/aluminium-galvaniserede trde (primrt fiskeri)
N/mm2 (160 kp/mm2).
Rustfrie trde (brudstyrken er dimensionsafhngig)
N/mm2 (170 kp/mm2).
Zink-galvaniserede trde (primrt industri)
N/mm2 (180 kp/mm2).
Zink-galvaniserede trde (primrt industri)
N/mm2 (200 kp/mm2).

1.370
1.570

1.670
1.770
1.970

Dugter
En dugt er fremstillet (slet) af minimum 3 trde, der er lagt i n af
mange forskellige designs (geometrisk opbygning). Dugten er nsten altid opbygget omkring en centertrd. Som regel er trdene af
stl, men de kan ogs vre af fiber (natur- eller kunstfiber) eller af
en kombination af stl og fiber.
Antallet, strrelsen og materialet af de enkelte trde kendetegner
tovet og dets egenskaber. F og tykke trde giver stor slidstyrke,

Jan 2002

A fourth component, that is equally as important for the


steel wire rope's performance as the design and quality
of the three basic components, is the lubrication of the
core and the strands (see "Maintenance of Steel Wire
Rope").

Steel Wire
There are many different types of material and qualities of wire.
Randers Reb can supply most of these qualities - contact us to find
out how Randers Reb can meet your own particular needs.
The qualities of steel that Randers Reb uses in the production of
standard steel wire rope are supplied by a select few of Europe's
leading wire manufacturers and as a minimum requirement meet
international standards (ISO 2232). In this way Randers Reb's steel
wire ropes achieve a high degree of uniformity.
The minimum tensile strength of the wire defines the classification of
the steel wire rope. The tensile strength of wires in Randers Reb's
standard product range is as follows:

1.570

Randers Reb krver, at alle trdleverancer ledsages af et


trdcertifikat.

FKU LIFTING A/S

10-1

Randers
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Ungalvanised wires (mainly elevator cables)


N/mm (140 kp/mm).
Zinc galvanised wires (mainly fishing)
N/mm (160 kp/mm).
Zinc/alum. galvanised wires (mainly fishing)
N/mm (160 kp/mm).
Rustproof wires, tensile strength dependent on size
N/mm (170 kp/mm).
Zinc galvanised wires (mainly industry)
1,770 N/mm (180 kp/mm).
Zinc galvanised wires (mainly industry)
1,970 N/mm (200 kp/mm).

1,370
1,570
1,570
1,670

Randers Reb always demands that all wire consignments are


accompanied by a wire certificate.
Strands
A strand is laid by a minimum of three wires that are arranged in
many different designs (geometric patterns). The strand is almost
always arranged around a centre wire. The wires are made from

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Side 2

TEKNISK INFORMATION
hvorimod mange og tynde trde giver stor fleksibilitet (se ogs afsnittet "Dugttype/dugtdesign").
Hjerte
Nsten alle stltove har et hjerte. Hjertets funktion er at understtte
og fastholde dugterne i deres relative stilling under brugen.
Hjertematerialet kan enten vre stl eller fiber eller en kombination
af disse (se fig. 2). Hjertet er normalt af typen:
Fig. 2
FC (natur- eller kunst
fiber, Fibre Core).
WSC (stlhjerte, Wire
Strand Core). WSC'et
er en dugt og af
samme konstruktion
som stltovets dugter.
IWRC (stlhjerte,
Independent Wire
Rope Core). IWRC'et er et selvstndigt
stltov med et fiberhjerte eller WSC.
2. STLTOVSKONSTRUKTIONER
Et stltov bestemmes ikke kun ud fra dets grundelementer (trde,
dugter og hjerte), men ogs ud fra hvordan de enkelte trde er slet
sammen for at danne en dugt samt hvordan dugterne er slet
omkring hjertet m.m. Stltovets konstruktion er fastlagt, nr flgende
er defineret:
Antal trde i dugt.
Dugttype (dugtdesign).
Antal dugter.
Hjertetype.
Slningsretning (stltov og dugt).
Formlgning.
Stltove er benvnt efter antallet af dugter, antallet af trde i hver
dugt, designet (typen) af dugten og hjertetypen. F.eks.:
6x7 Standard med FC (fiberhjerte).
8x19 Standard med WSC (stlhjerte).
8x19 Seale med IWRC (stlhjerte).
6x36 Warrington Seale med FC (fiberhjerte).
Antal trde i dugt
Antallet af trde i en dugt varierer fra 3 til ca. 139, mest almindeligt
er 7, 19, 24 eller 36 trde. Trdenes antal og tykkelse afhnger af
dugtdesignet og har indflydelse p stltovets egenskaber.

10-2

either steel or fibre (natural or man-made), or a combination of


these.The quantity, size and material from which the individual wires
are made characterise the rope and its qualities. Fewer, thicker wires
create greater abrasion resistance, whereas a greater number of
thinner wires creates greater flexibility (see also section 2: "Types of
Strand").
Core
Almost all steel wire ropes have a core. The core's function is to support and retain the strands in their respective positions while the
steel wire rope is being
used.
The core may be made of
either steel, fibre, or a combination of the two. The
core is usually one of the
following types:
- FC (natural or man-made fibre, Fibre Core).
WSC (steel core, Wire Strand Core). The WSC is a strand and is of
exactly the same construction as the strands in the steel wire rope.
IWRC (steel core, Independent Wire Rope Core). The IWRC is an
independent steel wire rope with a fibre core or a WSC (see also
section 2: Types of Core).
2. STEEL WIRE ROPE CONSTRUCTIONS
A steel wire rope is defined not only by its basic elements (wires,
strands, core), but also by the way in which the individual wires are
laid together to create a strand and the way in which the strands are
laid around the core, etc. The steel wire rope's construction is
defined when the following criteria have been determined:
Number of wires in a strand.
Type of strand (strand design).
Number of strands.
Type of core.
Lay direction (steel wire rope and strand).
Pre-forming.
The steel wire rope is designated according to the number of
strands, the number of wires in each strand, the design (type) of the
strand, and the type of core.
6x7 Standard with FC (fibre core).
8x19 Standard with WSC (steel core).
8x19 Seale with IWRC (steel core).
6x36 Warrington Seale with FC (fibre core).
Number of Wires in a Strand
The number of wires in a strand varies between three and approx.
139, although there are most commonly 7, 19, 24 or 36 wires. The
number of wires and their thickness depend on the design of the
strand and affects the characteristic of the steel wire rope.

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Side 3

TEKNISK INFORMATION

Types of Strand (Strand Construction)


The type of strand is characterised by the way in which the wires in
the strand are arranged. There are four basic types of strand design
that are used in all steel wire ropes, either in their original form or as
a combination of two or more types. The four basic types are:

Dugttype (dugtdesign)
Dugttypen er karakteriseret ved, hvordan trdene i dugten er arrangeret. Der findes fire grundtyper af dugtdesign:
Standard.
Seale.
Filler.
Warrington.

Standard.
Seale.
Filler.
Warrington.

Disse indgr i alle stltove, enten rene eller i kombinationer af to


eller flere typer.

Standard
The Standard construction (fig. 3) is characterised by the fact that all
wires are of equal thickness, although the core wire may be thicker.
The wires are also laid together in such a way that all of them, with
the exception of the centre wire, are of equal length. In this way all
the wires are subjected to an equal distribution of load when pulled
straight.

Standard
Standard konstruktionen (fig. 3) er kendetegnet ved, at alle trde er
lige tykke, dog kan hjertetrden vre tykkere. Desuden er trdene
slet sledes sammen, at alle - med undtagelse af centertrden er
lige lange. Herved belastes alle trdene ligeligt under lige trk.
Den geometriske trdfordeling er n centertrd, hvorp der
lgges t eller flere lag. Hvert lag fremstilles i hver sin operation. Antallet af trde stiger med 6 for hvert lag.

Fig. 3

Betegnelsen for en
Standard dugt med
f.eks. 7 trde er (6-1),
dvs. 1 centertrd med 6
trde udenom i n
operation. Ved 37 trde er betegnelsen (18/12/6-1), dvs. 1 centertrd
med 6 trde uden om som frste operation, 12 trde lgges herefter
uden p i anden operation og 18 trde i tredje operation.
Fig. 4

Centertrden erstattes til tider


af flere trde eller et fiberhjerte (fig. 4).

The geometric wire distribution consists of one centre wire, onto


which one or more layers are
laid. Each layer is produced
in a separate operation. If
there are several layers, the
number of wires increases by
six for each layer.
The designation for a
Standard strand with e.g.
seven wires is (6-1), i.e. one centre wire with six external wires in
one operation. If there are 37 wires it is known as (18/12/6-1), i.e.
one centre wire with six external wires from the first operation, 12
from the second operation and 18 from the third operation.
The centre wire may be
replaced by several wires or a
fibre core (fig. 4).

Fig. 5

Seale
Seale konstruktionen (fig. 5) er kendetegnet
ved, at dugten bestr af to trdlag fremstillet
i n operation. Desuden er antallet af trde i
frste og andet lag ens.

Seale
The Seale construction (fig. 5) is characterised by the way in which the strand consists
of two layers of wire produced in one operation. Also, the number of wires in the first
and second layer is identical.This construction is somewhat stiffer than a corresponding Standard construction (with the same
number of wires). This is because the outer
wires in the Seale construction are considerably thicker.

Denne konstruktion er noget stivere end en


tilsvarende Standard konstruktion (med
samme trdantal). Dette skyldes, at ydertrdene i Seale konstruktionen er vsentlig
tykkere.

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10-3

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Side 4

TEKNISK INFORMATION
Betegnelsen for en Seale dugt med f.eks. 19 trde er (9-9-1) dvs. 1
centertrd med 9 trde i frste og 9 trde i andet lag.
Centertrden erstattes til tider af flere trde (fig. 6) eller et
fiberhjerte.

A Seale strand with e.g. 19 wires is known as (9-9-1), i.e. one centre
wire with nine wires in the first layer and nine wires in the second
layer.

Fig. 6

The centre wire may be replaced by several wires or a fibre


core (fig. 6).

Filler
Filler konstruktionen (fig. 7) er kendetegnet ved, at dugten
bestr af to trdlag fremstillet i n operation. Desuden er
antallet af trde i andet lag dobbelt s stort som frste lag.
Dette er dog kun muligt, nr der indlgges fyldtrde
mellem frste og andet lag for at forhindre, at dugten bliver
kantet.
Fig. 7

Denne konstruktion er mere


bjelig end en tilsvarende
Standard konstruktion og
vsentligt mere bjelig end
en tilsvarende Seale konstruktion (med samme trdantal ekskl. fyldtrde).

Filler
The Filler construction (fig. 7) is characterised by a strand
consisting of two layers of wires produced in one operation.
Also, the number of wires in the second layer is twice the number in the first layer. This is, however, only possible if filler wires
are inserted between the first and the second layers, to prevent
the strand becoming hexagonal in shape.

This construction is
more flexible than a
corresponding Standard
construction and considerably more flexible
than a corresponding
Seale construction (with
the same number of
wires excluding filler wires). A Filler strand with e.g. 25 wires
(including 6 filler wires) is known as (12-6F-6-1), i.e. one centre wire
with six wires in the first layer and 12 wires in the second layer.
There are six filler wires between the first and the second layers.

Betegnelsen for en Filler


dugt med f.eks. 25 trde (inkl. 6 fyldtrde) er (12-6+6F-1), dvs. 1
centertrd med 6 trde i frste lag og 12 trde i andet lag. Mellem
frste og andet lag ligger 6 fyldtrde.
Centertrden erstattes til tider af flere trde (fig. 8)
eller et fiberhjerte.

10-4

Fig. 8

The centre wire may be replaced by several wires or a


fibre core (fig. 8).

Warrington
Warrington konstruktionen (fig. 9) er kendetegnet ved,
at dugten bestr af to trdlag fremstillet i n operation.
I andet lag (yderlag) indgr to forskellige trddimensioner, og antallet af trde i andet lag er dobbelt s
stort som det frste.

Warrington
The Warrington construction (fig. 9) is characterised by a
strand consisting of two layers of wire produced in one
operation. The second (outer) layer contains wires of two
dimensions, and the number of wires in the second layer
is twice the number in the first.

Denne konstruktion er meget kompakt og bjelig.


Betegnelsen for en Warrington dugt med f.eks. 19 trde er (6+6-6-1),
dvs. 1 centertrd med 6 trde i frste lag og i alt 12 trde fordelt p
to trddimensioner i andet lag.
Centertrden erstattes til tider af flere
trde (fig. 10) eller et fiberhjerte.

Jan 2002

The centre wire may be replaced by


several wires or a fibre core (fig. 10).

Fig. 9

5+5-5-1
Warrington

FKU LIFTING A/S

This construction is very compact and flexible.


A Warrington strand with e.g. 19 wires is known as (6+6-6-1), i.e.
one centre wire with six wires in the first layer and a total of 12 wires
of two dimensions in the second layer.

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6+6-6-1
Warrington

7+7-7-1
Warrington

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Side 5

TEKNISK INFORMATION

10-5

Andre dugttyper
Som tidligere nvnt findes der ogs dugter, der er en kombination af
n eller flere af ovenstende fire dugtgrundtyper. En af disse er
Warrington Seale (fig. 11). Denne konstruktion er opbygget som
en Warrington med et lag mere og
Fig.10
hrer til en af de mest udbredte.
Desuden er den mest bjelige konstruktion i sammenligning med de
fire grundtyper.

Other Types of Strand


As previously mentioned, there are also strands that are a combination of one or more of the above four basic types of strand. One of
these is the Warrington-Seale (fig. 11).
This construction is one of the most
widely-used and most flexible constructions compared to the four basic types.
The Warrington-Seale construction is
characterised by a strand consisting of
three layers of wire produced in one
operation. The number of wires in the
third (outer) layer matches the number of
wires in the second layer. Also, the layers
below the outer layer are built as a
Warrington construction.
Fig. 11
A Warrington-Seale strand with e.g. 36
wires is known as (14-7+7-7-1), i.e. one
centre wire with seven wires in the first
layer, 14 wires made up of two dimensions in the second layer, and 14 wires in
the third layer.

Warrington Seale konstruktionen er


kendetegnet ved, at dugten bestr
af tre trdlag fremstillet i n operation. Antallet af trde i tredje lag
(yderlag) svarer til antallet af trde i
andet lag.
Betegnelsen for en Warrington
Seale dugt med f.eks. 36 trde er
(14-7+7-7-1), dvs. 1 centertrd
med 7 trde i frste lag, 14 trde
fordelt p to trddimensioner i
andet lag og 14 trde i tredje lag.

Dugten samt dugtens trde behver ikke ndvendigvis at vre


runde. Eksempler p dette ses af fig. 12. Dugterne er specialdugter (bl.a. med profiltrde) konstrueret til at opfylde helt spe- Fig. 12
cielle krav.

Triangular

The strands and the wires in the strands do not necessarily have to
be round. Examples of this are shown in fig. 12. The strands are
special strands (i.a. with profiled wire), designed to meet extremely
unusual requirements.

Strand constructed of

Strand constructed of

Antal dugter
wires including profiled wire
profiled wire
strand
Antallet af dugter i et stltov varierer fra 3 til ca. 36, mest almindeligt er 6 dugter. Desto flere dugter et
stltov indeholder, desto rundere og mere fleksibelt bliver stltovet
Number of Strands
(mindre slidstyrke).
The number of strands in a steel wire rope varies between three and
approx. 36, although most commonly there are six strands. The more
Hjertetype
strands a steel wire rope contains, the more rounded and flexible it
Som nvnt i afsnittet "Hjerte" findes der to typer hjerter til stltove:
is, although the wires in the strand are also thinner (less durable).
Fiberhjerte (natur- eller kunstfiber).
Stlhjerte (WSC eller IWRC).
Types of Core
As mentioned in section 1: "Core", there are two types of core for
Fiberhjerte
steel wire ropes:
Fiberhjerte er det mest anvendte, da det udover at give dugterne et
Fibre core (natural or man-made).
godt fjedrende underlag ogs muliggr smring af stltovet indefra,
Steel core (WSC or IWRC).
idet der under fremstillingen af fiberhjertet kan tilsttes olie og/eller
fedt. Desuden reduceres risikoen for rustangreb indefra.
Fibre Core
Fibre cores are the most commonly used, as not only do they provide a good, elastic base but also enable lubrication of the rope from
the inside, since it is possible to add oil and/or grease to the fibre
core during production.

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10:19

Side 6

TEKNISK INFORMATION

10-6

Fiberhjertet fremstilles normalt af Polypropylen (PP) eller Sisal. PP


kan modst svage syrer og alkalier, og det rdner ikke. Fordelen ved
et sisalhjerte er, at det i strre grad kan optage olie/fedt for smring
af stltovet indefra, og at stltovet kan anvendes ved en hjere temperatur i forhold til PP-hjerte.

This reduces the risk of rust attacking from the inside.


The fibre core is normally produced from polypropylene (PP) or sisal.
PP can withstand weaker acids and alkalis and it does not rot. The
advantage of a sisal core is that it can absorb oil/grease to a greater
degree for lubrication of the steel wire rope from the inside.

Anvendelsestemperatur for stltove med fiberhjerte ses af afsnittet


"Stltovets anvendelsestemperatur".

The maximum operating temperatures for steel wire ropes with a


fibre core can be seen in section 9: "Maximum Operating
Temperature" and " Minimum Operating Temperature".

Stlhjerte
Et stlhjerte er udformet enten som en af dugterne (WSC) eller som
et selvstndigt stltov (IWRC).
Randers Reb anbefaler at anvende stlhjerte, hvis det ikke er sikkert,
at et fiberhjerte giver dugterne en tilfredsstillende understtning,
f.eks. hvis stltovet opspoles p en tromle i flere lag under stor
belastning eller ved hje temperaturer.
Et stlhjerte forger stltovets brudstyrke med ca. 10%.

Steel Core
A steel core is formed as either one of the strands (WSC) or as an
independent steel wire rope (IWRC).
Randers Reb recommends the use of a steel core, in the event that
it is not certain that a fibre core will provide satisfactory support for
the strands, e.g. if the steel wire rope is spooled on to a drum in
several layers under a considerable load, or at high temperatures.

Slningsretninger (stltov og dugt)


A steel core increases the steel wire rope's tensile strength by
Ordet slning bruges i flere betydninger. Dels om selve processen,
approx. 10%.
der snor trde og dugter om hinanden, dels for at beskrive det frdige stltovs udseende. De fire mest
Lay Directions (Steel Wire Rope and
almindelige betegnelser for stltoves
Strand)
Fig. 13
slninger er:
The word "lay" has more than one meaning in this context. It is used to describe
Hjre krydsslet stltov. Her er trdene
the process of interweaving the wires
i dugterne slet modsat retningen af
and strands and also to describe the
dugterne i tovet. Trdene ligger venstre
appearance of the finished steel wire
i dugterne, mens dugterne ligger i en
rope. The four most common terms to
hjreskrue i stltovet (se fig. 13).
describe the lay of a steel wire rope are:
Right hand regular lay steel wire rope

Venstre krydsslet stltov. Trdene ligger hjre i dugterne, mens dugterne


ligger i en venstreskrue i stltovet (se
fig. 14).

Right hand regular lay steel wire rope. In


this instance the wires in the strand are
laid in the opposite direction to the
strands in the rope. The wires are laid
helically left, while the strands are laid
helically right (see fig. 13).

Fig. 14

Hjre Lang's Patent stltov. Her er trdene i dugterne slet i samme retning
som dugterne i tovet. Trdene i dugterne samt dugterne ligger i en hjreskrue (se fig. 15).
Left hand regular lay steel wire rope

Left hand regular lay steel wire rope.


Here the wires in the strand are laid helically right, and the strands helically left
(see fig. 14).
Right hand Lang lay steel wire rope. Here
the wires are laid in the same direction as
the strands in the rope. The wires in the
strands and the strands are laid helically
right (see fig. 15).

Fig. 15

Right hand Lang lay steel wire rope

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TEKNISK INFORMATION
Venstre Lang's Patent stltov. Trdene i dugterne samt dugterne ligger i en venstreskrue (se fig. 16).
Fig. 16

Left hand Lang lay steel wire rope. The wires in the strands and the
strands are laid helically left (see fig. 16).

Venstre Lang's Patent stltov

Left hand Lang lay steel wire rope

Andre benvnelser er f.eks.:


Spiralslet stltov (snoningssvagt/-frit stltov).
Sildebensslet stltov. Dette stltov er en kombination af krydsslet
og Lang's Patent.
Kabelslet stltov. Dugterne er normalt 6-slede stltove med fibereller stlhjerte. Hjertet kan enten vre et fiberhjerte eller et 6-slet
stltov med fiber- eller stlhjerte.
Krydsflettet stltov.
Fladflettet stltov. Dette stltov er fladflettet af dugter eller af paral
lelle dugter/stltove, der er sammenholdt ved syning (bltestrop).
Hjre slet stltov kaldes ogs Z-slet og venstre slet S-slet.
Tilsvarende kaldes en hjreslet dugt z-slet og venstre slet sslet. Fig. 17 viser hvorfor.
Af de nvnte slninger er hjre krydsslet (sZ) den
mest almindelige.

Other terms used are e.g.:


Multi layer steel wire rope (low rotation/rotation resistant). Here
there are usually two layers of strands, the inner layer as a rule a
left hand Lang lay, while the outer layer is a right hand regular lay.
Alternate lay steel wire rope. This steel wire rope is a combination
of regular lay and Lang lay.
Cable laid steel wire rope. The strands are normally 6-lay steel wire
rope with a fibre or steel core. The core is a fibre core or a 6-lay
steel wire rope with a fibre or steel core.
Square braided steel wire rope. The steel wire rope is square brai
ded from strands or steel wire ropes.
Flat braided steel wire rope. This steel wire rope is flat braided from
strands or consists of parallel strands or steel wire ropes that are
bound together by sewing (belt strap).

Fig. 17

Right hand lay steel wire rope is also known as Z-lay, and
left hand as S-lay. Similarly, a right hand lay strand is
known as Z-lay and left hand as S-lay. Fig. 17 shows why.

Formlgning
I formlagte stltove har dugterne ved slningen fet
en blivende formndring (se fig. 18), sledes at de
ligger fuldstndig spndingsfrie i det ubelastede
stltov.

Of the types of lay described, right hand regular lay is the


most common.

Hvis man tager en dugt ud af stltovet, vil dugten


bevare sin skrueliniefacon, som den havde, da den
l i stltovet.
Z-lay and S-lay
steel wire ropes

Fordelene ved et formlagt stltov er


mangfoldige. Bl.a.:
Ved kapning springer stltovet ikke op.
Lettere at installere, da formlagte stltove er spn
dingsfrie (dde) - herved ingen tendens til kinkedannelse.
Kan lbe over mindre skiver.
Mindre tilbjelighed til at dreje omkring sin egen
akse - herved mindre slid.
Bedre fordeling af belastningen mellem dugter og
trde.
Ved trdbrud har trdene mindre tilbjelighed til at
rejse sig fra dugten - herved mindre tilbjelighed til
at delgge nabotrde og skiver.

Pre-forming

Jan 2002

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Pre-Forming
"Pre-formed" refers to steel wire ropes in which the strands
have been permanently formed during the laying process
(see fig. 18), so that they are completely stress-free within
the unloaded steel wire rope. If a strand is removed from
the steel wire rope, it will retain its helical shape, as though
it were still in the steel wire rope.
There are many advantages in a pre-formed steel wire
rope, such as:

Fig. 18

Alt i alt opnr man en lngere levetid med formlagte


stltove i forhold til ikke formlagte stltove.

FKU LIFTING A/S

10-7

The steel wire rope will not untwist during cutting.


It is easier to install, as pre-formed steel wire ropes are
stress-free. No tendency to form kinks.
It can run over smaller sheaves.
Less tendency to turn on its own axis. Less wear and
tear.
Better load distribution between strands and wires.
In the event of a wire breaking, less tendency to protrude
from the strand. Less tendency to damage adjacent wires
and sheaves.

All in all, pre-formed steel wire ropes can offer a longer life expectancy than steel wire ropes that are not pre-formed.

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Side 8

TEKNISK INFORMATION
Alle Randers Reb stltove leveres formlagte som standard - p nr
nogle enkelte specialkonstruktioner (f.eks. rotationssvage/-frie tove).

10-8

All Randers Reb steel wire ropes are supplied pre-formed, with the
exception of certain individual special constructions (e.g. low-rotation/rotation resistant).

3. SPECIELLE STLTOVE
3. SPECIAL STEEL WIRE ROPES
Som det fremgr af det forudgende er opbygningen/designet af
stltove mangfoldig, hvorfor det er muligt at designe et stltov, der
opfylder specielle krav til anvendelsen.
Randers Reb er specialist i at udvikle specielle stltove, der opfylder
netop dine specielle krav. Kontakt os og forhr om mulighederne.
Gennem tiderne har Randers Reb fremstillet/udviklet mange specielle stltove. Nogle af disse stltove har vi optaget i vores standard
program.

As has previously been mentioned, there are many types of construction/design of steel wire ropes, which is why it is also possible to
design a steel wire rope that meets the particular requirements for a
given application.
Randers Reb has specialised in the development of special steel
wire ropes that can meet such special requirements. Get in touch
with us and find out how we can help solve your problems.
Through the years Randers Reb has produced/developed many special steel wire ropes. Some of these special steel wire ropes are now
part of our standard product range.

Compacted stltov.
Kabelslet stltov.
Rotationssvage/-frie stltov.
Forhudet stltov.
Taifun.
Bloktov.
Ormtov.

Compacted steel wire rope.


Cable lay steel wire rope.
Low rotation and rotation resistant steel wire rope.
Coated steel wire rope.
Combination rope.
Sisal/Danline clad wire rope.
Cobra.

Compacted stltov
Fr slningen af selve stltovet bliver dugternes dimension reduceret
(compacted), se fig. 19. Der findes forskellige metoder til at reduceFig. 19
re dugtens dimension:

Compacted Steel Wire Rope


In compacted steel wire ropes the strand's
dimensions are reduced (compacted) before
the actual laying of the steel wire rope. There
are different ways of reducing the dimension
I enkelte tilflde udfres compacteringen frst,
of a strand:
nr stltovet er slet. Herved bliver kun den yder By drawing between rollers (compacting).
ste del af stltovet compacted.
By drawing between dies (Dyform).
Compacted steel wire rope with fibre core By beating (hammering).
Trkke gennem ruller (Compacting).
Trkke gennem dyser (Dyform).
Hamre (Hammering).

De forskellige metoder giver ikke helt samme kvalitet. Den proces


der efter Randers Reb's mening giver den bedste kvalitet er trkning
af dugter gennem ruller (compacting), hvorefter slningen af stltovet
foretages.

In individual cases the compacting process is only carried out after


the steel wire rope has been laid. In this instance only the outer part
of the steel wire rope is compacted (fig. 19).

Compactede stltove har strre slid- og brudstyrke i forhold til ikke


compactede stltove i samme dimension.

The various methods do not all produce the same level of quality. In
the opinion of Randers Reb, the best quality is achieved by drawing
the strands between rollers, after which the laying process is carried
out.

Kabelslet stltov
I et kabelslet stltov bestr dugterne af et 6-slet stltov med WSC
(f.eks. 6x7 + WSC eller 6x19 + WSC). Hjertet i det kabelslede stltov kan enten vre FC eller IWRC (se fig. 20).

Compacted steel wire ropes have greater abrasion resistance and


tensile strength than corresponding non-compacted steel wire ropes.

Det samlede antal trde i en 6x(6x19 + WSC) + IWRC er 931 trde.


De mange trde bevirker, at stltovet er utroligt smidigt/fleksibelt og
gr det meget velegnet til stropper.

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Cable Laid Steel Wire Rope


In a cable laid steel wire rope the strands consist of a 6-lay steel wire
rope with WSC (e.g. 6x7 + WSC or 6x19 + WSC). The core in the
cable laid steel wire rope can be either FC or IWRC.

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Side 9

TEKNISK INFORMATION

10-9

Fig. 20
A 6x(6x19 + WSC) + IWRC contains a total of 931 wires. The high
number of wires has the effect of making the steel wire rope
incredibly pliable/flexible and thus ideal for slings.

Cable laid steel wire rope

Rotationssvagt/-frit stltov
Ved et rotationssvagt/-frit stltov forsts et specielt stltov, der er
designet til ikke at dreje op eller rotere, nr
det belastes (se fig. 21 og 22).
Fig. 21

Low-Rotation and Rotation-Resistant Steel Wire Rope


A low-rotation or rotation-resistant steel wire rope is a special steel
wire rope designed not to turn or rotate when bearing a load.
Fig. 22

Examples of low-rotation and rotation-resistant steel wire ropes

Der leveres to typer af rotationssvage/-frie stltove:

Examples of rotation in ordinary steel wire rope and in low-rotation and rotation-resistant steel wire ropes

Stltove med t lag dugter. Antallet af dugter er normalt tre.


Stltovet er uden hjerte eller med et fiberhjerte.

There are two types of low-rotation and rotation-resistant steel wire


ropes available:

Stltove med to eller flere lag dugter (spiralslet). Antallet af yder


dugter er normalt mellem 8 og 20. Hjertet kan vre af fiber eller
stl.

One layer of strands. There are three or four strands. The steel wire
rope has either no core or a fibre core.
Spiral lay, i.e. two or more layers of strands. The number of outer
strands is normally between eight and 20. The core may be either
fibre or steel.

Disse stltove anvendes normalt i enstrengede anlg eller som flerstrenget ved tunge byrder og/eller store lftehjder. Det specielle
design gr, at anvendelsesmulighederne for tovene er begrnsede.
Desuden krves specielle hndteringskrav f.eks.:
Strre skiver end ved normale stltove.
Mindre fladetryk.
Optimale spor i skiver.
Lille indlbsvinkel p spil.
Helst t lag p spiltromlen.
Anvendelse af svirvler ofte ndvendigt.
Strre sikkerhedsfaktor.
Stltovene er normalt ikke formlagte, hvorfor disse skal brndes
over (tilspidses) eller takles fr overskring for at undg, at stltovet springer op og delgger balancen i stltovet.
Under installationen skal man vre meget opmrksom p, at der
ikke tilfres stltovet spndinger, f.eks. hvis tovet drejes/twistes.

FKU LIFTING A/S


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These steel wire ropes are normally used in single-strand units, or in


multi-strand units for heavy loads and/or significant lifting heights.
The special design results in limited applications for this type of rope
and imposes special handling requirements, such as:
Larger sheaves than for normal steel wire ropes.
Less surface pressure.
Optimal grooves in sheaves.
Small fleet angle on winch.
Preferably one layer on the drum.
Use of swivels is often necessary.
Increased safety factor.
The steel wire ropes are normally not pre-formed. Consequently the
wire rope has to be seized before cutting (alternatively welded
ends) to avoid the steel wire rope unwinding (destroying the balance in the rope).

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Side 10

TEKNISK INFORMATION

10-10

Hvis du er i tvivl om anvendelsen af rotationssvage/-frie stltov, s


kontakt din konsulent eller vores tekniske afdeling.

During installation great care must be taken not to subject the steel
wire rope to tension, e.g. caused by turning/twisting.

Forhudet stltov
Ved et forhudet stltov forsts et stltov, der er belagt (coated) med
et plastmateriale f.eks. PP, PE, PVC eller PA alt efter anvendelsesomrde (se fig. 23).

If you are in any doubt as to the use of low-rotation and rotationresistant steel wire ropes, please contact your local salesman or our
Technical Department.
Fig. 23

Coated Steel Wire Rope


A coated steel wire rope is one that has been coated
with a plastic material such as PP, PE, PVC or PA,
depending on its intended application (fig. 23).

Forhudningen beskytter stltovet mod rust og slid.


Andre fordele er f.eks., at levetiden ved krsel over skiver forlnges vsentligt. Desuden vil eventuelle trdbrud ikke delgge ting, som stltovet kommer i nrheden af.
Taifun
Taifun er Randers Reb's handelsbetegnelse for et specielt stltov, hvor stldugterne er omviklet med fibergarner (se fig. 24). Taifuner fremstilles med FC eller
IWRC.

Coated Steel Wire Rope

Taifunen anvendes primrt som forstrkning i fiskenet,


men kan ogs anvendes til gyngetove, klatrenet og hvor
der i industri eller landbrug bl.a. stilles specielle krav til
slidstyrken.

Combination Rope
Taifun is Randers Reb's trade name for a special
combination rope, in which the steel strands are
wrapped up in fibre threads. Combination rope is
produced with FC or IWRC.

Fig. 24

Taifuner forener egenskaber fra fibertove og stltov:


Styrke og lille forlngelse fra stltovet, "bld" overflade
og fleksibilitet fra fibertovet.

Combination rope with FC

Taifuner fremstilles normalt som et 6-slet tov, men kan


ogs laves med 3, 4 eller 8 dugter.
Bloktov
Bloktov er Randers Reb's handelsbetegnelse for et
specielt stltov, hvor stldugterne er omviklet dels med
fibergarner (Danline), dels med sisalgarner. Bloktovet
fremstilles primrt med FC (se fig. 25), men kan ogs
fremstilles med IWRC.
Sisalgarnerne udvider sig, nr de bliver vde, hvorved
Bloktovet i strre grad kan fastholde ting/emner, der er
bundet til tovet. Ellers har Bloktovet samme egenskaber
som Taifunen.

Sisal/Danline clad wire rope

Bloktove fremstilles normalt som et 6-slet tov, men kan ogs laves
med 3, 4 eller 8 dugter.
Ormtov
Ormtov er Randers Reb's handelsbetegnelse for et specielt kabelslet stltov, hvor dugterne er et 6-slet tov
med FC. Tre af dugterne er af stl og de resterende tre
dugter er af fiber. Ormtovet fremstilles primrt med FC
(se fig. 26), men kan ogs fremstilles med IWRC.

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Combination rope combines the properties of fibre


ropes and steel wire ropes: The strength and minimal
elongation of the steel wire rope, and the "soft" surface and flexibility of the fibre rope.
Combination rope is used primarily for strengthening
fishing nets, but may also be used for swings, climbing ropes and for applications in industry/farming
that require particularly durable ropes.

Fig. 25

Bloktove anvendes som forstrkning i fiskenet.

The coating protects the steel wire rope against rust


and wear and tear. Other advantages are e.g. that its
life expectancy when running over the sheaves is
increased significantly. Furthermore, any wires that
might break will not cause damage to objects in the
proximity of the steel wire rope.

Sisal/Danline clad wire rope


Sisal/Danline clad wire rope is a special steel wire
rope in which the steel strands are wrapped in a
combination of fibre threads (Danline) and sisal threads. Sisal/Danline clad wire rope is produced primarily with FC, but can also be produced with IWRC.

The sisal threads expand when wet, causing the Sisal/Danline clad
wire rope to have increased ability to secure objects/materials that are
tied to the rope. In other respects the Sisal/Danline clad wire rope has
the same properties as the combination rope.
Fig. 26

Cobra

The Sisal/Danline clad wire rope is used to strengthen fishing nets.


Cobra
Cobra is Randers Reb's trade name for a special
spring lay wire rope in which the strands are 6-lay
rope with FC. Three of the strands are steel, and the
other three strands are fibre rope. Cobra is produced

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Side 11

TEKNISK INFORMATION

10-11

Den specielle opbygning af dugterne gr, at tovet har en noget strre brudforlngelse end almindelige stltove og Taifuner, hvilket gr
Ormtovet velegnet som trktove p slbebde.

primarily with FC, but can also be produced with IWRC.


The special construction of the strands means that the rope has a greater tensile elongation than standard steel wire ropes and combination
rope, which makes Cobra ideal as a mooring rope on a tug boat.

4. EKSEMPLER P ANVENDELSE AF STLTOVE

4. USE OF STEEL WIRE ROPE

FKU LIFTING A/S


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Fig. 27

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Side 12

TEKNISK INFORMATION

10-12

5. VALG AF DET RETTE STLTOV

5. SELECTING THE RIGHT STEEL WIRE ROPE

Ved valget af det rette stltov til et givent forml skal der tages hensyn til de forskellige stltoves egenskaber, som f.eks.:

In selecting the right steel wire rope, the properties of the various
types of steel wire rope must be considered, e.g.:

Brudstyrke.
Slidstyrke.
Fleksibilitet/bjningsudmattelsesstyrke.
Korrosionsmodstand.
Forlngelse.
Rotationsmodstand.
Knusningsmodstand.
Vibrationsudmattelsesstyrke.
Pulsationsudmattelsesstyrke.
Krydsslet eller Lang's Patent.

Tensile strength.
Abrasion resistance
Bending fatique resistance
Corrosion resistance.
Elongation.
Rotation resistance.
Crushing resistance.
Vibration resistance.
Pulsation resistance.
Regular lay or Lang lay.

Ved udvlgelsen af det rette stltov er det vigtigt at fastlgge, hvor


vigtige de forskellige egenskaber er for anvendelsen og derefter f
dem prioriteret. Desuden er det ogs vigtigt, at man er opmrksom
p relevante standarder og regulativer.

In selecting the right steel wire rope, it is important to determine how


important the various properties are in relation to the application and
then to assign priorities to these. It is also important to be aware of
the relevant standards and regulations. If you are in any doubt, please contact our sales consultants or our Technical Department.

Hvis du er i tvivl, s kontakt din konsulent eller vores tekniske


afdeling.
Brudstyrke
Brudstyrken p stltovet afhnger af tovets dimension, trdbrudstyrke og konstruktion. Minimum garanteret brudstyrke for de forskellige
tovtyper er angivet p vores datablade.

A steel wire rope should never be subjected to a load exceeding


50% of its breaking load.

Belast aldrig et stltov til mere end 50% af brudstyrken.


Selve designet af dugterne pvirker ikke brudstyrken vsentligt
(max. ca. 5%). En ndring af hjertetypen fra fiber til stl giver lidt
strre ndring (ca. 10%). Den strste ndring fs ved at ndre
dimension eller trdbrudstyrke (se ogs fig. 28).
Stltove m kun belastes til en given SWL-vrdi (Safe Working
Load), ogs kaldet WLL-vrdi (Working Load Limit). Hermed forsts
stltovets brudstyrke divideret med den for anvendelsen krvede
sikkerhedsfaktor (se tabel 1).
Tabel 1

Forskellige sikkerhedsfaktorer
De angivne faktorer er kun vejledende

Jan 2002

The design of the steel wire rope does not significantly affect the tensile strength (up to approx. 5%). A change of core from fibre to steel
makes slightly more difference (approx. 10%). The greatest change
is achieved by changing the dimensions or the tensile strength of the
wires (see also fig. 28).
It is often required that the steel wire rope must have a specific SWL
value (Safe Working Load), also known as a WLL value (Working
Load Limit). This means the steel wire rope's tensile strength divided
by the safety factor required for the relevant application.

Table 1 Various safety factors.


NB: These factors are only intended as guidelines

Til mange forml er der udarbejdet nationale og internationale normer


og standarder, der faststter minimumskravet til sikkerhedsfaktoren.

FKU LIFTING A/S

Tensile Strength
The tensile strength of the steel wire rope depends on the rope's
dimensions, the tensile strength of the wires and the construction.
The minimum guaranteed tensile strength for the different kinds of
rope is shown in the Randers Reb product catalogue.

Randers
89 11 12 89

NB: There are a number of national and international norms and


standards that define the minimum requirements for the safety factor.

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Side 13

TEKNISK INFORMATION
Slidstyrke
Stltove med tykke ydertrde (f.eks. 6x7 Standard eller 6x19 Seale)
giver en god slidstyrke. Lang's Patent tove giver bedre slidstyrke end
krydsslede stltove (se ogs fig. 28). Desuden kan slidstyrken ges
ved at anvende strre trdbrudstyrke.
Bjningsudmattelsesstyrke
Desto flere trde der er i dugten, desto strre bliver bjningsudmattelsesstyrken og fleksibiliteten. Lang's Patent tove giver bedre bjningsudmattelsesstyrke end krydsslede stltove. Desuden kan bjningsudmattelsesstyrken ges ved at anvende formlagte stltove
(se ogs fig. 28).
Korrosionsmodstand
Galvaniserede og rustfrie trde giver en glimrende beskyttelse mod
korrosion. Indfedtning med specielle fedt- eller olietyper vil ogs ge
korrosionsmodstanden. Hvis stltovet er udsat for kraftig korroderende pvirkning, anbefales det at anvende dugter med tykke ydertrde.
Forlngelse
Stltove med f trde (f.eks. 1x7 Standard og 1x19 Standard) forlnger sig mindst (har strst elasticitetsmodul). Denne type stltov
er velegnet til barduner, men egner sig ikke til at kre over
skiver/blokke. Hvis der nskes lille forlngelse samtidig med krsel
over skiver, br stltovsklasse 6x7 eller 6x19 (begge med stlhjerte)
eller visse specialkonstruktioner anvendes. Ved strre stltovsdimensioner kan stltovsklasse 6x36 med stlhjerte ogs anvendes
(se ogs afsnittet "Stltovsforlngelse").
Rotationsmodstand
Almindelige 6- og 8-slede stltove vil dreje op, nr de hnger frit
under belastning. Krydsslede stltove giver mere modstand mod
opdrejning end Lang's Patent stltove. Et stltov med stlhjerte drejer mindre end et stltov med fiberhjerte. Den type stltove, der har
strst modstand mod opdrejning, er rotationsfrie/-svage stltove
(specialkonstruktioner, se ogs afsnittet "Rotationssvagt/-frit stltov).
Knusningsmodstand
Et stlhjerte giver bedre understtning til dugterne end et fiberhjerte,
hvorfor risikoen for fladtrykning er mindre p et stltov med stlhjerte. Dugter med tykke og f trde har strre modstand mod fladtrykning/knusning. Desuden har et 6-slet stltov strre knusningsmodstand end et 8-slet (se ogs fig. 27).
Vibrationsudmattelsesstyrke
Vibrationer, hvor end de kommer fra, sender chokblger gennem og
absorberes af stltovet, hvorved der er mulighed for lokalt at delgge stltovet (ikke ndvendigvis udvendigt p stltovet). Der er
her tale om steder, hvor f.eks. stltovet har kontakt med en
skive/blok eller gr ind p spiltromlen eller ved fastgrelsen.

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10-13

Abrasion resistance
Steel wire ropes with thick outer wires (e.g. 6x7 Standard or 6x19
Seale) provide good abrasion resistance. Lang lay ropes provide better abrasion resistance than regular lay steel wire ropes (see also fig.
27). Abrasion resistance can also be increased by using wires with
greater tensile strength.
Bending fatique resistance
The greater the number of wires in the strand, the greater the bending fatique resistance and flexibility. Lang lay ropes provide better
bending fatique resistance than regular lay steel wire ropes. Bending
fatique resistance can also be increased by using pre-formed steel
wire ropes (see also fig. 28).
Corrosion Resistance
Galvanised and rustproof wires provide excellent protection against
corrosion. Lubrication with special types of grease or oil will also
increase resistance to corrosion. If the steel wire rope is subjected to
significant corrosive influences, it is recommended that strands with
thick outer wires are used.
Elongation
Steel wire ropes with fewer wires (e.g. 1x7 Standard and 1x19
Standard) are subject to the least elongation (have the greatest elasticity modulus). This type of steel wire rope is ideally suited for guy
ropes, but is not suitable to be run over sheaves/blocks. If only a
small degree of elongation when running over sheaves is required,
6x7 or 6x19 steel wire rope should be used, in each case with a
steel core or with certain special constructions. For larger dimensions, 6x36 steel wire rope with a steel core can also be used.
Rotation Resistance
Standard 6-lay and 8-lay steel wire ropes will rotate when they hang
free and carry a load. Regular lay steel wire rope provides greater
resistance to rotation than lang lay steel wire rope. A steel wire rope
with a steel core rotates less than a steel wire rope with a fibre core.
The type of rope that provides greatest resistance to rotation is, as
the name suggests, low-rotation and rotation-resistant steel wire rope
(special constructions, see also section 3:"Low-Rotation and
Rotation-Resistant Steel Wire Rope").
Crushing resistance
A steel core provides better support for the strands than a fibre core,
which is why the risk of flattening is less in a steel wire rope with a
steel core. Strands with fewer, thicker wires have greater resistance
to flattening/crushing. Also, a 6-lay steel wire rope has greater crushing resistance than an 8-lay rope (see also fig. 28).
Vibration resistance
Vibrations, from wherever they might come, send shock waves
through the steel wire rope, which will be absorbed by the steel wire
rope at some point, and in some cases they may cause localised
destruction of the steel wire rope (not necessarily on the outside).

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TEKNISK INFORMATION
Generelt har stltove med strst fleksibilitet ogs strst vibrationudmattelsesstyrke.
Pulsationsudmattelsesstyrke
Vekslende trk i et stltov vil nedstte levetiden p stltovet, dog
afhngigt af kraften og frekvensen.

10-14

This may, for example, be at places where the steel wire rope comes
into contact with a sheaf/block, or enters the drum, and by the end
terminals.
In general, those steel wire ropes with the greatest flexibility also
have the greatest vibration resistance.

Generelt kan stltove med strst fleksibilitet bedre optage den pulsePulsation resistance
rende belastning. Man br vre meget opmrksom p, hvilke endeChanges in the tension of a steel wire rope, depending on the size
terminaler eller fittings der anvendes, idet disses pulsationsudmatteland frequency, will reduce the rope's life expectancy.
sesstyrke er lige s vigtige som valget af det rette stltov.
Fig. 28

Abrasion resistance, crushing resistance, tensile strength and bending fatique resistance of various steel wire ropes
Forskellige stltovs slidstyrke, knusningsmodstandsevne, brudstyrke,
bjningsudmattelsesstyrke
Krydsslet eller Lang's Patent
Lang's Patent stltove er den stltovstype, der bedst kan tle at kre
over skiver samt har den bedste slidstyrke. Men for at kunne anvende et Lang's Patent stltov krves tre ting:
Stltovet skal vre lst i begge ender, da det ellers vil dreje op.
Stltovet har nsten ingen modstand mod opdrejning.
Stltovet m kun kre op i t lag p spiltromlen, da det ellers let
delgger sig selv.
Stltovet m ikke kre over sm skiver, da konstruktionen herved
kommer i ubalance.

Fig. 29

In general, steel wire ropes with the greatest flexibility can cope better with intermittent loading. Great care should be taken in the use of
end terminals or fittings, as their pulsation resistance is equally as
important as the selection of the right steel wire rope.
Regular Lay or Lang Lay
Lang lay steel wire ropes are the ones most suited to running over
sheaves and are the most durable, but if they are to be used, three
things must be observed:
- Lang lay steel wire ropes must be secured at both ends, otherwise
the rope will rotate. The steel wire rope has no resistance to
rotation.
Lang lay steel wire ropes may only be reeled on to the drum in a
single layer, as they can easily destroy themselves.
Lang lay steel wire ropes may not run over small sheaves, as the
construction will become unbalanced.

Wear marks on a regular lay (on the left) and a Lang lay (on the right) steel wire rope respectively

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TEKNISK INFORMATION
Lang's Patent stltoves gode slid- og bjeegenskaber skyldes, at trdene pvirkes/belastes anderledes og har en strre breflade end
krydsslede stltove (se fig. 29).
Slidmrker p henholdsvis krydsslet (til venstre) og Lang's Patent
(til hjre) stltov

10-15

The reason for Lang lay steel wire ropes' excellent qualities of abrasion resistance and pliability is that the wires are affected/loaded in a
different way and have a larger load-bearing surface than a regular
lay steel wire rope (see fig. 29).
Note that the largest wearing surface is on the Lang lay steel wire
rope.

Den strste slidflade er p Lang's Patent slet stltov.


6. BESTILLING AF STLTOVE

6. ORDERING STEEL WIRE ROPE

Ved bestilling af stltove er det vigtigt at gre beskrivelsen af stltovet s njagtig som mulig. En korrekt bestilling br indeholde flgende:

When ordering steel wire rope, it is important to describe the steel


wire rope as accurately as possible.
A correct order should contain the following information:
Description of steel wire rope:

Diameter.
Konstruktion.
Slningsretning.
Slningstype.
Hjerte.
Trdbrudstyrke og/eller stltovets brudstyrke.
Trd overfladebeskyttelse (galvaniseret/ugalvaniseret).
Indfedtningstype.
Lngde.
Specielle tolerancekrav.
Antal enheder.
Bearbejdning af stltovsenderne (endebefstigelser).
Emballage (kvejl, kryds, tromler mm.).

Diameter.
Construction.
Direction of lay.
Type of lay.
Core.
Wire tensile strength.
Surface protection of wire (galvanised/ungalvanised)
Type of lubrication.
Length.
Quantity.
Processing of steel wire rope ends (end fittings).
Packaging (coil, crosses, reels, etc.).

Kontakt os, hvis du er i tvivl om, hvilken type stltov der skal anvendes.

If you are in any doubt as to the type of steel wire rope to be used,
please contact us and we will try to find the best solution.

Hvis slningsretning og/eller specifik hjertetype ikke er aftalt mellem


kunde og Randers Reb, leverer Randers Reb et kryds hjreslet
stltov med en hjertetype, der er standard for Randers Reb. Typen
vil fremg af ordrebekrftelsen.

If the direction of lay and/or specific type of core is not agreed between the customer and Randers Reb, Randers Reb will supply a
right hand regular lay steel wire rope with a core type that is standard for Randers Reb. This will be indicated on the order confirmation form.

7. STLTOVSTOLERANCER
7. STEEL WIRE ROPE TOLERANCES
Lngdetolerancer
Indtil 400 m:
Over 400 m og til og med 1.000 m:
Over 1.000 m:

- 0 + 5%.
- 0 + 20 m.
- 0 + 2%.

Hvor der krves mindre lngdetolerancer, skal dette specificeres i


ordren.

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Length Tolerances
Up to 400 m:
Over 400 m up to and including 1,000 m:
Over 1,000 m:

- 0 + 5%
- 0 + 20 m
- 0 + 2%

For steel wire ropes requiring smaller length tolerances, agreement


must be reached between the customer and Fyns Kran Udstyr.

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Side 16

TEKNISK INFORMATION
Dimensionstolerancer og ovalitet

Tabel 3

10-16

Dimension tolerances and ovalness

Dimensionstolerancer og ovalitet p stltove


Dimension tolerances and ovalness of steel wire ropes

Ovenstende er gldende, hvis intet andet er aftalt mellem kunde


og Fyns Kran Udstyr eller angivet p datablad. Vrdierne er baseret
p et forslag til EN-norm. Randers Reb arbejder i jeblikket p at tilpasse alle stltove dette forslag.
Mling af stltovsdimension og ovalitet se afsnittet "Kontrol af dimensionen".
Vgttolerancer
De i katalogbladene angivne vgte er teoretiske vrdier.
Vgttolerancen er ca. +/- 5%.

NB: The above figures apply unless otherwise agreed between the
customer and Fyns Kran udstyr, or otherwise specified on a data
sheet. The values are based on a proposed EN standard. Randers
Reb is currently working on adapting all steel wire ropes to conform
to this proposal.
Measurement of steel wire rope dimension and ovalness. (See section:"Inspection of Dimensions").
Weight Tolerances
The weights mentioned in the catalogue are theoretical values. The
weight tolerance is approx. 5%.

8. HNDTERING OG INDKRING
8. HANDLING, INSPECTION AND INSTALLATION
Modtagelse, kontrol og opbevaring
Ved modtagelsen kontrolleres om produktet svarer til det bestilte.
Hvis stltovet ikke skal anvendes med det samme, skal stltovet
opbevares trt. Ved lngere tids opbevaring skal man ind imellem
kontrollere, om stltovet skal eftersmres (se ogs afsnittet
"Vedligeholdelse af stltovet").
Kontrol af dimensionen
Inden installeringen skal dimensionen p stltovet kontrolleres og
dimensionen skal passe til det udstyr, som stltovet skal anvendes i
(se ogs afsnittet "Dimensionstolerancer og ovalitet").
Korrekt mling af dimensionen (ISO 3178) foretages med skydelre,

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Receiving, Inspection and Storage


On receipt the product should be inspected to confirm that it corresponds to the one ordered. If the steel wire rope is not to be used
immediately, it must be stored in a dry place. If it is to be stored for a
longer period, it must be checked regularly to determine whether it
requires lubrication (see also section: "Maintenance of Steel Wire
Rope").
Inspection of Dimensions
It is important that the steel wire rope's dimension is checked before
installation, and that it is checked that the dimension matches the
equipment with which the steel wire rope is to be used (see also section 7: "Dimension Tolerances and Ovalness").

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Side 17

TEKNISK INFORMATION
der er forsynet med brede kber, der skal dkke over mindst to
dugter (se fig. 31).
Mlingen foretages to steder
med mindst en meters afstand
p et lige stykke uden belastning.
Hvert sted foretages to mlinger
90 forskudt. Gennemsnittet af
disse fire mlinger angiver diameteren p stltovet. Stltovets
ovalitet er strste forskel mellem
de fire mlinger angivet som %
af stltovets nominelle diameter.

Fig. 31

Correct measurement of dimensions (ISO 3178) is undertaken with a


calliper gauge equipped with a broad enough jaw to cover at least
two strands (see fig. 31).

Korrekt udstyr og mling af stltov


Correct equipment and measurement of steel wire rope

Kontrol af fringsudstyr
Inden stltovet monteres, er det
vigtigt at sikre sig, at alle dele, som stltovet kommer i kontakt med,
er i orden og passer til stltovet. Ting som f.eks.:
Spiltromle.
Afstand mellem spiltromle og frste skive/ledeskive.
Styreruller.
Skiver.
Hvis udstyret ikke er i orden, er der stor risiko for, at stltovet fr et
unormalt stort slid og derved en kort levetid.
Spiltromle
Undersg om tromledimensionen og eventuelle tovriller passer til
stltovet samt standen af tromlen.
Randers Reb anbefaler, at korrekte riller p tromlen skal have flgende udseende (se fig. 32):
B = rillediameter = 1,06 x d.
A = stigningen p rillesporet = 1,08 x d.
C = rilledybden = 0,30 x d.
R = topradius = ca. 0,15 x d.

Inspection of Guidance Equipment


Before the steel wire rope is fitted, it is important to ensure that all
parts that will come into contact with the steel wire rope are in good
condition and match the steel wire rope, e.g.:
Drum.
Distance between drum and first sheaf or lead sheaf.
Guide roll.
Sheaves.
If the equipment is not suitable, there is a significant risk that the
steel wire rope will suffer unusually great wear and tear and will thus
have a shorter life expectancy.
Drum
Check that the drum dimensions and possible rope grooves match
the steel wire rope, and check the condition of the drum.

B = diameter of groove = 1.06 x d


A = elevation of groove = 1.08 x d
C = depth of groove = 0.30 x d
R = upper radius = approx. 0.15 x d

Hvis tovrillerne ikke passer til stltovet, fr stltovet et


unormalt stort slid og der tilfres spndinger.

Fig. 32

where d = steel wire rope's nominal diameter


If the rope grooves do not match the steel wire rope,
the rope will suffer unusually high wear and tear,
stresses will be introduced and the grooves will have
to be repaired.

Vr opmrksom p, at der ofte stilles specielle


krav til tromlediameter m.m. i normer og standarder.
Levetiden p stltovet er bl.a. meget afhngig af
dimensionen p tromlen. Desto strre tromle,
desto lngere levetid (se ogs afsnittet "Skiver og
blokke").

Jan 2002

The measurement is undertaken at two


places at least one metre apart on a
straight section without any load. At each
place two measurements are made at 90
angles. The average of these four measurements defines the diameter of the steel
wire rope. The degree of ovalness in the
steel wire rope is the greatest difference
between the four measurements, expressed as a percentage of the nominal diameter of the steel wire rope.

Randers Reb recommends that correct rope grooves are as follows:

hvor d = stltovets nominelle diameter.

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10-17

Please note that norms and standards often impose


special requirements in respect of drum diameters,
etc.
The steel wire rope's life expectancy depends to a
great extent on the drum's dimensions, among other things. The larger the drum, the longer the life expectancy (see also section 6:
"Sheaves/Blocks").

Rope grooves on the drum

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TEKNISK INFORMATION

10-18

Afstand mellem spiltromle og frste skive/ledeskive


Distance between Drum and First Sheaf or Lead Sheaf
Afstanden fra spillet til den frste skive eller ledeskive har betydning
The distance from the winch to the first sheaf is of importance for the
for ensartetheden af opspolingen samt utilsigtet tilfrsel af spndingconsistency of the winding process.
er i stltovet.
Fig. 33
Randers Reb recommends that
Randers Reb anbefaler, at
afstanden L eller indlbsvinklen
b skal vre (se fig. 33):

the distance L or the fleet angle


should be:

For tromler uden sporriller:


Lmax = 115 x tromlebredde.

- For drums without rope


grooves:
Lmin = 115 x drum width.

Lmin = 15 x tromlebredde.
For tromler med sporriller :
Lmax = 115 x tromlebredde.

Lmax = 15 x drum width.


- For drums with rope grooves
Lmin = 115 x drum width.

Lmin = 20 x tromlebredde.

Distance between drum and lead sheaf (L), and fleet angle ()

(115 x tromlebredde ~ b = 0,25, 15 x tromlebredde ~ b = 2 og 20 x


tromlebredde ~ b = 1,5).
Hvis afstanden ikke passer, fr stltovet et unormalt stort slid, hvorfor
afstanden skal ndres.
Styreruller
Undersg om styreruller er slidt, f.eks. p spillet. Hvis de er, fr stltovet et unormalt stort slid, hvorfor styrerullen skal udskiftes eller
repareres.
Hvis styrerullen repareres ved svejsning, skal man srge for, at hrdheden p svejsematerialet er ca. 300 Brinel, sledes at man f sliddet p styrerullen i stedet for p stltovet.
Skiver/blokke
Undersg om skivediameteren og skivespor passer til stltovet.
Desuden skal skiverne let kunne dreje.
Nr et stltov bjes over f.eks. en skive, opstr der nogle ret komplicerede spndinger (kombination af bje-, trk- og trykspndinger) i
trdene. De strste spndinger forekommer i de trde, der ligger
lngst vk fra stltovets bjningscenter. Efter gentagede bjninger
vil der opst udmattelsesbrud i disse trde.
Hvornr der opstr udmattelsesbrud i trdene afhnger bl.a. af konstruktionen, belastningen samt hvor store skiverne er. Nedenstende
kurve (fig. 34) viser skiveforholdet DSk/d (skivediameter/stltovsdiameter) indflydelse p stltovets levetid for forskellige stltovskonstruktioner.

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Lmax = 20 x drum width.

(115 x drum width ~ = 0.25, 15 x drum width ~ = 2, and 20 x


drum width ~ = 1.5).
If the distance does not match these figures, the steel wire rope will
be subject to unusually significant wear and tear; the distance should
therefore be changed.
Guide Rolls
Check whether the guide rolls, e.g. those on the winch, are worn. If
they are, the steel wire rope will be subject to unusually significant
wear and tear; the guide rolls should therefore be replaced or repaired.
If the guide roll is repaired by welding, care should be taken to ensure that the hardness of the welding material is approx. 300 Brinel,
and that it is the guide roll that is worn, and not the steel wire rope.
Sheaves/Blocks
Check that the sheaf diameter and sheaf groove match the steel wire
rope. The sheaves must also be able to turn freely.
When a steel wire rope is fed over e.g. a sheaf and bends, certain
complex tensions (a combination of bending, tensile and compression stress) are generated in the wires. The greatest tensions occur
in the wires furthest away from the steel wire rope's bending centre.
After repeated bends, stress failure will occur in these wires.
The steel wire rope construction and the size of the sheaves are
decisive in determining when wire fracture occurs. The curve below
shows the influence of the D/d ratio (sheaf diameter/nominal steel
wire rope diameter) on the life expectancy of steel wire rope of different types.

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Side 19

TEKNISK INFORMATION

10-19

Levetidsfaktor

Fig. 34

Skiveforholdet DSk/d

Stltovets levetid som funktion af skiveforholdet DSk/d


(skivediameter/stltovsdiameter) for div. konstruktioner

Life expectancy of steel wire rope of different types expressed as


a function of the D/d ratio (sheaf diameter/steel wire rope diameter

Vr opmrksom p, at der ofte stilles specielle krav til skive-/tromlediameter i normer og standarder. Hvis dette ikke er tilfldet, anbefales minimum DSk/d = 25 for 6x7 stltovsklassen og minimum DSk/d
= 20 for 6x19 og 6x36 stltovsklasserne.

Please note that norms and standards often impose special requirements in respect of sheaf/drum diameters. If this is not the case, a
minimum D/d = 25 is recommended for 6x7 steel wire ropes, and a
minimum D/d = 20 for 6x19 and 6x36.

Hvis det er muligt, skal man undg S-bjning dvs. fra f.eks. underside p n skive til overside p den nste skive. S-bjning giver tidligere udmattelsesbrud, hvorfor skiveforholdet (se nedenfor) br ges
med mindst 25% i forhold til samme retningsndring. Problemet er
specielt stort, nr skiverne er tt p hinanden.

If at all possible, S-bends (where the steel wire rope runs from the
lower side of one sheaf to the upper side of the next) should be avoided. Such bends result in premature damage. The sheaf ratio (see
below) should thus be increased by at least 25% in relation to the
same change of direction. The problem is particularly great when the
sheaves are placed close to each other.

Sporet i skiven har ogs stor indflydelse p levetiden af stltovet. Sporet m hverken vre for stort eller for lille - sporet Fig. 35

The groove in the sheaf also has a significant influence on the steel
wire rope's life expectancy. The groove must be neither too large nor

Correct groove diameter

Groove diameter too small


Fig. 36

skal passe til stltovsdimensionen (se fig. 35).

too small - the groove must match the steel wire


rope's dimensions.

Randers Reb anbefaler, at et korrekt skivespor


understtter stltovet p ca. 1/3 af omkredsen
(~ 120) og har en spordiameter p DSp =
1,06 x stltovets nominelle diameter (se fig.
36). Spordiameteren m under ingen omstndigheder vre under aktuel stltovsdiameter.
Correct figure of groove in sheave

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Groove diameter too large

Randers Reb recommends that a correct sheaf groove should support approx. 1/3 of the circumference
of the steel wire rope (~120 C) and have a groove
diameter of Dsp = 1.06 x the steel wire rope's nominal diameter (see fig. 36). The groove diameter may
under no circumstances be less than the relevant
steel wire rope's diameter.

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Side 20

TEKNISK INFORMATION
Nedenstende kurve (fig. 37) viser sporforholdet DSp/d (spordiameter/stltovsdiameter) indflydelse p stltovets levetid.
Inspicr lbende skiver/blokke for
bl.a. slidte lejer, slidte skivespor og
slid p kanter. Hvis disse forhold
ikke er optimale, slides stltovet
unormalt hurtigt, og stltovet tilfres spndinger. Defekte
skiver/blokke skal udskiftes eller
repareres omgende.
Hvis sporet repareres ved svejsning, anbefaler Randers Reb, at
hrdheden p svejsematerialet er
ca. 300 Brinel, sledes at man fr
sliddet p skiven i stedet for p
stltovet.

Fig. 37

The curve in the diagram below indicates the effect of the D/d ratio
(sheaf diameter/steel wire rope diameter) on the steel wire rope's life
expectancy.
Always check whether the sheaf
groove is worn at the base and
along the edges. If it is not, the
steel wire rope will be subject to
unusually significant wear and
tear and stresses will be introduced into the rope. Defect sheaves/blocks should therefore be
replaced or repaired immediately.

Life expectancy as a function of the Dsp/d ratio


(sheaf diameter/steel wire rope diameter)

Strrelsen af stltovets anlgsvinkel a (vinkelndring) p skiven har


ogs indflydelse p stltovets levetid (se fig. 38).
Fig. 38

10-20

If the groove is repaired by welding, Randers Reb recommends


that the hardness of the welding
material is approx. 300 Brinel, so
that it is the sheaf that is worn,
and not the steel wire rope.

The size of the steel wire rope's contact angle a (angle change) on
the sheaf also has an effect on the steel wire rope's life expectancy
(see fig. 38).

Life expectancy as a function of the contact angle a

Hvis det er ndvendigt at ndre retningen p stltovet, anbefaler


Randers Reb at undg retningsndringer mellem 5 og 45.

If the steel wire rope has to change direction, Randers Reb recommends avoiding changes in direction between 5 and 45.

Installering af stltovet
Randers Reb stltove er fremstillet p en sdan mde, at de i ubelastet tilstand er spndingsfrie. Stltovet leveres enten p tromler
eller i kvejl. For at undg at tilfre stltovet spndinger og kinker
under installationen, er det ndvendigt at anbringe tromlen/kvejlen
p en drejeskive eller i en buk. Hvis dette ikke er muligt, kan stltovet rulles ud p jorden, mens stltovsenden fastholdes (se fig. 39).

Installation of Steel Wire Rope


Steel wire rope from Randers Reb is produced in such a way that in
an unloaded state it is tension-free. The steel wire rope is supplied
either on reels or in coils. To avoid creating tension or kinks in the
steel wire rope during installation, it is necessary to place the
coil/reel on a revolving platform, or as shown in fig. 39. If this is not
possible, the steel wire rope can be rolled out on the ground while
the end of the rope is held in place.

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Side 21

TEKNISK INFORMATION

10-21

Fig. 39

Correct ways to remove steel wire rope from a coil or reel


Husk at sikre stltovsenden mod opdrejning uanset om stltovet er
formlagt eller ej. Dette kan f.eks. gres ved overbrnding (tilspidsning), psvejsning af trkje eller omvikling med stltrd/jernbindsel
(se ogs afsnittet "Kapning og takling af stltov").

Remember to secure the end of the steel wire rope against opening,
regardless of whether or not it is pre-formed. This can be done by
such means as tapered and welded ends, beckets, or seizing with
soft or annealed wire or strand (see also section 6: "Cutting and
Seizing of Steel Wire Ropes").

Under afspolingen m stltovet ikke:


During the unwinding of the steel wire rope, it must not:
P nogen mde aftages over kanten p tromlen eller tages fra en
kvejl, der ligger p jorden, idet der herved opstr kinker p stltovet
(se fig. 40).
Slbes hen over en hrd overflade, der kan beskadige trdene.
Trkkes gennem jord, sand og grus, idet slidpartikler vil fstne
sig til den fedtede stltovsoverflade.

In any way pass over the edge of the reel or be taken from a coil
on the ground, as this will create kinks in the steel wire rope (see fig.
40).
Be dragged over a hard surface that can damage the wires.
Be dragged through earth, sand or gravel, as abrasive particles will
attach themselves to the greased surface of the steel wire rope.
Fig. 40

Incorrect ways to remove steel wire rope from a coil or reel

Spoling fra tromle til spiltromle


Nr stltovet under installeringen krer direkte fra tromle til spiltromle, skal man sikre sig, at aflbstromlen lber samme vej som optagertromlen (se fig. 41).
Fig. 41
Hvis det gres forkert, tilfCorrect
res stltovet spndinger.

Winding from Reel to Drum


During installation, when the steel wire rope is running directly from
the reel to the drum, care must be taken to ensure that the reel is
running in the same direction as the drum.
Incorrect

If this is done incorrectly, the steel


wire rope is subjected to tension.

For at opn en problemls


In order to achieve problem-free
opspoling ved flerlagswinding in multi-layer winding, it is
opspoling er det af stor vigextremely important that that the
tighed, at stltovet kres op
steel wire rope is under tension
p tromlen med forspnwhen applied to the drum. If the
ding. Hvis lagene er for lse,
layers are too loose, the upper
Correct/incorrect winding from Reel to drum
kan ovenliggende lag under
layers can damage or cut into the
belastning trkke/skre sig
layers below when tension is applined i underliggende lag, hvorved stltovet delgges. Stltovet skal
ed, resulting in damage to the steel wire rope. The rope must be
kres p tromlen med minimum 2% af stltovets brudstyrke.
wound onto the drum at a tension corresponding to at least 2% of
the tensile strength of the rope.

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Side 22

TEKNISK INFORMATION
Afbremsningen af aftagertromlen kan gres p flere mder (se af fig.
42). Man m under ingen omstndigheder forsge at klemme stltovet mellem to trplader, idet stltovet herved bliver varigt delagt.

10-22

Braking of the drum can be done in several ways (see fig. 42).
Please note: Steel wire rope should never be pressed between two
wooden plates, as this will result in permanent damage to the rope.

Fig. 42
Correct

Correct

Incorrect

Examples of correct/incorrect ways to brake a reel


Korrekt montering p spiltromlen
Nedenstende figur (fig. 43) illustrerer korrekt fastgrelse og opspoling p spiltromlen af henholdsvis hjre- og venstreslet stltov.

Correct Fitting to Drum


Fig. 43 below illustrates the correct way of installing and winding on
to the drum for right and left hand laid steel wire rope respectively.

Fig. 43

Kapning og takling af stltov


Forudsat at stltovet ikke brndes over (tilspidses), anbefaler
Randers Reb, at stltovet takles inden kapning. Flgende metode til
takling skal anvendes (se fig. 44):

Cutting and Seizing of Steel Wire Rope


Randers Reb recommends that, as long as the steel wire rope does
not have welded ends, it has to be seized before being cut. The following seizing method must be used:
Fig. 44

Rotationssvage/-frie stltove
skal mindst have fire taklinger
p hver side af kappestedet.

Please note that low-rotation and rotation-resistant


steel wire ropes must have
at least four seizings on
each side of the cutting
point.

Correct cutting and seizing of steel wire rope

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Side 23

TEKNISK INFORMATION
Indkring af stltovet
Efter montering af stltovet anbefaler Randers Reb, at stltovet
kres gennem anlgget flere gange under lav hastighed og moderat
belastning (f.eks. 5% af brudstyrken). Herved tilpasser stltovet sig
gradvist de nye forhold. Dugterne stter sig, stltovet forlnger sig.
Desuden formindskes diameteren lidt, da dugterne og hjertet presses
sammen. Stltovet vil sledes vre mindre udsat for skader, nr
maksimal belastning anvendes. Den tid, der benyttes til indkringen
af stltovet, bliver tjent ind igen mange gange, idet stltovet fr
lngere levetid.
Vedligeholdelse af fringsudstyr
Ordentlig vedligeholdelse af udstyret, som stltovet har kontakt med,
har stor betydning for stltovets levetid. Slidte skivespor, styreruller
mm., skve skiver og fastsiddende lejer resulterer bl.a. i chokbelastning og vibrationer i stltovet, hvilket har en delggende effekt p
stltovet med unormalt slid og udmattelse til flge.
Udstyr, som stltovet har kontakt med, skal inspiceres regelmssigt.
Hvis udstyret ikke er i orden, skal det omgende udskiftes evt. repareres. Ved reparation af fringsudstyret ved svejsning skal man
srge for, at hrdheden p svejsematerialet er ca. 300 Brinel, sledes at man fr sliddet p fringsudstyret i stedet for p stltovet (se
ogs afsnittet "Kontrol af fringsudstyr").
9. KONTROL OG VEDLIGEHOLDELSE
Vedligeholdelse af stltovet
Den olie/fedt, som stltovet tilfres under fremstillingen, beskytter
kun stltovet under opbevaringen og den frste tids brug. Stltovet
skal derfor eftersmres regelmssigt.
Ordentlig eftersmring er meget vigtig for stltovet levetid, idet smringen har til forml dels at beskytte stltovet mod rust, dels at reducere friktionen mellem trdene og dugterne i stltovet. Desuden nedsttes friktionen mellem stltovet og de flader, som stltovet berrer.
Smremidlet, der skal anvendes til eftersmringen, skal vre fri for
syrer og m ikke have skadelig indvirkning p hverken stltrde
og/eller fiberhjertet samt milj. Smremidlet skal have en konsistens
som gr, at smremidlet trnger ind i hjertet og dugten. Stltovet
skal rengres fr eftersmringen.
For opnelse af maksimal eftersmring skal smremidlet pfres
under krsel og ved en skive eller p tromlen, idet stltovet her vil
bne sig. Smremidlet kan herved lettere trnge ind.
Randers Reb har udviklet en speciel eftersmringsolie - Randers
WIRE OLIE type 01- der tilfredsstiller de specielle krav, der stilles til
eftersmring af stltove. Olien har en god indtrngnings- og smreevne. Desuden er olien vandfortrngende og tilsat additiver, der er
rustoplsende og stopper yderligere rustdannelse under lagring og
brug.

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10-23

Running in Steel Wire Rope


After the steel wire rope has been installed, Randers Reb recommends that it is run through the system several times at low speed
and moderate loading (e.g. 5% of tensile strength). In this way the
steel wire rope will gradually become accustomed to the new conditions. The strands will settle, the steel wire rope will lengthen and the
diameter will decrease a little due to the fact that the strands and the
core are compressed. The steel wire rope will thus be less susceptible to damage when maximum load is applied. The time spent "running-in" the steel wire rope will be earned many time over, as the
steel wire rope will thus have a longer life expectancy.
Maintenance of Guidance Equipment
Thorough maintenance of the equipment that the steel wire rope will
come into contact with is of great significance for the steel wire rope's life expectancy. Worn sheaf grooves, guide rolls, etc., crooked
sheaves and jammed bearings all result in such effects as shock
load and vibrations in the steel wire rope, which have a destructive
effect on the steel wire rope, resulting in exaggerated wear and tear
and fatigue.
Equipment that the steel wire rope comes into contact with must be
inspected regularly. If there is a problem with the equipment, it must
be replaced or repaired immediately. If the guidance equipment is
repaired by welding, care should be taken to ensure that hardness of
the welding material is approx. 300 Brinel, so that it is the sheaf that
is worn, and not the steel wire rope (see also section 6: "Inspection
of Guidance Equipment").
9. INSPECTION AND MAINTENANCE
Maintenance of Steel Wire Rope
The oil/grease that is added to the steel wire rope during production
is only sufficient to protect the steel wire rope during the storage
period and initial use. The steel wire rope must be lubricated regularly.
Thorough lubrication is extremely important for the steel wire rope's
life expectancy, as the purpose of lubrication is partly to protect the
steel wire rope against rust, and partly to reduce friction between the
wires and the strands in the steel wire rope. Friction is also thereby
reduced between the steel wire rope and the surfaces with which it
comes into contact.
The lubricant used must be free of acids and must not have a
destructive effect on the steel wires, the fibre core and the environment. The lubricant must have a consistency that enables it to penetrate the core and the strands. The steel wire rope must be cleaned
before lubrication.
To achieve maximum lubrication effect, the lubricant should be applied during operation, at a sheaf or on the drum, as this is where the
steel wire rope opens up and makes it easier for the lubricant to
penetrate.

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Side 24

TEKNISK INFORMATION
Olien kan let pfres med pensel.
Se ogs vort Produktinformation's blad "Smring og vedligeholdelse
af stltove".
Kontrol af stltovet
Flgende er en vejledning p mulige kontrolpunkter i forbindelse
med inspektion/kontrol af et stltov - ikke en komplet manual eller
erstatning for krav angivet i tilhrende normer og standarder.
Slid
Stltovet skal udskiftes,, nr den nominelle diameter er reduceret
med 10%.
Forlngelse
Alle stltove forlnger sig ved belastning (se ogs afsnittet
"Stltovsforlngelse"). Stltovets forlngelse over levetiden kan
opdeles i tre faser.
Fase 1: Under den frste tids brug forlnger det nye stltov sig
helt naturligt. Dels p.g.a. belastningen, dels p.g.a. at stltovet stter sig.
Fase 2: Nr stltovet har sat sig. Under det meste af sin levetid for
lnger stltovet sig ikke ret meget. Forlngelsen under denne fase
skyldes primrt slid.
Fase 3: Under denne fase nedbrydes stltovet hurtigt og forlnger
sig uden yderligere pvirkning, hvilket bl.a. skyldes fremskredent
slid. Stltovet skal udskiftes omgende.
Reduktion af dimensionen
Enhver mrkbar reduktion af stltovsdimensionen i forhold til den
oprindelige dimension indikerer nedbrydelse af stltovet.
Reduktionen kan bl.a. skyldes:
Udvendigt/indvendigt slid.
Sammenklemning af dugt og/eller hjerte.
Udvendig/indvendig rustdannelse.
Forlngelse.

10-24

Randers Reb has developed a special lubricating oil, Randers WIRE


OIL Type 01, which satisfies the special requirements for lubrication
of steel wire ropes. The oil has excellent penetrative and lubrication
qualities. It is also water-resistant and contains additives that dissolve rust and prevent further formation of rust during storage and
operation. The oil is easily applied with a brush.
See also our Product Information leaflet, "Lubrication and
Maintenance of Steel Wire Ropes".
Inspection of Steel Wire Rope
The following guidelines cover possible points that should be checked in conjunction with the inspection of steel wire rope. This is not a
complete manual, nor is it an alternative to the relevant norms and
standards.
Wear and Tear
As a rule, a steel wire rope should be replaced when the outer wires
are worn down to 1/3 of the original wire dimension.
Elongation
All steel wire ropes become elongated when loaded (see also section 9: "Steel Wire Rope Elongation"). The elongation of a steel wire
rope during its lifetime can be divided into three phases:
- Phase 1: The new steel wire rope becomes longer quite naturally
during its initial period of use. This partly because of the loading,
and partly because the steel wire rope settles.
- Phase 2: When the steel wire rope has settled and for most of its
lifetime, the steel wire rope does not become much
longer.Elongation during this phase is mainly due to wear.
- Phase 3: The steel wire rope suddenly becomes longer very
quickly. This means that the steel wire rope is deteriorating rapidly
due to such causes as advanced wear and fatigue. The steel wire
rope must be replaced immediately.
Reduction of Dimensions
Every noticeable reduction of the steel wire rope's dimensions in
comparison with its original dimensions indicates a deterioration in
the steel wire rope. The reduction may be due to such causes as:

Rust
Rust er mindst lige s vigtig en faktor som slid i forbindelse med vurderingen af stltovets stand. Rust stammer normalt fra drlig vedligeholdelse af stltovet og bevirker hurtigere udmattelse af trdene
(skrhed/revnedannelse).
Kinker
Kinker forrsager permanent delggelse af stltovet. Kinker dannes pga. udtrkning af lkker.
Stltovet skal udskiftes omgende.

- External/internal wear and tear.


- Compression of strands and/or core.
- External/internal formation of rust.
- Elongation.
Rust
Rust is just as important a factor as wear and tear in terms of evaluating the steel wire rope's condition. Rust is normally caused by poor
maintenance of the steel wire rope and promotes quicker fatigue in
the wires (fragility/creation of cracks).
Kinks
Kinks cause permanent damage to the steel wire rope. Kinks are formed due to extraction of loops.
The steel wire rope must be replaced immediately.

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Side 25

TEKNISK INFORMATION
Fuglerede
En fuglerede (dugterne rejser sig samme sted) opstr bl.a., hvis stltovet f.eks. er tilfrt torsion (drejet op), oplever pludselig aflastning,
kres gennem for sm skivespor og/eller spoles op p for lille tromle
(fig. 44).

Bird's Nest
A "bird's nest" (the strands rising in the same place) is created by
such actions as the steel wire rope being subjected to torsion (rotated), sudden unloading, running through sheaf grooves that are too
small and/or winding on a drum that is too small.

Fig. 44

Stltovet skal udskiftes omgende.

10-25

The steel wire rope must be replaced immediately.

Lokalt slid/delggelse
Lokalt slid p stltovet skyldes som oftest drlig
spoling. Alle fittings og splejsninger skal undersges for slid eller trdbrud, lse eller knkkede
dugter, slid eller revner p/i fittings mm.

Local Wear and Tear/Damage


Local wear and tear is most often caused by poor
winding. All fittings and splicings must also be
inspected for wear or broken wires, loose or split
strands, wear or cracks in fittings, etc.

Brandskader
Efter brand eller pvirkning af hje temperaturer
kan der opst metalskader, tab af olie/fedt og
delggelse af stl- eller fiberhjerte mm.

Fire Damage
After a fire or exposure to high temperatures,
metal damage, loss of oil/grease and destruction of
fibre core, etc., may occur.

Bird's nests

Stltovet skal udskiftes omgende.

The steel wire rope must be replaced immediately.

Hjertet kommer ud mellem dugterne


Uafhngigt af rsagen til at hjertet kommer ud mellem dugterne,
skal stltovet udskiftes omgende.

Core Protruding between the Strands


Regardless of the cause of the core protruding between the strands,
the steel wire rope must be replaced immediately.

Trdbrud
Trdbrud kan opst af mange forskellige rsager. Nogle alvorlige,
andre ubetydelige.

Wire Fracture
A wire fracture may result from many different causes, some serious,
others insignificant.

Hvis trdbruddene er alvorlige, skal stltovet udskiftes omgende.

If the wire fractures are serious, the steel wire rope must be replaced
immediately.

Hvis du er i tvivl om, hvorvidt stltovet skal kasseres eller ej, s kontakt din konsulent eller vores tekniske afdeling hurtigst muligt.

If you are in any doubt as to whether the steel wire rope should be
scrapped or not, please contact your local salesman or our Technical
Department as soon as possible.

10. FORLNGELSE OG FORSTRKNING


Stltovsforlngelser
Nr et stltov belastes, forlnger det sig. Forlngelsen bestr af to
typer forlngelser - stningsforlngelse (blivende) og elastisk forlngelse. Forlngelse p.g.a. overbelastning (f.eks. flydning) eller
opdrejning vil ikke blive omtalt.
Stningsforlngelse
Nr et nyt stltov belastes, bliver dugter og hjerte mindre (komprimeres). Desuden klemmer dugterne hrdere p hjertet - konstruktionen
stter sig. Dette medfrer, at stltovsdimensionen bliver lidt mindre,
hvorved stltovet forlnger sig. Denne forlngelse kaldes stningsforlngelse og vedbliver, indtil stltovet flere gange har vret belastet ved normal drift. Hvis stltovet p et senere tidspunkt belastes
med en strre kraft end under normal drift, vil stltovet sandsynligvis
forlnge sig yderligere.

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10. ELONGATION AND PRE-STRETCHING


Steel Wire Rope Elongation
When a steel wire rope is loaded it becomes longer. This elongation
consists of two types of elongation - construction elongation (permanent) and elastic elongation. Elongation due to overloading (yielding)
or due to rotation are not dealt with here.
Constructional Elongation
When a new steel wire rope is subjected to a load, the strands and
the core decrease in size (are compacted). In addition, the strands
are squeezing more tightly around the core. The construction settles.
This means that the steel wire rope's dimension becomes slightly
smaller, causing the steel wire rope to become longer. This elongation is known as constructional elongation and remains in place until
the steel wire rope has been subjected to loads several times in normal operation. If the steel wire rope is at a later date subjected to a

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Side 26

TEKNISK INFORMATION
Stningsforlngelse er afhngig af:

10-26

greater force than that experienced under normal operating conditions, the steel wire rope will probably become a little longer.

Hjertetype.
Stltovskonstruktionen.
Slstigningen.
Materialet.
Belastningen.
Stltove med stlhjerte har mindre stningsforlngelse end stltove
med fiberhjerte. Da stltoves stningsforlngelse er afhngig af
flere faktorer, kan en entydig stningsforlngelse ikke angives.
Tabel 4 er vejledende:
Tabel 4

Constructional elongation is dependent on:


Type of core
Steel wire rope construction
Elevation (the length a strand passes to wrap once around the
core)
Material
Load
Steel wire ropes with steel cores have less constructional elongation
than steel wire ropes with fibre cores.
Since the construction elongation of steel wire
ropes is dependent on a number of factors, it
is not possible to give a clear definition of construction elongation. Table 4 is intended to
provide guidelines.

Guidelines for constructional elongation in steel wire ropes


Elastisk forlngelse (E-modul).
Elastisk forlngelse er ikke kun afhngig af belastningen, men ogs
af konstruktionen, hvorfor stltove ikke flger Young's E-modul. Tabel
5 angiver forskellige stltovskonstruktioners E-modul. Tabellen er
vejledende.

Elastic Elongation (Modulus of elasticity)


Elastic elongation is not only dependent on the load on the steel
wires, but also on the construction, which is why steel wire ropes do
not follow Young's modulus. It is therefore not possible to produce an
unequivocal Modulus of elasticity for steel wire ropes. Table 5 is
intended as a guide only.

Tabel 5

Guidelines for Modulus of elasticity on steel wire ropes

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TEKNISK INFORMATION

10-27

Den elastiske forlngelse p stltovet beregnes ud fra flgende formel:

The elastic elongation in a steel rope is calculated according to the


following formula:

Elastisk forlngelse (mm) = W * L / (E * A),


hvor:
W
=
belastningen
(kp)
L
=
stltovets lngde (mm)
E
=
E-modulet
(kp/mm2)
A
=
stlarealet
(mm2)

Elastic elongation (mm) = W x L / (E x A)


Where
W
=
Load
L
=
Length of steel wire rope
E
=
Modulus of elasticity
A
=
Steel area

Hvis et mere prcist E-modul er ndvendigt, skal man mle E-modulet p det aktuelle stltov.

If a more accurate Modulus of elasticity is required, it must be measured in the actual steel wire rope in question.

Varmeudvidelse
Et stltov ndrer lngde, nr temperaturen ndres.
Lngdendringen beregnes ud fra flgende formel:

Heat Expansion
A steel wire rope will change its length when the temperature changes. Changes in length are according to the following formula:

Lngdendring (m) = a * L * Dt

Change in length (m) = a x L x Dt

hvor:
a = Linere varmeudvidelseskoef. = 11 x 10-6 m/m pr. C i omrdet 0 C til ca. 100 C.
L = Stltovets lngde (m).
Dt = ndring af temperatur ( C).

Where:
a = linear heat expansion coefficient = 11 x 10-6 m/m per C in area
0 to approx. 100 C.
L = Length of steel wire rope (m).
Dt = Change in temperature (C).

Nr temperaturen falder, bliver stltovet kortere. Nr temperaturen


ges, forlnges stltovet.

When the temperature drops, the steel wire rope will become shorter,
whereas it will become longer if the temperature rises.

Forstrkning
Ved forstrkning belastes stltovet indtil flere gange med ca. 45% af
stltovets nominelle brudstyrke, hvorved stltovets stningsforlngelse fjernes.

Pre-stretching
By pre-stretching, the steel wire rope is loaded to approx. 45% of its
nominal tensile strength, during the course of which the steel wire
rope's construction elongation is removed.

Fjernelsen af stningsforlngelse forudstter, at stltovet ikke


yderligere hndteres. Ved yderligere hndtering falder wiren mere
eller mindre tilbage til dens oprindelige form, men forstrkning er i
mange tilflde alligevel en god ting, idet stltovet vsentlig hurtigere stopper sin stningsforlngelse. Dette medfrer, at stltovet ikke
skal efterspndes s mange gange.

The removal of the construction elongation pre-supposes that the


steel wire rope is not subjected to further treatment! If there is further
treatment, the steel wire rope will more or less return to its original
form. However, pre-stretching is in many cases a good idea anyway
as it means that the steel wire rope more rapidly ceases its constructional elongation.

11. ANVENDELSESTEMPERATURER
Maksimum anvendelsestemperatur
Zinken p galvaniserede trde smelter ved 419 C. Ved 300 C
begynder zinken at blive bld.
En opvarmning selv p et relativt kort stykke af wiren til over
300 C - samtidig med at opvarmningen sker et stykke inde i wiren
- bevirker, at wiren kommer i ubalance og evt. lses. Trd-/wirebrud
opstr herefter hurtigere.
Trdenes mekaniske egenskaber, f.eks. brudstyrke og bjestyrke,
ndrer sig ved opvarmning. Opvarmning i f.eks. en time ved 200
C bevirker et fald i trdenes bjestyrke.

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(kp)
(mm)
(kp/mm)
(mm)

However, in many instances pre-stretching can still be beneficial, as


the steel wire rope's constructional elongation will thus be completed
much more quickly. This in turn means that the steel wire rope does
not need to be re-tightened many times.
11. OPERATING TEMPERATURES
Maximum Operating Temperature
Zinc on galvanised wires melts at 419 C. At 300 C the zinc
begins to soften.
If a relatively short piece of cable is heated to more than 300 C,
the heating affects the inside of the wire rope, the wire rope will
become unbalanced and may become locked, causing fractures in
the cable/wires to occur more quickly.

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Side 28

TEKNISK INFORMATION
Et kunstfiberhjerte begynder at blive bldt ved 80 C - 100 C. Et
bldt hjerte bevirker, at understtningen for dugterne forsvinder og
stlwiren kommer i ubalance. Trd-/wirebrud vil hurtigere forekomme.
Sisalhjerter kan tle vsentligt hjere temperaturer end stltov
med kunstfiberhjerte.
Da brudstyrke og bjelighed/fleksibilitet ofte er vigtige mekaniske
egenskaber for et stltov, kan Randers Reb ikke anbefale, at:

10-28

The wires' mechanical properties, e.g. tensile strength and bending


strength, change when the temperature rises. A temperature of e.g.
200 C for 1 hour will reduce the wires' bending strength.
An artificial fibre core starts to soften at 80-100 C. A soft core
means that the support for the strands disappears and the steel
wire rope will become unbalanced, causing fractures in the
cable/wires to occur more quickly.
Sisal cores can tolerate significantly higher temperatures than steel
wire rope with artificial fibre cores.

Stltov med stlhjerte opvarmes til over 200 C gennem


lngere tid.
Stltov med sisalhjerte opvarmes til over 200 C gennem
lngere tid.
Stltov med kunstfiberhjerte opvarmes til over 75 C gennem
lngere tid.

Since tensile strength and pliability/flexibility are often important


mechanical properties for a steel wire rope, Randers Reb does not
recommend that a steel wire rope with:

Overfladetemperaturen kan i en kort periode accepteres at stige til


400 C.

A sisal core is subjected to temperatures above 200 C for a longer


period of time.

Minimum anvendelsestemperatur
Stlet, der anvendes i stltovet, kan anvendes ned til meget lave
temperaturer (minus 200 C evt. lavere), uden at stlets egenskaber
forringes vsentligt. Derimod vil olie/fedt ved minus 25 C - 50 C
miste sin smrende og rustbeskyttende virkning. Desuden vil fiberhjerter let kunne knuses ved lave temperaturer.

An artificial fibre core is subjected to temperatures above 75 C for


a longer period of time.

Forudsat at stlwiren ikke indeholder fiberhjerter og at eventuelt


olie/fedt ikke skal rustbeskytte og/eller have en smrende virkning,
kan stltovet anvendes ned til ca. minus 200 C. I modsat fald ned til
ca. minus 25 C.

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A steel core is subjected to temperatures above 200 C for a longer


period of time.

For a short period of time it can be acceptable for the surface tem
perature to reach 400 C.
Minimum Operating Temperature
The steel that is used in steel wire rope can be used at extremely
low temperatures (minus 200 C or less) without any significant
effect on the characteristics of the steel. However, at temperatures of
only minus 25-50 C oil and grease will lose their ability to serve as
lubricants and protect against rust. This makes the fibre cores easy
to damage.
Provided that the steel wire rope does not have a fibre core and that
oil and grease are not required as protection against rust or as lubrication, such rope can be used in operating temperatures of approx.
minus 200 C. If these conditions cannot be met, the minimum temperature is approx. minus 25 C.

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Side 29

TEKNISK INFORMATION

10-29

12. MARTENSIT

12. MARTENSITE FORMATION

Martensitdannelse
Martensit er en strukturndring, der sker i trdmaterialet ved hj friktionsvarme (se fig. 45) som f.eks. ved drlig spoling p spil, hvor de
yderste stltovslag presses ned i de underliggende lag under en
sdan belastning, at gnistdannelse opstr med efterflgende hurtig
afkling (se fig. 46).
Fig. 45

Martensite formation
Martensite is a structural change in the wire material caused by a
very sudden cooling of the rope after a strong local heating generated by friction. The friction may be caused by e.g. bad winding of the
wire rope on winches.

Martensite spots in fishing rope which has been used under bad conditions
Fig. 47

Fig. 46

Flattened wire showing martensite structure

The brittle layer of martensite shows clearly

Denne strukturndring giver en hrd men skr overflade, og under


normal belastning eller ved splejsning kan trdbrud opst, selvom
der ikke har vret nvnevrdigt ydre slid (se fig. 47).

The martensite structure is very brittle and may cause fractures


during normal operation or when spliced, even though the wire rope
does not show any visible signs of external wear.

Forholdsregler mod martensitdannelse:

Precautions against martensite:

Blokkene m ikke vre nedslidte og br kunne dreje let.

The blocks must not be worn down and should turn easily.
When a wire rope is wound on a drum, it should be in tight wraps
without the layers crossing each other in order to prevent the top
layer from cutting into the underlying layers.

Spoling p tromlen br ligge i ttte vindinger uden krydsninger, s


det overliggende lag under belastning ikke skrer sig ned i de
underliggende lag.
Stltovet br eftersmres, sledes at friktionen mellem trde og
dugter er mindst mulig.

The wire rope should be lubricated at regular intervals in order to


minimise the friction between wires and strands.

Kontrollr stltovet for sammentrykninger, sm revner og


mekaniske skader, som kan vre tegn p martensitdannelse.

The wire rope should be checked at regular intervals for crushing,


minor cracks and mechanical damages, all of which might indicate
martensite spots.

Hvis en stlwire er strmfrende, eller stltovet spoles op i flere lag


under stor belastning, vil der ofte opst gnister. Overfladetemperaturen, hvor gnisten opstr, er over 800 C, hvorfor sandsynligheden for dannelse af martensit er relativ stor. Hvis forekomsten af
gnister er stor, opstr der hurtigt trdbrud og evt. wirebrud.

If a steel cable carries a current, there will often be sparks. The surface temperature where the sparks appear will be over 800 C,
making it quite probable that Martensite will be formed. If there is a
strong probability of sparks appearing, wire and cable fractures may
occur quickly.

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Side 30

TEKNISK INFORMATION
13. ENDEBEFSTIGELSER

13. END TERMINATIONS

Endebefstigelser.

End terminations

I fig. 48 ses eksempler p endebefstigelser.

10-30

Type of end terminations. Degree of efficiency

Fig. 48

Wire rope socket, resin poured

Wedge socket

Wire rope socket, swaged

Clips

Hand-spliced with thimble

Mechanical splice with thimble and Talurit

Eksempler p endebefstigelser p stltove


Examples of end terminations on steel wire ropes
En endebefstigelse nedstter normalt brudstyrken p stltovet.
Tabel 6 angiver virkningsgrad (tilnrmet) for de forskellige typer
endebefstigelser.

End terminations normally reduce the tensile strength of steel wire


rope. Table 6 shows the approximate effect of the different types of
end terminations.

Tabel 6

Clips
Wedge socket
Hand-spliced
Mechanical splice with ferrule
Wire rope socket, swaged
Wire rope socket, resin poured

Degree of efficiency for different types of end terminations


Fig. 49 viser eksempler p rigtig og forkert montering af wirels.

Fig. 49 Examples of correct and incorrect attachment of wire rope


clips.
Fig. 49
Right way

Wrong way

Wrong way

Examples of correct and incorrect ways of attachment of dead end on


different kinds of wedge sockets

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Side 31

TEKNISK INFORMATION

10-31

Fig. 50

14. ISTBNING MED WIRELOCK

14. SOCKETING (WIRELOCK)

Istbning (Wirelock)
Hvis intet andet er aftalt mellem kunde og Fyns Kran Udstyr, s
udfrer Fyns Kran Udstyr istbning af tovpre med Wirelock - er en
speciel strk 2-komponent stbemasse. Wirelock anvendes i strre
og strre grad i stedet for zink bl.a. p.g.a. :

Unless otherwise agreed between the customer and Fyns Kran


Udstyr, Fyns Kran Udstyr will undertake socketing with Wirelock.
Wirelock is an especially strong twin-component moulding material.
Wirelock is increasingly being used instead of zinc, e.g. because:

at varmeudviklingen er vsentlig lavere i forhold til zinkstbning.


Herved elimineres risikoen for hrdning af stltrdene med udmattelsesbrud til flge. Desuden undgr man at fedtet forsvinder (bortsmelter) i overgangszonen ved tovprehalsen.
Wirelock krver ikke opvarmning af tovpre forudsat, at denne
ikke har en temperatur p under 10 C.
Wirelock tillader fuld belastning 1 - 2 time efter stbningen.
Wirelock krver ingen specielle hjlpemidler i.f.m. istbningen.
Wirelock er modstandsdygtig overfor syre, saltvand, olie og fedt.
Wirelock tler chokbelastning og std.
Wirelock kan anvendes til alle former for istbning.
Wirelock trnger bedre ind mellem trdene end zink.
Wirelock kan anvendes op til 115 C
Wirelock er bl.a. godkendt af Arbejdstilsynet, Det Norske Veritas og
Lloyd's Register of Shipping.

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Heat generation is much lower than with a zinc seal. The risk of
hardening of the steel wires, causing stress fractures, is thus eliminated. The disappearance (melting away) of grease is also avoided
at the junction by the base of socket.
Wirelock does not require heating of the rope socket, as long as its
temperature is not below 10 C.
Wirelock permits full loading 1-2 hours after the sealing process.
Wirelock does not require any special ancillary tools in connection
with the sealing process.
Wirelock is resistant to acid, salt water, oil and grease.
Wirelock tolerates shock loading and impact.
Wirelock can be used for all types of seal.
Wirelock penetrates further in between the wires than zinc.
Wirelock can be used in temperatures of up to 115 C.
Wirelock has been approved by such bodies as the Danish
Directorate of Labour Inspection, Det Norske Veritas and Lloyd's
Register of Shipping.

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Side 32

TEKNISK INFORMATION
Vejledning for istbning af stltove
1. Stltovsenden indfre i tovpren, hvoref
ter stltovet takles. Afstanden fra tovenden til den verste kant af taklingen (L)
skal svare til lngden p den koniske del
af tovpren minus stltovsdiameter (d).
Lngden p taklingen (l) skal vre minimum 1,5 x d.
2. Opsplitning af de enkelte trde i dugterne
kan herefter ske. Hvis stltovet indeholder et stlhjerte skal dette ogs splittes
op. Eventuelle fiberhjerter kappes over
taklingen. Opsplitningen skal vre
ensartet og g helt ned til taklingen.

Guidelines for Socketing with Wirelock


1. Insert the end of the steel wire rope into
the rope socket, and fasten the steel wire
rope. The distance from the end of the
rope to the uppermost part of the rigging
(L) must correspond to the length of the
conical part of the rope socket minus the
diameter of the steel wire rope (d). The
length of the rigging (l) must be at least
1.5 x d.

Fig. 1

Placing and size of rope sockets

Fig. 2
Hvis stltovet kun bestr af 19 trde eller
mindre, skal trdene i toppen ombukkes.
HUSK at tillgge lngden af ombukket til
lngden af det opsplittede stykke.
1) Den opsplittede del af stltovet (kosten)
rengres/affedtes f.eks. i en sodaoplsning. Ved afrensningen og en efterflgende skylning skal stltovet vende nedad
sledes, at vsken ikke trnger ned stltovet.

10-32

2. The individual wires in the strands can be


split after this. If the steel wire rope contains a steel core, this must also be split
open. If there are any fibre cores, they
may be cut above the rigging. The split
must be clean and go as far down as the
rigging.
If the steel wire rope only consists of 19 wires
or less, the wires at the top must be doubled
up. Remember to add the length of the doubled section to the length of the split section.

Splitting the steel wire rope and


removing the fibre core

2) Trk tovpren op over kosten indtil tr


dene er i niveau med overkanten af tovpren. Kontroller, at et stykke (ca. 0,5 x
d) af den verste del af taklingen befinder
sig i den koniske del af tovpren.

2) Pull the rope socket over the brush until


the wires level with the upper edge of the
rope socket. Check that a part (min. 0.5 x
d) of the upper section of the rigging is in
the conical part of the rope socket.

Fig. 3

Stltovet fastgres, s det


str lodret samtidig med, at
et stykke (ca. 25 x d) af
stltovet hnger lodret.
Herefter ttnes tovprehalsen med f.eks. kit for at
forhindre udtrngning af
Wirelock under istbingen.

1) Clean/de-grease the split section of the


steel wire rope (the brush), e.g. in a soda
solution. When being cleaned and then rinsed off, the steel wire rope must be facing
downwards so that the solution does not
penetrate the rope.

Fasten the steel wire rope so that it


is vertical, while a piece (approx. 25
x d) of the steel wire rope is hanging
vertically. Pack the base of socket
with e.g. putty to prevent any
Wirelock escaping during the sealing
process.
Correct location of the rope socket and packing with putty

3) Bland de to komponenter
sammen i en plasticspand eller lignende
(komponenterne skal have en temperatur p mellem 10 C og
max. 25 C). Blandingen omrres grundigt i ca. 2 minutter. Ved en
lufttemperaturer under 10 C br een pose "booster" (accelerator)
tilsttes fr omrring.

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3) Mix the two components together in e.g. a plastic bucket. The


components must have a temperature of 10-25 C. Stir the mixture thoroughly for around two minutes. If the air temperature (sealing temperature) is below 10 C, a bag of "booster" (accelerator)
should be added before stirring.

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Side 33

TEKNISK INFORMATION
P posen er angivet, til hvilken mngde Wirelock den skal anvendes. Under 3 C br to poser booster tilsttes. Istbingen kan godt
foretages i frostgrader, blot man srger for, at Wirelock massen ikke
kommer under 10 C under hele istbningsprocessen.
BEMRK : Blandingsforholdet mellem de enkelte komponenter er
nje afstemt og m ikke deles.

10-33

The bag provides instructions about how much Wirelock must be


used. Below 3 C two bags should be added. The sealing process
can be undertaken at temperatures below 0 C, as long as measures are taken to ensure that the Wirelock putty itself does not come
under 10 C at any time during the process.
NB: The mix ratio between the individual components is precisely
calculated and should not be divided.

Forbruget af Wirelock ses af tabel 1.


Tabel 1

The following table shows how Wirelock should be applied.

Number of seals per litre Wirelock


4) Blandingen hldes i tovpren, indtil tovpren er fyldt helt op.
For at forhindre dannelsen af luftbobler skal en let "piskning" med
et stykke stltrd foretages nede mellem stltovets trde. Flere
istbninger kan godt foretages forudsat, at ihldning sker lige
efter hinanden.Evt. overskydende Wirelock kan ikke gemmes,
men skal kasseres.

4) Pour the mixture into the rope socket until the rope socket is full.
To prevent air bubbles forming, a piece of steel wire should be
used to "whip" gently between the wires in the steel wire rope.
Several applications may be made at a time, provided that they
are done in quick succession. Any surplus Wirelock must be disposed of.

BEMRK : Blandingsmassen starter med at vre tykflydende.


Herefter bliver massen tyndere og tyndere indtil et vist punkt, hvorefter selve hrdeprocessen gr igang. Wirelock skal ihldes, inden
massen nr sit tyndeste punkt.

NB: At the outset the mixture has a thick, liquid consistency. It then
becomes thinner until a certain point at which the hardening process
begins. The Wirelock must be poured before the mixture reaches its
thinnest state.

5) Wirelock er fremstillet sledes, at hrdetiden er 10 minutter i tem


peraturomrdet 18 C til 24 C. Det br dog bemrkes, at produktets hrdetid er meget flsom overfor temperaturen p
Wirelock, f.eks. er hrdetiden kun ca. 5 minutter ved 30 C og ca.
20 minutter ved 10 C. Hrdetiden har ingen indflydelse p kvaliteten af hrdningen.
Tovpren m belastes 1 time efter, at Wirelock er hrd i overfladen (se ogs afsnit 9.8.2).

5) Wirelock is produced in such a way that its hardening time is 10


minutes in the 18-24 C temperature range. It should, however, be
noted that the product's hardening time is very sensitive to the
temperature of the Wirelock, e.g. it is only approx. 5 minutes at 30
C and approx. 20 minutes at 10 C. The hardening time has no
effect on the quality of the hardening.
Loads can be applied to the rope socket one hour after the
Wirelock is hard on the surface.

6) Kit fjernes. Specielt nr tovprehalsen hnger opad under brugen, anbefaler Fyns Kran Udstyr, at tovprehalsen fyldes op med
vandfortrngende olie/fedt for at minimere risikoen for rustdannelse p dette kritiske sted (hulrummet fyldes med vand).

6) Putty must be removed. Particularly in cases where the unit is to


be used with the base of socket upwards, Fyns Kran Udstyr
recommends that the base of socket be filled up with water-repellent oil/grease in order to minimise the risk of rust at this critical
point due to penetration of water.

Kontrol af istbning
a) Hvis man ridser med en skruetrkker i stbemassen i tovpreb
ningen, og der fremkommer en hvid stribe, er hrdningen foreget, som den skal.

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Seal Inspection
a) If a screwdriver is used to scratch the Wirelock at the opening of
the rope socket and a white stripe appears, the hardening process
has been completed correctly.

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Side 34

TEKNISK INFORMATION

10-34

b) Desto mrkere Wirelock er, desto hjere temperatur har hrde


processen opnet. Den mrke farve opns p.g.a korrekte temperaturforhold. Hvis farven er blgrn, er dette ensbetydende med
en "kold" stbning/hrdning. Istbningen kan kun godkendes,
hvis skruetrkkerprven er O.K. (se punkt a).

b) The darker the Wirelock, the higher the temperature during the
hardening process. The dark colour is achieved due to correct
hardening conditions. If the colour is bluish-green, it indicates a
"cold" sealing/hardening process. The sealing process may only
be approved if the screwdriver test has been passed.

Genbrug af tovprer
Fjernelse af Wirelock i brugte tovprer kan ske ved opvarmning til
250 C i ovn, hvorefter stbemassen krakelerer ved slag og kan fjernes med dorn. For at undg opvarmning af tovpren er det bedre
blot at presse materialet ud med specialvrktj.

Re-use of sockets
Dismantling of Wirelock in used rope sockets can be undertaken by
means of heating in a furnace to a temperature of 250 C, after
which the seal cracks when struck and can be removed with a mandrel. To avoid heating up the rope socket, it is recommended that the
material be pressed out using special equipment.

BEMRK: Tovpren m under ingen omstndigheder opvarmes til


mere end 250 C forudsat, at leverandren af tovprerne ikke har
angivet andet.
BEMRKNINGER:
a) Tovpre og tov skal jvnligt kontrolleres for brud/beskadigelse,
specielt i og ved tovprehalsen.
b) Undg brug af ben ild under blandingen og istbning med
Wirelock. Hrderen indeholder styren, hvis flammepunkt er ca.
30 C.
c) Der skal anvendes beskyttelsesbriller og hansker ved istbning.
Hvis det foregr indendrs, skal der vre lokal udsugning.
d) Wirelock m ikke komme i forbindelse med strke alkaliske
oplsninger som acetone og lignende, da disse stoffer kan nedbryde Wirelock.
e) Hvis tovpren har en temperatur p under 10 C, br denne
opvarmes f.eks. ved at lgge den i en spand varmt vand.
f) En forudstning for at sidste anvendelsesdato glder er, at
Wirelock opbevares mellem 10 C og max. 25 C.
Ved hver leverance medsendes "Leverandr Brugsanvisning" p
Wirelock.
Fyns Kran Udstyr foretager gerne istbningen med Wirelock enten
hos dig eller i vort splejseri. Fyns Kran Udstyr er ogs leveringsdygtig i svel tovprer samt andre typer fittings.

FKU LIFTING A/S


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Note:
a) Rope and rope socket must be inspected regularly for fractures,
especially in and around the base of socket.
b) Avoid using an open flame during the mixing and sealing process
with Wirelock. The hardening agent contains an acid that is flammable at approx. 30 C.
c) Protective glasses and gloves must be worn during the sealing
process. If undertaken indoors, air extraction equipment must be
used.
d) Wirelock must not come into contact with strong alkaline solutions
such as acetone, as these substances can cause the Wirelock to
disintegrate.
e) If the rope socket has a temperature of below 10 C, it should be
warmed up, e.g. by placing it in a bucket of warm water.
f) The "use before" date presupposes that the Wirelock is stored
at 10-25 C.
g) Every consignment is accompanied by "Supplier's Directions for
Use" of Wirelock.
Fyns Kran Udstyr will be pleased to carry out the sealing process
with Wirelock either on your premises or in our own splicing shop.
Fyns Kran Udstyr is also a supplier of rope sockets and other types
of fittings.

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Side 35

TEKNISK INFORMATION
15. TROMLEKAPACITET

10-35

15. DRUM CAPACITY


Max. drum capacity (in metres) is =
A x C x (A + B) x p / d, where
A, B and C are expressed in cm.
D = steel wire rope's diameter in mm.
p = pi = 3.14

Fig. 51
Drum Capacity

16. KLASSIFICERING AF STLTOVE

16. CLASSIFICATION AND USE OF STEEL WIRE ROPE

Stltovsklasser (eksempler p stltove)


De forskellige stltove kan inddeles i forskellige klasser. Inden for
hver klasse er fastlagt antallet af dugter samt antallet af ydertrde i
hver dugt. Der findes forskellige systemer/regler for klassificering af
stltovene (ISO, DIN, amerikanske). Randers Reb har valgt at
anvende den klassificering, der glder for EU (EN-norm) (se tabel
2).

Classification of Steel Wire Rope


The different kinds of steel wire rope can be divided up into distinct
classes. The number of strands and the number of outer wires in
each strand is laid down for each class of steel wire rope. The different systems and sets of rules for this classification include ISO, DIN
and American. Randers Reb has chosen to employ the set of classifications used by the EU (the EN norm).

Tabel 2

Class

Number of
outer strands

Number of wires
in strand

Number of outer
wires in strand

Number of layers
of wire in strand

Eksempler p stltovsklasser (se ogs fig. 52)


Examples of different classes of steel wire rope (see also fig. 52)

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TEKNISK INFORMATION

10-36

Eksempler p anvendelse af stltove

Examples of the use of Steel Wire Rope

Fig. 52 viser eksempler p stltove i de mest anvendte stltovsklasser.

Fig. 52 shows examples of steel wire rope in the most common


categories of steel wire rope.

Fig. 52

Examples of steel wire rope in the most common categories of steel wire rope
17. TOVVRK

17. ROPES

Tabel 8

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Side 37

TEKNISK INFORMATION
Tovvrk fremstilles primrt af syntetiske materialer som f.eks. PE,
PP, PA og polyester. Tovvrk af naturfibre som sisal, hamp, manila
og papir produceres stadigvk, men udbudet er ikke ret stort. rsagen hertil er, at det syntetiske tovvrk generelt har en strre slidstyrke, ikke suger vand og ikke rdner.
Tovvrk fremstilles primrt som 3- og 4-slet, krydsflettet, rundflettet og kvadratflettet.

10-37

Ropes are primarily made of synthetic materials such as PE, PP , PA


and polyester. Ropes of natural fibre are still manufactured, but only
in small quantities, as synthetic ropes are more wear-resistant and
do not absorb water or rot.
Ropes are primarily manufactured as 3- and 4-strand, crossbraided,
roundbraided and plaited.
18. CHAINS AND LIFTING COMPONENTS

18. KDER OG KOMPONENTER


Gunnebo - din partner i sikkert lft
Tnk Gunnebo ved valg af lftekder og komponenter. Gunnebo
er kendt for kvalitet, helt ned til den mindste komponent som et
resultat af mere en 200 rs erfaring, systematisk kvalitetskontrol,
forskning og udvikling.
Kder og komponenter laves af sejhrdet legeret stl. En garanti
for meget hj styrke, lav vgt, hj slidstyrke og lang levetid. Alle
Gunnebo G8 komponenter er mrket ensartet med tilsvarende
kdestrrelse, klasse og producentens betegnelse for positiv identifikation.
Kvalitet i henhold til internationale standarder
Gunnebo arbejder tt sammen med sine stlleverandrer for at
sikre, at rmaterialerne opfylder de strenge kvalitetskrav.
Gunnebo arbejder ogs tt sammen med sit verdensmarked og har
officielle godkendelser fra vigtigste nationale og internationale myndigheder inklusiv MOD, NATO, BG og mange andre.
Gunnebo G8 klasse 8 kde er produceret og testet i henhold til kravene i ISO 1834 & 3076, 1984 og EN 818-1, & 2. Alle komponenter
opfylder de relevante prEN og EN-standarder.
Alle Gunnebo's produktionsenheder er godkendte af Lloyd's (LRQA)
for kvalitetssikkerhed i henhold til ISO 9001. Denne godkendelse
kombinerer ogs den nye europiske standard EN 29001.
Gunnebo's kvalitetskontrol dkker alle produktionsaspekter fra
rmateriale til leveret produkt. LRQA godkendelse for systemet inkluderer design, udvikling, produktion, markedsfring og distribution af
lftekder og tilhrende komponenter.
Testcertifikater leveres p foresprgsel.
Gunnebo giver dig flere valgmuligheder
Gunnebo G8 er mere end blot endnu et kdeslingsystem. Det er et
totalt lftekoncept i legeret stl af hj kvalitet til tunge lft.
Kderne og komponenterne i G8 og SK sortimenterne er designet til
at give mere fleksibilitet og flere valgmuligheder og dermed lse
nsten ethvert lfteproblem, hvor der skal bruges kdesling - hvad
enten det drejer sig om kde-, wire- eller kdesling.
Da BK sikkerhedskrogen blev introduceret for ca. 30 r siden, blev
den industrielle sikkerhed p arbejdspladser over hele verden forhjet betydeligt.
Den nye generation i sikkerhedskroge - OBK/GBK - er en mere kompakt version af den velkendte BK-krog. Modificeringen af sikkerhedspalen giver bedre sidestabilitet og krogen har nu forbedret nagling.
Endnu en nyskabelse fra Gunnebo, der viser vejen.

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

Gunnebo - your partner in safe lifting


Think Gunnebo when selecting lifting chain and components.
Gunnebo has become known for quality, down to the smallest component, as a result of over 200 years experience, systematic quality
control, research and development.
Chain and components are made from quenched and tempered alloy
steel. A guarantee for very high strength, low weight, high wear resistance and long life. All Gunnebo G8 components are uniformly marked with equivalent chain size, grade and manufacturer's designation
for positive identification.
Quality to international standards
Gunnebo work closely with their steel suppliers to ensure that the
raw material meets their stringent specification.
They also work closely with their world markets and have official
approval by the main national and international authorities including
MOD, NATO, BG and many others.
Gunnebo G8 Grade 8 chain is manufactured and tested to the
requirements of ISO 1834 & 3076, 1984 and EN 818-1, & 2. All components match the relevant prEN- and EN-standards.
All Gunnebo productions units are approved by Lloyds (LRQA) for
quality assurance to ISO 9001. This approval also combines the new
European standard EN 29001. Their quality management covers all
aspects of production from raw material to delivered product. LRQA
approval for their system includes design, development, manufacture, marketing and distribution of lifting chains and associated components.
Full test certification is supplied on request.
Gunnebo gives you more options
Gunnebo G8 is more than just another chain sling system. It is a
total lifting concept in high grade alloy steel for heavy lifting.
The chain and components in the G8 and SK ranges are designed to
give more flexibility, more options to meet almost any lifting problem
involving slings - whether chain, steel wire rope or soft slings.
When introduced around 30 years ago, the BK Safety Hook dramatically increased industrial safety on sites all over the world.
The new generation safety hooks - OBK/GBK - provide a more compact version of the well-known BK-hook. The grip latch modification
gives better side stability and the hook now has improved riveting.
Once again, Gunnebo innovation leads the way.

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 38

TEKNISK INFORMATION
Sikkert design ned til lastdetaljen
BK/OBK/GBK sikkerhedskrogene opfylder to vigtige krav. Det ene er,
at lasten forbliver i krogen. Palen lukker automatisk, s snart krogen
bliver belastet. Den kan ikke bnes utilsigtet under last. Udlseren
kan kun betjenes, nr lasten er sikkert afsat.
Det andet er, at krogen ikke s let hnger fast under lft p.g.a. dens
blde profil.
Gunnebo sikkerhedskrogene er designet til arbejde. Det er let at
betjene udlseren selv med arbejdshandsker p. Den forbliver ben,
s begge hnder er fri til at belaste krogen.
Sikkerhedskrogene fs fra WLL 1,25 - 25 ton.
Anvendelse
Opret et kartotek over alle kder, der er i brug.
Lft aldrig med en vredet kde.
Kdesling skal opkortes med en opkorterkrog - der m aldrig sls
knuder p kden.
Beskyt kden mod skarpe kanter ved at lgge et mellemlag
imellem.
Belast aldrig en krog i spidsen - lasten skal altid ligge korrekt i
bunden af krogen.
Brug altid den korrekte strrelse kde til lasten under hensyntagen
til vinkel og muligheden for ulige belastning.
Topjet skal altid kunne hnge frit i krankrogen.
Undg altid belastning i ryk.
Vedligeholdelse
Mindst hver 6. mned eller oftere i henhold til lovmssige bestemmelser, type af anvendelse og tidligere erfaring skal der udfres en
omhyggelige kontrol.
Kder med bjede, revnede eller udhulede led skal udskiftes,
ligesom deformerede komponenter s som bjede ovalringe, bne
kroge og enhver komponent, der viser tegn p slitage.
Slitagen p kden og komponenterne m ingen steder overstige
10% af de oprindelige dimensioner. Slitagen p kdeled - max.
10% - er defineret som den gennemsnitlige diameter af materialet
mlt i 2 retninger.
Overbelastede kdesling skal tages ud af brug.

10-38

Safe design down to the load detail


Gunnebo BK/OBK/GBK Safety Hooks fulfil two important requirements. One is that the load stays put in the hook. The latch closes
automatically as soon as the hook is loaded. It cannot be opened
under load accidentally. The release trigger will only operate when
the load is safely grounded.
The other is that the hook will not easily snag during lifting because
of its smooth profile.
Gunnebo Safety Hooks are designed for work. It is easy to operate
the release trigger even with working gloves on. It stays open so that
both hands are free to load the hook.
Gunnebo Safety Hooks are available for Working Load Limits 1.25 to
25 tonnes.
Use
Keep a register of all chains in use.
Never lift with a twisted chain
Chain slings should be shortened with at shortening hook, never by
knotting.
Never point load a hook - the load should always seat correctly in
the bowl of the hook.
Always use the correct size sling for the load allowing for the inclu
ded angle and the possibility of unequal loading.
The master link should always be able to move freely on the crane
hook.
Avoid snatch-loading at all times.
Maintenance
Periodic through examination must be carried out at least every six
months or more frequently according to statutory regulations, type of
use and past experience.
Chain with bent, cracked or gouged links should be replaced, as
should deformed components such as bent master links, opened up
hooks and any fitting showing signs of damage.
The wear of the chain and components shall in no place exceed
10% of the original dimensions. The chain link wear - max. 10% - is
defined as the reduction of the mean diameter of the material measured in two directions.
Overloaded chain slings must be taken out of service.

I Danmark krver Arbejdstilsynet, at alt lftegrej skal kontrolleres


mindst n gang om ret. Fyns Kran Udstyr tilbyder at udfre test
direkte hos kunden (se afsnit 9).

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 39

TEKNISK INFORMATION
19. TEKNISKE OMREGNINGSTABELLER

10-39

19. TECHNICAL CONVERSION TABLES


Fig. 9

Omstning mellem diverse enheder

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 40

TEKNISK INFORMATION
Testcertifikat for stlwirer

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

10-40

Test and Examination Certificate


for Wire Rope

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 41

TEKNISK INFORMATION
Certifikat for test af lftegrej

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

10-41

Certificate for test of Lifting Gear

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 42

TEKNISK INFORMATION
Certifikat for test af
faldsikringsudstyr

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

10-42

Certificate for test of


Fall Arrest Equipment

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 43

TEKNISK INFORMATION
Certifikat for test af El-taljer

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

10-43

Certificate for test of Electric


Chain Hoists

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 44

TEKNISK INFORMATION
Certifikat for test af
Vakuumlfteg

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

10-44

Certificate for test of Vacuum


Lifters

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 45

TEKNISK INFORMATION
Certifikat for test af kdetaljer,
wiretaljer, lbekatte, lftekler,
spil og donkrafte

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

10-45

Repair Certificate for Chain Hoists,


Pull-Lift Trolleys, Lifting Clamps
and Jacks

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

10

Afsnit 10 - 2001 m ny standard 2.qxd

15-01-02

10:20

Side 46

TEKNISK INFORMATION

Fyns Kran Udstyr A/S


ISO 9002 certifikat

FKU LIFTING A/S


Jan 2002

Randers
89 11 12 89

10-46

Fyns Kran Udstyr A/S


ISO 9002 certificate

Odense
63 96 53 00

Kbenhavn
43 73 35 66

10

MTC

Anchor Handling Course

SWIVEL
As a safety precaution, a swivel is inserted in the system to release stress, turns and torsion in
steel wires.
The swivel is inserted between the dead man wire and the PCP, to ensure no stress, turns and /
or torsion in the wire, enabling the deck crew to safely disconnect the systems.
Use of swivel can however give a reduction in the breaking load with up to app. 30%, depending
on the type of swivel in use.
It is strongly recommended not to use a swivel with too low friction coefficient allowing the wire
end to freely rotate during normal operation. This will decrease the fatigue life dramatically.
The MoorLink swivel has a high friction coefficient and will not allow the wire to rotate when
under load.
T.O. has delivered a MoorLink swivel to all AHTS vessels.
Please observe the enclosed table / drawing (page 5) showing breaking strength when the
swivels are on wire drums and stern rollers.
Please read the following pages together with chapter 8 for further information.

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\1.0 Swivel.doc

Chapter 09

Page 1

MTC

Anchor Handling Course

MoorLink Swivel
Subject: Theory - Swivels versus Wire torque
____________________________________________________________________________

Background
Six-stranded wire rope behaves different in different applications or operations, which could lead to
potential problems for the user.
In theory a six stranded rope should not be allowed to open up (swivel) under load to achieve
longest lifetime of the rope. This is normally only possible in a perfect world, where no external
operational criteria are present. An all wire moored drilling or accommodation rig might achieve this
by perfect anchor handling and spooling off / on from / to a winch. In reality the winches are not
spooling perfectly and if the wire is dragged over or in seabed the geometry of the wire could lead
to induced torque.

Safety
Torque can cause severe damages to personnel and equipment. This normally occurs when an
anchor handling wire is spooled in with high tension and disconnection shall occur. The torque has
been transferred to the end of the rope disconnection can be impossible or lead to a kink in the
rope. This also happens during cross over operations on combination mooring systems.

Combination Mooring Systems


For drilling rigs equipped with combination chain /wire system swivels would assist during the
cross over operation and bolstering of anchors. When hauling in the wire, the torque moves
towards the end of the rope. In order to remove the torque from the wire to prior to
disconnection the swivel positioned in the cross over point should absorb the torque at a relative
low tension.
It is strongly recommended not to use a swivel with too low friction coefficient allowing
the wire end to freely rotate during normal operation (when moored). This will decrease
the fatigue life dramatically.
The wire also introduces twist to the chain during normal operation and when hauling in anchors.
The chain has a relative high torsion stiffness when under tension (nil when stored in a pile
onshore or in the chain locker). This means that the wire will induce a number of turns over the
length of the chain, which is not causing any damages to the chain. However, when the chain is
hauled in and the AHT is coming closer to the bolster these turns will be present on a short piece
of chain, potentially leading to problems bolstering the anchor properly. By installing a swivel close
to the anchor end this torque could be absorbed.

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\1.0 Swivel.doc

Chapter 09

Page 2

MTC

Anchor Handling Course

Anchor handling
Anchor handling can be divided into two different main categories:
1.
2.

The usage of vessels own anchor handling wire or tow wire, which is permanently installed
(and replaced when damaged) and kept with high tension on the drum.
The usage of external supplied anchor-handling wires (normal for deep-water operations).
These wires are normally not spooled on to the winches with any high tension before
commencement of work.

The problem that occurs during anchor handling is that the torque induced in the wire is transferred
to the end of the rope and if the axial stiffness in the connected part is low the torque is transferred
further.
This means that a swivel can absorb the torque and avoid any twist to be transferred.

Bearing Systems
1.

Slide Bearing System

Bearing system is bronze aluminium type running on a polished stain less steel washer. The
material is often used in high load / low speed bearings in many offshore applications (very good
corrosion and wear resistance in seawater).
The bearing is self-lubricating with embedded sold lubricant. The base material is high-grade
bronze alloys and has finely finished surface with pockets in which a specially formulated solid
lubricant is embedded. During operation a very fine, but very strong lubricating film is deposited
automatically over the complete moving area. This film remains intact at all times, even
immediately upon starting. The construction is also being equipped with grease inlets in order to
secure and guarantees a well-lubricated moving surface.
2.

Roller Bearing System

The roller bearing swivels are equipped with a cylindrical thrust roller bearing system (either single
or double row).

Summary
What is best? The usage of roller or slide bearing swivel?
It depends on your operation. The main issue is that most operations are different. The
operation can be normal anchor handling, or installation of chain, polyester ropes or spiral
strand, anchor proof loading, towing etc.

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\1.0 Swivel.doc

Chapter 09

Page 3

MTC

Anchor Handling Course

The slide-bearing swivel should not rotate under tension until the induced torque is
exceeding the start friction. This enhances the fatigue life of the wire. Typical operation
is anchor handling and inserts in combination mooring systems
The roller bearing systems would rotate under tension, as the friction moment is lower
than the induced torque. This could be benefit if you do not want to transfer the torque
from your wire to the object lowered. Bear in mind, fatigue life of the wire will decrease
after continuos use of roller bearing swivels. Typical operation is installation of sub sea
equipment, anchors or proof loading of anchors.

Theory of Torque versus Friction:


Based on our past experience and information provided by two large steel-wire rope
manufacturers: ScanRope and Haggie Rand the induced torque by a six-stranded wire rope is:
6-8% of the diameter of rope x tensions.
Example
Induced torque:
Wire size:
Tension:

89mm
200 tonnes

Resulted induced torque:

0.07 x 0.089 x 200.000 x 9,81 = 12.223 Nm

Break Out Torque Comparison:


1.

Friction moment Roller Bearing System:

0.015 (0.005 in rolling mode)

Average Diameter of bearing:

0.20 m

Break-out Torque:
2.

0.5 x 0.20 m x 0.015 x 200.000 x 9.81 = 2.943 Nm

Friction moment Slide Bearing System:

0.12 (0.10 in gliding mode)

Average Diameter:

0.20 m

Break-out Torque:

0.5 x 0.20 m x 0.12 x 200.000 x 9.81 = 23.544 Nm

As can be seen above the resistance (friction moment) in the slide bearing system is HIGHER than
the induced torque in the wire. The swivel will not rotate when the tension is increased.

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\1.0 Swivel.doc

Chapter 09

Page 4

MTC

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\1.0 Swivel.doc

Anchor Handling Course

Chapter 09

Page 5

MTC

Anchor Handling Course

Pin Extractor
As torsion tension builds up in wires that have been under heavy load this will result in violent
movement of the wires when disconnected.
Removing of pins, in shackles, dismantling of other connecting links e.g. Pear and Kenter link,
from systems that have been under tension and where torsion is likely, should only take place
by use of a tugger or capstan wire together with a chain - / wire sling or a Pin Extractor.
Occasionally people have been injured when a crowbar has been used for this action, so that is
why a crowbar never should be used to punch pins out of shackles where the wire has been
under tension.
When using the tugger or capstan wire together with a sling or Pin Extractor, the safety is
considerably improved.
See the Pin Extractor in use on an 85 T shackle on the following page.
The wire from either the tugger or the capstan is fixed on the Extractor, which is hooked on to
the shackle pin. The pin is now easily pulled out by use of a tugger or capstan.

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\2.0 Pin Extractor.doc

Chapter 09

Page 1

Maersk
E-procurement
Training Centre
work group
A/S

Pin Extractor in use on a 85 T Shackle

Anchor Handling Equipment, chapter 9

MTC

Anchor Handling Course

Socket Bench
As mentioned in the APM Procedures, we now and then have to re-socket the wires used for
anchor handling and towing. These re-socketing are often carried out by the ships crew and in
this connection occurs the problem how to clean out a used wire socket.
The only applicable method for removing the old piece of wire is to squeeze the compound out
of the socket. For this purpose you can use a hydraulic jack. The same method is used on
workshops ashore.
A hydraulic jack of 30 50 t is used to apply pressure on the cut-of wire end. In order to protect
the jack piston a circular piece of minimum 10 mm steel plate shall be used as a shim, between
the wire end and the piston. The socket can be heated evenly on the surface. Maximum allowed
temperature is 250 C.
The method with using heat on the socket in order to get the used socket cleaned is not
applicable for following reasons.
1. You can easily change the steel structure of the socket, which afterwards under load can
brake. The sockets specifications allow heating to various temperatures ranging from 250 1000 C depending on the socket type.
2. There can be a pocket of air inside the socket/compound. When the air pocket becomes
superheated this can result in an unexpected explosion of compound.
The attached picture on the following page illustrates how a hydraulic jack can be used to
squeeze out the old compound.
This socket-bench can be arranged in the crash barrier, as shown on the following picture, or on
deck.

M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 09\4.0 Socket Bench.doc

Chapter 09

Page 1

Maersk
E-procurement
Training Centre
work group
A/S

Socket Bench
Hydraulic Jack in use - squeezing out the old compound

Anchor Handling Equipment, chapter 9

BALMOR AL MARINE
Marine equipment handbook

Click here to view


contents menu
www.balmoralmarine.com

CONTENTS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

Introduction
Anchors
Chains and fittings
Chasers and grapnels
Wire rope
Wire fittings
Spooling machines
Synthetic rope
Lifting equipment
Buoys
Fenders
Chain inspection
Load testing
Mooring systems
Service/supply information requirements
Conversion charts

2004 Balmoral Group Ltd. All rights reserved. This publication is protected
by copyright. No part of it may be reproduced, stored in a retrieval system,
or transmitted, in any form or by any means, electronic, mechanical,

10

photocopying, recording or otherwise, without the prior written permission


of the copyright owners.
The information contained in this book is intended as a general guide only.

11

Whilst every effort has been made to ensure that the information is correct,
Balmoral Group Ltd cannot guarantee its accuracy or completeness neither
can they accept any liability for any loss arising from errors or omissions as

12

a result of reliance upon any information contained therein.

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

13

14

15

INTRODUCTION
Balmoral Marine
Balmoral Marine was founded in 1986 and is now recognised as the
industrys leading supplier of marine and mooring equipment, associated
products and services. The company is an established partner to the
offshore drilling, marine construction, oceanographic and aquaculture
industries, as well as port and harbour authorities, worldwide.
With operational bases in the UK and Norway, supported by a network of
strategically placed distributors and agencies serving the worlds oceans,
Balmoral is in a position to help you.
Whatever your requirement, wherever you may be, 24 hours a day, 365
days a year, Balmoral Marine should be your first call.

The industrys premier reference handbook


In 1998, Balmoral Marine recognised the need for a marine industry bible
and produced the first truly comprehensive reference handbook. Now, in the
new millennium, we are pleased to publish an updated version of the
handbook. You will also find this material, and more, on our website:
www.balmoralmarine.com.
Inside this guide you will find all you wanted to know about mooring,
marine and associated equipment, but didnt know who, or what, to ask.
From basic conversion tables to information on complete subsea mooring
systems, youll find all you need to know right here. If you dont, call us.

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

Equipment evolution
Of course, as the industry develops, new equipment evolves and where this
happens, Balmoral Marine will update this manual ensuring it remains at the
cutting edge of our industry. Likewise, if you hold information which you
believe would be suitable for inclusion in future editions, please dont
hesitate to contact Balmoral at the Aberdeen HQ address.
Furthermore, Balmoral Marine requests you to involve them as early as
possible in your project. This is where major savings are made, both in
terms of time and cost.

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

1.1

Section 1

ANCHORS
Introduction
The size of an anchor is generally referred to by its weight in air.
Anchor holding power is determined by the anchors efficiency multiplied by
the weight of the anchor.
Anchor efficiency is determined by design, testing and the type of soils
which the anchor will be expected to perform in.
The efficiency of an anchor decreases as the size of the anchor is increased.
A concrete sinker has an efficiency of approximately 0.5:1 whereas modern
specialist anchors can have efficiencies up to 100:1 depending on soil
conditions.

Seabed
Sand

General Holding Power Characteristics


Very good anchoring material unless the sand becomes
cemented.

Clay

Good anchoring medium.

Soft Clay/Mud

Generally poor holding power but can be improved on by


the use of mud type anchors.

Coral

Mainly poor anchoring medium.

Rock

Very poor anchoring.

Considerations when selecting an anchor

Shear strength of the anchoring soils

Shank to fluke angles

The length of time that the anchor is to be used on location

Structural strength of the anchor

The installation facilities available on site

NB - Dimensions are for guidance only.


Dimensions may vary according to different manufacturers and
manufacturing tolerances.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

1.2

ANCHORS

DANFORTH
G

F
A

30

D
E

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

F
(mm)

G
(mm)

300

1420

1240

500

1600

1380

280

935

870

590

30

320

1050

970

660

750

1720

35

1480

370

1129

1040

720

1000

40

1830

1580

410

1206

1110

760

45

2000

2110

1820

530

1391

1270

910

65

3000

2390

2260

600

1641

1500

990

75

4000

2640

2500

660

1815

1660

1050

75

5000

2840

2700

710

1957

1790

1150

90

6000

3000

2860

760

2060

1880

1210

100

7000

3120

2960

790

2165

1970

1260

100

8150

3280

3120

830

2270

2060

1320

100

10,000

3510

3220

890

2435

2210

1420

115

20,000

4360

4140

1110

2920

2620

1770

140

30,000

5320

4760

1280

3390

3040

2040

160

40,000

5590

5205

1410

3530

3330

2245

180

Anchor
weight (lbs)

All dimensions are approximate

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

ANCHORS

LIGHTWEIGHT (LWT)
30

G
F

J
H

30 Sand
50

E
DA

Anchor
weight
(lbs)

A
(mm)

B
(mm)

C
(mm)

D
(mm)

30

E
(mm)

50 Soft Mud Bottom

F
(mm)

G
(mm)

H
(mm)

J
(mm)

990

1619

1535

552

992

636

259

42

169

131

2000

2040

1933

606

1250

802

326

53

208

166

3000

2335

2213

797

1432

918

374

61

244

190

4000

2570

2436

877

1573

1010

411

67

269

208

5000

2768

2623

945

1696

1088

433

72

290

224

6000

2941

2788

1003

1802

1156

471

77

308

238

7000

3097

2935

1057

1809

1217

495

81

324

251

8150

3238

3069

1104

1983

1273

518

85

338

262

10,000

3488

3306

1190

2173

1371

558

91

365

284

15,000

3993

3784

1362

2446

1569

639

104

418

324

20,000

4394

4166

1498

2692

1727

703

115

460

357

30,000

5030

4768

1716

3082

1977

805

131

526

408

40,000

5536

5248

1887

3392

2276

886

145

579

450

45,000

5759

5459

1965

3528

2264

921

150

603

467

All dimensions are approximate

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1.3

1.4

ANCHORS

OFFDRILL II

34
WEDGE
INSERT
(Stops)

50

C
E

F
B

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

F
(mm)

4500

2555

3065

1520

1805

830

1065

5000

2645

3175

1575

1870

860

100

90

6000

2815

3375

1675

1990

910

1170

100

7000

2950

3540

1755

2090

940

1230

100

8000

3095

3890

1840

2190

1012

1290

100

10,000

3335

4000

1985

2360

1070

1390

115

12,000

3540

4250

2110

2505

1140

1475

115

14,000

3730

4500

2220

2640

1228

1555

130

15,000

3900

4750

2220

2640

1228

1555

130

16,000

3900

4750

2320

2760

1280

1625

130

20,000

4200

4900

2500

2975

1385

1750

130

25,000

4500

5165

2680

3205

1530

1875

130

30,000

4810

5335

2860

3405

1545

2000

130

33,000

4900

5390

2955

3515

1585

2070

140

40,000

5120

5635

3090

3675

1692

2165

155

45,000

5330

5865

3215

3850

1760

2250

155

50,000

5600

6150

3360

4025

1900

2365

155

60,000

5950

6335

3570

4250

1955

2515

170

70,000

6260

6875

3755

4470

2055

2645

155

Anchor
weight (lbs)

All dimensions are approximate

shackle
(mm)
80

ANCHORS

FLIPPER DELTA

50

36

C
F
B

E
(mm)

A
(mm)

B
(mm)

C
(mm)

D
(mm)

1000

1960

1560

1755

740

45

2604

1500

2250

1800

2025

840

45

2660

2000

2470

2000

2250

930

50

2960

2500

2660

2130

2395

1005

52

3150

3000

2830

2285

2565

1070

55

3380

4000

3180

2560

2880

1190

65

3790

5000

3300

2660

2995

1260

75

3945

7000

3750

2995

3365

1405

78

4440

10,000

4270

3400

3825

1600

85

5040

13,500

4670

3730

4195

1765

90

5535

15,000

4845

3875

4355

1830

90

5735

22,500

5490

4360

4905

2060

105

6470

40,000

6650

5290

5945

2480

120

7850

Anchor
weight (kg)

All dimensions are approximate

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F
(mm)

1.5

ANCHORS

BRUCE SINGLE SHANK


0.50B
0.59B

1.6

Anchor
weight (kg)

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

Anchor
shackle SWL
tonnes

Pendant
shackle SWL
tonnes

600

1130

2020

1370

56

40

17

9 1/2

1000

1340

2400

1630

64

53

25

17

2000

1690

3030

2050

84

61

35

25

3000

1930

3460

2350

92

70

50

35

6500

2530

4530

3070

125

92

100

55

9000

2790

5000

3380

140

92

130

55

All dimensions are approximate

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ANCHORS

BRUCE TWIN SHANK


F

A
D

Anchor
weight (kg)

A
E
B
C
D
F
(mm) (mm) (mm) (mm) (mm) (mm)

Anchor
shackle SWL
tonnes

Pendant
shackle SWL
tonnes

250

1693

704

272

967

1352

47

12

3 1/4

500

2076

863

335

1187

1658

57

17

4 3/4

750

2322

965

375

1327

1854

57

17

6 1/2

1000

2511

1044

416

1435

2005

67

25

8 1/2

1500

2893

1203

481

1653

2310

75

35

12

2000

3232

1344

529

1846

2580

75

35

13 1/2

2500

3446

1433

569

1969

2752

97

55

17

3000

3731

1551

609

2132

2978

97

55

17

4000

4070

1692

668

2326

3249

97

55

25

5000

4324

1798

714

2471

3453

117

85

50

7000

4900

2038

805

2799

3911

132

100

85

9000

5269

2191

868

3010

4206

157

130

85

12000

5885

2447

964

3362

4697

157

150

85

All dimensions are approximate

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1.7

1.8

ANCHORS

BRUCE FFTS MK 4 ANCHOR

Anchor
weight (kg)

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

F
(mm)

500

1827

1280

500

1303

606

2188

1500

2648

1854

723

1888

878

3172

3000

3409

2388

931

2431

1131

4085

5000

4029

2822

1100

2873

1336

4828

9000

4846

3394

1324

3456

1607

5806

10000

5087

3563

1390

3628

1687

6095

12000

5437

3808

1486

3878

1803

6514

15000

5728

4012

1566

4085

1900

6864

18000

6129

4292

1674

4371

2032

7343

20000

6319

4426

1726

4507

2096

7571

30000

7225

5060

1974

5153

2396

8656

40000

8034

5627

2195

5730

2664

9626

All dimensions are approximate

NB - Table gives nominal dimensions of certain sizes but since the anchors
are fabricated from steel plate they can be supplied in any size to suit
customer requirements, from 250kg up to 60,000kg.
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ANCHORS

STEVIN ANCHOR
S

A
C
L
K
D
B

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

K
(mm)

L
(mm)

1000

2341

2645

1559

2023

737

1010

412

60

1500

2680

3038

1785

2316

843

1156

471

65

3000

3376

3828

2249

2918

1063

1456

594

80

5000

4003

4538

2667

3460

1260

1727

704

80

7000

4478

5077

2983

3871

1409

1932

788

90

9000

4869

5521

3244

4209

1533

2100

857

100

12000

5366

5892

3458

4490

1728

2255

914

130

15000

5780

6347

3725

4837

1861

2430

984

150

20000

6362

6986

4100

5324

2048

2674

1083

160

30000

7283

7997

4694

6094

2345

3061

1240

180

Anchor
weight (kg)

All dimensions are approximate

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S
(mm)

1.9

ANCHORS

VRYHOF STEVPRIS MK 5
F
G

N
S
J

Sand

P
Mu

1.10

Anchor
A
G
H
J
B
C
E
F
N
P
S
T=F+G
weight (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
(kg)
1500

2954

3184

1812

1505

272

223

1230

198

72

72

80

495

3000

3722

4012

2283

1896

343

280

1550

250

91

91

90

623

5000

4413

4757

2707

2248

406

332

1838

296

108

108

100

738

8000

5161

5563

3166

2630

475

389

2150

347

127

127

130

864

10000

5560

5993

3411

2833

512

419

2316

373

136

136

140

931

12000

5908

6368

3625

3010

544

445

2461

397

145

145

150

989

15000

6364

6860

3904

3243

586

479

2651

427

156

156

170

1065

18000

6763

7290

4149

3446

622

510

2817

454

166

166

180

1132

20000

7005

7551

4297

3569

645

528

2918

470

172

172

190

1173

22000

7231

7794

4436

3684

665

545

3012

485

177

177

200

1210

25000

7546

8134

4629

3845

694

568

3143

507

185

185

200

1262

30000

8019

8643

4919

4086

738

604

3440

538

197

197

220

1342

65000

10376

11184

6366

5287

955

782

4322

697

255

255

300

1737

All dimensions are approximate

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ANCHORS

1.11

VRYHOF STEVSHARK
F
G

N
H

S
J
Mu
d

Sand

A
C

K
D
B

Anchor
A
B
C
D
E
F
G
H
J
K
N
P
S
weight (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
(kg)
1500

2623

2856

1687

2510

1336

244

199

1033

212

1183

70

70

3000

3305

2598

2125

3162

1683

307

251

1301

223

1491

75

70

90

5000

3918

4266

2519

3749

1996

364

297

1543

282

1768

95

95

110

80

8000

4583

4989

2946

4385

2334

426

347

1805

329

2067

120

110

130

10000

4937

5375

3174

4723

2514

459

374

1944

376

2227

140

130

150

12000

5246

5711

3373

5019

2672

487

398

2066

400

2366

150

140

160

15000

5651

6152

3633

5407

2878

525

428

2225

423

2549

150

140

170

18000

6005

6538

3861

5745

3058

558

455

2365

447

2709

160

150

180

20000

6219

6771

3999

5951

3168

578

471

2449

482

2806

180

170

190

22000

6420

6990

4128

6143

3270

596

487

2528

505

2896

180

170

200

25000

6770

7294

4308

6410

3412

622

508

2638

505

3022

180

170

200

30000

7119

7751

4577

6812

3626

661

540

2804

552

3212

210

200

220

65000

9212

10030

5923

8814

4692

856

698

3628

752

4156

280

260

300

All dimensions are approximate

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1.12

ANCHORS

VRYHOF STEVMANTA VLA

B
(mm)

C
(mm)

D
(mm)

E0
(mm)

E1
(mm)

F
(mm)

3143

2976

1945

3075

3371

172

1459

639

3975

3765

2460

3890

4264

217

1845

809

10

4445

4209

2750

4349

4767

243

2063

904

12

4869

4611

3013

4764

5222

266

2260

991

15

5443

5155

3368

5326

5839

298

2527

1107

17

5795

5488

3586

5670

6216

317

2690

1179

20

6286

5953

3890

6150

6742

344

2918

1279

Area (m2)

H
(mm)

T
(mm)

All dimensions are approximate

NB - The dimensions of the Stevmanta VLA anchor may be changed for


specific applications.

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ANCHORS

SINKERS - Concrete & Cast Iron


Balmoral supply concrete and cast iron sinkers as described in the adjoining
table.
The sizes quoted are for the most commonly used sizes but Balmoral will
gladly supply concrete sinkers to any size required by a client.

Sinkers
Nominal envelope size
Material

Weight in
air (kg)

Concrete

Cast Iron

Length A
(mm)

Breadth B
(mm)

Depth C
(mm)

250

128

700

700

340

500

256

850

850

350

1000

512

1000

1000

630

3000

1536

1250

1250

1000

1000

869

1140

860

210

2000

1738

1400

1000

280

3000

2607

1500

1200

320

All dimensions are approximate

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Weight in
water (kg)

1.13

1.14

ANCHORS

PROOF TEST LOADS FOR ANCHORS


All anchors rated as HHP should be proof loaded for a weight equal to
approximately 1.33 times the actual weight of the anchor.

Mass of
anchor (kg)

Proof test
load (kg)

Mass of
anchor (kg)

Proof test
load (kg)

Mass of
anchor (kg)

Proof test
load (kg)

140

5000

2100

36900

6600

78800

200

6250

2200

38300

6800

80200

250

7180

2300

39600

7000

82000

300

8110

2400

40900

7200

83400

350

9050

2500

42200

7400

84800

450

10900

2600

43500

7600

86200

500

11800

2700

44700

7800

87800

550

12700

2800

45900

8000

89400

600

13500

2900

47100

8200

91000

650

14300

3000

48300

8400

92600

700

15200

3200

50500

8600

94000

750

16100

3400

52700

8800

95400

800

16900

3600

54800

9000

96800

850

17800

3800

56800

9200

98000

900

18600

4000

58800

9400

99400

950

19500

4200

60700

9600

100600

1000

20300

4400

62500

9800

101800

1100

22000

4600

64300

10000

103000

1200

23600

4800

65800

11000

109000

1300

25200

5000

67400

12000

113000

1400

26700

5200

69000

13000

118000

1500

28300

5400

70500

14000

123000

1600

29800

5600

72000

15000

128000

1700

31300

5800

73500

18000

144000

1800

32700

6000

74900

24000

175000

1900

34200

6200

76200

30000

203000

2000

35600

6400

77500

All dimensions are approximate

CHAINS AND FITTINGS

Section 2

CHAINS AND FITTINGS


Introduction
There are currently two types of chain in common use within the marine
industry. Studlink chain, which is the most popular, is used by the shipping
and oil industries. Studless chain, which has no studs, is generally used in
special mooring applications such as permanent moorings for FPSOs. Open
link chain is typically used for marine moorings.
Chain is normally supplied in 27.5m lengths but the oil industry uses chain of
much longer lengths of approximately 1370m (4,500 feet). Continuous
lengths of chain mean no joining links, which may be the weakest links, but
shipping and handling can be problematic.
Chain size is generally expressed as the diameter of the steel at the bending
area. This can mean that steel bars of 78-79mm may be used to manufacture
chain of 76mm diameter. Chain can be fitted with open end links to enable
shackle connections to be made. These end links are normally forged to the
chain using an intermediate link also known as an enlarged link. These links
are larger than the diameter of the chain to take into account the differing
radii and the reduced strength of the links due the end link being studless.
Chain strengths are expressed as grades followed by a number. The letter
used varies with countries but the strength of the chain remains the same.
The United Kingdom uses U, France and Spain uses Q and the
Scandinavian countries use K. The number relates to the type and hence the
strength of the steel. U1 grade is mild steel, U2 is a high tensile steel and U3
is a special heat treated steel. These grades are normally only used within the
shipping industry as the oil industry demands even greater strengths for the
chain used. The original grade designed for the offshore industry was ORQ
(Oil Rig Quality). Although this chain is still in use it has been superseded by
new grades such as Rig Quality 3 and Rig Quality 4. These grades were
introduced by the classification societies in order to standardise quality. The
same grades also apply to the joining links that may be used with the chain.
Tables showing the various strengths of chain are shown overleaf.
The offshore industry dictates that chain must be periodically inspected for
wear and defects. The level of inspection and the intervals of these surveys
are laid down by the classification authorities. Balmoral carries out such
inspections in line with relevant classification society requirements.

1.1

2.1

CHAINS AND FITTINGS


2.2

STUD LINK MOORING CHAIN

3.6d

4d

6d

4d

6.5d

6.75d
1.1d

1d

COMMON LINK

ENLARGED LINK

Common Link

Enlarged Link

1.2d

END LINK

End Link

STUDLESS CHAIN
6d
4d

3.35d

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CHAINS AND FITTINGS

STUD LINK CHAIN

2.3

Shot = 90ft = 27.5m


Weight
kg/shot
incl Kenter

U2
mm

inches

ORQ

U3

PL
kN

BL
kN

PL
kN

BL
kN

222

19

3/4

150

211

211

301

306

22

7/8

200

280

280

401

418

26

278

389

389

556

497

28

1 1/8

321

449

449

642

652

32

1 1/4

417

583

583

833

734

34

1 5/16

468

655

655

937

826

36

1 7/16

523

732

732

1050

PL
kN

BL
kN

919

38

1 1/2

581

812

812

1160

1105

42

1 5/8

703

981

981

1400

1209

44

1 3/4

769

1080

1080

1540

1437

48

1 7/8

908

1280

1280

1810

1555

50

981

1370

1370

1960

1400

2110

1809

54

2 1/8

1140

1590

1590

2270

1620

2441

1946

56

2 3/16

1220

1710

1710

2430

1746

2639

2100

58

2 5/16

1290

1810

1810

2600

1854

2797

2253

60

2 3/8

1380

1940

1940

2770

1976

2978

2573

64

2 1/2

1560

2190

2190

3130

2230

3360

2742

66

2 5/8

1660

2310

2310

3300

2361

3559

3097

70

2 3/4

1840

2580

2580

3690

2634

3970

3374

73

2 7/8

1990

2790

2790

3990

2846

4291

3681

76

2150

3010

3010

4300

3066

4621

4187

81

3 3/16

2410

3380

3380

4820

3453

5209

4832

87

3 7/16

2750

3850

3850

5500

3924

5916

5385

92

3 5/8

3040

4260

4260

6080

4342

6544

5723

95

3 3/4

3230

4510

4510

6440

4599

6932

6613

102

3660

5120

5120

7320

5220

7868

9.81 kN = 1 tonne
PL

= Proof Load

BL

= Breaking Load

UK
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All dimensions are approximate

CHAINS AND FITTINGS


2.4

STUD LINK/STUDLESS CHAIN


OIL INDUSTRY GRADES
Break Load
R3S

R3

Weight

Dia

R4-RQ4

RQ3-API

mm

kN

kN

kN

kN

66

4621

4200

3761

3559

95

87

68

4885

4440

3976

3762

101

92

70

5156

4685

4196

3970

107

98

73

5572

5064

4535

4291

117

107

76

6001

5454

4884

4621

126

116

78

6295

5720

5123

4847

133

122

81

6745

6130

5490

5194

144

131

84

7208

6550

5866

5550

155

141

87

7682

6981

6252

5916

166

151

90

8167

7422

6647

6289

177

162

92

8497

7722

6916

6544

185

169

95

9001

8180

7326

6932

198

181

97

9343

8490

7604

7195

206

188

100

9864

8964

8028

7596

219

200

102

10217

9285

8315

7868

228

208

105

10754

9773

8753

8282

241

221

107

11118

10103

9048

8561

251

229

111

11856

10775

9650

9130

270

246

114

12420

11287

10109

9565

285

260

117

12993

11807

10574

10005

300

274

120

13573

12334

11047

10452

315

288

122

13964

12690

11365

10753

326

298

124

14358

13048

11686

11057

337

308

127

14955

13591

12171

11516

353

323

130

15559

14139

12663

11981

370

338

132

15965

14508

12993

12294

382

348

137

16992

15441

13829

13085

411

375

142

18033

16388

14677

13887

442

403

147

19089

17347

15536

14700

473

432

152

20156

18317

16405

15522

506

462

157

21234

19297

17282

16352

540

493

162

22320

20284

18166

17188

575

525

165

22976

20879

18699

17693

596

545

168

23633

21477

19234

18199

618

564

171

24292

22076

19771

18707

640

585

175

25174

22877

20488

19386

671

613

178

25836

23479

21027

19896

694

634

Stud and Studless

All dimensions are approximate

Stud

Studless

kg/m

kg/m

CHAINS AND FITTINGS


2.5

Proof Load
Dia

R4-RQ4

R3

R3S

RQ3-API

Stud
Stud
Studless Studless Studless

Weight

Stud

Studless

Stud

kN

kN

kN

kN

kN

kN

66

3643

3238

3036

2935

2631

2361

95

87

68

3851

3423

3209

3102

2782

2496

101

92

70

4064

3613

3387

3274

2935

2634

107

98

73

4392

3904

3660

3538

3172

2847

117

107

76

4731

4205

3942

3811

3417

3066

126

116

78

4962

4411

4135

3997

3548

3216

133

122

81

5317

4726

4431

4283

3840

3446

144

131

84

5682

5051

4735

4577

4104

3683

155

141

87

6056

5383

5046

4878

4374

3925

166

151

90

6439

5723

5365

5187

4650

4173

177

162

92

6699

5954

5582

5396

4838

4342

185

169

95

7096

6307

5913

5716

5125

4599

198

181

97

7365

6547

6138

5933

5319

4774

206

188

100

7776

6912

6480

6264

5616

5040

219

200

102

8054

7159

6712

6488

5817

5220

228

208

105

8478

7536

7065

6829

6123

5495

241

221

107

8764

7790

7304

7060

6330

5681

251

229

111

9347

8308

7789

7529

6750

6058

270

246

114

9791

8703

8159

7887

7071

6346

285

260

117

10242

9104

8535

8251

7397

6639

300

274

120

10700

9511

8916

8619

7728

6935

315

288

122

11008

9785

9173

8868

7950

7135

326

298

124

11319

10061

9432

9118

8175

7336

337

308

127

11789

10479

9824

9497

8515

7641

353

323

130

12265

10903

10221

9880

8858

7950

370

338

132

12585

11187

10488

10138

9089

8157

382

348

137

13395

11906

11162

10790

9674

8682

411

375

142

14216

12637

11847

11452

10267

9214

442

403

147

15048

13376

12540

12122

10868

9753

473

432

152

15890

14124

13241

12800

11476

10299

506

462

157

16739

14879

13949

13484

12089

10850

540

493

162

17596

15641

14663

14174

12708

11405

575

525

165

18112

16100

15094

14590

13081

11739

596

545

168

18631

16560

15525

15008

13455

12075

618

564

171

19150

17022

15959

15427

13831

12412

640

585

175

19845

17640

16538

15986

14333

12863

671

613

178

20367

18104

16972

16407

14709

13201

694

634

mm

All dimensions are approximate

Stud

Studless

kg/m

kg/m

CHAINS AND FITTINGS


2.6

OPEN LINK MOORING CHAIN


Long link (Mild steel)
d
3.5d

6d

Size
mm

inches

Weight
kg/m

Proof Load
kg

Minimum
Breaking Load
kg

13

1/2

3.34

3190

7970

16

5/8

5.06

4830

12090

19

3/4

7.14

6820

17050

22

7/8

10.46

10000

24990

26

13.38

12770

31940

All dimensions are approximate

Medium Link (Mild steel)


d
3.5d

5.5d

Size
mm

Weight
kg/m

Proof Load
kg

inches

Minimum
Breaking Load
kg

13

1/2

3.50

3200

16

5/8

5.20

4800

9600

19

3/4

7.40

6800

13600

22

7/8

10.00

9100

18200

25

12.80

11800

23600

28

1 1/8

16.50

14800

29500

32

1 1/4

21.00

19400

38700

34

1 3/8

23.50

21800

43600

38

1 1/2

29.50

27300

54600

42

1 5/8

36.00

33300

66600

44

1 3/4

39.50

36600

73200

48

1 7/8

47.00

43500

87000

51

53.00

49200

98300

All dimensions are approximate

6400

CHAINS AND FITTINGS

OPEN LINK MOORING CHAIN

2.7

Short link (Mild steel)


d
3.5d

5d

Size
mm

inches

Weight
kg/m

Proof Load
kg

Minimum
Breaking Load
kg

1/4

0.89

700

1400

9/32

1.13

900

1800

5/16

1.39

1250

2500

10

3/8

1.95

2000

4000

11

7/16

2.67

2240

4480

13

1/2

3.72

3200

6400

16

5/8

5.64

5000

10000

19

3/4

7.96

6820

13640

All dimensions are approximate

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CHAINS AND FITTINGS


2.8

RAMFOR JOINING LINKS

T
M
R

2E

S
S

N
A
F

E
C

Tolerance %

Dimension
Designation

Ramfor Nominal
Dimension Times d

6.00

2.0

2.0

4.20

2.0

2.0

1.83

2.0

2.5

0.67

2.5

0.0

4.50

2.0

2.5

1,40

2.0

2.5

1.0

2.5

2.5

1.41

2.5

2.5

1.28

2.5

2.5

1.34

2.5

2.5

1.13

2.5

0.0

1.59

2.0

2.5

1.30

2.0

2.5

1.52

2.0

2.5

1.00

2.0

0.0

0.03

All dimensions are approximate

d = chain diameter

UK
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CHAINS AND FITTINGS

RAMFOR SLIM JOINING LINKS

2.9

2E

S
S

N
A
F

C
B

Dimension
Designation

Ramfor Slim
Nominal Dimension
Times d

6.00

2.0

2.0

Tolerance %

4.20

2.0

2.0

1.83

2.0

2.5

0.67

2.5

0.0

4.50

2.0

2.5

1.40

2.0

2.5

0.82

2.5

2.5

1.41

2.5

2.5

1.32

2.5

2.5

1.22

2.0

2.5

1.13

2.5

0.0

1.59

2.0

2.5

1.30

2.0

2.5

1.30

2.0

2.5

1.00

2.0

2.0

0.03

All dimensions are approximate

UK
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d = chain diameter

CHAINS AND FITTINGS


2.10

KENTER JOINING LINKS

2E

S
S

N
A
F

C
B

Tolerance %

Dimension
Designation

Kenter Nominal
Dimension Times d

6.00

2.0

2.0

4.20

2.0

2.0

1.83

2.5

2.0

0.67

0.0

2.5

4.50

2.5

2.0

1.40

2.5

2.0

1.10

2.5

2.5

1.45

2.5

2.5

1.32

2.5

2.5

1.34

2.5

2.0

1.13

0.0

2.5

1.59

2.5

2.0

1.30

2.5

2.0

1.52

2.5

2.0

1.00

2.0

2.0

0.03

All dimensions are approximate

d = chain diameter

UK
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CHAINS AND FITTINGS

PEAR SHAPE ANCHOR CONNECTING


LINK
G
D
J

A
K

E
B
Anchor Shank

Anchor Shackle

Common Links

No

Chain size
mm

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

32-40

298

206

59

40

48

83

42-51

378

260

76

51

64

100

52-60

454

313

92

60

76

121

62-79

562

376

117

79

95

149

81-92

654

419

133

92

124

149

94-95

692

435

146

98

130

159

10

97-102

889

571

190

121

165

190

No

Weight
kg

40 x 44

56

26

43

13

51 x 60

74

32

52

27

62 x 73

88

37

64

49

85 x 79

111

48

76

94

111 x 102

130 x 133

54

79

149

124 x 137

141

57

83

236

10

130

181

73

108

386

All dimensions are approximate

UK
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F
(mm)

2.11

CHAINS AND FITTINGS


2.12

DETACHABLE CONNECTING LINK


E

C
F

E
G

Chain size
mm

Weight
kg

30-32

190.5

127

44

32

35

39

21

4.5

33-35

210

140

49

35

39

42

23

6.0

36-38

229

152

53

38

43

46

25

7.8

40-42

248

165

57

41

50

50

27

10.0

43-44

267

190

62

44

51

56

30

12.5

46-48

286

194

64

48

55

60

31

14.5

50-51

305

197

64

51

59

64

33

16.5

52-54

324

210

67

54

64

67

36

20.0

56-58

343

221

71

57

67

71

38

23.5

59-60

362

234

78

60

70

75

40

27.5

62-64

381

246

79

64

73

78

42

32.0

66-67

400

246

83

67

78

79

44

37.0

68-70

419

275

92

73

83

90

46

45.5

71-73

438

283

94

73

85

93

48

48.5

74-76

457

295

95

76

90

94

50

54.5

78-79

476

308

102

79

92

96

52

62.5

81-83

495

320

103

83

92

103

55

73.0

84-86

514

332

107

86

100

107

57

80.5

87-89

537

350

116

92

105

114

59

93.5

90-92

552

356

119

92

106

116

61

97.5

94-95

571

368

122

95

114

119

62

116.0

97-98

590

381

127

98

117

121

67

123.0

100-102

607

394

132

102

119

122

68

130.0

All dimensions are approximate

CHAINS AND FITTINGS

D TYPE JOINING SHACKLES


Size
mm

Weight
kg

19

1.7

22

2.7

26

4.3

30

32

7.8

34

8.5

38

13.8

41

18

44

22

48

27

52

29

54

39

57

46

60

52

64

64

67

74

70

3.4d

7.1d

1.2d
1.6d

1.3d

1.4d

1.3d

2.8d

4d
Enlarged Link

Common Link

Joining Shackle

End Link

All dimensions are approximate

UK
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End Link

Enlarged Link

Common Link

2.13

84

73

98

76

110

79

122

83

134

86

144

89

154

92

168

95

184

98

200

102

220

105

230

108

264

110

285

114

320

120

340

CHAINS AND FITTINGS


2.14

D TYPE ANCHOR SHACKLES

4d

8.7d

1.3d
1.8d

1.4d

2.4d
5.2d

Enlarged Link

1.4d

3.1d

Anchor Shackle

Swivel End Link

Anchor Shank

Clenched Anchor
Shackle

Size
mm

Weight
kg

19

2.5

22

3.8

26

6.0

30

32

11.3

34

14

38

19.8

41

26

44

32

48

39

52

48

54

57

57

67

60

80

64

93

67

106

70

121

73

141

76

159

79

172

83

189

86

200

89

230

92

258

95

290

98

301

102

344

105

390

108

422

110

431

114

475

120

530

All dimensions are approximate

UK
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CHAINS AND FITTINGS

LONG TERM MOORING CONNECTOR


For use with any combination of chain, wire and
synthetic ropes

UK
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2.15

CHAINS AND FITTINGS


2.16

A. SPECIAL LTM ANCHOR SHACKLE


WITH ROUND PIN
E

C
B

B. SPECIAL LTM JOINING SHACKLE


WITH ROUND PIN
E

C
B

Shackle

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

8.25d

5d

2.2d

3.4d

1.4d

r1.7d

7d

4d

1.4d

3.1d

1.3d

r1.55d

All dimensions are approximate

F
(mm)

d = chain diameter

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CHAINS AND FITTINGS

JAW & JAW SWIVELS

2.17

1.4d

Size
mm

Weight
kg

54

120

57

156

60

200

64

258

68

303

70

330

73

361

76

394

84

493

90

600

95

1.3d

1.3d
12.7d

7.7d

2.2d

c 1.7d

1.7d
4d

5.6d
Anchor Shank

End Link

Enlarged Link
Common Link
Anchor Shank

700

102

970

105

1060

108

1170

114

1440

120

1650

All dimensions are approximate

UK
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Common Link

Enlarged Link

End Link

Anchor Shackle

TYPICAL APPLICATION

CHAINS AND FITTINGS


2.18

BOW & EYE SWIVELS

3.6d

1.1d

1.4d
9.3d
6.3d

4.7d

1.2d
3.4d
Swivel

End Link

Enlarged Link

End Link

Swivel

Weight
kg

19

2.8

22

4.4

26

6.8

30

9.4

32

12.7

34

17.5

38

22

41

29

44

36

48

43

52

54

54

64

57

75

60

78

64

90

67

104

70

114

73

134

76

152

79

171

83

189

86

196

89

217

92

256

95

275

98

300

102

342

Enlarged Link

105

387

Common Link

108

420

110

450

114

520

120

620

End Link
Enlarged Link

Size
mm

Enlarged Link

TYPICAL SWIVEL ASSEMBLIES


All dimensions are approximate

UK
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CHAINS AND FITTINGS

MOORING RINGS

Size
mm

2.19

Weight
kg

19

25

12

32

24

38

40

44

63

51

98

57

136

64

193

70

252

76

323

83

421

89

518

95

630

102

780

All dimensions are approximate

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7.5d

2d

TYPICAL APPLICATION

Ring
Shackles
Sinker

CHAINS AND FITTINGS


2.20

TRIANGULAR PLATES

C
B

D
D

Chain size
in mm

A
(mm)

B
(mm)

C
(mm)

D
(mm)

Proof
Load
Tonnes

38

320

168

50

76

81.2

106

13

48

360

184

60

88

127

181

25

58

430

225

80

102

190

287

50

70

506

266

90

120

270

404

81

76

550

290

90

130

313

472

96

83

600

316

100

142

356

549

127

95

685

361

120

162

508

794

199

102

736

388

120

174

594

910

230

Breaking Weight
Load
kg
Tonnes

All dimensions are approximate

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CHAINS AND FITTINGS

PELICAN HOOKS

2.21

C
D
E

A
B
Chain

Pelican Hook
Deck Padeye
TYPICAL APPLICATION

Chain size
mm

A
(mm)

B
(mm)

C
(mm)

D
(mm)

E
(mm)

SWL
tonnes

Weight
kg

25-28

90

35

38

30

358

10

24

32

100

40

45

35

390

15

35

34-42

110

45

55

42

430

25

50

44-48

120

50

60

50

475

35

70

51-58

135

60

75

60

525

50

98

60-64

150

70

86

70

600

60

150

67-70

170

80

90

80

705

75

230

76-83

200

100

105

100

880

100

430

All dimensions are approximate

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CHAINS AND FITTINGS


2.22

STEVTENSIONERS
Models VA 220, VA 500

Weight
(Te)

Model

Tension
(Te)

L(m)

B(m)

H(m)

VA 220

220

2.6

1.0

1.2

VA 500

500

5.4

2.4

2.6

20

All dimensions are approximate

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CHAINS AND FITTINGS

STEVTENSIONERS

2.23

Models VA 600, VA 1000, VA 1250

Model

Tension
(Te)

L(m)

B(m)

H(m)

Weight
(Te)

VA 600

600

2.2

0.6

0.9

2.5

VA 1000

1000

3.1

0.8

1.2

VA 1250

1250

3.5

0.9

1.4

All dimensions are approximate

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1.1

Section 3

CHASERS AND GRAPNELS


Introduction
These tools are commonly used in the recovery of rig anchors. Balmoral
Marine is the exclusive worldwide agent for BEL Grapnel, supplying J
chasers; permanent chain chasers; J lock chain chasers; permanent wire
chasers and detachable permanent chain chasers. Grapnels, used for
recovering chain and wire from the sea bed, are also provided. Upgraded
designs for deep water have been included.
All models have been verified by the University of Newcastle.

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3.1

CHASERS AND GRAPNELS

BEL 101 J CHAIN CHASER


tonnes

Proof Test Load:

250

tonnes

Weight:

1882 kg

4.88
124

86

Safe Working Load: 100

3.38

3.2

96.00
2438

50
27.
699

72.00
1829

12.00
305

CHAIN CHASERS
Chain chasers were developed to overcome the problems of recovering rig
anchors when anchor pendant lines failed in service. The operational
sequence of chasing is shown below.
Stage 1

Wire Rope from


Anchor Handling
Vessel

Stage 2

Stage 3

Anchor

Chain
Chaser
Mooring Chain

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CHASERS AND GRAPNELS

J CHAIN CHASERS
BEL 4101
3.3
E

D
B

Type
BEL 4101

Weight
SWL
Proof test
Dim
(kg)
(tonnes) (tonnes)
3170

250

400

in

18

101.9

8.6

27.5

7.5

mm

457

2565

2185

699

191

Material: BS EN 1563 Grade 450/10

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All dimensions are approximate

CHASERS AND GRAPNELS

BEL 109 GRAPNEL


Safe Working Load: 100

tonnes

Proof Test Load:

150

tonnes

Weight:

1351 kg

3.38
86

3.4

4.50
114

70.00
1778

4.00
102

3.00
54.00 76
1372

GRAPNELS
The grapnel was designed as a fishing tool primarily for the purpose of
recovering an anchor and chain which has become detached and has fallen
to the sea bed. The operational sequence is as follows:
Stage 1

Stage 2
Recovery
Wire Rope

Broken
Chain

Recovery
Wire Rope

Broken
Chain

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CHASERS AND GRAPNELS

BEL 139 GRAPNEL


Safe Working Load: 250

tonnes

Proof Test Load:

350

tonnes

Weight:

2630 kg

8.5
216
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66.5
1689

5.0
127
3.50
89

78.5
1994
50.5
1283

5.25
144

7.5
191

66.00
1676
7.88
2.00
3.94
100

Continuous Fillet Weld 1.5


38

3.94
100

3.5

CHASERS AND GRAPNELS

PERMANENT CHASERS
BEL 102 - 106 - 110 - 4110
3.6

G
H

A
C
F

D
B

Type

Weight
(kg)

SWL
Proof test Dim
(tonnes) (tonnes)

BEL 102

1088

100

250

BEL 106

1451

130

250

BEL 110

1433

130

250

BEL 4110

2390

250

400

in
mm
in
mm
in
mm
in
mm

65.25 45.00 39.00 30.00 12.00 7.50


1657 1143

991

191

124

86

5.13

3.88

991

203

130

99

73.50 49.00 44.50 33.00 13.00 8.00

5.13

3.88

1867 1245 1130

838

330

203

130

99

80.3

44.5

33.0

16.0

7.5

2040 1361 1130

838

406

191

144

53.6

762

305

H
3.38

67.00 46.00 39.00 30.00 15.00 8.00


1702 1168

762

G
4.88

381

All dimensions are approximate

Lifting eye dimensions shown are standard for each type.


Specials can be made to suit customer requirements.

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CHASERS AND GRAPNELS

DETACHABLE PERMANENT
CHAIN CHASERS
3.7

BEL 107 - 108 - 111

G
H

D
F
C
B

Type

Weight
(kg)

SWL
Proof test Dim
(tonnes) (tonnes)

BEL 107

1238

100

250

BEL 108

1656

130

250

BEL 111

1742

130

250

in
mm
in
mm
in
mm

1886 1143 1080

H
3.38

191

124

86

5.13

3.88

1931 1168 1067

762

G
4.88

76.00 46.00 42.00 30.00 15.00 8.00


762

305

203

130

99

78.50 49.00 44.50 33.00 13.00 8.00

5.13

3.88

1994 1245 1130

130

99

838

All dimensions are approximate

Lifting eye dimensions shown are standard for each type.


Specials can be made to suit customer requirements.

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74.25 45.00 42.50 30.00 12.00 7.50

381

330

203

CHASERS AND GRAPNELS

PERMANENT WIRE CHASERS


BEL 210 - 213 - 214 - 215 - 4214
3.8

D
B

Type

Weight
(kg)

BEL 210

1959

SWL
Proof test
Dim
(tonnes) (tonnes)
130

250

mm

2073 1245 1203

838

432

330

130

99

BEL 213

1846

130

250

mm

1962 1099 1086

692

445

330

130

99

BEL 214

2530

130

250

mm

2318 1308 1397

902

508

330

130

99

BEL 215

2495

250

400

mm

2051 1168 1060

711

445

356

178

127

BEL 4214

3560

250

400

mm

2540 1422 1397

902

391

610

191

144

All dimensions are approximate

Lifting eye dimensions shown are standard for each type.


Specials can be made to suit customer requirements.

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3
J LOCK CHAIN CHASERS
BEL 115/35-45
3.9

BEL 115/35 for chain 64mm to 90mm


BEL 115/45 for chain 95mm to 115mm
Safe Working Load: 100

tonnes

Proof Test Load:

250

tonnes

Weight:

1778 kg

BEL 115/35-45
4.88
124

82.00
2083

3.38
86

12.00
305

28.00
711

21.00
533

BEL 4115/35-45
BEL 4115/35 for chain 64mm to 90mm
BEL 4115/45 for chain 95mm to 115mm
406

2350

191

711

533

1824

Safe Working Load:

250 tonnes

Proof Test Load:

400 tonnes

Weight:

2950 kg

58.50
1486

CHASERS AND GRAPNELS

BRUCE RING CHASER


A LIGHTWEIGHT PERMANENT CHAIN CHASER
3.10
125

100

801 1700

R280

841

720

Based on proven BRUCE chaser technology


Large asymmetrical sliding shoe designed to ride chain smoothly at ultra
short scope
Streamlined sections to minimise soil resistance
Designed for use in deep water
Large riding radii to avoid cable damage
Cast steel construction, strong, compact, robust design
Hard-faced sliding shoe for maximum life, minimum wear
Aperture sized to pass wire rope/chain connectors
This chaser is designed to chase down an anchor chain or cable right to the
front of the anchor shank. A simple procedure of heaving on the chaser
while simultaneously hauling in the anchor line with the rig winch surfaces
the anchor easily, ready for retrieval.

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CHASERS AND GRAPNELS

CHASER STOPPER
1000 tonnes

Weight:

Material

BSEN 1563 Grade 450/10

190mm
1200mm

190mm

1675mm

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tonnes

Proof Test Load:

1675mm

105mm

Safe Working Load: 250

tonnes

3.11

1.1

Section 4

WIRE ROPE
Introduction
Wire ropes can be grouped into two broad categories by the type of central
core used. Independent wire rope core (IWRC) ropes are the stronger of the
two and offer the greater resistance to crushing and high temperatures.
Fibre core (FC) wire ropes while weaker, offer advantages in terms of
flexibility, weight and of course price.
Along with the diameter, two numbers are normally used to define the
construction of a wire rope. The first refers to the number of strands in the
rope and the second to the number of wires per strand. In general, the
greater the number of wires, the greater the flexibility of the rope. As the
number of strands increase, so the section of the rope tends towards an
even circle which is essential for the wear characteristics of ropes which
pass over sheaves.
While it is impossible to include a comprehensive list of all wire ropes in a
publication of this size, this section should be a useful reference guide for
those constructions in common use.

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4.1

WIRE ROPE

SELECTION OF WIRE ROPE


Wire ropes are affected by wear and bending as they operate over sheaves
and drums. When selecting a wire rope for a particular service in addition to

4.2

the minimum breaking load, the required resistance to abrasion and to


bending fatigue must be considered.
Resistance to bending fatigue and resistance to abrasion require two
different types of rope. Maximum resistance to bending fatigue is obtained
from a flexible rope with small outer wires whereas to obtain maximum
resistance to abrasion a less flexible rope with larger outer wires is required.
The correct selection of a wire rope involves a compromise between these
two characteristics, the following diagram gives an indication of the relative
abilities of various constructions to withstand wear and abrasion.
Where a rope may be subjected to crushing and/or distortion a steel wire
core is recommended.

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WIRE ROPE

CORROSION
Where corrosive conditions exist the use of galvanised wires is recommended.
In addition to physical protection due to the complete envelopment of steel
wire, zinc provides sacrificial protection as corrosion of the steel is prevented
until the zinc is removed from comparatively large areas.
In extreme cases corrosion can be combated by the use of stainless steel
wire rope.
Further guidance to rope selection is given in BS6570 Code of Practice for
The selection, care, and maintenance of steel wire ropes.

LUBRICATION
Unless otherwise indicated, by the customer or the intended duty, our ropes
are thoroughly lubricated both internally and externally, during manufacture.
In addition to providing internal lubrication for free movement of the
component wires, the lubricant also gives protection against corrosion. Due
to the internal pressures set up as the rope flexes, and other outside
influences met during its work, the original lubricant may soon be reduced
and to ensure maximum rope life supplementary lubricant should be applied
periodically during service. How rigorous the duty or corrosive the
conditions will dictate the frequency of these applications.
All steel wire ropes, including galvanised and stainless, will derive benefits
from lubrication.

MAIN CORE OF ROPE


The function of the core in a steel wire rope is to serve as a foundation for
the strands, providing support and keeping them in their proper position
throughout the life of the rope.
Fibre cores are generally used, as, when impregnated with grease, they help
to provide internal lubrication as well as contributing to flexibility.
Where high resistance to crushing or to heat is needed and where additional
strength or low stretch is required steel wire cores are used.

Fibre Main Core

Wire Strand

Independent

Main Core

Wire Rope Main

(WSMC)

Core (IWRC)

4.3

WIRE ROPE

ROPE LAYS
LENGTH OF LAY
That distance in a rope, measured parallel to its axis, in which a strand in

4.4

a rope makes one complete turn about the axis of the rope. Variations in
length of lay alter the elastic properties of the rope, e.g. shortening the
length of lay will increase a ropes elastic stretch but slightly reduce its
breaking load.

ORDINARY (REGULAR) LAY AND LANGS LAY


In an ordinary lay rope the direction of lay of the outer layer or wires in the
strands is opposite to the direction of lay of the strands in the rope,
whereas in a Langs lay rope the direction of lay of the outer layer of wires
in the strands is the same as the direction of lay of the strands in the rope.
Both ordinary lay and Langs lay ropes are normally laid up in a right hand
direction, but left hand lay can be supplied on request.
Ordinary lay ropes are suitable for all general engineering purposes. A
Langs lay rope offers a greater wearing surface and can be expected to last
longer than an ordinary lay rope on an installation where resistance to wear
is important, but it has less resistance to unlaying than an ordinary lay and
its application must be limited to installations in which both ends of the rope
are secured against rotation.

EQUAL LAY
An equal lay construction is one in which the wires in the strand are so spun
that they will have an equal length of lay. It follows that the contact
between all wires in the strand is linear. Ropes of this construction are not
subject to failure by the bending of wires over the wires of the underlying
layer.

Example
6 x 19 (9/9/1)

6 x 19 (12/6 + 6F/1)

6 x 36 (14/7 & 7/7/1)

Seale

Filler

Warrington

WIRE ROPE

ROPE LAYS
CROSS LAY
A cross lay construction is one in which the wires in successive layers of the
strand are spun approximately the same angle of lay.
It follows that the wires in successive layers make point contact.
Where ropes are operating over pulleys, nicking of wires and secondary
bending at these points of contact occur, and failure of the wires by early
fatigue may result.

Example
6 x 19 (12/6/1)

6 x 37 (18/12/6/1)

4.5

WIRE ROPE

ROPE AND STRAND DESCRIPTION


For most applications wire ropes are constructed with six strands which are
generally laid round a fibre or wire rope core. It is seldom that fewer
strands are used but, for special applications, more than six are employed.

4.6

Throughout this catalogue, the figures given to describe the construction of


a rope, are arranged so that the FIRST figure always indicates the number
of STRANDS in the rope, and the SECOND figure the number of WIRES in
each strand.
eg

6 x 7 denotes a rope constructed with 6 STRANDS each strand


comprising 7 WIRES
8 x 19 denotes a rope constructed with 8 STRANDS each strand
comprising 19 WIRES

Where there are seven wires in a strand, they can be arranged in only one
way, ie 6 around 1, given in the catalogue as 6/1, a rope arranged 6
strands each of 7 wires is shown as
6 x 7 (6/1)
Where there are more than seven wires in a strand, they can sometimes be
arranged in different ways and it is because of this that in this catalogue the
arrangement of the wires in the strand is invariably shown in brackets
following the total number of wires per strand, eg where in 6 x 19
construction the 19 wires in each strand are laid 12 around 6 around 1
centre wire, the construction is shown as
6 x 19 (12/6/1)
Similarly, where the 19 wires in a strand are laid 9 around 9 around
1 centre wire, or SEALE the arrangement is shown as
6 x 19 (9/9/1) SEALE
Where the wires in the strands are laid on the WARRINGTON principle, the
figures denoting a layer of large and small diameter wires are separated by
the word and
eg 6 x 19 (6 and 6/6/1) WARRINGTON
Where small FILLER wires are introduced between layers of wires they are
denoted by the + sign and the number of FILLER wires followed by the
letter F
eg 6 x 19 (12/6+6F/1) FILLER

WIRE ROPE

PREFORMING
Preforming is a manufacturing process which has the effect of relieving the
wires and the strands of much of the internal stress which exist in nonpreformed ropes. During the process the strands and wires are given the
helical shape they will assume in the finished rope.
In a preformed rope broken wires do not protrude and greater care is
required when inspecting for broken wires.
Preformed rope offers certain advantages over non-preformed rope, eg:
1

It does not tend to unravel and is less liable to form itself into loops or
kinks and is thus more easily installed

It is slightly more flexible and conforms to the curvature of sheaves and


pulleys

Due to the reduction in internal stresses it has greater resistance to


bending fatigue

Unless otherwise requested all ropes are supplied preformed.


NON-PREFORMED ROPE

In PREFORMED rope the wires and strands are given the helix they take up
in the completed rope

PREFORMED rope may be cut without servings although care must always
be taken

4.7

WIRE ROPE

COMMON STEEL WIRE ROPE


CROSS SECTIONS
ROUND STRAND
4.8

6 x 19 (9/9/1)
'SEALE'

6 x 19 (12/6/1)

6 x19 (6 and 6/6/1)


'WARRINGTON'

6 x 19 (12/6+6F/1)
'FILLER'

6 x 36 (14/7 and 7/7/1)


'WARRINGTON'

6 x 37 (15/15/61/1)
'SEALE'

6 x 41 (16/8 and 8/8/1)


'WARRINGTON'

6 x 37
(18/12/6/1)

6 x 46 (18/9+9F/9/1)
'FILLER'

6 x 61
(24/18/12/6/1)

6 x 91
(30/24/18/12/6/1)

8 x19 (9/9/1)
'SEALE'

8 x19 (12/6+6F/1)
'FILLER'

8 x 19 (6 and 6/6/1)
'WARRINGTON'

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WIRE ROPE

HIGH PERFORMANCE CRANE ROPES


9 STRAND
9 compacted strands with parallel steel core. Suitable for use on:
Boom Hoist, Main Hoist, Auxiliary Hoist, Trolley Rope
Available in Ordinary and Langs Lay (RH and LH).
Galvanised.
2160N/mm2 grade

A 9 Compacted construction with a double parallel


steel core:
- Extra High breaking load.
- Excellent stability in diameter.
- Very low elongation.
- High resistance to crushing and excellent
perfomance in multi-layer spooling.
- Very good resistance to fatigue.

Available with plastic full impregnation


- Ideal for corrosive environments
- Additional resistance to fatigue
- High resistance to fleet angles
- High resistance to dynamic loads
and shock loading

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4.9

WIRE ROPE

HIGH PERFORMANCE ROTATION


RESISTANT CRANE ROPES
IPERPACK
Iperpack is a 27 compacted strands rope (15 outer strands) suitable for

4.10

industrial hoist especially for tower and mobile cranes.


Galvanised
1960N/mm2 wire grade

- Good wear resistance thanks to compacted


strands and Lang's lay
- Good rotation resistance
- Good resistance to crushing (thanks to
compacted strands)
- Good load capacity

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WIRE ROPE

HIGH PERFORMANCE ROTATION


RESISTANT CRANE ROPES
39 STRAND
A 39 strand construction designed to achieve a very low torque factor with 18
compacted outer strands suitable for use on: hoist, main hoist with plastic
18 outer compacted strands
Langs Lay
Galvanised
2160 N/mm2 wire grade

- Plastic corecover
- Very good fatigue performance
- 18 compacted outer strands in Langs Lay
- Core construction designed to obtain high
mechanical performance
- Suitable for high hoisting
- May be used with swivel
- Suitable for the equipment which require
multi-layer reeving system

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4.11

WIRE ROPE

HIGH PERFORMANCE ROTATION


RESISTANT CRANE ROPES
39 STRAND
A 39 compacted strand construction designed to achieve the lowest rotation.

4.12

Suitable for use on: hoist, auxiliary hoist, main hoist.


39 compacted strands
Langs Lay
Galvanised
2160 N/mm2 grade

The construction designed to achieve the lowest


rotation:
- Extra high breaking load
- Ideal for hoists applications with one part line
- the best rotation resistance properties
- Very flexible construction
- High resistance to contact pressures thanks to
Langs Lay

Excellent performance on equipment with multi-layer reeving system


and high demand of flexibility

Available with plastic protected core, achieving all the benefits of core
protection and construction stability (recommended for subsea
operations)

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WIRE ROPE

MARINE WIRE ROPES FOR


SHIPPING AND FISHING
PURPOSES
High resistance to the corrosive effect of salt water is accomplished by the
use of specially galvanised steel wires and by impregnating the fibre core
with special lubricant.

RUNNING RIGGING
Ropes used as running rigging require to be flexible, and 6 x 12 fibre cores
or 6 x 19 in the small sizes is usually preferred.

WIRE HAWSERS
6 x 12 and 6 x 24 constructions, both having 7 fibre cores, are used, 6 x 12
for sizes up to about 16mm dia (2 in circ) and 6 x 24 for sizes up to about
28mm dia (31/2 in circ). For larger diameters, the more flexible 6 x 37 rope
is recommended.

MOORING LINES AND TOWING LINES


6 x 36, 6 x 41 and 6 x 47 are all used and suitable for this application.

ROTARY DRILLING LINES


Rotary drilling lines are used for controlling the position of the drill string.
The construction is normally a 6 x 19 (9.9.1) IWRC rope right hand ordinary
lay in extra improved plow steel bright finish, however a flattened strand
rope may be more preferable for drilling rig with a construction 6 x 28
offering a higher breaking load.

RISER TENSIONER LINES


The high concentration of bending stresses combined with heavy abrasive
wear on the outer surface of the rope can cause premature failure of the
rope unless the correct rope is chosen.
Either a 6 x 41 IWRC or 6 x 49 IWRC right hand Langs Lay, bright finish
could be used.

ANCHOR LINES
Anchor lines are supplied in Right Hand
(Ordinary) Lay in drawn galvanised finish with
independent wire rope core in either 6 x 36, 6
x 41 or 6 x 49 construction dependent upon
the diameter.

4.13

WIRE ROPE

STRANDED ROPE SERVINGS


When cutting non-preformed rope, adequate servings should first be applied
to both sides of the point where the cut is to be made, to prevent the rope
from untwisting. Even with Preformed rope, it is recommended that one
serving be applied at each side of the cutting point to prevent distortion of
the rope ends by the pressure applied during cutting.

4.14

Soft annealed single wire or marlin should be used. Where wire is used the
table below is given as a guide to size of wire, length and number of
servings recommended, for Stranded Ropes.

Rope diameter

Serving wire diameter

Less than 22mm


22mm to 38mm
Larger than 38mm

1.32mm
1.57mm
1.83mm

At least two servings each of a length six times the diameter of the rope
should be employed.

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WIRE ROPE

METHOD OF APPLYING
BULLDOG GRIPS
The bulldog grip should be fitted to wire rope as shown in Fig 1, and not as
shown in Fig 2. The bridge of the grip should invariably be fitted on the
working part of the rope, and the U-bolt on the rope tail or dead end of the
rope. Grips should not alternate in position on the rope.
As a safety measure and to secure best results it is important to re-tighten
all grips after a short period in operation, for, due to the compression of the
rope under load, there will be a tendency for the grips to loosen. Refer to
the manufacturers instructions for quantity of grips recommended.

Fig 1 Correct method of fitting bulldog grips

Fig 2 Incorrect method of fitting bulldog grips

HOW TO MEASURE
The actual diameter is measured with a suitable caliper fitted with jaws
broad enough to cover not less than two adjacent strands.

The measurements are taken at two points at


least 1 metre apart and at each point the two
diameters at right angles are measured. The
average of these four measurements is the
actual diameter of the rope.

4.15

WIRE ROPE

BULLDOG CLIP WIRE ROPE


REQUIREMENTS

4.16

NOTES

Rope
Size
(mm)

Minimum No.
of
Clips

Amount of Rope
to Turn Back
in (mm)

*Torque
in
Nm

3-4

85

6.1

95

10.2

shown in the table, the

6-7

120

20.3

amount of turnback

133

40.7

should be increased
proportionately.

9-10

165

61.0

11-12

178

88

13

292

88

14-15

305

129

16

305

129

18-20

460

176

22

480

305

24-25

660

305

28-30

860

305

32-34

1120

488

36

1120

488

38-40

1370

488

41-42

1470

583

44-46

1550

800

48-52

1800

1017

56-58

1850

1017

62-65

2130

1017

68-72

10

2540

1017

75-78

10

2690

1627

85-90

12

3780

1627

If a greater number of
clips are used than

*The tightening torque


values shown are
based upon the
threads being clean,
dry, and free of
lubrication.

All dimensions are approximate

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WIRE ROPE

DRUMS AND PULLEYS


GENERAL PURPOSE WIRE ROPE
The diameter of a drum or pulley should not be less than 500 times the
diameter of the outside wire of the rope. The groove radius of a pulley
should be within the range 5% to 15% larger than D/2 with the optimum
radius 10% greater than D/2. The recommended radius of a drum groove is
6% greater than D/2 - where D is the nominal rope diameter. The bottom of
the grooves should be arcs of circles equal in length to one-third of the
circumference of the rope. The depth of a groove in a pully should be at
least equal to one and a half times the rope diameter and the groove in a
drum should not be less than one-third of the rope diameter.
The angle of flare between the sides of the sheaves should be
approximately 52 but should be greater if the fleet angle exceeds 1.5.
The clearance between neighbouring turns of rope on a drum should not be
less than:

1.6mm for ropes up to 13mm diameter

2.4mm for ropes over 13mm and up to 28mm diameter

3.2mm for ropes over 28mm and up to 38mm diameter

In terms of rope diameters the sizes of drums and pulleys would be:

Rope construction
round strand

Minimum
pulley diameter

6 x 19 (9/9/1)

40 x D

6 x 19 (12/6+6F/1)

33 x D

6 x 36 (14/7&7/7/1)

29 x D

Multi-Strand
17 x 7

18D

34 x 7

18D

Always refer to the wire rope manufacturers


own recommendations.

4.17

WIRE ROPE
TREAD PRESSURE

Too great a radial pressure between sheave and rope will cause excess wear
of the sheave grooves and will result in reduced rope life.
The radial pressure may be determined from P

4.18

Where:

P=
T=
D=
d=

T1 + T2
Dd

the tread pressure kgf/cm2 (lbsf/in2)


tension on each side of the sheave kgf (lbsf)
diameter of the sheave cm (in)
diameter of the rope cm (in)

Recommended maximum tread pressures to minimise sheave wear:

Rope
construction
6x7
6 x 19
6 x 37
8 x 19

Cast iron

Cast steel

11% to 13%
Manganese steel

(kgf/cm2) lbsf/in2

(kgf/cm2) lbsf/in2

(kgf/cm2) lbsf/in2

21
35
42
42

300
500
600
600

39
63
76
76

550
900
1075
1075

105
175
210
210

1500
2500
3000
3000

All dimensions are approximate

The above values are for Ordinary Lay ropes; for Lang's Lay ropes these
values may be increased by 15%.

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WIRE ROPE

ROPE STRETCH
The stretch of a wire rope under load consists of permanent constructional
stretch and elastic stretch.
Permanent constructional stretch is due to the settling of the wires in the
strand and the compression of the central core. This stretch is irrecoverable
and most of it occurs during the early part of the ropes life. The following
figures of percentage constructional stretch will give results within
acceptable practical limits.

Light
loads

Heavy
loads

Six-Strand ropes
With Fibre Core

0.50

to

1.00% of length

With Steel Wire Core

0.25

to

0.50% of length

0.75

to

1.00% of length

Eight-Strand ropes
With Fibre Core

Elastic stretch is the capacity of the individual wires to elongate, under load,
due to their elastic properties. Providing the rope is not loaded beyond its
elastic limit, it will return to its original length after removal of the load.
The elastic stretch may be calculated from the expression:WL mm
AE
Where: W is the load on the rope

and

kgf

L is the length of the rope

mm

A is the area of rope

mm2

E is the modulus of elasticity of the rope

kgf/mm2

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4.19

WIRE ROPE
MODULUS OF ELASTICITY

4.20

6 x 7 Group

12,000 kgf/mm2

6 x 19 Group

10,500 kgf/mm2

6 x 37 Group

9,800 kgf/mm2

For six stranded ropes with an IWRC these figures should be increased by 10%.
17/7 and 34/7

9,800 kgf/mm2

According to the number of wires in the strand.

METALLIC AREA
Metallic area = Xd2
Where: d is the rope diameter and X is the factor.

Rope construction

Factor (X)

Rope construction

Factor (X)

6 x 7 (6/1)
6 x 19 (9/9/1)

0.369

8 x 19 (9/9/1)

0.342

0.385

8 x 19 (12/6 + 6f/1)

0.350

8 x 19 (6 and 6/6/1)
6 x 19 (12/6 + 6f/1)
6 x 19 (6 and 6/6/1)

0.393

6 x 12 (12/FC)

0.232

6 x 24 (15/9/FC)

0.322

17 x 7 (6/1)

0.408

34 x 7 (6/1)

0.416

6 x 21 (10/5 + 5f/1)
6 x 19 (12/6/1)

0.357

6 x 26 (10/5 and 5/5/1)


6 x 31 (12/6 and 6/6/1)
6 x 36 (14/7 and 7/7/1)

0.393

6 x 41 (16/8 and 8/8/1)


All dimensions are approximate

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WIRE ROPE

OUTSIDE WIRE DIAMETER


The approximate diameter of the outer wires of a six stranded round strand
rope may be found from the formulae:
d=

D
N + 3.5

For an eight strand round strand rope from


d=

D
N + 6.5

Where D is the rope diameter and N is the number of outer wires in a


strand.

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4.21

WIRE ROPE

FACTORS OF SAFETY
General purpose wire ropes

4.22

A uniform factor of safety cannot be given for all engineering applications.


Where a rope is used on equipment, the factor of safety of which is not
specified, the minimum factor of safety shall not be less than 5 to 1.
After termination losses of 10% are considered.

WIRE ROPE WORKING LOADS


The load to which a rope is subjected in service includes forces due to
acceleration, bending and shock in addition to static force.
The load due to acceleration maybe determined from:
F = 0.102 x W x a
Where

F = Load due to acceleration (kgf)


W = The static load (kg)
a = The acceleration (m/S2)

The load due to bending may be determined from:

Where

F=

Ed A
D

F
E
d
D
A

Load due to bending (kg)


Modulus of elasticity on the rope (kgf/mm2)
Outside wire diameter (mm)
Drum or sheave diameter (mm)
Metallic area of the rope (mm2)

=
=
=
=
=

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WIRE ROPE

Under conditions of repeated bending the fatigue strength of rope wire is


approximately 25% of its strength in simple tension.
The load due to shock is dependant upon the magnitude of the static load
and the speed of load application. Every effort should be made to avoid
slack rope when load is applied.

4.23
CAPACITY OF DRUM OR REEL

The undernoted formula may be used in computing the rope capacity of any
size of drum or reel. While it will give results that are very nearly correct for
wire rope evenly spooled, when the rope is not spooled evenly the drum
capacity is slightly reduced. Remember to take account of large end
terminations which could hamper spooling.
Formula: A
d

C
d

(A+B)

capacity

Where d = Rope diameter


* Do not use fractions
NB - The flange (A) will extend beyond the outer layer of rope. The
dimension (A) should be taken to the outside of the rope only, and not to
the outside of the flange.

WIRE ROPE
CORRECT SPOOLING OF ROPE ON DRUM

The sketch shown below may be used to determine the proper direction of
rope lay for spooling or winding on flat or smooth face drums.

4.24

When a rope is wound on to a drum any tendency of the rope to twist when
tension is released will be in a direction which would untwist the rope at the
free end.
The advantage of spooling in the correct directions is that when any load is
slackened off the laps on the drum will hug together and maintain an even
layer. With incorrect spooling the laps will move apart on removal of load
and when the load is reapplied the rope may criss-cross and overlap, and
flattening and crushing of the rope will result. The correct spooling direction
for right and left hand lay ropes is shown in the sketch below. This applies
to both ordinary and Langs lay ropes.

Underwind left to right


Use left lay rope

Left lay
Underwind

Overwind left to right


Use right lay rope

Overwind left to right


Use left lay rope

Right lay
Overwind

Left lay
Overwind

Underwind left to right


Use right lay rope

Right lay
Underwind

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WIRE ROPE

UNREELING AND UNCOILING


UNREELING

4.25

Pass a shaft through the centre of the reel and jack it up to allow the reel to
revolve freely. Pull the rope straight ahead keeping it taut to prevent it from
loosening up on the reel.

UNCOILING

Heavy coils should be placed on a turntable and two crosspieces placed on


top of the coil to prevent laps springing out of place and kinking. Light
Flexible Ropes may be rolled along the ground so that the rope lies straight.

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WIRE ROPE

UNREELING
Incorrect method

4.26

UNCOILING
Incorrect method

Correct Method

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WIRE ROPE

A GUIDE TO WIRE ROPE DAMAGE


The life of a rope depends on many factors and includes:
a

The integrity of rope records and certification

Wear and tear of rope contact points

Operator skills

The technical characteristics of a wire rope can be easily determined of the


beginning of its life cycle whilst monitoring high contact areas can also be
effectively managed. Operator skills, however, are more difficult to monitor.
Typical reasons for a wire rope to be withdrawn from service are listed
below:
a

Unsuitable rope composition, diameter and quality for purpose

Ropes wound over or across each other

Lack of regular and correct lubrication

Use of incorrect reels and drums

Use of misaligned reels and drums

Use of reels and drums with unsuitable grooves and/or flanges

Damage caused by ropes protruding from reels and/or drums

Ropes being affected by humidity, chemicals or heat

Use of unsuitable rope joints

Looped ropes

Excessive loads

Damaged rope particles penetrating the internal structure

The following conditions should be noted when examining a rope:


a

Decrease in diameter

General wear and tear

Lay length changes

Traces of shock and stretch

Corrosion

Broken wires and their position in the rope structure

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4.27

WIRE ROPE

In examination, if possible, all the records should be analysed and


inappropriate points should be eliminated. Some of the hints to help
in finding possible cause for these failings are given below.

4.28

Possible causes of rope damage

Failure
Fatigue

Symptoms

Possible causes

Traversal wire breaks

bends on small dimensioned reels

on strands

Vibration and shock loads

Unsuitable rope compositions

Corrosion

Unsuitable joints at terminals

Breaking

Conical and plastic

Excessive load

under

type of breaks at rope

b Wrong rope diameter and

excessive

wires

Wear

Corrosion

construction
c

load

Unsuitable joints at terminals

Wear on external

Changes in rope or reel diameters

wires

Changes on load

Big fleet angle

Unsuitable reels

Abrasives in the rope

Unsuitable groove dimensions

Pittings on wire

Insufficient lubrication

surfaces and breaks

Unsuitable storing conditions

on wires caused by

Corrosive atmospheric effects

corrosion

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WIRE ROPE

GROOVES IN SHEAVES
Apart from the sheave diameter, the lifetime of a rope also depends on the
design and dimensions of the groove. If the groove is too narrow, the rope
gets wedged in it, the strands and wires cannot move as is required for
bending, and this condition is detrimental to the life cycle of the rope. On
the other hand, too wide a groove also has an adverse effect on rope life
due to the high surface pressure between rope and sheave.
The graph below clearly shows that a radius 5% larger than half the rope
diameter will give the longest service life of the rope.
For traction sheaves the radius of the groove is usually adapted as closely
as possible to the radius of the rope to obtain maximum traction.
The rope is supported in the best possible manner if the arc of contact with
the groove contour can be 150 deg. This corresponds to a throat angle of
30 degrees. However, with a large fleet angle or with oscillating loads, the
throat angle should be larger (up to 60 degrees) to avoid undue wear of the
rope and sheave flanges.
The height of the flanges should be at least 1.5 times the rope diameter to
prevent the rope running off the sheave.
The rope and groove are inevitably subject to wear during operation. Since
the diameter of a rope becomes smaller due to abrasion and stretch, it will
wear out the groove to the smaller diameter of the worn rope. If a new rope
is laid in such a worn groove, it will get wedged in the narrow groove and
this will have a very adverse effect on its life. It is also possible that the
rope cuts its profile into the groove. Therefore the grooves should be
inspected before installing a new rope and if necessary they must be remachined, preferably with a profile cutting tool. If a groove shows excessive
wear, this may be an indication that the sheave material is too soft. In this
case a sheave of a harder grade steel must be used which better resists the
abrasive effect of the rope, or a larger diameter sheave should be taken.
30-60

r
R

Radius of groove
Radius of rope

150

number of bends

Usual for ropes

1.05

1.15

1.5

4.29

WIRE ROPE

FLEET ANGLE

4.30

When ropes are wound on drums, attention must be paid to the fleet angle,
that is the included angle between the rope running to or from the extreme
left or right of the drum and an imaginary line drawn from the centre of the
sheave normal to the axis of the drum. When this angle is too large, the
rope in this extreme position will be pressed with great force against the
flange of the sheave which causes undue friction and wear of both the rope
and the sheave. With a plain faced drum a large fleet angle will, in addition,
cause the rope to travel too fast from the side to the centre of the drum
thereby leaving gaps between the wraps. When winding a second layer, the
rope is forced into these gaps which results in serious deterioration. When,
on the other hand, the rope is wound past the centre of the drum, a too
large fleet angle will cause the next wrap to scrub against the preceding
wrap as the rope runs more towards the side of the drum.
If the fleet angle is too small, the rope does not travel fast enough towards the
centre of the drum and, apart from scrubbing, at a certain moment the wraps will
pile up ie the next wrap is laid on top of the preceding one and is then pressed to
the side of the preceding wrap with great force. This has a detrimental effect on
the rope and the equipment on which it is used (shock loads).
For plain faced drums a minimum fleet angle of 1/2 deg. and a maximum
fleet angle of 1 1/2 deg. is recommended. For groove drums these figures
are 1/2 deg. minimum and 2 deg. maximum. In terms of length these
figures correspond to a minimum distance between sheave and drum of 40
x a (a=half the drum width) and a maximum distance of 115 x a for plain
faced drums, and minimum 30 x a and maximum 115 x a for grooved
drums (approximate values).
Hence for a grooved drum 1 metre
in width the distance between
sheave and drum should be 30 x
Left fleet
Right fleet
Fleet angle
Fleet angle
a = 15 metres minimum, or
angle
angle
is too small
is too large
conversely, if the distance between
drum and sheave is 7 metres, the
L30
L30
maximum drum width should be
(7:30)x2 = approx. 47 cm.
Piled up

Gaps

2a

2b

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WIRE ROPE

SHEAVES AND DRUMS(D)


Recommended diameter for Sheaves and Drums on cranes
according to FEM 1001-4
Pulleys

Compensating
pulleys

M1

11.2 x d

12.5 x d

11.2 x d

M2

12.5 x d

14 x d

12.5 x d

M3

14 x d

16 x d

12.5 x d

M4

16 x d

28 x d

14 x d

M5

18 x d

20 x d

14 x d

M6

20 x d

22.4 x d

16 x d

M7

22.4 x d

25 x d

16 x d

M8

25 x d

28 x d

18 x d

Machine group

Drums

SAFETY FACTORS
Recommended safety factors for wire rope on cranes
according to FEM 1001-4
Machine group

Running ropes

Static ropes

M1

3.15

2.5

M2

3.35

2.5

M3

3.55

M4

3.5

M5

4.5

M6

5.6

4.5

M7

7.1

M8

All dimensions are approximate

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4.31

WIRE ROPE

DRUMS
INSTALLATION FROM REEL TO DRUM
Installation of a wire rope on a plain (smooth) face drum requires a great
deal of care. The starting position should be at the correct drum flange so

4.32

that each wrap of the rope will wind tightly against the preceding wrap. See
illustration on p 4.44. Here too, close supervision should be maintained
throughout installation. This will help ensure:
1 the rope is properly attached to the drum
2 appropriate tension on the rope is maintained as it is wound on the
drum
3 each wrap is guided as close to the preceding wrap as possible, so that
there are no gaps between turns
4 there are at least two dead wraps on the drum when the rope is fully
unwound during normal operating cycles
Loose and uneven winding on a plain (smooth) faced drum, can and usually
does create excessive wear, crushing and distortion of the rope. The results
of such abuse are lower operating performance and a reduction in the ropes
effective strength. Also, for an operation that is sensitive in terms of moving
and spotting a load, the operator will encounter control difficulties as the
rope will pile up, pull into the pile and fall from the pile to the drum surface.
The ensuing shock can break or otherwise damage the rope.
The proper direction of winding the first layer on a smooth drum can be
determined by standing behind the drum and looking along the path the
rope travels, and then following one of the procedures illustrated on page
4.33. The diagrams show: the correct relationship that should be
maintained between the direction of lay of the rope (right or left), the
direction of rotation of the drum (overwind or underwind), winding from left
to right or right to left.

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WIRE ROPE

CORRECT/INCORRECT LAYERING
When working with long lengths of wire it is essential that the wires are
spooled onto the winches correctly. Wires should be installed using spooling
machines that can apply back tension to the winch. It is also important to
check whether the winch is over or under wound, for left or for right
stranded wire rope. See page 4.24.
The application of tension and the employment of correct spooling
techniques will ensure that the wraps of wire will nestle neatly and tightly
when spooled onto a winch. If wire is spooled slackly, or incorrectly placed
on the winch, it will result in damaged wire. If an outer layer is pulled
through the inner wraps towards the core of the drum it can result in the
wire being cut.

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4.33

WIRE ROPE

ROPE SPECIFICATIONS
SPIRAL STRAND

4.34

Designed to improve service life


Surface finish: hot dip galvanised
Sheathing: HDPE yellow colour with
longitudal dark stripe
Tensile grades of wire optimised to improve wire ductility
Rope, size, mass and MBF may be customised according to
project design requirements
Supply includes: Quality plan - Fatigue design calculations
Wear design calculation - Corrosion design calculation
Wire rope dia Mass (unsheathed) Mass (sheathed) Metallic
Area
mm2

Uncoated Sheathed
Air
Sea water
Air
Sea water
mm
mm
kg/m kg/m kg/m kg/m

MBF

Stiffness

kN

MN

Torque
Turns
25% MBF 25% MBF
Nm
Nm

77

91

29

25

32

25

3440

5480

525

750

0.5

83

99

34

29

37

29

4000

6370

610

950

0.5

89

105

39

33

42

33

4600

7330

700

1200

0.4

96

114

46

38

49

38

5350

8530

820

1500

0.4

102

122

51

43

55

43

6040

9360

925

1750

0.4

108

128

58

49

61

48

6770

10490

1035

2100

0.4

115

137

65

55

69

54

7680

11760

1175

2500

0.3

121

145

72

61

76

60

8500

12720

1300

2850

0.3

127

151

80

67

84

66

9370

13930

1435

3300

0.3

134

160

89

75

93

73

10430

15510

1595

3850

0.3

140

168

97

82

101

79

11390

16930

1740

4400

0.3

147

175

107

90

112

88

12550

18660

1920

5100

0.3

All dimensions are approximate

UK
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WIRE ROPE

ROPE SPECIFICATIONS
ROTATION RESISTANT WIRE ROPE
Lay: Lang or regular

Iperflex
27x7/36x7/39x7

Iperplast
27x7/36x7/39x7
Compact
Plastic impregnated

Iperflex
Iperplast
Size Nominal
Min. breaking force Kn
Min. breaking force Kn
Diameter
2160 gal
Mass kg/m 2160 ung
2160 gal Mass kg/m 2160 ung
mm
8

0.27

49.9

49.9

0.35

63.2

63.2

10

0.43

78.0

78.0

0.48

90.4

90.4

11

0.52

94.4

94.4

0.59

109

109

12

0.61

112

112

0.70

130

130

13

0.72

132

132

0.82

153

153

14

0.83

153

153

0.95

177

177

15

0.96

176

176

1.09

203

203

16

1.09

200

200

1.24

231

231

17

1.23

225

225

1.40

261

261

18

1.38

253

253

1.57

293

293

19

1.54

282

282

1.75

326

326

20

1.70

312

312

1.94

362

362

21

1.88

344

344

2.14

399

399

22

2.06

378

378

2.35

438

438

23

2.25

413

413

2.57

478

478

24

2.45

449

449

2.79

521

521

25

2.75

481

481

3.03

565

551

26

2.97

520

520

3.28

611

596

27

3.21

561

561

3.54

659

643

28

3.45

603

603

3.80

709

691

29

3.70

647

647

4.08

760

741

30

3.96

692

692

4.37

814

793

31

4.23

739

721

4.66

869

847

32

4.51

787

768

4.97

926

903

33

4.79

837

817

5.28

984

960

34

5.09

889

867

5.61

1050

1020

35

5.39

942

918

6.00

1110

1080

36

5.70

997

972

6.53

1170

1140

38

6.35

1110

1080

6.71

1240

1210

40

7.05

1230

1200

7.84

1450

1410

42

7.76

1340

1310

44

8.52

1470

1430

All dimensions are approximate

4.35

WIRE ROPE

ROPE SPECIFICATIONS
FLEXPACK NON ROTATING

4.36

Use: winch riser wires, towing wires, off-shore


deploy winch wires
Designed to improve breaking force and minimise
torque and rotation
Tensile grades of wires optimised to improve wire ductility
Rope size, mass and MBF may be customised according to project
design requirements
Mass

Metallic
Area
mm2

MBF
kN

Torque
25% MBF
Nm

Turns
25% MBF
deg/m

11

1460

2270

430

2.0

14

1890

2930

630

1.7

20

17

2300

3570

850

1.6

70

24

20

2760

4280

1120

1.4

77

29

24

3340

5170

1490

1.3

83

34

28

3880

6010

1870

1.2

89

39

33

4460

6920

2300

1.1

92

41

34.7

4920

6300

96

44.6

37.7

5360

6860

100

48.4

40.9

5810

8000

Wire rope
diameter
mm

Air
kg/m

Sea Water
kg/m

51

13

58

16

64

All dimensions are approximate

UK
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WIRE ROPE

ROPE SPECIFICATIONS
6 X 19 AND 6 X 37 CONSTRUCTION GROUPS WITH
FIBRE OR STEEL CORE
Typical Construction
6 x 19 Group
6 x 19 (9/9/1)
6 x 19 12/6 + F/1
6 x 26 (10/5 and 5/5/1)
6 x 31 (12/6 and 6/6/1)

6
6
6
6

x
x
x
x

37
36
41
49

Group
(14/7 and 7/7/1)
(16/8 and 8/8/1)
(16/8 and 8/8/8/1)

4.37

These ropes are in accordance with BS302 parts 1, 2: 1987 for corresponding sizes.

Nominal
Diameter
mm

Approx
Equivalent
Diameter ins

Fibre Core
Min Breaking
Load at
Approx
1770N/mm2
Mass
(180kgf/mm2)
kg/100m
tonnes

IWRC
Min Breaking
Load at
1770N/mm2
Mass
(180kgf/mm2)
kg/100m
tonnes

3/8

29.2

4.82

32.2

5.20

10

3/8

36.1

5.95

39.8

6.42

11

7/16

43.7

7.21

48.2

7.77

12

7/16

52.0

8.57

57.3

9.25

13

1/2

61.0

10.1

67.3

10.8

14

9/16

70.8

11.6

78.0

12.6

16

5/8

92.4

15.3

102

16.4

18

11/16

117

19.3

129

20.8

19

3/4

130

21.5

144

23.1

20

13/16

144

23.9

159

25.7

22

7/8

175

28.8

193

31.1

24

15/16

208

34.3

229

37.0

26

244

40.3

269

43.4

28

1 1/8

283

46.7

312

50.4

32

1 1/4

370

61.0

408

65.7

35

1 3/8

442

73.0

488

78.7

36

1 3/8

468

77.2

516

83.3

38

1 1/2

521

85.9

575

92.8

40

1 5/8

578

95.3

637

103

44

1 3/4

699

115

771

124

48

1 7/8

832

137

917

148

52

976

161

1076

174

54

2 1/8

1053

174

1161

187

56

2 1/4

1132

187

1248

201

60

2 3/8

1300

214

1433

231

All dimensions are approximate

WIRE ROPE

ROPE SPECIFICATIONS
6 X 37 CONSTRUCTION GROUPS WITH STEEL CORE

4.38

Typical Constructions
6 x 37 Group
6 x 36 (14/7 and 7/7/1)
6 x 49 (16/8 and 8/8/1)
These ropes are in accordance with BS302 part 7: 1987 for corresponding
sizes.
Nominal Diameter
mm

Approx equivalent
Diameter ins

Approx Mass
kg/100m

Min Breaking
Load tonnes

64

2 1/2

1700

274

67

2 5/8

1860

299

71

2 3/4

2090

333

74

2 7/8

2270

361

77

2460

389

80

3 1/8

2660

417

83

3 1/4

2860

447

87

3 7/16

3140

487

90

3 1/2

3360

519

96

3 3/4

3820

585

103

4400

665

109

4 1/4

4930

728

115

4 1/2

5490

805

122

4 3/4

6180

896

128

6800

979

All dimensions are approximate

UK
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WIRE ROPE

ROPE SPECIFICATIONS
Round Strand with Fibre Main Core
6 x 7 classification
These ropes are in accordance with API Standard
9A-Table 3.4. (Bright (uncoated) or
Drawn Galvanised Wire).

4.39

Nominal
Diameter
ins

Approx
Mass
lbs per ft

tonnes

lbs

tonnes

lbs

3/8

0.21

4.63

10,200

5.32

11,720

7/16

0.29

6.26

13,800

7.20

15,860

1/2

0.38

5.13

17,920

9.35

20,600

9/16

0.48

10.3

22,600

11.8

26,000

5/8

0.59

12.6

27,800

14.4

31,800

3/4

0.84

18.0

39,600

20.6

45,400

7/8

1.15

24.2

53,400

27.9

61,400

1.50

31.3

69,000

36.0

79,400

All dimensions are approximate

UK
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Plow Steel

Improved Plow Steel

WIRE ROPE

ROPE SPECIFICATIONS
ROUND STRAND WITH FIBRE MAIN CORE
6 X 19 CLASSIFICATION

4.40

This table is applicable to:


6 x 19 (9/9/1)
6 x 21 (10/5 + 5F/1)
6 x 25 (12/6 + 6F/1)
These ropes are in accordance with API Standard 9A - Table 3.5.
(Bright (uncoated) or Drawn Galvanised Wire).
Plow Steel

Improved Plow Steel

Nominal
Diameter
ins

Approx
Mass
lbs per ft

tonnes

lbs

tonnes

lbs

1/2

0.42

8.48

18,700

9.71

21,400

9/16

0.53

10.7

23,600

12.2

27,000

5/8

0.66

13.2

29,000

15.1

33,400

3/4

0.95

18.8

41,400

21.6

47,600

7/8

1.29

25.4

56,000

29.2

64,400

1.68

33.0

72,800

37.9

83,600

1 1/8

2.13

41.5

91,400

47.7

105,200

1 1/4

2.63

51.0

112,400

58.6

129,200

1 3/8

3.18

70.5

155,400

1 1/2

3.78

83.5

184,000

1 5/8

4.44

97.1

214,000

1 3/4

5.15

112

248,000

1 7/8

5.91

128

282,000

6.72

145

320,000

All dimensions are approximate

UK
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WIRE ROPE

ROPE SPECIFICATIONS
ROUND STRAND WITH STEEL MAIN CORE
6 X 19 CLASSIFICATION
This table is applicable to:
6 x 19 (9/9/1)
6 x 25 (12/6 + 6F/1)
6 x 26 (10/5 and 5/5/1)

4.41

These ropes are in accordance with API Standard 9A - Table 3.6


(Bright (uncoated) or Drawn Galvanised Wire).

Improved Plow Steel

Extra Improved Plow Steel

Nominal
Diameter
ins

Approx
Mass
lbs per ft

tonnes

lbs

tonnes

lbs

1/2

0.46

10.4

23,000

12.1

26,600

9/16

0.59

13.2

29,000

15.2

33,600

5/8

0.72

16.2

35,800

18.7

41,200

3/4

1.04

23.2

51,200

26.7

58,800

7/8

1.42

31.4

69,200

36.1

79,600

1.85

40.7

89,800

46.9

103,400

1 1/8

2.34

51.3

113,000

59.0

130,000

1 1/4

2.89

63.0

138,000

72.5

159,800

1 3/8

3.50

75.7

167,000

87.1

192,000

1 1/2

4.16

89.7

197,800

103

228,000

1 5/8

4.88

104

230,000

120

264,000

1 3/4

5.67

121

266,000

139

306,000

1 7/8

6.50

138

304,000

158

348,000

7.39

156

334,000

180

396,000

All dimensions are approximate

UK
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WIRE ROPE

ROPE SPECIFICATIONS
ROUND STRAND WITH STEEL MAIN CORE
6 X 19 CLASSIFICATION

4.42

This table is applicable to:


6 x 19 (9/9/1)
6 x 25 (12/6 + 6F/1)
6 x 26 (10/5 and 5/5/1)
These ropes are in accordance with API Standard 9A Table 3.6 (Bright (uncoated) or Drawn Galvanised Wire).
Nominal
Diameter
mm

Approx
Mass
lbs per ft

13

Improved Plow Steel

Extra Improved Plow Steel

lbs

tonnes

lbs

tonnes

0.46

23,000

10.4

26,600

12.1

14.5

0.59

29,000

13.2

33,600

15.2

16

0.72

35,800

16.2

41,200

18.7

19

1.04

51,200

23.2

58,800

26.7

22

1.42

69,200

31.4

79,600

36.1

26

1.85

89,800

40.7

103,400

46.9

29

2.34

113,000

51.3

130,000

59.0

32

2.89

138,000

63.0

159,800

72.5

35

3.50

167,000

75.7

192,000

87.1

38

4.16

197,800

89.7

228,000

103

42

4.88

230,000

104

264,000

120

45

5.67

266,000

121

306,000

139

48

6.50

304,000

138

348,000

158

52

7.39

344,000

156

396,000

180

54

8.35

384,000

174

442,000

200

58

9.36

430,000

195

494,000

224

60

10.44

478,000

217

548,000

249

64

11.65

524,000

238

604,000

274

67

12.85

576,000

261

658,000

299

71

14.06

628,000

285

736,000

333

74

15.36

682,000

309

796,000

361

77

16.67

740,000

336

856,000

389

80

18.07

798,000

362

920,000

417

83

19.58

858,000

389

984,000

447

87

21.09

918,000

416

1,074,00

1020.0

90

22.79

981,200

445

1,144,000

519

96

26.0

1,114,000

505

1,129,000

585

103

29.6

1,254,000

569

1,466,600

665

All dimensions are approximate

WIRE ROPE

ROPE SPECIFICATIONS
HIGH PERFORMANCE WIRE ROPES FOR MOORING
8x41WS-IWRC (6x19W-1x19W) + zinc anodes
Surface finish: hot dip galvanised
Designed to improve service life in comparison
with 6-strands ropes
Improved flexibility
Reduced external wear
Rope size, mass and MBF may be customised according to project
design requirements
Supply includes: Quality plan - Fatigue design calculations
Wear design calculation - Corrosion design calculation
Mass

4.43

Wire rope
Diameter
mm

Air
kg/m

Sea water
kg/m

Metallic
Area
mm2

MBF

Stiffness

kN

MN

77

27

22

3040

4000

335

6650

17

83

31

26

3540

4640

390

8350

16

89

35

30

4070

5340

450

10300

14

96

41

35

4730

6220

525

12900

13

102

47

39

5340

7020

595

15500

13

108

52

44

5990

7870

665

18400

12

115

59

50

6790

8920

755

22200

11

121

66

55

7520

9880

835

25850

11

127

72

61

8290

10880

920

29900

10

All dimensions are approximate

UK
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Turns
Torque
25% MBF 25% MBF
deg/m
Nm

WIRE ROPE

NON ROTATING HI TECH


CRANE ROPES
Pack 1

Flexpack

Pack 2

4.44

Rope
Dia
(mm)

Mass

Min. breaking force

Mass

Min. breaking force

Mass

Min. breaking force

kg/m

Bright kN Galv. kN

kg/m

Bright kN Galv. kN

kg/m

Bright kN Galv. kN

0.32

66.6

63.2

0.41

84.2

80.0

10

0.45

91.1

91.1

0.48

95.4

95.4

0.50

104

98.8

11

0.54

110

110

0.58

115

115

0.61

126

120

12

0.65

131

131

0.69

137

137

0.72

150

142

13

0.76

154

154

0.81

161

161

0.85

176

167

14

0.88

179

179

0.95

195

195

0.98

204

194

15

1.01

205

205

1.09

224

224

1.13

234

222

16

1.15

233

233

1.24

255

255

1.28

266

253

17

1.30

263

263

1.40

288

288

1.45

301

286

18

1.46

295

295

1.57

323

323

1.62

337

320

19

1.75

360

360

1.81

375

357

20

1.80

364

364

1.94

398

398

2.00

416

395

21

2.13

439

439

2.21

459

436

22

2.18

441

441

2.34

482

482

2.42

503

478

23

2.56

527

527

2.65

550

523

24

2.59

525

525

2.79

574

574

2.89

599

569

25

3.02

596

588

3.13

650

618

26

3.04

616

616

3.27

645

635

3.48

696

661

27

3.53

695

685

28

3.53

698

663

3.79

748

737

4.04

808

767

30

4.05

801

761

4.36

859

816

4.63

927

881

32

4.61

911

866

4.96

977

928

5.27

1050

1000

34

5.20

1030

977

5.60

1100

1050

5.95

1190

1130

36

5.83

1150

1100

6.27

1240

1170

6.67

1330

1270

38

6.50

1290

1220

6.99

1380

1310

7.44

1490

1410

40

7.20

1420

1350

7.74

1530

1450

8.24

1650

1570

42

7.94

1530

1430

8.54

1620

1550

8.84

1820

1730

44

8.71

1680

1570

9.37

1780

1710

9.70

1990

1890

All dimensions are approximate

WIRE ROPE

NON ROTATING HI TECH


CRANE ROPES
Pack 1

Flexpack

Pack 2

4.45

Rope
Dia
(mm)

Mass

Min. breaking force

Mass

Min. breaking force

Mass

Min. breaking force

kg/m

Bright kN Galv. kN

kg/m

Bright kN Galv. kN

kg/m

Bright kN Galv. kN

46

9.52

1840

1710

10.2

1950

1860

10.6

2180

2070

48

10.4

2000

1860

11.2

2120

2030

11.5

2370

2250

50

11.3

2180

2020

12.1

2300

2200

12.5

2580

2450

52

12.2

2350

2190

13.1

2490

2380

13.5

2790

2650

54

13.1

2540

2360

14.1

2600

2410

14.6

2950

2800

56

14.1

2730

2540

15.7

3170

3010

58

15.1

2930

2720

16.3

2990

2780

16.9

3400

3230

60

16.2

3130

2910

18.0

3640

3450

62

17.3

3340

3110

18.6

3420

3180

19.3

3770

3500

64

18.4

3560

3310

20.5

4010

3730

66

19.6

3790

3520

21.1

3880

3610

21.8

4270

3970

68

20.8

4020

3740

23.2

4440

4130

70

22.0

4260

3960

23.7

4360

4060

24.5

4700

4370

72

23.3

4510

4190

74

24.6

4760

4430

26.5

4870

4530

76

26.0

5030

4670

28.0

4970

4620

80

31.0

5500

5120

84

34.2

5930

5510

88

37.5

6500

6050

92

41.0

6770

6300

96

44.6

7370

6860

100

48.4

8000

7440

All dimensions are approximate

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WIRE ROPE

SIX STRAND ROPES


In accordance to API 9 A Standards

Nominal Diameter

4.46

Approx Weight

Nominal Strength

mm

inches

kg/m

lb/ft

Classification

API EIPS

52

11.0

7.39

6x37

180

API EEIPS
197

Neptune Neptune
220
240
226

240

54

2 1/8

12.4

8.35

6x37

200

221

250

265

58

2 1/4

13.9

9.36

6x37

224

247

275

292

60

2 3/8

15.5

10.4

6x37

249

274

306

321

64

2 1/2

17.3

11.6

6x37

274

301

336

353

67

2 5/8

19.0

12.8

6x37

299

330

370

389

71

2 3/4

20.8

14.0

6x37

333

360

409

429

74

2 7/8

22.8

15.3

6x37

361

392

447

469

77

24.7

16.6

6x37

389

425

491

511

80

3 1/8

26.8

18.0

6x37

417

458

522

543

83

3 1/4

29.0

19.5

6x37

447

493

557

579

87

3 3/8

31.3

21.0

6x37

487

528

607

631

90

3 1/2

33.8

22.7

6x37

519

563

659

679

96

3 3/4

38.7

26.0

6x37

585

640

714

735

103

44.0

29.6

6x37

665

720

796

820

109

4 1/4

49.7

33.4

6x61

725

N/A

845

870

115

4 1/2

55.7

37.4

6x61

806

N/A

939

967

122

4 3/4

62.1

41.7

6x61

890

N/A

1036

1067

128

68.8

46.2

6x61

978

N/A

1138

1161

135

5 1/4

74.1

49.8

6x91

1016

N/A

1184

1208

141

5 1/2

81.1

54.5

6x91

1106

N/A

1288

1314

148

5 3/4

88.7

59.6

6x91

1198

N/A

1396

1424

154

96.7

65.0

6x91

1294

N/A

1508

1538

All dimensions are approximate

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1.1

Section 5

WIRE FITTINGS
Introduction
There are many different types of wire rope fittings. Most fittings are
applied directly onto the wire rope to enable it to be used. These fittings are
likely to be thimbles with either aluminium or steel ferrules or sockets. This
section shows sockets as used within the offshore industry. Sockets
generally exceed than the MBL of the wire rope whereby thimbles and
ferrules reduce the MBL of the wire.
Other fittings used with wire rope are Carpenter Stoppers, Multi-Angle
Fairleads and Swivel Head Fairleads. These units assist in protecting the
wire during arduous use.

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5.1

WIRE FITTINGS

OPEN TYPE GALVANISED


STEEL SPELTER SOCKETS
E

5.2

Rope
Dia mm

A
mm

E
mm

F
mm

G
mm

H
mm

Weight
kg

18-19

203

B
C
D
mm mm mm
67

38

35

16

22

76

89

2.7

20-22

235

79

44

41

19

25

89

102

4.5

24-26

270

95

51

51

22

29

102

114

7.0

28-30

302

105

57

57

25

32

114

127

10.9

32-35

336

121

64

64

29

38

127

140

14.5

38

384

137

76

70

32

41

162

152

20.9

40-42

413

146

76

76

35

44

165

165

25.0

44-48

464

165

89

89

41

51

178

191

38.5

50-54

546

178

102

95

48

57

229

216

56.8

56-60

597

197

114

108

54

64

254

229

74.9

64-67

648

216

127

121

60

73

273

248

113.6

75-80

737

241

146

133

76

86

286

305

172.7

All dimensions are approximate

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WIRE FITTINGS

CLOSED TYPE GALVANISED


STEEL SPELTER SOCKETS
A

B C

5.3
E

Rope
Dia mm

A
mm

E
mm

F
mm

G
mm

H
mm

Weight
kg

18-19

194

B
C
D
mm mm mm
76

41

32

28

22

79

89

2.3

20-22

225

92

48

38

32

25

92

102

3.5

24-26

254

105

57

44

35

29

105

114

5.4

28-29

283

114

64

51

38

32

117

127

7.3

32-35

314

127

70

57

42

38

130

140

10.4

38

359

137

79

64

51

41

156

152

12.7

40-42

391

146

83

70

54

44

171

165

16.3

44-48

445

171

89

76

57

51

200

191

26.3

50-54

502

194

98

83

64

57

225

216

36.3

56-60

549

216

102

92

67

64

241

229

47.6

64-67

597

241

140

102

79

73

270

248

63.6

75-80

686

292

171

133

83

86

298

305

125.5

All dimensions are approximate

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WIRE FITTINGS

"PEE WEE" ANCHOR PENDANT


SOCKETS
"PEE WEE" anchor pendant socket
illustrates perfectly the principle of the
design that allows the socket to slide
easily over the tail board and the wire
rope, to lie flat against it, and rewound around drum hoist easier than
a traditional standard type socket.

5.4

They can be attached together by


detachable chain connecting links or
shackles, proven by major offshore
drilling contractors on semisubmersible offshore drilling rigs and
offshore anchor handling boats.

Wire
Rope Dia

Weight
Pounds
Each
Galv

2 - 2 1/8

15 1/2

4 5/16

2 1/4

3 3/4

6 1/2

8 1/4

2 1/10

5 1/4

63

2 1/4 - 2 3/8 17 1/4

2 3/8

8 5/8

5 1/4

2 1/2

4 1/16

2 3/8

5 7/8

73

2 1/2 - 2 5/8

20

2 3/4

11

5 3/4

2 3/4

4 3/4

9 3/4

10 1/8

2 3/4

7 1/4

156

Dimensions in inches

*
*
*

3 - 3 1/8

22 5/8

3 1/8

13 1/8

6 7/8

3 3/8

5 3/8

10 7/8

11 1/4

3 1/8

8 3/4

245

2 3/4 - 2 7/8

21

12

6 3/4

3 1/8

5 1/8

10 1/2

11

3 1/8

200

3 - 3 1/8

22 7/8

3 1/8

13 1/8

6 3/4

3 3/8

5 3/8

10 7/8

11

3 3/8

8 3/4

230

14 1/4

8 1/4

3 7/8

6 1/8

11 3/4

15

10

350

16 1/2

4 3/8

7 3/8

14

15

10

482

4 1/2

19

10

4 5/8

7 3/4

16

19 1/2

12

5 3/8

8 3/16

16 1/2

*
**
**
**

3 1/4 - 3 1/2 28 3/4 3 15/16


3 3/4 - 4

**
**

28 3/4 3 15/16

4 1/4 - 4 1/2 31 1/2


4 3/4 - 5

**

34 1/4

15 1/2 5 1/16 11 1/2


17

5 1/4

12 1/4

600
700

All dimensions are approximate

Within standard foundry practice dimensions


are subject to change without notice

Made in the USA


NB - * FORGED SOCKETS ** ALLOY CAST STEEL

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WIRE FITTINGS

CR-SOCKETS
Material:

Cast steel

Safety:

5 times

Finish:

Painted/galvanised

Certificates:

Proofload
Manufacturer certificate

On request:

MPI & UT inspection

5.5

F
G
C
B

Wire Dia
mm

SWL
tons

MBL
tons

A
mm

B
mm

C
mm

D
mm

E
mm

F
mm

G
mm

Weight
kgs

49 - 54

50

250

215

125

55

57

115

200

50

27

55 - 60

60

300

230

145

65

63

135

220

57

41

61 - 68

80

400

250

160

75

73

150

270

65

56

69 - 75

100

500

280

175

80

79

165

300

70

78

76 - 80

120

600

310

190

85

86

175

325

75

100

81 - 86

140

700

340

205

100

92

200

350

90

128

87 - 93

160

800

360

220

105

99

205

360

95

145

94 - 102

180

900

380

240

110

108

225

380

100

188

108 - 115

200

1000

450

260

125

120

240

420

112

243

All dimensions are approximate


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WIRE FITTINGS

CR-ROPE SWIVEL
C

G
F

B
H

5.6
E

Rope Dia
mm

MBL
tons

PL
tons

A
mm

B
mm

C
mm

D
mm

E
mm

F
mm

G
mm

22 - 26

75

30

340

40

40

28

110

47

110

90

28 - 34

125

50

440

45

45

36

140

60

140

105

35 - 39

200

80

540

50

48

42

160

80

160

130

40 - 54

250

100

625

55

50

57

200

115

200

165

55 - 60

300

120

690

65

57

63

225

135

230

195

61 - 72

400

160

720

75

65

73

250

150

270

205

73 - 84

600

240

835

85

75

86

300

175

342

240

85 - 93

800

320

965

105

95

99

330

205

360

285

94 - 105

900

360

1055

110

100

108

360

225

380

320

Tolerence 5%

H
mm

All dimensions are approximate

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WIRE FITTINGS

HINGE LINK

5.7

Size
mm
76
108

A
B
C
(mm) (mm) (mm)

SWL.
tonnes

560

360

76

110

75

787

508

108

240

130

All dimensions are approximate

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Weight
kg

WIRE FITTINGS

WIRE ROPE CARPENTER STOPPERS

5.8
A

Wire Dia Range


Wedge B
mm

Wedge A
mm

A
mm

B
mm

C
mm

D
mm

E
mm

Stopper
Weight
kg

Bridle
Weight
kg

SWL
tonnes

8-10

11-13

85

90

40

31

16

1.2

2.5

14-18

19-20

149

134

66

38

22

2.5

22-24

26-28

198

183

93

55

32

15

5.9

10

30-32

35-36

264

235

121

73

38

35

19.5

17

38-40

44

313

294

147

88

48

65

29.6

25

48

52

371

333

173

114

60

100

62.0

35

54

56

584

498

210

140

82

300

62.0

40

60

64

584

498

210

140

82

300

74.0

55

68

72-76

584

498

210

140

82

300

96.5

75

Safety factor 5/1

All dimensions are approximate

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WIRE FITTINGS

MULTI-ANGLE FAIRLEADS

5.9

Type

Part no.

SWL
(tonnes)

Wire
rope

114

A2-606

-10

254

152

309

114

686

203

534

645

248

140

A2-609

-16

254

152

335

140

756

254

578

697

300

168

A2-611

12

-20

254

152

363

168

812

305

634

753

356

194

A1-613

20

-28

324

200

389

194

966

381

762

853

408

273

A1-615

24

-32

324

200

543

273 1124 432

All dimensions are approximate

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920 1111 566

WIRE FITTINGS

MULTI-ANGLE FAIRLEADS

5.10

Type

Part no.

SWL
(tonnes)

Wire
rope

114

A2-562

10-15

254

152

309

114

800

666

534

645

280

140

A2-525x

12

16-20

254

152

335

140

898

724

578

697

356

168

A2-551x

16

21-26

254

152

363

168

970

778

634

753

400

194

A1-556

25

27-34

324

200

389

194 1258 1016 762

853

457

273

A1-511

38

35-40

324

200

543

273 1492 1168 920 1111 682

324

A1-563

45

41-44

324

200

624

324 1652 1290 1022 1223 698

356

A1-564

508

254

706

356 1950 1550 1270 1441 764

406

A1-565

508

254

756

406 2390 1300 1420 1541 914

All dimensions are approximate


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WIRE FITTINGS

MULTI-ANGLE FAIRLEADS

5.11

Type

SWL
SWL
Wire
(tonnes) (tonnes) rope

114

A2-567

10-15

254

152

309

114

800

666

534

645

280

362

140

A2-527

12

16-20

254

152

335

140

898

724

578

697

356

440

168

A2-553

16

21-26

254

152

363

168

970

778

634

753

400

524

194

A1-558

25

27-34

324

200

389

194

1258 1016

762

853

457

602

273

A1-513

38

35-40

324

200

543

273

1492 1168

920

1111

682

838

324

A1-570

45

41-44

324

200

624

324

1652 1290 1022 1223

698

992

356

A1-571

508

254

706

356

1950 1550 1270 1441

764

1088

406

A1-572

508

254

756

406

2390 1800 1420 1541

914

1270

All dimensions are approximate

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WIRE FITTINGS

SWIVEL FAIRLEAD
WITHOUT BASE PLATES

5.12

Type & max.


breaking strain of
wire (tonnes)

20

35

55

70

max rope dia

18

22

28

32

36

38

46

54

60

64

70

76

84

90

sheave B.O.G.

325

396

504

578

578

560

616

560

700

700

840

836

924

990

575

700

815

920

975 1028 1104 1153 1296 1363 1425 1613 1700 1800

210

250

320

357

360

362

394

388

474

477

550

567

610

660

197.5 236

299

340

340

331

377

370

428

432

530

550

595

640

525

576

549

568

625

630

730

770

810

860

85 100 140 180 220 270 320 380 430 500

315

360

430

473

635

730

850

951 1021 1091 1099 1138 1225 1280 1460 1510 1610 1700

320

370

420

478

496

515

550

570

730

740

800

840

255

290

350 381.5 405

430

439

468 514.5 521.5 660

624

710

750

260

350

400

485

500

250

590

590

910

900

960

500

600

680

750

800

850 1000 1016 1180 1250 1350 1500 1600 1700

195

230

285

314

325

340

359

373

448

450

380

470

530

620

660

700

770

780

848

913 1000 1073 1080 1140

560

660

740

810

850

900 1050 1130 1230 1300 1400 1550 1650 1750

30

30

30

30

35

35

50

50

50

60

70

70

80

80

130

150

170

190

220

250

250

280

340

350

420

450

480

510

max shank bore

All dimensions are approximate

600

690

650

750

700

510

540

620

660

WIRE FITTINGS

SWIVEL FAIRLEAD WITH


EXTRA TAIL ROLLERS

5.13

Type & max.


breaking strain of
wire (tonnes)

20

35

55

70

85 100 140 180 220 270 320 380 430 500

max rope dia

18

22

28

32

36

38

46

54

60

64

70

76

84

90

sheave B.O.G.

325

396

504

578

578

560

616

560

700

700

840

836

924

990

575

700

815

920

975 1028 1104 1153 1296 1363 1425 1613 1700 1800

210

250

320

357

360

362

394

388

474

477

550

567

610

660

197.5 236

299

340

340

331

377

370

428

432

530

550

595

640

525

576

549

568

625

630

730

770

810

860

E
F

315

360

430

473

635

730

850

951 1021 1091 1099 1138 1225 1280 1460 1510 1610 1700

320

370

420

478

496

515

550

570

730

740

800

840

255

290

350 381.5 405

430

439

468 514.5 521.5 660

624

710

750

260

350

400

485

500

520

590

590

910

900

960

500

600

680

750

800

850 1000 1016 1180 1250 1350 1500 1600 1700

195

230

285

314

325

340

359

373

448

450

380

470

530

620

660

700

770

780

848

913 1000 1073 1080 1140

560

660

740

810

850

900 1050 1130 1230 1300 1400 1550 1650 1750

30

30

30

30

35

35

50

50

50

60

70

70

80

80

89

140

140

168

168

194

194

194

194

194

194

194

194

194

120

172

172

200

200

235

235

235

235

235

235

235

235

235

All dimensions are approximate

600

690

650

750

700

510

540

620

660

WIRE FITTINGS

SOCKETING RESIN

5.14

Wire Rope/
Strand Size
in

in3

Socketfast Req
for Rope Fittings
grams

cc

Compound for wire rope


assemblies
This is usually a two-part liquid

1/4

0.5

15

5/16

1.1

30

17

polyester resin compound for

3/8

1.1

30

17

socketing wire rope assemblies

7/16

2.1

60

35

in industrial, marine and

1/2

2.1

60

35

commercial applications.

9/16

3.2

90

52

When properly applied,

5/8

3.2

90

52

3/4

5.3

150

86

socketing resin will withstand

7/8

7.5

215

125

100% of the rated rope strength


and offers maximum resistance

9.7

275

160

1 1/8

13

365

210

1 1/4

21.5

610

350

1 3/8

21.5

610

350

operating temperatures from

1 1/2

26

735

420

+200F to -65F and is not

1 5/8

30

860

495

affected by electrolysis or by

1 3/4

43

1220

700

immersion in most corrosive

1 7/8

43

1220

700

fluids.

78

2200

1265

Socketing resin is usually

2 1/8

78

2200

1265

packaged in cases of convenient

2 1/4

86

2450

1410

pre-measured kits.

2 3/8

86

2450

1410

300 grams (10.5 cu. in. -

2 1/2

112

3180

1830

2 5/8

112

3180

1830

1000 grams (35.1 cu. in. -

2 3/4

137

3910

2250

193

5500

3160

3 1/4

232

6600

3795

4000 grams (140.3 cu. in.

3 1/2

300

8560

4920

3 3/4

365

10400

5980

472

13450

7730

Wire Rope/
Strand Size
in

in3

Socketfast Req
for Elevator Shackles
grams

cc

3/8

1.1

32

19

1/2

2.1

60

35

9/16

2.1

60

35

5/8

3.5

100

58

11/16

4.6

130

75

3/4

5.1

145

84

All dimensions are approximate

to shock and fatigue.


Socketing resin is reliable at

173 cc) 20 kits per case


575 cc) 12 kits per case
- 2299 cc) 4 kits per case

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1.1

Section 6

SPOOLING MACHINES
Introduction
Balmoral Marine operates a wide range of versatile spooling machines, drill
line stands and coilers capable of handling up to 200 tonnes of wire on a
single reel.
The spooling machines have been developed over a number of years to
ensure the equipment is safe to operate and provides the necessary back
tension and speed control. The spoolers can handle wire rope products such
as pendants, tow-wires, work wires, extension wires and anchor lines as
well as umbilicals and electrical cable.
All equipment is fully tested for offshore use and is operated by fully trained
experienced personnel.

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6.1

SPOOLING MACHINES

200T SPOOLING MACHINE

"ON"

"ON"

"OFF"

"OFF"

4830

6.2

2729
7118

4830
"ON"

"ON"

"OFF"

"OFF"

10100

Not to Scale
All Dimensions in mm
Maximum Reel Weight

Maximum Reel Diameter

8m

Maximum Reel Width

4.5m

Line Pull Capacity

16T at 2m Radius - 8T at 4m Radius

Brake Hold Capacity

20T at 2m Radius - 10T at 4m Radius

Back Tensioning

8T at 4m Radius - 16T at 2m Radius

Complete with 200T Spreader Bar


Modular Design

200T

SPOOLING MACHINES

ADJUSTABLE SPOOLING MACHINE


RETRACTABLE STABILIZERS
POSITION OF ADJUSTABLE SUPPORT LEG
(SHOWN AT LIMITS)

710

STEEL FRAMEWORK

2540

710

1120

5 - 7" DIA. SHAFT

2222.5

PAD-EYE

PAD-EYE
4445
PLAN

DRIVE PLATE
SHAFT HEIGHT

2640

ADJ. SUPPORT LEGS


ADJUSTABLE SUPPORT LEG LIMITS
(HORIZONTAL)

STEEL FRAMEWORK
7520
ELEVATION

Not to Scale
All dimensions in mm
All steel framework constructed of 180mm
box beam
Max capacity: 80 Tonnes

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AIR MOTOR

6.3

SPOOLING MACHINES

POWER SPOOLING MACHINE 20 TONNES

1000

2750

1000

6.4

4060

900

PLAN

MOTOR

1800

2000

DRIVE ARM

2750
END ELEVATION

127 DIA
125 x 250 H BEAM

125 x 250 H BEAM

2000

FOOT PLATE

4060
ELEVATION

Not to scale
All dimensions in mm
SWL 20 Tonnes
Drum 1.8m wide X 3.5m diameter (Maximum)
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SPOOLING MACHINES

DOUBLE DRUM SPOOLING MACHINE


(AIR DRIVEN)
3540
1117

495

105

2580

420

SHAFT

6.5

150

MOTOR
DRUM

PLAN

DRUM

50

2745

20

13

DRUM

2580
END ELEVATION

1425
520

330

SHAFT
(DIA 138)

300

3540
ELEVATION
Not to scale
All dimensions in mm
SWL 40 Tonnes
Each drum capacity: 1200m x 64mm
diameter wire rope

SPOOLING MACHINES

PNEUMATIC SPOOLING MACHINE

806

955

STEEL
FRAME

6.6

1800

1610

1010

LIFTING
POINT

DRUM

SUPPORT

PLAN

1800
DRUM DIAMETER

DRIVE COG
DRUM

MOTOR

DRUM CORE DIA.


812

1950

DRIVE COG

1065

AXLE

160

AXLE

2540
ELEVATION

STEEL FRAME

LIFTING
POINT

1010

SUPPORT

END ELEVATION

Not to scale
All dimensions in mm
SWL 7 Tonnes
Drum capacity - 76mm x 320m

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SPOOLING MACHINES

PNEUMATIC SPOOLING MACHINE


1200

665

13

00

DRUM
(Detachable)

6.7
1960

1800
PLAN

END ELEVATION

1100

2500

AXLE

FORK LIFT TUBES

FIXED GANTRY

ELEVATION
Not to scale
All dimensions in mm
Detachable reel
Drum capacity: 1100ft X 2 3/4" wire rope
Air or pneumatic motor is detachable
SWL 8 Tonnes

SPOOLING MACHINES

DRILL LINE STAND


GROUND FRAME
160 X 160

2200

LIFTING POINT

980

1225

SHAFT
127 DIA

2400
4400

6.8

(O.A.W.)

2450

1225

UPPER FRAME
135 X 160

980

(O.A.L.)

PLAN

2200

980

2440
4400

(O.A.L.)

1950

980
LIFTING POINT

ELEVATION

UPPER FRAME
135 x 160

1670

(O.A.H.)

GROUND FRAME
160 x 160

1950

1670

SHAFT 127 DIA


LIFTING
POINT

(O.A.H.)

SHAFT 127 DIA

1225

1225
2450

(O.A.W.)

END ELEVATION

Not to scale
All dimensions in mm
Weight in air: 2.25 Tonnes
SWL 22.25 Tonnes
Drum 2m wide X 3m diameter (maximum)

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1.1

Section 7

SYNTHETIC ROPE
Introduction
While natural fibre ropes such as hemp, manila and sisal are still in use they
have in large been replaced by man-made fibre ropes using synthetic
materials. Synthetic ropes are generally manufactured from nylon,
polypropylene, polyester or a combination. The ropes are constructed in
either a three strand hawser, eight strand plaited or braided. There are
other constructions but these three are the main ones used.
Fibre lines are much more flexible than wire rope but not as high in
strength. Three strand hawser laid rope is a multi-purpose rope used for
many different types of tasks. Eight strand plaited rope is generally used as
vessel mooring and winch ropes. More modern materials such as Kevlar,
Arimid and Dyneema threads can be added to the above ropes to provide
different charactersitics such as high strength operations. Should you
require information on special mooring ropes please do not hesitate to
contact Balmoral Marine.
Circumference is often used to express the size of a rope and standard coils
of rope are 220 metres long.

Braided Construction
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3 Strand Hawser Laid

8 Strand Plaited

7.1

SYNTHETIC ROPE
POLYESTER MOORING ROPES
Nominal Circ.
Nominal
Minimum Break
(inches)
Diameter (mm) Load (tonnes)

7.2

Mass
(kg/100m)

16

19

2 1/4

18

22.5

21

11

39

24

15

50

3 1/2

28

18.5

68

32

25

88.5

4 1/2

36

29

112

40

35

122

5 1/2

44

40.5

147

48

50

176

6 1/2

52

56

205

56

64

238

7 1/2

60

77

274

64

84

312

72

108

395

10

80

133

487

11

88

158

591

12

96

182

702

13

104

209

825

14

112

240

956

15

120

275

1100

16

128

299

1250

17

136

337

1410

18

144

378

1580

19

152

421

1760

20

160

467

1950

21

168

513

2150

22

176

563

2360

23

184

615

2580

24

192

670

2810

27

216

848

3560

30

240

1047

4390

All dimensions are approximate


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SYNTHETIC ROPE

SPECIAL POLYMER
Diameter

POLYPROPYLENE

Standard coils - 220m


Weight
(kg)
MB L Kg

mm

Inc C

3/4

3.74

6.6

10

1 1/4

9.9

12

1 1/2

14

1 3/4

16

Diameter

Standard coils - 220m


Weight
(kg)
MB L Kg

mm

Inc C

770

3/4

3.7

1360

6.6

960

2035

10

1 1/4

10

1425

14.3

2900

12

1 1/2

14.5

2030

19.8

3905

14

1 3/4

20

2790

25.3

4910

16

25.5

3500

18

2 1/4

32.56

6305

18

2 1/4

32.5

4450

20

2 1/2

39.6

7600

20

2 1/2

40

5370

22

2 3/4

48.4

8905

22

2 3/4

48.5

6500

24

57.2

10490

24

57

7600

26

3 1/4

67.1

12320

26

3 1/4

67

8850

28

3 1/2

78.1

13910

28

3 1/2

78

10100

30

3 3/4

89.1

16070

30

3 3/4

90

11500

32

101.2

17540

32

101

12800

36

4 1/2

128.7

22080

36

4 1/2

129

16100

40

158.4

26860

40

158

19400

44

5 1/2

193.6

31780

44

5 1/2

194

23400

48

228.6

37180

48

229

27200

52

6 1/2

268.4

43195

52

6 1/2

268

31500

56

312.4

49380

56

312

36000

60

7 1/2

358.6

56680

60

7 1/2

359

41200

64

407

64140

64

407

46600

68

8 1/2

460.9

76062

68

8 1/2

460

52600

72

514.8

80225

72

515

58500

80

10

638

99050

80

10

638

72000

550

All dimensions are approximate

All dimensions are approximate

Available as: Mooring Ropes, Twisted


Ropes, Pot Ropes.

PP Ropes available as: PP Mono, PP


Split Film, PP Multifilament, PP Staple
Spun.

This new polymer, is light, strong - a


tenacity of more than 9g/Den for the
filament of 1500 Den - and with a
good abrasion resistance.

Other Information

Density:
0.94
Melting Point:
185C
Stretch:
low elongation
Chemical resistance: Resistant to
most acids, alkalis and oils.
Not affected by water.

Construction for PP ropes: Twisted 3


or 4 strand
Plated 8 strand

Other Information

Density:
0.91
Melts at:
330F
Stretch:
low elongation
Chemical resistance: Resistant to
most acids, alkalis and oils.
Not affected by water.

7.3

SYNTHETIC ROPE
POLYETHYLENE
Diameter

7.4

NYLON

Standard coils - 220m


Weight
(kg)
MB L Kg

mm

Inc C

3/4

10

1 1/4

12

1 1/2

14

Diameter

Standard coils - 220m


Weight
(kg)
MB L Kg

mm

Inc C

400

3/4

5.2

750

700

9.3

1350

11

1090

10

1 1/4

14.3

2080

16

1540

12

1 1/2

20.6

3000

1 3/4

21

2090

14

1 3/4

28

4100

16

28

2800

16

36.5

5300

18

2 1/4

35

3500

18

2 1/4

46

6700

20

2 1/2

44

4300

20

2 1/2

57

8300

22

2 3/4

53

5100

22

2 3/4

69

10000

24

65

6100

24

82

12000

26

3 1/4

75

7000

26

3 1/4

97

13900

28

3 1/2

86

8000

28

3 1/2

112

15800

30

3 3/4

100

9150

30

3 3/4

129

17900

32

115

10400

32

146

20000

36

4 1/2

145

13000

36

4 1/2

184

24800

40

175

15600

40

228

30000

44

5 1/2

209

18800

44

5 1/2

276

35800

48

253

22400

48

330

42000

52

6 1/2

295

26200

52

6 1/2

384

48800

56

348

30200

56

446

56000

60

7 1/2

396

34200

60

7 1/2

512

63800

64

449

38600

64

582

72000

68

8 1/2

506

43500

68

8 1/2

660

81000

72

572

48500

72

738

90000

80

10

702

59700

80

10

911

110000

All dimensions are approximate

All dimensions are approximate

Construction for PE Mono:


Twisted 3 or 4 strand ropes
Plated 8 strand ropes

Nylon ropes available:


Twisted 3 or 4 strand
Plates 8 strand

Very popular for commercial fishing


and marine applications.

Other Information
Density:
1.14
Melts at:
480F
Stretch:
High elasticity. This
means that a large
amount of energy is
stored within the rope.

Other Information
Density:
0.95
Melts at:
285F
Stretch:
low elongation
Chemical resistance: Resistant to
most acids, and alkalis.
Very good abrasion resistance. Not as
strong as Polypropylene.
Does not absorb water.

Precautions must be taken.


Chemical resistance: At normal
temperatures good resistance to
alkalis. Limited resistance to acids.

SYNTHETIC ROPE

WINCHLINE
Splicing instructions
The tools you will need:
sharp knife, tape, marker pen and ruler (tape measure), nylon seizing
thread (hollow braid), 5mm diameter for ropes up to 5 circ, 6mm dia for
larger sizes, large needle.

Description
This splice is made in a 7-strand rope with a cover-braided jacket
The jacket has to be removed in two places
Start with marking the rope. The first mark should be placed at the end
of the rope measuring back upwards for 45 times the diameter, place a
mark here
Then mark the length of the eye, this part wil stay on, and finally mark
the splicing area, which should cover a length of 35 times the diameter of
the rope
Make sure the core is not damaged when removing the jacket
Strip the jacket of the first marked area of the outer cover (length
approx. 45 times rope diameter) to expose the 7 strand core
Tape each of the 7 strands to keep yarns together
The part of the jacket covering the eye should remain intact.
Now strip the jacket of the splicing area (length approx 35 times the
rope diameter)
Bend the rope to form the eye and use tape or a whipping to keep the
two rope parts together at the start point of the splice

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7.5

SYNTHETIC ROPE
STARTING THE SPLICE
First strand tuck

A
B

For the first tuck use strand 1, being closed to the running

E
D

part and which does not disturb the rope construction. Tuck
this strand under 3 strands (A,B,C) WITH the lay of the rope
(Right Hand Lay).

Second strand tuck

E
D

Use strand no 2 and tuck this one under two strands (A and
B) WITH the lay of the rope.

Third strand tuck


Strand no 3 has to be tucked under strand (A) WITH the lay

E
D

of the rope. The core is now released.

7.6

Fourth strand tuck

A
B

Strand no 4 together with the core is tucked under one strand

E
D

(F) WITH the lay of the rope.

Fifth strand tuck

Strand no 5 is tucked under the following strand of the rope

(E), WITH the lay of the cable.

E
D

Sixth strand tuck


A

Strand no 6 is tucked under the remaining strand (D) WITH

the lay of the cable.

E
D

Second till eighth series of tucks


Every strand (starting with strand 1) is tucked over one strand
AGAINST the lay and under two strands WITH the lay of the
cable. The core is cut after the third tuck.
NOW THE SPLICE IS COMPLETED.

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SYNTHETIC ROPE

COVERING THE SPLICE


First start with securing the jacket to the core. Stitch a large needle with
thread through the jacket and core
The ends of the thread must be tucked back into the splice. Do this at both
ends of the formed eye as well as at the start of the jacket after the splice
Ensure that at least 3 full tucks are made
Now cover the splicing area with a whipping. Sometimes its easier to first
cover the splicing area with tape before starting with the whipping
THE ROPE IS NOW READY FOR USE.

Splicing instructions
The tools you will need: sharp knife, tape and a spike
Description: this splice is suitable for 12 strand ropes, braided one
over one

START:
Start with measuring the length of the tail. It should at least be 12 full
braiding pitches long. Wrap a tape around rope at the start point of the splice
Tape the individual ends to keep yarns together. Then unlay the tail for
the full 12 braiding pitches
Bend the rope to form the eye and add eye protection if required. A
seizing or whipping may be used to keep two rope parts together at the
start point of the splice
Divide the 12 strands into 6 pairs. 3 pairs of left hand lay and 3 pairs of
right hand lay strands

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7.7

SYNTHETIC ROPE
SPLICING

NB - always tuck right hand lay strands under right hand lay strands and
left under left
Tuck from the first pair (1R right red), the 1e strand under 6 strands (2
right, 2 left, 2 right) of the body
Tuck the 2e right hand strand from this pair under 5 strands
Continue tucking these strands under the same 5e and 6e right hand
strand of the body. (over one, under one, over one)
Both strands are tucked in the same way 3 times in total. Only with the
second strand a fourth tuck is made over one under two
The second pair of strands (2L, left, grey), are tucked under the 4th and
3rd strand of the body. Continue here as well with tucking these strands
over and under the same 4th and 3rd strand of the body. Again, only the
second strand is tucked for a fourth time over one, under 2

7.8

The third pair (3R, right, yellow), are tucked under the 2nd and 1st
strand of the body. Then follow the same procedure as described before
The fourth pair (4L, left, black), go under the 1st and 2nd strands
of the body (calculated from the tucks made at F). Then follow same
procedure.
The 5th set (5R, right, white), are both tucked under one strand, then
follow same procedure
The last pair (6L, left, blue) are tucked under 2 and 3 strands, then
follow the same procedure
The splice is now finished. Tape the two most close laying ends together
(if the procedure has been followed correctly then such pair will consist
out of a left and right hand laid strand) and cut off the over length
THE CABLE IS NOW READY FOR USE.

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SYNTHETIC ROPE

Splicing instructions 8 Strand Plaited Ropes


Determining splice length:
5 full braid length are required for the splice.
Form the eye and seize the end of the rope to the main body of the 6th full
braid length.

Final Preparation
An 8 strand rope consists out of 4 left hand lay(S) and 4 right hand lay(Z)
strands. Always keep the left(S) and right hand lay(Z) strands apart(S) by
(S) and (Z) by (Z). Tape each individual strand at the end in order to avoid
untwisting. Then unlay the strands up to the point where the eye is formed
and where the seizing is placed.

STARTING THE SPLICE


Tuck two S-lay strands under two Z-lay strands of the body of the splice
Tuck the first Z-lay strand under the two preceding Z-lay strands of the
body. Tuck the second Z-lay strand only under the first Z-lay strand
Tuck the third S-lay strand under the first S-lay strand of the body and
tuck the 4th S-lay strand under the next S-lay strand of the body
The third Z-lay strand is tucked under the out Z-lay strand of the body and
the fourth Z-lay strand is tucked under the inner Z-lay strand of the body
Were back to the first 2 S-lay strands (A). Tuck the first S-lay strand
under the outer S-lay strand of the body and tuck the second S-lay
strand under the inner S-lay strand of the body
All strands have now been tucked into the right position. Make sure that
S-lay strands are tucked under S-lay strands of the body and that Z-lay
strands are tucked under the Z-lay strands of the body
Continue with tucking two S-lay strands under S-lay strands and two Zlay strands under the Z-lay strands of the body
Turn the rope and continue by tucking two S Under S and two Z under Z.
Repeat steps G and H, and all strands are tucked 3 times
To finalise; tuck the first S-lay strand under first S-lay strand of the body
and the second S-lay strand under the second S-lay strand of the body
Do the same with the first two Z-lay strands
Turn the rope and repeat steps J and K with the remaining strands
Seize the out sticking strands in pairs and cut off the over length
THE SPLICE IS NOW COMPLETE.

7.9

SYNTHETIC ROPE
ROPE INFORMATION

Weight, length and diameter are measured in accordance with EN 919. The
Breaking force of new, unused synthetic ropes, both standard and high
performance, are in accordance with EN 919. Phillystran ropes are in
accordance with manufacturers standard test methods.
All data in this brochure is provided for technical reference and guidance
only, it does not constitute a guarantee. Balmoral Marine reserves the right
to amend details of their specifications in line with technical developments.
For calculation purposes customers should consult Lankhorst sales staff for
in-depth and up to date technical details.
It can be expected that a ropes strength will decrease as soon as taken into service.
Avoid using rope that shows signs of wear and abrasions. If in doubt
contact the manufacturer or take the rope out of use.
Joints and knots can cause loss of strength, in extreme cases up to 50%.
When ropes are running over pulleys or sheaves, one also should take care

7.10

of proper D/d ratios as well as grooves. If in doubt about any of the


mentioned actions please contact our sales staff for details.

CONSTRUCTIONS
3 and 4 strand
3 and 4 strand hawser laid constructions are easy to splice and have an
excellent abrasion resistance.

8 strand plaited
A 100% torque balanced rope due to the 4 left and 4 right hand lay
constructed strands. This construction does not kink, is easy to terminate
and has a great abrasion resistance.

Cover braids
Cover braided constructions can be offered with a variety of cores. In most
cases the jacket (cover) does not contribute to the ropes strength. The non
load bearing jacket provides a protection to the ropes core, this being the
strength member. If the jacket is damaged this does not automatically
mean loss of strength. The larger sizes of cover braids especially, will retain
their breaking strength even if the jacket is completely abraded. Our cover
braids offer maximum strength at a minimal diameter and thus weight.
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SYNTHETIC ROPE

Extruded jackets
Extruded jackets can be provided upon request depending upon the
application. However for certain application they are provided as standard,
like for instance our tower guys (HPTG). In order to provide a die-electric
strength member the rope core is surrounded by an abrasion and UV
resistant, water proof jacket. Extruded jackets (PP, PE, PA, PUR) normally
provide a more abrasion resistant cover but restrain the ropes use due to
less flexibility (higher stiffness).

Specialities
Many varieties on above constructions can be provided. Plaited cores with
braided jackets as well as extruded jackets can be supplied if the application
demands a special design.

7.11

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1.1

Section 8

LIFTING EQUIPMENT
Introduction
Balmoral produces a wide range of slings to meet the requirements of
todays market. These can be categorised into the following groups:
Single Leg Wire Rope Slings
Multi-Leg Wire Rope Slings
Endless Grommet Slings and Cable Laid Slings
Polyester Webbing Slings
Polyester Round Slings
Standard wire rope slings are available from stock and specialist orders can
normally be manufactured within 24 hours.
Please refer to the following section for specific details on our wire rope
sling range and application.
For details on the information required to order/design slings along with
working loads, please see the section at the back of the book.

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8.1

LIFTING EQUIPMENT
International Standards

The preparation of standards for a comprehensive range of materials and


components of lifting tackle has facilitated the general adoption of designs
giving a satisfactory margin of safety in use. All persons who are concerned
with the design or technical selection of lifting tackle are strongly
recommended to have copies of these standards, a list of which is given
below.

Chain
Short link chain for lifting purposes

EN818-1:1996

EN818-2:1997

EN818-3:1999

EN818-4:1997

EN818-5: 1999

EN818-6:2000

EN818-7:2002

BS 6521:1984

Safety. General Conditions of


Acceptance.
Short link chain for lifting purposes
Safety. Medium tolerance chain for
chain slings. Grade 8.
Short link chain for lifting purposes
Safety. Medium tolerance chain for
chain slings. Grade 4.

8.2

Short link chain for lifting purposes


Safety. Chain slings. Grade 8
Short link chain for lifting purposes
Safety. Chain slings. Grade 4
Short link chain for lifting purposes
Safety. Chain slings. Specification
for information for use and
maintenance to be provided by
the manufacturer.
Short link chain for lifting purposes
Safety. Fine tolerance hoist chain
Grade T (types T, DAT and DT)
Guide for proper use and
maintenance of calibrated round
steel link lifting chains

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LIFTING EQUIPMENT

Fibre ropes
Fibre ropes for general service.

EN698:1995

EN701:1995

EN1261:1995

Manila and sisal.


Fibre ropes for general service.
General specification.
Fibre ropes for general service. Hemp

Fibre ropes for general service. Polyamide -

EN696:1995

Fibre ropes for general service. Polyester

EN697:1995

Fibre ropes for general service.

EN699:1995

EN700:1995

BS3724:1991

BS4815:1972

Polypropylene
Fibre ropes for general service.
Polyethylene
Glossary of terms relating to
fibre ropes and cordage
Glossary of generic names for
man-made fibres

8.3

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LIFTING EQUIPMENT
Slings
Lifting slings, methods of rating

Lifting slings, specification for marking

BS6166-1:1996
BS6166-2:1986

Lifting slings, guide to the selection

BS6166-3:1988

EN13414-1:2003

EN13414-2:2003

EN1492-1:2000

EN1492-2:2000

Gin Blocks

BS1692:1998

Pulley blocks for use with wire rope


for a maximum lift of 25 tons in
combination

BS4018:1966

Pulley blocks for use with synthetic


fibre ropes (M)

BS4344:1968

Heavy duty pulley blocks for use with


wire ropes

BS4536:1970

and safe use of lifting slings


for multi-purposes
Steel wire ropes slings Safety. Part 1.
Slings for general lifting service
Steel wire rope slings Safety. Part 2.
Specification for information for use
and maintenance to be provided
by the manufacturer
Textile slings Safety. Flat woven
webbing slings made of man-made
fibres for general purpose use
Textile slings Safety. Roundslings
made of man-made fibres for
general purpose use

8.4

Pulley Blocks

Hand operated chain pulley blocks

BS3243:1990

Chain lever hoists

BS4898:1973

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LIFTING EQUIPMENT

Shipping
Code of practice for the design and
operation of ships derrick rigs

MA48:1976

Code of practice for ships


cargo blocks

MA47:1977

Wrought steels

BS970:1996 Part 1

Iron and steel colliery haulage and


winding equipment, wrought steels

BS2772:1989 Part 2

Steel castings for general engineering


purposes

BS3100:1991

EN12385-1:2002

Materials

Wire ropes
General requirements for steel wire ropes

Stranded ropes for general lifting purposes -

EN12385-4:2002

Zinc coated ropes for ships

BS302:1987 Part 3

Stranded ropes for lifts

EN12385-5:2002

Ropes for haulage purposes

BS302:1987 Part 5

Ropes for mine hoisting

BS302:1987 Part 6

Large diameter ropes

BS302:1989 Part 7

Higher breaking load ropes for

BS302:1989 Part 8

general purposes

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8.5

LIFTING EQUIPMENT
International Standards
The selection, care and maintenance
of steel wire ropes

BS6570:1986

EN1677-5:2001
BS4278:1984
BS3226:1960
BS7167:1990
BS463:1958 Part 1
BS463:1970 Part 2
EN13411-4:2002

EN13411-1:2002
BS4429:1987
BS7166:1989

EN13889:2003
Federal Specification
RR-C-271D
BS3551:1962

EN13411-3

Terminal attachments for chain,


fibre ropes & wire ropes

8.6

Higher tensile steel hooks - Grade 4


Eyebolts for lifting purposes (M)
Thimbles for natural fibre ropes
Bordeaux connections
Sockets for wire ropes, inch units
Sockets for wire ropes, metric
Code of practice for socketing,
metal and resin
Thimbles for wire ropes
Rigging screws and turnbuckles
Wedge and socket anchorages
for wire ropes
Forged steel shackles for general lifting
purposes. Dee shackles and bow
shackles - Grade 6
Shackles, forged
Alloy steel shackles
Terminations for steel wire ropes,
ferrules and ferrule securing

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LIFTING EQUIPMENT

Miscellaneous
The design and testing of steel
overhead runway beams
Steel links and strap assemblies for
lifting attachments for packing cases
Hand operated plate sided winches
Power driven overhead travelling
Cranes Semi-Goliath and Goliath cranes
for general use
Rules for the design of cranes
structures
Rules for the design of cranes
mechanisms
Code of practice for safe use of cranes
Power driven mobile cranes

BS2853:1957

BS2837:1988

BS3701:1964
BS466:1984

BS2573:1983 Part 1

BS2573:1980 Part 2

BS7121:1989
BS1757:1986

These are correct at time of printing. Correct standards should always be


checked by users.

8.7

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LIFTING EQUIPMENT

TWO SINGLE LEGS USED TOGETHER

90 Max.
90Max.

Chock Hitch

Double Wrap Chock Hitch

SWL = 1.4 x SWL of Sling

SWL = 1.4 x SWL of Sling

8.8

90 Max.

Basket Hitch

Double Wrap Basket Hitch

SWL = 2.1 x SWL of Sling

SWL = 2.1x SWL of Sling


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LIFTING EQUIPMENT

USED SINGLY

90 Max.

Basket Hitch
SWL = 1.4 x SWL of Sling

Simple Choke Hitch


SWL = SWL of Sling

8.9

Double and Choked


SWL = 2 x SWL of Sling
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Choke Hitch Double Wrapper


SWL = SWL of Sling

LIFTING EQUIPMENT

METHOD OF DETERMINING
NOMINAL LENGTH OF SLING LEGS
(Bearing to Bearing)

Soft Eye

Hard Eye

Wire Rope

Splice

8.10
Master Link

Hard Eye

Hard Eye

Hook

Solid Eye

Solid Eye

BRG - BRG

Tapered Ferrules available upon request

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LIFTING EQUIPMENT

MULTIPLE LEG SLING ASSEMBLY


2 leg Sling Assembly
5 leg Sling Assembly

Master Link
Bottom Leg
Top Leg (1 WRC)

Shackle

4 leg Sling Assembly


Sub Assembly

Quad
Assembly Sub Assembly

Bottom Legs

Tapered Ferrules available upon request


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Quad
Assembly

Talurit Hard
Eye Each End

8.11

LIFTING EQUIPMENT

CABLE LAID SLINGS


Cable laid slings and grommets shown in the table are designed in
accordance to the PM 20 (the guidance note of the Health and Safety
Executive).
The CALCULATED ROPE BREAKING LOAD (or MBL) of the cable laid rope is
the sum of the individual breaking force of the component ropes multiplied
by a spinning loss coefficient of 0.85.
For slings this result is multiplied by a TERMINATION EFFICIENCY (ET),
which for hand splice is 0.75 (now CSBL).
For slings and grommets the SAFE WORKING LOAD is the maximum mass
that a sling may raise, lower or suspend under specific working conditions
as certified by a competent authority. In making its assessment this
competent person considers at least the following factors:-

8.12

the angular displacement of the sling legs

the length tolerance legs

dynamic loading effects

the position of the centre of gravity of the load

the rigidity of the load

The minimum radius over which the slings (when doubled) and grommets
are bent. For calculating the BENDING EFFICIENCY (EB) see PM 20.
NB- the D/d ratio should never be smaller than 1/1 (acc. PM 20). Our
experience has taught that D/d ratio of 2/1 is better
The WORKING LOAD LIMIT (WLL) is defined.
NB - Slings and/or grommets with different lay directions should never be
connected

LIFTING EQUIPMENT
Cable Laid Slings

Cable Laid Grommets

Diameter
mm

Weight
kg/m

CRBL
mtf

CSBL = CGBL

Weight
kg/m

Diameter
mm

120

1.43

600

450

21

78

142

63

900

675

32

96

164

87

1.200

900

45

114

188

115

1.500

1.125

55

126

212

147

1.800

1.350

65

138

224

166

2.100

1.575

78

150

240

187

2.400

1.800

79

156

262

218

2.700

2.025

89

162

270

264

3.000

2.250

96

168

288

270

3.300

2.475

100

171

300

290

3.600

2.700

111

180

314

320

3.900

2.925

124

192

328

356

4.200

3.150

137

201

337

380

4.500

3.375

143

204

352

412

4.800

3.600

160

216

361

432

5.100

3.825

170

222

376

465

5.400

4.050

179

228

382

474

5.700

4.275

193

240

398

514

6.000

4.500

209

249

406

523

6.300

4.725

210

252

424

579

6.600

4.950

225

258

434

605

6.900

5.175

242

267

440

632

7.200

5.400

259

276

453

672

7.500

5.625

265

282

460

696

7.800

5.850

277

288

470

705

8.100

6.075

296

294

6.763

315

306

6.865

342

312

7.446

369

324

7.803

396

336

8.211

413

342

8.843

448

360

9.874

502

381

10.812

553

399

12.852

668

438

All dimensions are approximate

NB - a 25% TERMINATION EFFICIENCY (TE) loss has been accounted for in


the CSBL (CALCULATED SLING BREAKING LOAD)
For the CGBL (CALCULATED GROMMET BREAKING LOAD), no loss has been
calculated for the D/d ratio at the lifting points.

8.13

LIFTING EQUIPMENT

SLING CHART
6 x 19/6 x 36 Groups Fibre Core
One leg sling
Angle to
the vertical

Two leg sling


0 to 45

Three and four leg sling Endless sling

over 45
to 60

0 to 45

over 45
to 60

Direct

Direct

Direct

Choke hitch

90

Direct

Direct

Nominal
Rope
Dia (mm)

8.14

Working Load Limits (tonnes)

0.700

0.950

0.700

1.50

1.05

1.10

0.850

1.20

0.850

1.80

1.30

1.40

10

1.05

1.50

1.05

2.25

1.60

1.70

11

1.30

1.80

1.30

2.70

1.95

2.12

12

1.55

2.12

1.55

3.30

2.30

2.50

13

1.80

2.50

1.80

3.85

2.70

2.90

14

2.12

3.00

2.12

4.35

3.15

3.30

16

2.70

3.85

2.70

5.65

4.20

4.35

18

3.40

4.80

3.40

7.20

5.20

5.65

20

4.35

6.00

4.35

9.00

6.50

6.90

22

5.20

7.20

5.20

11.0

7.80

8.40

24

6.30

8.80

6.30

13.5

9.40

10.0

26

7.20

10.0

7.20

15.0

11.0

11.8

28

8.40

11.8

8.40

18.0

12.5

13.5

32

11.0

15.0

11.0

23.5

16.5

18.0

36

14.0

19.0

14.0

29.0

21.0

22.5

40

17.0

23.5

17.0

36.0

26.0

28.0

44

21.0

29.0

21.0

44.0

31.5

33.5

48

25.0

35.0

25.0

52.0

37.0

40.0

52

29.0

40.0

29.0

62.0

44.0

47.0

56

33.5

47.0

33.5

71.0

50.0

54.0

60

39.0

54.0

39.0

81.0

58.0

63.0

1.4

2.1

1.5

1.6

Leg factor
(KL)

All dimensions are approximate

These tables are compiled in compliance with EN 13414-1:2003, uniform


load method calculation used entirely.

LIFTING EQUIPMENT

SLING CHART
6 x 19 & 6 x 36 Groups Steel Core
One leg sling
Angle to
the vertical

Two leg sling


0 to 45

Three and four leg sling Endless sling

over 45
to 60

0 to 45

over 45
to 60

Direct

Direct

Direct

Choke hitch

90

Direct

Direct

Nominal
Rope
Dia (mm)

Working Load Limits (tonnes)

0.750

1.05

0.750

1.55

1.10

1.20

0.950

1.30

0.950

2.00

1.40

1.50

10

1.15

1.60

1.15

2.40

1.70

1.85

11

1.40

2.00

1.40

3.00

2.12

2.25

12

1.70

2.30

1.70

3.55

2.50

2.70

13

2.00

2.80

2.00

4.15

3.00

3.15

14

2.25

3.15

2.25

4.80

3.40

3.70

16

3.00

4.20

3.00

6.30

4.50

4.80

18

3.70

5.20

3.70

7.80

5.65

6.00

20

4.60

6.50

4.60

9.80

6.90

7.35

22

5.65

7.80

5.65

11.8

8.40

9.00

24

6.70

9.40

6.70

14.0

10.0

10.6

26

7.80

11.0

7.80

16.5

11.5

12.5

28

9.00

12.5

9.00

19.0

13.5

14.5

32

11.8

16.5

11.8

25.0

17.5

19.0

36

15.0

21.0

15.0

31.5

22.5

23.5

40

18.5

26.0

18.5

39.0

28.0

30.0

44

22.5

31.5

22.5

47.0

33.5

36.0

48

26.0

37.0

26.0

55.0

40.0

42.0

52

31.5

44.0

31.5

66.0

47.0

50.0

56

36.0

50.0

36.0

76.0

54.0

58.0

60

42.0

58.0

42.0

88.0

63.0

67.0

1.4

2.1

1.5

1.6

Leg factor
(KL)

All dimensions are approximate

These tables are compiled in compliance with EN 13414-1:2003, uniform


load method calculation used entirely.

8.15

LIFTING EQUIPMENT

POLYESTER LIFTING SLINGS


Polyester webbing slings and round slings have many advantages over
conventional chain or steel wire rope slings, particularly where the item to
be lifted is in danger of being marked or damaged in the lifting process.
The synthetic sling then comes into its own. The slings flexibility and ease of
handling are appreciated by those involved in the lifting process and the
wide load-bearing surface aids safer lifting.
The round slings load bearing core is produced from high tenacity polyester
yarn wound continuously to provide maximum strength with minimum
weight. The outer cover is also manufactured from high tenacity polyester
yarn for maximum abrasion resistance.
All flat webbing slings are woven from high strength polyester yarn
incorporating good shock absorption properties with a high strength to
weight ratio. Wear sleeves are available as an optional extra.

8.16

All slings are colour coded for increased safety.


All slings are manufactured in accordance with the current international
standards.
STRONG

FLEXIBLE

LIGHTWEIGHT

Polyester slings are suitable for use in temperature range - 40C to 100C and
are resistant to moderate strength acids. Do not use in alkali conditions.
Seek the advice of Balmoral if exposure to chemicals is likely. Instructions on
the care and safety use of textile lifting slings are available on request and
issued with each consignment.
Load resistant systems are also available with a wide range of end liftings to
suit every requirement.

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LIFTING EQUIPMENT

LEVER HOISTS
C

A
B

H
H

D
E

F
F

MODELS 500/750/1500/3000Kg

MODEL 5000Kg

No of Effort of
Chain
Capacity falls of lift max Weight Diameter
kg
chain load kg
kg
mm

8.17

Dimensions mm
A

H mini

500

33

5 x 15

110

80

122

290

21

34

303

750

20

6 x 18

139

84

153

290

23

37

303

1500

21

11

7 x 21

174

108

160

410

30

45

365

3000

33

20

10 x 30

200

115

185

410

38

55

485

5000

35

30

10 x 30

200

115

230

410

40

65

600

Standard Lift - 1.50m

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All dimensions are approximate

LIFTING EQUIPMENT

LOAD INDICATING DEVICE


The modern range of load indicating devices are highly accurate instruments
for measuring tensile forces, suitable for many applications: transport and
construction industries; testing and safety organisations; monitoring lifting
equipment and load-checking goods in and out. The operating principle is
the movement of a material within its elastic limit, using bonded strain
gauges to give an electrical signal under strain, relative to the load applied,
which is instantly displayed on the LCD.

8.18

Max
Accuracy Smallest dynamic
Max
(+0.2%)
Load
overload display
+kg
kg
t

Capacity
t

Test
load
t

0.25

0.5

0.5

0.1

0.5

0.50

0.2

1.25

2.5

2.5

0.5

2.5

10

12.5

Dimensions
mm

Weight
kg

250.0

190 x 83 x 56

1.1

500.0

190 x 83 x 56

1.1

2.5

1250.0

190 x 83 x 56

1.1

2500

214 x 83 x 56

1.4

10

10

5000

226 x 90 x 56

1.9

25

25

25

12500

310 x 110 x 58

3.8

25

50

50

10

50

25000

360 x 104 x 68

6.6

50

85

100

20

100

50000

440 x 164 x 98

15.1

100

145

200

50

200

100.00

660 x 260 x 118

46.0

All dimensions are approximate

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LIFTING EQUIPMENT

SYSTEM 80 CHAIN SLINGS

Chain

ALLOY - GRADE 80 CHAIN SLING WORKING LOAD


CHART

Multiply
single leg

WORKING LOAD LIMIT


IN TONNES

Angle

Factor

7mm

10mm

13mm

16mm

20mm

22mm

1.50

3.20

5.40

8.00

12.50

15.50

0.8

1.20

2.56

4.32

6.40

10.00

12.40

0 - 90

1.4

2.10

4.48

7.56

11.20

17.50

21.70

90 - 120

1.50

3.20

5.40

8.00

12.50

15.50

0 - 90

1.1

1.65

3.52

5.94

8.80

13.75

17.05

90 - 120

0.8

1.20

2.56

4.32

6.40

10.00

12.40

0 - 45

2.1

3.15

6.72

11.34

16.80

26.25

32.55

45 - 60

1.5

2.25

4.80

8.10

12.00

18.75

23.25

0 - 90

2.1

3.15

6.72

11.34

16.80

26.25

32.55

90 - 120

1.5

2.25

4.80

8.10

12.00

18.75

23.75

All dimensions are approximate

All figures in accordance with DIN-5688 and B.S.6166. Uniform Load


Method of rating.

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8.19

LIFTING EQUIPMENT

SYSTEM 80 MASTER LINKS


Master Links
Safety Factor 4:1
Minimum Breaking load = 4 x SWL at 0
B

8.20

D
(mm)

B
(mm)

L
(mm)

SWL
kgs

Weight
kgs

11

40

83

2400

0.2

13

54

86

2900

0.3

13

60

115

2700

0.4

16

70

120

4300

0.6

16

100

190

3200

0.9

20

80

134

7200

1.1

20

90

170

6500

1.3

22

90

170

8600

1.6

22

110

210

7200

1.9

25

100

190

11300

2.3

28

110

210

14300

3.2

28

140

270

11800

4.0

32

140

270

17100

5.3

38

140

270

28100

7.6

38

220

420

19100

11.0

45

170

320

38300

12.5

45

250

470

27600

17.5

50

200

380

45000

18.0

60

220

420

65300

29.0

70

250

470

84400

43.2

All dimensions are approximate

LIFTING EQUIPMENT

SYSTEM 80 MASTER LINKS


Sub Assemblies
Safety Factor 4:1
Minimum Breaking load = 4 x SWL at 0
L1

L2

D2

B2

D2

B2

8.21
D1
(mm)

L1
(mm)

B1
(mm)

D2
(mm)

L2
(mm)

B2
(mm)

SWL
kgs

Weight
kgs

16

120

70

20

170

90

13

86

54

4200

1.2

16

120

70

6000

22

170

2.5

90

20

134

80

8600

25

2.8

190

100

20

134

80

10200

4.9

28

210

110

22

170

90

12000

6.4

32

270

140

25

190

100

16000

10.0

38

270

140

32

270

140

24200

18.2

45

320

170

38

270

140

38300

27.7

50

380

200

38

270

140

39800

33.2

60

420

220

50

380

200

63600

54.0

70

470

250

50

380

200

63600

101.2

All dimensions are approximate

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LIFTING EQUIPMENT

SEWN WEBBING

Working load limits in tonnes


Straight Choked
lift
lift

8.22

WLL of
Colour of
sewn
sewn
webbing
webbing
component component

Basket hitch

Two leg sling

Parallel

=
0-45

=
45-60

=
0-45

Three and four


leg slings

=
=
45-60 0-45

=
45-60

M=1

M=0,8

M=2

M=1,4

M=1

M=1,4

M=1

M=2,1

M=1,5

1,0

Violet

1,0

0,8

2,0

1,4

1,0

1,4

1,0

2,1

1,5

2,0

Green

2,0

1,6

4,0

2,8

2,0

2,8

2,0

4,2

3,0

3,0

Yellow

3,0

2,4

6,0

4,2

3,0

4,2

3,0

6,3

4,5

4,0

Grey

4,0

3,2

8,0

5,6

4,0

5,6

4,0

8,4

6,0

5,0

Red

5,0

4,0

10,0

7,0

5,0

7,0

5,0

10,5

7,5

6,0

Brown

6,0

4,8

12,0

8,4

6,0

8,4

6,0

12,6

9,0

8,0

Blue

8,0

6,4

16,0

11,2

8,0

11,2

8,0

16,8

12,0

10,0

Orange

10,0

8,0

20,0

14,0

10,0

14,0

10,0

21

15,0

Over 10,0

Orange

All dimensions are approximate

M = Mode factor for symmetrical loading. Handling tolerance for slings or


parts of slings indicated as vertical = 6.

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LIFTING EQUIPMENT

POLYESTER ENDLESS SLINGS


MEASURE EFFECTIVE WORKING LENGTH (L x 1)

OR CIRCUMFERENCE (L X 2)

Flat Woven Webbing

Safety Factor 7:1

8.23
Choked
x0.8
WLL kg

Basket
x2
WLL kg

45Basket 90Basket
x1.8
x1.4
WLL kg
WLL kg

Colour Code

Length
mm

Straight
x1
WLL kg

VIOLET

25

1000

800

2000

1800

1400

GREEN

50

2000

1600

4000

3600

2800

YELLOW

75

3000

2400

6000

5400

4200

GREY

100

4000

3200

8000

7200

5600

RED

125

5000

4000

10000

9000

7000

BROWN

150

6000

4800

12000

10800

8400

BLUE

200

8000

6400

16000

14400

11200

ORANGE

250

10000

8000

20000

18000

14000

ORANGE

300

12000

9600

24000

21600

16800

All dimensions are approximate

Manufactured and tested in accordance with BS 3481 Part 2 1983

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LIFTING EQUIPMENT

ROUNDSLING
MEASURE EFFECTIVE WORKING LENGTH (L x 1)

OR CIRCUMFERENCE (L X 2)

8.24
Working load limits in tonnes
Straight Choked
lift
lift
WLL of
Colour
roundsling
of
in straight roundsling
lift
cover

Basket hitch

Two leg sling

=
45-60

=
0-45

Three and four


leg slings

Parallel

=
0-45

=
=
45-60 0-45

M=1

M=0,8

M=2

M=1,4

M=1

M=1,4

M=1

M=2,1

M=1,5

=
45-60

1,0

Violet

1,0

0,8

2,0

1,4

1,0

1,4

1,0

2,1

1,5

2,0

Green

2,0

1,6

4,0

2,8

2,0

2,8

2,0

4,2

3,0

3,0

Yellow

3,0

2,4

6,0

4,2

3,0

4,2

3,0

6,3

4,5

4,0

Grey

4,0

3,2

8,0

5,6

4,0

5,6

4,0

8,4

6,0

5,0

Red

5,0

4,0

10,0

7,0

5,0

7,0

5,0

10,5

7,5

6,0

Brown

6,0

4,8

12,0

8,4

6,0

8,4

6,0

12,6

9,0

8,0

Blue

8,0

6,4

16,0

11,2

8,0

11,2

8,0

16,8

12,0

10,0

Orange

10,0

8,0

20,0

14,0

10,0

14,0

10,0

21

15,0

Over 10,0

Orange

M = Mode factor for symmetrical loading.


Handling tolerance for slings or parts of slings
indicated as vertical = 6.

All dimensions are approximate

LIFTING EQUIPMENT

HAND CHAIN HOISTS


Dimensions, weights and performance data
B

A
H

Capacity - safe working load

500kg

1t

1.5t

2t

2.5t

3t

hook suspension

295

360

360

450

450

530

hung-in (164 trolley, ranges 1 &2)

365

430

430

530

530

650

hung-in (164 trolley, range 3)

405

470

470

575

575

715

close-lift (ranges 1 &2)

300

345

345

425

425

500

close-lift (range 3)

340

385

385

470

470

565

155

180

180

238

238

268

144

153

153

209

209

153

27

32

32

38

38

37

76-140

76-140

76-140

90-153

Number of falls of load chain

8.25

Dimensions mm
A

H Gap
Hung-in and close-fit units
Track widths

range 1

90-153 126-166

range 2

140-210 140-210 140-210 153-216 153-216 166-210

range 3

210-305 210-305 210-305 216-305 216-305 210-305

Minimum clear depth of track

127

127

127

152

152

203

Minimum radius of track curve

1.5

1.5

1.5

1.5

1.5

1.8

Weight: hook suspension unit chain for standard 3m


hook to hook kg

10

13

13

29

29

27

Additional weight for extra of lift, per metre kg

1.4

1.8

1.8

3.5

3.5

3.6

Effort on hand chain to raise working load kg


Velocity ratio (movement of chain relative to load
chain)
Safety factor
All dimensions are approximate

23

26

39

33

41

31

27:1

45:1

45:1

78:1

78:1

135:1

5:1

5:1

4:1

5:1

4:1

5:1

LIFTING EQUIPMENT

HAND CHAIN HOISTS CONTINUED


Dimensions, weights and performance data
B

A
H

Capacity - safe working load

5t

8t

10t

16t

20t

hook suspension

720

810

840

1065

1120

hung-in (164 trolley, ranges 1 &2)

840

970

1000

1285

1340

hung-in (164 trolley, range 3)

905

1060

1090

1285

1340

close-lift (ranges 1 &2)

660

775

800

close-lift (range 3)

725

775

800

280

420

470

600

920

209

220

220

220

220

38

55

60

75

85

Number of falls of load chain

8.26

Dimensions mm
A

H Gap
Hung-in and close-fit units
Track widths

range 1

126-166 154-192 154-192 154-192 154-192

range 2

166-210 192-229 192-229 192-229 192-229

range 3

210-305 229-305 229-305 229-305 229-305

Minimum clear depth of track

203

203

203

203

Minimum radius of track curve

1.8

3.0

3.0

Weight: hook suspension unit chain for standard 3m


hook to hook kg

55

67

99

178

220

Additional weight for extra of lift, per metre kg

5.7

7.9

10.1

14.5

20.2

Effort on hand chain to raise working load kg

41

46

40

40

46 x 2

156:1

234:1

312:1

468:1

624:1

4:1

4:1

4:1

4:1

4:1

Velocity ratio (movement of chain relative to load


chain)
Safety factor
All dimensions are approximate

203

LIFTING EQUIPMENT

BEAM CLAMPS
Beam clamps are designed for attachment to the lower flange of Structural
Steel Beams, to provide a semi-permanent lifting point.

Beam Clamp
Model

WLL
ton

SC1

75-230

3.8

SC2

75-230

4.6

SC3

80-320

9.2

SC5

90-310

11.0

SC10

10

90-320

17.2

Model

WLL
ton

SC921

75-210

SC922

75-210

SC923

100-270

SC923/L

75-305

SC925

100-270

10

SC925/L

75-305

12

SC9210

10

75-305

16

Model

WLL
ton

Weight
kg

SC921T

11

SC922T

13

SC923T

16

SC923/L/T

20

SC925T

23

SC925/L/T

27

SC9210T

10

37

Flange
Weight
width mm
kg

Flange
Weight
width mm
kg

All dimensions are approximate

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8.27

LIFTING EQUIPMENT

EYE LIFTING POINT, Grade 8


Suitable for 1 - legged slings.
Approved BG 005161

H G

8.28

L
Dimension in mm
B

Weight

72

16

42

56

24

M16

0,4

72

16

42

58

30

M20

0,5

88

19

48

69

36

M24

0,9

106

22

60

84

45

M30

1,4

127

26

72

100

54

M36

2,3

All dimensions are approximate

NB - Threaded depths need to be at least 1xM for steel, 1,25xM for cast
iron and 2xM for aluminium alloy

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LIFTING EQUIPMENT

WELDABLE LIFTING POINT, Grade 8

Weld-on lifting point for towing, lashing and lifting applications. Suitable
electrodes are ISO 2560, DIN EN 499, BS EN 499 or equivalent.
Approved BG 955102

L
B

8.29

Dimension in mm
B

Weight

50

14

28

53

24

105

0,6

58

17

32

48

29

111

0,9

64

22

41

73

33

150

1,7

All dimensions are approximate

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LIFTING EQUIPMENT

SCREW-ON LIFTING POINTS,


Grade 8
To be used in applications where welding is not possible.
Approved BG 955102

8.30
B

Dimension in mm
B

Weight

50

72

14

98

55

M14

139

24

0,9

58

84

17

114

50

M16

144

29

1,4

64

116

22

160

74

M20

203

33

2,9

All dimensions are approximate

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LIFTING EQUIPMENT

LASHING EQUIPMENT
HEAVY DUTY RATCHET LOADBINDER ASSEMBLIES
Webbing Width 50mm

TYPE RL1 RATCHET LOADBINDER fitted with DELTA LINKS

TYPE RL2 RATCHET LOADBINDER fitted with CLAW HOOKS

8.31
TYPE RL3 RATCHET LOADBINDER fitted with ENDLESS BELT

TYPE RL4 RATCHET LOADBINDER fitted with OPEN RAVE HOOK

TYPE RL5 RATCHET LOADBINDER with SNAP HOOK also available with
twisted SNAP HOOK
Manufactured in 4000kg and 5000kg capacity.
Other systems available on request.
All HEAVY DUTY RATCHET LOADBINDERS are
also available with wear sleeves.

LIFTING EQUIPMENT

MULTIDOGTM
A multifunctional deployment and recovery tool for
subsea operations
The MultiDog combines state-of-the-art material technology with
rugged lightweight construction to save time and money during
subsea installation and recovery opertions.
The MultiDog tool offers a variety of actuation options and is fully field
configurable. This makes the MultiDog suitable for most deployment and
recovery strategies.
The tool provides secondary actuation giving added piece of mind against
primary failure.

8.32

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LIFTING EQUIPMENT

CHAIN SLINGS
Recommended master links for use with chain slings acc
to EN 818-4:1996
1 - legged

Chain dim
WLL
(mm)
(tonnes)

90

1legged

Master link
M/MF*

1.12

6-8

1.5

86-8

2.0

86-8

10

3.15

108-8

13

5.3

1310-8

16

8.0

1613-8

19

11.2

2016-8

22

15.0

2220-8

26

21.2

2622-8

32

31.5

3226-8

36

40.0

3632-8

45

63.0

4536-8

Chain dim
(mm)

0-45
0-90

13-8

19-8

32-8

WLL (tonnes)

2 - legged

2-legged

45-60 Master link


90-120
M/MF*

1.6

1.12

86-8

2.12

1.5

108-8

2.8

2.0

108-8

10

4.25

3.15

1310-8

13

7.5

5.3

1613-8

16

11.2

8.0

2016-8

19

16.0

11.2

2220-8

22

21.2

15.0

2622-8

26

30.0

21.2

3226-8

32

45.0

31.5

3632-8

36

56.0

40.0

4536-8

45

90.0

63.0

All dimensions are approximate

* Grey areas available with flattened section for use with BL.
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8.33

LIFTING EQUIPMENT

CHAIN SLINGS
Recommended master links for use with chain slings acc
to EN818-4:1996
3 - legged & 4 - legged

3-legged & 4-legged

8.34

Choked endless sling

WLL (tonnes)
Chain dim
(mm)

0-45
0-90

2.36

1.7

6-8

3.15

2.24

8-8

4.25

3.0

8-8

10

6.7

4.75

10-8

13

11.2

8.0

13-8

16

17.0

11.8

16-8

19

23.6

17.0

20-8

22

31.5

22.4

22-8

26

45.0

31.5

26-8

32

67.0

47.5

32-8

36

85.0

60.0

45

132.0

95.0

Chain dim
WLL
(mm)
(tonnes)
6

Choked endless
sling

45-60 Master link


90-120 MT*/MTC*

1.8

2.5

3.15

10

5.0

13

8.5

16

12.5

19

18.0

22

23.6

26

33.5

32

50.0

36

63.0

45

100.0

All dimensions are approximate

* Grey areas available with flattened section for use with BL.
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LIFTING EQUIPMENT

COUPLING LINK
The coupling link is a universal fitting. It can be used on chain, master links,
hooks and other lifting components.

Master Link

Master Link

For connection to chain with

For connection to chain with

coupling links. For single or

coupling links. For 3-leg or

double-leg slings.

4-leg slings.

Shortening Hook
No reduction in Working Load Limit
because of its perfect support of the
shortened chain leg.
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8.35

LIFTING EQUIPMENT

HOOKS

Safety Hook

Sling Hook

The safest of hooks. It retains the

The standard, traditional sling hook.

load in the hook and will not easily

8.36

snag during lifting. Very easy to


handle.

Safety Hook for Webslings


The wide, flat bowl is designed to
allow a websling to lay flat within the
hook. Can also be used with chain or
wire rope slings.

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LIFTING EQUIPMENT

HOOKS

Latch Hook

Foundry Hook

Sling hook equipped with a latch.

The wide admittance gives this hook


more uses than just foundry work.

8.37

Swivel Latch Hook

Swivel Safety Hook

The swivel permits the

The swivel permits the load to

load to be rotated.

be rotated.

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LIFTING EQUIPMENT

LIFTING POINTS
Approved BG 005147
B

G
H

8.38

Dimension in mm
B

Weight

42

12

35

60

15

M8

0,3

42

12

34

60

20

M10

0,3

57

19

46,5

85

19

M12

0,9

57

19

44

85

24

M16

0,9

83

28

56

111

32

M20

2,8

83

28

53

111

37

M24

2,8

All dimensions are approximate

NB -Threaded depths need to be at least 1xM for steel, 1,25xM for cast iron
and 2xM for aluminium alloy.

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LIFTING EQUIPMENT

SHACKLES
Bow and D screw pin shackles up to 120 tonne SWL
BOW SCREW PIN

'D' SCREW PIN


Size

Inside
Length

Gap

Outside
of Eye

Pin Dia

SWL
tonnes

Size
(mm)

Pin dia
(mm)

Gap
(mm)

O/dia eye
(mm)

Inside
length
(mm)

Weight
safety
(kg)

Weight
screw pin
(kg)

13

16

19

32

48

0.36

0.36

3.25

16

19

26

41

61

0.72

0.68

4.75

19

22

32

48

70

1.3

6.5

22

25

35

54

83

1.8

1.5

8.5

25

29

42

60

95

2.6

2.4

9.5

29

32

45

67

108

3.6

3.4

12

32

35

51

76

118

5.1

3.9

13.5

35

38

57

85

133

6.9

5.9

17

38

41

60

92

149

7.9

25

44

51

73

111

178

14.2

12.7

35

51

57

83

127

197

21

18.7

55

64

70

105

152

267

43

38

85

76

83

127

165

330

66

59

120

89

95

140

203

381

114

102

All dimensions are approximate

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8.39

LIFTING EQUIPMENT

SHACKLES
Bow and D safety pin shackles up to 100 tonne SWL

8.40

SWL
tonnes

Size
(mm)

Pin dia
(mm)

Gap
(mm)

O/dia eye
(mm)

Inside
length
(mm)

Weight
safety
(kg)

Weight
screw pin
(kg)

13

16

19

32

41

0.36

0.3

3.25

16

19

26

41

51

0.67

0.55

4.75

19

22

32

48

60

0.72

0.6

6.5

22

25

35

54

70

1.7

1.4

8.5

25

29

42

60

80

2.4

2.1

9.5

29

32

45

67

89

3.3

12

32

35

51

76

99

4.7

4.1

13.5

35

38

57

85

111

6.1

5.5

17

38

41

60

92

124

8.4

7.4

25

44

51

73

111

149

13

16

35

51

57

83

127

171

19

16.5

50-55

64

70

105

152

203

38

33.7

75-85

76

83

127

165

229

56

49

100

89

95

149

203

267

99

86

All dimensions are approximate

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LIFTING EQUIPMENT

SHACKLES, BOW & D SAFETY


Green pin
SWL
tonnes

BOW SAFETY

'D' SAFETY
Size

Inside
Length

Gap

Outside
of Eye

Pin Dia

Size
(mm)

Pin dia
(mm)

Gap
(mm)

Inside Weight
length safety
(kg)
(mm)

120

89

95

146

381

120

150

102

108

165

400

160

200

120

130

175

500

235

250

125

140

200

540

285

300

135

150

200

600

340

400

165

175

225

650

560

500

175

185

250

700

685

600

195

205

275

700

880

700

205

215

300

700

980

800

210

220

300

700

1100

900

220

230

320

700

1280

1000

230

240

340

700

1460

Crosby
SWL
tonnes

Size
(mm)

Pin dia
(mm)

Gap
(mm)

Inside
length
(mm)

O/dia
eye
(mm)

Weight
safety
(kg)

120

89

95

133

371

203

120

150

102

108

140

368

229

153

200

108

121

184

394

268

204

250

121

127

216

508

305

272

300

130

152

216

495

305

352

400

149

178

210

571

356

499

500

155

190

219

641

381

704

600

178

210

235

810

432

863

All dimensions are approximate

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8.41

1.1

Section 9

BUOYS

Introduction
Anchor pendant and support buoy sizes are normally expressed in terms of
the reserve buoyancy rather than the physical dimensions. The reserve
buoyancy is equal to the weight of water displaced by the buoy when fully
immersed less the buoys weight in air. A buoy with 6 Tonnes reserve
buoyancy would be fully immersed if required to support 6 Tonne. In
practice, as the buoy would be fully submerged it would be very difficult to
locate. Therefore standard practice is to use only about half the reserve
buoyancy of the buoy so that approximately half the buoy is showing above
the water.
The above does not apply to mooring buoys as they need to resist being
pulled under the water when high loads are being applied to the mooring
hawsers. Mooring analysis is generally required to ensure that buoys used in
the mooring of vessels are of the correct size and that the structural steel
within through the buoy is of a sufficient strength.
Navigational buoys are selected on the basis of sea conditions and signal
range requirements. Their buoyancy is required to support the moorings
and give sufficient freeboard and height for the signals (light and day-marks
etc) to be effective. Navigational buoys are also ballasted to aid stability.

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9.1

BUOYS

BALMORAL ANCHOR PENDANT


BUOYS
D

Balmoral elastomer anchor pendant buoys type EP


Nominal
Buoy weight
Type
kg

9.2

Nominal dimensions
mm

Net
Nominal Max length in metres of
reserve
reserve
various dia of wire rope
buoyancy buoyancy
kg
56mm 64mm 70mm
kg

EP1

310

1490

1100

1270

1100

1234

1000

90

70

60

EP2

560

2280

1770

1770

1270

3126

2000

185

130

120

EP4

1160

2880

1770

2600

1500

5499

4000

370

270

230

EP6

1330

3380

2200

2600

1500

7298

6000

550

400

350

EP8

1580

3605

2400

2600

1800

9702

8000

740

530

460

EP10

1770

3805

2600

2800

1800

11392

10000

920

660

580

EP12

2050

4210

2800

3200

1800

14150

12000

1100

800

690

EP14

2260

4210

2800

3300

2000

16303

14000

1290

930

810

EP16

2450

4210

3000

3400

2000

18042

16000

1480

1060

930

EP18

2660

4210

3000

3700

2000

19640

18000

1660

1200

1040

EP20

2860

4210

3000

3700

2200

21670

20000

1840

1330

1160

EP22

3070

4210

3000

3700

2400

23690

22000

2030

1460

1270

EP24

3270

4210

3000

3700

2600

25720

24000

2210

1600

1390

EP26

2480

4210

3000

3700

2800

27740

26000

2400

1730

1500

All dimensions are approximate

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BUOYS

SUBSURFACE BUOYANCY
In certain circumstances, such as anchor line suspensions, it can be preferable
to avoid the use of very large surface support buoys. In such situations,
special subsurface buoyancy is required. Unlike the surface buoys which are
impact absorbent, this is manufactured from a dense closed cell material
which does not compress under pressure. This feature makes it possible to
submerse these subsurface buoys without distortion or damage, thus the
physical properties of surface and subsurface buoys are very different.
Balmoral does not produce a standard size range in this product as each
application differs. Unlike with surface buoys, excess buoyancy can create
problems. In order to avoid such problems and offer maximum versatility,
Balmoral can provide modular subsurface units which can be built up to
provide the exact buoyancy and depth rating required on different projects.
Typical examples of Modular Subsurface Buoys are shown below.

MODULAR SUBSURFACE BUOYS


DEPTH RATED DOWN TO A MAX OF 2200 METRES

9.3

1 x 500 KG MODULES

1 x 50 KG MODULES

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1 x 250 KG MODULES

1 x 50 KG MODULES

BUOYS

MODULAR SUBSURFACE BUOYS


DEPTH RATED FROM 250 TO
2200 METRES

1.25 Tonnes

9.4

1.25 Tonnes

2.50 Tonnes

1.25 Tonnes

2.50 Tonnes

1.25 Tonnes

1.25 Tonnes

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BUOYS

MOORING BUOYS
ELASTOMER MBE BUOYS
Balmoral provides standard buoys with net reserve buoyancies from 500 kg
to 35 tonne. Purpose designed or specials are available to suit clients
requirements.
1

PU elastomer skin

PU foam core

PE memory foam

Through steel hawser

GRP membrane

1
2
3
4
5

MBE Mooring Buoys


Buoy
Type

Admiralty
Class

Length
mm

Dia
mm

Hawser Dia
mm

Weight
kg

MBE 5

1600

800

156

290

534

MBE 10

1800

1100

156

440

1313

MBE 15

2100

1200

209

566

1868

MBE 20

2400

1200

209

627

2155

MBE 30

2600

1400

304

831

3271

MBE 40

2800

1500

304

945

4127

MBE 50

3000

1600

304

1067

5116

MBE 60

3200

1700

336

1214

6231

MBE 85

3500

1900

336

1465

8707

MBE 100

4000

2200

437

1975

13611

MBE 150

4500

2400

437

2377

18489

MBE 250

5000

2800

437

3051

28506

MBE 300

5500

2900

437

3425

33812

All dimensions are approximate


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Buoyancy
kg

9.5

BUOYS

MBS BUOYS
An effective design of mooring buoy has been developed by Balmoral NavAids to complement the already well known MBE buoys.
Constructed from a PU foam core surrounded by a GRP membrane, then PE
memory foam and a final protective coating of either elastomer or GRP,
making the buoys impact energy absorbent and abrasive resistant.
These buoys are especially suited to tanker loading and offloading
operations. The release mechanism is by lanyard which can be operated
from the tanker.

Y
X
D

9.6

B
Elastomer foam MBS buoys

Dimensions mm

Nominal Reserve
buoyancy kg

Type

Length

Breadth

Depth

Weight
kg

Level x

Level y

MBS 3000

4000

3000

2000

4100

10600

16500

MBS 4000

4000

4000

2000

4800

14850

22700

MBS 5000

5000

4000

2500

6900

26400

32700

MBS 6000

6000

5000

3000

10000

55000

61300

All dimensions are approximate

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BUOYS

SUPPORT BUOYS
Support Buoys - Cylindrical Section
Type

Extreme
Length mm

Length over
body mm

Diameter
mm

Weight kg

BSB5C

1750

1300

800

135

535

BSB10C

2150

1700

1000

260

1110

BSB15C

2150

1700

1200

350

1620

BSB20C

1850

1400

1520

420

2185

BSB25C

2230

1780

1520

485

2825

BSB30C

2230

1780

1600

520

3150

BSB40C

2250

1800

1850

640

4315

BSB50C

2650

2200

1850

740

5320

BSB60C

2650

2200

2000

820

6260

Buoyancy kg

Buoyancy kg

Support Buoys - Square Section


Type

Extreme
Length mm

Length over
body mm

Width mm

Weight kg

BSB5S

1650

1200

800

150

640

BSB10S

1950

1500

950

260

1125

BSB15S

2150

1600

1100

355

1625

BSB20S

2050

1750

1200

430

2155

BSB25S

2200

1900

1300

495

2795

BSB30S

2450

2000

1400

560

3455

BSB40S

2550

2100

1500

640

4205

BSB50S

2750

2300

1600

740

5290

BSB60S

3000

2550

1650

835

6280

PICK-UP BUOY
Elastometer foam pick-up buoys

1
2

1 PU elastomer skin
2 PE memory foam core

Type

Diameter mm

Weight kg

PU 6

600

28

Buoyancy kg
90

PU 10

1000

110

455

PU 12

1200

195

770

PU 16

1650

300

2175

All dimensions are approximate

9.7

BUOYS
SUPPORT BUOY

CHAIN SUPPORT BUOY


C

D
1
2
3
4

A
B

1 PU elastomer skin

Nb- B can be altered for various chain sizes.

2 PE memory foam
3 GRP membrane
4 PU foam core
Chain Support Buoys

9.8

Nominal dimensions
mm

Net
reserve
buoyancy Hawsepipe Hawsepipe
kg
ID mm
0D mm

Max
Chain
size
mm

Buoy Type

Weight
kg

BCSB12S

2000

2432

2632

1000

590

1250

331

356

76

BCSB24S

2000

2432

2632

1300

700

2520

331

356

76

BCSB36S

2500

2880

3080

1400

910

3720

381

406

90

BCSB48S

2500

2880

3080

1580

1010

4970

381

406

90

BCSB60S

2800

3264

3400

1660

1220

6120

432

457

102

BCSB12C

2000

2432

2632

1100

590

1200

331

356

76

BCSB24C

2000

2432

2632

1450

690

2520

331

356

76

BCSB36C

2500

2880

3080

1550

890

3650

381

406

90

BCSB48C

2500

2880

3080

1750

980

4880

381

406

90

BCSB60C

2800

3264

3400

1850

1190

6100

432

457

102

All dimensions are approximate

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BUOYS

MARKER BUOYS
The approved system of buoyage in Europe, Africa, India, Australia and most of
Asia is the International Association of Lighthouse Authorities (IALA) System A
which is a combined cardinal and lateral system. The rules of System A ensure
that the information provided by any mark is easily interpreted.
The lateral marks of the system utilise Red can shape to denote the port side of
channels and Green conical shape to denote the starboard side from the normal
direction of approach to a harbour, river or other waterway from seaward.
Cardinal marks indicate that the deepest water in the area lies to the named
side of the mark and also to indicate the safe side on which to pass a danger.
The particular purpose of any buoy is therefore defined by a combination of its
shape, colour, day marks, lighting colour and signal characteristic. Additional
considerations when selecting a buoy are the power source (electric, solar or
wave power) the light range and the buoys reserve buoyancy.

I.A.L.A. BUOYAGE SYSTEM A

Isolated
Danger
Marks

Lateral
Marks

Port Hand
Hand
Port
Buoy
Buoy Colour
Colour--Red
Red
Light
LightColour
Colour--Red
Red
Rhythm
Any
Rhythm -- Any

Safe Water
Marks

BuoyColour
Colour--Red
Red&And
White
Buoy
White
vertical
vertical stripes
stripes
Light
LightColour
Colour--White
White
Rhythm
Isophase,
occulting
Rhythm-Isophase, occulting oror
one long flash every 10 seconds

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Starboard
StarboardHand
Hand
Buoy Colour
Colour -- Green
Buoy
Light Colour
Colour -- Green
Light
Green
Rhythm --Any
Any
Rhythm

Buoy
And
Buoy Colour
Colour - Black
Black &
RedRed
Light Colour
Colour -- White
Light
White
Rhythm - Groupflashing
flashing2 2
Rhythm-Group

Special Marks

Buoy Colour
Colour -- Yellow
Yellow
Buoy
Shap -- Optional
Shape
Optionalbut
but not
not conflicting
conflictingwith
withother
navigational
marksmarks
in theinarea
other
navigational
the area
Light Colour - Yellow
Light
Colour
Yellow
Rhythm - Any not used for other buoys
Rhythmnot -used
for cross
other buoys
Topmark Any
(if any)
Yellow
Topmark (if any) - Yellow cross

9.9

BUOYS

CARDINAL MARKS

9.10

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BUOYS

EF120L MARKER BUOY


The EF120L buoy is constructed from PE memory foam coated with a highly
abrasive-resistant PU elastomer.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This
buoy is widely used by fish farmers, small ports and marinas.
The EF120L standard buoy is equipped with the following fittings:
1

Single mooring eye

Balmoral DB3 battery

Can daymark

Conical daymark

Single lifting eye

Balmoral B85 beacon

6
5
4

WL Waterline
The buoy will be coloured to suit
IALA recommendations and can

be fitted with topmarks if required.

General Particulars

WL

Diameter

1200 mm

Focal plane

1500 mm

Draught

1050 mm

Freeboard

N/A

Weight

175 kg

Max mooring weight

200 kg

Overall height

2790 mm

Balmorals design and technical department can incorporate any special


requirements as necessary.

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9.11

BUOYS

EF15L CLASS V BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer
to give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This
buoy is ideal for use in small ports.
The EF15L standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector

Balmoral solargen pack

Balmoral B85 beacon

6
5
4

WL Waterline
The buoy will be shaped and

coloured to suit IALA


recommendations.

9.12

General Particulars

WL

Diameter

1500 mm

Focal plane

1750 mm

Draught

1180 mm

Freeboard

420 mm

Weight

800 kg

Max mooring weight

300 kg

Overall height

3080 mm

2
1

Balmorals design and technical department can incorporate any special


requirements as necessary.

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BUOYS

EF15P CLASS V BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. Suitable
for use in small ports.
The EF15P standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes 2 in number

Radar reflector (within pillar)

Balmoral solargen pack

Balmoral B85 beacon

Top marks to suit relevant


IALA recommendations

WL Waterline
The buoy will be coloured to
suit IALA recommendations.
General Particulars

9.13
WL

Diameter

1500 mm

Focal plane

1800 mm

Draught

1180 mm

Freeboard

420 mm

Weight

800 kg

Max mooring weight

300 kg

Overall height

2
1

4400 mm
(dependent on topmarks)

Balmorals design and technical department can incorporate any special


requirements as necessary.
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BUOYS

EF18L CLASS IV BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
The EF18L standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector

Balmoral solargen pack

Balmoral B85 beacon

6
5
4

WL Waterline
The buoy will be shaped and
coloured to suit IALA

recommendations.

9.14

General Particulars

WL

Diameter

1800 mm

Focal plane

2300 mm

Draught

1520 mm

Freeboard

580 mm

Weight

1370 kg

Max mooring weight

500 kg

Overall height

4000 mm

2
1

Balmorals design and technical department can incorporate any special


requirements as necessary.

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BUOYS

EF18P CLASS IV BUOY


Balmoral marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
The EF18P standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector (within pillar)

Balmoral solargen pack

Balmoral B85 beacon

Top marks to suit relevant

IALA recommendations

WL Waterline

The buoy will be coloured to


suit IALA recommendations.

General Particulars
Diameter

1800 mm

Focal plane

2300 mm

Draught

1530 mm

Freeboard

570 mm

Weight

1400 kg

Max mooring weight

500 kg

Overall height

5570 mm

WL

2
1

(dependent on topmarks)
Balmorals design and technical department can incorporate any special
requirements as necessary.
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Norway
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E balmoral@balmoral.no
www.balmoralmarine.com

9.15

BUOYS

EF20L
Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
The EF20L standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector

Balmoral solargen pack

Balmoral B85 beacon

Top marks if applicable

6
5

WL Waterline
The buoy will be shaped and

coloured to suit IALA


recommendations.

9.16

General Particulars
Diameter

2000 mm

Focal plane

2550 mm

Draught

1560 mm

Freeboard

540 mm

Weight

1650 kg

Max mooring weight

500 kg

Overall height

4070 mm

WL

2
1

(excluding topmark)
Balmorals design and technical department can incorporate any special
requirements as necessary.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

BUOYS

EF20P
Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
The EF20P standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector (within pillar)

Balmoral solargen pack

Balmoral B85 beacon

6
5

Top marks to suit


IALA requirements

WL Waterline

4
The buoy will be coloured to suit
IALA recommendations.

General Particulars
Diameter

2000 mm

Focal plane

2550 mm

Draught

1560 mm

Freeboard

540 mm

Weight

1650 kg

Max mooring weight

500 kg

Overall height

5600 mm

WL

2
1

(dependent on topmark)
Balmorals design and technical department can incorporate any special
requirements as necessary.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

9.17

BUOYS

EF25L CLASS III BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This buoy is
utilised by both the offshore oil industry and large port authorities.
The EF25L standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector

Balmoral solargen pack

Balmoral B85 beacon

WL Waterline

6
5
4

The buoy will be shaped and


coloured to suit IALA

WL

recommendations.

9.18

General Particulars
Diameter

2500 mm

Focal plane

3000 mm

Draught

2150 mm

Freeboard

750 mm

Weight

3800 kg

Max mooring weight

1000 kg

Overall height

5020 mm

2
1

Balmorals design and technical department can incorporate any special


requirements as necessary.

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

BUOYS

EF25P CLASS III BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This buoy is
utilised by both the offshore oil industry and large Port Authorities.
The EF25P standard buoy is equipped with the following fittings:
1

Ballast skirt

Single or bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector (within pillar)

Balmoral solargen pack

Balmoral B85 beacon

Top marks to suit relevant


IALA recommendations

7
6
5
4

WL Waterline
The buoy will be coloured to
suit IALA recommendations.

General Particulars
Diameter

2500 mm

Focal plane

3500 mm

Draught

2100 mm

WL

Freeboard

800 mm

Weight

3700 kg

Max mooring weight

1000 kg

Overall height

7560 mm

(dependant on topmark)
Balmorals design and technical department can incorporate any special
requirements as necessary.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

9.19

BUOYS

EF30L CLASS II BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer
to give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
The EF30L standard buoy is equipped with the following fittings:
1

Ballast skirt

Bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector

Balmoral solargen pack

Balmoral B85 beacon

Top marks if applicable

7
6
5

WL Waterline

The buoy will be shaped and


coloured to suit IALA
recommendations.

9.20

General Particulars

Diameter

3000 mm

Focal plane

2800 mm

Draught

2670 mm

Freeboard

700 mm

Weight

4950 kg

Max. mooring weight

1200 kg

Overall height

WL
2
1

5610 mm
(excluding topmarks)

Balmorals design and technical department can incorporate any special


requirements as necessary.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

BUOYS

EF30P CLASS II BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer
to give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This buoy
is utilised by both the offshore oil industry and large port authorities.
The EF30P standard buoy is equipped with the following fittings:
1

Ballast skirt

Bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector (within pillar)

Balmoral solargen pack

Balmoral B85 beacon

Top marks to suit relevant


IALA requirements

6
5

WL Waterline
The buoy will be coloured to

suit IALA recommendations.

9.21

General Particulars
Diameter

3000 mm

Focal plane

3400 mm

Draught

2670 mm

Freeboard

700 mm

Weight

4500 kg

Max mooring weight

1650 kg

Overall height

8160 mm

3
WL
2
1

(dependent on topmark)
Balmorals design and technical department can incorporate any special
requirements as necessary.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

BUOYS

EF36L CLASS I BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
The EF36L standard buoy is equipped with the following fittings:
1

Ballast skirt

Bridle mooring eye

Lifting eyes - 2 in number

Radar reflector

Balmoral solargen pack

Balmoral B85 beacon

Top marks if applicable

7
6
5

WL Waterline

The buoy will be shaped and


coloured to suit IALA
recommendations.

9.22

General Particulars

Diameter

3600 mm

Focal plane

4000 mm

Draught

1500 mm

Freeboard

700 mm

Weight

5600 kg

Max mooring weight

2000 kg

Overall height

5600 mm

WL
2
1

(excluding topmarks)
Balmorals design and technical department can incorporate any special
requirements as necessary.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

BUOYS

EF36P CLASS I BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer
to give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
The EF36P standard buoy is equipped with the following fittings:
1

Ballast skirt

Bridle mooring eyes

Lifting eyes - 2 in number

Radar reflector (within pillar)

Balmoral solargen pack

Balmoral B85 beacon

Top marks to suit relevant


IALA recommendations

6
5

WL Waterline

The buoy will be


coloured to suit IALA
recommendations.

9.23

General Particulars

Diameter

3600 mm

Focal plane

4000 mm

Draught

1500 mm

Freeboard

700 mm

Weight

5500 kg

Max mooring weight

2000 kg

Overall height

8100 mm

WL
2
1

(dependent on topmarks)
Balmorals design and technical department can incorporate any special
requirements as necessary.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

BUOYS

EMB28 WELLHEAD MARKER BUOY


Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
This buoy is specifically designed and built for the offshore industry to allow ease
of handling from the back of an anchor handling vessel.
The EMB28 standard buoy is equipped with the following fittings:
1

Ballast skirt

Single mooring eye

Balmoral DB9 battery - 2 in no (optional)

Lifting eyes - 2 in no

Radar reflector

Balmoral solargen pack

Balmoral B85 beacon

Top yellow cross

8
7
6
5

(optional IALA marks are available)

9.24

WL Waterline
The buoy will be coloured to
suit IALA recommendations.
General Particulars

WL

Width

2060 mm

Width over diagonal

2800 mm

Focal Plane

3300 mm

Draught

1660 mm

Freeboard

770 mm

Weight

2500 kg

2
1

Max mooring weight

2180 kg

Overall height

6060 mm (including topmark)

Balmorals design and technical department can incorporate any special


requirements as necessary.

BUOYS

SPAR BUOYS
The SG2 and SG7 spar buoys are constructed using a GRP/PU foam sandwich.
The hexagonal cross section eliminates rolling and allows for stacking. Rubber
fenders are built into the length to protect the buoy during launch and recovery.
The standard buoys come equipped with the following:
1

Single mooring eye

Balmoral DB9 battery

Recovery hook

Radar reflector

Balmoral B85 beacon

Topmark

6
5
4

WL Waterline
The buoy will be coloured to suit IALA recommendations.
A solar powered version is available on request.
General Particulars

3
SG2

Width across flats mm

SG7

400

400

Focal plane mm

2000

1700

Draught mm

3350

2750

Freeboard mm

1800

1500

Weight kg

280

235

Overall length mm

6100

5100

Required mooring weight

127kg

80kg

Balmorals design and technical department can


incorporate any special requirements as necessary.

WL

9.25

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

BUOYS

MOORING SYSTEMS
The choice of mooring system required is dependent on the size of buoy and
the conditions in which it shall operate.
The diagrams depicted here are indicative of the type of mooring systems
which can be used in various locations. Balmoral Marine can design the
optimum system for each application.
To achieve this the following information is required:
1

Location

Water depth

Tidal range

Current velocity

Wave heights and periods (if known)

Wind speeds

Maximum watch circle required


(if applicable)

Sea bed conditions (if known)

Standard buoy moorings


9.26
Sea level
Spring
buoy

Sea bed

A - Up to depths where the weight of chain is


less than buoy mooring limit
B - Where type A would exceed mooring limit
and to reduce the watch circle

BUOYS

MULTI-LEG BUOY MOORINGS


Multi-leg buoy moorings
Sea level

3 leg option

Sea bed
Utilised for restricted watch circle and fast currents. Two or three legs.

SPAR BUOY MOORINGS


Spar buoy moorings

9.27
Sea level
Spring
buoy

Sea bed

A - Water depths up to suspended


recommended mooring weight
B - Water depths up to 180 m
C - Water depths in excess of 180 m

10

1.1

Section 10

FENDERS
Pneumatic Fenders and Elastomer Foam Floating Fenders
Balmorals ten sizes of fender cater for ships dead-weight ranging from 250350,000 tonne. Elastomer foam fenders are constructed with a central steel
through-pipe with polyethylene foam core forming the resilient part of the
fender. The rugged, tear-resistant skin is formed using high tensile fibre
reinforced polyethylene elastomer. Tyre and chain nets are optional.
This combination of materials enables extremely high compressive stresses
to be absorbed, coupled with low reaction forces.
Fenders are unsinkable. In the event of rupture of the outer skin, the closed
cell property of the Baltec memory flexible foam seals off water ingress. The
outer skin can be repaired quickly and economically.
The fenders are lightweight with high reserve buoyancy and always maintain
the correct level in varying tidal waters.
Suitable for dock protection, all ship-to-shore operations and for ship-toship protection at sea. Balmoral can advise on type of fender on receipt of
specific details of operation.
Balmoral also stocks a large range of fenders for hire.

10.1

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

10

FENDERS

Fender Selection
Fender selection needs to take into account various factors.
Is the fender required to give standoff between the vessel and quayside or
between two vessels side by side?
Is the fender being used to absorb energy of a vessel berthing?
Is the fender to protect the berthing vessel or the quayside or both?
Reaction force of a selected fender is also important as this is the load being
imposed on the vessel hull during berthing operations. High reaction forces
may damage vessel hulls.
Balmoral fenders are designed to give a reasonable standoff, protect both
vessels and quaysides, and give high energy absorption and low reaction
forces.
To ensure you have the correct size of fender we have set out the
information required and a calculation for energy absorption. If there is
doubt then please contact Balmoral Marine. Contact lists are on the rear
cover.
Information required:
Displacement Tonnage of vessel/vessels berthing
Draft: Operational or maximum
Length of vessel
Berthing speed if known otherwise a speed of 0.15 metres a second will be

10.2

used for medium to large vessels

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

10

FENDERS

ENERGY ABSORPTION
(1)
E=

MV CB
2g

where:

E = Kinetic energy
M = Ship mass (= Mb + Ma)
V = Relative approach velocity
2

G = Acceleration of gravity (9.8 m/sec or 32.2 ft/sec )


CB = Berthing coefficient
The mass, in the case of a ship, is the sum of the ship body mass, Mb and
the added mass caused by the acceleration of the sea water surrounding the
ship Ma, which may be estimated as follows:
(2)
Ma =

D L
4

where:

= Sea water density


D = Ship draft
L = Ship length

For ship-to-ship transfers involving two ships of different sizes, Equation (1)
should be used with the mass, M, computed as:
(3)
M=

M1M2
M1 + M2

Where subscripts 1 and 2 represent the masses (body plus added) of the
two ships. This expression results from the different equation of motion
(essentially a two-mass spring systems) for the ship and fenders.

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

10.3

10

FENDERS

Examples
Sample energy absorption calculations are given to illustrate calculation
procedures.

Ship-to-Quay Example
For this example a fully-laden 105,000 displacement bulk carrier is required
to unload alongside a quay.
Characteristics of the vessel are given below.
Mb, Displacement Tonnage = 105,000 Tons
D, Draft = 12m
L, Length = 245m
2

Ma, Added Mass = D L = x 1.028 x (12) (245)


4

Ma = 28,488 tons
M = Ma + Mb = 28,488 + 105,000
M = 133, 488 tons
A berthing velocity of 0.15 m/sec is/has been assumed for this example.
The energy absorption requirement is calculated as follows, assuming a
berthing coefficient of 0.5:
E=

MV - CB
2g

E=

(133,488) (0.15) (0.5)

10.4

2 x 9.8
E = 76.6 ton-m
The energy value is then used for selecting a fender having an energy
absorption capacity of 76.6 ton-m at 60% compression.
Worksheets have also been provided for ease in performing the energy
absorption calculations.

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

10

FENDERS

Ship-to-Ship Example
For this example, a fully-laden 70,000 Displacement tanker that is berthing
alongside a fully-laden 260,000 Displacement tanker.
Characteristics of the vessel are given below.
70,000 DWT Tanker
Mb, Displacement Tonnage = 70,000 Tons
D, Draft = 11.5m
L, Length = 230m
2

Ma, Added Mass = D L = x 1.028 x (11.5) (230)


4

Ma = 24,562 tons
M1 = Ma + Mb = 24,562 + 70,000 = 94,562 tons
260,000 Displacement Tanker
Mb, Displacement Tonnage = 260,000 Tons
D, Draft = 18.5m
L, Length = 310m
2

Ma, Added Mass = D L = x 1.028 x (18.5) (310)


4

Ma = 85,673 tons
M2 = Ma + Mb = 85,673 + 260,000 = 345,673 tons
The mass used in the energy equation is calculated from Equation (3):
M=

M1M2
M1 + M2

(94,562) (345,673)

10.5

94,562 + 345,673

M = 74, 248 tons

(cont. over)

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

10

FENDERS

Ship-to-Ship Example continued


A berthing velocity of 0.20m/sec has been assumed for this example. The
required energy to be absorbed is calculated as follows, assuming a
berthing coefficient of 0.5:
E=

MV - CB
2g

E=

(74,248) (0.20) (0.5)


2 x 9.8

E = 75.76 ton-m
Having found the energy absorption figure choose the appropriate size of
fender or slightly larger. Do not select one below the value that you require.
A single fender has to be capable of absorbing the entire berthing energy.
The numbers of fenders required is dependant on the berthing area and the
size of the berthing vessel. For medium to large vessel 4-5 units would
generally be considered sufficient.

10.6

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

10

FENDERS

FOAM FILLED FENDERS

Foam Fender specifications

60% Deflection
Reaction
force
(tonnes)

Weight with
chain tyre net
(kg)

4.1

19.5

365

8.2

32.25

490

1.5 x 2.5

16

50.5

565

1.5 x 2.5

20.2

63.5

950

2.0 x 3.0

33.1

78

1300

2.0 x 4.0

48.1

113.5

1650

2.5 x 5.5

93.5

200

3100

3.3 x 6.5

210

300

6950

3.5 x 8.0

300

405

9250

Nominal size
Dia. x Length
(metres)

Energy
absorption
(tonnes)

1.0 x 1.5
1.2 x 2.0

All dimensions are approximate

Reaction force and energy absorption figures above are indicative only.
Contact Balmoral Marine for actual figures in specific situations.

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

10.7

10

FENDERS

PNEUMATIC FENDER
The wall of the fender body is reinforced by a tightly woven nylon reinforced
rubber layer between an internal and an extra thick external rubber layer.

Pneumatic Fender specifications


Nominal
size
Dia. x
Length
(metres)

10.8

Initial Pressure
0.05kg/cm2

Weight

Reaction
force
(tonnes)

Energy
absorption
(tonnes)

Fender
body
(kg)

0.5 x 1.0

6.50

0.60

24

24

0.7 x 1.5

13.80

1.70

84

148

232

1.0 x 1.5

18.30

3.20

97

160

257

1.0 x 2.0

26.00

4.60

158

171

329

1.2 x 2.0

30.00

6.30

170

286

456

1.35 x 2.5

43.10

10.20

220

340

560

1.5 x 3.0

58.50

15.40

340

513

853

1.7 x 3.0

64.50

19.30

480

980

1460

2.0 x 3.5

88.40

31.00

550

990

1540

2.5 x 4.0

139.00

66.70

1040

1260

2300

2.5 x 5.5

204.00

95.00

1340

1680

3020

3.3 x 4.5

190.00

118.00

1980

2290

4270

3.3 x 6.5

304.00

183.00

2475

2735

5210

Chain &
tyre net
(kg)

Total
weight
(kg)

All dimensions are approximate

Guaranteed energy absorption represents the guaranteed energy


absorption at 60% deflection
Tolerance of reaction force and deflection at guaranteed energy absorption
are as follows: Reaction 10% Deflection 10%
Each reaction and energy absorption are measured under static condition
Testing pressure rate indicates the testing pressure at factory
Weight of fender body and net may vary by 10%
Other sizes may be possible

11

1.1

Section 11

CHAIN INSPECTION
Introduction
Balmoral Marine operates a number of chain inspection and repair units on a
worldwide basis. These specialist inspection and repair units provide an
excellent working environment where inspection and repair work can take
place on a continuous shift basis without interruption from bad weather.
All inspection and repair units comply with industry certification, are easily
transportable and can be mobilised within 24 hours.
Balmoral Marine is approved by most certifying authorities to carry out
chain inspection and carries a manufacturing survey arrangement (MSA)
with DNV.
All procedures exceed industry standards and Balmoral Marine has an
environmental policy in place.
Inspections carried out in accordance with API 2F and DNV Cert No. 2.9

11.1

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

11

CHAIN INSPECTION

CHAIN INSPECTION UNIT

Winch

Stud
pressing
area

Visual
inspection
area

Rams and dies

Mpi area

Roller system
Inspection unit

Winch

High pressure
jet wash unit

11.2

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

11

CHAIN INSPECTION

CHAIN INSPECTION UNIT

POWERED GIPSY
WHEEL

CLEANING AREA
FLOOR OF
CLEANING
AREA GRATED

REPAIR AREA

ABRASIVE
BLAST
CLEANING
PRIOR TO
INSPECTION

100%
WASTE TANK FOR
CLEANING BLASTING WATER
BY HIGH
PRESSURE
WATER JETS

INSPECTION AREA

TABLES

HORIZONTAL
STUD
PRESS

SCHEMATIC LAYOUT

UK
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E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

DRIVE AREA

VERTICAL
STUD
PRESS

POWERED
GIPSY
WHEEL
15 TONNE
LINE PULL

11.3

12

1.1

Section 12

LOAD TESTING
Introduction
The test house facilities comprise a range of load testing equipment. This
test equipment is capable of proof loading and in some cases break testing
a wide range of products. These products include slings, chain and fittings,
anchors and many other types of offshore items.
Balmoral has one of the most comprehensive test units in the UK and
serves many industries.

12.1

UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com

LOAD TESTING

12

110 Tonne Sling Test Bed


This test bed has a working length of 10 metres and is primarily used for
testing slings and other items that have a proof load test of 110 Tonnes or
less. The working length can be adjustable to suit a wide range of sling
lengths and other items. Ultimate proof load 110 Tonnes
155 Tonne Test Bed
This test bed has a short length and was designed for proof loading wire
rope terminations after they have been applied. The test bed is also used to
proof load shackles and other short items with a proof load of 155 tonnes or
less. Ultimate proof load 155 Tonnes.
575 Tonne Test Bed
This bed was originally designed for testing of ship's chain to proof load.
The bed is approximately 100 feet long and can accept a normal 27.5 metre
length of ship's chain. It is also used to test a variety of other oilfield
equipment such as bails, elevators, fabrications and marine jewellery.
The bed has a limited capacity for break testing and has been used by
verification companies.
Ultimate proof load 575 Tonnes.
Anchor Test Bed
The bed was originally designed for the testing of all types of anchors with a
proof load up to a maximum of 250 Tonnes. The bed is adaptable for other
testing operations. Ultimate proof load 250 Tonnes.
Anchor Test Rig
The rig was designed to test Stevpris high holding power anchors to NMD
rules, which call for a higher proof load than more conventional anchors.
The rig is portable and available for testing Stevpris anchors onsite.
Ultimate proof load 450 Tonnes.
All the above test beds and rigs carry certification and are approved by
most certifying authorities.

12.2

All testing can be witnessed by appropriate


Classification Societies or other
independent bodies if required.
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13

1.1

Section 13

MOORING SYSTEMS
Design Considerations

Environmental conditions

Seabed conditions

Vessel or buoy shape and dimensions

Vessel or buoy stability calculations at various load drafts

Operational limitations imposed

Limits of excursion

Mooring location and number of mooring lines to be used if known

Any data on submarine pipelines riser hoses etc that may be associated

Installation and maintenance that may be required

Design criteria such as storm data that the system would require to operate

Classification society nominated

Installation and methodology requirements

with the mooring system

Calculations
Mooring analysis taking into consideration the effects of:

Wind

Current

Wave and swell

Predominant weather directions and patterns

Hose analysis if part of the mooring system and the effect on them due
to the vessel movements

Evaluation

Examine the options listing the different types of mooring systems that

Select the best option

Select and submit a bill of materials

Select a possible alternative system and submit a bill of materials

Examine the technical and economical

can be used

benefits of selected systems

Select system and components

13.1

13

MOORING SYSTEMS

CBM SYSTEM
Using MBS Buoys with QR Hooks.
System varies with size of tanker
and location.

Synthetic Hawser
MBS Buoys
with QRH
lanyard operated

Chain
Anchor Legs

High Holding
Power Anchors

Steel Sinker

ADMIRALTY MOORING SYSTEM

Synthetic Hawser

MBE Buoy
Riser Chain

13.2

Chain Anchor Legs


with additional weight

UK
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13

MOORING SYSTEMS

SINGLE POINT MOORING

Floating Hose
Chain Anchor Legs
High Holding Power Anchors

Riser Hose
from P.L.E.M.

TCMS (Tanker Weathering)

Chafe Chain
Subsurface
Buoyancy
High Holding
Power Anchors

Riser Hose
with Buoyancy
UK
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13.3

13

MOORING SYSTEMS

VAMS

Admiralty mooring

Manifold
Flowline

SUSPENDED MOORINGS OVER


FLOWLINES
Submersible
Buoys
Wire Inserts

13.4

UK
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14

1.1

Section 14

SERVICE/SUPPLY INFORMATION
REQUIREMENTS
Information required to assist in the design and
supply of:

WIRE ROPE SLINGS

SPOOLING MACHINES

MARKER BUOYS AND


MOORING SYSTEMS

WIRE ROPE

MOORING SYSTEMS

UK
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14.1

SERVICE/SUPPLY INFORMATION REQUIREMENTS

14

SINGLE LEG SLINGS


(Refer to Safe Working Load of Single Leg Slings by Usage)
1
2

Weight of each unit and number of units per lift


Number of slings per lift dependent on size and shape of
equipment

Length of sling needed to provide a stable and secure lift with a


maximum of 0-90 included angle (if 2 single leg slings are used)

Type of termination/end fitting (eg size of soft eye)

Specification identification, markings, colour coding if required

Bulldog grips for securing slings

Tywraps

MULTI-LEG SLING ASSEMBLIES


1

Number of legs required dependent on lifting points and height of


container/equipment (height of containers will determine if a top
leg is required), sling should be able to be fitted to crane hook
without the operator leaving the deck

14.2

Maximum gross weight of unit

Distance between pad eyes to establish length of legs

Details of pad eyes to establish shackle size

Specific identification markings/colour coding if required

Type of fittings required on legs ie hooks, shackles etc

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14

SERVICE/SUPPLY INFORMATION REQUIREMENTS

SPOOLING EQUIPMENT
1

Overall dimensions of drum ie, overall width/diameter

Size of shaft aperture

Details of drive plate arrangements on reel

Overall length and diameter of cable to be spooled

Overall weight in air/water of cable

Minimum bending radius required

Amount of back tension required

MOORING SYSTEMS

Vessel dimensions and type, ie, tanker LOA, Beam, Draft, Moulded
height

Location

Water depth

Seabed condition ie, geotechnical information

Environmental conditions ie, current direction and speed, wind direction


and speeds maximum

Sheltered or open waters

Vessel operational criteria, for vessels ie,


In what environmental conditions will the vessel be moored? Does the
vessel need to weather around the moorings? Will cargo transfer or
lightening take place at the mooring? Will vessels be moored alongside
or in tandem with moored vessel?

UK
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14.3

SERVICE/SUPPLY INFORMATION REQUIREMENTS

14

MOORING PIGGY BACK


EQUIPMENT
1

Number of piggy back sets required

Water depth

Seabed conditions to establish type of anchor required

Type of current primary anchor, including crown fittings

Equipment required by anchor handling vessel ie work wires,


chasers and grapnels

Type of connectors preferred (ie shackles or hinge-links)

Type of pigtail dressing required on buoys and anchors

The diameter of the wire rope pendants will normally be


determined by the loads to be applied. The overall length required
can however be achieved by a number of permutations such as
1 x 1000 ft or 5 x 200 ft depending on individual preference

If pendants over 600 ft long are required, these can be fitted on reelers
which aid handling and reduce damage

10 Does the equipment require to be split between a number of anchor


handling vessels?

MARKER BUOYS

14.4

Minimum and maximum water depth

Current speed

Environmental conditions (sheltered water or exposed locations)

Purpose of buoy

Light flash sequence, range and latitude required for solar calculations

Specific markings

Facilities for launching and handling buoys ie crane availability

Latitude for solar power


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14

SERVICE/SUPPLY INFORMATION REQUIREMENTS

WIRE ROPE
1

Length

Diameter

Construction and core or application

Safe working load required and safety factor

Grade of steel if applicable

Finish (galvanised or bright ungalvanised dependent on


environment)

Type of lubrication required (dependent on application)

Type of end fittings (if any)

Wire rope can be supplied either on a drum or in a coil

UK
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14.5

15

1.1

Section 15

CONVERSION CHARTS

UK
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15.1

15

CONVERSION CHARTS

CONVERSION FORMULAE

Multiply by

To obtain
To convert

From
To

0.4536

lb

kg

2.2046

1016-05

ton

kg

0.000984

9.9676

ton f

kN

0.10033

25.4

in

mm

0.03937

0.3048

ft

3.280842

1.83

fathoms

0.546807

1.49

lb/ft

kg/m

0.671999

0.2480

lb/fathom

kg/m

4.031997

1.5748

ton f/sq in

kgf/sq mm

0.634997

15.444

ton f/sq in

N/sq mm (Mpa)

0.06475

0.000703

lb f/sq in

kgf/sq mm

1422.330

0.006895

lb f/sq in

N/sq mm (Mpa)

145.038

9.807

kgf/sq mm

N/sq mm (Mpa)

0.10194

10.0165

h bar

N/sq mm (Mpa)

0.09939

0.0305

oz/sq ft

g/sq cm

32.771

Multiply by

Temperature Conversion C / F

Celsius .......
Fahrenheit ..

UK
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15.2

15

CONVERSION CHARTS
LENGTH
centimetres (cm)

cm or inches

inches (in)

2.54

0.394

5.08

0.787

7.62

1.181

10.16

1.575

12.70

1.969

15.24

2.362

17.78

2.756

20.32

3.150

22.86

3.543

25.40

10

3.937

50.80

20

7.874

76.20

30

11.811

101.60

40

15.748

127.00

50

19.685

152.40

60

23.622

177.80

70

27.559

203.20

80

31.496

228.60

90

35.433

254.00

100

39.370

LENGTH
kilometres

km or miles

miles

1.609

0.621

3.219

1.243

4.828

1.864

6.437

2.485

8.047

3.107

9.656

3.728

11.265

4.350

12.875

4.971

14.484

5.592

16.093

10

6.214

32.187

20

12.427

48.280

30

18.641

64.374

40

24.855

80.467

50

31.069

96.561

60

37.282

112.654

70

43.496

128.748

80

49.710

144.841

90

55.923

160.934

100

62.137

15.3

15

CONVERSION CHARTS

15.4

WEIGHT (MASS)
kilograms (kg)

kg or lb

pounds (lb)

0.454

2.205

0.907

4.409

1.361

6.614

1.814

8.819

2.268

11.023

2.722

13.228

3.175

15.432

3.629

17.637

4.082

19.842

4.536

10

22.046

9.072

20

44.092

13.608

30

66.139

18.144

40

88.185

22.680

50

110.231

27.216

60

132.277

31.752

70

154.324

36.287

80

176.370

40.823

90

198.416

45.359

100

220.462

WEIGHT (MASS)
tonnes (t)

tonnes or UK tons

UK tons

1.016

0.984

2.032

1.968

3.048

2.953

4.064

3.937

5.080

4.921

6.096

5.905

7.112

6.889

8.128

7.874

9.144

8.858

10.161

10

9.842

20.321

20

19.684

30.481

30

29.526

40.642

40

39.368

50.802

50

49.210

60.963

60

59.052

71.123

70

68.894

81.284

80

78.737

91.444

90

88.579

101.605

100

98.421

15

CONVERSION CHARTS
VOLUME
litres

litres or UK gallons

UK gallons (UK gal)

4.546

0.220

9.092

0.440

13.638

0.660

18.184

0.880

22.730

1.100

27.276

1.320

31.822

1.540

36.368

1.760

40.914

1.980

45.460

10

2.200

90.919

20

4.399

136.379

30

6.599

181.839

40

8.799

227.298

50

10.998

272.758

60

13.198

318.217

70

15.398

363.677

80

17.598

409.137

90

19.797

454.596

100

21.997

AREA
hectares (ha)

hectares or acres

acres

0.405

2.471

0.809

4.942

1.214

7.413

1.619

9.884

2.023

12.355

2.428

14.826

2.833

17.297

3.237

19.769

3.642

22.240

4.047

10

24.711

8.094

20

49.421

12.140

30

74.132

16.187

40

98.842

20.234

50

123.553

24.281

60

148.263

28.328

70

172.974

32.375

80

197.684

36.422

90

222.395

40.469

100

247.105

15.5

15

CONVERSION CHARTS
figure

area

perimeter

lb=bd 2- b2=ld 2-l 2

2l + 2b
(sum of sides)

1
2

4a
(sum of sides)

Rectangle
d

Square
d

a2 =

d2

Parallelogram
a

bh = ab sin

2b + 2a
(sum of sides)

Rhombus
c

1
2

cd

(c and d are the lengths


of the diagonals)

(sum of sides)

Trapezium
a
1
2

h(a + b)

(sum of sides)

Triangle B
c
A

15.6

1
2

a
b

bh =

1
2

ab sin C

= s(s-a)(s-b)(s-c)
where s = a + b + c
2

(sum of sides)

15

CONVERSION CHARTS
Figure

Area

Perimeter

a(H+h) + bh + cH
2

(sum of sides)

Quadrilateral
H

h
b

Area also found by dividing


the figure into two triangles
as shown by the dotted line

Polygon ( Regular )
l
1
4

180
n

nl cot

(n is the No of sides
of length l)

6l
(sum of sides)

Circle
r2 = d
4

d
r

Segment Segment

2 r (sin)
( in radians)

Arc
of
Circle

360
( in degrees)

Sector = r 2 x

Sector

d = 2r

1 2
2 r ( in radians)
1
2 rl

Length of chord =

2r sin
2

Length of arc = 2r x

360

( in degrees)
= r ( in radians)

Ellipse

ab

2 2 ( a2 + b ) approx

Parabola

P
x

y
R

Area of sector PQRS

= 4xy
3

Length of arc PQS


= 2 y 2 x 4x 2) approx
3

15.7

15

CONVERSION CHARTS
figure

area

perimeter

Prism
Area of cross-section
x length of prism

Cylinder
Curved Surface
= 2rh

r
h

r 2h

Total Surface Area


= 2rh + 2r 2
= 2r(r + h)

Any solid having a


regular cross - section
Curved Surface Area
= perimeter of
cross-section x length

Al

Total Surface Area

A
l

= curved surface area +


area of ends

Area of ends
=A

Cone
Curved Surface Area
= rl

h
r

Total Surface Area


= rl + r 2
(h = vertical height)
(l = slant height)

15.8

1
3

r 2h

15

CONVERSION CHARTS
figure

area

perimeter

Frustrum of a cone
Curved Surface

1
3

= (R +r)l

h(R 2 + Rr + r 2)

Total Surface Area

= (R + r)l + R +r

Sphere
r
4
3

4r 2

r 3

Segment of a sphere
h
r

2rh

1
3
1
6

r 2 (3r-h)
h(h2+3a 2)

a = radius of base
of segment

Pyramid

1
3

Ah

A
Area of base = A

15.9

CONVERSION CHARTS
WORLD STANDARD TIMES

Standard times at 12 Noon Greenwich Mean Time

15.10

15

15

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CONVERSION CHARTS

15.11

15.11

15

CONVERSION CHARTS
BEAUFORT SCALE OF WIND VELOCITY
Beaufort Wind
(MPH)
Number Velocity
(knots)

Seamans
Term

Sea Condition

Typical
Typical
Wave
Condition
Height Attainment
Feet
Time

0-1

0-1.7

Calm

Glassy-smooth, mirror-like

Smooth

--

2-3

1.8-4.0

Light Air

Scale-like ripples

Ripples

1-10 min

4.1-7.4

Light Breeze

Small, short wavelets with


glassy crests

1/3

5-15 min

Large wavelets, crests begin to


break, occasional form

1-2

5-20 min

4-6

7-10

7.5-12.0 Gentle Breeze

11-16

Small waves, some whitecaps,


12.1-18.9 Moderate Breeze more frequent form

2-3

15-60 min

17-21

19.0-24.7 Fresh Breeze

Moderate longer waves, better


formed, many whitecaps,
much foam, some spray

3-4

15-60 min

24.8-31.6 Strong Breeze

Large waves form, many


whitecaps, foam everywhere,
more spray

4-5

1/4-2 hr.

22-27

28-33

31.7-38.5 Moderate Gale

Sea heaps up, streaks of foam


spindrift begins

5-6

1/2-3 hr.

34-40

38.6-46.6 Fresh Gale

Moderately-high long waves,


crests into spindrift, wellmarked streaks of foam

6-7

1/2-3 hr.

46.7-53.9 Strong Gale

High waves, sea rolls, dense


streaks, spray affects visibility

7-9

1/2-4 hr.

41-47

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15.12

BALMOR AL MARINE
A Balmoral Group company

UK
Balmoral Park, Loirston, Aberdeen AB12 3GY, Scotland
Tel +44 (0)1224 859200 Fax +44 (0)1224 859150
Email marine@balmoral.co.uk www.balmoralmarine.com

OUT OF HOURS (24/7) +44 (0)7778 373990


MARINE EQUIPMENT HIRE & CHAIN INSPECTION
Tel +44 (0)1224 859157

hires@balmoral.co.uk

MARINE EQUIPMENT SALES


Tel +44 (0)1224 859168

marinesales@balmoral.co.uk

WIRE ROPE SALES & SERVICE


Tel +44 (0)1224 859165

wire@balmoral.co.uk

NORWAY
PO Box 5006, Dusavik, Tangen 11, NO-4084 Stavanger, Norway
Tel +47 51 41 46 00 Fax +47 51 41 46 46
Email balmoral@balmoral.no www.balmoralmarine.com

OUT OF HOURS (24/7) +47 51 41 46 00


MARINE EQUIPMENT HIRE & CHAIN INSPECTION
Tel +47 51 41 46 44

hires@balmoral.no

MARINE EQUIPMENT SALES


Tel +47 51 41 46 33

sales@balmoral.no

WIRE ROPE SALES & SERVICE


Tel +47 51 41 46 08

wire@balmoral.no

BRUCE ANCHOR LIMITED


ANCHOR HOUSE, CRONKBOURNE, DOUGLAS, ISLE OF MAN, IM4 4QE, BRITISH ISLES.
TEL. No: +44 (0)1624 629 203
FAX. No: +44 (0)1624 622 227
EMAIL: engineering@bruceanchor.co.uk
WEBSITE: www.bruceanchor.co.uk

BRUCE (FFTS) MK4 ANCHOR


HANDLING PROCEDURE

ISSUE

UPDATED BY:

DATE

CHECKED BY:

DATE

APPROVED BY:

DATE

KG

08/02/05

PC

08/02/05

AB

08/02/05

(N.B. This document is formatted for duplex printing on A4 (width 210mm, height 297mm) sized paper.)

(This page is intentionally blank)

Page 2 of 2

BRUCE (FFTS) MK4 Anchor Handling Procedure

BRUCE (FFTS) MK4 ANCHOR


HANDLING PROCEDURE

COPYRIGHT BRUCE ANCHOR LTD


IMPORTANT
This document should be read and understood by all directing staff involved in
anchor deployment and recovery before operations commence. This will include
masters of the anchor handling vessels and winch operators.
The procedures herein refer to typical semi-submersible applications using BRUCE
Flat Fluke Twin Shank (FFTS) MK4 anchors and wire/chain mooring lines but the
general principles will remain the same for other applications.
BRUCE ANCHOR LTD would be grateful for any information, suggestions or
recommendations to improve the procedures described in this manual.

RELEASE APPROVAL STAMP

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 3 of 3

CONTENTS
LIST OF FIGURES ...........................................................................................................................................................................................5
PART 1
1.1
1.2
1.3
1.4

INTRODUCTION .....................................................................................................................................................................6
BRUCE FLAT FLUKE TWIN SHANK (FFTS) MK4 ANCHOR .................................................................................................................6
BRUCE RING CHASER ....................................................................................................................................................................8
BRUCE ANCHOR SHACKLE .............................................................................................................................................................9
MOORING SYSTEM USING THE BRUCE (FFTS) MK4 ANCHOR .......................................................................................................10

PART 2
2.1
2.2

ASSEMBLY AND DISASSEMBLY INSTRUCTIONS ............................................................................................................11


BRUCE (FFTS) MK4 ANCHOR ASSEMBLY INSTRUCTIONS .................................................................................................11
BRUCE SHACKLE ASSEMBLY AND DISASSEMBLY INSTRUCTIONS ......................................................................................................20

PART 3

BRUCE (FFTS) MK4 ANCHOR HANDLING PROCEDURES...............................................................................................22

3.1
BRUCE (FFTS) MK4 ANCHOR HANDLING PROCEDURE USING BRUCE RING CHASER..................................................22
3.1.1
Anchor Deployment...........................................................................................................................................................22
Stage 1
Drop Of The First Anchor ........................................................................................................................................23
Stage 2
Chaser Pendant Line Transfer ................................................................................................................................24
Stage 3
Hauling Out The Anchor..........................................................................................................................................25
Stage 4
Lowering The Anchor ..............................................................................................................................................26
Stage 5
Return Of Chaser To Rig And Setting The Anchor .................................................................................................28
3.1.2
Anchor Recovery...............................................................................................................................................................30
Stage 1
Chaser Transfer From Rig To The AHV..................................................................................................................31
Stage 2
Breaking The Anchor Out Of The Seabed. .............................................................................................................33
Stage 3
Return Of AHV And Anchor To The Rig..................................................................................................................36
Stage 4
Transfer Of Anchor To Rig ......................................................................................................................................37
3.1.3
Decking Procedure For BRUCE (FFTS) Mk4 Anchor.......................................................................................................40
Stage 1
Hauling In The Chaser ............................................................................................................................................41
Stage 2
Hauling In The Anchor.............................................................................................................................................42
3.1.4
Alternative Procedure For Decking A BRUCE (FFTS) MK4 Anchor Onto The AHV ........................................................46
Stage 1
Hauling In The Chaser And Anchor.........................................................................................................................46
Stage 2
Hauling In The Anchor After Adjusting Its Attitude ..................................................................................................46
3.1.5
Redeploying A Decked BRUCE (FFTS) MK4 Anchor.......................................................................................................48
Stage 1
Orientation...............................................................................................................................................................48
Stage 2
Redeployment .........................................................................................................................................................50
3.1.6
BRUCE (FFTS) MK4 Anchor Fluke Angle Adjustment Onboard An Anchor Handling Vessel .........................................52
3.2
ANCHOR HANDLING PROCEDURE FOR BRUCE (FFTS) MK4 ANCHORS WITHOUT A BRUCE RING CHASER .............56
3.2.1
Anchor Deployment Without The Crown Pendant Line.....................................................................................................56
Stage 1
Deployment .............................................................................................................................................................56
Stage 2
Laying On Seabed...................................................................................................................................................57
3.2.2
Anchor Deployment By The Crown Pendant Line.............................................................................................................58
Stage 1
Deployment From AHV ...........................................................................................................................................58
Stage 2
Laying On Seabed...................................................................................................................................................59
3.2.3
Recovery Of An Anchor By The Crown Pendant Line ......................................................................................................60
Stage 1
Break Out From The Seabed ..................................................................................................................................60
Stage 2
Decking Onboard AHV ............................................................................................................................................61
3.2.4
Recovery Of An Anchor Without The Crown Pendant Line Attached (Short Scope Method)...........................................62
Stage 1
Break Out From Seabed .........................................................................................................................................62
Stage 2
Decking On Board AHV...........................................................................................................................................63
PART 4.

DOCUMENT REVISIONS......................................................................................................................................................66

APPENDICES ................................................................................................................................................................................................67
A.
B.
C.

BRUCE FABRICATED ORIENTATION LINK ........................................................................................................................................67


BRUCE ORIENTATION LINK SHACKLE.............................................................................................................................................68
BRUCE (FFTS) MK4 ANCHOR - FORWARD PIN INSERTION & REMOVAL TOOL .................................................................................69

ACKNOWLEDGEMENTS...............................................................................................................................................................................72

Page 4 of 4

BRUCE (FFTS) MK4 Anchor Handling Procedure

LIST OF FIGURES
Figure 1.1.1
Figure 1.2.1
Figure 1.3.1
Figure 1.4.1
Figure 2.1.1
Figure 2.1.2
Figure 2.1.3
Figure 2.1.4
Figure 2.1.5
Figure 2.1.6
Figure 2.1.7
Figure 2.2.1
Figure 2.2.2
Figure 3.1.1
Figure 3.1.2
Figure 3.1.3
Figure 3.1.4
Figure 3.1.5
Figure 3.1.6
Figure 3.1.7
Figure 3.1.8
Figure 3.1.9a
Figure 3.1.9b
Figure 3.1.10a
Figure 3.1.10b
Figure 3.1.11
Figure 3.1.12
Figure 3.1.13
Figure 3.1.14
Figure 3.1.15
Figure 3.1.16
Figure 3.1.17a
Figure 3.1.17b
Figure 3.1.18
Figure 3.1.19
Figure 3.1.20a
Figure 3.1.20b
Figure 3.1.21
Figure 3.1.22
Figure 3.1.23
Figure 3.1.24
Figure 3.1.25
Figure 3.1.26
Figure 3.1.27
Figure 3.1.28
Figure 3.1.29
Figure 3.1.30
Figure 3.2.1
Figure 3.2.2
Figure 3.2.3
Figure 3.2.4
Figure 3.2.5
Figure 3.2.6
Figure 3.2.7
Figure 3.2.8
Figure 3.2.9
Figure A.1
Figure B.1
Figure C.1
Figure C.2
Figure C.3

BRUCE Flat Fluke Twin Shank (FFTS) MK4 Anchor ...........................................................................................................6


BRUCE Ring Chaser ............................................................................................................................................................8
BRUCE Anchor Shackle .......................................................................................................................................................9
Mooring System Using The BRUCE (FFTS) MK4 Anchor..................................................................................................10
Location Of Identification Marks On The BRUCE (FFTS) MK4 Anchor..............................................................................12
Offering The Shank Up To The Fluke.................................................................................................................................13
Assembly Aids 1 .................................................................................................................................................................14
Forward Pin Assembly Detail..............................................................................................................................................15
Fluke Angle Setting Before Pin Assembly ..........................................................................................................................16
Fitting Rear Pins .................................................................................................................................................................17
Fluke Angle Setting Before Rear Pin Assembly .................................................................................................................18
Locking Pin Assembly 1......................................................................................................................................................20
Locking Pin Removal 1 .......................................................................................................................................................21
Racked BRUCE (FFTS) MK4 Anchor.................................................................................................................................22
Deployment Of The First Anchor From Rig ........................................................................................................................23
Transfer Of Chaser Pendant Line From Rig To AHV .........................................................................................................24
Hauling Out The Anchor Using The AHV ...........................................................................................................................25
Lowering The Anchor To The Seabed................................................................................................................................26
Setting The Anchor On The Seabed In The Correct Attitude .............................................................................................27
Returning The Chaser To The Rig......................................................................................................................................28
Transferring The Chaser From The AHV To The Rig.........................................................................................................29
Anchor Recovery - Transfer Of The Chaser From The Rig To The AHV ...........................................................................31
Anchor Recovery - Running The Chaser From The Rig To The AHV................................................................................32
Anchor Recovery - Short Scooping The Anchor With The AHV.........................................................................................33
Breaking The Anchor Out Of The Seabed..........................................................................................................................34
Returning The Anchor To The Rig......................................................................................................................................36
Initial Racking 1...................................................................................................................................................................37
Transfer Of Chaser Pendant From AHV To Rig .................................................................................................................38
Operation Of The BRUCE (FFTS) MK4 Orientation Fin .....................................................................................................39
Anchor Decking - Hauling Up From The Seabed ...............................................................................................................40
Anchor At The Stern Roller In The Correct Attitude............................................................................................................41
Decking Anchor In The Correct Attitude .............................................................................................................................42
Anchor Engaged On The Stern Roller ................................................................................................................................42
Stoppering Off The Mooring Line And Pulling A Bight Of Chain Through The Chaser ......................................................43
Tugger Winch Attachment Points .......................................................................................................................................44
Anchor Rotation By Way Of Co-ordination Tugger Winch Operator...................................................................................45
Alternative Method Of Anchor Rotation Using The No.2 AHV Winch.................................................................................47
Correct (FFTS) MK4 And Ring Chaser Configuration On The AHV Deck Prior To Release Of The Jaw Stopper.............48
Commencement Of Deployment.........................................................................................................................................49
Use Of Tugger Winches To Ensure The Correct Anchor Attitude ......................................................................................49
Anchor Negotiating The Stern Roller ..................................................................................................................................50
Final Deployment Stage 1...................................................................................................................................................51
Definition Of The Fluke Angle And Location Of The Forward And Rear Pins For Fluke Angle Adjustment.......................52
Correct Decking Attitude Prior To Fluke Angle Adjustment ................................................................................................54
Attachment Of Tugger Winches For Fluke Angle Adjustment ............................................................................................54
Removal Of Rear Pins ........................................................................................................................................................55
Co-ordination Of Tugger Winches For Fluke Angle Adjustment.........................................................................................55
Anchor Deployment Using The Mooring Line .....................................................................................................................56
Laying The Anchor On The Seabed Using The Mooring Line ............................................................................................57
Anchor Deployment Using The Crown Pendant Line .........................................................................................................58
Laying The Anchor On The Seabed Using The Crown Pendant Line ................................................................................59
Breaking The Anchor Out Of The Seabed Using The Crown Pendant Line.......................................................................60
Anchor Decking Using The Crown Pendant Line ...............................................................................................................61
Breaking The Anchor Out Of The Seabed Using The Mooring Line...................................................................................62
Anchor Decking Using The Mooring Line ...........................................................................................................................63
Anchor Attitude Adjustment At The Stern Roller Using Tugger Winches (Anchor Recovery Transfer Of The Chaser From
The Rig To The AHV) .........................................................................................................................................................64
BRUCE Orientation Link 1 ..................................................................................................................................................67
BRUCE Orientation Link Shackle .......................................................................................................................................68
Forward Pin Insertion..........................................................................................................................................................69
Forward Pin Removal First Stage....................................................................................................................................70
Forward Pin Removal Subsequent Stages......................................................................................................................71

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 5 of 5

PART 1 INTRODUCTION
1.1

BRUCE Flat Fluke Twin Shank (FFTS) MK4 Anchor

Figure 1.1.1

Page 6 of 6

BRUCE Flat Fluke Twin Shank (FFTS) MK4 Anchor

BRUCE (FFTS) MK4 Anchor Handling Procedure

The accompanying diagram (ref. fig 1.1.1) shows the general arrangement of the
BRUCE Flat Fluke Twin Shank (FFTS) MK4 Anchor.
The BRUCE (FFTS) MK4 Anchor is a self-righting, general purpose, high holding
power anchor.
Should the anchor land upside down on the seabed with the shank under the fluke,
on being dragged, one of the fluke tips will tip into engagement with the seabed
causing the anchor to roll over until it is in a vertical burying attitude.
Clearly, deployment attitude is not important with this anchor, however, in order to
minimise the drag distance, every effort should be made to deposit the anchor on the
seabed in the correct fluke down position.
The shank/fluke angle is adjustable giving superior holding performance in a variety
of seabed conditions. The shank of the anchor is attached to the fluke by a pin
arrangement, which allows the fluke angle to be increased for very soft bottom
conditions. This also allows dismantling of the shank from the fluke for easier, lower
cost anchor transport. The fluke angle adjustment procedure is given in Section
3.1.6 and the general assembly and disassembly procedure is given in Section 2.1 of
this manual.
The BRUCE (FFTS) MK4 anchor is type approved by Lloyds Register of Shipping
(L.R.S.), Det Norske Veritas (D.N.V.), Registro Italiano Navale (R.I.N.A.), Bureau
Veritas (B.V.) and the American Bureau of Shipping (A.B.S.) as a High Holding
Power, General Purpose Offshore Anchor.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 7 of 7

1.2

Figure 1.2.1

BRUCE Ring Chaser

BRUCE Ring Chaser

The BRUCE Ring Chaser shown in the accompanying diagram (ref. fig. 1.2.1) has
been specifically designed as a multiple application chaser suitable for use on chain
and/or wire mooring lines and for use with a wide variety of anchors.
The smoothly curved and hardened sliding surfaces with large radii result in low
resistance when riding along either chain or wire whilst at the same time minimising
wear to both the chaser and the mooring line.
The aperture of the chaser is large enough to negotiate connectors, sockets and
shackles but will engage with the forward portion of the anchor shank (or orientation
device if fitted - see appendix A of this manual) when breaking the anchor out of the
seabed.

Page 8 of 8

BRUCE (FFTS) MK4 Anchor Handling Procedure

1.3

Figure 1.3.1

BRUCE Anchor Shackle

BRUCE Anchor Shackle

The BRUCE Anchor Shackle connects the anchor to the mooring chain/line.
It is available in a range of load ratings to suit different anchor sizes and incorporates
the patented streamlined BRUCE shackle bolt and nut locking system.
Downtime as a result of seizure of conventional shackle bolt locking mechanisms is
eliminated with this system.
Additionally, the streamlined profile of the nut and bolt heads makes for easier
chasing and anchor orientation, during both AHV decking and bolster bar racking
operations.
Assembly and disassembly procedures for these components are given in section 2.2
of this manual.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 9 of 9

1.4

Figure 1.4.1

Mooring System Using The BRUCE (FFTS) MK4 Anchor

Mooring System Using The BRUCE (FFTS) MK4 Anchor

The above diagram (ref. fig. 1.4.1) shows a typical mooring system assembly using
the BRUCE (FFTS) MK4 anchor.
If there is initially no ring chaser present in the system, the ring chaser may be
threaded into the system by decking the anchor on the Anchor Handling Vessel. The
anchor shackle is disconnected after securing the anchor chain on the deck of the
AHV winch and the chain is passed through the aperture in the chaser. The anchor
shackle is then reconnected through the open end link.
An orientation link is an option that may also be included in the system. See
Appendix A for the general arrangement of the mooring system with this component
included.

Page 10 of 10

BRUCE (FFTS) MK4 Anchor Handling Procedure

PART 2 ASSEMBLY AND DISASSEMBLY INSTRUCTIONS


2.1

BRUCE (FFTS) MK4 ANCHOR ASSEMBLY INSTRUCTIONS

These assembly instructions are a suggested method of satisfactory assembly of


BRUCE (FFTS) MK4 anchors. They reflect the level of equipment and facilities
usually available when assembling at quayside locations.
Parts List Per Anchor
1
1
2
2
2
4

x
x
x
x
x
x

Shank
Fluke
Forward (large, flanged) pin
Rear (small, plain) pin
Forward pin locking plate split pin
Rear pin locking split pin

Equipment Required
1 x Crane capable of lifting the assembled anchor complete with necessary lifting
slings/chains.
1 x Hammer (e.g. 5 lb sledge)
1 x Crow bar
2 x Steel wedges (typically 10 included angle)
2 x Scrap steel bars (typically 25mm diameter, 150mm long)

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 11 of 11

Procedure

Figure 2.1.1

Location Of Identification Marks On The BRUCE (FFTS) MK4 Anchor

1.

If more than one anchor is to be assembled, ensure that the shanks are
matched to the correct flukes. The correct shank and fluke combination can be
identified by matching the anchor identification markings on the shank and fluke
at, or around, the locations shown.

2.

Check that the correct number of parts for each anchor as listed above has
been supplied.

3.

Ensure all pins, holes, lugs and clevises are cleaned and then greased before
assembly, checking particularly the bottom of each forward fluke clevis is free
from debris as this may prevent the shank lugs fully entering the fluke slots.

Page 12 of 12

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 2.1.2

Offering The Shank Up To The Fluke

4.

Place the fluke on firm ground in a flat, horizontal attitude and if necessary use
scrap timbers to prevent the fluke from rocking (ref. fig. 2.1.2)

5.

Sling the shank so that it is picked up at an attitude of approximately 45, either


by slings around the forward depressor plates or by slings around the shank
side plates, as shown.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 13 of 13

Figure 2.1.3

6.

Assembly Aids 1

Lift the shank up, over the fluke and lower it so that the shank rear lugs engage
in the rear clevis slots in the fluke (ref. fig. 2.1.3). Continue lowering until the
first holes in the rear lugs roughly line up with the clevis holes and insert a scrap
steel bar into each to locate the shank.

Page 14 of 14

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 2.1.4

7.

Forward Pin Assembly Detail

Lower the shank so that it rotates forwards about the scrap steel bars in the rear
holes, until the forward shank lugs engage in the forward fluke slots (ref. fig.
2.1.4). Carefully continue lowering the shank until the holes in the shank
forward lugs and fluke forward clevis plates are aligned, checking by feel until
this is achieved.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 15 of 15

Figure 2.1.5

8.

Fluke Angle Setting Before Pin Assembly

Lower the forward pins into the fluke through the access slots in the fluke main
plate and slide them fully home until the flange bears against the clevis outer
face (ref. fig. 2.1.5). Lock in place using the forward pin locking plates and
secure these with split pins through the hole in the locking plate leg which
projects through the fluke underside.

Page 16 of 16

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 2.1.6

9.

Fitting Rear Pins

With the forward pins installed, use the crane to take the shank weight
scrap steel bars in the rear holes and remove the bars (ref. fig. 2.1.6).
the shank until the rear lug holes line up with the rear clevis holes
required fluke angle, checking by feel for correct alignment. (For fluke
available on the (FFTS) MK4 anchor, see fig 2.1.7 and section 3.1.6).

off the
Adjust
at the
angles

To make small adjustments in shank position forwards or backwards relative to


the fluke, a crow bar or steel wedges may be driven between the shank forward
lug and the fluke clevis end walls.
To make small adjustments in height between the fluke and shank a crow bar or
steel wedges may be driven between the shank arch and the fluke top surface.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 17 of 17

Figure 2.1.7

Fluke Angle Setting Before Rear Pin Assembly

10. Insert the rear pins until fully home and lock in place with split pins. Note that it
should not be necessary to drive any of the pins home if the holes are correctly
aligned before inserting the pins.

Page 18 of 18

BRUCE (FFTS) MK4 Anchor Handling Procedure

Disassembly Procedure
1.

If the anchor is to be disassembled after a prolonged period submerged, the


regions around the forward and rear pins should be cleaned as thoroughly as is
possible using power tools and high pressure steam if available.

2.

Turn the anchor over on to its side or back and remove the forward pin locking
plate split pins using a suitably sized drift and then tap out the locking plates
themselves by applying a light blow to the tangs protruding from the underside
of the fluke.

3.

Lay the anchor on the fluke as shown in Fig 2.1.1 and support the weight of the
shank with lifting slings as described in the assembly procedure.

4.

Removal of the rear pins is simply the reverse of the assembly procedure. Both
the locking pins and the rear pins themselves may be removed by use of
suitably sized drifts.

5.

As with the rear pins, front pin removal is the reverse of the assembly
procedure. A crow bar is applied to the knob on the end of the pin. By levering
it against suitable sized pieces of timber, the pin can be removed.

6.

The fluke may require to be tied securely down to facilitate shank removal
against any resistance caused by caking of soil and/or corrosion in the clevis
joints. The shank can then be lifted away from the fluke.

PIN INSERTION / REMOVAL TOOL - SEE APPENDIX C


BRUCE ANCHOR LTD can supply a purpose designed tool for inserting and
removing the (FFTS) MK4 forward pins. The procedure for its use is similar to that
described here when using a crow bar and pieces of timber. Appendix C describes
the insertion and removal operations using this tool.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 19 of 19

2.2

BRUCE Shackle Assembly and Disassembly Instructions

Assembly Procedure
This procedure can be applied to all BRUCE shackles incorporating the BRUCE
patented nut locking pin and nylon plug.
Parts Per Shackle

No. Off

Shackle Body
Bolt
Conical Cap Nut
Waisted Locking Pin
Nylon Locking Plug

x1
x1
x1
x1
x1

Procedure

Figure 2.2.1

Locking Pin Assembly 1

1.

Prior to assembly of the shackle and after ensuring that all of the parts listed
above are present and clean, apply a liberal coat of a suitable proprietary
grease (e.g. ROCOL J166) to the shackle bolt, especially to the threaded
portion (ref. fig. 2.2.1).

2.

Insert the nylon locking plug into the recess in the bolt end and rotate it so as to
align the hole through it with the holes through the bolt.

3.

Assembly the shackle bolt through the shackle body eyes.

4.

Screw on the conical cap nut until it is hard against the end of the bolt so that
the holes for the waisted locking pins are aligned.

5.

Tap the waisted locking pin into place in the aligned holes and centralise it in
the conical nut as shown. Check that it is centralised correctly by observing the
presence of a few millimetres of axial free play of the locking pin when its

Page 20 of 20

BRUCE (FFTS) MK4 Anchor Handling Procedure

waisted portion is located in the constriction inside the nylon locking plug. This
constriction traps the locking pin centrally in place within the conical cap nut.
Disassembly Procedure

Figure 2.2.2

Locking Pin Removal 1

1.

Using a suitable drift, knock the locking pin through and out of the nut. This is
simply the reverse of the assembly procedure (ref. fig. 2.2.2).

2.

Rotate the shackle bolt until the recess in the bolt head lines up with the blind
hole in the shackle body.

3.

Now use the locking pin to prevent the shackle bolt from rotating by inserting it
into the blind hole in the shackle body through the recess in the bolt head.

4.

Unscrew the conical nut (a special spanner is available from BRUCE ANCHOR
LTD if required) and remove it from the bolt.

5.

Remove the bolt from the shackle body.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 21 of 21

PART 3 BRUCE (FFTS) MK4 ANCHOR HANDLING PROCEDURES


3.1

BRUCE (FFTS) MK4 ANCHOR HANDLING PROCEDURE USING


BRUCE RING CHASER

3.1.1 Anchor Deployment

Figure 3.1.1

Racked BRUCE (FFTS) MK4 Anchor

The initial conditions for anchor deployment are assumed to be as follows:


Each anchor is in a stowed position on the bolster bar with the chaser suspended
between the lower fairleader and anchor from its stowed pendant line (ref. fig. 3.1.1).
The rig can be either under its own power with no towing vessel or under its own
power with a towing vessel.

Page 22 of 22

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 1

Figure 3.1.2

Drop Of The First Anchor

Deployment Of The First Anchor From Rig

1.

As the rig approaches the first anchor position, one stern anchor is lowered off
the bolster bar most of the depth to the seabed. The chaser for this anchor
should be held midway between fairleader and bolster bar so that the anchor
chain runs freely through it (ref. fig. 3.1.2).

2.

As the rig passes over the first anchor position the anchor is laid on the seabed.

3.

While the rig moves across the mooring pattern towards the centre, pay out the
stern anchor line.

4.

With the rig at centre of the mooring pattern, stop paying out on the stern
anchor line and set the anchor into the seabed by using the rig engines (and tug
if towing). Then stop the rig engines. Stow the chaser either under tension
against the lower fairleader (on custom-built mountings if provided) or hung-off
on the anchor line about 30 feet below the water level so as to be clear of the
wave action zone.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 23 of 23

Stage 2

Chaser Pendant Line Transfer

(Second and subsequent Anchor Deployments)

Figure 3.1.3

Transfer Of Chaser Pendant Line From Rig To AHV

5.

On the anchor opposite the one already set, connect the crane line to the
chaser pendant line. Unclamp the pendant line at the rig deck and lower the
chaser until it engages the anchor shank tip (ref. fig. 3.1.3).

6.

Pass the pendant line from the rig crane to the anchor handling vessel (AHV).
This is done by making the pendant line fast on deck, connecting it to the AHV
winch wire and disconnecting the crane line.

7.

Pay out approximately six links of anchor chain from the rig winch until the side
wings of the fluke are clear of the bolster bar but with the forward portion of the
anchor shank still in contact with the bolster bar.

Page 24 of 24

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 3

Figure 3.1.4

8.

Hauling Out The Anchor.

Hauling Out The Anchor Using The AHV

Pull on the pendant line with the AHV using engine thrust so that the chaser
engages firmly on the forward portion of the shank and continue pulling to swing
the anchor clear of the bolster bar. The anchor will be hanging with its fluke
pointing towards the rig (ref. fig. 3.1.4).

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 25 of 25

Figure 3.1.5

9.

Lowering The Anchor To The Seabed

Continue pulling with the AHV engine thrust and allow the rig winch to walk
back against the brake to maintain not less that 35 tonnes tension in the
anchor chain. This will ensure the chaser remains seated on the anchor shank
tip while the AHV hauls the pendant line inboard. Stop the AHV winch when the
anchor still hangs clear of the AHV propeller wash (ref. fig. 3.1.5).

10. Increase the AHV engine power to haul out the rig chain while the rig winch
operator maintains the required back tension on the rig winch brake. The back
tension from the rig winch ensures the chaser remains seated on the forward
portion of the anchor shank as the chain is hauled out. The pendulum effect of
the anchor hanging clear of the propeller wash will prevent turns being inserted
in the chain.
Proceed to the anchor setting location.
When the catenary of the hauled-out chain sags into contact with the sea
bottom, drag forces on the chain will occur and may be progressively
substituted for the applied back-tension from the rig winch brake so that all of
the AHV engine thrust is available for pulling out chain.
Stage 4

Lowering The Anchor

11. When the anchor chain is fully hauled out the anchor is lowered towards the
seabed. Pay out the AHV winch at between 100 and 200 ft/minute while the
AHV engines are kept running sufficiently to keep the anchor chain stretched
out and the chaser engaged on the anchor shank tip.

Page 26 of 26

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.6

Setting The Anchor On The Seabed In The Correct Attitude

12. When the length of towing wire and pendant line outboard of the stern roller of
the AHV is equal to water depth plus twenty percent, the winch is stopped. The
AHV engines are now slowed so that the weight of the anchor and chaser pulls
the AHV astern until the anchor makes contact with the seabed. This will be
indicated by a sudden sagging of the otherwise taut towing wire stretched
between the winch and stern roller of the AHV.
13. Immediately the anchor contacts the seabed, the rig winch operator hauls in 30
to 50 feet of anchor line to tip the anchor towards the rig and set the anchor
fluke into the seabed.
BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 27 of 27

Stage 5

Figure 3.1.7

Return Of Chaser To Rig And Setting The Anchor

Returning The Chaser To The Rig

14. Once the anchor has been tipped towards the rig and the fluke partially set in
the seabed (ref. fig. 3.1.7), the AHV steams astern over the anchor to pull the
chaser towards the rig clear of the anchor shank.
Twitching of the towing wire, indicates the chaser is clear of the anchor shank
and riding freely link by link under the anchor chain.
15. When the chaser is clear of the anchor shank and approximately 500 along the
anchor chain, the rig winch can commence setting the anchor fully into the
seabed. Meanwhile the chaser will continue to be returned to the rig by the
AHV running astern. Alternatively, if desired, the AHV can turn 180 and steam
ahead back to the rig.
16. The rig winch continues to haul in until the required anchor setting tension is
achieved. The rig winch is stopped and the tension is monitored for 10 minutes.
Alternatively, anchor setting may be carried out when all of the anchors have
been deployed and partially set in the seabed.
If 90% of the setting tension remains after the elapse of 10 minutes the anchor
is considered to be holding whereupon the rig winch pays out to decrease
tension to the level required for drilling.
If 90% of the setting tension does not persist after 10 minutes re-running of the
anchor may be necessary.

Page 28 of 28

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.8

Transferring The Chaser From The AHV To The Rig

17. The AHV meanwhile, returns to the rig and takes up a position with its stern
roller within reach of the rig crane off the anchor bolster bar (ref. fig. 3.1.8). The
chaser towing line is then hauled up by the AHV winch until the pendant line
connection comes on deck. The pendant line is made fast onboard the AHV
and the towing wire is disconnected. The pendant line is attached to the rig
crane via a light safety wire or a shear pin shackle to protect the rig crane from
dangerous overloads that may occur if the chaser picked up a bight of anchor
chain in the event of the anchor chain losing tension at this time. The pendant
line is transferred to the rig from the AHV and stowed in a suitable clamp.
18. The chaser may be stowed under tension against the lower fairleader (on
custom-built mountings if provided) or hung-off on the anchor line about 30 feet
below the water level so as to be well clear of the wave action zone.
This completes deployment of the first two anchors. Further anchors are
deployed in a similar manner to the second anchor described above.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 29 of 29

3.1.2

Anchor Recovery

The initial conditions are assumed to be as follows:


All anchors have been deployed and are set in the seabed.
All anchor lines are at drilling tensions.
Each chaser has a sliding shoe providing support over at least three links of chain.
The chasers are stowed at the rig as described in section 3.1.1, step 18.
This procedure should be applied to the most heavily loaded anchors first so that the
reaction tension can be spread amongst the least loaded anchors. The lesser loaded
anchors can be broken out of the seabed using this technique on each anchor in
order of decreasing applied load due to storms. Ultimately the last anchor may be
broken out by the rig hauling vertically on the anchor line.
Preliminary Step
Maintain the anchor line at drilling tension prior to commencing chasing to prevent
the chaser catching a bight in the chain.

Page 30 of 30

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 1

Figure 3.1.9a

Chaser Transfer From Rig To The AHV

Anchor Recovery - Transfer Of The Chaser From The Rig To The AHV

1.

The stowed chaser pendant line is attached to the rig crane and the line is
unclamped. (ref. fig. 3.1.9a).

2.

The pendant line is passed from the rig crane to the AHV, which is standing by
within crane reach of the rig.
The pendant line is made fast on the AHV deck, disconnected from the rig
crane line and attached to the AHV winch towing wire.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 31 of 31

Figure 3.1.9b

3.

Anchor Recovery - Running The Chaser From The Rig To The AHV

Pendant line equal to water depth is paid out by the AHV winch and the AHV
steams away from the rig to the location of the buried anchor (ref. fig. 3.1.9b).
Twitching of the towing line between AHV stern roller and winch as the chaser
is being towed to the anchor site indicates the chaser is running correctly link by
link under the anchor chain, disturbing the soil around the buried chain, and
raising it to the mud-line. This reduces the grip of the soil on the buried chain
section.

Page 32 of 32

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 2

Figure 3.1.10a

Breaking The Anchor Out Of The Seabed.

Anchor Recovery - Short Scooping The Anchor With The AHV

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 33 of 33

4.

When the chaser engages the portion of chain, which leads below the mud-line
to a deeply buried anchor, the load in the chaser pendant will increase rapidly
due to soil resistance and chain forces acting on the chaser. The AHV now
reduces speed almost completely to stop the chaser sliding further on the chain
(but retains enough power to maintain heading) and the rig winch commences
to heave in anchor line to increase tension to maximum (ref. fig. 3.1.10a).
If the anchor does not start to drag due to the chain having been pulled from the
grip of the soil by the passage of the chaser, the AHV commences heaving in
the chaser pendant to pull up on the chain until the rig winch operator reports
that anchor line is coming onboard and the anchor is being dragged towards the
rig. The AHV then stops heaving in the pendant to hold the chaser in a now
elevated position and so impose a high uplift angle in the anchor chain at the
anchor.
The rig winch continues to heave in anchor line to drag the anchor at this high
uplift towards the rig. Due to the high uplift (effectively, short scope) caused by
the chain sliding through the elevated chaser, the initial dragging load of the
anchor can be considerably less than the original setting load if the chaser is
sufficiently elevated and so be well within the capacity of the rig winch.

Figure 3.1.10b

Page 34 of 34

Breaking The Anchor Out Of The Seabed

BRUCE (FFTS) MK4 Anchor Handling Procedure

The load on the rig winch will progressively decrease due to the anchor rising to the
mud line as it is dragged at short scope. When the rig winch tension reaches about
25 per cent of the original setting load, stop the winch. The AHV now pays out
pendant slightly in excess of water depth and pulls the chaser along the chain to seat
it firmly onto the forward portion of the anchor shank close to the mud-line. The
anchor will now break out easily from the seabed soil (ref. fig. 3.1.10b).
5.

It may be possible to break the anchor out directly using the chaser if it is not
deeply buried or is in a sand seabed. In this case the rig should maintain a
steady back tension of about 30 tonnes to prevent the chaser picking up a bight
of chain while the AHV winch hauls in the chaser pendant and breaks out the
anchor.
If the anchor has been set to a line tension exceeding rig winch pulling power by
a storm, it may be necessary to pull in with two winches on the far side of the rig
to cause the anchor to drag.

6.

A noticeable drop in tension at the rig winch and/or at the AHV winch indicates
the anchor has broken out of the seabed. Stop the rig and AHV winches at this
point.

7.

The pendant line is hauled in by the AHV winch until the tow wire/chaser
pendant connection appears at the stern roller. The AHV winch is then stopped
and the AHV employs engine thrust to maintain a back tension in the anchor
chain of at least 30 tonnes.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 35 of 35

Stage 3

Figure 3.1.11

8.

Return Of AHV And Anchor To The Rig

Returning The Anchor To The Rig

The rig winch now hauls in the anchor chain. The AHV, anchor and chaser are
hauled back to the rig winch against the back tension of the AHV thrust (ref. fig.
3.1.11).
The back tension of the AHV thrust ensures the chaser remains seated on the
forward portion of the anchor shank as the anchor chain is hauled in. The
pendulum effect of the anchor hanging clear of the propeller wash will prevent
turns being inserted in the chain.

9.

The rig winch hauls in the anchor chain until the AHV comes within rig crane
reach off the bolster bar. The AHV then holds this position.

Page 36 of 36

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 4

Figure 3.1.12

10

Transfer Of Anchor To Rig

Initial Racking 1

The anchor and chaser are hauled towards the bolster bar by the rig winch
while the AHV winch adjusts the paid out length of pendant line accordingly (ref.
fig. 3.1.12).

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 37 of 37

Figure 3.1.13

Transfer Of Chaser Pendant From AHV To Rig

11. When the forward portion of the anchor shank has cleared the bolster bar,
observe the orientation of the anchor as it approaches the bolster bar (ref. fig.
3.1.13).
12. If the anchor is hanging with the fluke toward the rig it can be hauled up by the
rig winch until it meets with and stows correctly on the bolster bar. The chaser
pendant line can now be made fast on the AHV deck, disconnected from the
AHV winch, connected to the rig crane and transferred to the rig.

Page 38 of 38

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.14

Operation Of The BRUCE (FFTS) MK4 Orientation Fin

13. If, however, the anchor is not in the correct orientation to stow on the bolster bar
process as follows (ref. fig. 3.1.14):(a) Make fast the pendant line on the AHV deck, disconnect the pendant line
from the AHV winch towing wire, connect it to the rig crane and transfer
the pendant line to the rig. Hold the chaser in a position midway between
the lower fairleader and the bolster bar.
(b) Lower the anchor until it is below the bolster bar then rehaul the anchor
over the bolster bar slowly. The orientation feature on the anchor shackle
lug will turn the anchor over onto its side as it traverses the bolster bar
and, from this position, the anchor will automatically roll fluke-down into
the correct attitude for stowing.
(c) Haul in the anchor until it is firmly stowed on the bolster bar.
14. When the anchor is stowed the chaser can be stowed bearing against the
fairleader (or on custom-built mountings if provided) and the pendant line
clamped.
This completes the recovery procedure for one anchor.

To recover all the anchors on the rig, repeat this procedure for the remaining anchors
except the last one. The last anchor can be recovered by chaser as already
described or, alternatively, the rig can move to a position above it and the anchor be
broken out of the seabed directly by the rig winch and hauled straight up into the
stowed position on the bolster bar, correct orientation being ensured by the
orientation feature on the anchor shackle lug.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 39 of 39

3.1.3

Figure 3.1.15

Decking Procedure For BRUCE (FFTS) Mk4 Anchor

Anchor Decking - Hauling Up From The Seabed

The initial conditions are assumed to be as follows (ref. fig. 3.1.15):The anchor is suspended from the AHV on the pendant wire and chaser, (e.g. after
breaking the anchor out of the seabed).

Page 40 of 40

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 1

Figure 3.1.16

Hauling In The Chaser

Anchor At The Stern Roller In The Correct Attitude

1.

The AHV winch hauls in the pendant line lifting the chaser and anchor up to the
stern roller of the AHV (ref. fig. 3.1.16).

2.

As the chaser comes on deck turn the AHV so that the anchor chain is pulled to
one side of the stern roller away from the suspended anchor.

3.

Ensure the anchor chain does not foul the anchor in its suspended position off
the stern roller of the AHV. If fouling does occur, lower the anchor and then
rehaul it clear of the chain.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 41 of 41

Stage 2

Figure 3.1.17a

4.

Hauling In The Anchor

Decking Anchor In The Correct Attitude

The anchor is hauled slowly over the AHV stern roller by the AHV winch. If the
anchor contacts the roller on its back with the fluke away from the roller, it can
be hauled up on deck and made fast as shown in fig 3.1.17a.

Figure 3.1.17b

Anchor Engaged On The Stern Roller

If for any reason the anchor does not contact the stern roller in this manner and/or engages on the
stern roller as shown in fig. 3.1.17b, the following steps should be followed.

Page 42 of 42

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.18

5.

Stoppering Off The Mooring Line And Pulling A Bight Of Chain Through The Chaser

(a)

Slack back on the pendant line until the anchor falls just clear of the roller.
Heave in again on the pendant until the fluke engages firmly with the stern
roller as shown in fig 3.1.17b and 3.1.18. Carry on heaving in so that the
chaser rides up the mooring line and pulls a bight of chain up onto the
deck of the AHV. When the length of the bight of chain is about 15 feet
stop the winch.

(b)

Make fast the mooring line that leads back to the rig in the sharks jaw
stopper. (ref fig 3.1.18).

(c)

Maintain a tension in the chaser pendant line and attach tugger winch lines
by shackles to the shank of the anchor as follows.

IMPORTANT OPERATIONAL LIMIT NOTE


During anchor decking, should the anchor become engaged or snagged on the stern
roller by one of its outer flukes DO NOT try to haul it onboard by simply pulling
harder. This will likely damage the vessel roller and may cause some damage to the
anchor. In the event that the anchor does become snagged, lower it back into the
water and wash it round with the vessel propellers until it is in the correct attitude for
decking, then pull it up again. Alternatively, use the decking procedures described
here in sections 3.1.3 & 3.1.4.
The MAXIMUM NEVER EXCEED LOAD which may be applied to BRUCE (FFTS)
MK4 anchors in the range 9000kg to 18000kg when hooked by one outer fluke or
single fluke tip is 85 TONNES.
(d)

The lines from the tugger winches at each side of the stern roller are paid
out.

(e)

Assuming the anchor is on the stern roller with the anchor chain clear of it
to starboard, the starboard tugger line is passed over the anchor line and
over the shank of the anchor and is shackled to the hole at the upper edge
of the port oblique side plate of the anchor shank.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 43 of 43

Figure 3.1.19

Tugger Winch Attachment Points

(f)

The port side tugger line is passed under the shank and is shackled to the
hole on the starboard oblique plate of the anchor shank. (ref rig 3.1.19).

(g)

Slack off the pendant line and the two tugger lines simultaneously and
allow the anchor to fall just clear of the stern roller.

(h)

Adjust the tensions in the tugger winch lines so as to rotate the hanging
anchor until the fluke tips point away from the AHV. (Ref fig 3.1.20a).

Page 44 of 44

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.20a

Anchor Rotation By Way Of Co-ordination Tugger Winch Operator

6.

Pull in the anchor again on the chaser pendant wire so that it decks properly on
its back onto the AHV as shown in fig 3.1.17a. The tugger winch lines may
have to be used at the same time to prevent the anchor turning again and also
to keep the anchor central over the stern roller.

7.

Remove the tugger winch lines from the anchor.

SAFETY NOTE.
When the anchor has been decked successfully, the AHV winch operator must
ensure that the chaser is engaged on the anchor shank before the sharks jaw
stopper is released from the anchor chain in order to prevent the anchor from being
pulled up the deck at a dangerous speed by the weight of chain outboard of the AHV
stern roller.
This is achieved by heaving in the pendant line to move the anchor slowly up the
deck until the anchor shank engages in the chaser as shown in fig. 3.1.21. The
sharks jaw stopper may now be released and the weight of the chain taken safely by
the chaser pendant line.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 45 of 45

3.1.4

Alternative Procedure For Decking A BRUCE (FFTS) MK4 Anchor


Onto The AHV

This procedure forms an alternative to that described in 3.1.3, from the same initial
conditions, and is as follows:Stage 1

Hauling In The Chaser And Anchor

1.

When the anchor has been broken out of the seabed, haul the chaser in, so
lifting the anchor to the surface. When the chaser appears on the stern roller
veer the AHV so that the suspended anchor line does not foul the anchor.

2.

As the anchor appears at the stern roller, observe its attitude. If it is lying with
the flukes pointing away from the AHV, haul in the chaser further so pulling the
anchor up on deck on its back.

Stage 2

Hauling In The Anchor After Adjusting Its Attitude

3.

If the anchor has its fluke pointing towards the vessel, haul the chaser in slowly
so that the fluke engages on the stern roller.

4.

Continue to pull in the chaser so that a bight of the anchor cable is brought up
on deck. Stopper off the anchor cable in the sharks jaw (ref. fig 3.1.18 in
section 3.1.3.).

Page 46 of 46

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.20b

Alternative Method Of Anchor Rotation Using The No.2 AHV Winch

5.

Pay out the second AHV winch wire down the deck to the anchor shank. Attach
the second wire to one side plate of the anchor shank using a shackle located in
one of the holes provided near the upper edges of the oblique side plates of the
shank (ref. fig. 3.1.20b).

6.

With the second wire placed well to one side of the anchor cable, pay out on
both winch drums to lower the anchor back into the water,

7.

When the anchor is just below the stern roller, stop paying out. Slowly haul in
on the second winch drum. The forward portion of the shank now contacts the
roller and turns the anchor until the fluke points away from the AHV.

8.

Heave the anchor over the roller onto the deck using the second winch drum.

9.

During decking by the second winch drum, the first drum can be used to control
the actual decking once the anchor has been rotated, and also to keep the slack
anchor chain clear of the anchor shank.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 47 of 47

3.1.5

Redeploying A Decked BRUCE (FFTS) MK4 Anchor

The following initial conditions are assumed:The anchor, and chaser both lie on the AHV deck. The anchor chain is held fast at
the stern of the AHV in the sharks jaw stopper.
Stage 1

Figure 3.1.21

Orientation

Correct (FFTS) MK4 And Ring Chaser Configuration On The AHV Deck Prior To Release Of The
Jaw Stopper

1.

The AHV winch hauls the chaser forward on the AHV deck so pulling the anchor
up to the chaser until the anchor shank tip firmly engages in the chaser (ref. fig.
3.1.21).

2.

The AHV winch takes up the tension in the anchor chain via the pendant line so
that the chain can be released from its stopper.

Page 48 of 48

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.22

3.

The AHV is brought into the position such that the anchor chain lies directly
down the centre of the deck. The anchor is positioned using tugger winches so
that its shank lies parallel to and alongside the chain (ref. fig. 3.1.22).

Figure 3.1.23

4.

Commencement Of Deployment

Use Of Tugger Winches To Ensure The Correct Anchor Attitude

Again using tugger winches, tip the anchor over onto one side so that the
anchor shank and fluke effectively straddle the chain on the deck (ref. fig.
3.1.23).

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 49 of 49

Stage 2

Figure 3.1.24

6.

Redeployment

Anchor Negotiating The Stern Roller

The weight of anchor chain is used to pull the anchor and chaser along the deck
towards the stern roller against the AHV winch brake, which controls the
movement. The back tension in the pendant line from the AHV winch should be
maintained in excess of 30 tonnes so as to keep the chaser in the desired
attitude (ref. fig. 3.1.24).
Any tendency for the anchor to slew too far sidewards will be prevented by the
anchor fluke engaging on the chain.

7.

As the anchor goes over the stern roller of the vessel, the AHV is turned so that
the anchor chain does not foul the anchor in its suspended position.

8.

The anchor and chaser are lowered away until the chaser pendant line
connection reaches the stern roller of the AHV whereupon the AHV winch is
stopped but taking care to maintain a minimum of 30 tonnes tension in the
pendant line by use of AHV engine thrust.

Page 50 of 50

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.25

9.

Final Deployment Stage 1

The AHV is turned back stern-on towards the rig.


The anchor is now suspended about 45 feet below the AHV (ref. fig. 3.1.25).

This completes the redeployment of an anchor from the AHV deck.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 51 of 51

3.1.6

BRUCE (FFTS) MK4 Anchor Fluke Angle Adjustment Onboard An


Anchor Handling Vessel

Introduction
Fluke angle A is defined as the angle between the central plane of the fluke and a
straight line through the anchor shackle eye and the rear upper edge of the fluke (ref.
fig. 3.1.26).

Figure 3.1.26

Definition Of The Fluke Angle And Location Of The Forward And Rear Pins For Fluke Angle
Adjustment

Page 52 of 52

BRUCE (FFTS) MK4 Anchor Handling Procedure

The fluke angle of the BRUCE (FFTS) MK4 Anchor is set by the position of the shank
relative to the fluke, as is the case for all normal anchors.
The shank of the BRUCE (FFTS) MK4 is connected to the fluke by four plain pins,
two forward ones which are fixed for adjustment purposes and are within the body of
the fluke, and two rear ones which are located in lugs on top of the fluke surface (see
the assembly/disassembly procedure of Section 2.1). Only the rear pins need to be
removed to alter the fluke angle.
Adjustment of the anchors fluke angle is facilitated by a series of holes in the shank
rear lugs, which allow settings of 30, 36 or 50. The 30 setting is typically for a
firm seabed e.g. sands, firm clays, and gravel. The 36 setting is for use in loose
sand seabeds, stratified soils or as a compromise fluke angle capable to providing
reasonable holding capacity in all seabeds. The 50 setting is for a soft seabed e.g.
deep soft mud.
On the deck on an AHV the fluke angle can be altered without the need for any
special tooling, provided tugger winches are available on the vessel.
This procedure does not necessarily need to be followed if the anchor is situated at
the dockside or in a workshop where the facilities may allow alternative methods to
be used.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 53 of 53

Procedure

Figure 3.1.27

1.

Correct Decking Attitude Prior To Fluke Angle Adjustment

The anchor is decked onto the AHV on its back (ref. fig. 3.1.27).
For the procedure for correct recovery of the (FFTS) MK4 onto the deck of the
AHV, see section 3.1.3.

Figure 3.1.28

2.

Attachment Of Tugger Winches For Fluke Angle Adjustment

Tugger winch lines are attached to the anchor fluke as shown (ref. fig. 3.1.28).
A load is then applied to take the weight of the fluke off the rear pins. This will
help in the removal of the rear pins (see the next step).

Page 54 of 54

BRUCE (FFTS) MK4 Anchor Handling Procedure

Figure 3.1.29

3.

Remove each rear pin retaining split pin (1 off each side of the shank) and
knock out the rear pins (from inside the shank outwards) using a hammer and
suitable drift (e.g. a smaller piece of bar) (ref. fig. 3.1.29).

Figure 3.1.30

4.

Removal Of Rear Pins

Co-ordination Of Tugger Winches For Fluke Angle Adjustment

Use the tugger winches to rotate the fluke relative to the shank until the desired
fluke angle pinhole alignment is achieved. Insert the rear pins at the new
position and lock in place with the retaining split pins (ref. fig. 3.1.30).

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 55 of 55

3.2

ANCHOR HANDLING PROCEDURE FOR BRUCE (FFTS) MK4


ANCHORS WITHOUT A BRUCE RING CHASER

3.2.1

Anchor Deployment Without The Crown Pendant Line

In the event of a BRUCE (FFTS) MK4 anchor being deployed from the deck of an
AHV without a crown pendant line as would be the case for the deployment, typically,
of the first anchor in a group, (for example, a group securing a buoy or prelaid
moorings for semi-submersibles) the procedure is as follows:Stage 1

Figure 3.2.1

1.

Deployment

Anchor Deployment Using The Mooring Line

Tugger winches attached to the anchor are passed around blocks and used to
pull the anchor down the deck to the stern roller as the anchor line is paid out
from the main winch of the AHV (ref. fig. 3.2.1).
When the centre of gravity of the anchor is outboard of the stern roller, the
tugger winches are disconnected and the anchor passes over due to its own
weight.
The descent of the anchor is controlled by the AHV winch slowly paying out the
mooring line.

Page 56 of 56

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 2

Figure 3.2.2

2.

Laying On Seabed

Laying The Anchor On The Seabed Using The Mooring Line

The AHV pays out the mooring line to lower the anchor to the seabed. On setdown of the anchor, the AHV pays out more of the mooring line and
simultaneously starts heading slowly in the required line of lay for the anchor
line to avoid fouling the anchor with a bight of the line (ref. fig. 3.2.2).
If the first anchor in a group were initially transported to site whilst held at the
stern roller, then deployment from the AHV would consist of paying out the
mooring line and allowing the anchor to pass into the water under its own
weight.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 57 of 57

3.2.2

Anchor Deployment By The Crown Pendant Line

Figure 3.2.3

Anchor Deployment Using The Crown Pendant Line

The BRUCE (FFTS) MK4 anchor incorporates a pendant line connection lug located
centrally at the rear of the anchor fluke and/or holes in the rear of the shank main
plates for connection of a pendant bridle (ref. fig. 3.2.3).
In the event of a BRUCE (FFTS) MK4 anchor being deployed from the deck of an
AHV using a conventional pendant line attached to the anchor fluke pendant line lug
or shank holes, as would be the case for the deployment of the second subsequent
anchors in a group, (again, as in section 3.2.1, securing a buoy for example) the
procedure is as follows:Stage 1

Deployment From AHV

1.

With the pendant line attached to the AHV winch, the anchor is pulled aft down
the deck by the weight of the suspended anchor line and over the stern roller
against the brake of the winch, which controls the deployment.

2.

The anchor pendant is paid out to lower the anchor to the seabed.

Page 58 of 58

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 2

Figure 3.2.4

Laying On Seabed

Laying The Anchor On The Seabed Using The Crown Pendant Line

3.

The AHV lowers the anchor by paying out the pendant wire while using engine
thrust to keep some tension in the laid out anchor cable. Back tension on the
anchor cable keeps it stretched out and prevents any bights from occurring on
the seabed during anchor set-down. The anchor automatically hangs in the
fluke-down attitude ready for penetrating the seabed soil (ref. fig. 3.2.4).

4.

On the set-down the anchor pendant can be buoyed off at the surface or laid on
the seabed for recovery by a grapple or J chaser.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 59 of 59

3.2.3

Recovery Of An Anchor By The Crown Pendant Line

This procedure covers typically the first up to and including the penultimate anchors
in a group to be recovered.
With the anchor buried firmly in the seabed, the procedure is as follows:Stage 1

Figure 3.2.5

Break Out From The Seabed

Breaking The Anchor Out Of The Seabed Using The Crown Pendant Line

1.

The AHV retrieves the anchor pendant line and connects it to the AHV work
wire (ref. fig. 3.2.5).

2.

With the anchor line slack, the pendant wire is heaved in the break the anchor
backwards out of the seabed.

3.

The pendant line is heaved in further until the anchor is hanging under the stern
roller below the propeller wash zone.

Page 60 of 60

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 2

Figure 3.2.6

4.

Decking Onboard AHV

Anchor Decking Using The Crown Pendant Line

The pendant line is hauled in to bring the anchor up to the stern roller (ref. fig.
3.2.6).
If the anchor is in the correct attitude for decking, as shown with its fluke away
from the AHV propellers, it may be heaved on board.
In this attitude, the anchor will traverse the stern roller in a stable manner and
arrive on deck on its back.

5.

If the anchor is not in the correct attitude for decking, suspend the anchor in the
propeller wash zone and use the propellers to turn the anchor into the correct
attitude for decking with its fluke away from the AHV.

6.

Heave the anchor onboard.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 61 of 61

3.2.4

Recovery Of An Anchor Without The Crown Pendant Line Attached


(Short Scope Method)

This procedure typically concerns the final anchor in a group to be recovered (i.e. the
first to be deployed).
This method may apply to semi-submersible mooring systems.
Again, with the anchor buried firmly in the seabed, the procedure is as follows:
Stage 1

Figure 3.2.7

Break Out From Seabed

Breaking The Anchor Out Of The Seabed Using The Mooring Line

1.

The AHV retrieves the anchor line and steams aft to come over the anchor (ref.
fig. 3.2.7).

2.

Slowly heaving in the anchor line vertically breaks the anchor out of the seabed
as shown.

3.

AHV heaves in the anchor line further until the anchor is hanging below the
stern roller below the propeller wash zone.

Page 62 of 62

BRUCE (FFTS) MK4 Anchor Handling Procedure

Stage 2

Figure 3.2.8

4.

Decking On Board AHV

Anchor Decking Using The Mooring Line

To deck correctly and easily, the anchor must be in the attitude shown, with its
fluke away from the AHV, when it is heaved up into contact with the stern roller
(ref. fig. 3.2.8).
In this attitude the anchor will traverse the stern roller smoothly and come on
deck in a stable manner.
If the anchor is not in the correct attitude, use the propellers when the anchor is
hanging off the stern roller of the AHV in the wash zone to turn the anchor so
that its fluke is away from the AHV propellers. As the anchor is heaved up over
the stern roller, propeller wash may continue to be used to maintain the anchor
in the correct decking attitude.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 63 of 63

Figure 3.2.9

5.

Anchor Attitude Adjustment At The Stern Roller Using Tugger Winches (Anchor Recovery
Transfer Of The Chaser From The Rig To The AHV)

If the anchor should come up to the stern roller in an attitude unsuitable for
decking and engage on the stern roller, tugger winches may be used to facilitate
decking. The procedure is as follows:
a)

Page 64 of 64

When the anchor engages on the stern roller as shown, hold the anchor
on the roller and attach tugger lines as in section 3.1.3.5 and in the inset
diagram of fig. 3.2.9.
BRUCE (FFTS) MK4 Anchor Handling Procedure

b)

The port tugger is taken under the shank to the starboard oblique plate
shackle hole and the starboard tugger is taken over the shank to attach to
the port oblique plate shackle hole.

c)

Lower the anchor back into water and turn it into the correct attitude using
the tuggers.

d)

Haul the anchor in as shown previously.

Alternatively, the method outlined in section 3.1.4 may be employed.


If the anchor in question is the last one to be recovered it may be appropriate to stow
the anchor with its fluke engaged under the stern roller as shown for transportation to
the next location.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 65 of 65

PART 4. DOCUMENT REVISIONS


ISSUE

DATE

SEP 92

IF

OCT 92

PEF

BREAKOUT PROCEDURE UPDATED AND FIG. 3.1.10 ALTERED.


ISSUED FOR GENERAL RELEASE (CONTROLLED COPIES
ONLY).

NOV 92

IF

COMMENTS BY CAPT. ALEC JOHNSON. SECTIONS 3.1.1, 2, 3, 4


& 6 AND 3.2.2 & 4 ALTERED. FLUKE ANGLE OF 36 DEG.
INCLUDED.

OCT 93

PB

FIGURES INTEGRATED INTO TEXT.


BREAKOUT PROCEDURE UPDATED -SECTION 3.1.2.

FEB 92

PEF

REVISION TO SECTION 3.1.2, PARAGRAPHS 4 & 5

JAN 95

JSN

TYPOGRAPHICAL ERRORS CORRECTED.

APR 96

PB

REVISION TO SECTIONS 2.1 & 3.1.2.


THROUGHOUT.

JUL 96

IMJ

TYPOGRAPHICAL ERRORS CORRECTED.

APR 97

PEF

SECTION 3.1.3 STAGE 2 - MAXIMUM NEVER EXCEED LOAD OF


85 TONNES ADDED.

Feb 05

KG

ALL DRAWINGS OF FFTS MK4s UPDATED TO REFLECT


STANDARD ANCHOR. CORRECT FIGURE 3.2.9 INSERTED.

Page 66 of 66

AUTHOR COMMENTS & SIGNATURE


NEW DOCUMENT ISSUED FOR APPROVAL

CHASER RIB ADDED

BRUCE (FFTS) MK4 Anchor Handling Procedure

APPENDICES
A.

Figure A.1

BRUCE Fabricated Orientation Link

BRUCE Orientation Link 1

The BRUCE orientation link is an option available with the (FFTS) MK4 anchor and
has been designed to fit in the main anchor line (ref. fig. A.1).
To avoid shackle damage due to kinking, the BRUCE Anchor short shackle is made
captive in the rear shackle hole of the orientation link by a stud welded in the shackle
slot of the orientation link after the shackle has been threaded through. A special
BRUCE orientation link shackle is located in the front shackle hole of the orientation
link.
When fitted between the anchor and the main anchor line, the device will make the
anchor turn onto its back when negotiating the stern roller of the anchor handling
vessel. This allows easy decking of the anchor.
When racking the anchor against the bolster bar of the rig, the interaction of the
vertical fin on the orientation link with the bolster bar makes the anchor turn on its
side and subsequently roll over to achieve a fluke downwards attitude to engage the
bolster bar correctly.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 67 of 67

B.

Figure B.1

BRUCE Orientation Link Shackle

BRUCE Orientation Link Shackle

The BRUCE Orientation Link Shackle is a special short bodied derivative of the
BRUCE anchor shackle (described in section 1.3) which connects the orientation link
to the anchor chain (ref. fig. B.1).
It has a breaking load exceeding 1,000 tonnes and incorporates the BRUCE shackle
bolt and nut locking system. The bolt head and nut are domed to assist both the
orientation process and passage of the associated BRUCE Ring Chaser.
The BRUCE Orientation Link Shackle is similar in principle to the BRUCE Anchor
Shackle - described in section 1.3, with the assembly and disassembly procedures
given in section 2.1.

Page 68 of 68

BRUCE (FFTS) MK4 Anchor Handling Procedure

C.

BRUCE (FFTS) MK4 Anchor - Forward Pin Insertion & Removal Tool

This procedure should be used in conjunction with the (FFTS) MK4 assembly and
disassembly procedure described in section 2.1.
Inserting The Forward Pin

Figure C.1

Forward Pin Insertion

1.

Position the shank lugs into the fluke clevis slot and line the holes up (ref. fig.
C.1).

2.

Place the pins on the guide rails inside the fluke and enter them into the fluke
clevis lug bore as far as possible by hand.

3.

Place a spacer in the fluke access hole at its outer end.

4.

Fit the tool slotted block onto the pin knob as shown.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 69 of 69

5.

Using a crow bar (pry bar), lever the tool against the spacer by pulling the crow
bar away from the anchor shank so that the pin is forced into the aligned shank
lug and fluke clevis holes.

6.

Continue levering until the tool cannot move any further.

7.

If necessary use further spacer pieces to lever against until the pin is forced all
the way into the hole, so that the pin flange abuts against the outer surface of
the fluke clevis plate. Repeat for the second pin.

Extracting The Forward Pin

Figure C.2

Forward Pin Removal First Stage

1.

Remove the cover/locking plate from the fluke to reveal the pin end (ref. fig.
C.2).

2.

Place the tool slotted block onto the pin knob making sure the slotted block
seats right down onto the pin knob.

3.

Using the crow bar, lever the tool against the fluke clevis plate. Pivoting take
place at the roller on the tool, which bears against the outer face of one clevis
plate.

4.

The pin is drawn out of the fluke by the levering and rolling action of the tool as
the crow bar is moved towards the shank.

Page 70 of 70

BRUCE (FFTS) MK4 Anchor Handling Procedure

5.

Continue levering until the crow bar will not travel any further. The pin should
now have been drawn out about 60mm from the hole.

Figure C.3

Forward Pin Removal Subsequent Stages

6.

Move the crow bar down towards the fluke surface as far as it will travel (ref. fig.
C.3).

7.

Place a suitable spacer between the tool roller and the outer face of the clevis
plate.

8.

Use the crow bar again to lever the tool against the spacer to continue
extracting the pin by moving the crowbar towards the shank.

9.

Continue levering until the pin is removed from hole.

10. Remove the spacer.


11. Remove the tool.
12. Remove the pin by hand. Repeat for the second pin.

BRUCE (FFTS) MK4 Anchor Handling Procedure

Page 71 of 71

ACKNOWLEDGEMENTS
The authors wish to thank Captain Ross Watson of Ross Maritime Ltd and Captain
Alex Johnson for suggestion and information used in the preparation of this manual.
Also, thanks go to Mr Andy Le Gault of Sonat Offshore (UK) Inc. for suggesting the
procedure 3.1.4 using the second work-wire on the AHV.

Page 72 of 72

BRUCE (FFTS) MK4 Anchor Handling Procedure

BOLLARD PULL INSTALLATION AND RECOVERY OF BRUCE DENNLA


DENNLA DEPLOYED OVER
STERN ROLLER AND LOWERED
TO SEABED ON SINGLE
ANCHOR LINE WITH SHORT
WIRE/CHAIN DROGUE
ATTACHED TO REAR OF FLUKE.

DROGUE LINE CONTACTS


SEABED. AHV MOVES TOWARDS
MOORING PATTERN CENTRE.
DENNLA IS ORIENTATED BY
DROGUE INTO CORRECT
EMBEDMENT DIRECTION AND
LAID ON SEABED AS LINE IS PAID
OUT TO REQUIRED SCOPE.

INSTALLATION STEP 1

AHV EMBEDS DENNLA INTO


SEA BED AT CHOSEN LINE
TENSION WITH FINAL UPLIFT
ANGLE OF 25o WITHOUT
PARTING THE MAIN SHEAR PIN.

INSTALLATION STEP 2

AHV HEAVES IN ANCHOR LINE


TO GIVE 45o UPLIFT ANGLE
AND REAPPLIES CHOSEN LINE
TENSION TO PART THE MAIN
SHEAR PIN AND INCREASE
CAPACITY OF DENNLA. AHV
BUOYS OFF ANCHOR LINE
PRIOR TO CONNECTION TO A
MODU.

INSTALLATION STEP 3

AHV PICKS UP ANCHOR


LINE AND MOVES BEYOND
POSITION OF DENNLA IN A
DIRECTION OPPOSITE TO
THE INSTALLATION
DIRECTION.

RECOVERY STEP 1

INSTALLATION STEP 4

AHV SETS SCOPE OF ANCHOR


LINE TO GIVE UP TO 45o UPLIFT
ANGLE AND APPLIES POWER TO
ROTATE AND SLIDE ANCHOR
SHANK TO REAR OF ANCHOR
FLUKE TO FACILITATE
BACKWARDS BREAK OUT
EDGEWISE TO THE FLUKE
FOLLOWED BY RECOVERY ON
DECK.

RECOVERY STEP 2

AHV

AHV
SEA SURFACE

SEA SURFACE

AHV WORKWIRE

LANYARD
SPRING LOADED RELEASE
SAFETY ARMING WEDGE

REACTION ANCHOR
FORERUNNER
19 LINKS OF
2" CHAIN

AHV WORKWIRE
TRIPLATE

SPRING
LOADED
RELEASE

STOPPER PLATE
SHEAR PIN

ACTIVE ANCHOR
FORERUNNER

TRIPLATE
2" CHAIN

SPRING LOADED RELEASE


SHEAR PIN 1

SHEAR PIN 2

ACTIVE ANCHOR

SHEAR PIN
DROGUE
CHAIN

MUDLINE

DROGUE CHAIN

MUDLINE

REACTION ANCHOR FORERUNNER

ACTIVE ANCHOR
ACTIVE ANCHOR FORERUNNER

AHV LOWERS THE STRING OF EQUIPMENT TO THE MUDLINE. THE SWIVEL


PREVENTS ANY TORQUE IN THE JUMPER WIRE FROM WRAPPING THE REACTION
ANCHOR FORERUNNER WIRE AROUND THE JUMPER WIRE. THE LANYARD
OPERATED SAFETY ARMING WEDGE ARMS THE SPRING LOADED RELEASE AS THE
EQUIPMENT STRING CLEARS THE AHV STERN ROLLER.

INSTALLATION STEP 1

DRAGGING FORCE ON THE DROGUE CHAIN ORIENTATES THE ACTIVE ANCHOR AS


THE AHV MOVES AHEAD OR ASTERN AT 0.5 KNOTS WHILE PAYING OUT WORK
WIRE AT 0.5 KNOTS TO STRETCH OUT THE CROSS-TENSIONING SYSTEM ON THE
SEA BOTTOM. THE REACTION ANCHOR HANGS IN A FLUKE-DOWN ATTITUDE
FROM THE TRIPLATE WELL CLEAR OF THE JUMPER WIRE AND READY TO STAB
INTO THE SEA BOTTOM. THE SPRING LOADED RELEASE ACTIVATES WHEN THE
BOTTOM SUPPORTS THE REACTION ANCHOR.

INSTALLATION STEP 2

BRUCE TLA LIMITED


ANCHOR HOUSE, CRONKBOURNE, DOUGLAS,
ISLE OF MAN, IM4 4QE, BRITISH ISLES.
Tel No: +44(0)1624629203
Fax No: +44(0)1624622227
Email: engineering@bruceanchor.co.uk
Website: www.bruceanchor.co.uk

DENNLA MK2
HANDLING INSTRUCTIONS

ISSUE

UPDATED

BY

CHECKED

BY

APPROVED

BY

24 APRIL 2003

IMJ

24 APRIL 2003

PB

24 APRIL 2003

PB

30 MAY 2003

KG

2 JUNE 2003

PB

2 JUNE 2003

PB

(This document is formatted for duplex printing)

CONTENTS
1.
2.
3.
4.

LOADING ONTO AHV DECK........................................................................... 3


PREPARATION FOR DEPLOYMENT.............................................................. 5
RECOVERY ON DECK .................................................................................... 6
REPOSITIONING THE SHANK........................................................................ 7

BRUCE TLA LTD. DENNLA MK2 Handling Instructions

Page 2 of 9

1. LOADING ONTO AHV DECK


1.1 Insert a steel bar (1 inch, 38mm) fully through the light shear pin hole in
the shank clevis and fluke slotted plate of the assembled anchor (see Assembly
Procedure).

Figure 1
1.2 Connect crane sling to shank shackle of anchor, pick up anchor and swing it
over to AHV deck.

Figure 2
Page 3 of 9

BRUCE TLA LTD. DENNLA MK2 Handling Instructions

1.3 Lower anchor onto deck until the stabilizers at the rear of the fluke make
contact with the deck. Tilt anchor over on its back by slewing crane while
lowering further. Continue lowering until anchor comes to rest on deck upsidedown in a 3-point contact position. The contact points are at Point A, on the
shank fin; Point B, at the rear of the fluke slotted plate; Point C, on one of the
stabilizers.

Figure 3

1.4 Disconnect crane and recover the steel bar which may have dropped out on the
deck just before the shank fin makes contact with the deck.
1.5 The anchor is now on deck in the correct upside-down attitude for connection to
the mooring system and deployment at sea.

BRUCE TLA LTD. DENNLA MK2 Handling Instructions

Page 4 of 9

2. PREPARATION FOR DEPLOYMENT


2.1 Using tuggers, move the anchor onto steel apron forward of the towing pins,
and connect the anchor shackle to the forerunner wire socket.
2.2 Connect drogue tail to rear lug of fluke.
2.3 Connect anchor shackle to anchor forerunner wire.
2.4 Instal shear pins through holes in anchor shank clevis. The shear pins
comprise a light shear pin, an installation shear pin, and a shank arrester shear
pin. In very soft bottoms, the light shear pin is not required. In non-layered
bottoms, the shank arrester shear pin is not required.

Figure 4

Figure 5
2.5 The anchor is now ready for deployment.

Page 5 of 9

BRUCE TLA LTD. DENNLA MK2 Handling Instructions

3. RECOVERY ON DECK
3.1 Haul in the anchor forerunner until anchor shackle appears at the AHV roller.
Continue to haul in slowly to allow the anchor to roll over upside-down if the
shank fin is presented to the roller.

Figure 6
3.2 Pull the anchor onto the deck steel apron inboard of the towing pins leaving the
drogue tail chain hanging overboard. Stop the winch. The anchor always
decks backwards upside-down with a first stabilizer in contact with the deck and
a second stabilizer off the deck. The shank will be at the rear of the fluke with
the shank pivot pin at the rear end of the slot in the fluke slotted plate.

Figure 7

BRUCE TLA LTD. DENNLA MK2 Handling Instructions

Page 6 of 9

4. REPOSITIONING THE SHANK


4.1 Using tuggers, rotate the anchor heading through 190o on the steel deck so that
the slack forerunner wire lies at the side of the anchor away from the first
stabilizer in contact with the deck (Figure 8).

Figure 8
4.2 Stopper off the first stabilizer (in contact with the deck) by means of a 12mm
handling chain secured around the stablizer and attached to a stopper wire
running both under the anchor shank and the slack fore-runner wire to a
Page 7 of 9

BRUCE TLA LTD. DENNLA MK2 Handling Instructions

deadman point at the side of the deck opposite the far side of the anchor from
the first stabilizer. This stopper wire should lead athwartship (Figure 8). Ensure
that the stopper wire leads off the outermost edge of the first stabilizer at deck
level so that the stopper wire does not rise off the deck under tension.
4.3 Shackle one end of a second stopper wire to the lowermost of the fluke tips and
secure the other end to the deadman point of the first stopper wire.
4.4 Using a short soft sling, attach one end of a wire sling to the second stabilizer
(off the deck) and shackle the other end to the uppermost of the fluke tips.
4.5 Attach a tugger line by a snatch block to the wire sling and lead it via a suitably
selected pulley point at the side of the deck facing the first stabilizer so that the
tugger line leads athwartship (Figure 8).
4.6 Haul in slowly on the tugger wire to raise the fluke slotted plate about a foot
(300mm) or so off the deck and hold the anchor temporarily in this position.
4.7 Haul in very slowly on the anchor forerunner wire with the winch. The
forerunner wire will first straighten out and then pass sideways under the raised
forward end of the fluke slotted plate. Further hauling will pull on the anchor
shackle. This will move the shank and cause the shank pivot pin to slide down
the machined slot in the fluke slotted plate until it stops at the forward end of
the slot (Figure 9).

Figure 9
BRUCE TLA LTD. DENNLA MK2 Handling Instructions

Page 8 of 9

4.8 Ensure that the shank pivot pin is at the forward end of the slot, then stop
the winch.
4.9 Heave in on the tugger to raise the fluke slotted plate higher off the deck. The
shank will swing under its own weight causing the anchor shackle to slide in an
arc and rise slightly off the deck to clear the stopper wire. Hold the anchor in
this position with the tugger.
4.10 Haul in slowly on the anchor forerunner with the winch to swing the shank fully
into the deployment position with the anchor shackle aligning with the
forerunner (Figure 10). Stop the winch.

Figure 10
4.11 Pay out on the tugger line to lower the anchor back into 3-point contact with the
deck. The tension in the drogue wire from the drogue chain hanging overboard assists this operation.
4.12 Disconnect the stopper wires and the tugger line and remove the handling
chains from the stabilizers.
4.13 Install the shear pins in the shank ready for deployment.
Page 9 of 9

BRUCE TLA LTD. DENNLA MK2 Handling Instructions

vryhof

an
ch
or
per
m
so
an
na
lc
o

al
mr

05

of

20

py

bo

vryhof
anchor manual 2005
Vryhof anchors
ACCREDITED BY
THE DUTCH COUNCIL
FOR CERTIFICATION
Reg. No 24

ISO-9001CERTIFICATED FIRM
DET NORSKE VERITAS INDUSTRY B.V., THE NETHERLANDS

p.o. box 105, 2920 AC krimpen ad yssel, the netherlands


www.vryhof.com

vryhof@vryhof.com

Copyright
Vryhof anchors b.v., krimpen a/d yssel, the netherlands 2005.
No part of this book may be reproduced in any form, by print, copy or in any other way without
written permission of vryhof.
Vryhof, Stevin, Stevpris, Stevshark, Stevtensioner and Stevmanta are registered trade marks.
Vryhof reserves all intellectual and industrial property rights such as any and all of their patent,
trademark, design, manufacturing, reproduction, use and sales rights thereto and to any article
disclosed therein.
All information in this manual is subject to change without prior notice. Vryhof anchors is not
liable and/or responsible in any way for the information provided in this manual.
First edition published 1984. Print run 7,500 copies.
Second edition published 1990. Print run 7,500 copies.
Reprint second edition print run 5,000 copies.
Third edition published 2000. Print run 2,500 copies.
Reprint third edition print run 1,500 copies.
Second reprint third edition print run 1,000 copies.
First print fourth edition print run 1,000 copies.

Introduction

A stone and something that looked like a rope. For millennia this was the
typical anchor. Over the last 25 years of more recent history, vryhof has
brought the art to a more mature status. They have grown into a world
leader in engineering and manufacturing of mooring systems for all kinds
of floating structures. In doing so the company has secured numerous
anchor and ancillary equipment patents, and shared its experience with others.
The company understands that the needs of the industry can not be satisfied
by the supply of standard hard-ware only. Universal and tailored solutions
rooted in proven engineering should be based on long practical experience.
Vryhof has been and will be introducing new and original anchor designs
well into the 21st century. With their products, advice and this manual, it
shares this knowledge with those who are daily faced with complex mooring
situations.
This manual is intended as a means of reference for all who purchase, use,
maintain, repair or are in any way involved with anchors. Though written
from one anchor manufacturers standpoint, the information contained
herein is applicable to many types of anchors. Total objectivity is, of course,
impossible.
It is hoped this manual will contribute to the work and success of all who
work with anchors. They are the only fixed reference point for many of the
floating structures on the worlds often turbulent waters.

General

Mooring systems

Mooring systems have been around just as long as man has felt the need for
anchoring a vessel at sea. These systems were used, and are still used, on
ships and consisted of one or more lines connected to the bow or stern of
the ship. Generally the ships stayed moored for a short duration of time
(days).
When the exploration and production of oil and gas started offshore, a
need for more permanent mooring systems became apparent. Numerous
different mooring systems have been developed over the years, of which a
short selection is presented here.

semi-sub mooring

Semi-submersible drilling rig - generally the semi-submersibles are


moored using an eight point mooring. Two mooring lines come together at
each of the columns of the semi-submersible.
CALM buoy - generally the buoy will be moored using four or more mooring lines at equally spaced angles. The mooring lines generally have a catenary shape. The vessel connects to the buoy with a single line and is free to
weathervane around the buoy.
SALM buoy - these types of buoys have a mooring that consists of a single
mooring line attached to an anchor point on the seabed, underneath the
buoy. The anchor point may be gravity based or piled.
Turret mooring - this type of mooring is generally used on FPSOs and FSOs
in more harsh environments. Multiple mooring lines are used, which come
together at the turntable built into the FPSO or FSO. The FPSO or FSO is able
to rotate around the turret to obtain an optimal orientation relative to the
prevailing weather conditions.

typical turret mooring

Mooring systems

catenary system

Spread mooring - generally used on FPSOs and FSOs in milder environments. The mooring lines are directly connected to the FPSO or FSO at both
the stern and bow of the vessel.
When oil and gas exploration and production was conducted in shallow to
deep water, the most common mooring line configuration was the catenary
mooring line consisting of chain or wire rope. For exploration and production in deep to ultra-deep water, the weight of the mooring line starts to
b e c o m e a limiting factor in the design of the floater. To overcome this problem new solutions were developed consisting of synthetic
ropes in the mooring line (less weight) and/or a taut leg mooring system
(fig. 1-01 and fig. 1-02).

fig. 1-01

taut leg system

fig. 1-02

The major difference between a catenary mooring and a taut leg mooring
is that where the catenary mooring arrives at the seabed horizontally, the
taut leg mooring arrives at the seabed at an angle. This means that in a taut
leg mooring the anchor point has to be capable of resisting both horizontal
and vertical forces, while in a catenary mooring the anchor point is only subjected to horizontal forces. In a catenary mooring, most of the restoring
forces are generated by the weight of the mooring line. In a taut leg
mooring, the restoring forces are generated by the elasticity of the mooring
line.
An advantage of a taut leg mooring over the catenary mooring is that the
footprint of the taut leg mooring is smaller than the footprint of the catenary mooring, i.e. the mooring radius of the taut leg mooring will be smaller than the mooring radius of a catenary mooring for a similar application.

Mooring components

A typical mooring system can be divided in three different components, the


mooring line, the connectors and the anchor point.

Mooring line
Chain
The most common product used for mooring lines is chain which is available
in different diameters and grades. Two different designs of chain are used
frequently, studlink and studless chain. The studlink chain is most commonly used for moorings that have to be reset numerous times during their lifetime, for instance semi-submersibles, while studless link chain is often used
for permanent moorings (FPSOs, buoys, FSOs). A chain mooring line can be
terminated in either a common link or an end link (fig. 1-03).
Wire rope
When compared to chain, wire rope has a lower weight than chain, for the
same breaking load and a higher elasticity. Common wire ropes used in offshore mooring lines are six strand and spiral strand. The wire rope is terminated with a socket (for instance open spelter, closed spelter, CR) for connection to the other components in the mooring system. Generally wire
rope is more prone to damage and corrosion than chain (fig. 1-04).
Synthetic fibre rope
A recent development is the use of synthetic fibre ropes as mooring line.
Typical materials that can be used are polyester and high modulus polyethylene (Dyneema). The major advantage of synthetic fibre ropes is the light
weight of the material and the high elasticity. The synthetic fibre rope is
generally terminated with a special spool and shackle for connection to the
other components in the mooring system.

fig. 1-03

fig. 1-04

Mooring components

Connectors
Shackles
The shackle is a connector that is very common in the offshore industry. It
consists of a bow, which is closed by a pin. Many different types of shackles
are available, depending on the application. The shackle can be used in
both temporary and permanent moorings (fig. 1-05).
Connecting link kenter type
The connecting link kenter type is most commonly used for the connection
of two pieces of chain mooring line, where the terminations of the two
pieces have the same dimensions. The connecting link kenter type has the
same outside length as a chain link of the same diameter. Generally
connecting links kenter type are not used in permanent mooring
systems, as they have a shorter fatigue life than the chain (fig. 1-06).
Connecting link pear shaped
The pear shaped connecting link is similar to the connecting link kenter
type, except that it is used for the connection of two pieces of mooring line
with terminations that have different dimensions. Like the connecting link
kenter type, the pear shaped connecting links are not used in permanent
mooring systems (fig. 1-07).
Connecting link c type
Like the connecting link kenter type, the connecting link c type is used for
the connection of two pieces of mooring line with terminations that have
the same dimensions. The major difference between the kenter type and
the c type is the way that the connector is opened and closed. This connector is generally not used in permanent moorings (fig. 1-08).

fig. 1-05

fig. 1-06

fig. 1-07

fig. 1-08

Mooring components

Swivels
A swivel is used in a mooring system, generally of a temporary type, to
relieve the twist and torque that builds up in the mooring line. The swivel is
often placed a few links from the anchor point, although it can also be
placed between a section of chain and a section of wire rope. There are
many different types of swivels available, although a disadvantage of most
common swivels is that they may not function while under load, which is
caused by high friction inside the turning mechanism. A new development is
swivels that are capable of swivelling under load, due to special bearing surfaces inside the mechanism (fig. 1-09).

fig. 1-09

Anchoring point
Dead weight
The dead weight is probably the oldest anchor in existence. The holding
capacity is generated by the weight of the material used and partly by the
friction between the dead weight and the seabed. Common materials in use
today for dead weights are steel and concrete (fig. 1-10).

fig. 1-10

Mooring components

10

Drag embedment anchor


This is the most popular type of anchoring point available today. The drag
embedment anchor has been designed to penetrate into the seabed, either
partly of fully. The holding capacity of the drag embedment anchor is generated by the resistance of the soil in front of the anchor. The drag embedment anchor is very well suited for resisting large horizontal loads, but not
for large vertical loads although there are some drag embedment anchors
available on the market today that can resist significant vertical loads
(fig. 1-11).

fig. 1-11

Pile
The pile is a hollow steel pipe that is installed into the seabed by means of a
piling hammer or vibrator. The holding capacity of the pile is generated by
the friction of the soil along the pile and lateral soil resist-ance. Generally
the pile has to be installed at great depth below seabed to obtain the
required holding capacity. The pile is capable of resisting both horizontal
and vertical loads (fig. 1-12).

fig. 1-12

Mooring components

11

Suction anchor
Like the pile, the suction anchor is a hollow steel pipe, although the diameter of the pipe is much larger than that of the pile. The suction anchor is
forced into the seabed by means of a pump connected to the top of the
pipe, creating a pressure difference. When pressure inside the pipe is lower
than outside, the pipe is sucked into the seabed. After installation the pump
is removed. The holding capacity of the suction anchor is generated by the
friction of the soil along the suction anchor and lateral soil resistance. The
suction anchor is capable of withstanding both horizontal and vertical loads
(fig. 1-13).

fig. 1-13

Vertical load anchor


A new development is the vertical load anchor (VLA). The vertical load
anchor is installed like a conventional drag embedment anchor, but penetrates much deeper. When the anchor mode is changed from the installation mode to the vertical (normal) loading mode, the anchor can withstand
both horizontal and vertical loads (fig. 1-14).

fig. 1-14

History of embedment anchors

12

History of drag embedment anchors


History traces the use of anchors to China as far back as 2,000 BC, though it is quite probable that they
were used prior to this. At that time the general tendency was to use large stones, baskets of stones,
bags of sand or even logs of wood loaded with lead which were then fastened to lines. It was this
weight as well as a certain degree of friction on the bottom which secured a vessel in position.
With the introduction of iron into anchor construction, teeth or flukes were built on the anchor,
allowing penetration into the seabed, thus offering additional stability. Yet these primitive
anchors were of poor construction and often broke under pressure. Curved arms were introduced in 1813, and from 1852, the so-called Admiralty Anchor was used for ships of the Royal
Navy. Another refinement in the 19th century was the elimination of the stock, the crosspiece at
the top of an anchor which ensured that the positioning of the anchor would allow the flukes to
penetrate the soil. A stockless anchor was invented in 1821 and became popular, primarily as a
result of the ease of handling and stowing, qualities still valued today.
A large number of anchor types has been designed and commercialised over the years. Some
have prospered, others not. The most recent designs are the results of vast experience and extensive testing, and are far more efficient than their historical predecessors. A short overview of the
anchors in use today, is presented on the following pages.

anchor shackle
shank
fluke
stabilisers

Characteristics of anchor types

13

Based upon certain charateristics such as fluke area, shank, stabilisers, it is


possible to classify the various anchor types. To allow a rough comparison of
anchor type efficiency, an indication (*) is provided for a 10 t anchor as (HOLDING
CAPACITY = WEIGHT * EFFICIENCY).

Class A

Stevpris

Class A efficiency range *33 to 55


slender anchors with ultra-penetration.
Stevshark

FFTS

Characteristics of anchor types

14

Class B efficiency range *17 to 25


anchors with elbowed shank, allowing for improved penetration.
Class B

Bruce SS

Bruce TS

Hook

Characteristics of anchor types

15

Class C efficiency range *14 to 26


anchors with open crown hinge near the centre of gravity and relatively
short shank and stabilisers or built-in stabilisers.

Class C

Stevin

Stevfix

Stevmud

Flipper Delta

Characteristics of anchor types

16

Class D efficiency range *8 to 15


anchors with hinge and stabilisers at the rear and relatively long shanks and
stabilisers.

Class D

Danforth

LWT

Moorfast - Stato - Offdrill

Boss

Characteristics of anchor types

17

Class E efficiency range *8 to 11


anchors with very short, thick stabilisers; hinge at the rear and a relatively
short, more or less square-shaped shank.

Class E

AC14

Stokes

Snugstow

Weldhold

Characteristics of anchor types

18

Class F efficiency range *4 to 6


anchors with square shank, no stock stabilisers. The stabilising resistance is
built-in the crown.

Class F

US Navy Stockless

Beyers

Union

Spek

Characteristics of anchor types

19

Class G efficiency range *<6


anchors with small fluke area and stabilisers at the front of the shank.
Class G

Single Fluke Stock

Stock

Dredger

Mooring Anchor

History of vryhof anchor designs

20

Stevin

A brief chronological summary of the types of anchors vryhof has designed


for use in the offshore and dredging industries:

1972 - The Stevin anchor: The original design. The wing was not yet
enlarged. The anchor had a square shank. It is no longer manufactured.

Hook

1974 - The Hook anchor: originally designed for permanent moorings.


This design was surpassed in 1980 by the Stevpris design and is no
longer manufactured.

1977 - The Stevin Mk3 anchor: is the improved version of the original
Stevin anchor. It was equipped with an enlarged crown and fluke
area and a streamlined shank for more efficient penetration. This
anchor is still manufactured and in use in offshore and dredging
activities. It has all classification societies approvals.

Stevin Mk3

History of vryhof anchor designs

21

Stevfix

1978 - The Stevfix anchor: this anchor was designed with special fluke
points for harder soils and a larger fluke area than the Stevin, but
has been surpassed by the Stevpris anchor. It is no longer manufactured.

1979 - The Stevmud anchor: the Stevmud is essentially the Stevin anchor

Stevmud

with a considerably enlarged fluke area. This anchor type was also
surpassed by the Stevpris anchor and is no longer manufactured.

1980 - The

introduction of the Stevpris and Stevshark anchors. The


Stevpris anchor is a deep penetrating anchor with a plough
shaped shank, surpassing the performance of all earlier designs in
the vryhof range, and incorporating the latest experience, research
and knowledge of the anchor designer. The Stevshark anchor is a
specially reinforced Stevpris anchor, equipped with a serrated
shank and cutter-teeth for better penetration in hard soils, such as
coral types or sandstone. The fluke points are specially reinforced
to withstand high point loads.

Stevpris

History of vryhof anchor designs

22

Stevshark Mk5

1990 - The Stevpris

Mk5 and Stevshark Mk5 were introduced. The


improved versions of the original Stevpris and Stevshark anchors.
Improvements have concentrated on two features: higher holding
capacity and easier handling.

Stevmanta

1996 - Introduction of the Stevmanta VLA (Vertical Load Anchor). Based


on industry demand for an anchor that could withstand vertical
loads, the Stevmanta VLA was developed. The Stevmanta VLA is a
new design in which a traditionally rigid shank has been replaced
by a system of wires connected to a plate. The anchor is designed to
accept vertical (or normal) loads and is installed as a
conventional drag embedment anchor with a horizontal load to
the mudline to obtain the deepest penetration possible. By changing the point of pulling at the anchor, vertical (or normal) loading
of the fluke is obtained thus mobilising the maximum possible soil
resistance. As a VLA is deeply embedded and always loaded in a
direction normal to the fluke, the load can be applied in any
direction. Consequently the anchor is ideal for taut-leg mooring
systems.

Theory

Introduction

24

Theory
Anchor design used to be based on practical experience of the anchor manufacturer only. Nowadays, science has become a major factor in the design
process, complementing the experience of the anchor manufacturer. Based
on test results, both in the laboratory and in the field, a much better understanding of anchor behaviour has been achieved.
The performance of an anchor is influenced by many different parameters,
of which the following are only a few: fluke area and design, shank design,
soil conditions, load conditions, type of mooring line.
This chapter presents a short overview of how these parameters influence
the performance of the anchor. It is by no means complete, but it will give a
better understanding of how an optimal anchor design can be achieved. In
the last part of this chapter, a few relevant test results are presented.

Anchor holding capacity

25

Criteria for anchor holding capacity


The holding capacity of an anchor is governed by the following parameters:
The fluke area, which is limited by the strength of the anchor design.
The penetration of the anchor. The penetration of the anchor is governed
by the soil type (deep penetration in very soft clay and shallow penetration in sand), the anchor type (design), the type of mooring line that is
used (chain or wire rope) and the applied load.
An increase in fluke area or an increase in the penetration depth of the
anchor results in a higher holding capacity.

fig. 2-01

In the following paragraphs, the influences on the anchor penetration are


further clarified.
fig. 2-02

Streamlining of the anchor


A streamlined anchor is very important for optimal penetration in the soil.
As can be seen in fig. 2-01 and fig. 2-02, an anchor which has protruding
parts will encounter much more soil resistance and consequently will not
penetrate as deep as a more streamlined anchor with the same fluke area.
Shank shape
A square shank, which is common for most older type single shank anchors,
will cause penetration resist-ance due to the fact that the soil can not pass
easily past the shank. A clod of soil will form underneath the shank, effectively increasing the resistance of the soil (fig. 2-03). Bevelling the shank
allows deeper penetration.When the single shank is replaced by a twin
shank construction (for instance Stevpris, FFTS), usually two thin parallel
steel plates, the soil can more easily pass through and past the shank, and
consequently the twin shank anchor can penetrate deeper (fig. 2-04).

fig. 2-03

fig. 2-04

Anchor holding capacity

26

Mooring line
An anchor connected to a wire rope mooring line will penetrate deeper
than the same anchor connected to a chain mooring line (fig. 2-05 and fig.
2-06). This is caused by the higher lateral resistance (penetration resistance)
along the chain mooring line. This effect is noticeable in all soil conditions,
but especially in very soft clay where very deep penetration can be
obtained. The holding capacity of a chain mooring line, due to friction in
and on the seabed, is larger than the holding capacity of a wire rope mooring line.
When an anchor reaches its ultimate holding capacity, i.e. it will not resist
any higher loads, at shallow penetration a wedge shaped piece of soil (in
front and above the anchor) will fail. The holding capacity of the anchor can
then be described as a combination of the following parameters (fig. 2-07
and fig. 2-08):
The weight of the anchor (A).
The weight of the soil in the failure wedge (B).
The friction of the soil in the failure wedge along fracture lines (C).
Friction between fluke surface and soil (fluke area) (D).
The bearing capacity of shank and mooring line (E).
The friction of the mooring line in and on the soil (E).

fig. 2-05

fig. 2-06

B
E
D
A
fig. 2-07

fig. 2-08

Criteria for good anchor design

27

Anchor parameters can be scaled from geometrically proportional anchors


using the scale rules in table A.
There are several attributes of an anchor which are crucial in assuring its
effective performance:

The anchor must offer a high holding capacity; a result of the fluke area
and shank design in combination with penetration and soil type.
The design of the anchor should be such that the anchor is capable of
being used successfully in practically all soil conditions encountered over
the world, ranging from very soft clay to sand, corals and calcarenites.
The fluke/shank angle of the anchor should be easily adjustable, allowing
the anchor to be quickly deployed in different soil conditions.
The design must be so conceived and produced that the high loads common in practice can be resisted and that the anchor can be easily handled,
installed, retrieved and stored.
The penetration of an anchor depends upon its shape and design.
Obstructing parts on the anchor should be avoided as much as possible.
The stability of an anchor encourages its penetration and, consequently,
its holding capacity. Efficient stabilisers are an integral part of a good
anchor design.
The shank must permit passage of the soil.
The surface area of an anchor fluke is limited by the required structural
strength of the anchor.
The anchor design must have optimal mechanical strength to fulfil
requirements and stipulations of the classification societies.
The anchor should be designed to ensure an optimum between structural strength of the anchor and holding capacity.
The anchor should be streamlined for low penetration resistance.

Scale influence
Model Reality Related
to Weight
Length
Fluke area
Weight
Penetration

L
A
W
P

n
n2
n3
n

W 1/3
W 2/3
W
W 1/3

Moment
Moment of inertia
Section Modulus

M
I
S

n4
n4
n3

W 4/3
W 4/3
W

Bending stress
Shear strength

M/S
F/A

n4/n3=n W 1/3
n3/n2=n W 1/3

table A

Aspects of soil in anchor design

28

Aspects of soil mechanics in anchor design


Until the nineteen seventies anchor design was largely an empirical process.
There was not much science involved, more use of experience. It is not easy,
for instance, to calculate the Ultimate Holding Capacity (UHC) of an anchor
from the commonly known soil mechanics formulas. The main problem is
the prediction of the volume of soil mobilised by the anchor. To a large
degree, it is this volume which determines the UHC. Detailed understanding
of soil characteristics and behaviour is essential in the anchor design
process and of increasing benefit in handling at sea. It is this understanding
which is the hallmark of a competent anchor designer and builder.
For anchor design and installation, the availability of good soil data is of
utmost importance as the soil is of great influence on anchor behaviour. The
following are influenced by the soil conditions encountered:
Anchor type - some anchors are more suited for soft soil conditions (soft
clay), while others are more suited for hard soils (sand and hard clays),
although there are a number of anchor types on the market that are suited
for most soil conditions encountered.
Holding capacity - in hard soil like sand and hard clay, the maximum
attainable ultimate holding capacity with a certain anchor type and size is
higher than the attainable ultimate holding capacity in very soft clay.
Penetration and drag - in very soft clay the anchor will penetrate deeper
than in harder soil like sand. As a consequence, the drag length of the
anchor will also be longer in very soft clay than in hard soil.
Retrieval forces - when an anchor is installed in very soft clay, the required
retrieval forces will be higher than in hard soil like sand. For example, in
very soft clay the required retrieval force of an anchor can be equal to 80%90% of the installation load while in hard soil (sand) the retrieval force
might only be 20%-30% of the installation load.

Soil classification

29

Soil strength is generally expressed in terms of the shear strength parameters of the soil. The soil type is classified mainly by grain size distribution.
Grain size
< - 2 m
2 - 6 m
6 - 20 m
20 - 60 m
60 - 200 m
200 - 600 m
0.6 - 2 mm
2 - 6 mm
6 - 20 mm
20 - 60 mm
60 - 200 mm
> - 200 mm

Soil description
Clay
Fine Silt
Medium Silt
Coarse Silt
Fine Sand
Medium Sand
Coarse Sand
Fine Gravel
Medium Gravel
Coarse Gravel
Cobbles
Boulders

IIn general, the soil types encountered in anchor design are sand and clay
(Grain diameter from 0.1 m to 2 mm). However, mooring locations consisting of soils with grain sizes above 2 mm, such as gravel, cobbles, boulders,
rock and such, also occur. Clay type soils are generally characterised by the
undrained shear strength, the submerged unit weight, the water content
and the plasticity parameters. The consistency of clays is related to the
undrained shear strength. However, American (ASTM) and British (BS) standards do not use identical values (table B).
The undrained shear strength values Su can be derived in the laboratory
from unconfined unconsolidated tests (UU).

Undrained Shear Strength (kPa)


Consistency
of Clay
Very soft
Soft
Firm
Stiff
Very stiff
Hard
Very hard
table B

ASTM
D-2488

BS
CP-2004

0 - 13
13 - 25
25 - 50
50 - 100
100 - 200
200 - 400
> 400

0 - 20
20 - 40
40 - 75
75 - 150
150 - 300
300 - 600
> 600

Soil classification

30

On site the values can be estimated from the results of the Standard
Penetration Test (SPT) or Cone Penetrometer Test (CPT). An approximate
relation between shear strength and the test values are shown in table C.
The mechanical resistance of sandy soils is predominantly characterised by
the submerged unit weight and the angle of internal friction, . These
parameters are established in the laboratory. An approxim-ate correlation
between the angle and the relative density of fine to medium sand is given
in table D. The undrained shear strength of clayey soil can also be estimated
based on manual tests.

In soft clay the thumb will easily penetrate several inches, indicating an
undrained shear strength smaller than 25 kPa.
In firm (medium) clay the thumb will penetrate several inches with moderate effort, indicating an undrained shear strength between 25 kPa and
50 kPa.
Stiff clay will be easily indented with the thumb but penetration will
require great effort, indicating an undrained shear strength between 50
kPa and 100 kPa.
Very stiff clay is easily indented with the thumbnail, indicating an
undrained shear strength between 100 kPa and 200 kPa.
Hard clay is indented with difficulty with the thumbnail, indicating an
undrained shear strength larger than 200 kPa.

Su
kPa

UU
kPa

SPT
N

CPT
MPa

0 - 13
13 - 25
25 - 50
50 - 100
100 - 200
> 200

0 - 25
25 - 50
50 - 100
100 - 200
200 - 400
> 400

0- 2
2- 4
4- 8
6 - 15
15 - 30
>-30

0.0 - 0.2
0.2 - 0.4
0.4 - 0.7
0.7 - 1.5
1.5 - 3.0
>3.0

table C

Descriptive
term

A classification system for soil based on the carbonate content and grain
size of the soil (Clark and Walker), is shown on the laste page of this chapter.

Angle

SPT
N

Very loose
< 0.15
< 30 0- 4
Loose
0.15 - 0.35 30 - 32 4 - 10
Medium dense 0.35 - 0.65 32 - 35 10 - 30
Dense
0.65 - 0.85 35 - 38 30 - 50
Very dense
> 0.85
> 38
> 50

CPT
MPa
0- 5
5 - 10
10 - 15
15 - 20
> 20

table D

Descriptive term

Very weak
Weak
Moderately weak
Moderately strong
Strong
Very strong
Extremely strong
table E

The rock strength can generally be described by its compressive strength


(table E).

Relative
Density

Compressive
strength qu [MPa]

1.25
5
12.5
50
100

< 1.25

5
12.5
50
100
200
> 200

Fluke/shank angle

31

The penetration of an anchor into a certain soil type is greatly influenced by


the selected fluke/shank angle. For hinging anchor types (Stevin, Danforth
etc.) the fluke/shank angle is the angle between the anchor shackle, the
hinge and the fluke tip. The method for measuring the fluke/shank angle
for fixed shank anchors (Stevpris, FFTS, etc.) is not well defined. Often it is
the angle between the anchor shackle, the rear of the fluke and the fluke
tip, but not all anchor manufacturers use the same definition.

fig. 2-09

The recommended fluke/shank angles for different soil conditions are presented in table F.
Some modern anchors, like the Stevpris Mk5, have an additional intermediate fluke/shank angle of 41o, which can be used in intermediate or more
complex soil conditions. For instance at a location where the anchor has to
pass through a layer of soft clay before penetrating into a layer of sand.
If an anchor is used with an incorrect fluke/shank angle, it will negatively
influence performance. This is the case for all anchor types.
In hard soil, an anchor with a fluke/shank angle of 320 will give the highest
holding power. If an anchor is used with the fluke/shank angle set at 500, the
anchor will fail to penetrate into the seabed and will begin to trip, fall aside
and slide along the seabed (Fig. 2-9 and 2-10).

fig. 2-10

Soil type

Very soft clay


Medium clay
Hard clay and sand
table F

Approximate
fluke/shank angle
50
32
32

Fluke/shank angle

32

If an anchor is used in very soft clay (mud) with the fluke/shank


angle set at 32o, the anchor will penetrate into the seabed, however the
penetration will be less than when a fluke/shank angle of 50o is used.
Consequently the holding capacity will be lower when the fluke/shank
angle is set at 32o, and the drag length longer (Fig. 2-11).
sand angle
mud angle
fig. 2-11

Fluke area

33

Because the fluke area of an anchor is of great influence on the holding


capacity, it can be useful to compare the fluke area of different anchor
types that are available on the market today. In general, it can be stated
that two anchors of the same weight but of different type (for instance a
Stevin anchor and a Stevpris Mk5 anchor), do not necessarily have the same
fluke area. Consequently, two anchors of the same weight but different
type, will have different holding capacities.
Some examples:

fig. 2-12

Fig. 2-12 shows a Stevpris Mk5 anchor and a Moorfast anchor, both of identical weight. It demonstrates that in spite of being the same weight, the
fluke areas differ substantially. The ultimate holding capacity of the Stevpris
Mk5 anchor is 4 to 8.5 times higher than that of the same weight Moorfast
anchor.
Fig. 2-13 illustrates the difference in fluke area of the Stevpris Mk5 anchor
in comparison with the Bruce FFTS Mk4 anchor, both of which have identical weight.
fig. 2-13

Strength of an anchor design

34

Anchors should be designed to withstand the loads applied on them in the


different loading situations. Typical loading situations and areas of special
attention for anchors are:
During the proof loading of the anchors in the factory, after construction
has been completed. On basis of the proof load results, the classification
societies issue the approval certificate.
While embedded in the seabed
Depending on the soil conditions, different loading situations can occur
on the anchor. In sands and clays, the load tends to be spread equally over
the anchor, which generally presents no problems. Retrieval is also very
simple, without excessive loads placed on the anchor.
In very hard soils, the anchor has to be able to withstand the load with
only one or two of the fluke tips buried in the soil, as penetration in very
hard soil conditions is generally shallow.
In very soft clays (mud) penetration of the anchor is uncomplicated.
However, recovery of the anchor can cause high loads, sometimes exceeding the load that was used to install the anchor.
Sidewards forces on the top of (shallow) buried anchors can be so
extreme that no anchor is capable of resisting them.
During anchor handling
Care should be taken during the handling of the anchors, as the loads
exerted by the winches, vessels and chain can sometimes exceed the structural strength of the anchor and cause damage. Anchor designers
attempt to design the anchors for these high loads, however this is not
always possible due to variations in the magnitude of the loads during
handling operations.

Strength of an anchor design

35

Large forces can be exerted on the anchor when high winch power is
used, the anchor is caught on the anchor rack or caught behind the stern
roller of the AHV.
The use of an improper anchor/chaser combination. When a chaser is used
that is either too small or too large, the chaser could jam on the shank of
the anchor and cause damage.
The strength of the Stevpris anchor is now more closely examined in the
light of the remarks made before.
Strength of the shank
The prismatic shape of the Stevpris anchor not only ensures optimal penetration of the soil but also guarantees maximum strength. Although the
Stevpris design also has limitations, it is one of the better designs to withstand sideward forces on the shank, a frequent occurrence in practice.
When using an anchor in very soft clay (mud), the bending moment on the
shank is low during the installation and when the anchor is in the soil.
However, during the breaking out of the anchor, high bending moments
could be introduced in the shank due to the high retrieval forces required
in very soft clay. In extremely sticky soils, the breaking out force of the
anchor can rise to 80% or 90% of applied anchor load; in certain instances,
it can even exceed 100%. To reduce these forces the breaking out procedure is undertaken at low speed to allow time for the anchor to break out.

Strength of an anchor design

36

Strength of the fluke


The strength of the fluke and especially the fluke points of an anchor are
very important when working in extremely hard soils such as coral, limestone and other rock types. It is possible in such instances that the total
holding capacity of the anchor will have to be sustained by the fluke points
alone. This means the structure must be strong enough to withstand
extreme bending forces. Loading in normal soil conditions is not a problem
due to the fact that the load is equally spread over the fluke.
In fig. 2-14, the different force points are shown for varying soil conditions.
The location on the fluke where the proofload is applied, is also indicated.
Strength in extremely hard soils
In very hard soils such as calcarenite, coral and limestone, an anchor will not
penetrate very deeply. Consequently the load applied to the anchor has to
be held by the fluke tips of the anchor and a small portion of the fluke. This
means that extremely high loads will be applied to the fluke tips, compared
to normal soil conditions such as sand and clay.
For use in very hard soil conditions, vryhof has designed the Stevshark
anchor, a modified version of the Stevpris anchor. To create the Stevshark,
the Stevpris anchor has been strengthened, consequently a Stevshark
anchor having the same outside dimensions and holding capacity as a
Stevpris anchor will be heavier.
Strength calculations of the Stevshark design have been made to guarantee
sufficient strength in the fluke points. The Stevshark anchor is designed to
withstand the application of the main part of the load on just its fluke tips.

clay sand

fig. 2-14

proofload
rock

Strength of an anchor design

37

To promote penetration, the Stevshark anchor has a serrated shank and can
be provided with cutter points on the fluke tips. Ballast weight can also be
added inside the hollow flukes of the anchor, up to 35% of the anchor
weight. This is important when working in very hard soil, where the anchor
weight pressing on the fluke tips promotes penetration, i.e. increased bearing pressure.

Anchor loads and safety factors

38

4000

3895
Total dynamic

Load in kN

3000

The loads in a mooring system are caused by the wind, waves and current
acting on the floater. Depending on the location of the floater in the world,
different metocean conditions will prevail. In the table below, some
extreme metocean conditions are presented for different areas.

2000

1000

fig. 2-15

The loads induced in the mooring system can be divided into quasi-static
loads and total dynamic loads. The quasi static load is the load due to the
swell, wind, current and the frequency of the system. For quasi-static loads,
the systems tend to move at a low frequency, generally with a period of 140
to 200 seconds.
On top of this quasi-static load there are the individ-ual wave forces causing
a high frequency motion. The high frequency motion causes dynamic shock
loads with a period of 10 to 14 seconds due to the rolling of the vessel and
the movements of the anchor lines through the water. The quasi-static load
plus the individual wave forces is called the total dynamic load. Generally
the quasi-static loads will be equal to 50% to 90% of the total dynamic load.
See Fig. 2-15 for an example of the difference between the quasi-static load
and the total dynamic load.
Location

Waveheight
m

Wave period
s

Windspeed
m/s

Current
m/s

Campos Basin
Gulf of Mexico
Northern North Sea

8 10
11
15 - 16

12 - 15
14
15 - 17

25
44 - 48
38 - 39

1
1
0.9 1.2

Porcupine Basin
Vorine Basin
West of Africa
West of Shetlands

16
14
4
15

16
16
10
16

39 - 41
37 - 39
20
39 - 41

1.0 1.5
1.0 1.5
0.3 0.6
1.0 3.0

18
15
6
17

20
17
16
19

Quasi static
2342

8300

8400

8500

8600

8700

Time in seconds

8800

9800

Anchor loads and safety factors

39

The quasi-static and total dynamic loads are generally calculated for the
intact and damaged load condition. The intact load condition is the condition in which all the mooring lines are intact. The damaged load condition
is the condition in which one of the mooring lines has broken.
From the quasi-static load and the total dynamic load, the required holding
capacity of the anchor can be calculated. This is called the ultimate holding
capacity (UHC) for drag embedment anchors and the ultimate pull-out
capacity (UPC) for VLAs. The required holding capacity is calculated by
applying the factors of safety specified by the classification societies.

Permanent
mooring
Intact load condition
Damaged condition

For VLAs, the recently used factors of safety suggested by ABS, are presented in table I.
The factors of safety for VLAs are higher than the factors of safety required
for drag embedment anchors, due to the difference in failure mechanisms.
When a drag embedment anchor reaches its ultimate holding capacity, it
will continuously drag through the soil without generating additional holding capacity, i.e. the load will stay equal to the UHC. When a VLA exceeds its
ultimate pullout capacity, it will slowly be pulled out of the soil.
In table J the safety factors according to API RP 2SK for the mooring line are
presented for comparison purposes.

1.8
1.2

1.5
1.0

table G

Temporary
mooring

Quasi-static Total dynamic


load
load

Intact load condition


1.0
Damaged condition Not required

0.8
Not required

table H

VLA

In the tables G and H, the factors of safety are presented for the different
load conditions for drag embedment anchors (for instance the Stevpris Mk5
anchor), according to API RP 2SK. The factors of safety used by the major
classification societies are generally similar to those given in API RP 2SK (2nd
edition, 1996).

Quasi-static Total dynamic


load
load

Total dynamic
load

Intact load condition


Damaged condition

2.0
1.5

table I

Mooring line
safety factors

Quasi-static
load

Intact load condition


2.00
Damaged load condition 1.43
Transient load condition 1.18
table J

Dynamic
load
1.67
1.25
1.05

Anchor behaviour in the soil

40

Drag embedment anchors


Drag embedment anchors are generally installed by applying a load equal to
the maximum intact load. For permanent mooring systems the installation
load should be held for the period specified by the classification societies
(see table K). The anchor will then have penetrated to a certain depth, but
will still be capable of further penetration because the ultimate holding
capacity has not been reached. The anchor will also have travelled a certain
horizontal distance, called the drag length. After installation the anchor is
capable of resisting loads equal to the installation load without further penetration and drag. When the installation load is exceeded, the anchor will
continue to penetrate and drag until the soil is capable of providing sufficient resistance or the ultimate holding capacity has been reached. However,
there are certain effects which allow the anchor to withstand forces larger
than the installation load without further penetration and drag. These are:
The set-up and consolidation effect
Set-up and consolidation mainly occur in clayey soils. The penetrating
anchor disturbs the soil and the soil temporarily loses strength. With time,
the disturbed clay reconsolidates to its initial shear strength, this takes from
a few hours up to 1 month, depending on the soil type. Because not all the
soil around the anchor is disturbed, the set-up effect factor is less than the
sensitivity index indicates. The disturbance mainly reduces the soil resistance parallel to the fluke. On reloading, the parallel soil resistance gains
strength, it takes a larger load to move the anchor again. Equilibrium dictates that also the normal load, i.e. the bearing soil resistance to the fluke,
increases; consequently the load at the shackle increases also with the setup factor. Observations on anchors for drilling rigs and theoretical considerations for a 3 to 4 week consolidation time demonstrate a typical set-up
effect factor =1.5.

Classification
society

Required duration of
maintaining tension

Lloyds Register of Shipping


American Bureau of Shipping
Det Norske Veritas (NMD)
table K

20 minutes
30 minutes
15 minutes

41

The rate effect


An increased rate of loading increases the soil resistance, consequently the
anchor holding capacity increases. This must be taken into account with
respect to total dynamic loads. For anchor behaviour the rate effect factor
indicates how much higher the dynamic high frequency load may be without causing extra movement of the anchor once installed at the installation
load. The rate of loading influences pore pressure variations, viscous intergranular forces and inertia forces. Typical rate effect factors are 1.1 to 1.3
for total dynamic loads, see Fig. 2-16 where the rate effect is presented for
two different soil conditions (Su = 10 kPa and Su = 50 kPa).
Using the rate effect and set-up factors, the behaviour of the anchor after
installation can be predicted more accurately.
Vertical Load Anchors
A VLA is installed just like a conventional drag embedment anchor. During
installation (pull-in mode) the load arrives at an angle of approximately 45
to 500 to the fluke. After triggering the anchor to the normal load position,
the load always arrives perpendicular to the fluke. This change in load direction generates 2.5 to 3 times more holding capacity in relation to the installation load. This means that once the required UPC of the VLA is known, the
required installation load for the VLA is also known, being 33% to 40% of
the required UPC.
As a VLA is deeply embedded and always loaded in a direction normal to
the fluke, the load can be applied in any direction. Consequently the anchor
is ideal for taut-leg mooring systems, where generally the angle between
mooring line and seabed varies from 25 to 450.

Rate effect factor

Anchor behaviour in the soil

0
1.2
1.1
1
0.9
0.8
0

200

400

600

800

1000

Time factor St
fig. 2-16

Su=10 kPa

Su=50 kPa

Proof loads anchors

42

Proof loads for high holding power anchors


The proof load according to Classification Societies rules is applied at 1/3rd
of the fluke length and is carried out immediately on fabrication of the
anchor. It is obtained by placing the anchor in a test yoke in which a
hydraulic cylinder applies the test loads, controlled by a calibrated
manometer
(fig. 2-17). The vryhof anchor types have been approved by the following
Classification Societies:
fig. 2-17

The American Bureau of Shipping


Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyds Register of Shipping
Registro Italiano Navale
USSR Register of Shipping
Nippon Kaiji Kyokai
Norwegian Maritime Directorate

Anchor
weight
1
5
7
10
15
20
table J

In the early days there were no specific regulations regarding the holding
power and strength of mooring anchors. The rules which did exist were
often followed regardless of the type of vessel.
Some anchors were approved as high holding power anchors. This socalled HHP approval was obtained after carrying out field tests in various
types of soil in which it had to be shown that an anchor provided a holding
power of at least twice that of a standard stockless anchor. If an HHP anchor
was requested by the owner, the anchor has proof tested in strict accordance with the rules, nothing more. See table J for some examples of HHP
anchor proof loads. A more detailed overview of HHP anchor proof loads is

t
t
t
t
t
t

Proof Load
factor
26
79
99
119
155
187

t
t
t
t
t
t

Anchor
weight
26
15
14
12
10
9

x
x
x
x
x
x

Proof loads anchors

43

Proofload HHP anchors, UHC=250 t.


29 t Danforth

given in the product data section.


The use of the specified proof loads for HHP anchors can lead to situations
where different types of anchors with the same holding capacity are proof
loaded at different loads, see fig. 2-18. From this figure it can be concluded
that the proof load of the anchors should preferably be related to the
break-load of the mooring line on the vessel.

10 t Stevin Mk3

4.5 t Stevshark Mk5

4 t Stevpris Mk5
0

50

100

150

200

250

Proofload in t

fig. 2-18

Balanced mooring system API RP 2SK


Breakload chain

Nowadays the rules and regulations are far more rigid, and the requirements have been substantially increased. There are now special rules for
mobile offshore units and permanently moored structures.

Ultimate holding
capacity anchor
Damaged load floater
Proofload chain
Pretension
load anchor
Intact load floater

If anchors need mobile offshore units certification, the following properties


may be required:

Proof load of the anchors at 50% of the breaking load of the chain.
Submission of a strength calculation of the anchor to the classification
society prior to commencing anchor production: this includes determining the mechanical strength of the anchor as well as proving that the
applied material can withstand the proofload.
A statement of documented holding power from the anchor supplier.
Submittal of a Quality Assurance/Quality Control Manual.
In fig. 2-19, a mooring system is shown in which all of the components are
balanced. The strength of the mooring line, holding capacity of the anchor
and strength of the anchor are all in the correct proportion and comply with
the rules.

Proofload anchor

fig. 2-19

10

20

30

40

50

60

Load in %

70

80

90

100

Quality control

44

The application of more advanced and complex technology in anchor


construction has brought about requirements for a systematic approach to
quality. Initiated by various authorities they are continuously refined and
followed up by operating companies such as vryhof anchor. Like other
companies, vryhof has become increasingly aware of the vital importance
of managerial aspects and their influence on the total quality-assurance
and control system.
Design and fabrication of anchors for permanent moorings are in
accordance with the quality requirements of the Rules NS/ISO 9001 as
described in our Quality Assurance Manual. Vryhof anchors obtained the
ISO 9001 certificate No. QSC 3189 issued by Det Norske Veritas for Design,
Manufacture of anchors, and Sales of anchors and mooring components.
Quality control is maintained throughout production. A compilation of
certificates is presented to a client upon completion of a project.

ACCREDITED BY
THE DUTCH COUNCIL
FOR CERTIFICATION
Reg. No 24

ISO-9001CERTIFICATED FIRM
DET NORSKE VERITAS INDUSTRY B.V., THE NETHERLANDS

Anchor tests

45

Introduction
In addition to practical experience of users and associates, anchor tests are
one of the most reliable means of forecasting anchor performance and thus
making a proper choice of anchor type and size.
Examining anchor tests that have been carried out in the past, certain
conclusions can be made:
Many tests were undertaken in which the results were recorded accurately.
Detailed reports, however, have not been very common.
Anchor tests of the past are not always easy to interpret or compare
because of different soil and anchor types.
Test results have not always been interpreted independently.
The more tests results are strictly compared to practical results, the better
one can forecast the holding power and general behaviour in practice.
Vryhof is in the perfect situation of having detailed test data available
together with extensive practical data obtained during installation and use
of anchors on projects on site.
Research into anchor behaviour and the ultimate holding capacity of
anchors is often carried out by testing a model anchor, preferably followed
by a full-scale test in the field. The optimal anchor test consists of model tests
with 10 kg anchors, followed by full-scale tests with 1 t and 10 t anchors. The
anchors should be pulled until the ultimate holding capacity is reached.
It is obvious that full-scale testing of anchors can be expensive. Large AHVs,
strong winches and strong mooring lines are required, which are not always
available. For example, a 5 t Stevpris Mk5 anchor, deployed in sand, is
capable of stopping a modern AHV at its full bollard pull.

Anchor tests

Testing a 10 t Stevpris Mk5 anchor to its ultimate holding capacity in sand


would require a horizontal pulling capacity of approximately 600 t.
If anchor tests are to be comparable, the testing program should preferably
meet, as a minimum, the following criteria:
An accurate and sophisticated measuring system should be used.
The anchors should be tested up to their ultimate holding capacity.
Drag and penetration of the anchor should be recorded during testing.
The anchor should be held under tension with a blocked winch for 15
minutes, to investigate any drop in holding capacity.
Reading test curves
The behaviour of an anchor during tensioning can be accurately interpreted
from the holding capacity versus drag curve. Sample test curves are presented
in Fig. 2-20. Properly interpreted performance curves can explain a lot
about anchor behaviour.

Curve A is very steep and represents a streamlined anchor in very stiff soil.
Curve B is a normal curve for anchors in sand and medium clay.
Curve C is a curve of an unstable anchor. This can be caused by a wrong
fluke/shank angle setting, a short stabiliser or a fluke that is too long.

Curve D is a normal curve for an anchor in very soft clay.


Curve E is an anchor with a 32 fluke/shank angle in very soft clay.
Curve F represents an anchor that is turning continuously. This can be
o

caused by the absence of stabilisers, a too large fluke/shank angle or a


low efficiency anchor at continuous drag.
Curve G represents an anchor penetrating in a layer of stiff clay overlain
by very soft clay.

Holding Capacity

46
A

B
C
D
E
F

fig. 2-20

Drag

47

Curves A, B, D, E and G show a very stable rising line, which indicates that
the anchor builds up its holding capacity constantly until the ultimate holding
capacity has been reached, after which the anchor shows continuous drag.
The other curves are largely self-explanatory.

Holding capacity in t

Anchor tests

150

Sand
100

50

soft clay

25

10

The 3 t Stevpris anchor that was used for the tests at a 3.30 pulling angle,
produced a maximum holding capacity of 150 t in the sand, 102 t in the very soft
clay and 150 t in the layer of mud on rock. As the mooring system required
a survival load of 1500 t, a 65 t Stevpris (mud location), 40 t Stevpris (sand
location) and 60 t Stevshark (mud on rock location) were selected for the final
mooring. Fig. 2-21 shows the test results of the 3 t Stevpris anchor, while fig. 2-22
shows the result of the tensioning of the final anchors with a load of 820 t.

30

40

Full scale Gullfaks A anchors


800

Holding capacity in t

Norwegian Contractors (1984)


In 1984 Norwegian Contractors carried out tests at Digernessundet, Stord,
Norway. The purpose of these tests was to determine the correct anchor type
and size for the mooring system of the Gullfaks A platform during the construction of the platform at Digernessundet. Although the construction would took
place at one location, it was known that three different types of soil conditions
would be encountered: sand, soft mud and an 8 m mud layer on rock. After the
initial trials the Stevpris anchor was selected for further testing.

20

Drag in meters

fig. 2-21

Test results
Vryhofs extensive database of test results with different anchor types, sizes
and soil conditions, has been frequently used in anchor design. Data has
been obtained from practice, scale models and from third parties. The data
has been interpreted and afterwards incorporated in the ultimate holding
capacity, drag and penetration graphs of the Stevin Mk3 and Stevpris Mk5
anchor as well as in the ultimate pull-out capacity graph of the Stevmanta VLA.

8 m soft clay
on rock

700
600

B*

500
400
300

Survival load = 1500 ton


200

A = 40 t Stevpris in sand
B = 60 t Stevshark in mud on rock
C = 65 t Stevpris in mud

100

* Final pretension load on site


0
20

fig. 2-22

40

Drag in meters

60

80

48

Large scale anchor tests in the Gulf of Mexico


In 1990, tests were performed with 2 t and 7 t Stevpris Mk5 anchors, as part
of an anchor test Joint Industry Project (JIP). The anchors were tested using
a wire rope forerunner.

700

Horizontal load in kips

Anchor tests

Large scale anchor test jip - 7 & 2 t

600

7-3
500

7-2

400

2-1

200

2-2

100

fig. 2-23

The 2 t Stevpris anchor was tested up to its ultimate holding capacity of 107 t
(235 kips). Due to insufficient pulling capacity, the 7 t Stevpris anchor could not
be pulled up to its ultimate holding capacity. Based on the results of tests, the
ultimate holding capacity of the 7 t Stevpris anchor was calculated to be larger
than 338 t (745 kips) (fig. 2-23).

7-4
7-1

300

50

100

150

200

250

300

350

400

Drag distance in feet

450

500

Anchor tests

49

Line load in lbs

35 000

60

= dyn load
= pull angle

30 000

50

25 000

40

20 000
30
15 000
20

10 000

18
10

5 000
0

fig. 2-24

50

100

150

200

Line length pulled in feet

250

300

Line angle vs mudine

Uplift
Stevpris anchors are well capable of resisting uplift loads when they are deeply embedded. Anchors in sand and firm to hard clays do not penetrate very
deeply and only take small uplift loads. Stevpris anchors installed in very soft
clay and mud penetrate deeply, a typical penetration for a 15 t anchor is 15 to
25 meters. Due to the inverse catenary in the soil, the anchor line arrives at the
anchor shackle at an angle of 20o to 30o with the mud line. Once the anchor is
installed, a load making an angle up to 20o with the horizontal at mud line will
not change the loading direction at the anchor! A Stevpris anchor has been
tested in the Gulf of Mexico with gradually increasing pull angle (fig. 2-24).
The maximum resistance was obtained for 18o uplift at mud line.

Anchor tests

50

Anchor resistance in kN

Cyclic effect factor


The loading at the anchor is cyclic. Exxon performed cyclic tests on anchors
reported by Dunnavent and Kwan, 1993. Although the maximum cyclic load
was less than the initial installation load, the static load applied after the
cycling phase revealed 25 to 50% larger anchor resistance than the initial
installation load (fig. 2-25). This effect is explained by further penetration
of the anchor. Applying this knowledge to the anchors, the static anchor
resistance after some storm loading improves by the cyclic effect factor of
1.25 to 1.5.

fig. 2-25

Increased capacity
vs initial static

Initial static capacity


0.15

Cycling

0.1

0.0

50

100

150

200

250

300

350

Time in seconds

Anchor tests

51

Tests with Stevmanta anchors


Tests have been performed in the Gulf of Mexico and offshore Brazil. The
Stevmanta anchor being pulled in with a load equal to F, accepted a vertical
load to the anchor of up to 2 times F! Amongst the many tests the anchor
relaxation was measured. The anchor with a fluke area of 0.13 m2 was
pulled in at 0o pull angle (fig. 2-26), then loaded vertically to a load equal to
1.6 times the maximum installation load. At this load the winch was
blocked.

Line load in %

200

Block winch

900 pulling
angle with
seabed in
normal
loading
mode

150

Change mode

100

50

0
0

fig. 2-26

10

15

20

Line length pulled in feet

25

30

35

Anchor tests

52

This permitted the monitoring of the load with time (fig. 2-27) as what
would be expected in real circumstances at a constant loaded anchor line.
The results show that the holding capacity of the anchor does not change
significantly during continuous loading, as the observed decrease in tension
was due to movement of the winch. The subsequent pulling at 7:00 AM
showed that for only a small movement, the full plate capacity (2 x installation load) could be reached. Continuous pulling caused the anchor to loose
resistance and break out.

Line load in %

200

100

900 pulling
angle with
seabed in
normal
loading
mode

Change from
pull-in to normal mode

50

0
20.00

fig. 2-27

Block winch

150

22.00

0.00

2.00

Time in hours

4.00

6.00

8.00

Anchor tests

53

To demonstrate that the feature of these anchors is not only a vertical resistance, the anchor was installed with a horizontal pull, the mode changed to
the normal (vertical) mode and the anchor subsequently pulled with an
uplift angle of 30o (fig. 2-28). The behaviour is similar to the earlier vertical
pull test. However, for the 30o pull angle the anchor did not break out but
moved slowly along the pulling direction through the soil. The graphs clearly show this effect and that the anchor can be used for substantial horizontal loads.

Line load in %

200

300 pulling
angle with
seabed in
normal
loading
mode

150

100

Change from
pull-in to normal mode

50

0
0

fig. 2-28

10

15

20

25

Line length pulled in feet

30

35

40

Increasing lithification
Siliceous calcisiltite

Clayey calcilutute

Calcareaous claystone Calcareous siltstone

Approx. Rock
strength
Very weak
Weak to moderately weak

Cementation of
soil
Very weak to firmly
cemented soil
Well cemented soil
Moderately strong to strong

limestone
Calcareous siltstone
Siltstone

Calcareous claystone
Claystone

Sandstone

Calcareous sandstone

limestone

Siliceous detrital

Detrital limestone

Sandstone

Sandstone)

Calcarenite (carb.

(well cemented)
rock

60 mm

Conglomerate of
Breccia

Calcareous
conglomerate

limestone

Conglomerate

Conglomerat
limestone

50

10

50

90

10

Calcareous
conglomerate
Conglomerate or
breccia

50

90

10

50

90

Conglomeratic
calcirudite

Conglom. Or Breccia

Calcirudite (carb.

Silica gravel

non-carbonate gravel

Mixed carbonate and

Carbonate gravel

Conventional metamorphic nomenclature applies in this section

Crystalline limestone or marble

Fine-grained siliceous

Fine-grained
agrillaceous limestone

Fine-grained limestone

Siltstone

Calcareous sandstone

Siltstone)

Claystone

Siliceous calcarenite

Calcisiltite (carb.

Calcilutite
(carb. Calystone)

Silica sand

Silica silt

Clay

Calcareous silica sand

sand

silt

Calcareous silica silt

Siliceous carbonate

Siliceous carbonate

2 mm
Carbonate sand

0.063 mm
Carbonate silt

Calcareous clay

Carbonate clay

0.002 mm

Increasing grain size of


particulate deposits

Soil table
54

Total carbonate content %

Strong to extemely
strong

Practice

Introduction

56

Practice
Although theoretical knowledge of anchors is essential for good anchor design
and selection, the practical issues are just as important. The handling of an
anchor and the selection and use of support equipment is of equal importance.
Anchor handling is a critically important and often complicated process. It is
influenced by such factors as the weight and shape of the anchor, the nature
of the soil, the depth of the water, the weather conditions, the available
handling equipment and the type and weight of mooring line. It is for these
reasons that anchor handling is a subject which requires careful consideration. Without proper anchor handling, optimal performance of an anchor is
not possible.
In the process of handling anchors, various types of support equipment are
necessary or beneficial. An anchor manual would be incomplete without
consideration of these auxiliary items, the reasons for their use, their operation and the advantages and drawbacks involved.
This chapter gives an overview of the recommended procedures that should
be followed for anchor handling and the types and use of the support
equipment during the handling operations. The following handling
procedures are by no means complete, but they do give some suggestions
which can be applied to each anchor handling procedure and adapted for
specific circumstances and locations.
Some of the topics covered in this chapter are:
requirements for a soil survey, connection of the anchor to the mooring
line, chasers, handling the Stevpris anchor, handling the Stevmanta anchor,
the Stevtensioner, anchor handling/supply vessels.

Soil survey

57

For the dimensioning of drag embedment anchors, the availability of site-specific soil data is important. For advice on specifying drag embedment anchor
type/size and calculating expected behaviour, the site-specific soil data should
be compared with soil data of previous drag embedment anchor (test) sites.
The soil survey requirement for the design of drag embedment anchors usually
consists of only shallow boreholes, while in anchor pile design deep boreholes
are required. For suction anchor design therefore a more extensive soil
investigation is generally required when compared to drag embedment anchors.
When choosing between anchor pile, suction anchor and drag embedment
anchor the financial implications of the soil survey should be taken into account.
A typical soil survey for drag embedment anchor design requires a survey
depth of twice the length of the fluke in sand and 8 times the fluke length
in very soft clay. In most cases a depth of 8 to 10 meters is sufficient,
although in very soft clay a reconnaissance depth of 20 to 30 meters should
be considered. For optimal drag embedment anchor dimensioning, each
anchor location should ideally be surveyed. The soil investigation can consist of boreholes, vibrocores, cone penetration tests or a combination of
these. Cone penetration tests including sleeve friction are preferred, but
they should be accompanied by at least one vibrocore or sample borehole
per site to obtain a description of the soil. Depending upon the type of survey performed and the soil conditions encountered, the survey report
should present the test results obtained on site and in the laboratory including the points as shown in table K.
It is possible to dimension the drag embedment anchors based on limited
soil information (for instance fewer boreholes). The lack of soil data can be
compensated by choosing a conservative (larger) anchor size.

Typical contents survey report


Cone penetration resistance.
Sleeve friction.
Pore pressure.
SPT values.
Granulometry and percentage fines.
Wet and dry densities.
Water content.
Drained and undrained triaxal tests.
Undrained shear strength, also remoulded.
Unconfined compression tests.
Plasticity limits.
Specific gravity.
CaCO3 content.
Shell grading.
Angularity and porosity.
Compressibility.
Cementation.
Normalised rock hardness test (point load test).
RQD index, rock quality designation.
table K

Pile or anchor

58

The choice between piles and anchors is only possible for permanent
systems. Piles are not a good investment when an anchored entity must be
moved. But the choice is often made for piles on emotional grounds; a pile
does not drag! However, anchors that are properly pre-tensioned on site
will also not drag.
While it is a psychologically loaded subject, experience has shown that the
choice between anchor and pile is merely a matter of economics. The
required pile weight for a system is equal to the required weight of a
Stevpris anchor. Piles cost about 40% of equivalent capability anchors.
However, the installation costs for piles are much higher. Piles require a follower and a pile hammer. The installation spread for piles is much more significant; a crane barge with support spread versus the two anchor handling
vessels. The weather downtime for a spread involving a crane vessel is much
longer than when AHVs are used. To allow drag of the anchors during pretensioning, extra chain length is required. Sometimes the pretension load
for piles is much less than for anchors. The survey work for anchors is generally much simpler than for piles. When abandoning a field, anchor removal
is much cheaper than removal of installed piles. The choice between piles
and anchors strongly depends upon the circumstances. The table L can help
in estimating the costs for the two alternatives.
Suction piles are an alternative for drag embedment anchors and piles, also
for MODU applications. The advantage is the accurate positioning of the
suction piles. The disadvantage is the cost of the pile itself and the cost of
the installation.

Description

Pile

Soil survey
Procurement
Installation spread
Installation time
Pile hammer
Follower
Pump unit
Pretensioning
Extra chain
Rest value pile/anchor
Removal of anchor point
ROV
+ less expensive
table L

+
+
+
+
+

Suction Anchor
pile
+
+
+
+
+
-

- more expensive

+
+
+
+
+
+
+
+
+

Mounting instructions
Stevpris / Stevshark Mk5

59

A1
pin 1

B1
pin 3

Plate
A1 & A2
Pin
1&2

Forward fluke-shank connection


Remove the locking plates A1 and A2 which are tack-welded to the fluke

Plate
B1 & B2

Pin
3&4

Aft fluke-shank connection


Move the pins 1 and 2 to the outer side. Remove the split pins and open
the locking plates B1 and B2. Move the pins 3 and 4 to the outside.

A2
pin 2

B2
pin 4

Mounting instructions
Stevpris / Stevshark Mk5

60

Fit the rear shank lugs into the fluke by means of a crane. Manoeuvre the
rear shank lugs with the notch into the gap in the flukes, as indicated in
the figures. When in position, rotate the shank forward to align the front
pins with the shank.

Serial number

Attention
Make sure the serial number of the shank corresponds with the serial number of the fluke for reason of identification and certification.
Align pins 1 and 2 with the forward shank eyes. Move pins 1 and 2 back into
position. Place the shank in the sand, middle or mud position. Align pins 3
and 4 with the rear shank lugs. Move pins 3 and 4 back into position. Fit and
weld the locking
plates A1 and A2
Mud
on the fluke. See
Middle
welding detail
Sand
below. Close the
locking plates B1
Notch
and B2 and secure
with split pins.
Vryhof recommended welding procedure for locking plates A1 and A2
Fillet weld with electrode acc.AWS.E7018
Welding process
SMAW electrode
welding position
2F
material
S355J2G3 (St52-2N)
preheat material
50 C
interpass temp
max 250 C

Sand angle

Middle angle

Locking plate

Mud angle

Mounting instructions
Stevpris New Generation

61

A1

Plate
A1 & A2
Pin
1&2

Forward fluke-shank connection


Remove the locking plates A1 and A2 which are tack-welded to the fluke.

Aft fluke-shank connection


Move the pins 1 and 2 to the inner side. Remove the splitpins and nuts
from pins 3 and 4 and move the pins 3 and 4 to the outside.

A2

pin 1

pin 2

pin 3

pin 4

Mounting instructions
Stevpris New Generation

62

Fit the rear shank lugs into the fluke by means of a crane. Manoeuvre the
rear shank lugs into the gap in the flukes, as indicated in the figures. When
in position, rotate the shank forward to align the front pins with the
shank.
Attention
Make sure the serial number of the shank corresponds with the serial number of the fluke for reason of identification and certification.
Align pins 1 and 2 with the forward shank eyes. Move pins 1 and 2 back into
position. Place the shank in the sand, middle or mud position. Align pins 3
and 4 with the rear shank lugs and insert them in the lugs. Tighten the bolts
and insert splitpins 3 and 4. Fit and weld the locking plates A1 and A2 on the
fluke. See welding detail below.

Sand angle

Middle angle

Mud angle

Mud eye
Mid eye
Sand eye

Vryhof recommended welding procedure for locking plates A1


and A2
Fillet weld with electrode acc.AWS.E7018
Welding process
SMAW electrode
welding position
2F
material
S355J2G3 (St52-2N)
preheat material
50 C
interpass temp
max 250 C
Locking plate

Setting the fluke/shank angle

63

Introduction
In soil such as sand and medium to hard clay, an anchor with a fluke/shank
angle of 32o will give the highest holding power. An anchor with a 50o
fluke/shank angle in this soil will not penetrate but will drag along the
seabed. If used in mud a 50o fluke/shank angle is appropriate. An anchor with
a 32 o fluke/shank angle will penetrate less and generate lower holding
capacity in mud(fig. 3-01).

fluke angle too large in hard soil !

no penetration !
fig. 3-01

change from mud to sand angle

The Stevpris Mk5 anchor has an additional fluke/shank angle setting of 41o,
which can be adopted in certain layered soil conditions (table M).
Changing the fluke/shank angle on the Stevpris Mk3
This can be carried out within half an hour with the Stevpris anchor upside
down on deck.
Secure the anchor on deck. Connect a tugger wire (C) to the holes (D) on the
bottom side of the fluke. Change from mud to sand angle by removing the
locking plates and the two rear pins in (B), decrease the fluke/shank angle
by hauling the cable (C). Reinstall the pins and locking plates in (A). Seal
weld the lock-ing plates, do not weld them to the pins (fig. 3-02).

fig. 3-02

Soil type

Optimal
fluke/shank
angle setting

Very soft clay (mud)


Certain layered soils
Medium to hard clay
or sand

500
410 *

* Stevpris Mk5 only


table M

320

Setting the fluke/shank angle

64

change from sand to mud angle

Change from sand to the mud position, increase angle by veering (C), change
over pin and locking plates from (A) to (B). No special welding requirements
(fig. 3-03).
Changing the fluke/shank angle on the Stevpris Mk5 Changing the
fluke/shank angle on the Stevpris Mk5 anchor is even quicker. No welding
required. Veering and hauling (C) to change the fluke/shank angle as
above, the pin however remains in (A), the locking plate is secured by means
of a cotter pin (fig. 3-04).

fig. 3-03

change fluke/shank angle Stevpris Mk5

fig. 3-04

Connecting a swivel

65

Connecting a swivel to the Stevpris anchor


To connect a swivel to the Stevpris anchor, several different configurations
are possible. These are:
Type I - The swivel is connected directly to the shank of the anchor thus
omitting the anchor shackle (fig. 3-05).
J swivel shackle, C end link, B enlarged link, A common link
Type II - The swivel is connected to the anchor shackle (fig. 3-06).
J swivel shackle, C end link, B enlarged link, A common link
Type III - The swivel is connected to the anchor shackle via a special design
end link
(fig. 3-07).
K special end link, J swivel, C end link, B enlarged link, A common link
Type IV - The swivel is part of a forerunner connected to the anchor shackle, for instance the forerunners VA02, VA04 and VA 06 described
in the product data section (fig. 3-08).
PL pear link, A common link, B enlarged link, H swivel.
When a chaser is used in combination with the Stevpris and swivel, some of
the configurations mentioned above are more suitable than others. In general, swivels are only designed to withstand longitudinal forces, and are
usually not designed for use in combination with chasers. The design of the
chaser tends to stop it at the swivel. Consequently, there will be high
bending forces on the swivel, which can result in damage or even breakage.

fig. 3-05

fig. 3-06

fig. 3-07

PL

fig. 3-08

Connecting a swivel

66

Generally, it is best when the swivel is fitted some distance from the
anchor when a chaser is used. The chaser can then pass the swivel and stop
on the anchor shank. When a load is applied to the chaser, the swivel is only
loaded longitudinally. This means that in combination with the use of a
chaser, the configuration type III and type IV are preferred.

damage possible!

NO !

fig. 3-09

When the swivel (or swivel forerunner) is connected to the anchor shackle
by means of an end shackle and a chaser is used, the end shackle and the
anchor shackle should be connected bow through bow instead of pin
through bow as is normal practice. This to minimise the chance of damage
to the shackles.
The illustrations fig. 3-09 through fig. 3-14 show how and how not to
connect the swivel to the Stevpris anchor when using a chaser.
(See next page for fig. 3-13 and 3-14).

fig. 3-10
damage possible!

NO !

fig. 3-11

fig. 3-12

Connecting a swivel

67

The best method for chasing with a swivel in the system is to maintain the
tension of the anchor line as much as possible during chasing. This will make
the chaser pass more easily over the swivel.

damage possible!

NO !

fig. 3-13

fig. 3-14

Chasers

68

Chasers and their application


To facilitate handling, pendant wires may be applied to retrieve the anchor.
These wires are connected to a pendant eye situated on the anchor and
equipped with a buoy for picking up. In deeper water higher anchor
break-out forces are encountered, resulting in longer, heavier pendant
wires and consequently larger buoys. Due to wear caused by the continuous
movement of the buoy by the waves, these pendants will break close to the
buoy. The buoys would then float free and the anchors are much more
difficult to recover.
To overcome this, chasers were introduced. These were rings chased along
the cable towards the anchor and back again to a rig or handling vessel.
Their function was to ensure both installation and break-out of the anchor
without having to use a pendant line/buoy. The chaser system thus totally
eliminates buoys, partly eliminates cables and reduces wear on the system.
The cost of a chaser is small when compared to the cost of a mooring line. It
is therefore extremely important from an operators viewpoint that chasers
do not inflict damage to the mooring lines.

Chasers

69

Towing a chaser along mooring lines with, at times, high interface


pressures, must result in wear. It is thus essential that such wear is taken by
the chaser and not the mooring line. The chasers vryhof recommends are
manufactured in a material that is softer than the steel used for the
mooring line. Chaser wear is induced by the application of high interface
pressure between the mooring line and the chaser. High interface pressure
can arise from:

Pulling the chaser along a slack mooring line.


Maintaining high tension in the chaser workwire

when chasing a

tensioned mooring line.


Chasing operations are best carried out on mooring lines which are fully
tensioned. There is little need for the application of high interface pressure
while chasing, the permanent chaser is captive on the mooring line and,
unlike the J-chaser, will not become disengaged due to a slack work wire.
For optimum chasing operations, the length of the chaser pendant line
should be at least 1.5 times the waterdepth.
There are many different types of chaser available on the market today.
A selection of the different chaser types is described in more detail on the
following pages.

Chaser types

70

The J-chaser
The J-chaser (fig. 3-15) is used on mooring lines where the anchor has to be
recovered and no permanent chaser has been installed, or the normal
recovery mechanism has failed. In other cases the J-chaser is used simply to
keep a chain free from a pipeline during deployment of the anchors. The
chaser is deployed over the stern roller of an AHV at approximately 1/3 of
the water depth. The chaser is towed across the mooring catenary until it
catches the chain. It is then towed into contact with the anchor shank/fluke
for anchor break-out and retrieval.
The permanent chain chaser
As a practical alternative to the buoy and pendant, the permanent chain
chaser (fig. 3-16) was introduced. Originally, simple shackles were used;
these were followed by special cast oval rings which were attached to a pendant by a bight of chain and shackle. Very soon afterwards the pear-shaped
chaser with shackle eye was introduced. The design of these chasers offers
superior sliding and penetration properties.

fig. 3-15

fig. 3-16

Chaser types

71

The detachable chain chaser


For rigs in service it is sometimes preferred to equip the mooring with a
chaser which does not require the anchor chain to be broken and re-made.
Detachable chain chasers (fig. 3-17) were introduced to satisfy this need.
The withdrawal and replacement of the single bolt permits easy assembly of
the chaser on the mooring cable.
The permanent wire chaser
The permanent wire chaser (fig. 3-18) was introduced when rigs moved to
deeper waters, and composite wire/chain mooring systems became necessary. The chaser incorporates a rocker which is centrally mounted on a
hinge bolt. The rocker has two opposing grooves, and when the chaser is
engaged with the mooring line, the wire slides through one of these
grooves irrespective of the angle which the chaser makes with the mooring.
The large radius at the base of the groove assists in reducing wear of the
rocker and avoids severe opening of the lay of the wire if a loop of wire is
pulled during the handling process. The material of the rocker is not as hard
as the material of the wire. This means that wear is taken by the rocker
without damage to the wire and, because the rocker is easily removable,
replacement is relatively inexpensive. The permanent wire chaser is easily
detachable by removal and re-assembly of the hinge bolt and rocker.
Some designs of wire chaser incorporate fully rotating rollers over which
the mooring wire passes. To be effective such rollers need to be of a large
diameter and require to be supported by bearings. They are consequently
larger, heavier and much more costly than the permanent wire chasers discussed above, and because of their size, they require more power at the
AHV to penetrate the seabed and reach the anchor.

fig. 3-17

fig. 3-18

Chaser types

72

The J-lock chaser


The J-lock chaser (fig. 3-19) has been designed so that it can slide along the
chain in one direction and when the pulling direction is reversed, the chaser locks on the chain and does not slide any further. This means that the
tension in the mooring line can be wholly transferred from the rig to the
chaser. The J-shape permits catching the anchor chain after the anchor has
been installed. This means that this chaser can be used to assist in unforeseen
circumstances. The well-balanced and guiding design of the chaser enables
catching the chain when the chaser approaches a mooring at a point where
the catenary angle is as high as 450.
When a normal permanent chaser is used under unforeseen conditions,
there is the chance that the AHV cannot break out the anchor by means of
the chaser. The J-lock chaser can help in such an instance. It is released from
a second AHV and slides along the chain towards the anchor. The design
prevents the J-lock chaser from sliding back. The J-lock chaser is stopped at
the permanent chaser. If the winch pull of both tugs is now increased, the
J-lock chaser prevents the permanent chaser from sliding away from the
anchor. Consequently, the forces required do not increase, and the anchor
can easily be broken out. After this operation, the J-lock chaser can be released
again.
This chaser can also be used when a very heavy chain has to be installed. It
assists during installation by lifting the chain.

fig. 3-19

Stevpris installation

73
chaser

Stevpris deployment for MODUs


Introduction
Typical methods for deployment and retrieval of Stevpris anchors with an
anchor handling vessel (AHV) are described, focusing on the use of chasers
for handling the anchor (fig. 3-20). This is the most common practice on
mobile drilling rigs (MODUs). Handling using permanent pendant lines is
similar.
Deployment procedures for the Stevpris anchor will also be given for
permanent moorings where chasers are normally not used.
Laying anchors
It is preferred, and by some operators required, to deck the anchor before
run out to check the jewellery. Run the anchor line out the full distance with
anchor on deck or on roller, with the chain between the flukes (fig. 3-21).

fig. 3-20

always deck anchor with chain between flukes


fig. 3-21

Boat increases power until anchor line tension rises on rig winch tension
meter. When rig gives order to lower the anchor, veer pendant till anchor
arrives at roller. Allow the anchor some speed to negotiate the bump at the
change-over from the deck on to the roller (fig. 3-22).

quickly pass drum


fig. 3-22

If anchor is kept on roller, keep triangular plates below the main shackle on
the drum for stability of the anchor. Alternatively the chaser can be kept on
deck/roller. In this situation the propeller thrust passes underneath the
anchor and does not influence the fluke (fig. 3-23).

triangular plates on drum


fig. 3-23

Stevpris installation

74

Reduce propulsion momentarily when anchor passes the propeller thrust,


keep chaser on anchor head for control of anchor orientation and lower
anchor (fig. 3-24).
Once below the propeller wash zone, reactivate and maintain propeller
thrust to well above 30 tons. Keep constant tension in order to ensure
anchor does not fall through chaser, i.e. anchor remains in the chaser and
orientation of the anchor is correct (fig. 3-25).
Note: In some circumstances AHVs prefer to run the anchor hanging from
the pendant line below the propeller wash approximately 60 to 80 meter
above the seabed. This method requires less power on the winch during the
actual laying of the anchor. If this method is employed, make sure that at all
times the anchor is correctly oriented in the chaser. Keep constant tension
in the pendant line to prevent the anchor from falling through the chaser and
possibly turn.
Stop lowering when anchor hangs 10 to 15 meter above the bottom and
advise rig. Rig now instructs AHV to pay out until pendant line is 1.4 to 1.5
times the water depth in shallow water (100m) and 1.3 to 1.4 times in deeper water. AHV increases power till tension is again seen to rise at the rig, i.e.
the load in the line is larger than the chain-soil friction (fig. 3-26).
Rig commences to pull in slowly. AHV further increases power until tension
rises further at rig winch. At this moment rig orders AHV to lay the anchor.
AHV immediately stops the propulsion and is consequently pulled backwards. AHV pays out pendant and maintains paying out pendant after anchor
has landed on the bottom till a wire length of 1.5 to 2 times the water depth
is out. Enough slack wire must be paid out not to disturb the anchor during
buoying off or waiting. Stay above or behind the anchor.

STOP !

fig. 3-24

fig. 3-25

wait for signal rig


fig. 3-26

Stevpris installation

75

Rig continues heaving the cable to a sufficient load, equal to the total
chain/soil friction plus 50 t to embed the anchor fully and create confidence
in good setting.
This also gives stability to the anchor when the AHV strips the chaser back
or buoys off the pendant. Now the AHV can retrieve the chaser and return
to the rig. If circumstances allow, the rig can tension up to the full pretension load directly (fig. 3-27).
No extra pull after landing!
It is customary with older anchors such as Danforth, Moorfast, etc. to give
another pull once the anchor is on bottom. Do not do this with Stevpris
anchors. Once the anchor hits bottom, AHV should not pull again. Pendant
line must remain slack, otherwise anchor could land upside down!
(fig. 3-28). Suggestion: pre-load the anchors to the maximum required
pretension load as soon as the chaser is 100 meter or more ahead of the
anchor, i.e. do not wait. If anchor has not been laid correctly, a rerun can be
made immediately.
Retrieving anchors
The chaser should be brought to the anchor with a pendant of at least the
length of 1.5 to 2 times the water depth, measured from the stern roller.
Chaser should hang freely down from the anchor line till the bottom is
reached, i.e. slack in the pendant line. A too short pendant and/or too little
tension in the cable results in a situation as sketched (fig. 3-29).
While chasing, the rig should maintain tension of 60 to 70% of the pre-load
tension. No tension in pendant to ensure smooth passing over the chain.
When chaser is pulled into contact with anchor shank, increase thrust and
keep thrust while heaving, especially in rough water (fig. 3-30).

rig hauls AHV slacks


fig. 3-27

do not pull after landing !


fig. 3-28

wrong ! keep cable


under tension

fig. 3-29

patience in very soft soils !

fig. 3-30

Stevpris installation

76

The motion of the vessel itself now helps gradually to break the anchor
loose. Sequentially with the vessels motion the pendant is shortened
gradually. Anchors in very soft clay can be buried very deep. Have patience,
take your time and be gentle with the equipment; the anchor will come.
The rig can help and speed-up the operation by hauling the anchor line at
the same time! Once the anchor is off bottom, keep the chaser in contact
with the bow shackle by maintaining sufficient thrust (fig. 3-31).
Anchor orientation
The anchor flukes are always oriented towards the rig, on deck the anchor
lays on its back with shackle towards AHVs bow and cable between the
upwards directed fluke points. Check jewelry (fig. 3-32).

rig
hauls

keep
pulling

fig. 3-31

always deck anchor with chain between flukes


fig. 3-32

It is important to control the anchor orientation at all times for easy racking,
laying and decking of the anchor, i.e. keep pendant line under tension
while working the anchor. If the anchor slides through the chaser, the
anchor has to be pulled back to the stern roller and orientation checked
(fig. 3-33).
Decking the Stevpris anchor
If anchor is not correctly oriented, reduce propulsion and let anchor slide
down through the chaser. Rotation is easier while near the rig where all
loads are lower (fig. 3-34).

keep tension !
fig. 3-33

wrong ! anchor cannot deck !


fig. 3-34

Stevpris installation

77

Turn the anchor with a shot of propeller wash. Then pay out pendant, make
sure anchor is below the propeller wash away from the propeller influence
zone (fig. 3-35).
Increase propulsion moving AHV forward pulling chaser in contact with the
anchor. Make sure the stern roller is perpendicular to the chain, the chain
directing between the fluke points (fig. 3-36).

fig. 3-35

turn

With sufficient bollard pull haul pendant, stop/reduce thrust for only a few
seconds when anchor passes the propeller wash onto the drum. Pull anchor
on the drum, allow the anchor to turn with its back on the roller, fluke
points up. Then pull further on deck (fig. 3-37).
fig. 3-36

STOP !

fig. 3-37

stop / reduce
propulsion

Stevpris installation

78

With little tension in the line, the chain hangs steep against the fluke points
and anchor cannot rotate easily (A). Before rotating the anchor, pull on the
cable, the anchor will be free to turn (B) and (C) (fig. 3-38).
With anchor on the stern roller reactivate propulsion. For inspection anchor
can be pulled on deck. If required, change fluke angle to 32 degrees for
hard soil or to 50 degrees for very soft soil. Mind, every anchor type will be
unstable and drag in hard soil, stiff clay or sand with a fluke angle set for
mud! (fig. 3-39).

fig. 3-38

fig. 3-39

Stevpris installation

79

What not to do!


The anchor is approaching the drum. If the AHV maintains thrust, the water
flow will push the fluke (fig. 3-40).
If the propeller is not stopped, the thrust risks turning the anchor around
the cable then acting as a shaft (fig. 3-41).

thrust on anchor makes it swing !


fig. 3-40

The relative weight of the anchor increased by the thrust force on the fluke
will cause the anchor and the cable to slide down through the chaser and
control of anchor orientation is lost (fig. 3-42).
When the thrust is maintained while hauling in the chaser, the cable
prevents the anchor to turn on its back at the stern roller. Boarding will be
difficult now. The anchor could pass the stern roller on its side and get damaged!
So stop/reduce the thrust just before the anchor passes the propeller wash
(fig. 3-43).

and rotate !
fig. 3-41

anchor slides through chaser


fig. 3-42

damage !
fig. 3-43

Stevpris installation

80

Racking the Stevpris


Rig heaves in anchor line, pulling AHV towards it. AHV keeps sufficient tension in pendant, chaser remains in tight contact with anchor, anchor
remains correctly oriented (fig. 3-44).

keep tension !
fig. 3-44

At some distance from the rig, AHV pays out winch wire while keeping sufficient bollard pull (at least 1.5 times anchor weight) to keep chaser on
anchor head. Anchor flukes point towards the rig. Rig hauls, AHV veers
while keeping some tension in the pendant line transferring the anchor to
the bolster. The direction of the anchor cable must now be perpendicular to
the rack (fig. 3-45).
When anchor arrives at bolster, reduce tension to 15 tons. As soon as anchor
is resting on bolsters, slack pendant wire completely. If tension is not sufficient, anchor falls out of control of the chaser and might rotate and make
racking difficult. If this occurs, bring anchor to the stern of the AHV, rotate
anchor with fluke points directing outwards and keep chaser tight on the
anchor (fig. 3-46).
Deploying Stevpris from the anchor rack
AHV receives pendant from rig and connects to AHV winch wire. AHV
moves to a position at a good distance but less than the water depth (for
instance 50 meter dependent on weather) from the rig. Stop winch and
keep sufficient tension, 20 to 30 tons or more as required to maintain the
chaser on the head of the anchor. Only now rig pays out cable while AHV
hauls in on the winch. The AHV maintains sufficient tension while pulling
the anchor to the stern roller. Reduce the power of the propeller as anchor
passes the wash zone and bring anchor on roller for inspection and reactivate thrust (fig. 3-47).

keep tension !
fig. 3-45

wrong !
risk losing control
over anchor orientation
fig. 3-46

keep tension !
fig. 3-47

Stevpris installation

81

Boarding the anchor in deep water


In deep water the weight of the anchor line becomes of predominant
importance. For line loads larger than 8 times the anchor weight the anchor
could be pulled against the chaser as illustrated, it could even position itself
upside down! In such cases boarding the anchor is difficult and damage
might occur (fig. 3-48).
The best and preferred solution is to pull the anchor from the bottom and
have the rig haul the anchor line, allowing the boarding of the anchor near
the rig where loads are smaller.
If this is not possible or allowed for some reason, another solution is to
reduce the weight that is hanging from the anchor. This can be done by
lifting the anchor line using a lock chaser or grapnel handled by a second
vessel (fig. 3-49).

anchor weight
high tension
fig. 3-48

lock chaser

fig. 3-49

It is recommended to board the anchor with the chain between the fluke.
The anchor fluke is generally designed to withstand loads up to 8 times the
anchor weight (fig. 3-50).
It happens that the anchor is accidentally pulled over the roller on its side.
Due to the large forces damage to shank and fluke might occur when the
chain is hanging over the anchor (fig. 3-51).

8 x anchor weight
fig. 3-50

large weight
fig. 3-51

Stevpris installation

82

If boarding the anchor on its side is inevitable, make sure that before
boarding, the vessel is turned to free the anchor line from the anchor and
haul gently. The chain will pass the stern roller next to the anchor. However,
this situation should be avoided as damage may occur (fig. 3-52).
fig. 3-52

Ballast in fluke
Using a wire rope forerunner and ballast material placed inside the hollow
fluke, the anchor may not topple over with the fluke points directed
downwards. A wire anchor line might be too light to position the anchor
correctly and the anchor may not topple over, the anchor could skid over
the seabed and prevent penetration.
When the fluke is ballasted, the weight of a chain forerunner will cause the
shackle to nose down and bring the fluke in penetration position (fig. 3-53).

wire

chain

with ballast in fluke use chain forerunner


fig. 3-53

Stevpris installation

83

Chaser equilibrium
To control the anchor, the chaser collar must always be on the anchor head.
The tension in the anchor cable must be equal or larger than 1.5 times the
weight of the anchor. If not, the anchor slides through the chaser and the
orientation is not controlled (fig. 3-54).

pendant line force

anchor line tension

anchor weight
fig. 3-54

Fp

Equilibrium forces determine if chaser is in contact with the anchor. Near


bottom, the vertical load at the chaser from the anchor line Flv is small.
The chaser remains only in contact with the anchor if the bollard pull Fph is
larger than the horizontal line load Flh which in turn must be larger than
the anchor weight W (if not the anchor will slide down). The angle of the
pendant line must be larger than 45 (fig. 3-55).

Fpv

Flh
Fph
Flv
fig. 3-55

Recommendation: Bollard pull must always be equal or larger than the line
tension, i.e. use a minimum bollard pull of 20 to 30 tons for a 12 to 15 ton
anchor. Use a minimum pendant line length of 1.4 to 1.5 times the water
depth in shallow water (100m) and 1.3 to 1.4 times the depth in deeper
water (fig. 3-56).

chaser

fig. 3-56

Fl

Stevpris installation

84

Deployment for permanent moorings


The simplest deployment procedure for the Stevpris anchor is to lower the
anchor to the seabed using the mooring line. When the anchor is nearly on
the seabed, the AHV should start moving slowly forward to ensure that the
anchor lands correctly on the seabed (fig. 3-57).

fig. 3-57

temporary bridle

Another option for the deployment of the Stevpris anchor is to connect a


temporary installation bridle (wire rope) to the anchor. The bridle is
connected to the padeyes situated at the back of the shank of the anchor.
The AHV then lowers the anchor overboard while paying out the mooring
line and the bridle simultaneously (fig. 3-58).

mooring line

fig. 3-58

To recover a Stevpris anchor after it has been installed, the AHV should take
the mooring line and pull it in the opposite direction that the anchor was
installed in, generally away from the centre of the mooring. The AHV
should recover the mooring line till a length of approximately 1.5 times the
water depth is still overboard.
When only 1.5 times the water depth of mooring line is left overboard, the
AHV should block the winch and keep a constant tension on the mooring
line equal to the pre-load tension. Once the anchor starts to move in the
soil, a lower tension in the mooring line can be used (fig. 3-59).

fig. 3-59

Piggy-backing

85

Introduction
Piggy-back is the practice of using two or more anchors in order to obtain
holding power greater than can be achieved with one only. Piggy-backing
is used when anchors are employed with insufficient holding capacity.
This can be caused by improper design for the particular environment or
insufficient anchor size.
In some soil conditions, the use of two smaller anchors in piggy-back can
offer an advantage over the use of one larger anchor. This can be the case
when the anchor has to hold in a certain layer and holding capacity in the
underlying layer is uncertain.
Considerations to remember on piggy-backing:
Installing a piggy-back system is more costly than the installation of a single anchor.
If the mooring line of the second anchor is connected to the rear of the
first anchor, the stability, penetration and holding capacity of the first
anchor may be less than is the case for a single anchor. The force from the
second anchor may tend to pull the fluke of the first anchor closed (hinging type anchors).
If the piggy-back anchor is connected to the first anchor by means of a
chaser, the chaser may obstruct penetration of the first anchor.
Both anchors must be exactly in line with the mooring line load. The lead
anchor may become unstable if a lateral load is applied.
Two hinging anchors in piggy-back do not provide 2 times but only 1 to 1.6
times the individual holding capacity of the two anchors, for reasons
described in second point above.

Piggy-back methods

86

If the first anchor is not influenced by the pull from the second anchor, and
the second anchor (fixed fluke/shank type anchors) is connected at 3 to 4
shank lengths distance from the first anchor, the holding capacity of the 2
anchors may be up to 2.5 times the holding capacity of the individual
anchors, due to the extra penetration of the second anchor.
Piggy-backing involving hinging anchors
Since there is little difference between handling one hinging anchor or two,
the first method is described with a Stevin anchor (hinging) in combination
with a Stevpris anchor (non-hinging). Here, the Stevpris is main anchor and
the Stevin is back-up. This is the best solution when using a fixed shank
anchor as the fluke of the Stevpris anchor can not be pulled closed. The pendant
line is connected to the padeye near the anchor shackle so performance is
not reduced. Note: if the piggy-back anchor can not be laid in line with the
mooring load, the piggy-back anchor makes the main anchor unstable. In
such a case the Stevpris can better be placed as the second anchor.
For optimal performance of the combination, the pendant line between
the two anchors should be wire rope, to promote penetration and obtain
better holding capacity (fig. 3-60).

fig. 3-60

Piggy-back methods

87

The installation procedure is described as follows:


Pay out the main anchor as usual.
Tension the mooring line until the anchor slips.
Connect the second anchor to the pendant line.
Bring the anchor to its location.
Lower the piggy-back anchor and tension the mooring line again.
Provide the pendant of the second anchor with a buoy for easy retrieval.
Piggy-backing with two Stevpris anchors
When two Stevpris anchors are used in piggy-back, the holding capacity of
the combination may be equal or higher than the sum of the individual
holding capacities of the anchors. The installation procedure of two
Stevpris anchors in piggy-back is as follows:
Pay out the main Stevpris anchor, with the mooring line connected to the
anchor shackle and the pendant line (wire rope for optimal performance
and approximately three times the shank length of the first Stevpris
anchor) connected to the padeye behind the anchor shackle.
Connect the other end of the pendant line to the anchor shackle of the
second Stevpris anchor (fig. 3-62).
To lower the second Stevpris anchor to the seabed, a second pendant line
is connected to the padeye behind the anchor shackle.
Using the second pendant line, the Stevpris anchors are lowered to the
seabed and positioned and buoyed off.
The Stevpris anchors are then tensioned by pulling on the mooring line
(fig. 3-61).

fig. 3-62

Piggy-back methods

88

Piggy-backing by using a chaser


Sometimes chasers are used to connect the piggy-back anchor to the first
anchor (fig. 3-63), although a pendant line connected directly to the padeye
behind the main anchor shackle of the first anchor is prefered.
The installation procedure described for two Stevpris anchors is also applicable when a chaser is used for the connection.
During the deployment of the piggy-back combination, care must be taken
that anchors are installed in line with the load.

fig. 3-61

fig. 3-63

Stevmanta VLA installation

89

Introduction
The Stevmanta VLA consists of an anchor fluke which is connected with
wires to the angle adjuster. The angle adjuster is responsible for changing
the anchor from the installation mode to the vertical (or normal) loading
mode.

installation mode
shear pin

fig. 3-64

There are many options to install VLA anchors. The most efficient methods
are based on two different principles:
Double line installation method using the fixed angle adjuster.
Single line installation method using the shear pin angle adjuster.
The double line installation method is typically used when it is preferable
to install the anchor with a steel wire rope installation line instead of using
the actual mooring line (for example polyester).
The following three typical methods for installing the Stevmanta VLA are
discussed:
Single line installation method.
Double line installation method.
Double line installation method using the Stevtensioner.
It is also possible to use the Stevtensioner with the single line installation
method, however because this is very similar to the double line installation
method with Stevtensioner, it is not presented here.

normal mode

fig. 3-65

Stevmanta VLA installation

90

Single line installation procedure


This procedure requires only one AHV for installation of the Stevmanta. The
Stevmanta is deployed with the shearpin angle adjuster. The mode of the
anchor changes when the shearpin breaks at a load equal to the required
installation load. When the shear pin breaks, the Stevmanta changes from
the installation mode to the normal (vertical) loading mode (fig. 3-64 and
fig. 3-65).
Installation procedure
In the installation procedure an optional tail has been included on the
Stevmanta. The tail assists in orientation of the Stevmanta on the seabed.
Connect the installation/mooring line to the angle adjuster on the
Stevmanta on the AHV. Lower the Stevmanta overboard. The Stevmanta
will decend tail first, i.e. the tail will be the first part to reach the seabed (fig.
3-66).

tail for
orientation
recovery

fig. 3-66

When the Stevmanta is on the seabed, an ROV can optionally inspect the
anchor (position and orientation). The AHV starts paying out the installation/ mooring line while slowly sailing away from the Stevmanta (fig. 3-67).

ROV

fig. 3-67

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Stevmanta VLA installation

91

When enough of the installation/mooring line has been paid out, the AHV
starts increasing the tension in the installation line. The Stevmanta will start
to embed into the seabed (fig. 3-68).
When the predetermined installation load has been reached with the AHVs
bollard pull, the shearpin in the angle adjuster fails, triggering the
Stevmanta into the normal (vertical) loading mode. This can be clearly
noticed on board the AHV, as the AHV will stop moving forward due to the
sudden increase in holding capacity. Now that the Stevmanta is in the
normal (vertical) loading mode, the AHV can continue to increase the tension in the (taut-leg) installation/mooring line up to the required proof tension load (fig. 3-69).

fig. 3-68

fig. 3-69

Stevmanta VLA installation

92

After the Stevmanta has been proof tensioned to the required load,
the installation/mooring line can be attached to the floater.
In case of a pre-laid mooring, the mooring line can be buoyed off, for easy
connection later on (fig. 3-70).
Stevmanta retrieval
The Stevmanta is easily retrieved by pulling on the tail. Connection to the
tail can be achieved either with a grapnel or by using an ROV (fig. 3-71).
fig. 3-70

fig. 3-71

Stevmanta VLA installation

93

Alternatively the Stevmanta can be equipped with an optional recovery system. The recovery system consists of two special sockets which connect the
front wires to the fluke.
To recover the anchor, the mooring line is pulled backwards, i.e. away from
the centre of the mooring. Once the mooring line has been pulled back, the
front sockets will disconnect from the fluke (fig. 3-72).

pull for retrieval

fig. 3-72

retrieval

The Stevmanta VLA is now pulled out of the soil using just the rear wires.
This reduces the resistance of the anchor, so that it can be retrieved with a
load equal to about half the installation load (fig. 3-73).

fig. 3-73

Stevmanta VLA installation

94

Double line installation procedure


This procedure requires two AHVs. The Stevmanta is deployed with the
fixed angle adjuster. The mode of the anchor (installation mode or normal
(vertical) loading mode) is chosen by pulling on either the installation line
or the mooring line.

installation mode
mooring line
installation line

fig. 3-74

The Stevmanta is in the installation mode when the installation line is tensioned, i.e. the line on the front of the angle adjuster (fig. 3-74).

normal mode
mooring line

The Stevmanta is in the normal (vertical) loading mode when the mooring
line is tensioned, i.e. the line on the rear of the angle adjuster (fig. 3-75).
During the installation AHV1 handles the steel installation line and AHV2
handles the mooring line, for instance polyester (fig. 3-76).

installation
line
fig. 3-75

AHV2

AHV1

In the installation procedure an optional subsea recovery buoy can be


included in the installation line. The recovery buoy is connected to the
installation line via a delta plate at approximately 90 m from the Stevmanta
(fig. 3-77).

fig. 3-76

AHV2

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fig. 3-77

AHV1

Stevmanta VLA installation

95

Connect the installation line to the angle adjuster on the Stevmanta on


board AHV1.
Pass the mooring line from AHV2 to AHV 1 and connect it to the angle
adjuster.
Lower the Stevmanta VLA overboard by keeping tension on both the installation line (AHV1) and the mooring line (AHV2).
When the Stevmanta is on the seabed, an ROV can inspect the anchors position and orientation. AHV2 slackens the tension in the mooring line and
AHV1 starts paying out the installation line while slowly sailing away from
the Stevmanta (fig. 3-78).
When enough of the installation line has been paid out, AHV1 starts
increasing the tension. The Stevmanta will start to embed into the seabed.
AHV2 keeps the mooring line slack by keeping the same distance from
AHV1. If more bollard pull is required than one AHV can deliver, AHV2 can
buoy off the mooring line and pull with AHV1 in tandem.
When the predetermined installation load has been reached, the breaking
device in the installation line fails (break shackle connecting the installation
line to the delta plate), freeing the installation line from the Stevmanta (fig.
3-79).
If the optional recovery buoy is used, the breaking device is placed on the
delta plate connecting it to the installation line and AHV1. AHV1 is now no
longer connected to the Stevmanta and the installation line can be recovered on deck (fig. 3-80).

AHV2

AHV1

AHV2

AHV1

fig. 3-78

break
link
breaks

fig. 3-79

AHV2

pretension load
recovery
line
fig. 3-80

Stevmanta VLA installation

96

AHV2

AHV2 can now start increasing the tension in the mooring line. If
AHV2 can not generate enough bollard pull to reach the required proof
tension load, AHV1 can be connected in tandem to AHV2 to generate additional bollard pull.
fig. 3-81

After the Stevmanta has been proof tensioned to the required load, the
mooring line can be attached to the floater.
In case of a pre-laid mooring, the mooring line can be buoyed off, for easy
connection later on (fig. 3-81).
Stevmanta retrieval
The Stevmanta is recovered from the seabed by returning to installation
mode instead of the normal (vertical) loading mode. The AHV picks up the
recovery buoy from the seabed and by pulling on the installation load at an
angle of approximately 450 with the seabed, the anchor is easily retrieved
(fig. 3-82).

AHV2

fig. 3-82

Stevmanta VLA installation

97

Single line installation with Stevtensioner


The Stevmanta VLA is deployed with the shearpin angle adjuster. The mode
of the anchor changes when the shearpin breaks at a load equal to the
required installation load. When the shear pin breaks, the Stevmanta VLA
changes from installation mode to the normal (vertical) loading mode.
In the installation procedure a tail (approximately 30 m length, consisting of
a length of wire with approximately 5 m of chain on the end) has been
included on the Stevmanta VLA. The tail assures correct orientation of the
Stevmanta VLA on the seabed.
Connect the tail to the rear of the fluke of the Stevmanta VLA #1. Connect
the forerunner to the angle adjuster of the Stevmanta VLA on the AHV.
Lower Stevmanta VLA #1 overboard (fig. 3-83). The Stevmanta VLA will be
going downwards tail first, i.e. the tail will be the first part that reaches the
seabed.
Connect the tensioning chain to the forerunner on Stevmanta VLA #1 using
the subsea connector and pass the other end through the Stevtensioner.
This end of the chain is terminated with a male part of the subsea connector.

fig. 3-83

Stevmanta VLA installation

98

Connect the forerunner of Stevmanta VLA #2 to the passive side of


the Stevtensioner. As part of the forerunner a tri-plate is included with a
breaklink between the Stevtensioner and the tri-plate. The male part of a
subsea connector is connected to the third hole of the tri-plate. Connect the
AHV work-wire to the tail of Stevmanta VLA #2 using a subsea connector.
Deploy the Stevtensioner and Stevmanta VLA #2 overboard by slacking the
AHV workwire (fig. 3-84 and fig. 3-85).
fig. 3-84

fig. 3-85

Stevmanta VLA installation

99

When the tail of Stevmanta VLA #1 touches the seabed, the resistance of
the tail will orient the Stevmanta in the heading of the AHV which is
moving forward slowly. The AHV places the Stevmanta on the seabed and
continues with the deployment of the rest of the system (Stevtensioner and
Stevmanta VLA #2) (fig. 3-86).
When Stevmanta VLA #2 is near the seabed, the AHV stops the winch and
increases the tension in the mooring system (fig. 3-87). This will start to
embed Stevmanta VLA #1. When a tension of approximately 1000 kN has
been reached, the AHV can lay down Stevmanta VLA #2 on the seabed.
The purpose of the applied tension is to ensure that Stevmanta VLA #1
is embedding properly and to take the slack out of the system.

fig. 3-86

fig. 3-87

Stevmanta VLA installation

100

When Stevmanta VLA #2 has been placed on the seabed, the AHV continues
to deploy the work wire until the tail and the subsea connector are on the
seabed. When this has been accomplished, the AHV stops paying out the
work wire and the ROV is sent down to disconnect the subsea connector
from the tail on Stevmanta VLA #2. The female part of the subsea
connector (connected to the work wire) is then moved to the male part of
the subsea connector connected to the tensioning chain above the
Stevtensioner (fig. 3-88).
fig. 3-88

With the work wire now connected to the tensioning chain, the AHV can
start the tensioning operation. This will generally consist of 4 to 7 yo-yo
procedures to reach the required tension at the anchors. (fig. 3-89 and fig. 3-90).

fig. 3-89

fig. 3-90

Stevmanta VLA installation

101

When the tension in the system reaches the break load of the shear pins in
the angle adjuster of the Stevmanta VLAs, these will break and trigger the
Stevmanta VLAs to their normal loading mode (fig. 3-91). When the AHV
continues to increase the tension in the system, the anchors will be proof
loaded in their normal loading mode. After the proof loading of the
anchors, the AHV increases the tension in the system up to the point were
the breaklink connecting the passive line to the Stevtensioner fails. The
tensioning of the anchors is now complete.
With the tensioning of the anchors completed, the ROV disconnects the
subsea connector between Stevmanta VLA #1 and the Stevtensioner (fig. 392). The anchor forerunners are now no longer connected to the
Stevtensioner. The AHV can start recovering the Stevtensioner with the
tensioning chain by winching in the work wire (fig. 3-93). The ROV can be
used to connect the mooring lines (with separate female connectors) to the
male connectors on the anchor forerunners.

fig. 3-91

fig. 3-92

fig. 3-93

Stevmanta VLA installation

102

Double line installation with Stevtensioner


The Stevmanta is deployed with the fixed angle adjuster. The mode of the
anchor (installation mode or normal (vertical) loading mode) is chosen by
pulling on either the installation line or the mooring line. The Stevmanta
is in the installation mode when the installation line is tensioned, i.e. the
line on the front of the angle adjuster (fig. 3-94).

installation mode
mooring line
installation line

fig. 3-83

normal mode

The Stevmanta is in the normal (vertical) loading mode when the mooring
line is tensioned, i.e. the line at the rear of the angle adjuster. During the
installation AHV1 handles the installation line (preferably chain and steel
wire) and AHV2 handles the mooring line, for instance polyester (fig. 3-95).
The installation procedure with the Stevtensioner requires a reaction
anchor (the typical use of the Stevtensioner is presented in the next
chapter). In this case the reaction anchor can be either a Stevpris or
Stevmanta. For now a Stevpris is shown as reaction anchor and is to be on
the active side of the Stevtensioner.

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mooring line

installation
line
fig. 3-84

Stevmanta VLA installation

103

AHV2

tensioner

AHV1

Connect the installation line to the angle adjuster on the Stevmanta on


AHV1. Pass the mooring line from AHV2 to AHV1 and connect it to the
angle adjuster.
Lower the Stevmanta to the seabed by keeping tension on both the installation line and mooring line.
Connect the installation line to the passive side of the Stevtensioner.
A break link can be installed between the Stevtensioner and the installation
line on the passive side (fig. 3-96).

fig. 3-85

AHV2

Connect the installation line to the reaction anchor. Pass the installation
line through the Stevtensioner (fig. 3-97).

fig. 3-86

work chain
stopper

AHV1

Stevmanta VLA installation

104

Sail to set-down position of the reaction anchor (AHV1 only). AHV2 stays above the Stevmanta.
During the movement of AHV1, the installation line of the Stevmanta has to be paid out (fig. 3-98).
Lower the Stevtensioner and reaction anchor to the seabed (fig. 3-99).
Buoy off the retrieval line (or mooring line) of the reaction anchor. AHV1 sails to tensioning point
and starts taking in the slack of the tensioning line (fig. 3-100).
AHV2

shark jaws

AHV1

wire
stopper
tensioner

chain

fig. 3-87

AHV2

AHV1

wire
stopper
tensioner

stopper
chain

fig. 3-88

AHV2

AHV1

wire
stopper
tensioner

fig. 3-89

stopper
chain

Stevmanta VLA installation

105

Start the tensioning procedure (yo-yoing) (fig. 3-101).


The break link will break on the Stevmanta when the required installation
load has been reached (fig. 3-102).

AHV2

AHV1
wire
stopper
tensioner
chain

stopper

fig. 3-90

AHV2

AHV1
wire
stopper
tensioner
break link breaks

fig. 3-91

chain

stopper

Stevmanta VLA installation

106

Recover the Stevtensioner, the installation line and the reaction anchor to
AHV1.
AHV2 can now proof tension the Stevmanta and then buoy off the mooring
line. Installation of the Stevmanta is now complete (fig. 3-103).
Instead of using a reaction anchor, two Stevmantas can also be installed at
the same time. After completion of the tensioning (yo-yoing), AHV2 proof
tensions one Stevmanta while AHV1 recovers the Stevtensioner and
disconnects it from the installation line of the other Stevmanta. This
Stevmanta can then also be proof tensioned (fig. 3-104).

chain

AHV2

wire

AHV1

tensioner

pretension load

stopper

fig. 3-92

AHV2

AHV1

wire
stopper
tensioner

fig. 3-93

stopper
chain

The Stevtensioner

107

Introduction
The Stevtensioner is used for cross tensioning of diametrically opposed
anchor legs moored by drag anchors or anchor piles. The Stevtensioner is
generally used for the installation of (semi) permanent floating structures
such as the SPM buoy, STL, TLP, FPS, FPSO, etc. After the tensioning operations the Stevtensioner is demobilised and ready for the next project. The
Stevtensioner can however also be used for permanent tensioning purposes,
becoming a part of the mooring system. The Stevtensioner can be deployed
from a crane barge, AHV or any vessel having enough crane/winch capacity
to pull the required vertical force. The existing models VA220 and VA500
were designed for handling a single size of chain. The new Stevtensioner
models VA600, VA1000 and VA1250 can handle chain diameter ranging
from 76 mm up to 152 mm. Because of this variety in chain sizes additional
work chain may not be required (fig. 3-105).
he working principle of the tensioner
The Stevtensioner is based on the principle that a vertical load to a horizontal
string causes high horizontal loads. To achieve the required horizontal
pretension load at the anchor points, the vertical pulling force only needs to be
40% of this pretension. The anchor line tension is measured by a measuring pin
located inside the Stevtensioner and as such well protected against damage
caused by handling and lifting operations (fig. 3-106).

2V
H

fig. 3-95

fig. 3-94

The new Stevtensioner models


offer the following features:
Smaller dimensions, reduced weight and
improved handling, but heavy enough to
easilty slide down the mooring line.
Designed to smoothly guide at least 5 links and
therefore prevent chain getting stuck inside.
Due to economical volume/weight ratio,
the new Stevtensioner models allow for
containerised freight by either sea or,
for rush deliveries, by air.
The integrated shape allows for smooth passage
over stern roller.
Load measuring pin is equipped with two
independent sets of strain gauges. The umbilical
cable connections are protected against handling and lifting operations. These connections
may be used for acoustic transfer of the signals.

The Stevtensioner

108

One anchor line (passive line) is attached to the tension measuring pin at the Stevtensioner. The
oppos-ite anchor line (active line) passes through the Stevtensioner. Tensioning starts by applying the yo-yo movement to the active line (fig. 3-107).
When the Stevtensioner is lifted by the active chain, it blocks the chain. When the Stevtensioner
is lifted from the seabed, the passive and active mooring lines are also lifted. Consequently the
anchors or piles are loaded and cause an inverse catenary of the mooring line in the soil, as well
as causing the anchor to drag and embed. In other words: chain length is gained. Lowering the
Stevtensioner slackens the anchor lines and allows it to slide down over the active chain. By
repeating this several times (called the yo-yo movement), the horizontal load on the anchor
points increases. Generally the required horizontal load is achieved after 5 to 7 steps. Once
tensioning is completed, the Stevtensioner is recovered by pulling the lifting/pennant wire making it
disengage. This allows the Stevtensioner to slide up along the active chain to the surface (fig. 3-108).

passive chain

active chain

fig. 3-107

chain locks

fig. 3-108

The Stevtensioner

109

Measurement of the tensions applied


Fig. 3-109 shows the curve recorded during tensioning of chains connected
to piles for the Coveas Pipeline Project in Colombia. The graph shows a
total of 5 heaves (yo-yos), each resulting in a higher tension.
When the Stevtensioner is lifted from the seabed, the passive and active
mooring lines are also lifted from the seabed. Consequently the anchors or
piles are loaded. The loading causes an inverse catenary of the mooring line
in the soil, and also causes the anchor to drag and embed; in other words:
chain length is gained. When lowering to seabed the gain in chain length
(slack) is won by the Stevtensioner sliding down the chain (approximately
5 to 8 links). The next heave (yo-yo) will therefore create a higher tension in
the system. In practise a total of 5 to 7 yo-yos are required to reach the
required proof tension load.

tension force in t

Different methods can be applied to verify the tension in the chain.


These are discussed below.

tension on anchor
lifting force

250
125
0
0

fig. 3-98

30
time in minutes

60

90

120

The Stevtensioner

110

Computer calculations
The tension in the chain can be calculated by means of computer catenary
calculations. Besides known parameters such as submerged chain weight,
and the length of the mooring line, other parameters measured during tensioning need to be incorporated in the calculation:
Height Stevtensioner above seabed.
Vertical pulling load.
By using this method the tension in the chain can be calculated at any
height of the Stevtensioner above seabed. This method is independent of
the waterdepth.
Umbilical cable and measuring pin
The chain tension can be measured with a measuring pin. The pin is part of
the Stevtensioner housing and is equipped with strain gauges. The pin is
connected to a tension read-out unit on the installation vessel by using an
umbilical cable. The pin is connected to the passive chain. All tensioning data
are measured on deck and presented during tensioning on a chart recorder.
A hand winch with sliding contacts is used to veer and haul the umbilical
without disconnecting the umbilical from the registration equipment. The
measurement is insensitive for variations in cable length. The use of an
umbilical is an effective method in waterdepths down to approximately 200
meters. Beyond this depth it becomes more efficient to use either an acoustic
system or computer calculations.
Break-link
The passive chain can be attached to the Stevtensioner by a break-link.
When, during the tensioning operation, a predetermined load has been
reached, the link breaks. Consequently the passive chain falls to the bottom,
and the Stevtensioner can be retrieved.

The Stevtensioner

111

Duration of pretensioning anchors and piles


Once the required tension has been achieved, the tension has to be maintained for a certain duration. This period is described in the table below for
various Certification Authorities.
Certification Authority
maintaining tension
Lloyds Register of Shipping
American Bureau of Shipping
Det Norske Veritas (NMD)

Required duration of
20 minutes
30 minutes
15 minutes

The Stevtensioner

112

Handling the Stevtensioner


Handling operations can generally be described as follows:

Positioning the anchors and paying out the chain


Hook-up all necessary hardware for tensioning operations on deck of
barge or AHV
Deployment Stevtensioner to the seabed and positioning of the installation vessel
First lift (yo-yo)
Series of yo-yos
Maintain required tension for a specified period of time
Retrieve the Stevtensioner and disconnect
Prepare for next tensioning
A Stevtensioner can be deployed from a crane barge, Anchor Handling
Vessel or any vessel having enough crane/winch capacity to lift the required
vertical force.

fig. 3-99

2
7
5

8
fig. 3-100

General tensioning procedures


General tensioning procedures using crane barge or AHV for Stevtensioner
models VA1000 and VA1250 are presented in fig. 3-110 and 3-111.

The Stevtensioner

113

2
7

Hook-up
Pass the active chain (2) through the tensioner (1) on deck. Connect passive
chain (3) to measuring pin shackle (8). Connect dislock wire (5) to shackle
(4). Connect umbilical cable (7) to read-out system on deck and to the
measuring pin (6).
Lowering
Fix active chain (2) to winch or crane hook. Slack dislock wire (5) and lower
Stevtensioner to seabed. Stevtensioner will pass over active chain (2).
Tensioning mode
When Stevtensioner is on seabed, slack dislock wire (5) before the first yo-yo,
and keep slack during all yo-yos!
Tensioning is achieved by pulling on active chain (2). The mooring lines will
be lifted from the seabed causing the anchors or piles to be loaded. After
each yo-yo active chain is gained. The active chain can only pass through the
Stevtensioner in one direction. Approximately 4 to 7 yo-yos are required to
obtain the required pretension load (fig. 3-111).

1
8

fig. 3-100

The Stevtensioner

114

Retrieving
When tensioning is completed be sure to lower the Stevtensioner to seabed
and slack off active chain (2) before retrieving Stevtensioner with dislock
wire (5). Pull on dislock wire (5). Stevtensioner will pass over chain (2).
Disconnect Stevtensioner on deck of the barge or AHV.
Stevtensioner Product Range
The following Stevtensioners are available from vryhof anchors.

Stevtensioner
model

Maximum
horizontal load
[t]

VA 220
VA 500
VA 600
VA1000
VA1250

220
500
600
1000
1250

Suitable* for chain Suitable* for chain


size with Kenter size without Kenter
shackle [mm]
shackle [mm]
50
102
76 - 84
102 - 117
114 - 132

60
112
76 - 87
102 - 135
114 - 152

Size
Stevtensioner
lxhxw [m]
2.6
5.4
2.2
3.1
3.5

x
x
x
x
x

1.2
2.6
0.9
1.2
1.4

x
x
x
x
x

1.0
2.4
0.6
0.8
0.9

Weight
Stevtensioner
[t]
5
20
2.5
6
9

* The suitability only refers to the section of chain passing through the Stevtensioner. Chain or wire not passing through the
Stevtensioner may have any dimension.

Supply/anchor handling vessels

115

Drilling rigs are generally moored with 8 to 12 anchors. These are laid in a
mooring pattern. Originally normal tugs were used for these operations,
but very soon, there was a call for specialised vessels.
For anchor handling vessels, it is very important to be able to work quickly and
effectively. Much depends on the expertise of the captain and crew. The equipment and its design are also extremely important. Engine power has to be sufficient to handle chain and/or wire and anchors at the water depth concerned.
The newest generation of AHVs has bollard pulls far in excess of 200 t.
Care should be given to the rated maximum bollard pull which in reality
might be less, depending on the use of other power consuming equipment
such as bow (and sometimes) stern thrusters, winches, etc.
The winch often causes confusion. An AHV owner demonstrates maximum
pulling capacity at the bare drum during the maiden trip, but a contractor
requires high winch output when the drum is 70 to 100% wound with wire
under working conditions. It is also possible that an owner limits the
pressure of the hydraulic system below factory limits, to reduce winch wear
and repair costs.
The dynamic capacity of the winch brake is particul-arly important when a
long heavy chain must be deployed. Hydraulically and electrically braked
drums are more efficient than band brakes.
For handling chain, many supply vessels have chain lockers below decks and
a wildcat above the chain locker.
To ensure easy handling of chain and wire, simple, well-constructed tools
are necessary. An experienced crew will also make the handling easier.

These specialised anchor handling vessels


(AHVs) now have:
A large deck space.
Powerful winches, with auxiliary winches to reel
extra wires.
Large chain lockers, for storage of the chain.
Large wire storage capacity.
An adapted seaworthy design and very
manoeuvrable with bow and stern thrusters.
Some even with a dynamic positioning system.
Space for drilling mud and fuel tanks for
supply to drilling rigs.
Small auxiliary cranes.
One or two sets of towing pins and shark jaws.
A stern roller that sometimes consists of
two individually rotating drums.

table P

Product data

Introduction

117

Product Data
In this editon of the vryhof anchor manual, we have given the reader as
much information and data as we imagined would normally be needed.
Undoubtedly some is missing. This can be vryhof-specific or general
information. Vryhof-specific, information can be related to brochures,
detailed handling recommendations and product data. This can be
obtained on request, while general information will also be provided if
available.
To make the next edition of the anchor manual suit the requirements of the
reader even better than this one, your suggestions of comments are much
appreciated.

Dimensions

118

Dimensions of vryhof anchor types

B D

C
A
Stevin Mk3

Dimensions

119

Dimensions of vryhof anchor types

E
L
K

Stevin Mk3

Main dimensions Stevin Mk3 dimensions in mm anchor weight in kg


weight

1000

1500

3000

5000

7000

9000

12000

15000

20000

30000

A
B
C
D
E
K
L
S

2429
2654
1559
2023
737
1010
412
60

2774
3038
1785
2316
843
1156
471
65

3493
3828
2249
2918
1063
1456
594
80

4120
4538
2667
3460
1260
1727
704
80

4602
5077
2983
3871
1409
1932
788
90

5012
5521
3244
4209
1533
2100
857
100

5516
6076
3570
4632
1687
2312
943
110

5942
6545
3846
4990
1817
2490
1016
120

6372
6986
4100
5324
2048
2674
1083
160

7289
7997
4694
6094
2345
3061
1240
180

Note: The dimensions of the Stevin Mk3 anchor may be changed for specific applications

Dimensions

120

Main dimensions of vryhof anchor types

C
A

Stevpris Mk5

Dimensions

121

Main dimensions of vryhof anchor types

S
E
sand

F
mud

Stevpris Mk5
Main dimensions Stevpris Mk5 dimensions in mm anchor weight in kg
weight

1500

3000

5000

8000

10000

12000

15000

18000

20000

22000

25000

30000

65000

A
B
C
E
F
H
T
S

2954
3184
1812
1505
271
1230
493
80

3721
4011
2283
1896
342
1550
622
90

4412
4756
2707
2248
406
1837
738
110

5161
5563
3166
2629
474
2149
862
130

5559
5992
3410
2832
511
2315
929
140

5908
6368
3624
3010
543
2460
988
150

6364
6860
3904
3242
585
2650
1064
170

6763
7290
4149
3446
622
2816
1131
180

7004
7550
4297
3569
644
2917
1171
190

7230
7794
4436
3684
665
3011
1209
200

7545
8133
4629
3844
694
3142
1262
200

8018
8643
4919
4085
737
3339
1341
220

10375
11184
6365
5286
954
4321
1736
300

Note: The dimensions of the Stevpris Mk5 anchor may be changed for specific applications

Dimensions

122

Transport dimensions of vryhof anchor types

Stevpris Mk5

Dimensions

123

Transport dimensions of vryhof anchor types


H

D
T

B
T

Stevpris Mk5
Transport dimensions Stevpris Mk5 dimensions in mm weight in kg
weight
anchor
fluke
shank
B
C
D
H
T
U
V
W

1500
600
900
3184
1812
2367
1232
494
3294
1221
984

3000
1300
1700
3999
2283
2969
1538
623
4141
1526
1240

5000
2100
2900
4750
2707
3529
1831
739
4913
1817
1470

8000
3400
4600
5550
3166
4122
2140
864
5747
2120
1719

10000
4300
5700
5980
3411
4442
2301
930
6190
2285
1852

12000
5200
6800
6348
3625
4714
2443
989
6578
2422
1968

15000
6400
8600
6848
3904
5087
2642
1065
7090
2618
2120

18000
7700
10300
7278
4149
5407
2808
1132
7533
2783
2253

Note: The dimensions of the Stevshark Mk5 anchor may be changed for specific applications

20000
8600
11400
7547
4297
5609
2920
1172
7806
2891
2334

22000 25000 30000


9400
10700 12900
12600 14300 1 7100
7799
8123
8650
4436
4629
4919
5799
6035
6431
3016
3135
3345
1210
1263
1342
8060
8406
8936
2994
3108
3321
2409
2514
2671

65000
27900
37100
11193
6365
8322
4328
1737
11563
4297
3456

Dimensions

124

Main dimensions of vryhof anchor types

Stevspris New Generation

Dimensions

125

Main dimensions of vryhof anchor types

sand

midd
le

mu
d

Stevspris New Generation


Main dimensions Stevpris New Generation dimensions in mm anchor weight in kg
weight

1500

3000

5000

8000

10000

12000

15000

18000

20000

22000

25000

30000

A
B
C
E
F
H
S

2797
3059
1981
1321
641
1170
65

3523
3870
2495
1664
808
1490
80

4178
4602
2958
1973
958
1781
100

4886
5390
3460
2308
1120
2090
120

5263
5807
3728
2486
1206
2253
130

5593
6171
3961
2642
1282
2394
140

6025
6679
4267
2846
1381
2610
160

6402
7101
4534
3024
1468
2777
170

6631
7368
4696
3132
1520
2890
180

6845
7625
4848
3234
1569
3002
190

7143
7962
5059
3374
1637
3138
200

7591
8451
5376
3586
1740
3324
210

Note: The dimensions of the Stevpris New Generation anchor may be changed for specific applications

Dimensions

126

Transport dimensions of vryhof anchor types

W
U

Stevspris New Generation


Transport dimensions Stevpris New Generation dimensions in m anchor weight in kg
weight

1500

3000

5000

8000

10000

12000

15000

18000

20000

22000

25000

30000

B
Ct
Cs
H
Tt
Ts
U
V
W

3.06
1.98
1.96
1.17
0.78
0.70
2.79
1.21
0.99

3.87
2.49
2.47
1.49
0.98
0.88
3.52
1.54
1.25

4.60
2.95
2.93
1.78
1.16
1.04
4.17
1.83
1.48

5.39
3.45
3.43
2.09
1.36
1.22
4.88
2.15
1.73

5.81
3.72
3.69
2.25
1.46
1.31
5.26
2.32
1.86

6.17
3.95
3.92
2.39
1.55
1.39
5.59
2.46
1.98

6.68
4.26
4.23
2.61
1.68
1.50
6.02
2.69
2.13

7.10
4.52
4.49
2.78
1.78
1.59
6.40
2.86
2.27

7.37
4.69
4.65
2.89
1.84
1.65
6.62
2.97
2.35

7.63
4.84
4.80
3.00
1.90
1.70
6.84
3.09
2.42

7.96
5.05
5.01
3.14
1.99
1.78
7.14
3.23
2.53

8.45
5.36
5.32
3.32
2.11
1.89
7.58
3.42
2.69

Note: The dimensions of the Stevpris New Generation anchor may be changed for specific applications

Dimensions

127

Transport dimensions of vryhof anchor types

B
truck

Ct

sh ip

Tt

Ts

Cs
Stevspris New Generation

Dimensions

128

C
A

Stevshark Mk5

Dimensions

129

S
E
sand

F
mud

Main dimensions Stevshark Mk5 dimensions in mm anchor weight in kg


weight

1500

3000

5000

8000

10000

12000

15000

18000

20000

22000

25000

30000

65000

A
B
C
E
F
H
T
S

2862
3085
1755
1458
263
1192
478
80

3605
3886
2212
1837
332
1502
603
90

4275
4608
2622
2178
393
1780
715
110

4999
5389
3067
2547
460
2082
836
130

5385
5805
3304
2743
495
2243
900
140

5723
6169
3511
2915
526
2383
957
150

6165
6645
3782
3140
567
2567
1031
160

6551
7062
4019
3337
602
2728
1095
170

6785
7314
4163
3457
624
2826
1135
180

7004
7550
4297
3568
644
2917
1171
190

7309
7879
4484
3723
672
3044
1222
200

7767
8373
4765
3957
714
3235
1299
210

10051
10834
6166
5120
924
4186
1681
300

Note: The dimensions of the Stevshark Mk5 anchor may be changed for specific applications

Dimensions

130

Dimensions of vryhof anchor types

B D

Stevmanta VLA - permanent

Dimensions

131

Dimensions of vryhof anchor types

E1

E0

F
Stevmanta VLA - permanent

Main dimensions Stevmanta VLA dimensions in mm area in m2


area

10

12

15

17

20

B
C
D
E0
E1
F
H
T

3143
2976
1945
3075
3371
172
1459
639

3975
3765
2460
3890
4264
217
1845
809

4445
4209
2750
4349
4767
243
2063
904

4869
4611
3013
4764
5222
266
2260
991

5443
5155
3368
5326
5839
298
2527
1107

5795
5488
3586
5670
6216
317
2690
1179

6286
5953
3890
6150
6742
344
2918
1279

Note: The dimensions of the Stevmanta VLA anchor may be changed for specific applications

Dimensions

132

Dimensions of vryhof anchor types

B D

C
Stevmanta VLA - MODU

Dimensions

133

Dimensions of vryhof anchor types

E1

E0

F
Stevmanta VLA - MODU

Main dimensions Stevmanta VLA dimensions in mm area in m2


area

10

12

15

17

20

B
C
D
E0
E1
F
H
T

3143
2976
1945
3075
3371
172
1459
639

3975
3765
2460
3890
4264
217
1845
809

4445
4209
2750
4349
4767
243
2063
904

4869
4611
3013
4764
5222
266
2260
991

5443
5155
3368
5326
5839
298
2527
1107

5795
5488
3586
5670
6216
317
2690
1179

6286
5953
3890
6150
6742
344
2918
1279

Note: The dimensions of the Stevmanta VLA anchor may be changed for specific applications

Dimensions other anchor types

134

A
D

B
Flipper Delta
weight
lb.
kg
2205
1000
5512
2500
11023
5000
16535
7500
22046
10000
26455
12000
33069
15000
44092
20000
71650
32500
88185
40000

A
mm
2605
3150
3945
4565
5040
5335
5735
6405
7320
7850

B
mm
1960
2660
3300
3850
4270
4530
4845
5410
6200
6650

C
mm
740
1005
1260
1435
1600
1705
1830
2010
2310
2480

D
mm
1560
2130
2660
3080
3400
3600
3875
4320
4930
5290

Danforth
weight
lb.
kg
1000
454
2500
1134
5000
2268
10000
4536
12000
5443
14000
6350
16000
7257
20000
9072
25000
11340
30000
13608

A
mm
1830
2260
2780
3510
3730
3920
4100
4370
4710
5000

B
mm
1580
2140
2700
3330
3540
3720
4000
4150
4470
4750

C
mm
410
560
710
890
945
995
1040
1110
1195
1270

D
mm
1100
1350
1650
2100
2240
2360
2470
2620
2820
3000

Dimensions other anchor types

135

A
D

LWT
weight
lb.
1000
5000
10000
15000
20000
25000
30000
35000
40000
60000

kg
454
2268
4536
6804
9072
11340
13608
15876
18144
27216

B
B

A
mm
1905
2997
3658
3988
4394
4851
5029
5283
5537
6350

B
mm
1803
2845
3480
3791
4166
4521
4801
5055
6096
7061

C
mm
622
984
1245
1362
1499
1708
1715
1803
1905
2184

D
mm
1168
1829
2235
2438
2692
2946
3073
3226
3327
3810

Moorfast
weight
lb.
kg
1000
454
6000
2722
10000
4536
12000
5443
16000
7257
20000
9072
30000
13608
40000
18144
50000
22680
60000
27216

A
mm
1549
2565
3327
3531
3886
4166
4801
5436
5639
5893

B
mm
1905
3632
3988
4242
4750
4978
5512
6299
6528
6883

C
mm
483
787
1041
1092
1219
1295
1499
1600
1676
1778

D
mm
940
1549
2032
2159
2388
2591
2997
3226
3353
3556

Dimensions other anchor types

136

B
Stato
weight
lb.
kg
3000
1361
6000
2722
9000
4082
15000
6804
20000
9072
25000
11340
30000
13608
35000
15876
40000
18144
60000
27216

A
mm
3277
3658
4064
5182
5334
5740
5969
6299
6553
7540

B
mm
2769
3632
4318
5690
5842
6248
6528
6883
7188
8120

C
mm
860
960
1090
1370
1420
1540
1570
1670
1750
2000

D
mm
1829
2337
2540
3200
3277
3480
3683
3886
4064
4570

AC14
weight
lb.
kg.
2844
1290
4630
2100
6746
3060
12368
5610
18298
8300
23149
10500
29762
13500
41447
18800
44092
20000
50706
23000

A
mm
2025
2382
2700
3305
3793
4073
4429
4946
5049
5290

B
mm
1568
1844
2091
2559
2916
3154
3249
3829
3909
4095

C
mm
470
553
627
768
875
946
1029
1149
1173
1229

D
mm
1067
1255
1423
1741
1984
2146
2333
2606
2660
2787

Dimensions other anchor types

A
D

US Navy Stockless
weight
lb.
kg
1000
454
5000
2268
10000
4536
15000
6804
20000
9072
25000
11340
30000
13608
35000
15876
40000
18144
60000
27216

A
mm
1072
1854
2337
2680
2946
3175
3372
3550
3708
4775

B
mm
841
1437
1810
2089
2280
2456
2608
2743
2872
3194

C
mm
521
889
1121
1295
1413
1522
1616
1703
1778
2218

D
mm
772
1319
1661
1861
2094
2256
2394
2523
2619
3375

137

Proof load test

138

Proof load test for HHP anchors (US units)


anchor
weight
lbs

proof
load
kips

anchor
weight
lbs

proof
load
kips

anchor
weight
lbs

proof
load
kips

100
125
150
175
200
250
300
350
400
450
500
550
600
650
700
750
800
850
900
950
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100

6.2
7.3
8.2
9.1
9.9
11.5
12.9
14.2
15.5
16.7
18.1
19.2
20.5
21.7
23
24.3
25.5
26.6
27.8
28.9
29.8
32.1
34.5
36.8
39.1
41.3
43.5
45.8
48.2
50.3
52.3
54.5

4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
7000
7100
7200

92.5
94.2
95.9
97.5
99.1
100.7
102.3
103.9
105.5
107
108.5
110
111.4
112.9
114.4
115.9
117.4
118.7
120
121.4
122.7
124.1
125.4
126.8
128.2
129.5
130.8
132
133.2
134.4
135.7
136.9

10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
33000
34000
35000
36000
37000
38000
39000
40000
42000

165.8
174.5
184.8
194.7
205.2
214.3
222.9
230.9
239
245
250.4
256.7
263.5
270.9
277.2
282.8
289.2
296.7
304.9
312.3
318.9
326.9
333.7
341.2
348
354.8
361.6
368.4
375.2
382
388.8
400.6

Proof load test

139

Proof load test for HHP anchors (US units)


anchor
weight
lbs

proof
load
kips

anchor
weight
lbs

proof
load
kips

anchor
weight
lbs

proof
load
kips

2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000

56.6
58.6
60.8
62.8
64.8
66.8
68.8
70.7
72.6
74.5
76.4
78.3
80.1
81.9
83.7
85.5
87.2
89
90.7

7300
7400
7500
7600
7700
7800
7900
8000
8100
8200
8300
8400
8500
8600
8700
8800
8900
9000
9500

138.1
139.3
140.6
141.6
142.7
143.7
144.7
145.7
146.8
147.9
149
150
151.1
152.2
153.2
154.3
155.2
156.2
161.1

44000
46000
48000
50000
52000
54000
56000
58000
60000
62000
64000
66000
68000
70000
75000
80000
82500

411.5
425.1
437
449.1
460.4
472
484.3
496.5
508.4
519.3
530.2
541
551.9
562.8
590
617
630

Proof load test

140

Proof load test for HHP anchors (SI units)


anchor
weight
kg

proof
load
kN

anchor
weight
kg

proof
load
kN

anchor
weight
kg

proof
load
kN

50
55
60
65
70
75
80
90
100
120
140
160
180
200
225
250
275
300
325
350
375
400
425
450
475
500
550
600
650
700
750
800

29.7
31.7
34
35.3
37
39
40.7
44
47.3
53
58.3
63.7
68.4
73.3
80
85.7
91.7
98
104.3
110.3
116
122
127.3
132
137.3
143
155
166
177.3
188
199
210.7

2000
2100
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100

434.3
450
466
480.7
495
509.7
524.3
537
550.3
563.7
577
589
601
613
625
635.7
645
655.7
666.3
677
687
696.3
706
715.7
725.7
735
742.3
751.7
760
769
777
786

7000
7200
7400
7600
7800
8000
8200
8400
8600
8800
9000
9200
9400
9600
9800
10000
10500
11000
11500
12000
12500
13000
13500
14000
14500
15000
15500
16000
16500
17000
17500
18000

970.3
987
1002
1018
1034
1050
1066
1078
1088.7
1099.3
1110
1120.7
1132
1148
1162.7
1173.3
1210
1240
1266.7
1300
1340
1380
1410
1450
1483.3
1520
1553.3
1586.7
1620
1653.3
1686.7
1720

Proof load test

141

Proof load test for HHP anchors (SI units)


anchor
weight
kg

proof
load
kN

anchor
weight
kg

proof
load
kN

anchor
weight
kg

proof
load
kN

850
900
950
1000
1050
1100
1150
1200
1250
1300
1350
1400
1450
1500
1600
1700
1800
1900

221.3
231
241.7
252.3
262
272.7
282.7
292
302
311.7
321
330.3
339.7
349
366.7
384
401
418.3

5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900

797.3
808.7
818
827.3
836.3
845
855.7
866.3
877
887
897.3
908
917.3
926.7
936
944.7
953
961

18500
19000
19500
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
34000
36000

1753.3
1780
1800
1833.3
1900
1956.7
2016.7
2070
2130
2190
2250
2303.3
2356.7
2410
2463.3
2516.7
2623.3
2730

Dimensions vryhof tensioners

142

Main dimensions Stevtensioner dimensions in m. weight in t


Stevtensioner model
VA220
VA500

L
2.6
5.4

B
1.0
2.4

H
1.2
2.6

weight
5
20

Dimensions vryhof tensioners

143

Main dimensions Stevtensioner dimensions in m. weight in t


Stevtensioner model
VA600
VA1000
VA1250

L
2.2
3.1
3.5

B
0.6
0.8
0.9

H
0.9
1.2
1.4

weight
2.5
6
9

Proof load/break

144

Proof load/break load of chains (in US units)


diameter

Proof load
R4-RQ4

inches
3
/4
13
/16
1
1 1/8
1 1/4
1 3/8
1 1/2
1 5/8
1 3/4
1 7/8
2
2 1/16
2 1/8
2 3/16
2 1/4
2 5/16
2 3/8
2 1/2
2 5/8
2 11/16
2 3/4
2 7/8
3
3 1/16
3 1/8
3 3/16
3 1/4
3 5/16
3 3/8
3 1/2
3 9/16
3 5/8
3 3/4
3 13/16
3 7/8
3 15/16
4
4 1/8
4 1/4

R3S

Break load
R3

stud

studless

stud

studless

kips
75
88
131
165
203
244
289
337
388
443
500
531
561
593
625
658
692
762
835
872
910
988
1069
1110
1152
1194
1237
1281
1325
1416
1462
1508
1603
1651
1699
1749
1798
1899
2001

kips
66
77
116
146
179
216
255
298
343
391
443
469
496
524
553
582
612
674
738
771
805
874
945
982
1019
1056
1094
1133
1172
1252
1292
1334
1417
1460
1503
1546
1590
1679
1770

kips
62
73
110
138
169
203
241
281
323
369
417
442
468
494
521
549
577
635
696
727
758
823
891
925
960
995
1031
1068
1105
1180
1218
1257
1336
1376
1416
1457
1498
1582
1668

kips
60
71
106
133
163
197
233
271
313
357
403
427
452
478
504
530
558
614
672
702
733
796
861
894
928
962
997
1032
1068
1140
1177
1215
1291
1330
1369
1409
1448
1529
1612

RQ3-API

stud
stud
studless studless
kips
kips
54
49
63
57
95
85
119
107
147
132
176
158
208
187
243
218
280
252
320
287
361
324
383
344
405
364
428
384
452
405
476
427
500
449
550
494
603
541
630
565
657
590
714
640
772
693
802
719
832
747
863
774
894
802
925
830
957
859
1022
918
1056
947
1089
977
1158
1039
1192
1070
1227
1101
1263
1133
1299
1165
1371
1231
1445
1297

R4-RQ4

R3S

R3

Weight
RQ3-API

stud and studlless


kips
95
111
167
210
257
310
366
427
492
562
635
673
712
752
793
835
878
967
1059
1106
1154
1253
1356
1408
1461
1515
1570
1625
1681
1796
1854
1913
2033
2094
2156
2218
2281
2409
2538

kips
86
101
152
191
234
281
333
388
447
510
577
612
647
684
721
759
798
878
962
1005
1049
1139
1232
1280
1328
1377
1427
1477
1528
1632
1685
1739
1848
1903
1959
2016
2073
2189
2307

kips
77
90
136
171
210
252
298
348
401
457
517
548
580
612
646
680
715
787
862
900
940
1020
1103
1146
1189
1233
1278
1323
1368
1462
1509
1557
1655
1704
1754
1805
1856
1960
2066

kips
73
86
128
162
198
238
282
329
379
432
489
518
548
579
611
643
676
744
815
852
889
965
1044
1084
1125
1167
1209
1251
1295
1383
1428
1473
1566
1613
1660
1708
1756
1855
1955

stud

studless

lbs/ft
5
6
10
12
15
18
21
25
29
33
38
40
43
45
48
51
54
59
65
69
72
79
86
89
93
97
100
104
108
116
121
125
134
138
143
147
152
162
172

lbs/ft
5
6
9
11
14
16
20
23
27
31
35
37
39
42
44
46
49
54
60
63
66
72
78
81
85
88
92
95
99
106
110
114
122
126
130
135
139
148
157

Proof load/break

145

Proof load/break load of chains (in US units)


diameter

Proof load
R4-RQ4

inches
4 3/8
4 1/2
4 5/8
4 3/4
4 7/8
5
5 1/8
5 1/4
5 3/8
5 1/2
5 5/8
5 3/4
5 7/8
6
6 1/8
6 1/4
6 3/8
6 1/2
6 5/8
6 3/4
6 7/8
7
7 1/8
7 1/4

R3S

Break load
R3

stud

studless

stud

studless

kips
2105
2211
2319
2428
2538
2650
2764
2878
2994
3111
3228
3347
3467
3587
3709
3830
3953
4076
4199
4323
4447
4571
4695
4820

kips
1862
1955
2050
2147
2245
2344
2444
2545
2647
2751
2855
2960
3066
3172
3279
3387
3495
3604
3713
3822
3932
4042
4152
4262

kips
1754
1843
1932
2023
2115
2209
2303
2398
2495
2592
2690
2789
2889
2989
3090
3192
3294
3396
3499
3602
3706
3809
3913
4016

kips
1696
1781
1868
1956
2045
2135
2226
2319
2412
2506
2601
2696
2793
2890
2987
3086
3184
3283
3383
3482
3582
3682
3782
3882

RQ3-API

stud
stud
studless studless
kips
kips
1521
1365
1597
1433
1675
1503
1753
1574
1833
1645
1914
1718
1996
1791
2079
1865
2162
1940
2247
2016
2332
2093
2417
2170
2504
2247
2591
2325
2678
2404
2766
2483
2855
2562
2944
2642
3033
2722
3122
2802
3211
2882
3301
2963
3391
3043
3481
3124

R4-RQ4

R3S

R3

Weight
RQ3-API

stud and studlless


kips
2671
2805
2941
3080
3220
3362
3506
3651
3798
3946
4095
4246
4398
4551
4704
4859
5014
5170
5327
5483
5641
5798
5956
6114

kips
2427
2549
2673
2799
2926
3055
3186
3318
3451
3586
3722
3859
3997
4135
4275
4416
4557
4698
4841
4983
5126
5269
5412
5556

kips
2174
2283
2394
2507
2621
2736
2853
2971
3091
3211
3333
3456
3579
3704
3829
3954
4081
4208
4335
4463
4591
4719
4847
4976

kips
2057
2160
2265
2372
2480
2589
2700
2812
2925
3039
3154
3270
3387
3504
3623
3742
3861
3981
4102
4223
4344
4465
4586
4708

stud

studless

lbs/ft
182
192
203
214
226
238
250
262
274
287
301
314
328
342
356
371
386
401
417
433
449
466
482
500

lbs/ft
166
176
186
196
206
217
228
239
251
262
275
287
299
312
325
339
353
367
381
395
410
425
440
456

Proof load/break

146

Proof load/break load of chains (in SI units)


diameter

Proof load
R4-RQ4

mm
19
20.5
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
73
76
78
81
84
87
90
92
95
97
100
102

R3S

Break load
R3

stud

studless

stud

studless

kN
331
385
442
524
612
707
809
917
1031
1151
1278
1410
1548
1693
1843
1999
2160
2327
2499
2677
2860
3048
3242
3440
3643
3851
4064
4392
4731
4962
5317
5682
6056
6439
6699
7096
7365
7776
8054

kN
293
340
390
463
541
625
715
811
911
1018
1130
1247
1369
1497
1630
1767
1910
2058
2210
2367
2529
2695
2866
3042
3221
3406
3594
3884
4183
4388
4702
5024
5355
5693
5923
6275
6513
6876
7122

kN
276
320
368
436
510
589
674
764
859
959
1065
1175
1290
1411
1536
1666
1800
1939
2083
2231
2383
2540
2701
2867
3036
3209
3387
3660
3942
4135
4431
4735
5046
5365
5582
5913
6138
6480
6712

kN
267
310
356
422
493
570
651
738
830
927
1029
1136
1247
1364
1485
1610
1740
1874
2013
2156
2304
2455
2611
2771
2935
3102
3274
3538
3811
3997
4283
4577
4878
5187
5396
5716
5933
6264
6488

RQ3-API

R4-RQ4

R3S

R3

studstudstud and studlless


studless studless
kN
kN
kN
kN
kN
239
215
420
382
342
278
249
488
443
397
319
286
560
509
456
378
339
664
604
541
442
397
776
706
632
511
458
897
815
730
584
524
1026
932
835
662
594
1163
1057
946
744
668
1308
1188
1064
831
746
1460
1327
1188
923
828
1621
1473
1319
1018
914
1789
1625
1456
1118
1004
1964
1785
1599
1223
1097
2147
1951
1748
1331
1194
2338
2124
1903
1443
1295
2535
2304
2063
1560
1400
2740
2490
2230
1681
1508
2952
2682
2402
1805
1620
3170
2881
2580
1933
1735
3396
3086
2764
2066
1854
3628
3297
2953
2201
1976
3867
3514
3147
2341
2101
4112
3737
3347
2484
2230
4364
3965
3551
2631
2361
4621
4200
3761
2782
2496
4885
4440
3976
2935
2634
5156
4685
4196
3172
2847
5572
5064
4535
3417
3066
6001
5454
4884
3584
3216
6295
5720
5123
3840
3446
6745
6130
5490
4104
3683
7208
6550
5866
4374
3925
7682
6981
6252
4650
4173
8167
7422
6647
4838
4342
8497
7722
6916
5125
4599
9001
8180
7326
5319
4774
9343
8490
7604
5616
5040
9864
8964
8028
5817
5220 10217
9285
8315

Weight
RQ3-API

kN
324
376
431
511
598
691
790
895
1007
1124
1248
1377
1513
1654
1800
1952
2110
2273
2441
2615
2794
2978
3166
3360
3559
3762
3970
4291
4621
4847
5194
5550
5916
6289
6544
6932
7195
7596
7868

stud

studless

kg/m
8
9
11
13
15
17
20
22
25
28
32
35
39
42
46
50
55
59
64
69
74
79
84
90
95
101
107
117
126
133
144
155
166
177
185
198
206
219
228

kg/m
7
8
10
12
14
16
18
20
23
26
29
32
35
39
42
46
50
54
58
63
67
72
77
82
87
92
98
107
116
122
131
141
151
162
169
181
188
200
208

Proof load/break

147

Proof load/break load of chains (in SI units)


diameter

Proof load
R4-RQ4

mm
105
107
111
114
117
120
122
124
127
130
132
137
142
147
152
157
162
165
168
171
175
178
180
185

R3S

stud

studless

stud

studless

kN
8478
8764
9347
9791
10242
10700
11008
11319
11789
12265
12585
13395
14216
15048
15890
16739
17596
18112
18631
19150
19845
20367
20715
21586

kN
7497
7750
8265
8658
9057
9461
9734
10009
10425
10846
11129
11844
12571
13306
14051
14802
15559
16016
16474
16934
17548
18010
18318
19088

kN
7065
7304
7789
8159
8535
8916
9173
9432
9824
10221
10488
11162
11847
12540
13241
13949
14663
15094
15525
15959
16538
16972
17263
17989

kN
6829
7060
7529
7887
8251
8619
8868
9118
9497
9880
10138
10790
11452
12122
12800
13484
14174
14590
15008
15427
15986
16407
16687
17389

Break load
R3

RQ3-API

R4-RQ4

R3S

studstudstud and
studless studless
kN
kN
kN
kN
6123
5495 10754
9773
6330
5681 11118 10103
6750
6058 11856 10775
7071
6346 12420 11287
7397
6639 12993 11807
7728
6935 13573 12334
7950
7135 13964 12690
8175
7336 14358 13048
8515
7641 14955 13591
8858
7950 15559 14139
9089
8157 15965 14508
9674
8682 16992 15441
10267
9214 18033 16388
10868
9753 19089 17347
11476
10299 20156 18317
12089
10850 21234 19297
12708
11405 22320 20284
13081
11739 22976 20879
13455
12075 23633 21477
13831
12412 24292 22076
14333
12863 25174 22877
14709
13201 25836 23479
14961
13427 26278 23880
15590
13991 27383 24884

R3

Weight
RQ3-API

studlless
kN
8753
9048
9650
10109
10574
11047
11365
11686
12171
12663
12993
13829
14677
15536
16405
17282
18166
18699
19234
19771
20488
21027
21387
22286

kN
8282
8561
9130
9565
10005
10452
10753
11057
11516
11981
12294
13085
13887
14700
15522
16352
17188
17693
18199
18707
19386
19896
20236
21087

stud

studless

kg/m
241
251
270
285
300
315
326
337
353
370
382
411
442
473
506
540
575
596
618
640
671
694
710
750

kg/m
221
229
246
260
274
288
298
308
323
338
348
375
403
432
462
493
525
545
564
585
613
634
648
685

Chain components

148

4D

Chain components and forerunners

3.6D

D
VA-01

4.4D

3.96D

1.1D
VA-02

4.35D

4D

1.2D
VA-03

PL

Chain components

149

4D

4.2D

Chain components and forerunners

1.52D

VA-04

PL

PL

E
A

VA-05

650 mm

390 mm

95 mm
VA-06

Chain components

150

Chain components and forerunners

6.3D

3.8D

4.7D

13.2D
9.7D

4.15D

3.3D
1.2D

1.2D 3.8D

I
5.15D

2.2D

1.45D 4D

1.7D 2.2D

3.4D

0.8D

1.4D 4D

1.65D 1.35D
8D
7.1D

G
1.6D
1.2D 2.8D

1.3D

A =
B =
C =
E =
F =
G =
PL =
H =
I =
K =

common link
enlarged link
end link
joining shackle kenter type
anchor shackle D type
joining shackle D type
pear link
swivel
swivel shackle
special end link

4.6D

1.8D

2.4D 5.2D

8.7D

1.4D

F
1.8D
1.4D 3.1D

Connecting links

151

G
K

E
A

Pear shaped anchor connecting link (pearlink) dimensions in mm


NO

chain size

4
5
6
7
8
9
10
11

32
42
52
62
81
94
97
103

- 40
- 51
- 60
- 79
- 92
- 95
- 102
- 108

298
378
454
562
654
692
889
940

206
260
313
376
419
435
571
610

59
76
92
117
133
146
190
203

40
51
60
79
92
98
121
127

48
64
76
95
124
130
165
175

83
100
121
149
149
159
190
203

44x 44
56
51x 60
74
62x 73
88
85x 79
111
111x 102 130x133
124x 137 141
130
181
156
200

kg

26
32
37
48
54
57
73
76

43
52
64
76
79
83
108
111

13
27
49
94
149
236
386
418

Connecting links
D

152

E
F
E

A
Detachable chain connecting link (C-connector) dimensions in mm
chain size

weight kg

30 - 32
33 - 35
36 - 38
40 - 42
43 - 44
46 - 48
50 - 51
52 - 54
56 - 58
59 - 60
62 - 64
66 - 67
68 - 70
71 - 73
74 - 76
78 - 79
81 - 83
84 - 86
87 - 89
90 - 92
94 - 95
97 - 98
100 - 102

190.5
210
229
248
267
286
305
324
343
362
381
400
419
438
457
476
495
514
537
552
571
590
607

127
140
152
165
190
184
197
210
221
234
246
246
275
283
295
308
320
332
350
356
368
381
394

44
49
53
57
62
64
64
67
71
78
79
83
92
94
95
102
103
107
116
119
122
127
132

32
35
38
41
44
48
51
54
57
60
64
67
73
73
76
79
83
86
92
92
95
98
102

35
39
43
50
51
55
59
64
67
70
73
78
83
85
90
92
92
100
105
106
114
117
119

39
42
46
50
56
60
64
67
71
75
78
79
90
93
94
96
103
107
114
116
119
121
122

21
23
25
27
30
31
33
36
38
40
42
44
46
48
50
52
55
57
59
61
62
67
68

4.5
6.0
7.8
10.0
12.5
14.5
16.5
20.0
23.5
27.5
32.0
37.0
45.5
48.5
54.5
62.5
73.0
80.5
93.5
97.5
116.0
123.0
130.0

Conversion table

153

to convert from
length

multiply by

millimetres mm

0.03937

metres m
kilometres km
kilometres km

0.30480

miles mi

1.60934

square millimetres mm2

square kilometres km

square inches in
square feet ft

millimetres mm
metres m
kilometres km
kilometres km
square inches in2

10.76391

square feet ft2

0.38610

square miles mi2

0.09290

square millimetres mm2


square metres m2

square miles mi

2.58999

millilitres ml

0.06102

cubic inches in3

litres l

square kilometres km2

0.26417

gallons (US) gal

cubic metres m3

35.31467

cubic feet ft3

cubic inches in

16.38706

millilitres ml

gallons (US) gal

3.78541

cubic feet ft3

0.02832

kilograms kg

2.20462

metric tons t

1.10231

pounds lb

0.45359

short tons US ton


density

1.852

nautical miles nmile

0.00155

645.16

mass

miles mi

feet ft

square metres m2

volume

feet ft

0.62137

25.4

nautical miles nmile


area

inches in

3.28084

0.53996

inches in

to obtain

kilograms per cubic metre kg/m3


pounds per cubic foot lb/ft

0.90718
0.06243
16.01846

litres l
cubic metres m3
pounds lb
short tons US ton
kilograms kg
metric tons t
pounds per cubic foot lb/ft3
kilograms per cubic metre kg/m3

Conversion table

154

to convert from
force or weight

kilonewtons kN

0.22481

kilonewtons kN

0.10197

metric tons t
kips kip
metric tons t

pressure or stress

velocity

to obtain
kips kip
metric tons t

2.20462

kips kip

4.44822

kilonewtons kN

9.80665

kilonewtons kN

kips kip

0.45359

kilopascals kPa

20.88555

pounds per square foot psf

metric tons t

megapascals MPa

0.14504

kips per square inch ksi

pounds per square foot psf

0.04788

kilopascals kPa

kips per square inch ksi

6.89472

megapascals MPa

metres per second m/s

1.94384

metres per second m/s

2.23694

knots kn
miles per hour mph
temperature

multiply by

degrees celsius C
degrees fahrenheit F

0.51444
0.44704
multiply by 1.8 then add 32
subtract 32 then multiply by 0.555

knots kn
miles per hour mph
metres per second m/s
metres per second m/s
degrees fahrenheit F
degrees celsius C

Mooring line catenary

155

When the mooring line of a floater is deployed, part of the mooring line
will lay on the seabed and part of the mooring line will be suspended in the
water. The part of the mooring line that is suspended in the water will take
on a catenary shape. Depending on the waterdepth, the weight of the
mooring line and the force applied to the mooring line at the fairlead, the
length of the suspended mooring line (S in [m]) can be calculated with:

F
X

fig. 4-01

S=

dx

2xF
-d
W
with d : the waterdepth plus the distance between sealevel and the
fairlead in [m]
F
: the force applied to the mooring line at the fairlead in [t]
and w : the unit weight of the mooring line in water in [t/m]

length S and X in meters

1600

1200

800

400

0
0

100

200

300

400

500

depth in meters

The horizontal distance (X in [m]) between the fairlead and the touchdown
point of the mooring line on the seabed can be calculated with:

{ }

{ }

F
X = w -d xe log

S + F
w

F d
w -

The weight of the suspended chain (V in [t]) is given by:


V=wxS
See fig. 4-01 for a clarification of the symbols used. The angle is the angle
between the mooring line at the fairlead and the horizontal.

fig. 4-02
S, F = 50 t

S, F = 100 t

S, F = 150 t

S, F = 200 t

S, F = 100 t

S, F = 300 t

X, F = 50 t

X, F = 100 t

X, F = 150 t

X, F = 200 t

X, F = 250 t

X, F = 300 t

156

Example
In fig. 4-02, the suspended length S and the horizontal distance X are plotted for a 76 mm chain for different loads F (ranging from 50 t to 300 t). The
suspended weight of the mooring line is plotted in fig. 4-03. The submerged
unit weight of the 76 mm chain is 0.110 t/m.

180

weight catenary chain in t

Mooring line catenary

140

100

60

20
0
0

100

200

300

400

500

depth in meters
fig. 4-03
F = 50 t

F = 100 t

F = 250 t

F = 300 t

F = 150 t

F = 200 t

Mooring line holding capacity

157

Mooring line holding capacity on the seabed


The holding capacity (P) in [t] of the part of the mooring line that is laying
on the seabed, can be estimated with the following equation:
P=fxlxw
with
f
: friction coefficient between the mooring line and the seabed
l
: the length of the mooring line laying on the seabed in [m]
w
: the unit weight of the mooring line in water in [t/m]
If no detailed information on the friction coefficient is available, the
following values can be used:

mooring line type


chain
wire rope

friction coefficient
starting sliding
1.0
0.7
0.6
0.25

The values for the friction coefficient given under starting can be used to
calculate the holding capacity of the mooring line, while the values given
under sliding can be used to calculate the forces during deployment of the
mooring line.

Shackles

158

B
C
Chain shackle

C
Anchor shackle

Shackles

159

Chain shackle and anchor shackle


According to U.S. federal specification (RR-C-271) dimensions in mm
SWL t

2
3.25
4.75
6.5
8.5
9.5
12
13.5
17
25
35
42.5
55
85
120
150
200
250
300
400
500
600
700
800
900
1000
1200
1500

13
16
19
22
25
28
32
35
38
45
50
57
65
75
89
102
120
125
135
165
175
195
205
210
220
230
250
260

16
19
22
25
28
32
35
38
42
50
57
65
70
80
95
108
130
140
150
175
185
205
215
220
230
240
280
325

22
27
31
36
43
47
51
57
60
74
83
95
105
127
146
165
175
200
200
225
250
275
300
300
320
340
400
460

D
chain
shackle
43
51
59
73
85
90
94
115
127
149
171
190
203
230
267
400
500
540
600
650
700
700
730
730
750
750
840
840

D
anchor
shackle
51
64
76
83
95
108
115
133
146
178
197
222
254
330
381
400
500
540
600
650
700
700
730
730
750
750
840
870

32
38
44
50
56
64
70
76
84
100
114
130
140
160
190
216
260
280
300
350
370
410
430
440
460
480
560
650

O
anchor
shackle
32
43
51
58
68
75
83
92
99
126
138
160
180
190
238
275
290
305
305
325
350
375
400
400
420
420
500
600

Weight
Chain
shackle KG
0.38
0.66
1.05
1.46
2.59
3.34
4.74
6.19
7.6
12.82
18.16
27.8
35.1
60
93
145
180
225
305
540
580
850
920
990
1165
1315
1700
2500

Weight
anchor
shackle KG
0.44
0.79
1.26
1.88
2.79
3.8
5.26
7
8.8
15
20.65
29.3
41
62.3
109.5
160
235
285
340
570
685
880
980
1110
1295
1475
1900
2800

Shackles

160

B
C
F

Heavy duty shackle double nut dimensions in mm


SWL t
60
85
110
130
175
225

rope dia
inch
12-13
14-15
16-18
19-21
22-23
24->

weight
kg

65
80
90
100
125
130

76
90
102
114
133
146

175
220
254
280
300
333

350
390
430
480
600
720

165
178
210
235
265
305

305
380
434
480
550
593

535.5
604
676
754.5
924
1075.5

65
87
146
194
354
410

Shackles

161

B
A

Sling shackle dimensions in mm


SWL t

weight kg

75
125
150
200
250
300
400
500
600
700
800
900
1000
1250
1500

70
85
89
100
110
122
145
160
170
190
200
220
240
260
280

70
80
95
105
120
134
160
180
200
215
230
255
270
300
320

105
130
140
150
170
185
220
250
275
300
325
350
380
430
460

290
365
390
480
540
600
575
630
700
735
750
755
760
930
950

186
220
250
276
300
350
370
450
490
540
554
584
614
644
680

120
150
170
205
240
265
320
340
370
400
420
440
460
530
560

67
110
160
220
320
350
635
803
980
1260
1430
1650
2120
2400
2980

Wire rope

162

Depending on the required service life of the mooring system, the following types of wire rope
are recommended:
Design life
recommended product type
Up to 6 years
Six strand
Up to 8 years
Six strand c/w zinc anodes
Up to 10 years Six strand c/w A galvanised outer wires & zinc anodes
10 years plus
Spiral strand
15 years plus
Spiral strand c/w Galfan coated outer wires
20 years plus
Spiral strand c/w HDPE sheathing
The two rope constructions have differing properties. The advantages of each of the rope types
are presented in the following table:
Spiral strand
six strand
Higher strength/weight ratio Higher elasticity
Higher strength/diameter ratio Greater flexibility
Torsionally balanced
Lower axial stiffness
Higher corrosion resistance
Properties of spiral stand wire rope
Nominal
Diameter
mm (inch)
76
82
90
95.5
102
108
114
121.5
127
133
141
146.5
153

(3)
(3.25)
(3.5)
(3.75)
(4)
(4.25)
(4.5)
(4.75)
(5)
(5.25)
(5.5)
(5.75)
(6)

Nominal Weight in kg/m

MBL
kN

Axial Stiffness
MN

Unsheathed

Sheathed

Submerged
nominal weight
kg/m

Nominal
Steel Area
mm2

Sheathing
Thickness
mm

5647
6550
7938
8930
10266
11427
12775
14362
15722
17171
19180
20469
22070

557
627
760
855
982
1093
1222
1353
1481
1599
1799
1940
2110

28.4
33.0
39.9
44.9
51.6
57.5
64.2
72.2
79.1
86.8
97.5
105.1
114.5

30.4
35.1
42.9
48.1
55.3
61.3
68.3
76.5
83.6
91.5
102.4
110.2
119.7

23.8
27.5
33.4
37.5
43.1
48.0
53.6
59.7
66.0
72.4
81.5
87.7
95.5

3377
3917
4747
5341
6139
6834
7640
8589
9403
10314
11609
12515
13616

8
8
10
10
11
11
11
11
11
11
11
11
11

Wire rope

163

Properties of six strand wire rope


Diameter
mm (inch)

64
71
77
83
89
96
102
108
114
121
127
133
140

2.5
2.75
3
3.25
3.50
3.75
4
4.25
4.50
4.75
5
5.25
5.50

MBL
kN

Axial Stiffness
MN

Rope weight
kg/m

Submerged
rope weight
kg/m

Torque
Factor
Nm/kN

3360
3990
4767
5399
6414
6965
7799
8240
9172
10055
11134
11728
12925

189.4
233.0
278.8
319.7
415.2
483.8
573.5
642.1
707.0
775.7
866.6
912.9
1006.1

17.3
20.8
25.7
29.5
35.0
40.5
44.5
49.8
55.3
60.6
67.7
73.8
80.9

15.3
18.3
22.7
26.0
30.9
35.7
39.3
43.9
48.8
53.5
59.8
65.5
71.7

4.7
5.2
5.8
6.3
6.9
7.5
8.1
8.6
9.1
9.7
10.2
10.6
11.2

Note: MBL based on 10 years design life.


Torque factor presented in the last column is an approximate value at 20% applied load.

Higher fatigue resistance

Wire rope

164

Installation of sheathed spiral strand


The limiting factors for the installation of a sheathed spiral strand are
defined by the properties of the sheathing. The maximum bearing pressure
(b) on the sheath is limited to 21 N/mm2 to avoid permanent deformation.
The minimum bending diameter permitted can be calculated using the following formula:
x b x {d x 0.15 x t}0.5)
D = (4 x W) / (
Where :
D = sheave diameter mm
W = line load N
d
= sheathed cable diameter mm
t
= sheathing radial thickness mm
b = maximum bearing pressure N/mm2
The above formula ensures no damage to the sheathing through bending.
In addition to prevent damage to the cable within the sheathing, the minimum bending diameter is 24 times the unsheathed cable diameter., i.e. D >
24 x (d 2 x t).

Wire rope sockets

165

G
D1
B
A

Closed spelter socket dimensions in mm


NO

MBL t

428
430
431
433
440
445
450

650
820
1000
1200
1500
1700
1900

for wire
dia. mm
75 - 84
85 - 94
95 - 104
105 - 114
115 - 130
131 - 144
145 - 160

D1

360
400
425
500
580
625
700

375
410
450
500
570
630
700

150
175
205
230
260
300
325

350
380
400
500
600
680
725

150
170
200
210
225
240
275

1110
1250
1400
1570
1800
1940
2150

Wire rope sockets


F
E

166

Closed spelter socket dimensions in mm


NO

201
204
207
212
215
217
219
222
224
226
227
228
229
230
231
233
240
250
260

MBL

Rope diameter

tons

mm

inch

45
70
100
125
150
200
260
280
360
450
480
520
600
700
875
1100
1250
1400
1600

20 - 22
23 - 26
27 - 30
31 - 36
37 - 39
40 - 42
43 - 48
49 - 51
55 - 60
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
108 - 115
122 - 130
140 - 155
158 - 167

/8
1
1 1/8
1 1/4 - 1 3/8
1 1/2
1 5/8
1 3/4 - 1 7/8
2 - 2 1/8
2 1/4 - 2 3/8
1
2 /2 - 2 5/8
2 3/4 - 2 7/8
3 - 3 1/8
3 1/4 - 3 3/8
3 1/2 - 3 5/8
3 3/4 - 4 0/0
4 1/2
5
5 1/2 - 6 0/0
6 1/2
7

Weight
kg

101
114
127
139
152
165
190
216
228
248
279
305
330
356
381
450
500
580
675

90
103
116
130
155
171
198
224
247
270
286
298
311
330
356
425
475
550
600

33
36
39
43
51
54
55
62
73
79
79
83
102
102
108
120
120
150
175

24
28
32
38
41
44
51
57
63
73
79
86
92
99
108
125
138
160
175

47
57
63
70
79
82
89
96
108
140
159
171
184
197
216
235
260
300
325

92
104
114
127
136
146
171
193
216
241
273
292
311
330
362
405
515
510
600

38
44
51
57
63
70
76
82
92
102
124
133
146
159
178
190
210
250
300

4
6.5
7.5
11
13
17
24
36.5
50
65
93
110
142
170
225
340
-

Wire rope sockets

167

D1
B
A

Open spelter socket dimensions in mm


NO

MBL t

338
340
344
346
350
370
380

650
820
1000
1200
1500
1700
1900

for wire
dia. mm
75 - 84
85 - 94
95 - 104
105 - 114
115 - 130
131 - 144
145 - 160

D1

375
410
425
500
580
625
700

298
320
343
500
580
625
700

296
340
362
440
580
625
680

140
152
178
200
250
280
300

159
171
191
200
220
230
250

1050
1170
1300
1570
1800
1940
2150

Wire rope sockets


L2
K J K

168

C
D1
B

L1
A

Open spelter socket dimensions in mm


NO

100
104
108
111
115
118
120
125
128
130
132
135
138
140
142
144
146
150
160
170

MBL

Rope diameter

tons

mm

inch

32
45
70
100
125
150
200
260
280
360
450
480
520
600
700
875
1100
1250
1400
1600

17 - 19
20 - 22
23 - 26
27 - 30
31 - 36
37 - 39
40 - 42
43 - 48
49 - 54
55 - 60
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
108 - 115
122 - 130
140 - 155
158 - 167

/4
/8
1
1 1/8
1 1/4 -1 3/8
1 1/2
1 5/8
1 3/4 - 1 7/8
2 - 2 1/8
2 1/4 - 2 3/8
2 1/2 - 2 5/8
2 3/4 - 2 7/8
3 - 3 1/8
3 1/4 - 3 3/8
3 1/2 - 3 5/8
3 3/4 - 4 0/0
4 1/2
5
5 1/2 - 6 0/0
6 1/2
3
7

D1

Weight
kg

89
101
114
127
139
152
165
190
216
228
248
279
305
330
356
381
460
500
580
675

76
89
101
114
127
162
165
178
228
250
273
279
286
298
318
343
480
500
500
600

80
90
120
130
144
160
176
200
216
236
264
276
284
296
340
362
440
560
600
650

21
24
28
32
38
41
44
51
57
63
73
79
86
92
99
108
125
138
160
175

35
41
51
57
63
70
76
89
95
108
121
127
133
140
152
178
190
250
275
290

38
44
51
57
63
76
76
89
101
113
127
133
146
159
171
191
208
210
230
230

16
19
22
25
28
30
33
39
46
53
60
73
76
79
83
89
101
120
140
175

3.2
4.7
7.5
11.6
16.8
24
27.5
40.5
60.5
90
122
157
195
221
281
397
570
980
-

Wire rope sockets

F
E

169

D
CR-socket dimensions in mm
NO

MBL t

522
524
526
527
528
529
530
531
533

250
300
400
500
600
700
800
900
1000

rope dia
mm
49 - 54
55 - 60
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
108 - 115

215
230
250
280
310
340
360
380
450

125
145
160
175
190
205
220
240
260

55
65
75
80
85
100
105
110
125

57
63
73
79
86
92
99
108
120

115
135
150
165
175
200
205
225
240

Advantages of the CR socket


Guaranteed high breaking load.
Integrated non rotating stopper system which prevents the tamp from turning
or slipping out of the cone.
An open-widow side for easy rope handling.
A high performance connection for the right combination with a detachable link.
No rings in the cone to a give a maximum rope/socket connection.
Impact value of min. 27 Joule at -40C.

F
200
230
270
300
325
350
360
380
420

weight
kg
30
46
62
87
110
135
160
208
270

Wire rope sockets

B
C

Y
Forged eye socket
Dimension
A
B
C
X
Y

Size
1.7 D
According to insulating tube thickness
1.4 D
According to wire rope diameter
According to wire rope diameter

Note : D is the nominal diameter of the chain


that connects to the socket.

170

Thimbles

171

F
E
K

D
C

Main dimensions bellmouth thimble dimensions in mm


For wire dia.
10-12
15-16
18-21

A
366
440
454

B
606
746
844

C
277
352
352

D
480
608
660

E
195
248
300

F
166
191
226

K
85
105
118

weight kg
80
125
175

Thimbles

172
H2
H1

C
X
E D

F
B

G
Main dimensions tubular thimble dimensions in mm
For
wire dia.
12
15
18
21
24
27

H1

H2

521
625
727
829
930
1035

420
510
610
740
880
1020

260
312
368
415
465
517

194
194
219
219
273
273

144
144
169
169
201
201

130
150
175
200
225
250

20
25
30
30
30
30

130
158
183
206
229
260

140
168
194
219
245
273

10
40
40
40
40
40

weight
kg
50
80
140
180
260
380

Synthetic ropes

173

Rope properties

Material
Construction
Protective cover
Color of rope
Specific gravity
Melting point
Abrasion resistance
UV resistance
Temperature resistance
Chemical resistance
Water absorption/fibers
Water uptake
Dry & weight conditions

Polyester

Dyneema

Polyester
Parallel strand construction
Polyester
White with marker yarns
1.38 - sinks
251 C
Excellent
Excellent
Workable at sub-zero temperatures
Good
< 0.5%
+ / - 30%
Wet strength equals to dry strength

High Modulus PolyEthylene


Parallel strand construction
Composite yarn
White
0.975 - floating
145 C
Excellent
Good
Medium
Excellent
< 0.05%
n.a
Wet strength equals to dry strength

Production and construction in accordance with recognized standards.


The properties of various rope sizes are presented in the following tables.

Synthetic ropes

174

HMPE
Diameter
mm

MBL
k/N

Weight
kg/m

stiffness
EA
k/N

81
93
108
117
129
137
147
154
163
169
177
182
187

3649
5108
7298
8757
10946
12406
14595
16055
18244
19703
21893
23352
24812

3.30
4.34
5.85
6.83
8.28
9.24
10.7
11.6
13.0
13.9
15.3
16.3
17.2

2.03e + 05
2.84e + 05
4.05e + 05
4.87e + 05
6.08e + 05
6.89e + 05
8.11e + 05
8.92e + 05
1.01e + 05
1.09e + 05
1.22e + 05
1.30e + 05
1.38e + 05

Note : MBL in spliced condition.

Polyester mooring line: strength table


Diameter
mm

MBL
k/N

113
137
154
169
183
195
207
227
245

3723
5754
7446
9138
10830
12522
14215
17261
20307

Total weight kg/m

Stiffness kN

Submerged weight kg/m

@2% MBL

@20% MBL

@2% MBL

@20% MBL

EA

EA2

EA3

8.8
12.9
16.2
19.5
22.8
26.0
29.2
35.0
40.7

8.2
12.0
15.1
18.2
21.2
24.2
27.2
32.6
37.9

2.1
3.1
3.9
4.7
5.5
6.2
7.0
8.4
9.7

1.9
2.9
3.6
4.4
5.1
5.8
6.5
7.8
9.1

7.19 + 04
1.18e + 05
1.57e + 05
1.96e + 05
2.35e + 05
2.74e + 05
3.14e + 05
3.53e + 05
3.27e + 05

8.43 + 04
1.38e + 05
1.84e + 05
2.30e + 05
2.76e + 05
2.22e + 05
3.68e + 05
4.14e + 05
3.83e + 05

1.10e + 04
1.80e + 05
2.40e + 05
2.99e + 05
3.59e + 05
4.19e + 05
4.79e + 05
5.39e + 05
4.99e + 05

Note : Minimum Breaking Load (MBL) in spliced condition.


Weights are presented for a rope loaded to 2% and 20% of MBL
1
cycling between 10 - 30 % MBL
2
cycling between 20 - 30 % MBL
3
cycling between 40 - 50 % MBL

Synthetic ropes

175

Recommended practise for handling fibre rope mooring lines


before and during installation
Ropes should not be permanently installed around bollards or fairleads.
A minimum bending radius should be observed. The minimum bend
radius (D/d) with very low line tensions should be larger than 6.
When unreeling the rope, maximum line tension should be observed, to
avoid pulling the rope into the underlying layer.
Torque or twist in the rope should be avoided.
Fibre ropes should not be run over surfaces which have sharp edges, grooves,
nicks or other abrasive features.
Care should be taken when applying shearing forces to the rope.
There should be no hot work such as welding in the vicinity of the rope.
Frictional heat from excessive slippage of the fibre rope over a capstan,
drum, etc. must be avoided.
Care should be taken that ropes do not get knotted or tangled.
Rope contact with sharp gritty materials should be avoided.
Abrasion or fouling of the mooring line with other anchoring equipment
such as anchor, steel wire rope, chain and connectors must be avoided.
Chasers should not be used on fibre ropes.
Shark jaw stoppers designed for use with steel wire rope or chain should not be
used for handling fibre ropes.
It should be avoided that the ropes undergo more than 1000 loadcycles
with a line tension smaller than 5% of the MBL.
Pre-deployed lines should not be left buoyed at the surface waiting connection to the platform, unless a minimum line tension of 5% (for polyester) of the MBL is maintained.
If the fibre rope is laid on the seabed, it must be protected against external abrasion and ingress of abrasive particles.

Mooring hawsers

176

Double braided nylon

Circular braided nylon

Circ.
inch

Diameter
mm

Ndbs
t

Nwbs
t

weight
kg/m

Ndbs
t

Nwbs
t

weight
kg/m

Ndbs =
nwbs t

weight
kg/m

12
13
14
15
16
17
18
19
20
21

96
104
112
120
128
136
144
152
160
168

208
249
288
327
368
419
470
521
577
635

198
236
273
311
349
398
446
495
548
603

5.7
6.7
7.8
8.9
10.2
11.4
12.8
14.3
15.8
17.4

205
256
307
358
406
454
501
547
597
644

195
244
292
341
387
433
477
521
569
614

5.0
6.0
7.3
8.4
9.5
10.7
12.0
13.2
14.4
15.7

217
258
297
339
378
423
468
523
578
636

5.7
6.7
7.8
8.9
10.2
11.5
12.8
14.3
15.9
16.9

Specific gravity
Melting point

1.14
250C

1.14
215C

Note : ndbs = new dry break strength in spliced condition


nwbs = new wet break strength in spliced condition
Deltaflex 2000 in 8 strand plaited construction.

Approximate elongation at
first loading (brokenin rope, dry and wet
condition)
At 20% of MBL
At 50% of MBL
At break

Circular braided nylon (double braided


is similar)

Deltaflex 2000

16%
22%
>40%

19%
26%
33%

Deltaflex 2000

1.14
260C

Mooring hawsers

177

Double braided construction versus circular braided construction


The circular braided construction can be defined as a recent alternative for
the double braided construction. The elongation and TCLL values of both
construction types are the same. The efficiency (breaking load/raw material) of
the circular braided construction is however much higher, which means that
the circular braided construction can be more budgetary attractive.
Both construction types have an overbraided jacket as part of their construction, but the important difference is that where the overbraiding of
the double braided construction is load bearing, the overbraiding of the circular braided construction is just there for protection. This means that when
the overbraiding is damaged due to chafing or other reasons, the stability
and break load of the circular braided construction will remain unchanged,
while the double braided construction should be considered as structurally
damaged (loss of stability and a lower break load).
Advantages of Deltaflex 2000
When compared to nylon hawsers, a Deltaflex 2000 hawser has the folowing
advantages:
Equal strength in dry and wet conditions.
Strength is 10% to 20% higher than wet double braided nylon.
High energy absorption and elastic recovery.
No water absorption.
One of the highest TCLL (thousand cycle load level) values of all synthetic
ropes.

Main dimensions chasers


G

178

B
B

E
D
B

J-Chaser
VA 101

J-Lock Chaser
VA 115

A
C

F
E

Permanent Chain Chaser


VA 102-106-110-112

Permanent Wire Chaser


VA 210-213-214-215

D
B

D
B

Detachable Chain Chaser


VA 107-108-111

Main dimensions chasers

179

Main dimensions chasers dimensions in mm


Type
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA

101
102
106
107
108
110
111
112
115
210
213
214
215

proofload
t

weight
kg

2483
1657
1702
1886
1931
1867
1994
2210
2083
2073
1962
2318
2051

1829
1143
1168
1143
1168
1245
1245
1384
1486
1245
1099
1308
1168

991
991
1080
1067
1130
1130
1397
1203
1086
1397
1060

699
762
762
762
762
838
838
953
711
838
692
902
711

305
305
381
305
381
330
330
356
533
432
445
508
445

191
203
191
203
203
203
260
305
330
330
330
356

124
124
130
124
130
130
130
130
124
130
130
130
178

86
86
99
86
99
99
99
99
86
99
99
99
127

250
250
250
250
250
250
250
250
250
250
250
250
400

1882
1088
1451
1238
1656
1433
1742
2064
1778
1959
1846
2530
2495

Main dimensions chasers

180

Note: the VA115 is available in two versions: the VA 115/35 for 21/2 to 31/2
chain and the VA115/45 for 33/4 to 41/2 chain.
Restoration of worn chaser profiles
Worn profiles may be restored by application of a weld deposit. Care must
be taken to ensure a satisfactory bond between parent material and the
weld deposit and to avoid the generation of a brittle structure in the area
of repair.
The following procedure is recommended:
The area to be welded must be cleaned to a bright metal finish.
Prior to the commencement of welding, the parent material should be
pre-heated to 180-200 C and the pre-heat temperature is to be maintained
during welding.
The initial layer of weld deposit should be effected by a high nickel
electrode such as: Metrode C.I. softlow nickel N.I.O. 8C.2FE A.W.S.
No.A5.15.ENI-CL.
Subsequent layers of welding may be laid using a less noble electrode
such as: Metrode CI special cast Ni Fe FE.55.NI-1.3.C A.W.S.
No. A5.15.ENI.FE.CI.
Each successive layer of weld must be cleaned and hammered.
On completion of welding, the built-up zone and surrounding area
should be insulation wrapped to permit slow cooling.

Stevin Mk3

181

Stevin Mk3 UHC chart


Ultimate Holding Capacity
The prediction lines above
represent the equation UHC=
A*(W)0.92 with UHC as the
Ultimate Holding Capacity in
tonnes and A a parameter
depending on soil, anchor and
anchor line with values between
16 and 31.

ve

an

u
di

ry

so

ft

cla

rd

cla

cla

typical Ultimate Holding Capacity (UHC) in t

n
sa

ha

The Stevin Mk3 design line very soft clay


represents soils such as very soft clays (mud), and
loose and weak silts.
The line is applicable in soil that can be described
by an undrained shear strength of 4 kPa at the
surface increasing by 1.5 kPa per meter depth or in
the equation Su = 4+1.5*z. with Su in kPa and z
being the depth in meters below seabed. In very
soft soils the optimum fluke/shank angle is
typically 50 deg.
The design line sand represents competent soils,
such as medium dense sands and stiff to hard clays
and is based on a silica sand of medium density. In
sand and hard clay the optimal fluke/shank angle
is 32.
The medium clay design line represents soils
such as silt and firm to stiff clays. The fluke/shank
angle should be set at 32 for optimal performance.

Stevin Mk3 size in t

Stevin Mk3

182

Stevin Mk3 drag and penetration chart


drag

penetration
clay
soft
very
n
i
g
dra
clay
ium
med
n
i
drag
nd
in sa

in
tion
etra
pen

v er y

soft

ium
med
n in
atio
r
t
e
pen

in
tion
etra
pen

Stevin Mk3 size in t

d
san

clay

clay

typical drag and penetration in meters


anchor loaded to ultimate holding capacity (UHC)

drag

Example: loading 70% of ultimate holding


capacity corresponds with 48% of maximum
drag and 80% of maximum penetration at
ultimate holding capacity.
anchor load
as % of
UHC
70
60
50
40
30

drag
% max
drag
48
37
27
18
9

penetration
as % max
penetration
80
68
55
42
23

Stevpris Mk5

183

Stevpris Mk5 UHC chart


Ultimate Holding Capacity

an

r
ha

cla

The prediction lines above


represent the equation UHC=
A*(W)0.92 with UHC as the
Ultimate Holding Capacity in
tonnes and A a parameter
depending on soil, anchor and
anchor line with values between
24 and 110.

y
cla
m
u
i
ed
y
m
cla
ft
so
ry
ve

typical Ultimate Holding Capacity (UHC) in t

d
an

The Stevpris Mk5 design line very soft clay


represents soils such as very soft clays (mud), and
loose and weak silts. The line is applicable in soil
that can be described by an undrained shear
strength of 4 kPa at the surface increasing by 1.5
kPa per meter depth or in the equation Su =
4+1.5*z. with Su in kPa and z being the depth in
meters below seabed. In very soft soils the
optimum fluke/shank angle is typically 50 deg.
The design line sand represents competent soils,
such as medium dense sands and stiff to hard clays
and is based on a silica sand of medium density. In
sand and hard clay the optimal fluke/shank angle
is 32.
The medium clay design line represents soils
such as silt and firm to stiff clays. The fluke/shank
angle should be set at 32 for optimal performance.

Stevpris Mk5 size in t

Stevpris Mk5

184

Stevpris Mk5 drag and penetration chart


drag

penetration
ery

in v

in m
drag

drag

pe

ediu

nd
in sa

n
atio
n e tr

pen

pen

Stevpris Mk5 size in t

e tra

etra

soft

tio

m cla

tion

in ve

in

h a rd

an d

m
n in

Example: loading 70% of ultimate holding


capacity corresponds with 48% of maximum
drag and 80% of maximum penetration at
ultimate holding capacity.

r y so

ediu

clay

ft cla

m cla

an
sa n d

d ha

rd c

lay

typical drag and penetration in meters


anchor loaded to ultimate holding capacity (UHC)

drag

clay

anchor load
as % of
UHC
70
60
50
40
30

drag
% max
drag
48
37
27
18
9

penetration
as % max
penetration
80
68
55
42
23

Stevpris New Generation

185

Stevpris New Generation UHC chart

drag

in mrt

mr
rag in

. in ve

t. in m

cla
ry soft

edium

nd &

. in sa

mrt
rag in

hard

pe

atio
enetr

tion in
netra

n in m

sand

Stevpris NG weight in metric tons

edium

an d h

clay

clay

clay

clay

lay

ard c

in metric tons

ft
ery so
n in v
tratio
pene

drag

in meters

y
cla
rd
ha
y
d&
cla
an
m
ns
u
i
i
C
ed
d)
UH
nm
mu
Ci
y(
H
a
l
U
tc
of
ys
er
v
in
HC

penetration

Example: loading 70% of ultimate


holding capacity corresponds with 48% of
maximum drag and 80% of maximum
penetration at ultimate holding capacity.
anchor load
as % of
UHC

drag
% max
drag

penetration
as % max
penetration

70
60
50
40
30

48
37
27
18
9

80
68
55
42
23

Stevmanta VLA

186

Stevmanta VLA UPC chart


2000

Typical Ultimate Pull-out Capacity (UPC)


The prediction lines on the UPC chart can be expressed in the
equations as stated below:

= 1.5 *k *d
0.6

-0.7

600

1800

*A *tan ()
0.3

1.7

where,
UPC =
Nc =
Su =
A
=

Ultimate Pull-out Capacity [kN]


Bearing Capacity Factor
(k *D), Undrained Shear Strength clay [kPa]
Stevmanta fluke area [m2]

The UPC graph incorporates a Nc- value of 10, -value of 50


degrees and k-value of 2. The graph clearly illustrates the
influence of the diameter of the mooring line or installation line,
and whether six strand or spiral strand is used. The typical
installation load to obtain a specified UPC is presented on the
right vertical axis of the graph.

500
1400

400

1200

1000
300
800

C
200

600

400
100

200

A
0

0
5

10

15

20

25

30

Stevmanta Fluke Area (m2)


Mooring lines in diameters;
A

76 mm

121 mm

Six strand & spiral strand

151 mm
Spiral strand

typical installation load in t

UPC = Nc *Su *A

typical UPC - Ultimate Pull-out Capacity in t

1600

where,
D
= Stevmanta penetration depth [m]
k
= quotient Undrained Shear Strength clay [kPA] and depth
[m]
d
= mooring line or installation line diameter [m]
A
= Stevmanta fluke area [m2]

= Stevmanta fluke / shank angle [deg]

mooring line types

187

Comparson chart
weight of various mooring line types
800

700

weight [kg/m]

600

500
D

400

300

200

100

C
A

0
0

25

50

75

100

125

150

175

200

225

diameter [mm]
A

polyester

spiral strand

six strand

chain

hmpe

mbl of various mooring line types


30000

25000

MBL [kN]

20000

15000
B

C
A

10000

5000

0
0

25

50

75

100

125

150

175

200

diameter [mm]
A

polyester

spiral strand

six strand

chain K4

hmpe

225

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Breaking the anchor off the bottom:


Breaking out anchors takes its time mainly because:
Breaking out forces is caused by the volume of the soil on the fluke and the sucking or under
pressure below it. Pulling up the anchor increases the soil resistance due to the dilatant
behaviour of the soil. This resistance decreases with time, reducing the negative pressure and
thus easing the break out.
For most anchors the following guide is useful:
1. In sandy soil the break out force will be between 12 and 17% of the anchor's test load.
2. In clay soil the break out force will be about 60% of the anchors test load.
3. In sticky soft soil the break out force can exceed 100% of the anchors test load.
As the typical test tension of the anchor is around 1/3 break strain of the chain or wire in use,
the following table is a summary of the forces:
Chain type
76 mm U3
76 mm ORQ
76 mm K4

1/3 Break load


143
154
200

Sandy 17%
24
26
34

Clay 60%

Soft Soil 100%

86
93
120

143+
154+
200+

Breaking the anchor off the bottom is very likely the operation where there has been most loss
of time and equipment.
It is a very time-consuming and hard job to get the anchor up, when the connection between the
anchor and the vessel is broken.
Wrong use of equipment and wrong technique gives many possibilities of damaging the work
and or the pennant wire, other anchor handling equipment i.e. the swivel and especially maybe
also the winch.
One of these possibilities must here be mentioned:
The mentioned possibility of damaging the wire is overload on the wire during the work with
breaking the anchor loose from the bottom.
A very common but inappropriate method is to shorten up on the work wire - heave in on the
winch and keep on going until the stern roller is above the anchor position and the anchor will
break loose or the wire / equipment will break. See fig 1, page 2, chapter 11.
Shorten up on the work wire might help breaking loose the anchor in many situations, but on the
other hand there is a high risk for overloading your equipment.
The tension, which during the above mentioned method is used on the wire, is depended on
following circumstances:
1. Winch pull force
2. Vessels displacement
3. Nature of the sea / sea state

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Pt. 1 is depending on the size of the winch and which layer you are working on. If you are using
one of the bigger winch sizes you are able to exceed the breaking load of the wire.
Pt. 2 and pt. 3 can easily by many times exceed the breaking load of the wire regardless the
size of winch small or large.

D
B

B
A

Fig 1

A is the break loose force, indicating the best direction and size of tension to
be used for breaking loose the anchor.

B will be the tension you will get in your work wire in order to obtain the
required force A, if position of the stern roller is above the anchor,

D is water depth plus penetration of anchor.

Anchors in very soft clay can be buried very deep. A penetration of 60 meters is mentioned.
Another fact is that the soil aft of the anchor is disturbed due to the penetration of the anchor.
While the soil above the anchor might be intact and has probably been it for several thousand
years.
The forces illustrated on fig 1 are the same if position of chaser collar is on top of the anchor
shank as e.g. on a Stevpris. (Illustrated with green arrows on fig 1)

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The way to break the anchor loose of the bottom is therefore:


Slowly to increase power in a direction away from the rig (pull the anchor out backwards) until
the above mentioned breaking loose force and then holding this power to let the under
pressure or suction force be reduced / equalised so as to ease the break out.
If the anchor is not loosened after 30 to 40 minutes (a mater of estimate), then slowly increase
10% and so on.
An example from the North See:
The anchor was buried 60 meter. Maximum allowed tension on the system, 130 T.
The AH-vessel used 18 hours to break loose the anchor but it came, without breaking
anything.
Changing the heading of the vessel might also help to break the anchor loose, but before this is
performed it has to be verified with the rig, as going off line with the vessel gives a high risk of
bending the shank of the anchor.
The forces on the wire might be considerably increased if there is significant swell as the boat
heaves up and down.
It is very important during the Breaking loose operation to keep the actual tension on every
piece of equipment in use, i.e. wires, swivel, connecting links and winch, below allowed
maximum working load.

Below is a bad example of a written procedure about how to retrieve the anchor:

When the boat has the chaser at the anchor, it will increase power and
maintain app. 50% bollard pull for 15 minutes. If no appreciable forward
movement is recognised, the boat will reduce bollard pull to 30% and

shorten work wire length to water depth plus 30 meters!


The boat will break the anchor off-bottom by increasing power until the
anchor is free from the seabed but will exercise caution not to exceed
200 metric tons work wire tension unless approved by the rigs OIM and
or barge master.
As mentioned in the Vryhof Anchor Manual:
Anchors in very soft clay can be buried very deep. Have patience, take your time and be
gentle with the equipment; the anchor will come.

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Ship Handling. Manoeuvring


Introduction
The forces acting upon a ship determine her movement. Some of these forces are controllable
and some are not. Some of them can we measure and some we can not.
The ship is subjected to the forces from the wind, waves and current and in shallow water and
narrow waterways by the interaction from the bottom, banks or sides of the channel.
Close approach to other vessels generates intership action, and wash from propellers/thrusters
from another vessel will also affect our ship.
Some of these forces will vary in size depending on the speed of our, or the other ship, whereas
other forces are affecting us all the time.
Forces from pulling an anchor-wire-towing-cable etc, is also an important factor.
This chapter will explain some basis knowledge to Ship handling and Manoeuvring theory but
the most important factor in Ship handling is experience.
It is therefore essential that navigators do practice handling of their ship when there are a
chance to do so.

Propulsion system
Most vessels do have diesel engines, which through a gear rotate the aft propeller, and an
electrical power system generation power to the thrusters.
But some special vessels can have a system with electrical propellers/thrusters, and maybe
only having azimuth thrusters whiteout any rudders.
Depending on the layout of your propellers/thrusters/rudders the ship handling can be quite
different from one ship type to another.
A continued research and development is taking place within the maritime technology and new
engines, propeller and rudder types are invented every year. This chapter will therefore
concentrate on some basis knowledge regarding propellers and rudders.

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Propellers
A propeller can be a fixed propeller, which means that the propeller blades are fixed, which
again mean that changing from ahead and astern can only be done by stopping the rotation and
then rotate the propeller the opposite way.
In our business we use propellers with variable pitch, where the propeller blades can turn,
changing the pitch. From neutral where the propeller is rotating, but without moving any water,
to full pitch ahead or astern.
The variable pitch propeller will always rotate and can very fast go from full ahead to full astern.
If we look at the propeller seen from the aft and the propeller rotate clockwise when sailing
ahead we call it a right-handed propeller and left-handed if rotating anti clockwise.
When the propeller rotate and special when we do not make any headway water flow to the
propeller are less compared to when making headway. The water pressure on the top blades is
lower compared with the blades in their lower position.
The lower blades will therefore have a better grip, and a right-handed propeller going ahead will
push the stern towards starboard (ships heading turning port).
With a variable pitch propeller the propeller is always turning the same way and the movement
of the stern will always be to port (rotation clockwise) whether we are going ahead or astern.
If we place the propeller inside a nozzle we eliminate this force and direct the water flow from
the propeller in one direction.
The direction of the trust is determined by the direction of the water flow and by the direction the
water flow pass the rudder.

Thrusters
Thrusters are propellers placed inside a tunnel in the ship or outside as an azimuth thruster.
The tunnel thruster can push the ship in two directions whereas the azimuth thruster can rotate
and apply force in all 360.
Most thrusters are constructed with an electrical motor inside the ship with a vertical shaft down
to a gear in the thruster, which again rotate the propeller blades.
All thrusters do have variable pitch propellers.
Be aware of that your azimuth thruster can give full thrust in one direction and 15 -20 % less
thrust in the opposite direction (because of the big gearbox).
And also remember that high speed through the water can empty the tunnel from water, and
overheat the gear, if used.
Turbulence and air in the water can during powerful astern manoeuvre also result in air in the
stern thruster.

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Rudders
The rudder is a passive steering system, which only can work if water is passing the rudder.
The rudder is constructed like a wing on a plane, wide in the front and slim aft.
When turning the rudder the flow of water will on the backside create a low pressure and on the
front a high pressure.
The low pressure or suction creates 75% of the turning force, whereas the high-pressure side
only 25%.
That is why a traditional rudder looses steering moment when turned more than 40-50 degrees.
With high angles there will be turbulence on the backside killing the suction force.
The Becker rudder is constructed as a normal rudder, but with an extra small rudder flap on the
edge. This flap turn twice the angle of the rudder, and the water on the high-pressure side will
be directed more or less side wards creating big side wards thrust.
The Schilling rudder has a rotating cylinder built into the front of the rudder, rotating in a
direction moving water towards the backside of the rudder.
A Shiller rudder can therefore turn up to 70 degree.
The Jastram rudder is an asymmetric constructed rudder designed special for the particular ship
and propeller, and can also turn up to 70 degree.
If water do not pass the rudder, the rudder do not have any affect, which many navigators know
from their experience with variable pitch propellers.
When the pitch is placed in neutral the rotating propeller stops the water flow, and the rudder
can not be used.
When the propellers are going astern, the water passing the rudder is poor, and the effect from
the rudder is very low.
But with a high speed astern the rudder will help, as there will be water passing the rudder.

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Manoeuvring
When talking about manoeuvring our ship, we need to look at how the ship is responding to
different forces, and what happen when we apply forces as well.
A ship lying still in the water is exposed to forces from the current and wind. Swell and waves do
not move the ship, but close to an offshore installation, swell and waves can push us into or
away from the installation.

Current
The current moves the water we sail in and the ship will be set in the same direction and with
the same speed as well.
We can calculate the force depending on the angle the current attacking the ship, where current
abeam can be very high, special with water depth lower than twice the draft.
Turning a ship (80m long draft 8 meter) on a river with 2 knots current and water depth of 12
meter will when the ship is across the river give a force of 60 tons. If we have a lot of water
below the keel the force will be 21 tons in above example, but when the water depth are lower
the force will increase rapidly, and with only 2 meter below the keel the force will be 78 tons; a
significant force.

Wind
We can do the same calculation with the wind, but the force from the wind moving the supply
ship is not a considerable force, where big containerships, car-carriers, bulkers and tankers in
ballast have to do their wind calculations.
The problem with wind in our business is the turning moment created by the wind.
With our big wind area in the front of the ship and none in the aft, the ship will turn up in the
wind or away from the wind, depending on the shape of the hull and accommodation and the
direction of the wind.
We can however use the force from the current and wind in an active way. Instead of fighting
against the force, turn the ship and use the current or wind to keep you steady in a position or
on a steady heading.
When operating close to FPSO, drill ships or other installations with a big underwater shape or
hull, this can result in different forces and direction of the current and wind compared to
observations done just 10 meters away.

Other forces
Forces between two ships passing each other can also be a considerable affect special if the
speed is high. In front of a ship steaming ahead there is an overpressure, and along the sides a
low pressure.
If a big ship pass us this pressure system can move or turn our ship, and if the big ship do have
a high speed (30 knots) you can feel that effect up to mile away.

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Turning point (Pivot point)


When a ship is stopped in the water and we use our thrusters to turn the ship, it will normally
turn around the Centre of the ship, depending on the underwater shape of the hull.
When sailing this point will move ahead and the ship will turn around the Pivot point now
approximately 1/3 to 1/6 from the front.
Our bow thruster will therefore loose some of the turning moment as it must now move the hole
ship in the desired direction, whereas the stern thruster, and also the rudders, do have a long
arm and thereby giving a big turning moment of the stern of the ship.
It will be the opposite when going astern, the pivot point moving aft and in this case our bow
thruster having a long arm and a very big moment.
The Pivot point must not be confused with the turning point we can choose on our Joystick; this
is a computer-calculated turning point. But think about it, when you next time have chosen
turning point aft and you are sailing ahead with 5 knots and the ship seems reluctant in
retrieving a high turning rate.
Forces from cable lying, wire/chain from tow and anchor handling, special if there is a big force
in the system, will also have a significant effect on our ship. Some times it can be very difficult to
turn a ship as the Pivot point can move outside the ship.
As the pull from these systems mostly is very big, we need to use high engine/thruster power to
obtain the desired movement.

Ship handling
With a basis knowledge of the different forces acting on our ship. Special whether it is a big or a
small force, knowledge of how our propellers, rudders and thrusters are working and how the
ship react on above, we can gain a better and quicker experience in ship handling of the
particular ship we are on right now.
You will see experienced navigators using split-rudder, where one rudder have one angle and
the other rudder having another angle. Going for and back on the engine you can control the aft
end of the shipside wards without moving ahead or astern. But again other navigators will get
the same result by using the rudders in parallel drive and turn the rudders from side to side, and
still use the engine to control the movement side wards and ahead or astern.
The best way is like mentioned in the beginning of this chapter, to practice manoeuvring of your
particular ship, using the information mentioned in this chapter.

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General layout Jack-Up drilling unit:


A Jack-up drilling unit is designed for drilling in water depth up to 150 metres.
A jack-up is standing on 3 legs, each leg ending in a footing; these footings are called spud
cans.
The derrick is normally situated on a cantilever, in drilling position the cantilever is skidded out
so the derrick is extracted over the rigs stern.
The Blow Out Preventer (BOP) is placed under the rig floor, the tubular from the BOP to seabed
is called the conductor pipe.
At production platforms a Jack-up is placed very close to the platform and the cantilever is
skidded over the platform.
Before rig move, the rig has to be prepared for towing, all pipe from the derrick are laid down on
deck and secured. Risers and BOP is retrieved and secured. Watertight integrity is checked,
and the cantilever skidded in, flush with aft end of rig and secured. Deck cargo secured, cranes
laid down and secured.
Stability is calculated, ballast distributed for the rig to float at even keel, in this situation the rig
will not accept cargo handling, as the calculations are done, and cargo secured on deck.
Weather conditions for rig move of jack-up rigs are normally 15-20 knots of wind, sea/swell less
than 1.5 metres, weather window more than 24 hours.
A tow master is normally in charge of operations.
A rig move starts with jacking down to 2 metre draft and checking for watertight condition. All
overboard valves are checked for leaks.
At this same time one or more boats for towing will be connected to the tow bridle.
Then the rig is jacked down to calculated draft, boats ordered to pull minimum power.
Due to the considerable size of spud cans, the rig will jack further down to break suction of the
spud cans. This is called freeing legs and can take hours depending of the amount penetration
of spud cans into the seabed.
When the rig float free, the legs are jacked up, flush with bottom of hull and the tow begins.
During the tow a jack-up rig afloat is very sensible to roll and pitch period, the long legs can
cause a whipping effect, and therefore the roll and pitch period has to be more than 10 seconds.
Severe rolling with short rolling period will cause structural damage at jacking houses and is
known to have caused loss of rigs. In the rigs operational manual limits for roll and pitch are
given.
At the new location the rig will lower legs and tag bottom, jack the hull free of the water and
preload. Preloading takes several hours and is a process where the rig is ballasted
corresponding to maximum environmental conditions, normally a 100 years wind condition.
Again operational manual will give the precise procedure.
During preload no cargo operations are allowed to take place.

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When preload is completed, tugs are released and the rig jacked to working air gap, and the
cantilever skidded out.
Now drilling and cargo operations can begin.
A Jack-up drilling rig is fitted with an anchoring system consisting of 4 anchors. These anchors
are light anchors, connected to wire of diameters less than 3.
In some cases anchor handling will take place with jack ups.
The jack-up will jack down close to location, run out anchors, and use the anchor system to
move in close to platforms or sub sea production well heads.
The tugs will be connected up, but will only use little or no power.
To receive anchors, the A/HV will move close to the rig, and the rigs crane will first lower the
anchor buoy and pennant wire, and then lower the anchor to the deck.
The anchor is then run out to position, lowered in the pennant wire, pennant wire connected to
anchor buoy, then the buoy is launched.
To retrieve the anchor, the AHV will move in stern to the buoy, catch the buoy, disconnect the
pennant wire from the buoy, connect work wire to pennant wire, then break the anchor loose of
seabed, take anchor on deck, return the anchor, buoy and pennant to the rig.

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General information about a Semi Submersible drilling unit:


A semi submersible-drilling unit (semi) is designed to drill at water depth more than 100 metres.
A semi is floating on stability columns and has low GMT, and therefore a slow rolling period.
This makes the semi an acceptable working platform as regards to crane operation etc.
Generally a semi is anchored in a mooring spread of 8 anchors, 30/60 degrees; another number
of anchor is used, but not very often. Heading into the prevailing weather. Forward end is
defined with heli-deck and accommodations.
On rigs with 8 anchors, the anchors are numbered clockwise with anchor no.1 forward
starboard.
The BOP is placed on the seabed, connecting with risers up to the rig.
Between BOP and riser a flexible joint is installed.
The purpose for a flex joint is to allow some movement of the rig due to the elasticity of the
mooring spread.
At 90 metres this elasticity is greater than the flexibility of the flex joint, this is therefore a critical
depth.
A riser angle of up to 10 degree from vertical is maximum allowable.
In case of severe weather, where the riser angle increases to maximum allowable the rig can
disconnect from the BOP, and connect when the weather improves.
At sea level a slip joint is installed in the riser system.
The purpose of a slip joint is to allow the rig to heave.
At the slip joint the riser tensioning system keeps tension on the riser, this is to carry the weight
of the riser. Slip joints has a stroke of 50 feet.
Just under the rig floor a ball joint is installed. The purpose of a ball joint is to allow the rig to roll
and pitch.
The last component here to be mentioned is the drill string compensator.
This purpose of a compensator is to allow the rig to heave and still keep the same weight on the
drill string; the motion compensator has a stroke of 20 feet.
To prepare a semi for tow, pipe is paid down on deck and secured, deck cargo is secured.
The last operations before a rig move is to retrieve the risers and the BOP, secure these items
on deck, and de-ballast the rig to transit draft.
At transit draft the bolsters are visible.
Sequences for retrieving anchors are given in the procedure for rig move.
Breast anchors, which are number 2,3,6,7, are retrieved first, then a tug is made fast to the tow
bridle, and then the last anchors can be retrieved.
During the tow the rig has a good stability, and can endure severe weather. In some weather
conditions the rig will ballast to survival draft.

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At the new location the sequence will be to run anchors (no 4 &5) first, then anchors no 1 and 8,
disconnect vessel from tow bridle, then run breast anchors.
When all anchors are run and confirmed in the correct position (bearing and distance from rig)
the anchors will pre-tensioned to an agreed load, corresponding to 100 years weather condition.
In some cases the combination seabed and anchor system cannot hold the pre-tensioning. In
that case piggyback anchor will be set. Piggyback are anchors in tandem.
Anchor spread can extent far from the semi, with piggyback anchors the distance to the rig can
be 2 miles.

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