Maersk Training Anchor Handling Simulator Course

Maersk Training Centre A/S

Anchor Handling
Simulator Course

Best Practise in
Anchor Handling

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
Dyrekredsen 4
Rantzausminde
5700 Svendborg
Denmark
Phone:
Telefax:
Telex:
E-mail:
Homepage:
+45 63 21 99 99
+45 63 21 99 49
SVBMTC
[email protected]
WWW.MAERSKTRAININGCENTRE.COM
Managing Director: Claus Bihl
2.0 Index
Chapter 00
Page 2
MTC
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.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc
Chapter 01
Page 1
MTC
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.
Chapter 01
Page 2
MTC
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.
Chapter 01
Page 3
MTC
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:
Towing Winch / Tow Wire

Vertical Load Anchors
Vertical Seismic Survey
Working Load Limit
Work Wire
Weight in water: Weight in air x 0.85
M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 01\3.Abbreviations.doc
Chapter 01
Page 2
MTC
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
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.
MTC
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
MTC
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
MTC
What to do:

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
MTC
Planning and Risk Assessment

Job:________________________________________________________
Working process /
Plan
Hazard
Consequence
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
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 ?
Planning
APM-Procedure:
Deep-water A/H. 15, 266
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!

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

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 %

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)

(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.

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

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

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

STEP 5 : Bollard Pull
200 M

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:
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
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
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:
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)
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.
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.
Anchor deployment, example of
DANMARK
Polaris
1
JK MultiMedie +45 6474 1995

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
POLARIS
DANMARK
POLARIS
AHTS
MAERSK TRAINER
3

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

The Rig will pay out additional 500 meters of
mooring wire and stop while AHTS keeps wire
off bolster.
~ 1727 m
~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

The Maersk Trainer pays 500 meters of work wire
and keeps tension on system.
~ 1727 m
~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

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

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
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

The Maersk Trainer returns to the rig with the
PCP
POLARIS
DANMARK
8
POLARIS
DANMARK
9
Anchor deployment procedures

Pee Wee anchor pandant socket.
10
MTC
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
Chapter 05
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A/H-Drum at full Capacity
Chapter 05
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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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Chapter 05
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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.
Chapter 05
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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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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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MTC
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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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.
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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.
Chapter 06
Page 10
MTC
3.3.
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.
Chapter 06
Page 11
MTC
4.
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.
Chapter 06
Page 12
MTC
5.2
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.
Chapter 06
Page 13
MTC
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.
Chapter 06
Page 14
MTC
5.5
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.
Chapter 06
Page 15
MTC
6.
Control Measurements / Adjustments.
6.1
Control Measure in Lock Position:
Chapter 06
Page 16
MTC
6.2
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.
Chapter 06
Page 17
MTC
6.3
Adjustment of Pressure Switches for Lock Pressure.

1.
2.
7.
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.
Chapter 06
Page 18
MTC
11.
12.
13.
7.3
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)
Chapter 06
Page 19
MTC
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
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.
Chapter 06
Page 20
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
Mark on line !

In closed / locked position Looking aft.

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

Double set of Jaws, Pins and Wire lifter

Looking aft. A- type vessel.

View from the bridge.
A-type vessel.

Chain stopped off by the Shark Jaw Looking aft.

Maersk
Training Centre
A/S
E-procurement
work group
JAW READY FOR OPERATION

Maersk
Training Centre
A/S
E-procurement
work group
JAW LOCK POSITION ACCEPTED

MTC
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
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.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 07\1.0 Karm Fork.doc
Chapter 07
Page 1
MTC
KARM FORK Shark Jaw

Wire and chain Stopper
Fig 1
Chapter 07
MTC
Inserts for KARM FORK
Fig 2
Inserts and Carpenter Stoppers for KARM FORK
Fig 3
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

Karm Fork and Towing Pin

in top position.
Looking aft.
MAERSK DISPATCHER

Karm Forks and Towing Pins in top position

with Safety Pins in.
Looking towards port.
MAERSK DISPATCHER

Karm Forks and Towing Pins in top position

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

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

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
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.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 08\1.0 Wire 2001.11.UK.doc
Chapter 8 / 1
Page 1
MTC
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
Breaking load, reduced:

5%
10%
20%
25%
30%
40%
50%
Chapter 8 / 1
Page 2
MTC

A few examples:
3000 mm drum / 76 mm wire = app. 40 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.
Chapter 8 / 1
Page 3
MTC

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.
Chapter 8 / 1
Page 4
MTC
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.
Chapter 8 / 1
Page 5
Afsnit 10 - 2001 m ny standard 2.qxd
15-01-02
10:19
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
89 11 12 89
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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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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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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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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Warrington
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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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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 fibereller 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
Randers
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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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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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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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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.
FKU LIFTING A/S

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Randers
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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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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
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Fig. 27
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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
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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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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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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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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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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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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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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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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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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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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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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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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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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
10-25
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
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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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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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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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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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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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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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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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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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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Side 36
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
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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.
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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).
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Side 39
TEKNISK INFORMATION
19. TEKNISKE OMREGNINGSTABELLER
10-39
19. TECHNICAL CONVERSION TABLES

Fig. 9
Omstning mellem diverse enheder
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TEKNISK INFORMATION
Testcertifikat for stlwirer
FKU LIFTING A/S

Jan 2002
Randers
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10-40
Test and Examination Certificate

for Wire Rope
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TEKNISK INFORMATION
Certifikat for test af lftegrej
FKU LIFTING A/S

Jan 2002
Randers
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10-41
Certificate for test of Lifting Gear
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Side 42
TEKNISK INFORMATION
Certifikat for test af
faldsikringsudstyr
FKU LIFTING A/S

Jan 2002
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10-42
Certificate for test of

Fall Arrest Equipment
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TEKNISK INFORMATION
Certifikat for test af El-taljer
FKU LIFTING A/S

Jan 2002
Randers
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10-43
Certificate for test of Electric

Chain Hoists
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Side 44
TEKNISK INFORMATION
Certifikat for test af
Vakuumlfteg
FKU LIFTING A/S

Jan 2002
Randers
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10-44
Certificate for test of Vacuum

Lifters
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TEKNISK INFORMATION
Certifikat for test af kdetaljer,
wiretaljer, lbekatte, lftekler,
spil og donkrafte
FKU LIFTING A/S

Jan 2002
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10-45
Repair Certificate for Chain Hoists,

Pull-Lift Trolleys, Lifting Clamps
and Jacks
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Side 46
TEKNISK INFORMATION
Fyns Kran Udstyr A/S

ISO 9002 certifikat
FKU LIFTING A/S

Jan 2002
Randers
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10-46
Fyns Kran Udstyr A/S

ISO 9002 certificate
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10
MTC
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
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.
Chapter 09
Page 2
MTC
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.
Chapter 09
Page 3
MTC
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.
Chapter 09
Page 4
MTC
Chapter 09
Page 5
MTC
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
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Pin Extractor in use on a 85 T Shackle
Anchor Handling Equipment, chapter 9
MTC
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
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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.
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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.
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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.
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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.
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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
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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
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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)
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)
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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
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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
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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
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)
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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
UK
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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
UK
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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)
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
UK
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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
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
UK
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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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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
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
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
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
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
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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
d = chain diameter
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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
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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
d = chain diameter
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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
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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
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
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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
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CHAINS AND FITTINGS
LONG TERM MOORING CONNECTOR

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

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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
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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
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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
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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
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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
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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
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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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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BEL 109 GRAPNEL

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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BEL 139 GRAPNEL

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
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
Lifting eye dimensions shown are standard for each type.

Specials can be made to suit customer requirements.
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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

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74.25 45.00 42.50 30.00 12.00 7.50
381
330
203
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

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3
J LOCK CHAIN CHASERS
BEL 115/35-45
3.9
BEL 115/35 for chain 64mm to 90mm

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
406
2350
191
711
533
1824
Safe Working Load:
250 tonnes
Proof Test Load:
400 tonnes
Weight:
2950 kg
58.50
1486
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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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
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.
UK
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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

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

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.
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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
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)

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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
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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
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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
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
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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
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
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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
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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
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WIRE ROPE
ROPE SPECIFICATIONS
ROUND STRAND WITH STEEL MAIN CORE
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
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WIRE ROPE
ROPE SPECIFICATIONS
ROUND STRAND WITH STEEL MAIN CORE
4.42

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
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
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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
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
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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
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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
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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
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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
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

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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
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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
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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
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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
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WIRE FITTINGS
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

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WIRE FITTINGS
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
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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
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
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
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
Back Tensioning
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
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
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
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
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
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

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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

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
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
most acids, alkalis and oils.
Not affected by water.
7.3
SYNTHETIC ROPE
POLYETHYLENE
Diameter
7.4
NYLON

Weight
(kg)
MB L Kg
mm
Inc C
3/4
10
1 1/4
12
1 1/2
14
Diameter

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
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
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.
Safety. Medium tolerance chain for
chain slings. Grade 8.
Safety. Medium tolerance chain for
chain slings. Grade 4.
8.2

Safety. Chain slings. Grade 8
Safety. Chain slings. Grade 4
Safety. Chain slings. Specification
for information for use and
maintenance to be provided by
the manufacturer.
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.

General specification.
Fibre ropes for general service. Hemp
Fibre ropes for general service. Polyamide -
EN696:1995
Fibre ropes for general service. Polyester
EN697:1995
EN699:1995
EN700:1995
BS3724:1991
BS4815:1972
Polypropylene
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
8.8
90 Max.
Basket Hitch
Double Wrap Basket Hitch
SWL = 2.1x SWL of Sling

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LIFTING EQUIPMENT
USED SINGLY
90 Max.
Basket Hitch
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
Master Link
Bottom Leg
Top Leg (1 WRC)
Shackle

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
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)
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)
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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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
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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 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
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
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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
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
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.
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
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
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
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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
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
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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
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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
* 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
* 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
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
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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
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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
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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
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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

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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
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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
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
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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.
resistant, virtually unsinkable and ensure a long maintenance free life. This
buoy is ideal for use in small ports.
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

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BUOYS
EF15P CLASS V BUOY

covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
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
Lifting eyes 2 in number
Radar reflector (within pillar)
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)

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BUOYS
EF18L CLASS IV BUOY

resistant, virtually unsinkable and ensure a long maintenance free life.
1
Ballast skirt
Radar reflector
Balmoral B85 beacon
6
5
4
WL Waterline
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

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BUOYS
EF18P CLASS IV BUOY

Balmoral marine elastomer buoys are constructed from an inner core of PU foam
1
Ballast skirt
Balmoral B85 beacon
WL Waterline

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
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9.15
BUOYS
EF20L
1
Ballast skirt
Radar reflector
Balmoral B85 beacon
Top marks if applicable
6
5
WL Waterline

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)
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BUOYS
EF20P
1
Ballast skirt
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)
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9.17
BUOYS
EF25L CLASS III BUOY

resistant, virtually unsinkable and ensure a long maintenance free life. This buoy is
utilised by both the offshore oil industry and large port authorities.
1
Ballast skirt
Radar reflector
Balmoral B85 beacon
WL Waterline
6
5
4

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

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BUOYS
EF25P CLASS III BUOY

resistant, virtually unsinkable and ensure a long maintenance free life. This buoy is
utilised by both the offshore oil industry and large Port Authorities.
1
Ballast skirt
Balmoral B85 beacon

7
6
5
4
WL Waterline
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)
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9.19
BUOYS
EF30L CLASS II BUOY

1
Ballast skirt
Bridle mooring eyes
Radar reflector
Balmoral B85 beacon
7
6
5
WL Waterline

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)

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BUOYS
EF30P CLASS II BUOY

resistant, virtually unsinkable and ensure a long maintenance free life. This buoy
is utilised by both the offshore oil industry and large port authorities.
1
Ballast skirt
Bridle mooring eyes
Balmoral B85 beacon

IALA requirements
6
5
WL Waterline
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)
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BUOYS
EF36L CLASS I BUOY

1
Ballast skirt
Bridle mooring eye
Radar reflector
Balmoral B85 beacon
7
6
5
WL Waterline

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)
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BUOYS
EF36P CLASS I BUOY

1
Ballast skirt
Bridle mooring eyes
Balmoral B85 beacon

6
5
WL Waterline
The buoy will be

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
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BUOYS
EMB28 WELLHEAD MARKER BUOY

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 B85 beacon
Top yellow cross
8
7
6
5
(optional IALA marks are available)
9.24
WL Waterline
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)

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
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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
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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
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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.
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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.
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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
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
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)
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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
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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
Reaction force and energy absorption figures above are indicative only.
Contact Balmoral Marine for actual figures in specific situations.
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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)
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
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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
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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
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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
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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
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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
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13.3
13
MOORING SYSTEMS
VAMS
Admiralty mooring
Manifold
Flowline
SUSPENDED MOORINGS OVER

FLOWLINES
Submersible
Buoys
Wire Inserts
13.4
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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
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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
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?
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14.3
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

UK
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Norway
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14
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
UK
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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 [email protected] www.balmoralmarine.com
OUT OF HOURS (24/7) +44 (0)7778 373990

MARINE EQUIPMENT HIRE & CHAIN INSPECTION
Tel +44 (0)1224 859157
[email protected]
MARINE EQUIPMENT SALES

Tel +44 (0)1224 859168
[email protected]
WIRE ROPE SALES & SERVICE

Tel +44 (0)1224 859165
[email protected]
NORWAY
PO Box 5006, Dusavik, Tangen 11, NO-4084 Stavanger, Norway
Tel +47 51 41 46 00 Fax +47 51 41 46 46
Email [email protected] www.balmoralmarine.com
OUT OF HOURS (24/7) +47 51 41 46 00

MARINE EQUIPMENT HIRE & CHAIN INSPECTION
Tel +47 51 41 46 44
[email protected]
MARINE EQUIPMENT SALES

Tel +47 51 41 46 33
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WIRE ROPE SALES & SERVICE

Tel +47 51 41 46 08
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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: [email protected]
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
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
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
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
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.
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
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.
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
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)
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
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.
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
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.
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
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.
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
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.
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
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.
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
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.
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
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).
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
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.
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
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.
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
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.
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
Stage 2
Figure 3.1.10a
Breaking The Anchor Out Of The Seabed.
Anchor Recovery - Short Scooping The Anchor With The AHV
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
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.
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
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).
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
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.
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
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.
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
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.
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
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.
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
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.
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
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).
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
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.
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
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.
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
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).
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
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.
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
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.
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
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.
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
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.
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.
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.
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
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.
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
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.
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
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.
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
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: [email protected]
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
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.
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
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
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
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
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
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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
[email protected]
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
14
Class B efficiency range *17 to 25

anchors with elbowed shank, allowing for improved penetration.
Class B
Bruce SS
Bruce TS
Hook
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
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
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
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
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
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
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.
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.
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
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

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

Damaged condition
2.0
1.5
table I
Mooring line
safety factors
Quasi-static
load

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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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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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
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
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
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
fig. 3-77
AHV1
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
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
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
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
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
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
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
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.
mooring line
installation
line
fig. 3-84
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
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
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
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
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
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
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

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
Stevspris New Generation
Dimensions
125
sand
midd
le
mu
d

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
W
U

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
B
truck
Ct
sh ip
Tt
Ts
Cs
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
B D
Stevmanta VLA - permanent
Dimensions
131
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
B D
C
Stevmanta VLA - MODU
Dimensions
133
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
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
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
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
1.52D
VA-04
PL
PL
E
A
VA-05
650 mm
390 mm
95 mm
VA-06
Chain components
150
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
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
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
3
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
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
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
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
MTC
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
M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 13\Breaking the anchor off the bottom.doc
Chapter 13
Page 1
MTC
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)
Chapter 13
Page 2
MTC
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.
Chapter 13
Page 3
MTC
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.
M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 14\Ship Handling Manoeuvring.doc
Chapter 14
Page 1
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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.
Chapter 14
Page 2
MTC
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.
Chapter 14
Page 3
MTC
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.
Chapter 14
Page 4
MTC
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.
Chapter 14
Page 5
MTC
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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MTC
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.
Chapter 15
Page 4

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Risk Assessment. Planning

Calculations: Winch, Weight, Catenary

Anchor Deployment PCP. Example of

AH Winches. Winch Computers.

Shark Jaws, TRIPLEX

Shark Jaws, KARM FORKS

Wire Rope: Guidelines. Maintenance

Anchor Handling Equipment

Bruce: Dennla & FFTS Mk 4

Vryhof Anchor Manual 2005

Ship Handling. Manoeuvring

Drilling Units / - Operations

Anchor Handling Course

Manual standard clause

Managing Director: Claus Bihl

Anchor Handling Course

Introduction to the Anchor Handling Course

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc

Anchor Handling Course

The objectives of the anchor handling course are:

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc

Anchor Handling Course

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc

Anchor Handling Course

Commonly used abbreviations:

Anchor Handling Tug Supply

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

Anchor Handling Course

Towing Winch / Tow Wire

Weight in water: Weight in air x 0.85

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

Anchor Handling Course

Planning and Risk Assessment

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

Anchor Handling Course

On the other hand:

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

Anchor Handling Course

- Companys Core Valure

Have a visual plan

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

Anchor Handling Course

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

What to do to reach the goal

Delegate tasks make sure everybody knows

Make job descriptions, descripe standard procedures,

When do the tasks need to be finished?

Have status meetings

Be ready for anchor handling at POLARIS

Rig move report

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

Anchor Handling Course

Prepare engine room: Defects, out of order, limitations

Make sure all know their job

Prepare job descriptions and safe job analysis

Time consumption for each job

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

Anchor Handling Course