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Anchor Handling Course Manual Ver 5.0
Anchor Handling Course Manual Ver 5.0
Simulator Course
“Best Practise in
Anchor Handling”
1. Program. Abbreviations
Introduction to Anchor Handling Course
Anchor Handling
13. Breaking the anchor…..
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.
Contact MTC
Maersk Training Centre A/S
Dyrekredsen 4
Rantzausminde
5700 Svendborg
Denmark
Phone: +45 63 21 99 99
Telefax: +45 63 21 99 49
Telex: SVBMTC
E-mail: MTC@MAERSKTRAININGCENTRE.COM
Homepage: WWW.MAERSKTRAININGCENTRE.COM
Background
A.P.Møller 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 AHV’s 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”.
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MTC Anchor Handling Course
During the simulator exercises the participants will man the bridge. They will be forming a bridge
team, one acting as the conning officer the other as the winch operator. A captain/chief
engineer will act as a consultant.
Before commencing the exercise, the participants are expected to make a thorough planning of
the AH operation. They will present the plan to the instructor in the pre-operation briefing for
verification.
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MTC Anchor Handling Course
During the exercises, the simulator operator will act and communicate as all relevant personnel
e.g.:
• Deckhands – engine room
• Rig crew – crane driver – tow master
• Etc.
The instructor will monitor the progress of the exercises and evaluate the performance of the
team and each individual.
Debriefing
Each exercise will be followed by a debriefing session during which the instructor and the team
will discuss the progress and the outcome of the exercise.
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MTC Anchor Handling Course
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MTC Anchor Handling Course
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.
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 can’t 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.
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.
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 non-
conformances.
Review the risk assessments from time to time and revise, if necessary.
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 can’t just look out though the
windows and say: “Now we do this and this”.
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.
Planning:
Power consumption
Ships stability
Make sure all know the difficult / risky part of the operation
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ANCHOR HANDLING CALCULATIONS
The 5 steps to
success
in
Anchor Handling
ANCHOR HANDLING CALCULATIONS
The TASK :
600 Meters water depth
10 T Anchor
3” Wire / Chain
3000’ = 914 Meter Dead Man Wire
Planning
APM-Procedure:
Deep-water A/H. 15, 266
ANCHOR HANDLING CALCULATIONS
Connection
9
A
on drum you D B
maybe loose
30-50 meters C
9
(Max pull 1.) * B = K * (Actual diameter)
Max pull 1. = 260 T
K = (260*1020)/2560 = 100 T (Dynamic)
The static holding force (Band brake) is bigger.
Probably 30-50 %
ANCHOR HANDLING CALCULATIONS
Ax2 + Bx + C = 0
_______
X = -B ±√ B2-4AC
____________________________________________________________________________
2A
914000 = A * C * 3.14*(A+1020)
77 77
(Ax2 + Bx + C = 0)
A2+1020A-1327561,5 = 0
___________________
A = -1020 ±√ 10202-4*1*(-1327561,5)
2*1
__________
A= -1020±√ 6350645,9
2
A= -1020 ± 2520,0
2
A = 750 mm.
ANCHOR HANDLING CALCULATIONS
9
(Max pull 1.) * B = K * (Actual diameter)
Max pull 1. = 260 T
K = (260*1020)/1020+(2x750) = 105 T
(Dynamic)
ANCHOR HANDLING CALCULATIONS
9
STEP 4 : SYSTEM WEIGHT
Weight 600 M
600 * 0,126 = 75,6 T
Anchor + ?? (10 + 5) = 15,0 T
Total: = 90,6 T
Incl. Buoyancy 90,6 * 0,85 = 77,0 T
200 M
ANCHOR HANDLING CALCULATIONS
43 T 43 T 43 T
88 T
77 T 90 T 99 T
?
?
600 m
Probably using 40% pitch on
Maersk Trainer = 43 T Bollard Pull
ANCHOR HANDLING CALCULATIONS
0% 76 T
20 % 10 T 82 T
40 % 43 T 117 T
60 % 69 T 140 T
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
H = F2 − V 2
W×L
V = W×S =
2
Finally we have:
2 2
F ⎛ F ⎞ ⎛L⎞
⇒ D = − ⎜ ⎟ −⎜ ⎟
W ⎝W⎠ ⎝ 2⎠
Where:
2 2
F ⎛ F⎞ ⎛L⎞
D = − ⎜ ⎟ −⎜ ⎟
W ⎝W⎠ ⎝2⎠
2 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
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)
π
Weight in water = Weight in air − × d 2 × length × S.G.
4
Where:
Example:
H
Θ
V
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 “Θ”, as shown on the figure above:
H H
cos Θ = => F =
F cos Θ
You are now able to calculate D (Depth of bight) by using the following formula:
2 2
H ⎛ H ⎞ ⎛L⎞
D= − ⎜ ⎟ −⎜ ⎟
Wcos Θ ⎝ Wcos Θ ⎠ ⎝ 2 ⎠
Where:
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):
L² x W
T = -----------
Dx8
Where:
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.
An example:
H = 981000
w = 1476
S= 500
L= 488
h= 45
Where:
--------------------------------------------------------------------------------------------------------------------------------
The above formula is a part of the xl-calculation worksheet on the “Anchor Handling CDR”
handed over to the participants.
A copy of the formula can also be found on the workstations available for the participants.
DANMARK
Polaris
AHTS backs up
to rig to recieve
PCP on deck
POLARIS DANMARK
POLARIS
AHTS
PCP MAERSK TRAINER
15 mt (w/ chaser)
Stewpris anchor
POLARIS DANMARK
POLARIS
AHTS
MAERSK TRAINER
~ 573 m
(Fairlead to stern roller horizontal distance)
~57 mt
POLARIS DANMARK
~75 mt ~77 mt
@ fairlead @ stern
41.18° Maersk
Polaris
Trainer
~ 1727 m
(Fairlead to stern roller horizontal distance)
~58 mt
POLARIS DANMARK
~91 mt ~118 mt
@ fairlead @ stern
~41.74° AHTS
Polaris
Maersk
Trainer
~ 1727 m
(Fairlead to stern roller horizontal distance)
~58 mt
POLARIS DANMARK
~91 mt ~118 mt
@ fairlead @ stern
~41.74° AHTS
Polaris
Maersk
Trainer
5A
POLARIS DANMARK
AHTS
Polaris
Maersk
Trainer
15 mt
Stewpris anchor
~ 3341 m
(Fairlead to stern roller horizontal distance)
POLARIS DANMARK
AHTS
Polaris
Maersk
Trainer
15 mt
Stewpris anchor
POLARIS DANMARK
POLARIS DANMARK
10
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.
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 ½ 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.
General Arrangement
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.
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.
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.
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.
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.
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.
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.
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.
Tension control:
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 ship’s 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.
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.
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.
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.
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.
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.
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 vessel’s 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 vessel’s 24 volt battery supply.
The accumulators are reloaded at each operation of the hydraulic power pack for the TRIPLEX-
system.
The maintenance and frequent inspection of the shark jaws system is very important and should
be complied by the vessel’s 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.
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).
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.
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.
2. OPERATION:
2.1 OPERATION OF THE SHARK JAW CONTROL PANEL BUTTON AND
SWITCHES.
NOTE! Ensure that valves on suction line are opened before starting up.
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.
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.
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.
OIL LEVEL LOW If the oil level in the hydraulic oil tank becomes too low
-TEMP HIGH: 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
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.
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.
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.
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.
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.
The Triplex Shark Jaw and central manoeuvring components have been tested by
manufacturer with 240 bar oil pressure.
5. General Maintenance
For Triplex Shark Jaw Type H-700
Triplex Guide Pins Type S-300
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.
Check regularly before use, that link joints and jaws have no wear and tear or damages
that can cause any danger.
The inside of the Shark Jaw housing and the moveable parts must be cleaned regularly.
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.
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.
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.
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.
Tighten every screw connection for electrical termination. Check all cables for damage.
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.
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.
The owner is responsible for all maintenance on the Triplex equipment. He must perform
his own routines and schedules after the following guidelines.
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.
Starboard Port
Lamp test
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 navigator’s instruction. If an order has been indistinct or ambiguous the
operator MUST ask for correct info to avoid any doubt or misunderstanding of the operation to
take place.
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Fig 1
Fig 2
Fig 3
© JK 081102
MTC Anchor Handling Course
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.
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 wire-
threads 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.
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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 doesn’t matter
on drums with several layers of steel wire.
If it isn’t 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 over-
turn to over-turn. If this isn’t done correctly, the steel wire is subjected to
torsion.
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.
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.
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The same is also valid, when the steel wire makes a big change in the run-
direction.
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).
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
wire’s 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.
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• 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).
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.
• The socket base to be filled with grease or oil. To be re-filled, when the
steel wire isn’t in use over a long period, as the steel wire will dry out.
• The re-greasing is very important, when the socket in hanging down.
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Recommendations:
• You must aim at a working load of maximum 1/3 of the Breaking load.
In this way the steel wire can be loaded with peaks up to 50% of the
original breaking load. You will also have room for using the swivel
without complications.
• Guide pins, blocks, spooling devices and stern roller must be kept in a
good condition. If equipment is repaired by welding, care should be
taken to ensure that hardness of the welding material is maximum 300
Brinel.
• Avoid that the steel wire is slipping across the connections between the
two stern rollers.
• The ratio of “d” to “D” must be as big as possible – and always at least
20, when we are dealing with a steel wire under load.
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Et ståltov består normalt af tre komponenter (fig. 1): A steel wire rope normally consists of three components
(fig. 1):
· Ståltråde der danner en dugt.
· Dugter der slås omkring et hjerte. - Steel wires that form a strand.
· Hjerte. · Strands that are wrapped around a core.
· The core.
Disse elementer udføres i forskellig udformning/design
afhængig af, hvilke fysiske krav der stilles til ståltovet These elements are available in various models/designs,
samt hvad det skal anvendes til. Én dugt kan i visse depending on the physical requirements of the steel wire
tilfælde med fordel anvendes som et ståltov. rope and its intended application. A single strand can in
certain cases be used quite properly as a steel wire
En fjerde komponent, der er lige så vigtig som udform- rope.
ningen og kvaliteten af de tre basiskomponenter, er
indfedtningen af hjerte og dugter (se afsnittet A fourth component, that is equally as important for the
"Vedligeholdelse af ståltovet"). Fig. 1. steel wire rope's performance as the design and quality
of the three basic components, is the lubrication of the
Ståltråd core and the strands (see "Maintenance of Steel Wire
Der findes mange forskellige materialetyper og kvaliteter Rope").
af tråde. Randers Reb kan levere de fleste af disse kvaliteter.
Steel Wire
De stålkvaliteter, som Randers Reb anvender til fremstilling af stan- There are many different types of material and qualities of wire.
dard ståltove, leveres fra få af Europas førende trådproducenter og Randers Reb can supply most of these qualities - contact us to find
opfylder som minimum internationale standarder (EN 10264). Herved out how Randers Reb can meet your own particular needs.
opnår Randers Rebs ståltove en høj grad af ensartethed.
The qualities of steel that Randers Reb uses in the production of
Minimum brudstyrken på tråden angiver klassifikationen af ståltovet. standard steel wire rope are supplied by a select few of Europe's
Randers Reb anvender bl.a. følgende trådtyper: leading wire manufacturers and as a minimum requirement meet
international standards (ISO 2232). In this way Randers Reb's steel
· Ugalvaniserede tråde (primært elevatortove) 1.370 wire ropes achieve a high degree of uniformity.
N/mm2 (140 kp/mm2). The minimum tensile strength of the wire defines the classification of
· Zink-galvaniserede tråde (primært fiskeri) 1.570 the steel wire rope. The tensile strength of wires in Randers Reb's
N/mm2 (160 kp/mm2). standard product range is as follows:
· Zink/aluminium-galvaniserede tråde (primært fiskeri) 1.570
N/mm2 (160 kp/mm2). · Ungalvanised wires (mainly elevator cables) 1,370
· Rustfrie tråde (brudstyrken er dimensionsafhængig) 1.670 N/mm² (140 kp/mm²).
N/mm2 (170 kp/mm2). · Zinc galvanised wires (mainly fishing) 1,570
· Zink-galvaniserede tråde (primært industri) 1.770 N/mm² (160 kp/mm²).
N/mm2 (180 kp/mm2). · Zinc/alum. galvanised wires (mainly fishing) 1,570
· Zink-galvaniserede tråde (primært industri) 1.970 N/mm² (160 kp/mm²).
N/mm2 (200 kp/mm2). · Rustproof wires, tensile strength dependent on size 1,670
N/mm² (170 kp/mm²).
Randers Reb kræver, at alle trådleverancer ledsages af et · Zinc galvanised wires (mainly industry)
trådcertifikat. 1,770 N/mm² (180 kp/mm²).
· Zinc galvanised wires (mainly industry)
Dugter 1,970 N/mm² (200 kp/mm²).
En dugt er fremstillet (slået) af minimum 3 tråde, der er lagt i én af
mange forskellige designs (geometrisk opbygning). Dugten er næs- Randers Reb always demands that all wire consignments are
ten altid opbygget omkring en centertråd. Som regel er trådene af accompanied by a wire certificate.
stål, men de kan også være af fiber (natur- eller kunstfiber) eller af
en kombination af stål og fiber. Strands
A strand is laid by a minimum of three wires that are arranged in
Antallet, størrelsen og materialet af de enkelte tråde kendetegner many different designs (geometric patterns). The strand is almost
tovet og dets egenskaber. Få og tykke tråde giver stor slidstyrke, always arranged around a centre wire. The wires are made from
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hvorimod mange og tynde tråde giver stor fleksibilitet (se også afsnit- either steel or fibre (natural or man-made), or a combination of
tet "Dugttype/dugtdesign"). these.The quantity, size and material from which the individual wires
are made characterise the rope and its qualities. Fewer, thicker wires
Hjerte create greater abrasion resistance, whereas a greater number of
Næsten alle ståltove har et hjerte. Hjertets funktion er at understøtte thinner wires creates greater flexibility (see also section 2: "Types of
og fastholde dugterne i deres relative stilling under brugen. Strand").
Hjertematerialet kan enten være stål eller fiber eller en kombination Core
af disse (se fig. 2). Hjertet er normalt af typen: Almost all steel wire ropes have a core. The core's function is to sup-
Fig. 2 port and retain the strands in their respective positions while the
· FC (natur- eller kunst steel wire rope is being
fiber, Fibre Core). used.
· WSC (stålhjerte, Wire The core may be made of
Strand Core). WSC'et either steel, fibre, or a com-
er en dugt og af bination of the two. The
samme konstruktion core is usually one of the
som ståltovets dugter. following types:
· IWRC (stålhjerte,
Independent Wire
Rope Core). IWRC'et er et selvstændigt - FC (natural or man-made fibre, Fibre Core).
ståltov med et fiberhjerte eller WSC. · 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
2. STÅLTOVSKONSTRUKTIONER independent steel wire rope with a fibre core or a WSC (see also
section 2: Types of Core).
Et ståltov bestemmes ikke kun ud fra dets grundelementer (tråde,
dugter og hjerte), men også ud fra hvordan de enkelte tråde er slået 2. STEEL WIRE ROPE CONSTRUCTIONS
sammen for at danne en dugt samt hvordan dugterne er slået
omkring hjertet m.m. Ståltovets konstruktion er fastlagt, når følgende A steel wire rope is defined not only by its basic elements (wires,
er defineret: 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
· Antal tråde i dugt. laid around the core, etc. The steel wire rope's construction is
· Dugttype (dugtdesign). defined when the following criteria have been determined:
· Antal dugter.
· Hjertetype. · Number of wires in a strand.
· Slåningsretning (ståltov og dugt). · Type of strand (strand design).
· Formlægning. · Number of strands.
· Type of core.
Ståltove er benævnt efter antallet af dugter, antallet af tråde i hver · Lay direction (steel wire rope and strand).
dugt, designet (typen) af dugten og hjertetypen. F.eks.: · Pre-forming.
· 6x7 Standard med FC (fiberhjerte).
· 8x19 Standard med WSC (stålhjerte). The steel wire rope is designated according to the number of
· 8x19 Seale med IWRC (stålhjerte). strands, the number of wires in each strand, the design (type) of the
· 6x36 Warrington Seale med FC (fiberhjerte). strand, and the type of core.
Fig. 5
Seale Seale
Seale konstruktionen (fig. 5) er kendetegnet The Seale construction (fig. 5) is characteri-
ved, at dugten består af to trådlag fremstillet sed by the way in which the strand consists
i én operation. Desuden er antallet af tråde i of two layers of wire produced in one opera-
første og andet lag ens. tion. Also, the number of wires in the first
and second layer is identical.This construc-
Denne konstruktion er noget stivere end en tion is somewhat stiffer than a correspon-
tilsvarende Standard konstruktion (med ding Standard construction (with the same
samme trådantal). Dette skyldes, at ydertrå- number of wires). This is because the outer
dene i Seale konstruktionen er væsentlig wires in the Seale construction are conside-
tykkere. rably thicker.
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Betegnelsen for en Seale dugt med f.eks. 19 tråde er (9-9-1) dvs. 1 A Seale strand with e.g. 19 wires is known as (9-9-1), i.e. one centre
centertråd med 9 tråde i første og 9 tråde i andet lag. wire with nine wires in the first layer and nine wires in the second
layer.
Centertråden erstattes til tider af flere tråde (fig. 6) eller et Fig. 6
fiberhjerte. 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 Filler
består af to trådlag fremstillet i én operation. Desuden er The Filler construction (fig. 7) is characterised by a strand
antallet af tråde i andet lag dobbelt så stort som første lag. consisting of two layers of wires produced in one operation.
Dette er dog kun muligt, når der indlægges fyldtråde Also, the number of wires in the second layer is twice the num-
mellem første og andet lag for at forhindre, at dugten bliver ber in the first layer. This is, however, only possible if filler wires
kantet. are inserted between the first and the second layers, to prevent
the strand becoming hexagonal in shape.
Fig. 7
Denne konstruktion er mere
bøjelig end en tilsvarende This construction is
Standard konstruktion og more flexible than a
væsentligt mere bøjelig end corresponding Standard
en tilsvarende Seale kon- construction and consi-
struktion (med samme trå- derably more flexible
dantal ekskl. fyldtråde). than a corresponding
Seale construction (with
Betegnelsen for en Filler the same number of
dugt med f.eks. 25 tråde (inkl. 6 fyldtråde) er (12-6+6F-1), dvs. 1 wires excluding filler wires). A Filler strand with e.g. 25 wires
centertråd med 6 tråde i første lag og 12 tråde i andet lag. Mellem (including 6 filler wires) is known as (12-6F-6-1), i.e. one centre wire
første og andet lag ligger 6 fyldtråde. 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.
Centertråden erstattes til tider af flere tråde (fig. 8) Fig. 8
eller et fiberhjerte. The centre wire may be replaced by several wires or a
fibre core (fig. 8).
Warrington
Warrington konstruktionen (fig. 9) er kendetegnet ved, Warrington
at dugten består af to trådlag fremstillet i én operation. The Warrington construction (fig. 9) is characterised by a
I andet lag (yderlag) indgår to forskellige tråddimen- strand consisting of two layers of wire produced in one
sioner, og antallet af tråde i andet lag er dobbelt så operation. The second (outer) layer contains wires of two
stort som det første. dimensions, and the number of wires in the second layer
is twice the number in the first.
Denne konstruktion er meget kompakt og bøjelig.
This construction is very compact and flexible.
Betegnelsen for en Warrington dugt med f.eks. 19 tråde er (6+6-6-1), A Warrington strand with e.g. 19 wires is known as (6+6-6-1), i.e.
dvs. 1 centertråd med 6 tråde i første lag og i alt 12 tråde fordelt på one centre wire with six wires in the first layer and a total of 12 wires
to tråddimensioner i andet lag. of two dimensions in the second layer.
Centertråden erstattes til tider af flere Fig. 9 The centre wire may be replaced by
tråde (fig. 10) eller et fiberhjerte. several wires or a fibre core (fig. 10).
The strands and the wires in the strands do not necessarily have to
Dugten samt dugtens tråde behøver ikke nødvendigvis at være be round. Examples of this are shown in fig. 12. The strands are
runde. Eksempler på dette ses af fig. 12. Dugterne er special- special strands (i.a. with profiled wire), designed to meet extremely
dugter (bl.a. med profiltråde) konstrueret til at opfylde helt spe- Fig. 12 unusual requirements.
cielle krav.
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Fiberhjertet fremstilles normalt af Polypropylen (PP) eller Sisal. PP This reduces the risk of rust attacking from the inside.
kan modstå svage syrer og alkalier, og det rådner ikke. Fordelen ved The fibre core is normally produced from polypropylene (PP) or sisal.
et sisalhjerte er, at det i større grad kan optage olie/fedt for smøring PP can withstand weaker acids and alkalis and it does not rot. The
af ståltovet indefra, og at ståltovet kan anvendes ved en højere tem- advantage of a sisal core is that it can absorb oil/grease to a greater
peratur i forhold til PP-hjerte. degree for lubrication of the steel wire rope from the inside.
Anvendelsestemperatur for ståltove med fiberhjerte ses af afsnittet The maximum operating temperatures for steel wire ropes with a
"Ståltovets anvendelsestemperatur". fibre core can be seen in section 9: "Maximum Operating
Temperature" and " Minimum Operating Temperature".
Stålhjerte
Et stålhjerte er udformet enten som en af dugterne (WSC) eller som Steel Core
et selvstændigt ståltov (IWRC). A steel core is formed as either one of the strands (WSC) or as an
Randers Reb anbefaler at anvende stålhjerte, hvis det ikke er sikkert, independent steel wire rope (IWRC).
at et fiberhjerte giver dugterne en tilfredsstillende understøtning,
f.eks. hvis ståltovet opspoles på en tromle i flere lag under stor Randers Reb recommends the use of a steel core, in the event that
belastning eller ved høje temperaturer. 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
Et stålhjerte forøger ståltovets brudstyrke med ca. 10%. several layers under a considerable load, or at high temperatures.
Slåningsretninger (ståltov og dugt) A steel core increases the steel wire rope's tensile strength by
Ordet slåning bruges i flere betydninger. Dels om selve processen, approx. 10%.
der snor tråde og dugter om hinanden, dels for at beskrive det færdi-
ge ståltovs udseende. De fire mest Lay Directions (Steel Wire Rope and
almindelige betegnelser for ståltoves Fig. 13 Strand)
slåninger er: The word "lay" has more than one mea-
ning in this context. It is used to describe
Højre krydsslået ståltov. Her er trådene the process of interweaving the wires
i dugterne slået modsat retningen af and strands and also to describe the
dugterne i tovet. Trådene ligger venstre appearance of the finished steel wire
i dugterne, mens dugterne ligger i en rope. The four most common terms to
højreskrue i ståltovet (se fig. 13). describe the lay of a steel wire rope are:
Right hand regular lay steel wire rope
Venstre krydsslået ståltov. Trådene lig- Right hand regular lay steel wire rope. In
ger højre i dugterne, mens dugterne this instance the wires in the strand are
ligger i en venstreskrue i ståltovet (se Fig. 14 laid in the opposite direction to the
fig. 14). strands in the rope. The wires are laid
helically left, while the strands are laid
Højre Lang's Patent ståltov. Her er trå- helically right (see fig. 13).
dene i dugterne slået i samme retning
som dugterne i tovet. Trådene i dug- Left hand regular lay steel wire rope.
terne samt dugterne ligger i en højres- Here the wires in the strand are laid heli-
krue (se fig. 15). cally right, and the strands helically left
Left hand regular lay steel wire rope (see fig. 14).
Venstre Lang's Patent ståltov. Trådene i dugterne samt dugterne lig- Left hand Lang lay steel wire rope. The wires in the strands and the
ger i en venstreskrue (se fig. 16). strands are laid helically left (see fig. 16).
Fig. 16
Venstre Lang's Patent ståltov Left hand Lang lay steel wire rope
· Ved kapning springer ståltovet ikke op. There are many advantages in a pre-formed steel wire
Fig. 18
· Lettere at installere, da formlagte ståltove er spæn rope, such as:
dingsfrie (døde) - herved ingen tendens til kinke-
dannelse. · The steel wire rope will not untwist during cutting.
· Kan løbe over mindre skiver. · It is easier to install, as pre-formed steel wire ropes are
· Mindre tilbøjelighed til at dreje omkring sin egen stress-free. No tendency to form kinks.
akse - herved mindre slid. · It can run over smaller sheaves.
· Bedre fordeling af belastningen mellem dugter og · Less tendency to turn on its own axis. Less wear and
tråde. tear.
· Ved trådbrud har trådene mindre tilbøjelighed til at Pre-forming · Better load distribution between strands and wires.
rejse sig fra dugten - herved mindre tilbøjelighed til · In the event of a wire breaking, less tendency to protrude
at ødelægge nabotråde og skiver. from the strand. Less tendency to damage adjacent wires
and sheaves.
Alt i alt opnår man en længere levetid med formlagte
ståltove i forhold til ikke formlagte ståltove. All in all, pre-formed steel wire ropes can offer a longer life expectan-
cy than steel wire ropes that are not pre-formed.
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Alle Randers Reb ståltove leveres formlagte som standard - på nær All Randers Reb steel wire ropes are supplied pre-formed, with the
nogle enkelte specialkonstruktioner (f.eks. rotationssvage/-frie tove). exception of certain individual special constructions (e.g. low-rota-
tion/rotation resistant).
3. SPECIELLE STÅLTOVE
3. SPECIAL STEEL WIRE ROPES
Som det fremgår af det forudgående er opbygningen/designet af
ståltove mangfoldig, hvorfor det er muligt at designe et ståltov, der As has previously been mentioned, there are many types of con-
opfylder specielle krav til anvendelsen. struction/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
Randers Reb er specialist i at udvikle specielle ståltove, der opfylder given application.
netop dine specielle krav. Kontakt os og forhør om mulighederne.
Randers Reb has specialised in the development of special steel
Gennem tiderne har Randers Reb fremstillet/udviklet mange speciel- wire ropes that can meet such special requirements. Get in touch
le ståltove. Nogle af disse ståltove har vi optaget i vores standard with us and find out how we can help solve your problems.
program.
Through the years Randers Reb has produced/developed many spe-
· Compacted ståltov. cial steel wire ropes. Some of these special steel wire ropes are now
· Kabelslået ståltov. part of our standard product range.
· Rotationssvage/-frie ståltov.
· Forhudet ståltov. · Compacted steel wire rope.
· Taifun. · Cable lay steel wire rope.
· Bloktov. · Low rotation and rotation resistant steel wire rope.
· Ormtov. · Coated steel wire rope.
· Combination rope.
Compacted ståltov · Sisal/Danline clad wire rope.
Før slåningen af selve ståltovet bliver dugternes dimension reduceret · Cobra.
(compacted), se fig. 19. Der findes forskellige metoder til at reduce-
re dugtens dimension: Fig. 19
Compacted Steel Wire Rope
· Trække gennem ruller (Compacting). In compacted steel wire ropes the strand's
· Trække gennem dyser (Dyform). dimensions are reduced (compacted) before
· Hamre (Hammering). the actual laying of the steel wire rope. There
are different ways of reducing the dimension
I enkelte tilfælde udføres compacteringen først, of a strand:
når ståltovet er slået. Herved bliver kun den yder- · By drawing between rollers (compacting).
ste del af ståltovet compacted. · By drawing between dies (Dyform).
Compacted steel wire rope with fibre core · By beating (hammering).
De forskellige metoder giver ikke helt samme kvalitet. Den proces In individual cases the compacting process is only carried out after
der efter Randers Reb's mening giver den bedste kvalitet er trækning the steel wire rope has been laid. In this instance only the outer part
af dugter gennem ruller (compacting), hvorefter slåningen af ståltovet of the steel wire rope is compacted (fig. 19).
foretages.
The various methods do not all produce the same level of quality. In
Compactede ståltove har større slid- og brudstyrke i forhold til ikke the opinion of Randers Reb, the best quality is achieved by drawing
compactede ståltove i samme dimension. the strands between rollers, after which the laying process is carried
out.
Kabelslået ståltov
I et kabelslået ståltov består dugterne af et 6-slået ståltov med WSC Compacted steel wire ropes have greater abrasion resistance and
(f.eks. 6x7 + WSC eller 6x19 + WSC). Hjertet i det kabelslåede stål- tensile strength than corresponding non-compacted steel wire ropes.
tov kan enten være FC eller IWRC (se fig. 20).
Cable Laid Steel Wire Rope
Det samlede antal tråde i en 6x(6x19 + WSC) + IWRC er 931 tråde. In a cable laid steel wire rope the strands consist of a 6-lay steel wire
De mange tråde bevirker, at ståltovet er utroligt smidigt/fleksibelt og rope with WSC (e.g. 6x7 + WSC or 6x19 + WSC). The core in the
gør det meget velegnet til stropper. cable laid steel wire rope can be either FC or IWRC.
· Ståltove med ét lag dugter. Antallet af dugter er normalt tre. There are two types of low-rotation and rotation-resistant steel wire
Ståltovet er uden hjerte eller med et fiberhjerte. ropes available:
· Ståltove med to eller flere lag dugter (spiralslået). Antallet af yder · One layer of strands. There are three or four strands. The steel wire
dugter er normalt mellem 8 og 20. Hjertet kan være af fiber eller rope has either no core or a fibre core.
stål. · 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
Disse ståltove anvendes normalt i enstrengede anlæg eller som fler- fibre or steel.
strenget ved tunge byrder og/eller store løftehøjder. Det specielle
design gør, at anvendelsesmulighederne for tovene er begrænsede. These steel wire ropes are normally used in single-strand units, or in
Desuden kræves specielle håndteringskrav f.eks.: multi-strand units for heavy loads and/or significant lifting heights.
The special design results in limited applications for this type of rope
· Større skiver end ved normale ståltove. and imposes special handling requirements, such as:
· Mindre fladetryk. · Larger sheaves than for normal steel wire ropes.
· Optimale spor i skiver. · Less surface pressure.
· Lille indløbsvinkel på spil. · Optimal grooves in sheaves.
· Helst ét lag på spiltromlen. · Small fleet angle on winch.
· Anvendelse af svirvler ofte nødvendigt. · Preferably one layer on the drum.
· Større sikkerhedsfaktor. · Use of swivels is often necessary.
· Ståltovene er normalt ikke formlagte, hvorfor disse skal brændes · Increased safety factor.
over (tilspidses) eller takles før overskæring for at undgå, at stålto- · The steel wire ropes are normally not pre-formed. Consequently the
vet springer op og ødelægger balancen i ståltovet. wire rope has to be seized before cutting (alternatively welded
· Under installationen skal man være meget opmærksom på, at der ends) to avoid the steel wire rope unwinding (destroying the balan-
ikke tilføres ståltovet spændinger, f.eks. hvis tovet drejes/twistes. ce in the rope).
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Hvis du er i tvivl om anvendelsen af rotationssvage/-frie ståltov, så · During installation great care must be taken not to subject the steel
kontakt din konsulent eller vores tekniske afdeling. wire rope to tension, e.g. caused by turning/twisting.
Forhudet ståltov If you are in any doubt as to the use of low-rotation and rotation-
Ved et forhudet ståltov forstås et ståltov, der er belagt (coated) med resistant steel wire ropes, please contact your local salesman or our
et plastmateriale f.eks. PP, PE, PVC eller PA alt efter anvendel- Technical Department.
sesområde (se fig. 23).
Fig. 23 Coated Steel Wire Rope
Forhudningen beskytter ståltovet mod rust og slid. A coated steel wire rope is one that has been coated
Andre fordele er f.eks., at levetiden ved kørsel over ski- with a plastic material such as PP, PE, PVC or PA,
ver forlænges væsentligt. Desuden vil eventuelle tråd- depending on its intended application (fig. 23).
brud ikke ødelægge ting, som ståltovet kommer i nær-
heden af. The coating protects the steel wire rope against rust
and wear and tear. Other advantages are e.g. that its
Taifun Coated Steel Wire Rope life expectancy when running over the sheaves is
Taifun er Randers Reb's handelsbetegnelse for et spe- increased significantly. Furthermore, any wires that
cielt ståltov, hvor ståldugterne er omviklet med fibergar- might break will not cause damage to objects in the
ner (se fig. 24). Taifuner fremstilles med FC eller proximity of the steel wire rope.
IWRC.
Combination Rope
Taifuner forener egenskaber fra fibertove og ståltov: Fig. 24 Taifun is Randers Reb's trade name for a special
Styrke og lille forlængelse fra ståltovet, "blød" overflade combination rope, in which the steel strands are
og fleksibilitet fra fibertovet. wrapped up in fibre threads. Combination rope is
produced with FC or IWRC.
Taifunen anvendes primært som forstærkning i fiskenet,
men kan også anvendes til gyngetove, klatrenet og hvor Combination rope combines the properties of fibre
der i industri eller landbrug bl.a. stilles specielle krav til ropes and steel wire ropes: The strength and minimal
Combination rope with FC
slidstyrken. elongation of the steel wire rope, and the "soft" surfa-
ce and flexibility of the fibre rope.
Taifuner fremstilles normalt som et 6-slået tov, men kan
også laves med 3, 4 eller 8 dugter. Combination rope is used primarily for strengthening
fishing nets, but may also be used for swings, clim-
Bloktov Fig. 25 bing ropes and for applications in industry/farming
Bloktov er Randers Reb's handelsbetegnelse for et that require particularly durable ropes.
specielt ståltov, hvor ståldugterne er omviklet dels med
fibergarner (Danline), dels med sisalgarner. Bloktovet Sisal/Danline clad wire rope
fremstilles primært med FC (se fig. 25), men kan også Sisal/Danline clad wire rope is a special steel wire
fremstilles med IWRC. rope in which the steel strands are wrapped in a
Sisalgarnerne udvider sig, når de bliver våde, hvorved combination of fibre threads (Danline) and sisal thre-
Bloktovet i større grad kan fastholde ting/emner, der er Sisal/Danline clad wire rope ads. Sisal/Danline clad wire rope is produced primari-
bundet til tovet. Ellers har Bloktovet samme egenskaber ly with FC, but can also be produced with IWRC.
som Taifunen.
The sisal threads expand when wet, causing the Sisal/Danline clad
Bloktove anvendes som forstærkning i fiskenet. 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
Bloktove fremstilles normalt som et 6-slået tov, men kan også laves the same properties as the combination rope.
med 3, 4 eller 8 dugter.
Fig. 26
The Sisal/Danline clad wire rope is used to streng-
Ormtov then fishing nets.
Ormtov er Randers Reb's handelsbetegnelse for et spe-
cielt kabelslået ståltov, hvor dugterne er et 6-slået tov Cobra
med FC. Tre af dugterne er af stål og de resterende tre Cobra is Randers Reb's trade name for a special
dugter er af fiber. Ormtovet fremstilles primært med FC spring lay wire rope in which the strands are 6-lay
(se fig. 26), men kan også fremstilles med IWRC. rope with FC. Three of the strands are steel, and the
Cobra other three strands are fibre rope. Cobra is produced
Den specielle opbygning af dugterne gør, at tovet har en noget stør- primarily with FC, but can also be produced with IWRC.
re brudforlængelse end almindelige ståltove og Taifuner, hvilket gør The special construction of the strands means that the rope has a gre-
Ormtovet velegnet som træktove på slæbebåde. ater tensile elongation than standard steel wire ropes and combination
rope, which makes Cobra ideal as a mooring rope on a tug boat.
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5. VALG AF DET RETTE STÅLTOV 5. SELECTING THE RIGHT STEEL WIRE ROPE
Ved valget af det rette ståltov til et givent formål skal der tages hen- In selecting the right steel wire rope, the properties of the various
syn til de forskellige ståltoves egenskaber, som f.eks.: types of steel wire rope must be considered, e.g.:
Ved udvælgelsen af det rette ståltov er det vigtigt at fastlægge, hvor In selecting the right steel wire rope, it is important to determine how
vigtige de forskellige egenskaber er for anvendelsen og derefter få important the various properties are in relation to the application and
dem prioriteret. Desuden er det også vigtigt, at man er opmærksom then to assign priorities to these. It is also important to be aware of
på relevante standarder og regulativer. the relevant standards and regulations. If you are in any doubt, plea-
se contact our sales consultants or our Technical Department.
Hvis du er i tvivl, så kontakt din konsulent eller vores tekniske
afdeling. Tensile Strength
The tensile strength of the steel wire rope depends on the rope's
Brudstyrke dimensions, the tensile strength of the wires and the construction.
Brudstyrken på ståltovet afhænger af tovets dimension, trådbrudstyr- The minimum guaranteed tensile strength for the different kinds of
ke og konstruktion. Minimum garanteret brudstyrke for de forskellige rope is shown in the Randers Reb product catalogue.
tovtyper er angivet på vores datablade.
A steel wire rope should never be subjected to a load exceeding
Belast aldrig et ståltov til mere end 50% af brudstyrken. 50% of its breaking load.
Selve designet af dugterne påvirker ikke brudstyrken væsentligt The design of the steel wire rope does not significantly affect the ten-
(max. ca. 5%). En ændring af hjertetypen fra fiber til stål giver lidt sile strength (up to approx. 5%). A change of core from fibre to steel
større ændring (ca. 10%). Den største ændring fås ved at ændre makes slightly more difference (approx. 10%). The greatest change
dimension eller trådbrudstyrke (se også fig. 28). is achieved by changing the dimensions or the tensile strength of the
wires (see also fig. 28).
Ståltove må kun belastes til en given SWL-værdi (Safe Working
Load), også kaldet WLL-værdi (Working Load Limit). Hermed forstås It is often required that the steel wire rope must have a specific SWL
ståltovets brudstyrke divideret med den for anvendelsen krævede value (Safe Working Load), also known as a WLL value (Working
sikkerhedsfaktor (se tabel 1). Load Limit). This means the steel wire rope's tensile strength divided
Tabel 1 by the safety factor required for the relevant application.
Til mange formål er der udarbejdet nationale og internationale normer NB: There are a number of national and international norms and
og standarder, der fastsætter minimumskravet til sikkerhedsfaktoren. standards that define the minimum requirements for the safety factor.
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Generelt har ståltove med størst fleksibilitet også størst vibrationud- This may, for example, be at places where the steel wire rope comes
mattelsesstyrke. into contact with a sheaf/block, or enters the drum, and by the end
terminals.
Pulsationsudmattelsesstyrke
Vekslende træk i et ståltov vil nedsætte levetiden på ståltovet, dog In general, those steel wire ropes with the greatest flexibility also
afhængigt af kraften og frekvensen. have the greatest vibration resistance.
Generelt kan ståltove med størst fleksibilitet bedre optage den pulse- Pulsation resistance
rende belastning. Man bør være meget opmærksom på, hvilke ende- Changes in the tension of a steel wire rope, depending on the size
terminaler eller fittings der anvendes, idet disses pulsationsudmattel- and frequency, will reduce the rope's life expectancy.
sesstyrke er lige så vigtige som valget af det rette ståltov.
Fig. 28
Abrasion resistance, crushing resistance, tensile strength and bending fatique resistance of various steel wire ropes
Forskellige ståltovs slidstyrke, knusningsmodstandsevne, brudstyrke, In general, steel wire ropes with the greatest flexibility can cope bet-
bøjningsudmattelsesstyrke ter with intermittent loading. Great care should be taken in the use of
end terminals or fittings, as their pulsation resistance is equally as
Krydsslået eller Lang's Patent important as the selection of the right steel wire rope.
Lang's Patent ståltove er den ståltovstype, der bedst kan tåle at køre
over skiver samt har den bedste slidstyrke. Men for at kunne anven- Regular Lay or Lang Lay
de et Lang's Patent ståltov kræves tre ting: 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
· Ståltovet skal være låst i begge ender, da det ellers vil dreje op. things must be observed:
Ståltovet har næsten ingen modstand mod opdrejning.
· Ståltovet må kun køre op i ét lag på spiltromlen, da det ellers let - Lang lay steel wire ropes must be secured at both ends, otherwise
ødelægger sig selv. the rope will rotate. The steel wire rope has no resistance to
· Ståltovet må ikke køre over små skiver, da konstruktionen herved rotation.
kommer i ubalance. · 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.
Fig. 29
Wear marks on a regular lay (on the left) and a Lang lay (on the right) steel wire rope respectively
Lang's Patent ståltoves gode slid- og bøjeegenskaber skyldes, at trå- The reason for Lang lay steel wire ropes' excellent qualities of abra-
dene påvirkes/belastes anderledes og har en større bæreflade end sion resistance and pliability is that the wires are affected/loaded in a
krydsslåede ståltove (se fig. 29). different way and have a larger load-bearing surface than a regular
lay steel wire rope (see fig. 29).
Slidmærker på henholdsvis krydsslået (til venstre) og Lang's Patent
(til højre) ståltov Note that the largest wearing surface is on the Lang lay steel wire
rope.
Den største slidflade er på Lang's Patent slået ståltov.
Ved bestilling af ståltove er det vigtigt at gøre beskrivelsen af stålto- When ordering steel wire rope, it is important to describe the steel
vet så nøjagtig som mulig. En korrekt bestilling bør indeholde følgen- wire rope as accurately as possible.
de: A correct order should contain the following information:
Description of steel wire rope:
· Diameter.
· Konstruktion. · Diameter.
· Slåningsretning. · Construction.
· Slåningstype. · Direction of lay.
· Hjerte. · Type of lay.
· Trådbrudstyrke og/eller ståltovets brudstyrke. · Core.
· Tråd overfladebeskyttelse (galvaniseret/ugalvaniseret). · Wire tensile strength.
· Indfedtningstype. · Surface protection of wire (galvanised/ungalvanised)
· Længde. · Type of lubrication.
· Specielle tolerancekrav. · Length.
· Antal enheder. · Quantity.
· Bearbejdning af ståltovsenderne (endebefæstigelser). · Processing of steel wire rope ends (end fittings).
· Emballage (kvejl, kryds, tromler mm.). · Packaging (coil, crosses, reels, etc.).
Kontakt os, hvis du er i tvivl om, hvilken type ståltov der skal anven- If you are in any doubt as to the type of steel wire rope to be used,
des. please contact us and we will try to find the best solution.
Hvis slåningsretning og/eller specifik hjertetype ikke er aftalt mellem If the direction of lay and/or specific type of core is not agreed bet-
kunde og Randers Reb, leverer Randers Reb et kryds højreslået ween the customer and Randers Reb, Randers Reb will supply a
ståltov med en hjertetype, der er standard for Randers Reb. Typen right hand regular lay steel wire rope with a core type that is stan-
vil fremgå af ordrebekræftelsen. dard for Randers Reb. This will be indicated on the order confirma-
tion form.
7. STÅLTOVSTOLERANCER
7. STEEL WIRE ROPE TOLERANCES
Længdetolerancer
Indtil 400 m: - 0 + 5%. Length Tolerances
Over 400 m og til og med 1.000 m: - 0 + 20 m. Up to 400 m: - 0 + 5%
Over 1.000 m: - 0 + 2%. Over 400 m up to and including 1,000 m: - 0 + 20 m
Over 1,000 m: - 0 + 2%
Hvor der kræves mindre længdetolerancer, skal dette specificeres i
ordren. For steel wire ropes requiring smaller length tolerances, agreement
must be reached between the customer and Fyns Kran Udstyr.
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Ovenstående er gældende, hvis intet andet er aftalt mellem kunde NB: The above figures apply unless otherwise agreed between the
og Fyns Kran Udstyr eller angivet på datablad. Værdierne er baseret customer and Fyns Kran udstyr, or otherwise specified on a data
på et forslag til EN-norm. Randers Reb arbejder i øjeblikket på at til- sheet. The values are based on a proposed EN standard. Randers
passe alle ståltove dette forslag. Reb is currently working on adapting all steel wire ropes to conform
to this proposal.
Måling af ståltovsdimension og ovalitet se afsnittet "Kontrol af dimen-
sionen". Measurement of steel wire rope dimension and ovalness. (See sec-
tion:"Inspection of Dimensions").
Vægttolerancer
De i katalogbladene angivne vægte er teoretiske værdier. Weight Tolerances
Vægttolerancen er ca. +/- 5%. The weights mentioned in the catalogue are theoretical values. The
weight tolerance is approx. ± 5%.
8. HÅNDTERING OG INDKØRING
8. HANDLING, INSPECTION AND INSTALLATION
Modtagelse, kontrol og opbevaring
Ved modtagelsen kontrolleres om produktet svarer til det bestilte. Receiving, Inspection and Storage
Hvis ståltovet ikke skal anvendes med det samme, skal ståltovet On receipt the product should be inspected to confirm that it corres-
opbevares tørt. Ved længere tids opbevaring skal man ind imellem ponds to the one ordered. If the steel wire rope is not to be used
kontrollere, om ståltovet skal eftersmøres (se også afsnittet immediately, it must be stored in a dry place. If it is to be stored for a
"Vedligeholdelse af ståltovet"). longer period, it must be checked regularly to determine whether it
requires lubrication (see also section: "Maintenance of Steel Wire
Kontrol af dimensionen Rope").
Inden installeringen skal dimensionen på ståltovet kontrolleres og
dimensionen skal passe til det udstyr, som ståltovet skal anvendes i Inspection of Dimensions
(se også afsnittet "Dimensionstolerancer og ovalitet"). It is important that the steel wire rope's dimension is checked before
installation, and that it is checked that the dimension matches the
Korrekt måling af dimensionen (ISO 3178) foretages med skydelære, equipment with which the steel wire rope is to be used (see also sec-
tion 7: "Dimension Tolerances and Ovalness").
der er forsynet med brede kæber, der skal dække over mindst to Correct measurement of dimensions (ISO 3178) is undertaken with a
dugter (se fig. 31). calliper gauge equipped with a broad enough jaw to cover at least
two strands (see fig. 31).
Målingen foretages to steder Fig. 31
med mindst en meters afstand The measurement is undertaken at two
på et lige stykke uden belastning. places at least one metre apart on a
Hvert sted foretages to målinger straight section without any load. At each
90° forskudt. Gennemsnittet af place two measurements are made at 90°
disse fire målinger angiver dia- angles. The average of these four measu-
meteren på ståltovet. Ståltovets rements defines the diameter of the steel
ovalitet er største forskel mellem wire rope. The degree of ovalness in the
de fire målinger angivet som % steel wire rope is the greatest difference
Korrekt udstyr og måling af ståltov
af ståltovets nominelle diameter. between the four measurements, expres-
Correct equipment and measurement of steel wire rope
sed as a percentage of the nominal dia-
Kontrol af føringsudstyr meter of the steel wire rope.
Inden ståltovet monteres, er det
vigtigt at sikre sig, at alle dele, som ståltovet kommer i kontakt med, Inspection of Guidance Equipment
er i orden og passer til ståltovet. Ting som f.eks.: 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
· Spiltromle. condition and match the steel wire rope, e.g.:
· Afstand mellem spiltromle og første skive/ledeskive.
· Styreruller. · Drum.
· Skiver. · Distance between drum and first sheaf or lead sheaf.
· Guide roll.
Hvis udstyret ikke er i orden, er der stor risiko for, at ståltovet får et · Sheaves.
unormalt stort slid og derved en kort levetid.
If the equipment is not suitable, there is a significant risk that the
Spiltromle steel wire rope will suffer unusually great wear and tear and will thus
Undersøg om tromledimensionen og eventuelle tovriller passer til have a shorter life expectancy.
ståltovet samt standen af tromlen.
Drum
Randers Reb anbefaler, at korrekte riller på tromlen skal have føl- Check that the drum dimensions and possible rope grooves match
gende udseende (se fig. 32): the steel wire rope, and check the condition of the drum.
B = rillediameter = 1,06 x d. Randers Reb recommends that correct rope grooves are as follows:
A = stigningen på rillesporet = 1,08 x d.
C = rilledybden = 0,30 x d. B = diameter of groove = 1.06 x d
R = topradius = ca. 0,15 x d. A = elevation of groove = 1.08 x d
C = depth of groove = 0.30 x d
hvor d = ståltovets nominelle diameter. R = upper radius = approx. 0.15 x d
Hvis tovrillerne ikke passer til ståltovet, får ståltovet et Fig. 32 where d = steel wire rope's nominal diameter
unormalt stort slid og der tilføres spændinger.
If the rope grooves do not match the steel wire rope,
Vær opmærksom på, at der ofte stilles specielle the rope will suffer unusually high wear and tear,
krav til tromlediameter m.m. i normer og standar- stresses will be introduced and the grooves will have
der. to be repaired.
Levetiden på ståltovet er bl.a. meget afhængig af Rope grooves on the drum Please note that norms and standards often impose
dimensionen på tromlen. Desto større tromle, special requirements in respect of drum diameters,
desto længere levetid (se også afsnittet "Skiver og etc.
blokke"). The steel wire rope's life expectancy depends to a
great extent on the drum's dimensions, among other things. The lar-
ger the drum, the longer the life expectancy (see also section 6:
"Sheaves/Blocks").
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Afstand mellem spiltromle og første skive/ledeskive Distance between Drum and First Sheaf or Lead Sheaf
Afstanden fra spillet til den første 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 tilførsel af spænding- consistency of the winding process.
er i ståltovet.
Fig. 33 Randers Reb recommends that
Randers Reb anbefaler, at the distance L or the fleet angle
afstanden L eller indløbsvinklen ß should be:
b skal være (se fig. 33):
- For drums without rope
· For tromler uden sporriller: grooves:
Lmax = 115 x tromlebredde. Lmin = 115 x drum width.
Lmin = 15 x tromlebredde. Lmax = 15 x drum width.
· For tromler med sporriller : - For drums with rope grooves
Lmax = 115 x tromlebredde. Lmin = 115 x drum width.
Lmin = 20 x tromlebredde. Lmax = 20 x drum width.
Distance between drum and lead sheaf (L), and fleet angle (ß)
Fig. 34
Levetidsfaktor
Skiveforholdet DSk/d
Ståltovets levetid som funktion af skiveforholdet DSk/d Life expectancy of steel wire rope of different types expressed as
(skivediameter/ståltovsdiameter) for div. konstruktioner a function of the D/d ratio (sheaf diameter/steel wire rope diameter
Please note that norms and standards often impose special require-
Vær opmærksom på, at der ofte stilles specielle krav til skive-/tromle- ments in respect of sheaf/drum diameters. If this is not the case, a
diameter i normer og standarder. Hvis dette ikke er tilfældet, anbefa- minimum D/d = 25 is recommended for 6x7 steel wire ropes, and a
les minimum DSk/d = 25 for 6x7 ståltovsklassen og minimum DSk/d minimum D/d = 20 for 6x19 and 6x36.
= 20 for 6x19 og 6x36 ståltovsklasserne.
If at all possible, S-bends (where the steel wire rope runs from the
Hvis det er muligt, skal man undgå S-bøjning dvs. fra f.eks. undersi- lower side of one sheaf to the upper side of the next) should be avoi-
de på én skive til overside på den næste skive. S-bøjning giver tidli- ded. Such bends result in premature damage. The sheaf ratio (see
gere udmattelsesbrud, hvorfor skiveforholdet (se nedenfor) bør øges below) should thus be increased by at least 25% in relation to the
med mindst 25% i forhold til samme retningsændring. Problemet er same change of direction. The problem is particularly great when the
specielt stort, når skiverne er tæt på hinanden. sheaves are placed close to each other.
Sporet i skiven har også stor indflydelse på levetiden af stål- The groove in the sheaf also has a significant influence on the steel
tovet. Sporet må hverken være for stort eller for lille - sporet Fig. 35 wire rope's life expectancy. The groove must be neither too large nor
Correct groove diameter Groove diameter too small Groove diameter too large
skal passe til ståltovsdimensionen (se fig. 35). Fig. 36 too small - the groove must match the steel wire
rope's dimensions.
Randers Reb anbefaler, at et korrekt skivespor
understøtter ståltovet på ca. 1/3 af omkredsen Randers Reb recommends that a correct sheaf gro-
(~ 120°) og har en spordiameter på DSp = ove should support approx. 1/3 of the circumference
1,06 x ståltovets nominelle diameter (se fig. of the steel wire rope (~120 °C) and have a groove
36). Spordiameteren må under ingen omstæn- diameter of Dsp = 1.06 x the steel wire rope's nomi-
digheder være under aktuel ståltovsdiameter. nal diameter (see fig. 36). The groove diameter may
under no circumstances be less than the relevant
steel wire rope's diameter.
Correct figure of groove in sheave
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Nedenstående kurve (fig. 37) viser sporforholdet DSp/d (spordiame- The curve in the diagram below indicates the effect of the D/d ratio
ter/ståltovsdiameter) indflydelse på ståltovets levetid. (sheaf diameter/steel wire rope diameter) on the steel wire rope's life
expectancy.
Fig. 37
Inspicér løbende skiver/blokke for Always check whether the sheaf
bl.a. slidte lejer, slidte skivespor og groove is worn at the base and
slid på kanter. Hvis disse forhold along the edges. If it is not, the
ikke er optimale, slides ståltovet steel wire rope will be subject to
unormalt hurtigt, og ståltovet tilfø- unusually significant wear and
res spændinger. Defekte tear and stresses will be introdu-
skiver/blokke skal udskiftes eller ced into the rope. Defect shea-
repareres omgående. ves/blocks should therefore be
replaced or repaired immediately.
Hvis sporet repareres ved svejs-
ning, anbefaler Randers Reb, at If the groove is repaired by wel-
hårdheden på svejsematerialet er ding, Randers Reb recommends
ca. 300 Brinel, således at man får that the hardness of the welding
sliddet på skiven i stedet for på material is approx. 300 Brinel, so
ståltovet. Life expectancy as a function of the Dsp/d ratio that it is the sheaf that is worn,
(sheaf diameter/steel wire rope diameter) and not the steel wire rope.
Størrelsen af ståltovets anlægsvinkel a (vinkelændring) på skiven har The size of the steel wire rope's contact angle a (angle change) on
også indflydelse på ståltovets levetid (se fig. 38). the sheaf also has an effect on the steel wire rope's life expectancy
Fig. 38 (see fig. 38).
Hvis det er nødvendigt at ændre retningen på ståltovet, anbefaler If the steel wire rope has to change direction, Randers Reb recom-
Randers Reb at undgå retningsændringer mellem 5° og 45°. mends avoiding changes in direction between 5° and 45°.
Fig. 39
Husk at sikre ståltovsenden mod opdrejning uanset om ståltovet er Remember to secure the end of the steel wire rope against opening,
formlagt eller ej. Dette kan f.eks. gøres ved overbrænding (tilspids- regardless of whether or not it is pre-formed. This can be done by
ning), påsvejsning af trækøje eller omvikling med ståltråd/jernbindsel such means as tapered and welded ends, beckets, or seizing with
(se også afsnittet "Kapning og takling af ståltov"). soft or annealed wire or strand (see also section 6: "Cutting and
Seizing of Steel Wire Ropes").
Under afspolingen må ståltovet ikke:
During the unwinding of the steel wire rope, it must not:
· På nogen måde aftages over kanten på tromlen eller tages fra en
kvejl, der ligger på jorden, idet der herved opstår kinker på ståltovet · In any way pass over the edge of the reel or be taken from a coil
(se fig. 40). on the ground, as this will create kinks in the steel wire rope (see fig.
40).
· Slæbes hen over en hård overflade, der kan beskadige trådene. · Be dragged over a hard surface that can damage the wires.
· Be dragged through earth, sand or gravel, as abrasive particles will
· Trækkes gennem jord, sand og grus, idet slidpartikler vil fæstne attach themselves to the greased surface of the steel wire rope.
sig til den fedtede ståltovsoverflade. Fig. 40
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Afbremsningen af aftagertromlen kan gøres på flere måder (se af fig. Braking of the drum can be done in several ways (see fig. 42).
42). Man må under ingen omstændigheder forsøge at klemme stålto- Please note: Steel wire rope should never be pressed between two
vet mellem to træplader, idet ståltovet herved bliver varigt ødelagt. wooden plates, as this will result in permanent damage to the rope.
Fig. 42
Smøremidlet, der skal anvendes til eftersmøringen, skal være fri for Thorough lubrication is extremely important for the steel wire rope's
syrer og må ikke have skadelig indvirkning på hverken ståltråde life expectancy, as the purpose of lubrication is partly to protect the
og/eller fiberhjertet samt miljø. Smøremidlet skal have en konsistens steel wire rope against rust, and partly to reduce friction between the
som gør, at smøremidlet trænger ind i hjertet og dugten. Ståltovet wires and the strands in the steel wire rope. Friction is also thereby
skal rengøres før eftersmøringen. reduced between the steel wire rope and the surfaces with which it
comes into contact.
For opnåelse af maksimal eftersmøring skal smøremidlet påføres
under kørsel og ved en skive eller på tromlen, idet ståltovet her vil The lubricant used must be free of acids and must not have a
åbne sig. Smøremidlet kan herved lettere trænge ind. destructive effect on the steel wires, the fibre core and the environ-
ment. The lubricant must have a consistency that enables it to pene-
Randers Reb har udviklet en speciel eftersmøringsolie - Randers trate the core and the strands. The steel wire rope must be cleaned
WIRE OLIE type 01- der tilfredsstiller de specielle krav, der stilles til before lubrication.
eftersmøring af ståltove. Olien har en god indtrængnings- og smøre-
evne. Desuden er olien vandfortrængende og tilsat additiver, der er To achieve maximum lubrication effect, the lubricant should be appli-
rustopløsende og stopper yderligere rustdannelse under lagring og ed during operation, at a sheaf or on the drum, as this is where the
brug. steel wire rope opens up and makes it easier for the lubricant to
penetrate.
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Olien kan let påføres med pensel. Randers Reb has developed a special lubricating oil, Randers WIRE
OIL Type 01, which satisfies the special requirements for lubrication
Se også vort Produktinformation's blad "Smøring og vedligeholdelse of steel wire ropes. The oil has excellent penetrative and lubrication
af ståltove". qualities. It is also water-resistant and contains additives that dissol-
ve rust and prevent further formation of rust during storage and
Kontrol af ståltovet operation. The oil is easily applied with a brush.
Følgende er en vejledning på mulige kontrolpunkter i forbindelse See also our Product Information leaflet, "Lubrication and
med inspektion/kontrol af et ståltov - ikke en komplet manual eller Maintenance of Steel Wire Ropes".
erstatning for krav angivet i tilhørende normer og standarder.
Inspection of Steel Wire Rope
Slid The following guidelines cover possible points that should be chec-
Ståltovet skal udskiftes,, når den nominelle diameter er reduceret ked in conjunction with the inspection of steel wire rope. This is not a
med 10%. complete manual, nor is it an alternative to the relevant norms and
standards.
Forlængelse
Alle ståltove forlænger sig ved belastning (se også afsnittet Wear and Tear
"Ståltovsforlængelse"). Ståltovets forlængelse over levetiden kan As a rule, a steel wire rope should be replaced when the outer wires
opdeles i tre faser. are worn down to 1/3 of the original wire dimension.
· Fase 1: Under den første tids brug forlænger det nye ståltov sig
helt naturligt. Dels p.g.a. belastningen, dels p.g.a. at ståltovet sæt- Elongation
ter sig. All steel wire ropes become elongated when loaded (see also sec-
· Fase 2: Når ståltovet har sat sig. Under det meste af sin levetid for tion 9: "Steel Wire Rope Elongation"). The elongation of a steel wire
længer ståltovet sig ikke ret meget. Forlængelsen under denne fase rope during its lifetime can be divided into three phases:
skyldes primært slid. - Phase 1: The new steel wire rope becomes longer quite naturally
· Fase 3: Under denne fase nedbrydes ståltovet hurtigt og forlænger during its initial period of use. This partly because of the loading,
sig uden yderligere påvirkning, hvilket bl.a. skyldes fremskredent and partly because the steel wire rope settles.
slid. Ståltovet skal udskiftes omgående. - Phase 2: When the steel wire rope has settled and for most of its
lifetime, the steel wire rope does not become much
Reduktion af dimensionen longer.Elongation during this phase is mainly due to wear.
Enhver mærkbar reduktion af ståltovsdimensionen i forhold til den - Phase 3: The steel wire rope suddenly becomes longer very
oprindelige dimension indikerer nedbrydelse af ståltovet. quickly. This means that the steel wire rope is deteriorating rapidly
Reduktionen kan bl.a. skyldes: due to such causes as advanced wear and fatigue. The steel wire
rope must be replaced immediately.
· Udvendigt/indvendigt slid.
· Sammenklemning af dugt og/eller hjerte. Reduction of Dimensions
· Udvendig/indvendig rustdannelse. Every noticeable reduction of the steel wire rope's dimensions in
· Forlængelse. 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 så vigtig en faktor som slid i forbindelse med vur- - External/internal wear and tear.
deringen af ståltovets stand. Rust stammer normalt fra dårlig vedlige- - Compression of strands and/or core.
holdelse af ståltovet og bevirker hurtigere udmattelse af trådene - External/internal formation of rust.
(skørhed/revnedannelse). - Elongation.
Kinker Rust
Kinker forårsager permanent ødelæggelse af ståltovet. Kinker dan- Rust is just as important a factor as wear and tear in terms of evalu-
nes pga. udtrækning af løkker. ating the steel wire rope's condition. Rust is normally caused by poor
Ståltovet skal udskiftes omgående. 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 for-
med due to extraction of loops.
The steel wire rope must be replaced immediately.
Ståltovet skal udskiftes omgående. Fig. 44 The steel wire rope must be replaced immediately.
Ståltovet skal udskiftes omgående. The steel wire rope must be replaced immediately.
Hvis trådbruddene er alvorlige, skal ståltovet udskiftes omgående. If the wire fractures are serious, the steel wire rope must be replaced
immediately.
Hvis du er i tvivl om, hvorvidt ståltovet skal kasseres eller ej, så kon-
takt 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. FORLÆNGELSE OG FORSTRÆKNING
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Sætningsforlængelse er afhængig af: greater force than that experienced under normal operating condi-
tions, the steel wire rope will probably become a little longer.
· Hjertetype.
· Ståltovskonstruktionen. Constructional elongation is dependent on:
· Slåstigningen. · Type of core
· Materialet. · Steel wire rope construction
· Belastningen. · Elevation (the length a strand passes to wrap once around the
core)
Ståltove med stålhjerte har mindre sætningsforlængelse end ståltove · Material
med fiberhjerte. Da ståltoves sætningsforlængelse er afhængig af · Load
flere faktorer, kan en entydig sætningsforlængelse ikke angives.
Tabel 4 er vejledende: Steel wire ropes with steel cores have less constructional elongation
Tabel 4 than steel wire ropes with fibre cores.
Tabel 5
Den elastiske forlængelse på ståltovet beregnes ud fra følgende for- The elastic elongation in a steel rope is calculated according to the
mel: following formula:
Hvis et mere præcist E-modul er nødvendigt, skal man måle E-mod- If a more accurate Modulus of elasticity is required, it must be mea-
ulet på det aktuelle ståltov. sured in the actual steel wire rope in question.
hvor: Where:
a = Lineære varmeudvidelseskoef. = 11 x 10-6 m/m pr. ° C i områ- a = linear heat expansion coefficient = 11 x 10-6 m/m per °C in area
det 0° C til ca. 100° C. 0 to approx. 100° C.
L = Ståltovets længde (m). L = Length of steel wire rope (m).
Dt = Ændring af temperatur (° C). Dt = Change in temperature (°C).
Når temperaturen falder, bliver ståltovet kortere. Når temperaturen When the temperature drops, the steel wire rope will become shorter,
øges, forlænges ståltovet. whereas it will become longer if the temperature rises.
Forstrækning Pre-stretching
Ved forstrækning belastes ståltovet indtil flere gange med ca. 45% af By pre-stretching, the steel wire rope is loaded to approx. 45% of its
ståltovets nominelle brudstyrke, hvorved ståltovets sætningsforlæng- nominal tensile strength, during the course of which the steel wire
else fjernes. rope's construction elongation is removed.
Fjernelsen af sætningsforlængelse forudsætter, at ståltovet ikke The removal of the construction elongation pre-supposes that the
yderligere håndteres. Ved yderligere håndtering falder wiren mere steel wire rope is not subjected to further treatment! If there is further
eller mindre tilbage til dens oprindelige form, men forstrækning er i treatment, the steel wire rope will more or less return to its original
mange tilfælde alligevel en god ting, idet ståltovet væsentlig hurtige- form. However, pre-stretching is in many cases a good idea anyway
re stopper sin sætningsforlængelse. Dette medfører, at ståltovet ikke as it means that the steel wire rope more rapidly ceases its construc-
skal efterspændes så mange gange. tional elongation.
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· Et kunstfiberhjerte begynder at blive blødt ved 80° C - 100° C. Et · The wires' mechanical properties, e.g. tensile strength and bending
blødt hjerte bevirker, at understøtningen for dugterne forsvinder og strength, change when the temperature rises. A temperature of e.g.
stålwiren kommer i ubalance. Tråd-/wirebrud vil hurtigere forekom- 200 °C for 1 hour will reduce the wires' bending strength.
me. · An artificial fibre core starts to soften at 80-100 °C. A soft core
· Sisalhjerter kan tåle væsentligt højere temperaturer end ståltov means that the support for the strands disappears and the steel
med kunstfiberhjerte. wire rope will become unbalanced, causing fractures in the
cable/wires to occur more quickly.
Da brudstyrke og bøjelighed/fleksibilitet ofte er vigtige mekaniske · Sisal cores can tolerate significantly higher temperatures than steel
egenskaber for et ståltov, kan Randers Reb ikke anbefale, at: wire rope with artificial fibre cores.
· Ståltov med stålhjerte opvarmes til over 200° C gennem Since tensile strength and pliability/flexibility are often important
længere tid. mechanical properties for a steel wire rope, Randers Reb does not
· Ståltov med sisalhjerte opvarmes til over 200° C gennem recommend that a steel wire rope with:
længere tid.
· Ståltov med kunstfiberhjerte opvarmes til over 75° C gennem · A steel core is subjected to temperatures above 200 °C for a longer
længere tid. period of time.
Overfladetemperaturen kan i en kort periode accepteres at stige til · A sisal core is subjected to temperatures above 200 °C for a longer
400° C. period of time.
Martensite spots in fishing rope which has been used under bad conditions
Fig. 46 Fig. 47
Flattened wire showing martensite structure The brittle layer of martensite shows clearly
Denne strukturændring giver en hård men skør overflade, og under The martensite structure is very brittle and may cause fractures
normal belastning eller ved splejsning kan trådbrud opstå, selvom during normal operation or when spliced, even though the wire rope
der ikke har været nævneværdigt ydre slid (se fig. 47). does not show any visible signs of external wear.
· Blokkene må ikke være nedslidte og bør 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
· Spoling på tromlen bør ligge i tætte vindinger uden krydsninger, så without the layers crossing each other in order to prevent the top
det overliggende lag under belastning ikke skærer sig ned i de layer from cutting into the underlying layers.
underliggende lag.
· The wire rope should be lubricated at regular intervals in order to
· Ståltovet bør eftersmøres, således at friktionen mellem tråde og minimise the friction between wires and strands.
dugter er mindst mulig.
· The wire rope should be checked at regular intervals for crushing,
· Kontrollér ståltovet for sammentrykninger, små revner og minor cracks and mechanical damages, all of which might indicate
mekaniske skader, som kan være tegn på martensitdannelse. martensite spots.
Hvis en stålwire er strømførende, eller ståltovet spoles op i flere lag If a steel cable carries a current, there will often be sparks. The sur-
under stor belastning, vil der ofte opstå gnister. Overfladetempe- face temperature where the sparks appear will be over 800 °C,
raturen, hvor gnisten opstår, er over 800° C, hvorfor sandsynlighe- making it quite probable that Martensite will be formed. If there is a
den for dannelse af martensit er relativ stor. Hvis forekomsten af strong probability of sparks appearing, wire and cable fractures may
gnister er stor, opstår der hurtigt trådbrud og evt. wirebrud. occur quickly.
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En endebefæstigelse nedsætter normalt brudstyrken på ståltovet. End terminations normally reduce the tensile strength of steel wire
Tabel 6 angiver virkningsgrad (tilnærmet) for de forskellige typer rope. Table 6 shows the approximate effect of the different types of
endebefæstigelser. end terminations.
Tabel 6
Clips
Wedge socket
Hand-spliced
Fig. 49 viser eksempler på rigtig og forkert montering af wirelås. Fig. 49 Examples of correct and incorrect attachment of wire rope
clips.
Fig. 49
Right way
Wrong way
Wrong way
Fig. 50
Istøbning (Wirelock) Unless otherwise agreed between the customer and Fyns Kran
Hvis intet andet er aftalt mellem kunde og Fyns Kran Udstyr, så Udstyr, Fyns Kran Udstyr will undertake socketing with Wirelock.
udfører Fyns Kran Udstyr istøbning af tovpære med Wirelock - er en Wirelock is an especially strong twin-component moulding material.
speciel stærk 2-komponent støbemasse. Wirelock anvendes i større Wirelock is increasingly being used instead of zinc, e.g. because:
og større grad i stedet for zink bl.a. p.g.a. :
· Heat generation is much lower than with a zinc seal. The risk of
· at varmeudviklingen er væsentlig lavere i forhold til zinkstøbning. hardening of the steel wires, causing stress fractures, is thus elimi-
Herved elimineres risikoen for hærdning af ståltrådene med udmat- nated. The disappearance (melting away) of grease is also avoided
telsesbrud til følge. Desuden undgår man at fedtet forsvinder (bort- at the junction by the base of socket.
smelter) i overgangszonen ved tovpærehalsen. · Wirelock does not require heating of the rope socket, as long as its
· Wirelock kræver ikke opvarmning af tovpære forudsat, at denne temperature is not below 10 °C.
ikke har en temperatur på under 10 °C. · Wirelock permits full loading 1-2 hours after the sealing process.
· Wirelock tillader fuld belastning 1 - 2 time efter støbningen. · Wirelock does not require any special ancillary tools in connection
· Wirelock kræver ingen specielle hjælpemidler i.f.m. istøbningen. with the sealing process.
· Wirelock er modstandsdygtig overfor syre, saltvand, olie og fedt. · Wirelock is resistant to acid, salt water, oil and grease.
· Wirelock tåler chokbelastning og stød. · Wirelock tolerates shock loading and impact.
· Wirelock kan anvendes til alle former for istøbning. · Wirelock can be used for all types of seal.
· Wirelock trænger bedre ind mellem trådene end zink. · Wirelock penetrates further in between the wires than zinc.
· Wirelock kan anvendes op til 115 °C · Wirelock can be used in temperatures of up to 115 °C.
Wirelock er bl.a. godkendt af Arbejdstilsynet, Det Norske Veritas og Wirelock has been approved by such bodies as the Danish
Lloyd's Register of Shipping. Directorate of Labour Inspection, Det Norske Veritas and Lloyd's
Register of Shipping.
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Vejledning for istøbning af ståltove Fig. 1 Guidelines for Socketing with Wirelock
1. Ståltovsenden indføre i tovpæren, hvoref 1. Insert the end of the steel wire rope into
ter ståltovet takles. Afstanden fra toven- the rope socket, and fasten the steel wire
den til den øverste kant af taklingen (L) rope. The distance from the end of the
skal svare til længden på den koniske del rope to the uppermost part of the rigging
af tovpæren minus ståltovsdiameter (d). (L) must correspond to the length of the
Længden på taklingen (l) skal være mini- conical part of the rope socket minus the
mum 1,5 x d. diameter of the steel wire rope (d). The
length of the rigging (l) must be at least
1.5 x d.
2. Opsplitning af de enkelte tråde i dugterne
kan herefter ske. Hvis ståltovet indehol- 2. The individual wires in the strands can be
der et stålhjerte skal dette også splittes split after this. If the steel wire rope con-
op. Eventuelle fiberhjerter kappes over Placing and size of rope sockets tains a steel core, this must also be split
taklingen. Opsplitningen skal være open. If there are any fibre cores, they
ensartet og gå helt ned til taklingen. may be cut above the rigging. The split
Fig. 2 must be clean and go as far down as the
rigging.
Hvis ståltovet kun består af 19 tråde eller
mindre, skal trådene i toppen ombukkes. If the steel wire rope only consists of 19 wires
HUSK at tillægge længden af ombukket til or less, the wires at the top must be doubled
længden af det opsplittede stykke. up. Remember to add the length of the dou-
bled section to the length of the split section.
1) Den opsplittede del af ståltovet (kosten)
rengøres/affedtes f.eks. i en sodaopløs- 1) Clean/de-grease the split section of the
ning. Ved afrensningen og en efterfølgen- steel wire rope (the brush), e.g. in a soda
de skylning skal ståltovet vende nedad solution. When being cleaned and then rin-
således, at væsken ikke trænger ned stål- Splitting the steel wire rope and sed off, the steel wire rope must be facing
tovet. removing the fibre core downwards so that the solution does not
penetrate the rope.
2) Træk tovpæren op over kosten indtil trå
dene er i niveau med overkanten af tov- 2) Pull the rope socket over the brush until
pæren. Kontroller, at et stykke (ca. 0,5 x the wires level with the upper edge of the
d) af den øverste del af taklingen befinder rope socket. Check that a part (min. 0.5 x
sig i den koniske del af tovpæren. d) of the upper section of the rigging is in
Fig. 3 the conical part of the rope socket.
Ståltovet fastgøres, så det
står lodret samtidig med, at Fasten the steel wire rope so that it
et stykke (ca. 25 x d) af is vertical, while a piece (approx. 25
ståltovet hænger lodret. x d) of the steel wire rope is hanging
Herefter tætnes tovpære- vertically. Pack the base of socket
halsen med f.eks. kit for at with e.g. putty to prevent any
forhindre udtrængning af Wirelock escaping during the sealing
Wirelock under istøbingen. process.
På posen er angivet, til hvilken mængde Wirelock den skal anven- The bag provides instructions about how much Wirelock must be
des. Under 3 °C bør to poser booster tilsættes. Istøbingen kan godt used. Below 3 °C two bags should be added. The sealing process
foretages i frostgrader, blot man sørger for, at Wirelock massen ikke can be undertaken at temperatures below 0 °C, as long as measu-
kommer under 10 °C under hele istøbningsprocessen. res are taken to ensure that the Wirelock putty itself does not come
under 10 °C at any time during the process.
BEMÆRK : Blandingsforholdet mellem de enkelte komponenter er
nøje afstemt og må ikke deles. NB: The mix ratio between the individual components is precisely
calculated and should not be divided.
Forbruget af Wirelock ses af tabel 1.
The following table shows how Wirelock should be applied.
Tabel 1
4) Blandingen hældes i tovpæren, indtil tovpæren er fyldt helt op. 4) Pour the mixture into the rope socket until the rope socket is full.
For at forhindre dannelsen af luftbobler skal en let "piskning" med To prevent air bubbles forming, a piece of steel wire should be
et stykke ståltråd foretages nede mellem ståltovets tråde. Flere used to "whip" gently between the wires in the steel wire rope.
istøbninger kan godt foretages forudsat, at ihældning sker lige Several applications may be made at a time, provided that they
efter hinanden.Evt. overskydende Wirelock kan ikke gemmes, are done in quick succession. Any surplus Wirelock must be dis-
men skal kasseres. posed of.
BEMÆRK : Blandingsmassen starter med at være tykflydende. NB: At the outset the mixture has a thick, liquid consistency. It then
Herefter bliver massen tyndere og tyndere indtil et vist punkt, hvoref- becomes thinner until a certain point at which the hardening process
ter selve hærdeprocessen går igang. Wirelock skal ihældes, inden begins. The Wirelock must be poured before the mixture reaches its
massen når sit tyndeste punkt. thinnest state.
5) Wirelock er fremstillet således, at hærdetiden er 10 minutter i tem 5) Wirelock is produced in such a way that its hardening time is 10
peraturområdet 18 °C til 24 °C. Det bør dog bemærkes, at pro- minutes in the 18-24 °C temperature range. It should, however, be
duktets hærdetid er meget følsom overfor temperaturen på noted that the product's hardening time is very sensitive to the
Wirelock, f.eks. er hærdetiden kun ca. 5 minutter ved 30 °C og ca. temperature of the Wirelock, e.g. it is only approx. 5 minutes at 30
20 minutter ved 10 °C. Hærdetiden har ingen indflydelse på kvali- °C and approx. 20 minutes at 10 °C. The hardening time has no
teten af hærdningen. effect on the quality of the hardening.
Tovpæren må belastes 1 time efter, at Wirelock er hård i overfla- Loads can be applied to the rope socket one hour after the
den (se også afsnit 9.8.2). Wirelock is hard on the surface.
6) Kit fjernes. Specielt når tovpærehalsen hænger opad under bru- 6) Putty must be removed. Particularly in cases where the unit is to
gen, anbefaler Fyns Kran Udstyr, at tovpærehalsen fyldes op med be used with the base of socket upwards, Fyns Kran Udstyr
vandfortrængende olie/fedt for at minimere risikoen for rustdan- recommends that the base of socket be filled up with water-repel-
nelse på dette kritiske sted (hulrummet fyldes med vand). lent oil/grease in order to minimise the risk of rust at this critical
point due to penetration of water.
Kontrol af istøbning
a) Hvis man ridser med en skruetrækker i støbemassen i tovpæreåb Seal Inspection
ningen, og der fremkommer en hvid stribe, er hærdningen foregå- a) If a screwdriver is used to scratch the Wirelock at the opening of
et, som den skal. the rope socket and a white stripe appears, the hardening process
has been completed correctly.
b) Desto mørkere Wirelock er, desto højere temperatur har hærde b) The darker the Wirelock, the higher the temperature during the
processen opnået. Den mørke farve opnås p.g.a korrekte tempe- hardening process. The dark colour is achieved due to correct
raturforhold. Hvis farven er blågrøn, er dette ensbetydende med hardening conditions. If the colour is bluish-green, it indicates a
en "kold" støbning/hærdning. Istøbningen kan kun godkendes, "cold" sealing/hardening process. The sealing process may only
hvis skruetrækkerprøven er O.K. (se punkt a). be approved if the screwdriver test has been passed.
Ved hver leverance medsendes "Leverandør Brugsanvisning" på Fyns Kran Udstyr will be pleased to carry out the sealing process
Wirelock. 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
Fyns Kran Udstyr foretager gerne istøbningen med Wirelock enten of fittings.
hos dig eller i vort splejseri. Fyns Kran Udstyr er også leveringsdyg-
tig i såvel tovpærer samt andre typer fittings.
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A x C x (A + B) x p / d², where
Fig. 51
Drum Capacity
16. KLASSIFICERING AF STÅLTOVE 16. CLASSIFICATION AND USE OF STEEL WIRE ROPE
Tabel 2
Fig. 52 viser eksempler på ståltove i de mest anvendte ståltovs- Fig. 52 shows examples of steel wire rope in the most common
klasser. categories of steel wire rope.
Fig. 52
Examples of steel wire rope in the most common categories of steel wire rope
Tabel 8
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Tovværk fremstilles primært af syntetiske materialer som f.eks. PE, Ropes are primarily made of synthetic materials such as PE, PP , PA
PP, PA og polyester. Tovværk af naturfibre som sisal, hamp, manila and polyester. Ropes of natural fibre are still manufactured, but only
og papir produceres stadigvæk, men udbudet er ikke ret stort. Årsa- in small quantities, as synthetic ropes are more wear-resistant and
gen hertil er, at det syntetiske tovværk generelt har en større slidstyr- do not absorb water or rot.
ke, ikke suger vand og ikke rådner. Ropes are primarily manufactured as 3- and 4-strand, crossbraided,
Tovværk fremstilles primært som 3- og 4-slået, krydsflettet, rundflet- roundbraided and plaited.
tet og kvadratflettet.
Sikkert design ned til lastdetaljen Safe design down to the load detail
BK/OBK/GBK sikkerhedskrogene opfylder to vigtige krav. Det ene er, Gunnebo BK/OBK/GBK Safety Hooks fulfil two important require-
at lasten forbliver i krogen. Palen lukker automatisk, så snart krogen ments. One is that the load stays put in the hook. The latch closes
bliver belastet. Den kan ikke åbnes utilsigtet under last. Udløseren automatically as soon as the hook is loaded. It cannot be opened
kan kun betjenes, når lasten er sikkert afsat. under load accidentally. The release trigger will only operate when
Det andet er, at krogen ikke så let hænger fast under løft p.g.a. dens the load is safely grounded.
bløde profil. The other is that the hook will not easily snag during lifting because
Gunnebo sikkerhedskrogene er designet til arbejde. Det er let at of its smooth profile.
betjene udløseren selv med arbejdshandsker på. Den forbliver åben, Gunnebo Safety Hooks are designed for work. It is easy to operate
så begge hænder er fri til at belaste krogen. the release trigger even with working gloves on. It stays open so that
Sikkerhedskrogene fås fra WLL 1,25 - 25 ton. both hands are free to load the hook.
Gunnebo Safety Hooks are available for Working Load Limits 1.25 to
Anvendelse 25 tonnes.
· Opret et kartotek over alle kæder, der er i brug.
· Løft aldrig med en vredet kæde. Use
· Kædesling skal opkortes med en opkorterkrog - der må aldrig slås · Keep a register of all chains in use.
knuder på kæden. · Never lift with a twisted chain
· Beskyt kæden mod skarpe kanter ved at lægge et mellemlag · Chain slings should be shortened with at shortening hook, never by
imellem. knotting.
· Belast aldrig en krog i spidsen - lasten skal altid ligge korrekt i · Never point load a hook - the load should always seat correctly in
bunden af krogen. the bowl of the hook.
· Brug altid den korrekte størrelse kæde til lasten under hensyntagen · Always use the correct size sling for the load allowing for the inclu
til vinkel og muligheden for ulige belastning. ded angle and the possibility of unequal loading.
· Topøjet skal altid kunne hænge frit i krankrogen. · The master link should always be able to move freely on the crane
· Undgå altid belastning i ryk. hook.
· Avoid snatch-loading at all times.
Vedligeholdelse
Mindst hver 6. måned eller oftere i henhold til lovmæssige bestem- Maintenance
melser, type af anvendelse og tidligere erfaring skal der udføres en Periodic through examination must be carried out at least every six
omhyggelige kontrol. months or more frequently according to statutory regulations, type of
use and past experience.
· Kæder med bøjede, revnede eller udhulede led skal udskiftes, · Chain with bent, cracked or gouged links should be replaced, as
ligesom deformerede komponenter så som bøjede ovalringe, åbne should deformed components such as bent master links, opened up
kroge og enhver komponent, der viser tegn på slitage. hooks and any fitting showing signs of damage.
· Slitagen på kæden og komponenterne må ingen steder overstige · The wear of the chain and components shall in no place exceed
10% af de oprindelige dimensioner. Slitagen på kædeled - max. 10% of the original dimensions. The chain link wear - max. 10% - is
10% - er defineret som den gennemsnitlige diameter af materialet defined as the reduction of the mean diameter of the material mea-
målt i 2 retninger. sured in two directions.
· Overbelastede kædesling skal tages ud af brug. · Overloaded chain slings must be taken out of service.
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Fig. 9
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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.
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.
MoorLink Swivel
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.
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.
Anchor handling
Anchor handling can be divided into two different main categories:
1. The usage of vessel’s own anchor handling wire or tow wire, which is permanently installed
(and replaced when damaged) and kept with high tension on the drum.
2. 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.
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.
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.
Example
Induced torque:
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.
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.
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
work group
Training Centre
E-procurement
Maersk A/S Pin Extractor in use on a 85 T Shackle
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 ship’s 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 250º 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 -
1000º 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.
www.balmoralmarine.com
1
2
CONTENTS
3
Introduction
1 Anchors
2 Chains and fittings 4
3 Chasers and grapnels
4 Wire rope
5
5 Wire fittings
6 Spooling machines
7 Synthetic rope 6
8 Lifting equipment
9 Buoys
10 Fenders 7
11 Chain inspection
12 Load testing
8
13 Mooring systems
14 Service/supply information requirements
15 Conversion charts 9
©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, 10
or transmitted, in any form or by any means, electronic, mechanical,
photocopying, recording or otherwise, without the prior written permission
of the copyright owners.
11
The information contained in this book is intended as a general guide only.
Whilst every effort has been made to ensure that the information is correct,
Balmoral Group Ltd cannot guarantee its accuracy or completeness neither
12
can they accept any liability for any loss arising from errors or omissions as
a result of reliance upon any information contained therein.
13
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15
INTRODUCTION
Balmoral Marine
Balmoral Marine was founded in 1986 and is now recognised as the
industry’s 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.
Whatever your requirement, wherever you may be, 24 hours a day, 365
days a year, Balmoral Marine should be your first call.
Inside this guide you will find all you wanted to know about mooring,
marine and associated equipment, but didn’t know who, or what, to ask.
From basic conversion tables to information on complete subsea mooring
systems, you’ll find all you need to know right here. If you don’t, 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 don’t
hesitate to contact Balmoral at the Aberdeen HQ address.
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1 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.
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1.2 ANCHORS 1
DANFORTH
øG
F
A 30°
D
E
B C
Anchor A B C D E F ØG
weight (lbs) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
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1 ANCHORS 1.3
LIGHTWEIGHT (LWT)
G 30°
F J
H
30° Sand
E 50°
DA 30°
Anchor A B C D E F G H J
weight (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
(lbs)
990 1619 1535 552 992 636 259 42 169 131
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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1.4 ANCHORS 1
OFFDRILL II
ø
34°
WEDGE
INSERT
(Stops)
50
D °
E
B
Anchor A B C D E F Ø shackle
weight (lbs) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
FLIPPER DELTA
50
C °
36
°
F
B
D
E
A
Anchor A B C D E F
weight (kg) (mm) (mm) (mm) (mm) (mm) (mm)
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1.6 ANCHORS 1
0.50B
0.59B
C
B
A
E
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1 ANCHORS 1.7
E
A
D
C B
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1.8 ANCHORS 1
Anchor A B C D E F
weight (kg) (mm) (mm) (mm) (mm) (mm) (mm)
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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1 ANCHORS 1.9
STEVIN ANCHOR
øS
A
C
K E
D
B
Anchor A B C D E K L ØS
weight (kg) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
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1.10 ANCHORS 1
VRYHOF STEVPRIS MK 5
F
G
H N
S
J
P
Sand
d
Mu
C A
B E F
Anchor A B C E F G H J 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
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1 ANCHORS 1.11
VRYHOF STEVSHARK
F
G
N
H
S
J
P
Sand
d
Mu
A
C
K
D E F
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 80
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
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
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1.12 ANCHORS 1
B C D E0 E1 F H T
Area (m2)
(mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
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1 ANCHORS 1.13
C B
Sinkers
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1.14 ANCHORS 1
Section 2 2.1
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 FPSO’s. 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.
CHAINS AND FITTINGS 2
3.6d 4d 4d
6d 6.5d 6.75d
1d 1.1d 1.2d
STUDLESS CHAIN
6d
4d
3.35d
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2 CHAINS AND FITTINGS
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CHAINS AND FITTINGS 2
2.5
Proof Load
Weight
R4-RQ4 R3S R3 RQ3-API
Dia
Stud Stud
Stud Studless Stud Studless Studless Studless Stud Studless
mm kN kN kN kN kN kN kg/m kg/m
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
6d
Size Minimum
Weight Proof Load
Breaking Load
kg/m kg
kg
mm inches
13 1/2 3.34 3190 7970
5.5d
Size Minimum
Weight Proof Load
Breaking Load
kg/m kg
kg
mm inches
13 1/2 3.50 3200 6400
5d
Size Minimum
Weight Proof Load
Breaking Load
kg/m kg
kg
mm inches
6 1/4 0.89 700 1400
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CHAINS AND FITTINGS 2
T d
M
R U
2E S
N S
A
F r r
E
C
B K W D
r 0.03 - -
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2 CHAINS AND FITTINGS
T d
M
R U
2E S
N S
A
F r r
E
C
B K W D
r 0.03 - -
All dimensions are approximate d = chain diameter
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CHAINS AND FITTINGS 2
T d
M
R U
2E S
N S
A
F r r
E
C
B K W D
r 0.03 - -
All dimensions are approximate d = chain diameter
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2 CHAINS AND FITTINGS
LINK
G
D
J
F C
A
E
H
B
Anchor Shank
Anchor Shackle
Common Links
Chain size A B C D E F
No mm (mm) (mm) (mm) (mm) (mm) (mm)
Weight
No G H J K
kg
4 40 x 44 56 26 43 13
5 51 x 60 74 32 52 27
6 62 x 73 88 37 64 49
7 85 x 79 111 48 76 94
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CHAINS AND FITTINGS 2
D E C
E B
G
Size Weight
mm kg
19 1.7
22 2.7
26 4.3
30 7
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 84
73 98
76 110
79 122
83 134
3.4d
7.1d 1.2d 86 144
89 154
1.6d
92 168
95 184
1.4d
1.3d 1.3d 2.8d 98 200
4d
102 220
Enlarged Link Joining Shackle Enlarged Link
105 230
108 264
110 285
114 320
Common Link End Link End Link Common Link 120 340
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CHAINS AND FITTINGS 2
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2 CHAINS AND FITTINGS
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CHAINS AND FITTINGS 2
B B
B B
A B C D E F
Shackle
(mm) (mm) (mm) (mm) (mm) (mm)
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2 CHAINS AND FITTINGS
1.4d 1.3d
Size Weight
mm kg
54 120 1.3d
57 156 7.7d
60 200
12.7d
64 258
68 303
70 330 2.2d
c 1.7d 1.7d
73 361 5.6d 4d
76 394 Anchor Shank Enlarged Link
End Link
84 493 Common Link
90 600
Anchor Shank
95 700
Common Link
102 970
105 1060
108 1170
114 1440 Enlarged Link End Link Anchor Shackle
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CHAINS AND FITTINGS 2
Size Weight
mm 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
3.6d 1.1d 67 104
70 114
73 134
1.4d
76 152
9.3d
79 171
6.3d
83 189
86 196
4.7d 89 217
1.2d
92 256
3.4d
Swivel 95 275
End Link
End Link 98 300
102 342
Enlarged Link Enlarged Link 105 387
End Link Common Link 108 420
110 450
Enlarged Link Enlarged Link
Swivel 114 520
TYPICAL SWIVEL ASSEMBLIES 120 620
All dimensions are approximate
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2 CHAINS AND FITTINGS
Size Weight
mm kg
19 6
25 12
32 24
7.5d 2d
38 40
44 63
TYPICAL APPLICATION
51 98
57 136
64 193
70 252
76 323
Ring
83 421
Shackles
89 518
Sinker
95 630
102 780
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CHAINS AND FITTINGS 2
B D
D
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2 CHAINS AND FITTINGS
C
D
E A
Chain
Pelican Hook
Deck Padeye
TYPICAL APPLICATION
25-28 90 35 38 30 358 10 24
32 100 40 45 35 390 15 35
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CHAINS AND FITTINGS 2
2.22 STEVTENSIONERS
Models VA 220, VA 500
L B
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2 CHAINS AND FITTINGS
STEVTENSIONERS 2.23
L B
Tension Weight
Model L(m) B(m) H(m)
(Te) (Te)
VA 600 600 2.2 0.6 0.9 2.5
VA 1000 1000 3.1 0.8 1.2 6
VA 1250 1250 3.5 0.9 1.4 9
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3 1.1
Section 3
CHASERS AND GRAPNELS
3.1
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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CHASERS AND GRAPNELS 3
4.88
86
124
ø3.38
50
27.
699
96.00
2438
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.
Anchor
Chain
Chaser
Mooring Chain
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3 CHASERS AND GRAPNELS
A C
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CHASERS AND GRAPNELS 3
ø3.38
4.50
86
114
4.00
70.00
1778
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 Recovery
Chain Wire Rope Broken
Chain
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3 CHASERS AND GRAPNELS
66.00
1676
7.88
191
7.5
2.00 3.94
100
ø5.25
144
5.0
127
1283
1689
1994
66.5
78.5
50.5
ø3.50
89
3.94
216
8.5
100
Continuous Fillet Weld 1.5
38
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CHASERS AND GRAPNELS 3
PERMANENT CHASERS
BEL 102 - 106 - 110 - 4110
3.6
G
Hø
A
C
F
D
B E
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3 CHASERS AND GRAPNELS
DETACHABLE PERMANENT
CHAIN CHASERS
3.7
BEL 107 - 108 - 111
G
Hø
A
D
F
C
B E
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CHASERS AND GRAPNELS 3
G E
Hø
A C
D F
B
BEL 210 1959 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
3.38
86
82.00
2083
ø28.00
711
21.00 58.50
533 1486
BEL 4115/35-45
BEL 4115/35 for chain 64mm to 90mm
BEL 4115/45 for chain 95mm to 115mm
191
406
2350
711
533 1824
125
Ø100
841 720
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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3 CHASERS AND GRAPNELS
CHASER STOPPER
Safe Working Load: 250 tonnes
Proof Test Load: 1000 tonnes 3.11
Weight: 2 tonnes
Material BSEN 1563 Grade 450/10
1675mm
190mm
105mm
1200mm
1675mm
190mm
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4 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 4.1
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.
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WIRE ROPE 4
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
the minimum breaking load, the required resistance to abrasion and to
4.2
bending fatigue must be considered.
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4 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 4.3
‘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.
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 rope’s elastic stretch but slightly reduce its
breaking load.
Both ordinary lay and Lang’s 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
Lang’s 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)
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. 4.5
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)
WIRE ROPE 4
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.
Throughout this catalogue, the figures given to describe the construction of
4.6 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)
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’
4 WIRE ROPE
PREFORMING
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
WIRE ROPE 4
4.8
6 x 61 6 x 91 8 x19 (9/9/1)
(24/18/12/6/1) (30/24/18/12/6/1) 'SEALE'
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4 WIRE ROPE
9 compacted strands with parallel steel core. Suitable for use on:
Boom Hoist, Main Hoist, Auxiliary Hoist, Trolley Rope
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WIRE ROPE 4
Galvanised
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4 WIRE ROPE
- Plastic corecover
- Very good fatigue performance
- 18 compacted outer strands in Lang’s 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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WIRE ROPE 4
39 compacted strands
Lang’s Lay
Galvanised
2160 N/mm2 grade
• Available with plastic protected core, achieving all the benefits of core
protection and construction stability (recommended for subsea
operations)
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4 WIRE ROPE
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.
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.
WIRE ROPE 4
At least two servings each of a length six times the diameter of the rope
should be employed.
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4 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
4.15
rope. Grips should not alternate in position on the rope.
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.
13 3 292 88
*The tightening torque
14-15 3 305 129
values shown are
16 3 305 129
based upon the
18-20 4 460 176
threads being clean,
22 4 480 305
36 7 1120 488
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4 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 4.17
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.
In terms of rope diameters the sizes of drums and pulleys would be:
Multi-Strand
17 x 7 18D
34 x 7 18D
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 above values are for Ordinary Lay ropes; for Lang's Lay ropes these
values may be increased by 15%.
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4 WIRE ROPE
ROPE STRETCH
Light Heavy
loads 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
Eight-Strand ropes
With Fibre Core 0.75 to 1.00% of length
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.
WL mm
AE
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WIRE ROPE 4
MODULUS OF ELASTICITY
For six stranded ropes with an IWRC these figures should be increased by 10%.
4.20
17/7 and 34/7 9,800 kgf/mm2
METALLIC AREA
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4 WIRE ROPE
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
D
d=
N + 6.5
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WIRE ROPE 4
FACTORS OF SAFETY
General purpose wire ropes
F = 0.102 x W x a
F= Ed A
D
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4 WIRE ROPE
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 C
x x π (A+B) = capacity
d d
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 4
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.
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
4.24 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 Lang’s lay ropes.
L R L R
Underwind left to right Left lay Overwind left to right Left lay
Use left lay rope Underwind Use left lay rope Overwind
L R L R
Overwind left to right Right lay Underwind left to right Right lay
Use right lay rope Overwind Use right lay rope Underwind
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4 WIRE ROPE
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
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WIRE ROPE 4
UNREELING
Incorrect method
4.26
UNCOILING
Incorrect method
Correct Method
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4 WIRE ROPE
Typical reasons for a wire rope to be withdrawn from service are listed
below:
a Unsuitable rope composition, diameter and quality for purpose
b Ropes wound over or across each other
c Lack of regular and correct lubrication
d Use of incorrect reels and drums
e Use of misaligned reels and drums
f Use of reels and drums with unsuitable grooves and/or flanges
g Damage caused by ropes protruding from reels and/or drums
h Ropes being affected by humidity, chemicals or heat
i Use of unsuitable rope joints
j Looped ropes
k Excessive loads
l Damaged rope particles penetrating the internal structure
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WIRE ROPE 4
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4 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
4.29
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 re-
machined, 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.
30º-60º
r Radius of groove
R Radius of rope
150º
FLEET ANGLE
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
4.30
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
angle
Right fleet
angle
Fleet angle
is too small
Fleet angle
is too large
‘a’ = 15 metres minimum, or
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
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4 WIRE ROPE
Compensating
Machine group Drums Pulleys
pulleys
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
SAFETY FACTORS
Recommended safety factors for wire rope on cranes
according to FEM 1001-4
M1 3.15 2.5
M2 3.35 2.5
M3 3.55 3
M4 4 3.5
M5 4.5 4
M6 5.6 4.5
M7 7.1 5
M8 9 5
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WIRE ROPE 4
DRUMS
INSTALLATION FROM REEL TO DRUM
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4 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 4.33
check whether the winch is over or under wound, for left or for right
stranded wire rope. See page 4.24.
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WIRE ROPE 4
ROPE SPECIFICATIONS
SPIRAL STRAND
Wire rope dia Mass (unsheathed) Mass (sheathed) Metallic MBF Stiffness Torque Turns
Uncoated Sheathed Air Sea water Air Sea water Area 25% MBF 25% MBF
mm mm kg/m kg/m kg/m kg/m mm2 kN MN Nm Nm
77 91 29 25 32 25 3440 5480 525 750 0.5
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4 WIRE ROPE
ROPE SPECIFICATIONS
ROTATION RESISTANT WIRE ROPE
Iperflex Iperplast
Lay: Lang or regular 27x7/36x7/39x7 27x7/36x7/39x7
Compact
Plastic impregnated
Iperflex Iperplast
Size Nominal
Min. breaking force Kn Min. breaking force Kn
Diameter 4.35
mm Mass kg/m 2160 ung 2160 gal Mass kg/m 2160 ung 2160 gal
8 0.27 49.9 49.9
ROPE SPECIFICATIONS
FLEXPACK NON ROTATING
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4 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 37 Group
6 x 19 (9/9/1) 6 x 36 (14/7 and 7/7/1)
6 x 19 12/6 + F/1 6 x 41 (16/8 and 8/8/1) 4.37
6 x 26 (10/5 and 5/5/1) 6 x 49 (16/8 and 8/8/8/1)
6 x 31 (12/6 and 6/6/1)
These ropes are in accordance with BS302 parts 1, 2: 1987 for corresponding sizes.
ROPE SPECIFICATIONS
6 X 37 CONSTRUCTION GROUPS WITH STEEL CORE
Typical Constructions
6 x 37 Group
4.38 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.
77 3 2460 389
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4 WIRE ROPE
ROPE SPECIFICATIONS
Round Strand with Fibre Main Core
6 x 7 classification
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WIRE ROPE 4
ROPE SPECIFICATIONS
ROUND STRAND WITH FIBRE MAIN CORE
6 X 19 CLASSIFICATION
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4 WIRE ROPE
ROPE SPECIFICATIONS
ROUND STRAND WITH STEEL MAIN CORE
6 X 19 CLASSIFICATION
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WIRE ROPE 4
ROPE SPECIFICATIONS
ROUND STRAND WITH STEEL MAIN CORE
6 X 19 CLASSIFICATION
ROPE SPECIFICATIONS
HIGH PERFORMANCE WIRE ROPES FOR MOORING
Mass
Wire rope Metallic MBF Stiffness Torque Turns
Diameter Air Sea water Area 25% MBF 25% MBF
mm kg/m kg/m mm2 kN MN Nm deg/m
77 27 22 3040 4000 335 6650 17
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WIRE ROPE 4
4.44
Rope Mass Min. breaking force Mass Min. breaking force Mass Min. breaking force
Dia
(mm) kg/m Bright kN Galv. kN kg/m Bright kN Galv. kN kg/m Bright kN Galv. kN
8 - - - - - - 0.32 66.6 63.2
4.45
Rope Mass Min. breaking force Mass Min. breaking force Mass Min. breaking force
Dia
(mm) 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
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WIRE ROPE 4
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5 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 5.1
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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WIRE FITTINGS 5
C F
D
A
5.2
G H
Rope A B C D E F G H Weight
Dia mm mm mm mm mm mm mm mm mm kg
18-19 203 67 38 35 16 22 76 89 2.7
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5 WIRE FITTINGS
B C F
5.3
E G H
Rope A B C D E F G H Weight
Dia mm mm mm mm mm mm mm mm mm kg
18-19 194 76 41 32 28 22 79 89 2.3
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WIRE FITTINGS 5
Weight
Dimensions in inches Pounds
Wire Each
Rope Dia A B C D F G H J K L Galv
2 - 2 1/8 15 1/2 2 8 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 7 9 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
*
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 3 12 6 3/4 3 1/8 5 1/8 10 1/2 11 3 1/8 7 200
**
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
**
3 1/4 - 3 1/2 28 3/4 3 15/16 14 1/4 8 1/4 3 7/8 6 1/8 11 3/4 15 4 10 350
**
3 3/4 - 4 28 3/4 3 15/16 16 1/2 9 4 3/8 7 3/8 14 15 4 10 482
**
4 1/4 - 4 1/2 31 1/2 4 1/2 19 10 4 5/8 7 3/4 16 15 1/2 5 1/16 11 1/2 600
**
4 3/4 - 5 34 1/4 5 19 1/2 12 5 3/8 8 3/16 16 1/2 17 5 1/4 12 1/4 700
**
All dimensions are approximate
CR-SOCKETS
Material: Cast steel
Safety: 5 times
Finish: Painted/galvanised
Certificates: Proofload
Manufacturer certificate
On request: MPI & UT inspection
F 5.5
G
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 5
CR-ROPE SWIVEL
G C
F
H H
A
5.6
ØE
94 - 105 900 360 1055 110 100 108 360 225 380 320
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5 WIRE FITTINGS
HINGE LINK
5.7
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WIRE FITTINGS 5
5.8
A
D
C
E
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5 WIRE FITTINGS
MULTI-ANGLE FAIRLEADS
5.9
SWL Ø Wire
Type Part no. A B C D E F G H J
(tonnes) rope
114 A2-606 5 -10 254 152 309 114 686 203 534 645 248
140 A2-609 8 -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 432 920 1111 566
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WIRE FITTINGS 5
MULTI-ANGLE FAIRLEADS
5.10
SWL Ø Wire
Type Part no. A B C D E F G H J
(tonnes) rope
114 A2-562 8 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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5 WIRE FITTINGS
MULTI-ANGLE FAIRLEADS
5.11
114 A2-567 8 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 5
SWIVEL FAIRLEAD
WITHOUT BASE PLATES
5.12
B sheave B.O.G. 325 396 504 578 578 560 616 560 700 700 840 836 924 990
C 575 700 815 920 975 1028 1104 1153 1296 1363 1425 1613 1700 1800
D 210 250 320 357 360 362 394 388 474 477 550 567 610 660
E 197.5 236 299 340 340 331 377 370 428 432 530 550 595 640
F 315 360 430 473 525 576 549 568 625 630 730 770 810 860
G 635 730 850 951 1021 1091 1099 1138 1225 1280 1460 1510 1610 1700
H 320 370 420 478 496 515 550 570 600 650 730 740 800 840
K 255 290 350 381.5 405 430 439 468 514.5 521.5 660 624 710 750
L 260 350 400 485 500 250 590 590 690 750 700 910 900 960
M 500 600 680 750 800 850 1000 1016 1180 1250 1350 1500 1600 1700
N 195 230 285 314 325 340 359 373 448 450 510 540 620 660
P 380 470 530 620 660 700 770 780 848 913 1000 1073 1080 1140
R 560 660 740 810 850 900 1050 1130 1230 1300 1400 1550 1650 1750
S 30 30 30 30 35 35 50 50 50 60 70 70 80 80
T max shank bore 130 150 170 190 220 250 250 280 340 350 420 450 480 510
5.13
B sheave B.O.G. 325 396 504 578 578 560 616 560 700 700 840 836 924 990
C 575 700 815 920 975 1028 1104 1153 1296 1363 1425 1613 1700 1800
D 210 250 320 357 360 362 394 388 474 477 550 567 610 660
E 197.5 236 299 340 340 331 377 370 428 432 530 550 595 640
F 315 360 430 473 525 576 549 568 625 630 730 770 810 860
G 635 730 850 951 1021 1091 1099 1138 1225 1280 1460 1510 1610 1700
H 320 370 420 478 496 515 550 570 600 650 730 740 800 840
K 255 290 350 381.5 405 430 439 468 514.5 521.5 660 624 710 750
L 260 350 400 485 500 520 590 590 690 750 700 910 900 960
M 500 600 680 750 800 850 1000 1016 1180 1250 1350 1500 1600 1700
N 195 230 285 314 325 340 359 373 448 450 510 540 620 660
P 380 470 530 620 660 700 770 780 848 913 1000 1073 1080 1140
R 560 660 740 810 850 900 1050 1130 1230 1300 1400 1550 1650 1750
S 30 30 30 30 35 35 50 50 50 60 70 70 80 80
T 89 140 140 168 168 194 194 194 194 194 194 194 194 194
V 120 172 172 200 200 235 235 235 235 235 235 235 235 235
SOCKETING RESIN
Wire Rope/ Socketfast Req Compound for wire rope
Strand Size for Rope Fittings
in in3 grams cc assemblies
1/4 0.5 15 9 This is usually a two-part liquid
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,
5.14 5/8 3.2 90 52
socketing resin will withstand
3/4 5.3 150 86
100% of the rated rope strength
7/8 7.5 215 125
and offers maximum resistance
1 9.7 275 160
to shock and fatigue.
1 1/8 13 365 210
1/2 2.1 60 35
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All dimensions are approximate
6 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 6.1
experienced personnel.
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SPOOLING MACHINES 6
"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 - 200T
• Maximum Reel Diameter - 8m
• Maximum Reel Width - 4.5m
• Line Pull Capacity - 16T at 2m Radius - 8T at 4m Radius
• Brake Hold Capacity - 20T at 2m Radius - 10T at 4m Radius
• Back Tensioning - 8T at 4m Radius - 16T at 2m Radius
• Complete with 200T Spreader Bar
• Modular Design
6 SPOOLING MACHINES
2540
1120
710
4445
AIR MOTOR
6.3
PLAN
DRIVE PLATE
SHAFT HEIGHT
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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SPOOLING MACHINES 6
1000
2750
1000
6.4
900
4060
FOOT PLATE PLAN
DRIVE ARM
MOTOR
1800
125 x 250 H BEAM
127 DIA
2000
2000
2750 4060
END ELEVATION ELEVATION
• Not to scale
• All dimensions in mm
• SWL 20 Tonnes
• Drum 1.8m wide X 3.5m diameter (Maximum)
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6 SPOOLING MACHINES
3540
SHAFT
2580
420
6.5
MOTOR
150
DRUM
DRUM PLAN
13
20
0
50
2745
DRUM
2580
END ELEVATION
SHAFT
(DIA 138)
1425
520
330
300
3540
ELEVATION
• Not to scale
• All dimensions in mm
• SWL 40 Tonnes
• Each drum capacity: 1200m x 64mm
diameter wire rope
SPOOLING MACHINES 6
806 955
LIFTING
POINT
1800
1010
1610
STEEL
6.6 FRAME
DRUM
SUPPORT
PLAN
1800
DRUM DIAMETER
DRIVE COG
MOTOR DRUM
DRIVE COG DRUM CORE DIA.
812
1950
AXLE
1065
AXLE
STEEL FRAME
160
• Not to scale
• All dimensions in mm
• SWL 7 Tonnes
• Drum capacity - 76mm x 320m
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6 SPOOLING MACHINES
1200
DRUM
(Detachable)
00
13
665
6.7
1960
1800
PLAN END ELEVATION
1100
AXLE
2500
FIXED GANTRY
FORK LIFT TUBES
ELEVATION
• Not to scale
• All dimensions in mm
• Detachable reel
• Drum capacity: 1100ft X 2 3/4" wire rope
• Air or pneumatic motor is detachable
• SWL 8 Tonnes
SPOOLING MACHINES 6
1225
(O.A.W.)
2450
SHAFT
1225
127 DIA
135 x 160
1950
1670
1950
1670
• Not to scale
• All dimensions in mm
• Weight in air: 2.25 Tonnes
• SWL 22.25 Tonnes
• Drum 2m wide X 3m diameter (maximum)
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7 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 7.1
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.
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SYNTHETIC ROPE 7
2 1/4 18 8 22.5
- 21 11 39
3 24 15 50
3 1/2 28 18.5 68
4 32 25 88.5
4 1/2 36 29 112
5 40 35 122
6 48 50 176
6 1/2 52 56 205
7 56 64 238
7 1/2 60 77 274
7.2 8 64 84 312
9 72 108 395
10 80 133 487
11 88 158 591
12 96 182 702
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7 SYNTHETIC ROPE
POLYETHYLENE NYLON
24 3 65 6100 24 3 82 12000
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
• 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 7.5
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
• 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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SYNTHETIC ROPE 7
For the first tuck use strand 1, being closed to the running C 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).
A
B F
C E
Strand no 3 has to be tucked under strand (A) WITH the lay D
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7 SYNTHETIC ROPE
• 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
• Now cover the splicing area with a whipping. Sometimes its easier to first
cover the splicing area with tape before starting with the whipping
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 7.7
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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SYNTHETIC ROPE 7
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
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7 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 rope’s 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
of proper D/d ratio’s as well as grooves. If in doubt about any of the
7.10 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 rope’s 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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7 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 rope’s 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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8 1.1
Section 8
LIFTING EQUIPMENT
Introduction
Balmoral produces a wide range of slings to meet the requirements of
today’s market. These can be categorised into the following groups:
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 8.1
working loads, please see the section at the back of the book.
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LIFTING EQUIPMENT 8
International Standards
Chain
Short link chain for lifting purposes - EN818-1:1996
Safety. General Conditions of
Acceptance.
Short link chain for lifting purposes - EN818-2:1997
Safety. Medium tolerance chain for
chain slings. Grade 8.
Short link chain for lifting purposes - EN818-3:1999
Safety. Medium tolerance chain for
chain slings. Grade 4.
8.2 Short link chain for lifting purposes - EN818-4:1997
Safety. Chain slings. Grade 8
Short link chain for lifting purposes - EN818-5: 1999
Safety. Chain slings. Grade 4
Short link chain for lifting purposes - EN818-6:2000
Safety. Chain slings. Specification
for information for use and
maintenance to be provided by
the manufacturer.
Short link chain for lifting purposes - EN818-7:2002
Safety. Fine tolerance hoist chain
Grade T (types T, DAT and DT)
Guide for proper use and - BS 6521:1984
maintenance of calibrated round
steel link lifting chains
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8 LIFTING EQUIPMENT
Fibre ropes
Fibre ropes for general service. - EN698:1995
Manila and sisal.
Fibre ropes for general service. - EN701:1995
General specification.
Fibre ropes for general service. Hemp - EN1261:1995
Fibre ropes for general service. Polyamide - EN696:1995
Fibre ropes for general service. Polyester - EN697:1995
Fibre ropes for general service. - EN699:1995
Polypropylene
Fibre ropes for general service. - EN700:1995
Polyethylene
Glossary of terms relating to - BS3724:1991
fibre ropes and cordage
Glossary of generic names for - BS4815:1972
man-made fibres
8.3
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LIFTING EQUIPMENT 8
Slings
Lifting slings, methods of rating – BS6166-1:1996
Lifting slings, specification for marking – BS6166-2:1986
Lifting slings, guide to the selection – BS6166-3:1988
and safe use of lifting slings
for multi-purposes
Steel wire ropes slings – Safety. Part 1. – EN13414-1:2003
Slings for general lifting service
Steel wire rope slings – Safety. Part 2. – EN13414-2:2003
Specification for information for use
and maintenance to be provided
by the manufacturer
Textile slings – Safety. Flat woven – EN1492-1:2000
webbing slings made of man-made
fibres for general purpose use
Textile slings – Safety. Roundslings – EN1492-2:2000
made of man-made fibres for
general purpose use
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8 LIFTING EQUIPMENT
Shipping
Code of practice for the design and - MA48:1976
operation of ships’ derrick rigs
Code of practice for ships - MA47:1977
cargo blocks
Materials
Wrought steels - BS970:1996 Part 1
Iron and steel colliery haulage and - BS2772:1989 Part 2
winding equipment, wrought steels
Steel castings for general engineering - BS3100:1991
purposes
Wire ropes
General requirements for steel wire ropes - EN12385-1:2002
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
8.5
Large diameter ropes - BS302:1989 Part 7
Higher breaking load ropes for - BS302:1989 Part 8
general purposes
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LIFTING EQUIPMENT 8
International Standards
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8 LIFTING EQUIPMENT
Miscellaneous
The design and testing of steel - BS2853:1957
overhead runway beams
Steel links and strap assemblies for - BS2837:1988
lifting attachments for packing cases
Hand operated plate sided winches - BS3701:1964
Power driven overhead travelling - BS466:1984
Cranes Semi-Goliath and Goliath cranes
for general use
Rules for the design of cranes - BS2573:1983 Part 1
structures
Rules for the design of cranes - BS2573:1980 Part 2
mechanisms
Code of practice for safe use of cranes - BS7121:1989
Power driven mobile cranes - BS1757:1986
8.7
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LIFTING EQUIPMENT 8
90û Max.
90ûMax.
8.8
90û Max.
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8 LIFTING EQUIPMENT
USED SINGLY
90û Max.
Basket Hitch
SWL = 1.4 x SWL of Sling
Simple Choke Hitch
SWL = SWL of Sling
8.9
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LIFTING EQUIPMENT 8
METHOD OF DETERMINING
NOMINAL LENGTH OF SLING LEGS
(Bearing to Bearing)
Wire Rope
Splice
8.10
Master Link Hard Eye Hard Eye Hook
BRG - BRG
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8 LIFTING EQUIPMENT
Master Link
Bottom Leg
Shackle
Quad
Quad
8.11
Sub Assembly Assembly Sub Assembly
Assembly
Talurit Hard
Eye Each End
Bottom Legs
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LIFTING EQUIPMENT 8
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 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:-
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
SLING CHART
6 x 19/6 x 36 Groups Fibre Core
One leg sling Two leg sling Three and four leg sling Endless sling
ß
90º
Leg factor
SLING CHART
6 x 19 & 6 x 36 Groups Steel Core
One leg sling Two leg sling Three and four leg sling Endless sling
ß
90º
Leg factor
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.
Polyester slings are suitable for use in temperature range - 40ºC to 100ºC 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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8 LIFTING EQUIPMENT
LEVER HOISTS
C C A
A
B
B
H
H
D
D
E
F
E
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LIFTING EQUIPMENT 8
8.18
Max
Capacity Test Accuracy Smallest dynamic Max Dimensions Weight
t load (+0.2%) Load overload display mm kg
t +kg kg t
0.25 0.5 0.5 0.1 0.5 250.0 190 x 83 x 56 1.1
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8 LIFTING EQUIPMENT
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LIFTING EQUIPMENT 8
L D
D B L SWL Weight
8.20 (mm) (mm) (mm) kgs kgs
11 40 83 2400 0.2
13 54 86 2900 0.3
L2 L1
B2 D2
B2 D2
8.21
D1 L1 B1 D2 L2 B2 SWL Weight
(mm) (mm) (mm) (mm) (mm) (mm) kgs kgs
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LIFTING EQUIPMENT 8
SEWN WEBBING
ß ß
ß
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
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8 LIFTING EQUIPMENT
OR CIRCUMFERENCE (L X 2)
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LIFTING EQUIPMENT 8
ROUNDSLING
OR CIRCUMFERENCE (L X 2)
8.24
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
H A
A
A
H
B B
B B
A
A
A
Dimensions mm
8.25
A 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
H Gap 27 32 32 38 38 37
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
Additional weight for extra of lift, per metre kg 1.4 1.8 1.8 3.5 3.5 3.6
Velocity ratio (movement of chain relative to load 27:1 45:1 45:1 78:1 78:1 135:1
chain)
Safety factor 5:1 5:1 4:1 5:1 4:1 5:1
H A
A
A
H
B B
B B
A
A
A
8.26 Dimensions mm
hung-in (164 trolley, ranges 1 &2) 840 970 1000 1285 1340
H Gap 38 55 60 75 85
Additional weight for extra of lift, per metre kg 5.7 7.9 10.1 14.5 20.2
Velocity ratio (movement of chain relative to load 156:1 234:1 312:1 468:1 624:1
chain)
BEAM CLAMPS
Beam clamps are designed for attachment to the lower flange of Structural
Steel Beams, to provide a semi-permanent lifting point.
SC922 2 75-210 6
SC923 3 100-270 8
8.27
SC923/L 3 75-305 9
SC925 5 100-270 10
SC925/L 5 75-305 12
SC9210 10 75-305 16
WLL Weight
Model ton kg
SC921T 1 11
SC922T 2 13
SC923T 3 16
SC923/L/T 3 20
SC925T 5 23
SC925/L/T 5 27
SC9210T 10 37
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LIFTING EQUIPMENT 8
H G
8.28
L
Dimension in mm
B D G H L M 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
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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8 LIFTING EQUIPMENT
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
T L R
B
8.29
Dimension in mm
B D G L R T 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 8
ØD
T L R
H C
8.30
Dimension in mm
B C D H L M T R Weight
50 72 14 98 55 M14 139 24 0,9
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8 LIFTING EQUIPMENT
LASHING EQUIPMENT
HEAVY DUTY RATCHET LOADBINDER ASSEMBLIES
Webbing Width 50mm
8.31
TYPE RL3 RATCHET LOADBINDER fitted with ENDLESS BELT
TYPE RL5 RATCHET LOADBINDER with SNAP HOOK also available with
twisted SNAP HOOK
MULTIDOGTM
A multifunctional deployment and recovery tool for
subsea operations
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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8 LIFTING EQUIPMENT
CHAIN SLINGS
Recommended master links for use with chain slings acc
to EN 818-4:1996
1 - legged
Chain dim WLL Master link
(mm) (tonnes) M/MF*
6 1.12 6-8
7 1.5 86-8
8 2.0 86-8
10 3.15 108-8
16 8.0 1613-8
22 15.0 2220-8
1legged 26 21.2 2622-8
36 40.0 3632-8
45 63.0 4536-8
WLL (tonnes)
2 - legged 8.33
Chain dim β 0-45û β 45-60û Master link
(mm) α 0-90û α 90-120û M/MF*
6 1.6 1.12 86-8
45 90.0 63.0 -
* Grey areas available with flattened section for use with BL.
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LIFTING EQUIPMENT 8
CHAIN SLINGS
Recommended master links for use with chain slings acc
to EN818-4:1996
3 - legged & 4 - legged WLL (tonnes)
Chain dim β 0-45û β 45-60û Master link
(mm) α 0-90û α 90-120û MT*/MTC*
ß 6 2.36 1.7 6-8
36 85.0 60.0 -
45 132.0 95.0 -
7 2.5
8 3.15
10 5.0
13 8.5
16 12.5
19 18.0
22 23.6
Choked endless 26 33.5
sling 32 50.0
36 63.0
45 100.0
* Grey areas available with flattened section for use with BL.
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8 LIFTING EQUIPMENT
COUPLING LINK
The coupling link is a universal fitting. It can be used on chain, master links,
hooks and other lifting components.
8.35
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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LIFTING EQUIPMENT 8
HOOKS
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8 LIFTING EQUIPMENT
HOOKS
8.37
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LIFTING EQUIPMENT 8
LIFTING POINTS
Approved BG 005147
M
8.38
Dimension in mm
B D G H L M Weight
42 12 35 60 15 M8 0,3
42 12 34 60 20 M10 0,3
57 19 44 85 24 M16 0,9
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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8 LIFTING EQUIPMENT
SHACKLES
Bow and ‘D’ screw pin shackles up to 120 tonne SWL
Size
Inside
Length
SWL Size Pin dia Gap O/dia eye Inside Weight Weight
length safety screw pin
tonnes (mm) (mm) (mm) (mm) (mm) (kg) (kg)
2 13 16 19 32 48 0.36 0.36
4.75 19 22 32 48 70 1.3 1
17 38 41 60 92 149 9 7.9
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LIFTING EQUIPMENT 8
SHACKLES
Bow and ‘D’ safety pin shackles up to 100 tonne SWL
SWL Size Pin dia Gap O/dia eye Inside Weight Weight
length safety screw pin
tonnes (mm) (mm) (mm) (mm) (mm) (kg) (kg)
2 13 16 19 32 41 0.36 0.3
9.5 29 32 45 67 89 3.3 3
12 32 35 51 76 99 4.7 4.1
25 44 51 73 111 149 13 16
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8 LIFTING EQUIPMENT
BOW SAFETY 'D' SAFETY 400 165 175 225 650 560
Crosby
Inside O/dia Weight 8.41
SWL Size Pin dia Gap length eye safety
tonnes (mm) (mm) (mm) (mm) (mm) (kg)
120 89 95 133 371 203 120
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9 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 buoy’s 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 9.1
etc) to be effective. Navigational buoys are also ballasted to aid stability.
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BUOYS 9
A B
EP2 560 2280 1770 1770 1270 3126 2000 185 130 120
9.2 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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9 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.
9.3
1 x 50 KG MODULES 1 x 50 KG MODULES
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BUOYS 9
UK
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9 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 client’s
requirements.
1 PU elastomer skin 4 PU foam core
2 PE memory foam 5 Through steel hawser
3 GRP membrane
1
2
3
4
UK
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BUOYS 9
MBS BUOYS
An effective design of mooring buoy has been developed by Balmoral Nav-
Aids 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.
X
D
9.6 L B
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9 BUOYS
SUPPORT BUOYS
Support Buoys - Cylindrical Section
Extreme Length over Diameter
Type Length mm body mm mm Weight kg Buoyancy kg
BSB5C 1750 1300 800 135 535
PICK-UP BUOY
Elastometer foam pick-up buoys
1 PU elastomer skin
2 PE memory foam core
BUOYS 9
1
2
3
4
A
B
BCSB60S 2800 3264 3400 1660 1220 6120 432 457 102
BCSB60C 2800 3264 3400 1850 1190 6100 432 457 102
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9 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 buoy’s reserve buoyancy.
Lateral Isolated
Marks Danger
Marks
Port
Port Hand StarboardHand
Hand
Buoy
Hand
Buoy Colour
Colour--Red
Red
Starboard
Buoy Colour
Buoy Colour -- Green
9.9
Buoy Colour
Buoy Colour - Black
Black & RedRed
And
Light
LightColour
Colour--Red
Red Light Colour
Light Colour -- Green
Green Light Colour
Light Colour -- White
White
Rhythm
Rhythm -- Any
Any Rhythm --Any
Rhythm Any Rhythm - Groupflashing
Rhythm-Group flashing2 2
Buoy Colour
Buoy Colour -- Yellow
Yellow
Shap -- Optional
Shape Optionalbutbut not
not conflicting
conflictingwith
withother
Buoy
BuoyColour
Colour--Red
Red&And
White
White navigational marksmarks
in theinarea
vertical
vertical stripes
stripes other navigational
Light Colour - Yellow
the area
Light
LightColour
Colour--White
White Light Colour - Yellow
Rhythm Rhythm - Any not used for other buoys
Rhythm-Isophase, occulting oror
- Isophase, occulting
one long flash every 10 seconds
Rhythm-
Topmark Any not -used
(if any) for cross
Yellow other buoys
Topmark (if any) - Yellow cross
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BUOYS 9
CARDINAL MARKS
9.10
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9 BUOYS
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.
General Particulars
WL
9.11
Diameter 1200 mm
Focal plane 1500 mm
Draught 1050 mm
Freeboard N/A 2
Weight 175 kg
Max mooring weight 200 kg
Overall height 2790 mm
1
Balmoral’s design and technical department can incorporate any special
requirements as necessary.
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BUOYS 9
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This
buoy is ideal for use in small ports.
1 Ballast skirt
2 Single or bridle mooring eyes
6
3 Lifting eyes - 2 in number
4 Radar reflector 5
5 Balmoral solargen pack
6 Balmoral B85 beacon
WL Waterline 4
UK
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9 BUOYS
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. Suitable
for use in small ports.
1 Ballast skirt 7
2 Single or bridle mooring eyes
3 Lifting eyes 2 in number
4 Radar reflector (within pillar)
5 Balmoral solargen pack 6
6 Balmoral B85 beacon
7 Top marks to suit relevant
IALA recommendations
4
WL Waterline
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
1 Ballast skirt
2 Single or bridle mooring eyes 6
3 Lifting eyes - 2 in number
5
4 Radar reflector
5 Balmoral solargen pack
6 Balmoral B85 beacon 4
WL Waterline
General Particulars
9.14 WL
Diameter 1800 mm
Focal plane 2300 mm
Draught 1520 mm
Freeboard 580 mm
Weight 1370 kg 2
Max mooring weight 500 kg
Overall height 4000 mm 1
UK
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E marine@balmoral.co.uk
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9 BUOYS
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
1 Ballast skirt
2 Single or bridle mooring eyes
3 Lifting eyes - 2 in number
7
4 Radar reflector (within pillar)
5 Balmoral solargen pack
6 Balmoral B85 beacon
7 Top marks to suit relevant 6
IALA recommendations
5
WL Waterline
General Particulars
3 9.15
Diameter 1800 mm
Focal plane 2300 mm WL
Draught 1530 mm
Freeboard 570 mm
Weight 1400 kg 2
Max mooring weight 500 kg
1
Overall height 5570 mm
(dependent on topmarks)
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BUOYS 9
EF20L
Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
1 Ballast skirt
2 Single or bridle mooring eyes
3 Lifting eyes - 2 in number 7
4 Radar reflector
5 Balmoral solargen pack
6 Balmoral B85 beacon 6
7 Top marks if applicable
5
WL Waterline
4
The buoy will be shaped and
coloured to suit IALA
recommendations.
3
9.16 General Particulars
WL
Diameter 2000 mm
Focal plane 2550 mm
Draught 1560 mm
Freeboard 540 mm
Weight 1650 kg
2
Max mooring weight 500 kg
Overall height 4070 mm 1
(excluding topmark)
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9 BUOYS
EF20P
Balmoral Marine elastomer buoys are constructed from an inner core of PU foam
covered with a layer of memory foam and then hot sprayed with PU elastomer to
give an abrasive resistant skin.
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
1 Ballast skirt
2 Single or bridle mooring eyes
3 Lifting eyes - 2 in number
7
4 Radar reflector (within pillar)
5 Balmoral solargen pack
6 Balmoral B85 beacon
7 Top marks to suit 6
IALA requirements 5
WL Waterline
4
The buoy will be coloured to suit
IALA recommendations.
3 9.17
General Particulars
Diameter 2000 mm
Focal plane 2550 mm WL
Draught 1560 mm
Freeboard 540 mm
Weight 1650 kg
2
Max mooring weight 500 kg
Overall height 5600 mm 1
(dependent on topmark)
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BUOYS 9
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This buoy is
utilised by both the offshore oil industry and large port authorities.
1 Ballast skirt 6
2 Single or bridle mooring eyes 5
3 Lifting eyes - 2 in number
4 Radar reflector
4
5 Balmoral solargen pack
6 Balmoral B85 beacon
WL Waterline
3
The buoy will be shaped and
coloured to suit IALA
recommendations. WL
Diameter 2500 mm
Focal plane 3000 mm
2
Draught 2150 mm
Freeboard 750 mm 1
Weight 3800 kg
Max mooring weight 1000 kg
Overall height 5020 mm
UK
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E marine@balmoral.co.uk
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E balmoral@balmoral.no
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9 BUOYS
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This buoy is
utilised by both the offshore oil industry and large Port Authorities.
1 Ballast skirt
2 Single or bridle mooring eyes 7
3 Lifting eyes - 2 in number
4 Radar reflector (within pillar)
5 Balmoral solargen pack 6
6 Balmoral B85 beacon 5
7 Top marks to suit relevant
IALA recommendations 4
WL Waterline
Diameter 2500 mm WL
Focal plane 3500 mm
Draught 2100 mm
Freeboard 800 mm
Weight 3700 kg 2
Max mooring weight 1000 kg
1
Overall height 7560 mm
(dependant on topmark)
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
1 Ballast skirt
2 Bridle mooring eyes
3 Lifting eyes - 2 in number 7
4 Radar reflector
5 Balmoral solargen pack 6
6 Balmoral B85 beacon 5
7 Top marks if applicable
WL Waterline 4
The buoy will be shaped and
coloured to suit IALA
recommendations.
Diameter 3000 mm
WL
Focal plane 2800 mm
Draught 2670 mm 2
Freeboard 700 mm
Weight 4950 kg 1
Max. mooring weight 1200 kg
Overall height 5610 mm
(excluding topmarks)
UK
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E marine@balmoral.co.uk
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T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com
9 BUOYS
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life. This buoy
is utilised by both the offshore oil industry and large port authorities.
1 Ballast skirt
2 Bridle mooring eyes
3 Lifting eyes - 2 in number
4 Radar reflector (within pillar) 7
5 Balmoral solargen pack
6 Balmoral B85 beacon
7 Top marks to suit relevant 6
IALA requirements 5
WL Waterline
4
The buoy will be coloured to
suit IALA recommendations.
9.21
General Particulars
Diameter 3000 mm 3
Focal plane 3400 mm
Draught 2670 mm WL
Freeboard 700 mm
Weight 4500 kg 2
Max mooring weight 1650 kg
Overall height 8160 mm 1
(dependent on topmark)
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
1 Ballast skirt
2 Bridle mooring eye
3 Lifting eyes - 2 in number 7
4 Radar reflector
5 Balmoral solargen pack
6
6 Balmoral B85 beacon
5
7 Top marks if applicable
WL Waterline
4
The buoy will be shaped and
coloured to suit IALA
recommendations.
UK
T +44 (0)1224 859200
E marine@balmoral.co.uk
Norway
T +47 51 41 46 00
E balmoral@balmoral.no
www.balmoralmarine.com
9 BUOYS
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
1 Ballast skirt
2 Bridle mooring eyes
3 Lifting eyes - 2 in number
7
4 Radar reflector (within pillar)
5 Balmoral solargen pack
6 Balmoral B85 beacon
7 Top marks to suit relevant 6
IALA recommendations 5
WL Waterline
4
The buoy will be
coloured to suit IALA
recommendations.
9.23
General Particulars
3
Diameter 3600 mm
Focal plane 4000 mm WL
Draught 1500 mm
Freeboard 700 mm 2
Weight 5500 kg
Max mooring weight 2000 kg 1
Overall height 8100 mm
(dependent on topmarks)
UK
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BUOYS 9
The materials used by Balmoral in the construction make the buoys impact
resistant, virtually unsinkable and ensure a long maintenance free life.
This buoy is specifically designed and built for the offshore industry to allow ease
of handling from the back of an anchor handling vessel.
1 Ballast skirt
2 Single mooring eye 8
3 Balmoral DB9 battery - 2 in no (optional)
4 Lifting eyes - 2 in no
7
5 Radar reflector
6
6 Balmoral solargen pack
7 Balmoral B85 beacon
5
8 Top yellow cross
(optional IALA marks are available)
WL Waterline
9.24
The buoy will be coloured to
4
suit IALA recommendations.
General Particulars
Width 2060 mm WL
Width over diagonal 2800 mm
Focal Plane 3300 mm
Draught 1660 mm 3
Freeboard 770 mm 2
Weight 2500 kg 1
Max mooring weight 2180 kg
Overall height 6060 mm (including topmark)
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.
General Particulars 3
SG2 SG7
WL
Width across flats mm 400 400
Focal plane mm 2000 1700 9.25
Draught mm 3350 2750
Freeboard mm 1800 1500
Weight kg 280 235
Overall length mm 6100 5100
Required mooring weight 127kg 80kg
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BUOYS 9
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.
1 Location
2 Water depth
3 Tidal range
4 Current velocity
5 Wave heights and periods (if known)
6 Wind speeds
7 Maximum watch circle required
(if applicable)
8 Sea bed conditions (if known)
Spring
buoy
Sea bed
3 leg option
Sea bed
Utilised for restricted watch circle and fast currents. Two or three legs.
Spring
buoy
Sea bed
Section 10
FENDERS
Pneumatic Fenders and Elastomer Foam Floating Fenders
Balmoral’s ten sizes of fender cater for ships dead-weight ranging from 250-
350,000 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.
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-to-
ship protection at sea. Balmoral can advise on type of fender on receipt of
specific details of operation.
10.1
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FENDERS 10
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.
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
used for medium to large vessels
10.2
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10 FENDERS
ENERGY ABSORPTION
(1)
2
E= MV CB
2g
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)
2
Ma = πρD L
4
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 10.3
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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FENDERS 10
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.
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:
2
E= MV - CB
2g
2
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.
The mass used in the energy equation is calculated from Equation (3):
(cont. over)
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FENDERS 10
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
Reaction force and energy absorption figures above are indicative only.
Contact Balmoral Marine for actual figures in specific situations.
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FENDERS 10
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.
Initial Pressure
Weight
Nominal 0.05kg/cm2
size
Dia. x Reaction Energy Fender Chain & Total
Length force absorption body tyre net weight
(metres) (tonnes) (tonnes) (kg) (kg) (kg)
0.5 x 1.0 6.50 0.60 24 — 24
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.
Inspections carried out in accordance with API 2F and DNV Cert No. 2.9
11.1
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CHAIN INSPECTION 11
Winch
Stud Visual
pressing inspection
area area
Roller system
High pressure
Inspection unit Winch jet wash unit
11.2
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11 CHAIN INSPECTION
POWERED GIPSY
WHEEL CLEANING AREA REPAIR AREA INSPECTION AREA DRIVE AREA
FLOOR OF VERTICAL
CLEANING STUD
AREA GRATED PRESS
ABRASIVE
BLAST
CLEANING
PRIOR TO TABLES
INSPECTION
HORIZONTAL POWERED
11.3
100% WASTE TANK FOR STUD GIPSY
CLEANING BLASTING WATER
PRESS WHEEL
BY HIGH
15 TONNE
PRESSURE
LINE PULL
WATER JETS
SCHEMATIC LAYOUT
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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
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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
with the mooring system
• 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
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
can be used
• 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
13.1
benefits of selected systems
• Select system and components
MOORING SYSTEMS 13
CBM SYSTEM
Using MBS Buoys with QR Hooks.
System varies with size of tanker
and location.
Synthetic Hawser
MBS Buoys
with QRH High Holding
lanyard operated Power Anchors
Chain
Anchor Legs Steel Sinker
Synthetic Hawser
MBE Buoy
13.2
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13 MOORING SYSTEMS
Floating Hose
Riser Hose
from P.L.E.M.
Chafe Chain
Subsurface
Buoyancy
High Holding
Power Anchors
Riser Hose
with Buoyancy
13.3
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MOORING SYSTEMS 13
VAMS
Admiralty mooring
Manifold
Flowline
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:
• SPOOLING MACHINES
• WIRE ROPE
• MOORING SYSTEMS
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SERVICE/SUPPLY INFORMATION REQUIREMENTS 14
7 Tywraps
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14 SERVICE/SUPPLY INFORMATION REQUIREMENTS
SPOOLING EQUIPMENT
1 Overall dimensions of drum ie, overall width/diameter
MOORING SYSTEMS
• Vessel dimensions and type, ie, tanker LOA, Beam, Draft, Moulded
height
• Location
• Water depth
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SERVICE/SUPPLY INFORMATION REQUIREMENTS 14
2 Water depth
9 If pendants over 600 ft long are required, these can be fitted on reelers
which aid handling and reduce damage
MARKER BUOYS
1 Minimum and maximum water depth
2 Current speed
4 Purpose of buoy
5 Light flash sequence, range and latitude required for solar calculations
6 Specific markings
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14 SERVICE/SUPPLY INFORMATION REQUIREMENTS
WIRE ROPE
1 Length
2 Diameter
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15 1.1
Section 15
CONVERSION CHARTS
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15.1
CONVERSION CHARTS 15
CONVERSION FORMULAE
To obtain From
Multiply by To convert To Multiply by
0.4536 lb kg 2.2046
25.4 in mm 0.03937
0.3048 ft m 3.280842
Temperature Conversion °C / °F
Celsius .......
Fahrenheit ..
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15.2
15 CONVERSION CHARTS
LENGTH
centimetres (cm) cm or inches inches (in)
2.54 1 0.394
5.08 2 0.787
7.62 3 1.181
10.16 4 1.575
12.70 5 1.969
15.24 6 2.362
17.78 7 2.756
20.32 8 3.150
22.86 9 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
LENGTH
kilometres km or miles miles
1.609 1 0.621
3.219 2 1.243
4.828 3 1.864
6.437 4 2.485
8.047 5 3.107
9.656 6 3.728
11.265 7 4.350
12.875 8 4.971
14.484 9 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
15.3
CONVERSION CHARTS 15
WEIGHT (MASS)
kilograms (kg) kg or lb pounds (lb)
0.454 1 2.205
0.907 2 4.409
1.361 3 6.614
1.814 4 8.819
2.268 5 11.023
2.722 6 13.228
3.175 7 15.432
3.629 8 17.637
4.082 9 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
WEIGHT (MASS)
tonnes (t) tonnes or UK tons UK tons
1.016 1 0.984
2.032 2 1.968
3.048 3 2.953
4.064 4 3.937
5.080 5 4.921
6.096 6 5.905
7.112 7 6.889
8.128 8 7.874
9.144 9 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
15.4
15 CONVERSION CHARTS
VOLUME
litres litres or UK gallons UK gallons (UK gal)
4.546 1 0.220
9.092 2 0.440
13.638 3 0.660
18.184 4 0.880
22.730 5 1.100
27.276 6 1.320
31.822 7 1.540
36.368 8 1.760
40.914 9 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
AREA
hectares (ha) hectares or acres acres
0.405 1 2.471
0.809 2 4.942
1.214 3 7.413
1.619 4 9.884
2.023 5 12.355
2.428 6 14.826
2.833 7 17.297
3.237 8 19.769
3.642 9 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
15.5
CONVERSION CHARTS 15
Rectangle
d a a2 =
1
2 d2 4a
(sum of sides)
Parallelogram
a bh = ab sin θ 2b + 2a
h (sum of sides)
θ
b
Rhombus
c 1
cd
d 2
(sum of sides)
(c and d are the lengths
of the diagonals)
Trapezium
a
1
2 h(a + b) (sum of sides)
h
Triangle B 1 1
2 bh = 2 ab sin C
c a = √s(s-a)(s-b)(s-c)
h (sum of sides)
where s = a + b + c
A 2
b C
15.6
15 CONVERSION CHARTS
Quadrilateral
a(H+h) + bh + cH
2 (sum of sides)
h H Area also found by dividing
the figure into two triangles
as shown by the dotted line
b a c
Polygon ( Regular )
l
1 2
nl cot 180
4 6l
n
(n is the No of sides (sum of sides)
of length l)
Circle
πd = 2πr
πr2 = πd
2
d
4
r
Segment Segment 1 2
Length of chord =
2 r (φ−sinφ)
(φ in radians) φ
2r sin
2
φ θ Length of arc = 2πr x θ
Sector = πr 2 x
360 360
Arc θ (θ in degrees) (θ in degrees)
of 1 2
Circle = 2 r θ (θ in radians) = rθ (θ in radians)
Sector 1
= 2 rl
Ellipse
πab 1 2
2π√ 2 ( a2 + b ) approx
b
a
Parabola P
y Area of sector PQRS Length of arc PQS
x
R = 4xy = 2√ y 2 x 4x 2) approx
Q 3 3
S
15.7
CONVERSION CHARTS 15
Prism
Area of cross-section
x length of prism
Cylinder
r Curved Surface
= 2πrh
h Total Surface Area πr 2h
= 2πrh + 2πr 2
= 2πr(r + h)
Area of ends
=A
Cone
Curved Surface Area
= πrl
l Total Surface Area
h 1
3 πr 2h
= πrl + πr 2
r (h = vertical height)
(l = slant height)
15.8
15 CONVERSION CHARTS
Frustrum of a cone
Curved Surface 1
r 3 πh(R 2 + Rr + r 2)
l = π(R +r)l
h
Total Surface Area
R 2 2
= π(R + r)l + πR +πr
Sphere
4πr 2 4
3 πr 3
Segment of a sphere
1
3 πr 2 (3r-h)
h
= 1
6 πh(h2+3a 2)
r 2πrh a = radius of base
of segment
Pyramid
1
h 3 Ah
Area of base = A
15.9
CONVERSION CHARTS 15
15.10
15 CONVERSION CHARTS
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15.11
15.11
CONVERSION CHARTS 15
Typical Typical
Beaufort Wind Seaman’s Wave Condition
(MPH) Sea Condition
Number Velocity Term Height Attainment
(knots) Feet Time
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15.12
BALMOR AL MARINE
A Balmoral Group company
UK
Balmoral Park, Loirston, Aberdeen AB12 3GY, Scotland
Tel +44 (0)1224 859200 Fax +44 (0)1224 859150
Email marine@balmoral.co.uk www.balmoralmarine.com
NORWAY
PO Box 5006, Dusavik, Tangen 11, NO-4084 Stavanger, Norway
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HANDLING PROCEDURE
ISSUE UPDATED BY: DATE CHECKED BY: DATE APPROVED BY: DATE
9 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)
HANDLING PROCEDURE
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.
APPENDICES ................................................................................................................................................................................................67
A. BRUCE FABRICATED ORIENTATION LINK ........................................................................................................................................67
B. BRUCE ORIENTATION LINK SHACKLE.............................................................................................................................................68
C. BRUCE (FFTS) MK4 ANCHOR - FORWARD PIN INSERTION & REMOVAL TOOL .................................................................................69
ACKNOWLEDGEMENTS...............................................................................................................................................................................72
Figure 1.1.1 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 BRUCE (FFTS) MK4 anchor is type approved by Lloyd’s 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.
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.
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.
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.
Figure 1.4.1 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.
1 x Shank
1 x Fluke
2 x Forward (large, flanged) pin
2 x Rear (small, plain) pin
2 x Forward pin locking plate split pin
4 x 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)
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.
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)
6. 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.
7. 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.
8. 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.
9. With the forward pins installed, use the crane to take the shank weight off the
scrap steel bars in the rear holes and remove the bars (ref. fig. 2.1.6). Adjust
the shank until the rear lug holes line up with the rear clevis holes at the
required fluke angle, checking by feel for correct alignment. (For fluke angles
available on the (FFTS) MK4 anchor, see fig 2.1.7 and section 3.1.6).
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.
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.
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.
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.
Assembly Procedure
This procedure can be applied to all BRUCE shackles incorporating the BRUCE
patented nut locking pin and nylon plug.
Shackle Body x1
Bolt x1
Conical Cap Nut x1
Waisted Locking Pin x1
Nylon Locking Plug x1
Procedure
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.
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
Disassembly Procedure
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.
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.
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.
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.
8. 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).
9. 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.
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.
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.
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.
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.
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.
All anchors have been deployed and are set in the seabed.
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.
Figure 3.1.9a 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.
3. 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.
Figure 3.1.10a Anchor Recovery - Short Scooping The Anchor With The AHV
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.
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.
8. 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.
10 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).
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.
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.
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.
The anchor is suspended from the AHV on the pendant wire and chaser, (e.g. after
breaking the anchor out of the seabed).
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.
4. 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.
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.
5. (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 shark’s 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.
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.
(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).
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.
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 shark’s 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
shark’s jaw stopper may now be released and the weight of the chain taken safely by
the chaser pendant line.
This procedure forms an alternative to that described in 3.1.3, from the same initial
conditions, and is as follows:-
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.
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.).
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.
The anchor, and chaser both lie on the AHV deck. The anchor chain is held fast at
the stern of the AHV in the shark’s jaw stopper.
Stage 1 Orientation
Figure 3.1.21 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.
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 Use Of Tugger Winches To Ensure The Correct Anchor Attitude
4. 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).
6. 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.
The anchor is now suspended about 45 feet below the AHV (ref. fig. 3.1.25).
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
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 anchor’s 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.
1. 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.
2. 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).
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).
4. 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).
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 Deployment
1. 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.
Figure 3.2.2 Laying The Anchor On The Seabed Using The Mooring Line
2. The AHV pays out the mooring line to lower the anchor to the seabed. On set-
down 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.
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:-
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.
Figure 3.2.4 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.
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:-
Figure 3.2.5 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.
4. 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.
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:
Figure 3.2.7 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.
4. 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.
5. 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) 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.
c) Lower the anchor back into water and turn it into the correct attitude using
the tuggers.
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.
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.
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.
This procedure should be used in conjunction with the (FFTS) MK4 assembly and
disassembly procedure described in section 2.1.
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.
4. Fit the tool slotted block onto the pin knob as shown.
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.
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.
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.
12. Remove the pin by hand. Repeat for the second pin.
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.
o o
REACTION ANCHOR
FORERUNNER
19 LINKS OF AHV WORKWIRE
2" CHAIN TRIPLATE
SPRING
LOADED
RELEASE
STOPPER PLATE
SHEAR PIN
TRIPLATE
ACTIVE ANCHOR
FORERUNNER 2" CHAIN
ACTIVE ANCHOR
ACTIVE ANCHOR FORERUNNER
AHV LOWERS THE STRING OF EQUIPMENT TO THE MUDLINE. THE SWIVEL DRAGGING FORCE ON THE DROGUE CHAIN ORIENTATES THE ACTIVE ANCHOR AS
PREVENTS ANY TORQUE IN THE JUMPER WIRE FROM WRAPPING THE REACTION THE AHV MOVES AHEAD OR ASTERN AT 0.5 KNOTS WHILE PAYING OUT WORK
ANCHOR FORERUNNER WIRE AROUND THE JUMPER WIRE. THE LANYARD WIRE AT 0.5 KNOTS TO STRETCH OUT THE CROSS-TENSIONING SYSTEM ON THE
OPERATED SAFETY ARMING WEDGE ARMS THE SPRING LOADED RELEASE AS THE SEA BOTTOM. THE REACTION ANCHOR HANGS IN A FLUKE-DOWN ATTITUDE
EQUIPMENT STRING CLEARS THE AHV STERN ROLLER. 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.
DENNLA MK2
HANDLING INSTRUCTIONS
1.1 Insert a steel bar (Ø1½ inch, Ø38mm) 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
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.
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.
2.4 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
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
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
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
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 over-
board 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.
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vryhof
Vryhof anchors
ACCREDITED BY
THE DUTCH COUNCIL
FOR CERTIFICATION
Reg. No 24
p.o. box 105, 2920 AC krimpen ad yssel, the netherlands
ISO-9001CERTIFICATED FIRM
DET NORSKE VERITAS INDUSTRY B.V., THE NETHERLANDS
www.vryhof.com vryhof@vryhof.com
Copyright
© Vryhof anchors b.v., krimpen a/d yssel, the netherlands 2005.
No part of this book may be reproduced in any form, by print, copy or in any other way without
written permission of vryhof.
Vryhof, Stevin, Stevpris, Stevshark, Stevtensioner and Stevmanta are registered trade marks.
Vryhof reserves all intellectual and industrial property rights such as any and all of their patent,
trademark, design, manufacturing, reproduction, use and sales rights thereto and to any article
disclosed therein.
All information in this manual is subject to change without prior notice. Vryhof anchors is not
liable and/or responsible in any way for the information provided in this manual.
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 manufacturer’s 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 world’s often turbulent waters.
1
General
Mooring systems 5
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
CALM buoy - generally the buoy will be moored using four or more moor-
ing lines at equally spaced angles. The mooring lines generally have a cate-
nary 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 typical turret mooring
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.
Mooring systems 6 catenary system
When oil and gas exploration and production was conducted in shallow to
fig. 1-01
deep water, the most common mooring line configuration was the catenary
mooring line consisting of chain or wire rope. For exploration and produc- taut leg system
tion 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 over-
come 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. 1-02
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 sub-
jected 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 cate-
nary mooring, i.e. the mooring radius of the taut leg mooring will be small-
er than the mooring radius of a catenary mooring for a similar application.
Mooring components 7
Mooring line
fig. 1-03
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 common-
ly used for moorings that have to be reset numerous times during their life-
time, 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). fig. 1-04
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 off-
shore mooring lines are six strand and spiral strand. The wire rope is termi-
nated with a socket (for instance open spelter, closed spelter, CR) for con-
nection to the other components in the mooring system. Generally wire
rope is more prone to damage and corrosion than chain (fig. 1-04).
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
fig. 1-05
are available, depending on the application. The shackle can be used in
both temporary and permanent moorings (fig. 1-05).
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 sur- fig. 1-09
faces inside the mechanism (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
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 diame-
ter 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).
fig. 1-14
History of embedment anchors 12
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 intro-
duced 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 exten-
sive 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
Stevshark
FFTS
Characteristics of anchor types 14
Bruce TS
Hook
Characteristics of anchor types 15
Stevfix
Stevmud
Flipper Delta
Characteristics of anchor types 16
LWT
Boss
Characteristics of anchor types 17
Stokes
Snugstow
Weldhold
Characteristics of anchor types 18
Beyers
Union
Spek
Characteristics of anchor types 19
Stock
Dredger
Mooring Anchor
Stevin
History of vryhof anchor designs 20
• 1972 - The Stevin anchor: The original design. The wing was not yet
enlarged. The anchor had a square shank. It is no longer manufac-
tured.
Hook
Stevin Mk3
• 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.
Stevfix
History of vryhof anchor designs 21
• 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 manufac-
tured.
Stevmud
• 1979 - The Stevmud anchor: the Stevmud is essentially the Stevin anchor
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
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.
Stevshark Mk5
History of vryhof anchor designs 22
•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
Theory
Introduction 24
Theory
Anchor design used to be based on practical experience of the anchor man-
ufacturer 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 under-
standing of anchor behaviour has been achieved.
Shank shape
A square shank, which is common for most older type single shank anchors, fig. 2-03
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, effec-
tively 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. 2-04
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, fig. 2-05
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 moor-
ing 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 fig. 2-06
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). B
• The friction of the soil in the failure wedge along fracture lines (C). E
• Friction between fluke surface and soil (fluke area) (D). D C
• The bearing capacity of shank and mooring line (E). A
• The friction of the mooring line in and on the soil (E). fig. 2-07
fig. 2-08
Criteria for good anchor design 27 Scale influence
Moment M n4 W 4/3
• The anchor must offer a high holding capacity; a result of the fluke area Moment of inertia I n4 W 4/3
and shank design in combination with penetration and soil type. Section Modulus S n3 W
• The design of the anchor should be such that the anchor is capable of Bending stress M/S n4/n3=n W 1/3
being used successfully in practically all soil conditions encountered over Shear strength F/A n3/n2=n W 1/3
the world, ranging from very soft clay to sand, corals and calcarenites. table A
• 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 com-
mon 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 structur-
al strength of the anchor and holding capacity.
• The anchor should be streamlined for low penetration resistance.
Aspects of soil in anchor design 28
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 Undrained Shear Strength (kPa)
Consistency ASTM BS
Soil strength is generally expressed in terms of the shear strength parame- of Clay D-2488 CP-2004
ters of the soil. The soil type is classified mainly by grain size distribution. Very soft 0 - 13 0 - 20
Soft 13 - 25 20 - 40
Grain size Soil description Firm 25 - 50 40 - 75
Stiff 50 - 100 75 - 150
< - 2 µm Clay
Very stiff 100 - 200 150 - 300
2 - 6 µm Fine Silt Hard 200 - 400 300 - 600
6 - 20 µm Medium Silt Very hard > 400 > 600
20 - 60 µm Coarse Silt table B
60 - 200 µm Fine Sand
200 - 600 µm Medium Sand
0.6 - 2 mm Coarse Sand
2 - 6 mm Fine Gravel
6 - 20 mm Medium Gravel
20 - 60 mm Coarse Gravel
60 - 200 mm Cobbles
> - 200 mm Boulders
IIn general, the soil types encountered in anchor design are sand and clay
(Grain diameter from 0.1 µm to 2 mm). However, mooring locations consist-
ing 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) stan-
dards do not use identical values (table B).
On site the values can be estimated from the results of the Standard 0 - 13 0 - 25 0- 2 0.0 - 0.2
13 - 25 25 - 50 2- 4 0.2 - 0.4
Penetration Test (SPT) or Cone Penetrometer Test (CPT). An approximate 25 - 50 50 - 100 4- 8 0.4 - 0.7
relation between shear strength and the test values are shown in table C. 50 - 100 100 - 200 6 - 15 0.7 - 1.5
The mechanical resistance of sandy soils is predominantly characterised by 100 - 200 200 - 400 15 - 30 1.5 - 3.0
> 200 > 400 >-30 >3.0
the submerged unit weight and the angle of internal friction, ϕ. These
table C
parameters are established in the laboratory. An approxim-ate correlation
between the angle ϕ and the relative density of fine to medium sand is given Descriptive Relative Angle SPT CPT
in table D. The undrained shear strength of clayey soil can also be estimated term Density ϕ N MPa
based on manual tests. Very loose < 0.15 < 30 0- 4 0- 5
Loose 0.15 - 0.35 30 - 32 4 - 10 5 - 10
Medium dense 0.35 - 0.65 32 - 35 10 - 30 10 - 15
• In soft clay the thumb will easily penetrate several inches, indicating an Dense 0.65 - 0.85 35 - 38 30 - 50 15 - 20
undrained shear strength smaller than 25 kPa. Very dense > 0.85 > 38 > 50 > 20
• In firm (medium) clay the thumb will penetrate several inches with mod- table D
erate effort, indicating an undrained shear strength between 25 kPa and
50 kPa. Descriptive term Compressive
strength qu [MPa]
• Stiff clay will be easily indented with the thumb but penetration will
require great effort, indicating an undrained shear strength between 50 Very weak < 1.25
Weak 1.25 – 5
kPa and 100 kPa.
Moderately weak 5 – 12.5
• Very stiff clay is easily indented with the thumbnail, indicating an Moderately strong 12.5 – 50
undrained shear strength between 100 kPa and 200 kPa. Strong 50 – 100
Very strong 100 – 200
• Hard clay is indented with difficulty with the thumbnail, indicating an Extremely strong > 200
undrained shear strength larger than 200 kPa.
table E
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.
Fluke/shank angle 31
The recommended fluke/shank angles for different soil conditions are pre-
sented in table F.
Some modern anchors, like the Stevpris Mk5, have an additional intermedi-
ate fluke/shank angle of 41o, which can be used in intermediate or more fig. 2-10
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. Soil type Approximate
fluke/shank angle
If an anchor is used with an incorrect fluke/shank angle, it will negatively
influence performance. This is the case for all anchor types. Very soft clay 50˚
Medium clay 32˚
Hard clay and sand 32˚
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 table F
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).
Fluke/shank angle 32
sand angle
mud angle
fig. 2-11
Fluke area 33
Fig. 2-12 shows a Stevpris Mk5 anchor and a Moorfast anchor, both of iden-
tical 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 identi-
cal weight.
fig. 2-13
Strength of an anchor design 34
• 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.
holding capacity of the anchor will have to be sustained by the fluke points fig. 2-14
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.
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.
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 bear-
ing pressure.
Anchor loads and safety factors 38 4000
3895
Total dynamic
3000
Quasi static
Load in kN
The loads in a mooring system are caused by the wind, waves and current 2342
2000
acting on the floater. Depending on the location of the floater in the world,
different metocean conditions will prevail. In the table below, some 1000
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.
Campos Basin 8 – 10 12 - 15 25 1
Gulf of Mexico 11 14 44 - 48 1
Northern North Sea 15 - 16 15 - 17 38 - 39 0.9– 1.2
The quasi-static and total dynamic loads are generally calculated for the Intact load condition 1.8 1.5
intact and damaged load condition. The intact load condition is the condi- Damaged condition 1.2 1.0
tion in which all the mooring lines are intact. The damaged load condition table G
is the condition in which one of the mooring lines has broken.
Temporary Quasi-static Total dynamic
From the quasi-static load and the total dynamic load, the required holding mooring load load
capacity of the anchor can be calculated. This is called the ultimate holding Intact load condition 1.0 0.8
capacity (UHC) for drag embedment anchors and the ultimate pull-out Damaged condition Not required Not required
capacity (UPC) for VLAs. The required holding capacity is calculated by table H
applying the factors of safety specified by the classification societies.
VLA Total dynamic
In the tables G and H, the factors of safety are presented for the different load
load conditions for drag embedment anchors (for instance the Stevpris Mk5
Intact load condition 2.0
anchor), according to API RP 2SK. The factors of safety used by the major Damaged condition 1.5
classification societies are generally similar to those given in API RP 2SK (2nd
table I
edition, 1996).
Mooring line Quasi-static Dynamic
For VLAs, the recently used factors of safety suggested by ABS, are present- safety factors load load
ed in table I.
Intact load condition 2.00 1.67
Damaged load condition 1.43 1.25
The factors of safety for VLAs are higher than the factors of safety required Transient load condition 1.18 1.05
for drag embedment anchors, due to the difference in failure mechanisms. table J
When a drag embedment anchor reaches its ultimate holding capacity, it
will continuously drag through the soil without generating additional hold-
ing 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.
Anchor behaviour in the soil 40 Classification Required duration of
society maintaining tension
load should be held for the period specified by the classification societies
table K
(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 pen-
etration and drag. When the installation load is exceeded, the anchor will
continue to penetrate and drag until the soil is capable of providing suffi-
cient 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:
1.1
The rate effect
1
An increased rate of loading increases the soil resistance, consequently the
0.9
anchor holding capacity increases. This must be taken into account with 0.8
0 200 400 600 800 1000
respect to total dynamic loads. For anchor behaviour the rate effect factor
Time factor St
indicates how much higher the dynamic high frequency load may be with-
fig. 2-16 Su=10 kPa Su=50 kPa
out causing extra movement of the anchor once installed at the installation
load. The rate of loading influences pore pressure variations, viscous inter-
granular 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.
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 so-
called 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 accor-
dance 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
Proof loads anchors 43 Proofload HHP anchors, UHC=250 t.
29 t Danforth
The use of the specified proof loads for HHP anchors can lead to situations
4.5 t Stevshark Mk5
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 4 t Stevpris Mk5
Nowadays the rules and regulations are far more rigid, and the require- Ultimate holding
capacity anchor
ments have been substantially increased. There are now special rules for Damaged load floater
Proofload chain
‘mobile offshore units’ and ‘permanently moored structures’. Pretension
load anchor
Intact load floater
If anchors need mobile offshore units certification, the following properties Proofload anchor
0 10 20 30 40 50 60 70 80 90 100
may be required: fig. 2-19 Load in %
• 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 determin-
ing 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.
Quality control 44
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.
Holding Capacity
A G B
• 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.
o
Holding capacity in t
150
Sand
8 m soft clay
on rock
Curves A, B, D, E and G show a very stable rising line, which indicates that 100
the anchor builds up its holding capacity constantly until the ultimate holding
capacity has been reached, after which the anchor shows continuous drag. 50
soft clay
The other curves are largely self-explanatory. 25
0 10 20 30 40
been obtained from practice, scale models and from third parties. The data 700
Holding capacity in t
has been interpreted and afterwards incorporated in the ultimate holding 600
A B* C
capacity, drag and penetration graphs of the Stevin Mk3 and Stevpris Mk5 500
anchor as well as in the ultimate pull-out capacity graph of the Stevmanta VLA. 400
300
Survival load = 1500 ton
200
Norwegian Contractors (1984) A = 40 t Stevpris in sand
B = 60 t Stevshark in mud on rock
100 C = 65 t Stevpris in mud
In 1984 Norwegian Contractors carried out tests at Digernessundet, Stord, * Final pretension load on site
0
Norway. The purpose of these tests was to determine the correct anchor type 20 40 60 80
and size for the mooring system of the Gullfaks A platform during the construc-
fig. 2-22 Drag in meters
tion 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.
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.
Anchor tests 48 700
Large scale anchor test jip - 7 & 2 t
100
2-2
a wire rope forerunner.
0 50 100 150 200 250 300 350 400 450 500
Uplift
Stevpris anchors are well capable of resisting uplift loads when they are deep-
ly 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.
35 000 60
25 000
40
20 000
30
15 000
20
10 000
18˚
5 000 10
0 0
0 50 100 150 200 250 300
Increased capacity
Initial static capacity vs initial static
0.15
0.1
Cycling
0.0
0 50 100 150 200 250 300 350
200
Block winch
900 pulling
Line load in %
150
angle with
100 Change mode seabed in
normal
50 loading
mode
0
0 5 10 15 20 25 30 35
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 installa-
tion load) could be reached. Continuous pulling caused the anchor to loose
resistance and break out.
200
150
angle with
100 seabed in
Change from normal
50
pull-in to normal mode loading
mode
0
20.00 22.00 0.00 2.00 4.00 6.00 8.00
To demonstrate that the feature of these anchors is not only a vertical resis-
tance, 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 clear-
ly show this effect and that the anchor can be used for substantial horizon-
tal loads.
200
300 pulling
Line load in %
150
angle with
100 seabed in
normal
50
Change from loading
pull-in to normal mode mode
0
0 5 10 15 20 25 30 35 40
soil
strength
Approx. Rock
Cementation of
Soil table
0.002 mm 0.063 mm 2 mm 60 mm
Very weak
cemented soil
Calcareous clay Calcareous silica silt Calcareous silica sand 10
Increasing lithification
90
(carb. Calystone) Siltstone) Sandstone) Conglom. Or Breccia
Total carbonate content %
Conglomeratic
Clayey calcilutute Siliceous calcisiltite Siliceous calcarenite 50
calcirudite
Calcareous
Calcareaous claystone Calcareous siltstone Calcareous sandstone 10
conglomerate
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.
The choice between piles and anchors is only possible for permanent Soil survey - - +
systems. Piles are not a good investment when an anchored entity must be Procurement + - -
Installation spread - - +
moved. But the choice is often made for piles on emotional grounds; a pile
Installation time - - +
does not drag! However, anchors that are properly pre-tensioned on site Pile hammer - + +
will also not drag. Follower - + +
Pump unit + - +
Pretensioning + - -
While it is a psychologically loaded subject, experience has shown that the Extra chain + + -
choice between anchor and pile is merely a matter of economics. The Rest value pile/anchor - + +
Removal of anchor point - + +
required pile weight for a system is equal to the required weight of a
ROV + - +
Stevpris anchor. Piles cost about 40% of equivalent capability anchors.
However, the installation costs for piles are much higher. Piles require a fol- + less expensive - more expensive
lower and a pile hammer. The installation spread for piles is much more sig-
table L
nificant; 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 pre-
tensioning, extra chain length is required. Sometimes the pretension load
for piles is much less than for anchors. The survey work for anchors is gener-
ally 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.
Mounting instructions 59
B1 B2
pin 3 pin 4
Plate
A1 & A2
Pin
1&2
Plate
B1 & B2 Pin
3&4
Attention
Make sure the serial number of the shank corresponds with the serial num-
ber 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 Sand angle Middle angle Mud angle
weld the locking
plates A1 and A2
on the fluke. See Mud
locking plates B1
Notch
and B2 and secure
with split pins.
pin 3 pin 4
Plate
A1 & A2
Pin
1&2
1 2 3 4
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 num-
ber 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 Sand angle Middle angle Mud angle
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 Mud eye
fluke. See welding detail below.
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 fluke angle too large in hard soil !
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
no penetration !
seabed. If used in mud a 50o fluke/shank angle is appropriate. An anchor with
fig. 3-01
a 32 o fluke/shank angle will penetrate less and generate lower holding
change from mud to sand angle
capacity in mud(fig. 3-01).
The Stevpris Mk5 anchor has an additional fluke/shank angle setting of 41o,
which can be adopted in certain layered soil conditions (table M).
table M
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).
fig. 3-04
Connecting a swivel 65
Type I - The swivel is connected directly to the shank of the anchor thus
fig. 3-05
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 J C B A
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 com- fig. 3-06
mon link
Type IV - The swivel is part of a forerunner connected to the anchor shack-
le, for instance the forerunners VA02, VA04 and VA 06 described
in the product data section (fig. 3-08).
K J C B A
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 gen- fig. 3-07
eral, 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. PL A B H B A
fig. 3-08
Connecting a swivel 66 damage possible!
Generally, it is best when the swivel is fitted some distance from the NO !
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.
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 fig. 3-10
connect the swivel to the Stevpris anchor when using a chaser.
damage possible!
(See next page for fig. 3-13 and 3-14).
NO !
fig. 3-11
fig. 3-12
Connecting a swivel 67 damage possible!
The best method for chasing with a swivel in the system is to maintain the NO !
tension of the anchor line as much as possible during chasing. This will make
the chaser pass more easily over the swivel.
fig. 3-13
fig. 3-14
Chasers 68
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 operator’s viewpoint that chasers
do not inflict damage to the mooring lines.
Chasers 69
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
fig. 3-15
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.
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 dis-
cussed above, and because of their size, they require more power at the
AHV to penetrate the seabed and reach the anchor.
Chaser types 72
This chaser can also be used when a very heavy chain has to be installed. It
assists during installation by lifting the chain.
Stevpris installation 73
chaser
Introduction
Typical methods for deployment and retrieval of Stevpris anchors with an
anchor handling vessel (AHV) are described, focusing on the use of chasers fig. 3-20
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
always deck anchor with chain between flukes
It is preferred, and by some operators required, to deck the anchor before fig. 3-21
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).
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).
Once below the propeller wash zone, reactivate and maintain propeller
fig. 3-24
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 fig. 3-25
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 deep-
er water. AHV increases power till tension is again seen to rise at the rig, i.e.
wait for signal rig
the load in the line is larger than the chain-soil friction (fig. 3-26). 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 back-
wards. 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.
Stevpris installation 75
Rig continues heaving the cable to a sufficient load, equal to the total
chain/soil friction plus 50 t to embed the anchor fully and create confidence
in good setting.
This also gives stability to the anchor when the AHV strips the chaser back
rig hauls AHV slacks
or buoys off the pendant. Now the AHV can retrieve the chaser and return
fig. 3-27
to the rig. If circumstances allow, the rig can tension up to the full preten-
sion load directly (fig. 3-27).
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. fig. 3-29
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). patience in very soft soils !
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). fig. 3-30
Stevpris installation 76
The motion of the vessel itself now helps gradually to break the anchor
keep
loose. Sequentially with the vessels motion the pendant is shortened pulling
rig
gradually. Anchors in very soft clay can be buried very deep. Have patience, hauls
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 fig. 3-31
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).
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).
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
fig. 3-35 turn
anchor. Make sure the stern roller is perpendicular to the chain, the chain
directing between the fluke points (fig. 3-36).
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 !
stop / reduce
fig. 3-37
propulsion
Stevpris installation 78
With little tension in the line, the chain hangs steep against the fluke points
and anchor cannot rotate easily (A). Before rotating the anchor, pull on the
cable, the anchor will be free to turn (B) and (C) (fig. 3-38).
With anchor on the stern roller reactivate propulsion. For inspection anchor
fig. 3-38
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. 3-39
Stevpris installation 79
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
and rotate !
prevents the anchor to turn on its back at the stern roller. Boarding will be fig. 3-41
difficult now. The anchor could pass the stern roller on its side and get dam-
aged!
So stop/reduce the thrust just before the anchor passes the propeller wash
(fig. 3-43).
damage !
fig. 3-43
Stevpris installation 80
keep tension !
When anchor arrives at bolster, reduce tension to 15 tons. As soon as anchor fig. 3-45
is resting on bolsters, slack pendant wire completely. If tension is not suffi-
cient, 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).
wrong !
Deploying Stevpris from the anchor rack risk losing control
over anchor orientation
AHV receives pendant from rig and connects to AHV winch wire. AHV fig. 3-46
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 reacti- keep tension !
vate thrust (fig. 3-47). fig. 3-47
Stevpris installation 81
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. lock chaser
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 fig. 3-49
vessel (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.
8 x anchor weight
Due to the large forces damage to shank and fluke might occur when the fig. 3-50
chain is hanging over the anchor (fig. 3-51).
large weight
fig. 3-51
Stevpris installation 82
If boarding the anchor on its side is inevitable, make sure that before
boarding, the vessel is turned to free the anchor line from the anchor and
haul gently. The chain will pass the stern roller next to the anchor. However,
this situation should be avoided as damage may occur (fig. 3-52).
fig. 3-52
Ballast in fluke
Using a wire rope forerunner and ballast material placed inside the hollow wire
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 chain
the seabed and prevent penetration.
When the fluke is ballasted, the weight of a chain forerunner will cause the
with ballast in fluke use chain forerunner
shackle to nose down and bring the fluke in penetration position (fig. 3-53). fig. 3-53
Stevpris installation 83 pendant line force
Chaser equilibrium
To control the anchor, the chaser collar must always be on the anchor head.
anchor line tension
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
anchor weight
orientation is not controlled (fig. 3-54).
fig. 3-54
Fp Fpv
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
Flh
larger than the horizontal line load Flh which in turn must be larger than
Fph
the anchor weight W (if not the anchor will slide down). The angle of the
Flv Fl
pendant line must be larger than 45° (fig. 3-55).
fig. 3-55 W
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
chaser
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).
fig. 3-56
Stevpris installation 84
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 fig. 3-57
anchor lands correctly on the seabed (fig. 3-57).
temporary bridle
Another option for the deployment of the Stevpris anchor is to connect a mooring line
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).
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 fig. 3-59
soil, a lower tension in the mooring line can be used (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.
•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.
fig. 3-60
Piggy-back methods 87
The installation procedure described for two Stevpris anchors is also applic-
able when a chaser is used for the connection.
fig. 3-61
fig. 3-63
Stevmanta VLA installation 89 installation mode
shear pin
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. fig. 3-64
There are many options to install VLA anchors. The most efficient methods normal mode
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 fig. 3-65
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.
Stevmanta VLA installation 90
When the Stevmanta is on the seabed, an ROV can optionally inspect the
anchor (position and orientation). The AHV starts paying out the installa- ROV
tion/ mooring line while slowly sailing away from the Stevmanta (fig. 3-67).
fig. 3-67
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 fig. 3-68
normal (vertical) loading mode, the AHV can continue to increase the ten-
sion in the (taut-leg) installation/mooring line up to the required proof ten-
sion load (fig. 3-69).
fig. 3-69
Stevmanta VLA installation 92
After the Stevmanta has been proof tensioned to the required load,
the installation/mooring line can be attached to the floater.
In case of a pre-laid mooring, the mooring line can be buoyed off, for easy
connection later on (fig. 3-70).
Stevmanta retrieval
The Stevmanta is easily retrieved by pulling on the ‘tail’. Connection to the
tail can be achieved either with a grapnel or by using an ROV (fig. 3-71).
fig. 3-70
fig. 3-71
Stevmanta VLA installation 93 pull for retrieval
fig. 3-73
Stevmanta VLA installation 94 installation mode
mooring line
Double line installation procedure installation line
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. fig. 3-74
The Stevmanta is in the installation mode when the installation line is ten- normal mode
sioned, i.e. the line on the front of the angle adjuster (fig. 3-74). 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).
installation
line
During the installation AHV1 handles the steel installation line and AHV2 fig. 3-75
handles the mooring line, for instance polyester (fig. 3-76).
AHV2 AHV1
fig. 3-76
AHV2 AHV1
tion 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). break
link
breaks
When enough of the installation line has been paid out, AHV1 starts
increasing the tension. The Stevmanta will start to embed into the seabed. fig. 3-79
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 AHV2
buoy off the mooring line and pull with AHV1 in tandem.
When the predetermined installation load has been reached, the breaking pretension load
device in the installation line fails (break shackle connecting the installation
recovery
line to the delta plate), freeing the installation line from the Stevmanta (fig. line
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 recov-
ered on deck (fig. 3-80).
Stevmanta VLA installation 96 AHV2
AHV2 can now start increasing the tension in the mooring line. If
AHV2 can not generate enough bollard pull to reach the required proof
tension load, AHV1 can be connected in tandem to AHV2 to generate addi-
tional 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. AHV2
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 fig. 3-82
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).
Stevmanta VLA installation 97
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.
fig. 3-85
Stevmanta VLA installation 99
When the tail of Stevmanta VLA #1 touches the seabed, the resistance of
the tail will orient the Stevmanta in the heading of the AHV which is
moving forward slowly. The AHV places the Stevmanta on the seabed and
continues with the deployment of the rest of the system (Stevtensioner and
Stevmanta VLA #2) (fig. 3-86).
When Stevmanta VLA #2 is near the seabed, the AHV stops the winch and
increases the tension in the mooring system (fig. 3-87). This will start to
embed Stevmanta VLA #1. When a tension of approximately 1000 kN has fig. 3-86
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. 3-87
Stevmanta VLA installation 100
When Stevmanta VLA #2 has been placed on the seabed, the AHV continues
to deploy the work wire until the tail and the subsea connector are on the
seabed. When this has been accomplished, the AHV stops paying out the
work wire and the ROV is sent down to disconnect the subsea connector
from the tail on Stevmanta VLA #2. The female part of the subsea
connector (connected to the work wire) is then moved to the male part of
the subsea connector connected to the tensioning chain above the
Stevtensioner (fig. 3-88).
fig. 3-88
With the work wire now connected to the tensioning chain, the AHV can
start the tensioning operation. This will generally consist of 4 to 7 yo-yo
procedures to reach the required tension at the anchors. (fig. 3-89 and fig. 3-90).
fig. 3-89
fig. 3-90
Stevmanta VLA installation 101
When the tension in the system reaches the break load of the shear pins in
the angle adjuster of the Stevmanta VLAs, these will break and trigger the
Stevmanta VLAs to their normal loading mode (fig. 3-91). When the AHV
continues to increase the tension in the system, the anchors will be proof
loaded in their normal loading mode. After the proof loading of the
fig. 3-91
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. 3-
92). The anchor forerunners are now no longer connected to the
Stevtensioner. The AHV can start recovering the Stevtensioner with the fig. 3-92
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. 3-93
Stevmanta VLA installation 102 installation mode
mooring line
Double line installation with Stevtensioner installation line
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 fig. 3-83
line on the front of the angle adjuster (fig. 3-94).
normal mode
The Stevmanta is in the normal (vertical) loading mode when the mooring mooring line
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).
installation
line
The installation procedure with the Stevtensioner requires a reaction fig. 3-84
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.
Lower the Stevmanta to the seabed by keeping tension on both the instal-
lation line and mooring line.
fig. 3-86
Stevmanta VLA installation 104
Sail to set-down position of the reaction anchor (AHV1 only). AHV2 stays above the Stevmanta.
During the movement of AHV1, the installation line of the Stevmanta has to be paid out (fig. 3-98).
Lower the Stevtensioner and reaction anchor to the seabed (fig. 3-99).
Buoy off the retrieval line (or mooring line) of the reaction anchor. AHV1 sails to tensioning point
and starts taking in the slack of the tensioning line (fig. 3-100).
wire
stopper
tensioner
chain
fig. 3-87
AHV2 AHV1
wire
stopper
stopper
tensioner chain
fig. 3-88
AHV2 AHV1
wire
stopper
stopper
tensioner chain
fig. 3-89
Stevmanta VLA installation 105
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 chain
stopper
fig. 3-91
Stevmanta VLA installation 106
Recover the Stevtensioner, the installation line and the reaction anchor to
AHV1.
AHV2 can now proof tension the Stevmanta and then buoy off the mooring
line. Installation of the Stevmanta is now complete (fig. 3-103).
tensioner
pretension load
stopper
fig. 3-92
AHV2 AHV1
wire
stopper
stopper
tensioner chain
fig. 3-93
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 opera- fig. 3-94
tions the Stevtensioner is demobilised and ready for the next project. The
Stevtensioner can however also be used for permanent tensioning purposes,
The new Stevtensioner models
becoming a part of the mooring system. The Stevtensioner can be deployed
offer the following features:
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 • Smaller dimensions, reduced weight and
improved handling, but heavy enough to
were designed for handling a single size of chain. The new Stevtensioner
easilty slide down the mooring line.
models VA600, VA1000 and VA1250 can handle chain diameter ranging • Designed to smoothly guide at least 5 links and
from 76 mm up to 152 mm. Because of this variety in chain sizes additional therefore prevent chain getting stuck inside.
• Due to economical volume/weight ratio,
work chain may not be required (fig. 3-105).
the new Stevtensioner models allow for
containerised freight by either sea or,
he working principle of the tensioner for rush deliveries, by air.
• The integrated shape allows for smooth passage
The Stevtensioner is based on the principle that a vertical load to a horizontal
over stern roller.
string causes high horizontal loads. To achieve the required horizontal • Load measuring pin is equipped with two
pretension load at the anchor points, the vertical pulling force only needs to be independent sets of strain gauges. The umbilical
cable connections are protected against han-
40% of this pretension. The anchor line tension is measured by a measuring pin
dling and lifting operations. These connections
located inside the Stevtensioner and as such well protected against damage may be used for acoustic transfer of the signals.
caused by handling and lifting operations (fig. 3-106).
2V
H
fig. 3-95
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 apply-
ing 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).
fig. 3-107
chain locks
fig. 3-108
The Stevtensioner 109
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 on anchor
250 lifting force
tension force in t
125
0 30 60 90 120
fig. 3-98 time in minutes
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 ten-
sioning 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.
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
• Series of yo-yo’s
2
• Maintain required tension for a specified period of time 7
• Retrieve the Stevtensioner and disconnect 5
• Prepare for next tensioning
A Stevtensioner can be deployed from a crane barge, Anchor Handling 1
4
Vessel or any vessel having enough crane/winch capacity to lift the required
8
vertical force. 3
fig. 3-100 6
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
5
Hook-up
Pass the active chain (2) through the tensioner (1) on deck. Connect passive 1
4
chain (3) to measuring pin shackle (8). Connect dislock wire (5) to shackle
8
(4). Connect umbilical cable (7) to read-out system on deck and to the 3
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).
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 Maximum Suitable* for chain Suitable* for chain Size Weight
model horizontal load size with Kenter size without Kenter Stevtensioner Stevtensioner
[t] shackle [mm] shackle [mm] lxhxw [m] [t]
* 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
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.
For handling chain, many supply vessels have chain lockers below decks and
a wildcat above the chain locker.
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
B D
C
A
Stevin Mk3
Dimensions 119
E
L
K
Stevin Mk3
weight 1000 1500 3000 5000 7000 9000 12000 15000 20000 30000
A 2429 2774 3493 4120 4602 5012 5516 5942 6372 7289
B 2654 3038 3828 4538 5077 5521 6076 6545 6986 7997
C 1559 1785 2249 2667 2983 3244 3570 3846 4100 4694
D 2023 2316 2918 3460 3871 4209 4632 4990 5324 6094
E 737 843 1063 1260 1409 1533 1687 1817 2048 2345
K 1010 1156 1456 1727 1932 2100 2312 2490 2674 3061
L 412 471 594 704 788 857 943 1016 1083 1240
S 60 65 80 80 90 100 110 120 160 180
Note: The dimensions of the Stevin Mk3 anchor may be changed for specific applications
Dimensions 120
B H
Stevpris Mk5
Dimensions 121
sand
T F
mud
Stevpris Mk5
weight 1500 3000 5000 8000 10000 12000 15000 18000 20000 22000 25000 30000 65000
A 2954 3721 4412 5161 5559 5908 6364 6763 7004 7230 7545 8018 10375
B 3184 4011 4756 5563 5992 6368 6860 7290 7550 7794 8133 8643 11184
C 1812 2283 2707 3166 3410 3624 3904 4149 4297 4436 4629 4919 6365
E 1505 1896 2248 2629 2832 3010 3242 3446 3569 3684 3844 4085 5286
F 271 342 406 474 511 543 585 622 644 665 694 737 954
H 1230 1550 1837 2149 2315 2460 2650 2816 2917 3011 3142 3339 4321
T 493 622 738 862 929 988 1064 1131 1171 1209 1262 1341 1736
S 80 90 110 130 140 150 170 180 190 200 200 220 300
Note: The dimensions of the Stevpris Mk5 anchor may be changed for specific applications
Dimensions 122
V W
Stevpris Mk5
Dimensions 123
H F
D
T
B
T
Stevpris Mk5
B H
sand
midd
F le
mu
d
weight 1500 3000 5000 8000 10000 12000 15000 18000 20000 22000 25000 30000
A 2797 3523 4178 4886 5263 5593 6025 6402 6631 6845 7143 7591
B 3059 3870 4602 5390 5807 6171 6679 7101 7368 7625 7962 8451
C 1981 2495 2958 3460 3728 3961 4267 4534 4696 4848 5059 5376
E 1321 1664 1973 2308 2486 2642 2846 3024 3132 3234 3374 3586
F 641 808 958 1120 1206 1282 1381 1468 1520 1569 1637 1740
H 1170 1490 1781 2090 2253 2394 2610 2777 2890 3002 3138 3324
S 65 80 100 120 130 140 160 170 180 190 200 210
Note: The dimensions of the Stevpris New Generation anchor may be changed for specific applications
Dimensions 126
weight 1500 3000 5000 8000 10000 12000 15000 18000 20000 22000 25000 30000
B 3.06 3.87 4.60 5.39 5.81 6.17 6.68 7.10 7.37 7.63 7.96 8.45
Ct 1.98 2.49 2.95 3.45 3.72 3.95 4.26 4.52 4.69 4.84 5.05 5.36
Cs 1.96 2.47 2.93 3.43 3.69 3.92 4.23 4.49 4.65 4.80 5.01 5.32
H 1.17 1.49 1.78 2.09 2.25 2.39 2.61 2.78 2.89 3.00 3.14 3.32
Tt 0.78 0.98 1.16 1.36 1.46 1.55 1.68 1.78 1.84 1.90 1.99 2.11
Ts 0.70 0.88 1.04 1.22 1.31 1.39 1.50 1.59 1.65 1.70 1.78 1.89
U 2.79 3.52 4.17 4.88 5.26 5.59 6.02 6.40 6.62 6.84 7.14 7.58
V 1.21 1.54 1.83 2.15 2.32 2.46 2.69 2.86 2.97 3.09 3.23 3.42
W 0.99 1.25 1.48 1.73 1.86 1.98 2.13 2.27 2.35 2.42 2.53 2.69
Note: The dimensions of the Stevpris New Generation anchor may be changed for specific applications
Dimensions 127
H H
truck sh ip Ts
Tt
Cs
Ct
B H
A
Stevshark Mk5
Dimensions 129
sand
T F
mud
weight 1500 3000 5000 8000 10000 12000 15000 18000 20000 22000 25000 30000 65000
A 2862 3605 4275 4999 5385 5723 6165 6551 6785 7004 7309 7767 10051
B 3085 3886 4608 5389 5805 6169 6645 7062 7314 7550 7879 8373 10834
C 1755 2212 2622 3067 3304 3511 3782 4019 4163 4297 4484 4765 6166
E 1458 1837 2178 2547 2743 2915 3140 3337 3457 3568 3723 3957 5120
F 263 332 393 460 495 526 567 602 624 644 672 714 924
H 1192 1502 1780 2082 2243 2383 2567 2728 2826 2917 3044 3235 4186
T 478 603 715 836 900 957 1031 1095 1135 1171 1222 1299 1681
S 80 90 110 130 140 150 160 170 180 190 200 210 300
Note: The dimensions of the Stevshark Mk5 anchor may be changed for specific applications
Dimensions 130
B D H
E1
E0
T
F
Stevmanta VLA - permanent
area 5 8 10 12 15 17 20
B 3143 3975 4445 4869 5443 5795 6286
C 2976 3765 4209 4611 5155 5488 5953
D 1945 2460 2750 3013 3368 3586 3890
E0 3075 3890 4349 4764 5326 5670 6150
E1 3371 4264 4767 5222 5839 6216 6742
F 172 217 243 266 298 317 344
H 1459 1845 2063 2260 2527 2690 2918
T 639 809 904 991 1107 1179 1279
Note: The dimensions of the Stevmanta VLA anchor may be changed for specific applications
Dimensions 132
B D H
E1
E0
T
F
Stevmanta VLA - MODU
area 5 8 10 12 15 17 20
B 3143 3975 4445 4869 5443 5795 6286
C 2976 3765 4209 4611 5155 5488 5953
D 1945 2460 2750 3013 3368 3586 3890
E0 3075 3890 4349 4764 5326 5670 6150
E1 3371 4264 4767 5222 5839 6216 6742
F 172 217 243 266 298 317 344
H 1459 1845 2063 2260 2527 2690 2918
T 639 809 904 991 1107 1179 1279
Note: The dimensions of the Stevmanta VLA anchor may be changed for specific applications
Dimensions other anchor types 134
A
A
D D
C B C
B
A
A
D
D
C
B C
LWT Moorfast
weight A B C D weight A B C D
lb. kg mm mm mm mm lb. kg mm mm mm mm
1000 454 1905 1803 622 1168 1000 454 1549 1905 483 940
5000 2268 2997 2845 984 1829 6000 2722 2565 3632 787 1549
10000 4536 3658 3480 1245 2235 10000 4536 3327 3988 1041 2032
15000 6804 3988 3791 1362 2438 12000 5443 3531 4242 1092 2159
20000 9072 4394 4166 1499 2692 16000 7257 3886 4750 1219 2388
25000 11340 4851 4521 1708 2946 20000 9072 4166 4978 1295 2591
30000 13608 5029 4801 1715 3073 30000 13608 4801 5512 1499 2997
35000 15876 5283 5055 1803 3226 40000 18144 5436 6299 1600 3226
40000 18144 5537 6096 1905 3327 50000 22680 5639 6528 1676 3353
60000 27216 6350 7061 2184 3810 60000 27216 5893 6883 1778 3556
Dimensions other anchor types 136
A A
D
D
B
C
B C
Stato AC14
weight A B C D weight A B C D
lb. kg mm mm mm mm lb. kg. mm mm mm mm
3000 1361 3277 2769 860 1829 2844 1290 2025 1568 470 1067
6000 2722 3658 3632 960 2337 4630 2100 2382 1844 553 1255
9000 4082 4064 4318 1090 2540 6746 3060 2700 2091 627 1423
15000 6804 5182 5690 1370 3200 12368 5610 3305 2559 768 1741
20000 9072 5334 5842 1420 3277 18298 8300 3793 2916 875 1984
25000 11340 5740 6248 1540 3480 23149 10500 4073 3154 946 2146
30000 13608 5969 6528 1570 3683 29762 13500 4429 3249 1029 2333
35000 15876 6299 6883 1670 3886 41447 18800 4946 3829 1149 2606
40000 18144 6553 7188 1750 4064 44092 20000 5049 3909 1173 2660
60000 27216 7540 8120 2000 4570 50706 23000 5290 4095 1229 2787
Dimensions other anchor types 137
A
D
B C
US Navy Stockless
weight A B C D
lb. kg mm mm mm mm
1000 454 1072 841 521 772
5000 2268 1854 1437 889 1319
10000 4536 2337 1810 1121 1661
15000 6804 2680 2089 1295 1861
20000 9072 2946 2280 1413 2094
25000 11340 3175 2456 1522 2256
30000 13608 3372 2608 1616 2394
35000 15876 3550 2743 1703 2523
40000 18144 3708 2872 1778 2619
60000 27216 4775 3194 2218 3375
Proof load test 138
L B
L B
D
VA-01
4.4D
F C B A E A A A A A 3.96D B
1.1D
VA-02
4.35D
4D C
F C B H B A E A A A
1.2D
VA-03
PL A A A A A A A A A
Chain components 149 4D
D 1.52D
VA-04
PL A B H B A E A A A B PL
D E
A
VA-05
650 mm
390 mm
K C B A E A A A A A K
95 mm
VA-06
K C B H B A E A A A
Chain components 150 6.3D
13.2D
9.7D
H
4.15D 3.3D
1.2D 1.2D 3.8D
I
5.15D 2.2D 1.45D 4D 3.4D 0.8D
7.1D G
1.6D
A = common link
B = enlarged link
4.6D 1.8D
C = end link
E = joining shackle kenter type
F = anchor shackle D type
2.4D 5.2D
G = joining shackle D type
PL = pear link
H = swivel 8.7D F
1.8D
I = swivel shackle
K = special end link 1.4D 1.4D 3.1D
Connecting links 151
C
F
H
G
J K B
D E
A
Pear shaped anchor connecting link (pearlink) dimensions in mm
NO chain size A B C D E F G H J K kg
4 32 - 40 298 206 59 40 48 83 44x 44 56 26 43 13
5 42 - 51 378 260 76 51 64 100 51x 60 74 32 52 27
6 52 - 60 454 313 92 60 76 121 62x 73 88 37 64 49
7 62 - 79 562 376 117 79 95 149 85x 79 111 48 76 94
8 81 - 92 654 419 133 92 124 149 111x 102 130x133 54 79 149
9 94 - 95 692 435 146 98 130 159 124x 137 141 57 83 236
10 97 - 102 889 571 190 121 165 190 130 181 73 108 386
11 103 - 108 940 610 203 127 175 203 156 200 76 111 418
Connecting links 152
D E C
E B
G
square kilometres km 2
0.38610 square miles mi2
square inches in 2
645.16 square millimetres mm2
square feet ft 2
0.09290 square metres m2
square miles mi 2
2.58999 square kilometres km2
cubic inches in 3
16.38706 millilitres ml
density kilograms per cubic metre kg/m3 0.06243 pounds per cubic foot lb/ft3
pressure or stress kilopascals kPa 20.88555 pounds per square foot psf
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 s v d
j
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 fig. 4-01
length of the suspended mooring line (S in [m]) can be calculated with:
1600
√dx
with d : the waterdepth plus the distance between sealevel and the 800
fairlead in [m]
F : the force applied to the mooring line at the fairlead in [t] 400
depth in meters
The horizontal distance (X in [m]) between the fairlead and the touchdown fig. 4-02
F
{ }
X = w -d xe log
{ } S + F
F d
w -
w
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.
Mooring line catenary 156 180
Example
In fig. 4-02, the suspended length S and the horizontal distance X are plot- 100
ted for a 76 mm chain for different loads F (ranging from 50 t to 300 t). The 60
suspended weight of the mooring line is plotted in fig. 4-03. The submerged
20
depth in meters
fig. 4-03
F = 50 t F = 100 t F = 150 t F = 200 t
F = 250 t F = 300 t
Mooring line holding capacity 157
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]
friction coefficient
mooring line type starting sliding
chain 1.0 0.7
wire rope 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
A A
O D
D
B B
C E C E
D G
C E
F
E
D
A C A
SWL t A B C D E F weight kg
75 70 70 105 290 186 120 67
125 85 80 130 365 220 150 110
150 89 95 140 390 250 170 160
200 100 105 150 480 276 205 220
250 110 120 170 540 300 240 320
300 122 134 185 600 350 265 350
400 145 160 220 575 370 320 635
500 160 180 250 630 450 340 803
600 170 200 275 700 490 370 980
700 190 215 300 735 540 400 1260
800 200 230 325 750 554 420 1430
900 220 255 350 755 584 440 1650
1000 240 270 380 760 614 460 2120
1250 260 300 430 930 644 530 2400
1500 280 320 460 950 680 560 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
The minimum bending diameter permitted can be calculated using the fol-
lowing formula:
π x σb x {d x 0.15 x t}0.5)
D = (4 x W) / (π
Where :
D = sheave diameter mm
W = line load N
d = sheathed cable diameter mm
t = sheathing radial thickness mm
σb = maximum bearing pressure N/mm2
D1
B
A X
F
E G
201 45 20 - 22 7
/8 101 90 33 24 47 92 38 4
204 70 23 - 26 1 114 103 36 28 57 104 44 6.5
207 100 27 - 30 1 1/8 127 116 39 32 63 114 51 7.5
212 125 31 - 36 1 1/4 - 1 3/8 139 130 43 38 70 127 57 11
215 150 37 - 39 1 1/2 152 155 51 41 79 136 63 13
217 200 40 - 42 1 5/8 165 171 54 44 82 146 70 17
219 260 43 - 48 1 3/4 - 1 7/8 190 198 55 51 89 171 76 24
222 280 49 - 51 2 - 2 1/8 216 224 62 57 96 193 82 36.5
224 360 55 - 60 2 1/4 - 2 3/8 228 247 73 63 108 216 92 50
226 450 61 - 68 2 /2 - 2 5/8
1
248 270 79 73 140 241 102 65
227 480 69 - 75 2 3/4 - 2 7/8 279 286 79 79 159 273 124 93
228 520 76 - 80 3 - 3 1/8 305 298 83 86 171 292 133 110
229 600 81 - 86 3 1/4 - 3 3/8 330 311 102 92 184 311 146 142
230 700 87 - 93 3 1/2 - 3 5/8 356 330 102 99 197 330 159 170
231 875 94 - 102 3 3/4 - 4 0/0 381 356 108 108 216 362 178 225
233 1100 108 - 115 4 1/2 450 425 120 125 235 405 190 340
240 1250 122 - 130 5 500 475 120 138 260 515 210 -
250 1400 140 - 155 5 1/2 - 6 0/0 580 550 150 160 300 510 250 -
260 1600 158 - 167 6 1/2 675 600 175 175 325 600 300 -
Wire rope sockets 167
C J
D1
B
A X
L2
K J K C
D1
B
L1
100 32 17 - 19 3
/4 89 76 80 21 35 38 16 3.2
104 45 20 - 22 7
/8 101 89 90 24 41 44 19 4.7
108 70 23 - 26 1 114 101 120 28 51 51 22 7.5
111 100 27 - 30 1 1/8 127 114 130 32 57 57 25 11.6
115 125 31 - 36 1 1/4 -1 3/8 139 127 144 38 63 63 28 16.8
118 150 37 - 39 1 1/2 152 162 160 41 70 76 30 24
120 200 40 - 42 1 5/8 165 165 176 44 76 76 33 27.5
125 260 43 - 48 1 3/4 - 1 7/8 190 178 200 51 89 89 39 40.5
128 280 49 - 54 2 - 2 1/8 216 228 216 57 95 101 46 60.5
130 360 55 - 60 2 1/4 - 2 3/8 228 250 236 63 108 113 53 90
132 450 61 - 68 2 1/2 - 2 5/8 248 273 264 73 121 127 60 122
135 480 69 - 75 2 3/4 - 2 7/8 279 279 276 79 127 133 73 157
138 520 76 - 80 3 - 3 1/8 305 286 284 86 133 146 76 195
140 600 81 - 86 3 1/4 - 3 3/8 330 298 296 92 140 159 79 221
142 700 87 - 93 3 1/2 - 3 5/8 356 318 340 99 152 171 83 281
144 875 94 - 102 3 3/4 - 4 0/0 381 343 362 108 178 191 89 397
146 1100 108 - 115 4 1/2 460 480 440 125 190 208 101 570
150 1250 122 - 130 5 500 500 560 138 250 210 120 980
160 1400 140 - 155 5 1/2 - 6 0/0 580 500 600 160 275 230 140 -
170 1600 158 - 167 6 1/2 675 600 650 175 290 230 175 -
Wire rope sockets 169
F
E C
CR-socket dimensions in mm
B
A C
Dimension Size
A 1.7 D
B According to insulating tube thickness
C 1.4 D
X According to wire rope diameter
Y According to wire rope diameter
Note : D is the nominal diameter of the chain
that connects to the socket.
Thimbles 171
K
D
A B
H2
A H1
X
E D
F
B
For A B C D E F G H1 H2 X weight
wire dia. kg
12” 521 420 260 194 144 130 20 130 140 10 50
15” 625 510 312 194 144 150 25 158 168 40 80
18” 727 610 368 219 169 175 30 183 194 40 140
21” 829 740 415 219 169 200 30 206 219 40 180
24” 930 880 465 273 201 225 30 229 245 40 260
27” 1035 1020 517 273 201 250 30 260 273 40 380
Synthetic ropes 173
Rope properties
Polyester Dyneema
Material Polyester High Modulus PolyEthylene
Construction Parallel strand construction Parallel strand construction
Protective cover Polyester Composite yarn
Color of rope White with marker yarns White
Specific gravity 1.38 - sinks 0.975 - floating
Melting point 251° C 145° C
Abrasion resistance Excellent Excellent
UV resistance Excellent Good
Temperature resistance Workable at sub-zero temperatures Medium
Chemical resistance Good Excellent
Water absorption/fibers < 0.5% < 0.05%
Water uptake + / - 30% n.a
Dry & weight conditions Wet strength equals to dry strength Wet strength equals to dry strength
HMPE
G G F G G
H H H
D
A
D A
A C
B E
D E
B E B
G G
H H
A A
C C
F F
D E D E
B
B
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.
y
cla
rd
ha
d
an
n d y
drag
penetration
clay
ium
med
n in
etratio
pen
and
in s
tion
etra
pen
drag
penetration
clay
soft Example: loading 70% of ultimate holding
ery
in v
drag capacity corresponds with 48% of maximum
drag and 80% of maximum penetration at
y
m cla ultimate holding capacity.
m ediu
dr ag in
y
m cla
m ediu
tio n in
e tra
pen
lay
rd c
an d ha
in sand
tion
e tra
pen
y
cla drag
rd
ha
in metric tons
d& cla
y
an
ins i um
C ed d)
UH nm penetration
Ci mu
H l a y(
U tc
of
ys
ver Example: loading 70% of ultimate
n
Ci holding capacity corresponds with 48% of
UH
maximum drag and 80% of maximum
penetration at ultimate holding capacity.
in meters
30 9 23
clay
edium
mr t. in m
d rag in
clay
hard
nd &
mrt . in sa
drag in
ft clay
ery so
n in v
tratio
pene
clay
edium
atio n in m
p enetr
lay
ard c
an d h
sand
ion in
pen etrat
D = 1.5 *k *d
0.6 -0.7
*A *tan (α)
0.3 1.7
1600
where,
800
where,
UPC = Ultimate Pull-out Capacity [kN] C
Nc = Bearing Capacity Factor
600 200
Su = (k *D), Undrained Shear Strength clay [kPa]
A = Stevmanta fluke area [m2]
400
The UPC graph incorporates a Nc- value of 10, α-value of 50
degrees and k-value of 2. The graph clearly illustrates the 100
influence of the diameter of the mooring line or installation line, B
200
and whether six strand or spiral strand is used. The typical
installation load to obtain a specified UPC is presented on the A
right vertical axis of the graph. 0 0
0 5 10 15 20 25 30
Comparson chart
800
700
600
500
weight [kg/m]
D
400
300
200
100 B
C
A
0 E
0 25 50 75 100 125 150 175 200 225
diameter [mm]
30000
D
25000
20000
MBL [kN]
15000
B C
A
10000
E
5000
0
0 25 50 75 100 125 150 175 200 225
diameter [mm]
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 1/3 Break load Sandy 17% Clay 60% Soft Soil 100%
76 mm U3 143 24 86 143+
76 mm ORQ 154 26 93 154+
76 mm K4 200 34 120 200+
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.
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. Vessel’s 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 Anchor Handling Course
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
C 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,
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)
M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 13\Breaking the anchor off the bottom.doc Chapter 13 Page 2
MTC Anchor Handling Course
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.
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 rig’s OIM and
or barge master.”
M:\ANCHOR HANDLING\Course Material\Training Manual\Chapter 13\Breaking the anchor off the bottom.doc Chapter 13 Page 3
MTC Anchor Handling Course
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.
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.
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 (ship’s 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.
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.
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.
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 ½ mile away.
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.
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 rig’s 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.
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.
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 rig’s 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.
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.
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.
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.
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.
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.