Anchor Handling Mearsk

Maersk Training Centre A/S
Anchor Handling
Simulator Course
Best Practise in
Anchor Handling
1.
Program. Abbreviations
Introduction to Anchor Handling Course
2.
MAERSK TRAINER
Technical Specifications
3.
Company Policy. Procedures
4.
Risk Assessment. Planning
5.
Anchor Handling Winches. Chain Wheels
6.
Shark Jaws, Triplex
7.
Shark Jaws, Karm Fork
8.
Wire Rope, Guidelines, Maintenance
9.
Anchor Handling Equipment

Swivel Pin Extractor Socket Bench
10.
Chains and Fittings

Chasers and Grapnels
11.
Anchor Handling
Breaking the anchor..
12.
Anchor Deployment PCP
13.
Vryhof Anchor Manual 2000
14.
Ship Handling. Manoeuvring
15.
Drilling Units / - Operations
MTC
COURSE NAME
Manual standard clause

This manual is the property of Maersk Training Centre A/S (hereinafter MTC A/S) and is only
for the use of Course participants conducting courses at MTC A/S.
This manual shall not affect the legal relationship or liability of MTC A/S with or to any third party
and neither shall such third party be entitled to reply upon it.
MTC A/S shall have no liability for technical or editorial errors or omissions in this manual; nor
any damage, including but not limited to direct, punitive, incidental, or consequential damages
resulting from or arising out of its use.
No part of this manual may be reproduced in any shape or form or by any means electronically,
mechanically, by photocopying, recording or otherwise, without the prior permission of MTC
A/S.
Copyright MTC 2002-09-10
Prepared by: PFR
Modified & printed: 2003-01-07
Modified by:
Internal reference: M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 00\2.0 Index.doc
Contact MTC
Dyrekredsen 4
Rantzausminde
5700 Svendborg
Denmark
Phone:
Telefax:
Telex:
E-mail:
Homepage:
+45 63 21 99 99
+45 63 21 99 49
SVBMTC
MTC@MAERSKTRAININGCENTRE.COM
WWW.MAERSKTRAININGCENTRE.COM
Managing Director: Claus Bihl
2.0 Index.doc
Chapter 00
Page 2
MTC
Anchor Handling Course
Introduction to the Anchor Handling Course

Background
A.P.Mller owns and operates a modern fleet of anchor handling vessels.
The vessels are chartered to oil companies, and rig operators; the jobs are anchor handling, tow
and construction jobs.
The technical development of these ships has been fast to meet the increased demands.
The demands to the performance of the ships have been increased too.
A few hours off service can mean large economic losses for the different parties involved.
In the last years an increased focus have been on avoiding accidents, and the frequency of
these accidents are low. To get the frequency even lower, actions to avoid accidents are
needed. Learning by doing, on board an anchor handling vessels as the only mean of
education, will not be accepted in the future. Part of this training process needs to be moved
ashore, where crew, ship and equipment can be tested without risk in all situations.
Here we will use the anchor-handling simulator.
A study of accidents and incidents occurred on anchor handling vessels (AHV) during anchor
handling operations reveals that some of the most common causes leading to incidents and/or
accidents are lack of or inadequate:
Experience
Knowledge
Planning
Risk assessment
Communication
Teamwork
Awareness
The keywords for addressing these causes are: training, training and more training
The value of on-board, hands-on training is well known and beyond any doubt but the
knowledge and experience gained is sometimes paid with loss of human life or limbs,
environmental pollution and/or costly damage to property.
This simulator course was developed in order to give new officers on AHVs the possibility of
acquiring the basic knowledge and skills in a as close to the real thing as possible
environment, the only thing, however, that might get damaged is ones own pride.
The aims of the anchor handling course are:
To promote safe and efficient anchor handling operations by enhancing the bridge teams
knowledge of, and skills in anchor handling operations.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc
Chapter 01
Page 1
MTC
The objectives of the anchor handling course are:

By planning of and, in the simulator, carrying out anchor handling operations under normal
conditions, the participant shall demonstrate a thorough knowledge of and basic skills in:
Planning and risk assessment of anchor handling operations adhering to procedures and
safety rules
As conning officer carry out exercises in anchor handling operations
As winch operator carry out exercises in anchor handling operations
On user level, the design, general maintenance and correct safe use of anchor handling
equipment
The use of correct phraseology
The simulator course
The course consists of theoretical lessons alternating with simulator exercises.
The theoretical lessons
The theoretical lessons addresses:
AHV deck lay-out and equipment
AH winch (electrical and hydraulic) lay-out and function
Anchor types, chain, wires, grapnels, etc. maintenance and use
Planning of AH operations
Risk assessment
Procedures
Safety aspects and rules
The simulator exercises
The simulator exercises consist of one familiarisation exercise and 3 to 4 AH operations. The
weather condition during the exercises will be favourable and other conditions normal.
The tasks in the AH exercises are:
Preparing the AHV for anchor handling
Running out an anchor on a water depth of 100 to 700 meters
Retrieving an anchor from a water depth of 100 to 700 meters
Operating an anchor system with insert wire
During the simulator exercises the participants will man the bridge. They will be forming a bridge
team, one acting as the conning officer the other as the winch operator. A captain/chief
engineer will act as a consultant.
Before commencing the exercise, the participants are expected to make a thorough planning of
the AH operation. They will present the plan to the instructor in the pre-operation briefing for
verification.
Chapter 01
Page 2
MTC
During the exercises, the simulator operator will act and communicate as all relevant personnel
e.g.:
Deckhands engine room
Rig crew crane driver tow master
Etc.
The instructor will monitor the progress of the exercises and evaluate the performance of the
team and each individual.
Debriefing
Each exercise will be followed by a debriefing session during which the instructor and the team
will discuss the progress and the outcome of the exercise.
Chapter 01
Page 3
MTC
Commonly used abbreviations:

AHTS:
PSV:
DVS:
SV:
MODU:
FPU:
FPDSO:
FPSO:
FPS:
TLP:
SBM:
SPM:
CALM:
SALM:
SSCV:
HLV:
RTV:
PLV:
SSAV:
ROV:
ROT:
AUV:
DP:
DPO:
HPR:
Anchor Handling tug supply

Platform supply vessel
Diving support vessel
Survey vessel
Mobil offshore drilling unit
Floating production unit
Floating production, drilling, storage and offloading
Floating production, storage and offloading
Floating production system
Tension leg platform
Single buoy mooring
Single point mooring
Catenary anchored leg mooring
Single anchor leg mooring
Semi submersible crane vessel
Heavy lift vessel
Rock dumping/trenching vessel
Pipe laying vessel
Semi submersible accommodation vessel
Remotely operated vehicle
Remotely operated tool
Autonomous underwater vehicle
Dynamic positioning
Dynamic positioning officer
Hydroaccoustic positioning reference
TW:
AHW:
DMW:
PCP:
HHP:
VLA:
SCA:
DEA:
Sepla:
QMS:
HSE:
ISM:
WW:
VSP:
Towing winch
Anchor Handling winch
Dead Man Wire
Permanent chaser pennant
High holding power anchors
Vertical load anchors
Suction caisson anchor
Drag embedded anchor
Suction embedded plate anchor.
Quality management system
Health, safety and environment
International ships management
Work Wire
Vertical seismic survey
Weight in water: Weight x 0,85
Chapter 01
Page 4
MTC
MAERSK TRAINER
Technical Specifications:
LOA:
Breadth:
73,60 m.
16,40 m.
Propulsion:
15600 BHP.
2 Propellers.
2 Spade rudders (Not independent).
Thrusters:
Forward:
Aft:
Deck Layout:
1 x 1088 BHP, Azimuth.

1 x 1000 BHP, Tunnel.
1 x 1000 BHP, Tunnel.
2 Tuggers, 15 T pull.
2 Capstans, 15 T pull.
A/H Equipment: 2 sets of Triplex Shark Jaws. SWL: NA

2 sets of Guide Pins.
2 wire lifters.
2 stop pins, 1 each side.
Distance:
From centre AHW to Stern Roller: 50 m.

From centre AHW to visibel from bridge: App. 20 m.
Breaking load: DMW, WW & Insert Wire:

Chain:
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 02\1.0 MAERSK TRAINER.doc
77 mm and BL= 300 T.

77 mm and BL= 600 T.
Chapter 02
Page 1
MTC
MAERSK TRAINER
Winch Layout:
AHV01: AHV02:
A/H Drum (1):
Max pull, bare drum:

Static brake:
Kernal diam.:
Width of drum:
Flange diam.:
500 T.
650 T.
1,50 m.
3,55 m.
6,50 m.
250 T.
400 T.
0,90 m.
1,225 m.
2,50 m.
Tow Drums (2):

(TW2: Starboard)
(TW3: Port)
Max pull, bare drum:

Static brake:
Kernal diam.:
Width of drum:
Flange diam.:
250 T.
650 T.
1,50 m.
2,05 m.
3,60 m.
125 T.
400 T.
0,90 m.
1,225 m.
2,50 m.
Wildcats fitted on Tow Drums.

Rig Chain Lockers:
1 each side.
Capacity: No limits!!
Bitter end: Between 0 m. and 75 m. each side.
All winches are electrically driven.

Winch computter: SCADA
No pennant reels fitted.
Wires and / or chain can`t be stowed on the aftdeck either in the water the
equipment has to be connected up, in the system.
The winch used for decking the anchor will be locked as long as the anchor is
on deck.
The anchor can not be disconnected from the PCP.
Chapter 02
Page 2
MTC
MAERSK TRAINER
Vessel and Deck Layout:
Chapter 02
Page 3
MAERSK TRAINER
Maersk
E-procurement
Training Centre
work group
A/S
Winch Layout:
Technical Specifications. Ch. 2 Page 4/05
Power Settings / Bollard Pull

Handle
100
90
80
70
60
50
40
30
20
10
00
- 10
- 20
- 30
- 40
- 50
- 60
- 70
- 80
- 90
-100
Bollard Pull (T)

144
143
142
125
98
69
43
23
9
3
0
3
7
15
25
45
54
65
77
105
105
Bollard Pull
200
150
100
50
Tons
Maersk
E-procurement
Training Centre
work group
A/S
MAERSK TRAINER
0
-1,5
-1
-0,5
0,5
1,5
-50
-100
-150
Handle
Anchor Handling. Chapter 2 Page 5/05
MTC
3. Company Procedures
All operations on board must be performed in accordance with Company
Procedures.
The updated procedures can be found on CD-ROM (Q E S System) issued by Technical
Organisation in Copenhagen.
Please make sure that the latest version is in use.
Any copies of the procedures used on the Anchor Handling Course are all:
UNCONTROLLED COPIES.
Following procedures can be useful:
1, Quality 7.: Plans for Shipboard Operations (Risk Assessment)
2, 0357: Prevention of Fatigue Watch Schedules Records of Hours of Work or Rest
7, 0014: Communication with Maersk Supply Service (Supply Vessels)

7, 0176: General Order Letter (Supply Vessels)
8, 0020: Salvage (Supply Vessels)
11, 0015: Bridge discipline (Supply)

11, 0234: Safe Mooring Peterhead Harbour (Supply)
11, 0596: DGPS Installations (Supply, Brazil waters)
11, 0792: DP Operating Procedure (Relevant Supply Vessels)
13, 0042: Transport of Methanol (Supply Vessels)

13, 0065: Cargo (Fetcher)
13, 0207: Tank Cleaning. Water/Oil Based MUD, H2S (Supply Vessels)
13, 0249: Transportation of Tanks Containing Liquid Gases (Supply Vessels)
13, 0251: Hose Handling Alongside Installations (Supply Vessels)
13, 0498: Cargo Handling (Supply Vessels)
13, 0681: Cargo Pipe Systems Segregation of Products (Supply Vessels)
13, 0766: Deck Cargo Stowage Procedure for Stand-by Mode (NORSEMAN/NASCOPIE)
13, 0812: Cleaning of Hoses after Transfer of Oil, Brine and MUD to or from Rig
(Supply Vessels)
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 03\Procedures.doc
Chapter 03
Page 1
MTC
15, 0007: Brattvaag Anchorhandling Winch 250 T (Supply Vessels)

15, 0009: Aquamaster TAW 2500/2500E (Supply Vessels)
15, 0010: Aquamaster TAW 3000/3000E (Supply Vessels)
15, 0016: AH & Towing Wire Maintenance (Supply Vessels)
15, 0019: Towing (Supply Vessels)
15, 0024: Ulstein Brattvaag AH Winch 450-IT (Provider)
15, 0066: Stern Roller Bearing lubrication (Supply Vessels)
15, 0082: Deck Lifting Tool (Supply Vessels)
15, 0142: Wildcat Maintenance (Supply Vessels)
15, 0252: Wire Spooling (Supply Vessels)
15, 0256: Diving Support Vessels Assistance (Supply Vessels)
15, 0258: Working alongside Installations (Supply Vessels)
15, 0259: Wire Rope Sockets (Supply Vessels)
15, 0266: Anchor Handling Deep Water (Supply Vessels)
15, 0273: Triplex Shark Jaw (Supply Vessels)
15, 0538: Safety during Anchor Handling and Towing Operation (All AHTS)
15, 0542: VSP Surveys (Supply Vessels)
15, 0649: Whaleback Re-enforcement (Supply Vessels)
15, 0680: AH & Towing Winch gearwheel (open) greasing (Supply Vessels)
15, 0741: AH & Tow Wires lubrication (Supply Vessels)
15, 0786: Mono Buoys Recovery of Hawsers (Supply Vessels)
15, 0788: Repair of Stern Roller (Pacer, Puncher, Promoter)
15, 0932: Towing Pin Roller (Supply Vessels)
15, 0950: AH & Towing Equipment (Supply Vessels)
15, 1345: Triplex Shark Jaw Control Measurements (Supply Vessels)
19, 0500: Transfer of Personnel and Cargo by MOB Boat (Supply Vessels)
19, 0764: Transfer of Personnel between Ship and Offshore Installation by Basket.
(Supply Vessels)
23, 1092: Welding Equipment
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 03\Procedures.doc
Chapter 03
Page 2
MTC
Anchor
Planning and Risk Assessment

Risk Assessment
Some people have a hard time believing that risk assessment has been in the Maritime industry
since Day One since plans for the ARK were drawn up. Hazards were appreciated and
control measures added mentally before activities were completed safely. The difference to day
is that they have to be documented like so many other items under the banner of the ISM code
and national / international legislation.
It is not a blame culture as seen by a hard core of seafarers.
Obviously it is easy to stand back and comment with hindsight: "If this had been done, then this
would not have occurred".
The company is required to comply with customers' requirements, and to ensure protection of
the environment, property, the health and safety of the employees and other persons, as far as
reasonably practicable, by the application of certain principles. These principles include the
avoidance of risks, the evaluation of unavoidable risks and the action required to reduce such
risks.
A "Risk Assessment" is a careful examination of the process and its elements to ensure that the
right decisions are made and the adequate precautions are in place thereby preventing risks.
Risk is formed from two elements:
The likelihood (probability) that a hazard may occur;
The consequences (potential) of the hazardous event.
To avoid or reduce damage to:
Human life
Environment, internal and/or external
Property
Minimise risks by listing the possible effects of any action, and assessing the likelihood of each
negative event, as well as how much damage it could inflict. Look for external factors, which
could affect your decision. Try to quantify the likelihood of - and reasons for - your plan failing.
Itemising such factors is a step towards the making of contingency plans dealing with any
problem.
Use judgement and experience to minimise doubt as much as possible. Think through the
consequences of activities, be prepared to compromise, and consider timing carefully. Be aware
of that people are not always aware of the risks, as they cant see them.
An example:
A man standing close to the stern roller: One of the risks is, that he can fall in the water. As a
matter of fact he is not falling in the water he is able to see the hazard so he is aware.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 04\1.0 Planning and RA.doc
MTC
Anchor
On the other hand:

During an anchor handling operation an AB is hit in his forehead by a crowbar while he is
punching a shackle pin out using a crowbar. The wire rotates caused by torsion in the wire he
cant see the hazard so he is not aware of the risk when using a crowbar.
An initial risk assessment shall be made to identify and list all the processes and their
associated hazards. Those processes having an inconsequential or trivial risk should be
recorded, and will not require further assessment. Those activities having a significant risk must
be subject to a detailed risk assessment.
A risk assessment is required to be "suitable and sufficient" with emphasis placed on
practicality. The level of detail in a risk assessment should be broadly proportionate to the tasks.
The essential requirements for risk assessment are:
A careful examination of what, in the nature of activities, could cause risks. Decisions
can then be made as to whether enough precautions have been taken or whether
more should be done to prevent the risks.
After identifying the risks and establishing if they are significant, you should consider if
they are already covered by other precautions. These precautions can for example be
Work Place Instructions, Work Environment Manual, Code of Safe Working Practices
for Merchant Seaman, Procedures, checklists etc. and also the likelihood of failure of
the precautions already in place.
Where significant risks have been identified a detailed risk assessment in writing must be
carried out and recorded appropriately.
The assessment should consider all potential risks, such as who might be harmed and how, fire
and explosion, toxic contamination, oil and chemical pollution, property damage and nonconformances.
What may happen?
Get a general view of:
The process, i.e., materials to be used, activities to be carried out, procedures and
equipment to be used, stages of human involvement, and the unexpected operational
failure which may result in further risks.
Determine the probability:
Quantification: Low - Medium - High
Focus on the potential hazardous situations and assess consequences if it happens:
Quantification: Low - Medium - High.
How will it be possible to intervene, and / or to reduce the risk?
What can be done to reduce the probability?
What can be done to reduce the consequences?
Decide whether existing precautions are adequate or more should be done.
Record it.
Review the risk assessments from time to time and revise, if necessary.
MTC
Anchor
Planning
Why?
So everybody knows what is going to happen.
Take care of inexperience personnel, so they know what to do and when. They do not have the
same life experience as the well experience personnel they cant just look out though the
windows and say: Now we do this and this.
Quotation from new 3. Engineer:
Planning is the only thing we as inexperienced can hold on to.
- Companys Core Valure
Constant care
No loss should hit us which can be avoided.
Planning is important. Be prepared at all time.
Developments may be difference from what you expected.
Make sure to have an overview of the situation at all times.
Follow the established procedure and make your own procedure to
awoid any unnecessarily riscs.
Use your commen sence.
Training of the crew/staff.
Planning and risk assessment can effective be done in one and same working procedure.
On the page 6/06, you will find an example of a form which can be used for this purpose.
Have a visual plan
MTC
Anchor
Planning:
Goal
Descibe the goal. When do we have to be ready.

Collect data check systems
What
What to do to reach the goal
Who
Delegate tasks make sure everybody knows

who are responsible for each task
How
Make job descriptions, descripe standard procedures,

make risk assessment
When
When do the tasks need to be finished?

Prioristising of tasks
Be ready to correct the plan as necessary
Have status meetings

Work as a team
Keep the leader informed
Goal, example:
Be ready for anchor handling at POLARIS

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

Anchor type
PCP, length, chaser type
Chain / Wire combination
Chain, length and size
Wire, length and size
Winch drum capacity
Load calculations, maximum weight of system, how much
force can I use on engines
Power consumption
Communications:
Contact persons
VHF channels
Charts and drawings
MTC
What to do:
Anchor
Prepare deck:
Which drums
Check correct spooling of wires
Chain wheel size correct size
Shark Jaws size correct size
Chain lockers
Prepare engine room: Defects, out of order, limitations

Power consumption
Ships stability
Ballast, bunkers, trim
Make risk assessment on each job
Voyage planning:
Precautions when:
Approaching,
Working alongside
Moving off / on location
Contingencies
Prepare checklists
Brief crew of coming job ToolBox Meeting
Who:
Make sure all know their job

Make sure all know the difficult / risky part of the operation
How:
Prepare job descriptions and safe job analysis

Use standard procedures as far as possible
Apoint responsible person for each job
When:
Time consumption for each job

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

Job:________________________________________________________
Working process /
Plan
Hazard
Consequence
Probability Action to
eliminate / avoid risk
What to do,
if risk cannot
be avoided
Chapter 04
Page 6
ANCHOR HANDLING CALCULATIONS
The 5 steps to
success
in
Anchor Handling
The TASK :
600 Meters water depth
10 T Anchor
3 Wire / Chain
3000 = 914 Meter Dead Man Wire
Can we run and retrieve the anchor ?

Can we deck the Anchor ?
Planning
APM-Procedure:
Deep-water A/H. 15, 266
STEP 1 : Wirelength
Wirelenght 1.5 in shallow water,
but less in deep water (>300 Meter)
600 x 1.1 = 660 Meters

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

STEP 2 : Winch Capacity
Connection
on drum you
maybe loose
30-50 meters
A
B
D
C
Winch Capacity = AxCxx(A +B)

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

STEP 3 : Winch Max. Pull
(Max pull 1.) * B = K * (Actual diam.)

Max pull 1. = 260 T
K = (260*1020)/2560 = 100 T (Dynamic)
The static holding force (Bandbreak) is bigger.
Probably 30-50 %

Quadratic equation.
Ax2 + Bx + C = 0
_______
X =
-B B2-4AC
2A
____________________________________________________________________________
Capacity on drum = A * C * 3.14*(A+B)

d d
914000 = A * C * 3.14*(A+1020)
77 77
914000*77*77 =A2 + 1020A
3.14*1300
(-C = Ax2 + Bx)

(Ax2 + Bx + C = 0)
A=1 B=1020 C=-1327561,5
A2+1020A-1327561,5 = 0
___________________
A = -1020 10202-4*1*(-1327561,5)
2*1
__________
A= -1020 6350645,9
2
A= -1020 2520,0
2
A = 750 MM

(Max pull 1.) * B = K * (Actual diam.)

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

STEP 4 : SYSTEM WEIGHT
Chain : 126 kg/m 3
Wire : 25 kg/m 3
Weight
600 * 0,126
Anchor + ?? (10 + 5)
Totalt:
Incl. Bouyancy 90,6 * 0,85
=
=
=
=
Bouyancy = 15 %
Must only be used as safetyfactor

According to proc. 15,266,
600 M
75,6 T
15,0 T
90,6 T
77,0 T
Density iron = 7,86

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

STEP 4 : SYSTEM WEIGHT
Decking the anchor
Weight without bouyancy
600 * 0,126
Anchor + ?? (10 + 5)
Totalt:
=
=
=
75,6 T
15,0 T
90,6 T
To deck the anchor you maybe

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

STEP 5 : Bollard Pull
200 M

STEP 5 : Bollard Pull
43 T
43 T
43 T
77 T
88 T
90 T
99 T
?
?
600 m
Probably using 40% pitch on

Maersk Trainer = 43 T Bollard Pull
MTC
Electrical winches
The winches mentioned are based on A-type winches.
The winches are of waterfall type.
Electrical winches are driven via shaft generator or harbour generators through main
switchboard to electronic panel to DC motors.
The winch lay out is with anchor handling drum on top and 2 towing winches underneath and
forward of the A/H winch. The towing winches each has a chain wheel interchangeable
according to required size.
The winch has 4 electrical motors. The motors can be utilised with either 2 motors or all 4
motors for the AH drum depending on required tension or with one or two motors for the towing
drums. The coupling of motors is via clutches and pinion drive.
The clutching and de-clutching of drums is done with hydraulic clutches driven by a power pack.
This power pack is also used for the brake system on the drums, as the band brake is always
on when the handle is not activated.
Apart from the band brake there is also a water brake for each electric motor as well as a disc
brake. The disc brake is positioned between the electric motor and the gearbox. The water
brake is connected to the gearbox and within normal working range, 50% of the brake force is
from the water brake and 50% from the electric motor brake.
The drums are driven via pinion shafts clutch able to pinion drives on the drums. Pinion drives
are lubricated continuously by a central lubricating system to ensure a good lubrication
throughout the service. The control handle for the winch activates the lubrication system, and
only the active pinions are lubricated.
Each winch also has a spooling device to ensure a proper and equal spooling of wire on the
drum. The spooling device is operated by means of a hydraulic system supplied from the same
power pack as mentioned above.
Finally, separating the winch area and the main deck is the crucifix which divides the work
wires in compartments for each winch. It is also part of the winch garage construction.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 05\AHT winches.doc
Chapter 05
Page 1
MTC
Winch operation
The winches are operated from the aft desks in port side, but can also be operated at the winch.
When operated locally from the winch only speed can be obtained. There are different bridge
lay outs but they are all to some degree based on previous design and partly identical.
To ensure a good overview for the operator a SCADA system has been installed showing the
winch status. Further there is a clutch panel allowing the operator to clutch drums in and out
according to requirement. On the panel lub oil pumps for gearboxes, pumps for hydraulic
system and grease pump for gearwheels are started.
Winch configuration and adjustment is done on the panel, which here at Maersk Training Centre
is illustrated by a touch screen monitor. The different settings can be done on the touch
screen.
Normally the winch drums are not visible from the bridge. Instead the drums are monitored via
different selectable cameras installed in the winch garage. These are connected to monitors on
the aft bridge allowing the operator and the navigator to monitor the drums.
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General Arrangement
Chapter 05
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A/H-Drum at full Capacity
Chapter 05
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SCADA: Supervisory Control and Data Acquisition

This system gives the operator an overview of the winch status as well as a warning/alarm if
anything is about to go wrong or already has gone wrong. The system is PLC governed
Watchdog.
3 types of alarms are shown:
Alarm:
A functional error in the system leads to stop of winch.
Pre alarm:
The winch is still operational but an error has occurred,

which can lead to a winch stop/failure if the operation
continues in same mode.
Warning:
Operator fault/wrong or illegal operation
The clutch panel

On the clutch panel the different modes of operation can be chosen. In order to clutch all
functions must be off. It is not possible to clutch if the drum is rotating or a motor is running.
Change of operation mode can not be done during operation.
Speed control mode
Motors can be operated with the handle in:
Manual clutch control.
If no drum is clutched in.
When drums have been chosen.
Tension
Static wire tension:
The pull in wire/chain is measured from the braking load. The drum is
not rotating and the band brake is ON. The pull is calculated from
strain gauges.
Dynamic wire tension: The pull in the wire/chain is measured from the actual torque in the
motor. The drum is rotating or almost stopped but not braked.
Max wire tension:
Highest possible pull in the wire/chain that can be handled by the motor
converted from static pull to dynamic pull.
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Over speed
Over speed of the motor has been the most frequent cause for winch breakdowns. Therefore it
is of utmost importance to protect the motor against overspending.
Over speed occurs when the load on the wire/chain surpasses what the motor can pull/hold and
the drum starts uncontrolled to pay out.
The winch is protected against over speed in the following way:
1.
When pay out speed exceeds 100 %. Full water-brake in stead of 50% electrical brake.
Automatic return to 50% electrical brake and 50 % water brake when speed less than 100
%.
2.
When pay out speed exceeds 105 %. Band brake is applied with 50 % Opens
automatically when pay out speed less than 100 %.
3.
When pay out speed exceeds 110 %. Band brake is applied 100 %.
4.
When pay out speed exceeds 120 %. Shut down. The disc brake is applied and the motor
remains electrical braked until balance or break down of the winch.
Water brake
The water brake is installed as a supplement to the motor brake in order to prevent over speed
of the motors.
Due to the characteristics of the water brake it will work as a brake amplifier when the braking
power of the electrical motor starts to give in.
The winch motor has great braking effect at low rpm whereas the water brake has very little
effect. With higher rpm the braking effect of the water brake increases and the total outcome of
the characteristics is very great.
Electrical brake (Resistor banks)
Resistor banks have been installed to absorb the current generated during pay out. Part of the
current will be supplied to the circuit-reducing load on shaft generators but in situations with too
small consumption to absorb the generated current it has to be burnt off in the resistor banks.
The shaft generators are protected from return current and can not receive current from the
main switchboard.
The resistor banks are clutches in steps according to requirement.
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Band brake
The winch is equipped with a band brake that works directly at the drum. This band brake
ensures that the drum is unable to rotate when the handle is in zero as well as when changing
modes.
If a drum is able to rotate while changing mode it can lead to a break down. 50% of the brake
force comes from springs built in to the brake cylinder and the last 50% from hydraulic pressure.
The band brake is activated via a hydraulic power pack supplying power to the hydraulic
cylinder of the brake.
Band brake mode is used if you want to control a payout without damaging the motor with
over speed.
In this mode the drum is de-clutched only being braked by the band brake. The band brake is
set to maximum holding power (less 2 %) which closes the brake almost 100 %. Then the band
brake can be adjusted to tension wanted.
The tension controller can be set from 0 % to 100 % where 0 % means brake fully closed and
100 % means brake fully open in which case the drum is free to rotate.
Spooling of wire
When spooling of wire it is of utmost importance that the wire is spooled correct. There is no
automatic spooling device as the wires are of different types and dimensions. Furthermore care
has to be exercised when spooling connections such as shackles on the drum as these can
damage the wires. Care must also be exercised specially when spooling long wires as it is very
important these are spooled on very tight to prevent the wire to cut into lower layers when
tension increases.
The length of the wire is measured with raps on the drum and if the wire is not spooled correct
the figure showing wire length on the SCADA monitor will be wrong.
The spooling device can be damaged if the guide rollers are not opened sufficiently when a
connection is passing through. It is very important always to keep an eye on the wire and the
drum.
It may be difficulty to get used to operate the winch using cameras but usually it quickly
becomes natural. Cameras are located in different places in the winch garage giving opportunity
to watch the desired winch drum from different angles.
Adjustment of motor torque
The torque of the motors can be adjusted (HT control). This can be utilised when working with
wires of smaller dimensions which can easily be broken by the power of the motors.
The torque can be adjusted to correspond with the breaking load of the wire. It is done with a
pot-meter on the winch control panel. The torque can be adjusted between 0 % and 100 %.
Normally the HT controller is set at 100 %. Care must be exercised when adjusting below 100
% as the holding power is reduced and case the wire is strong enough there is a risk of over
speed or other malfunction shut down of the system.
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Tension control:
To be used during chasing out of anchors.
By pressing CT ON once the winch is in chasing mode, and the required tension are to be set
on CT-Potentiometer. During chasing out to anchor the winch will start paying out when the
actual tension is more then the adjusted tension.
QUICK & Full Release
At quick release the following actions will be executed automatically.
Preparation: Quick releases (quick release push button pressed).
a) Hydraulic accumulator 1 and 2 (solenoid KY1 andKY2) on.
b) Band brake closed to 100 % and de-energise the active motor(s) in order to get the active
clutch out while the belonging disk brake(s) are lifted. The quick release procedure will be
continued if the winch is clutched out.
Execution quick release when clutch is out (quick release push button remains pressed):
a) Disc brake closed
b) Band brake closed to 7% when pressing the quick release button only.
c) Band brake 100%open when pressing the quick release and the full release button both.
Stop quick release (quick release push button released):
a) Band brake closed to 100% when the hydraulic pump is running or to 50% when the
hydraulic pump is not running. (Spring operation only).
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Hydraulic winches
General remarks
There is little difference in running a hydraulic winch and an electrical winch. The winch is
operated with handles for heave in and pay out and for controlling the speed.
The lay out of the winch configuration can vary according to ships type. Some ships are
equipped with 2 towing winches and 2 anchor handling winches. (P type)
Latest deliveries (B-type) with hydraulic winches have 1 anchor handling winch and 2 towing
winches.
Both types have chain wheels installed on the towing winches.
Lay out (B-type)

The winch is waterfall type and consists of 1 anchor handling winch and 2 towing winches.
For running the winches 4 big hydraulic pumps are installed in a pump room. They supply
hydraulic oil to 8 hydraulic motors. The motors transfer power to close clutches which again
transfer the power to a drive shaft. The drive shaft is common for the towing winches.
The anchor-handling winch is not clutch able but is clutched in permanently. It is possible to
route the hydraulic oil round the anchor-handling winch by remote controlled switches on the
control panel. The winch has 4 gearboxes. 2 gearboxes for the anchor handling winch and 1 for
each of the towing winches.
Clutch arrangement
In order to clutch and de-clutch winch-drums a power pack is installed to supply all clutches.
The following options exist for clutching. Either the anchor-handling drum or a towing drum. 2
winches can be clutched at the same time.
High speed or low speed clutching is not an option as one some ships.
Clutching is done at the panel on the bridge. From there clutching and de-clutching is done as
well as choosing routing of the hydraulic oil for either anchor handling winch or towing winches.
Before clutching the brake must be ON. A passive surveillance will warn if trying to perform an
illegal act.
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Brake arrangement
The hydraulic winch has 2 braking arrangements. The hydraulic brake acts via the motors and
the mechanical band brake, which is manually operated.
The hydraulic brake is activated when the oil is passing discs in the motors. A certain slippage
will. Always exist in the hydraulic motors giving a slight rotation with tension on the wire. It is
therefore quite normal to observe the winch paying out slightly even though the handle is not
activated.
If the operation demands the wire to be 100 % secured it is necessary to put the band brake
ON.
Tension control
The maximum tension, which can be applied to the wire/chain, depends on the pressure in the
main hydraulic system.
This can be adjusted by a potentiometer installed in the control panel for each winch. If the
tension raises to a higher value than the adjusted, the winch will pay out.
This is very useful when chasing for an anchor, as it can avoid breakage of chaser collar and
PCP.
Emergency release and ultimate release
When the emergency release button is pushed, the band brake is lifted and the pressure in the
hydraulic system is reduced to a minimum, causing the winch to pay out. The normal over
speed protection is active.
If a winch drum which is not connected to a motor is emergency released, a small brake force
will be applied by the band brake, just enough to prevent the wire from jamming on the drum.
The ultimate release button has the same function, the only difference is that the over speed
protection system is not active. This might lead to serious damage of the winch motors.
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Hydraulic winch, B-type
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TOWCON
TOWCON 2000 is a control system for controlling and monitoring all towing functions, shooting
the tow wire, towing the towed object and hauling the tow wire.
The system handles both dynamic towing, hydraulic braking and static towing with brakes.
All data as wire lengths, adjusted max tension, actual wire tension, wire speed, motor pressure,
motor temperatures and motor R.P.M. is presented on a high resolution LCD graphical monitor.
The system alarms the user in case of unexpected occurrence, or to warn about special
conditions.
Alarm limits; wire data and control parameters can easily be programmed. Several functions can
be simulated, and there is a system for error detection. Statistical data can also be read.
The system has small mechanical dimensions, and is easy to mount.
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Instruction for use of Wire Drums

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

It will occasionally be necessary to change out the chain wheels depending on the size of chain
to be used. As the size of chain wheels has to fit to the size of chain.
Chain wheels are manufactured for chain of a certain size and using it for other sizes can cause
damage to both the chain and the wheels.
It is important that the chain fits exactly in the pockets to prevent the chain from slipping. A
chain, which is not fitting in size, can wear the chain wheel down in a short time and is timeconsuming to weld and repair.
It can be a troublesome task to change out a chain wheel if it is stuck on the shaft. Which is
often the case when working for a long time with tension of 150 tons or more. Also if some of
the links in the chain did not fit exactly in the pockets and have been slipping which gives large
loads on the chain wheel.
Large hydraulic jacks and heating is not always sufficient to dismantle a chain wheel. In most
cases time can be saved by fitting an "I" or "H" girder to support in one of the kelps of the chain
wheels and welded to a Doppler plate on deck to distribute the weight. The winch is then rotated
in local control counter wise to create a load on the chain wheel. This should cause the chain
wheel to come loose allowing the wheel to be dismantled.
Changing of chain wheel can take anything from 8 hours to 24 hours depending on where and
who changes the chain wheel and is often subject to discussion between charter and company
as time used is often for charters account.
It is still the responsibility of the ship to ensure that safety rules and procedures are adhered to
even when shore labour is assisting. Emphasising the need to observe that pulling devices are
used in a correct manner to avoid damage to threads. Likewise it is important to supervise the
use of hydraulic tools to prevent damage to winch motors and anything else which might be
used as a foundation for the hydraulic tool.
When the chain wheel has been changed often the changed out wheel is stored at shore.
Before sending ashore it is imperative to preserve it in a satisfactorily way. Lots of chain wheels
have been stored out doors without proper protection and supervision. These chain wheels
have to be scrapped. It is the responsibility of the ship to ensure the proper preservation and
storing.
NOTE.
A return advice must always be filled out for chain wheels being landed.
Chapter 05
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TRIPLEX - SHARK JAW SYSTEM.

This equipment has been installed with the objective of safe and secure handling of wire and
chain and to make it possible to connect/disconnect an anchor system in a safe way.
Most vessels are provided with a double plant, - one at the starboard side and one at the port
side of the aft deck.
The largest plants installed in the vessels today have an SWL of 700 tonnes and they are able
to handle chains of the size of 7 or wires with diameter up to 175 mm.
Two control panels are installed in the aft part of the bridge console close to the winch operating
panels. The panels are located in port side and in starboard side referring to the respective
plant. The port side panel serves the port side TRIPLEX shark jaws and pins and the starboard
side serves the starboard side TRIPLEX.
Before any operation of these panels it is most important that the operator has studied the
manuals and made himself familiar with the functioning of the plant and that any operation
complies with the navigators instruction. If an order has been indistinct or ambiguous the
operator MUST ask for correct info to avoid any doubt or misunderstanding of the operation to
take place.
This instruction of the TRIPLEX plant has been adjusted to comply with the latest layout and to
describe exactly the plants as they appear in the latest and future new buildings and where the
company has decided to modify the existing plants in order to comply with safety.
The layout is mainly TRIPLEX but APM has added quite some changes to the plant in order to
improve and optimise the safety and reliability.
The manufacturer, TRIPLEX, has not implemented this modification as a standard version in
their basic plants. The development of this modification was prepared and completed by APM
based on experience.
The Danish Maritime Authorities have approved this improvement.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 06\1.0 TRIPLEX-Shark Jaws.doc
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Operation
To oblige accidents most possible an operating procedure has been prepared.
The operator must carefully study this procedure in order to obtain and ensure full
understanding of the function of the plant.
The marks welded on the links indicate whether the jaws are locked or not. The links MUST
pass 180 degrees to achieve Locked position.
If any irregularity in this respect should occur due to e.g. wear down it will be indicated clearly,
as the marks are no longer aligned.
It is as a fact ALWAYS the deck crew who make the final decision if the jaws are locked or not.
As they have to convince themselves by visual check of marks and upon this turn a lever
outside the crash barrier as a confirmation to the operator on the bridge. When this has been
performed the jaws are to be considered Locked.
After the acceptance from the deck the bridge operator can not operate any part of the shark
jaws.
The only option for overruling this condition is the Emergency release- buttons!
Emergency operation
In cases of power failure (Black Out) it is still possible to operate the shark jaws as the plant is
supplied from the vessels emergency generator.
Should even the emergency power supply fail it is possible to release the jaws by the
Emergency Release system. In this case the system is powered by nitrogen loaded
accumulators located in the steering gear room and from the vessels 24 volt battery supply.
The accumulators are reloaded at each operation of the hydraulic power pack for the TRIPLEXsystem.
Maintenance and inspections

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

It is very important to make sure that the shark jaws links are able to reach the correct position
when in Lock- position. The links have been provided with indication marks that have to be
aligned when locked and a special ruler is included in the spare parts delivered along with the
equipment. This ruler is used to check that the links are well above 180o.
Ref. Chapter 1, Section 7.2.4, - drawing B-2209 section C.
Please see procedure 15, 1345: Triplex Shark Jaw Control Measurements.
Also refer to wooden model for demonstration.
This check has to be performed frequently and should be comprised by the Programmed
Maintenance System on board the vessel. If the equipment has been exposed to excessive load
or at suspicion of damage check must always take place and the result entered in the
maintenance log.
The shark jaws may often be exposed to strokes and blows from anchors tilting or other objects
handled.
Safety
It is most important to oblige safety regulations and guide lines connected to the operation of
the plant.
Ensure that all warning signs are located as per instructions - ref. Chapter 1, section 1.
If maintenance or repair work has to be performed inside the shark jaws compartment the plant
MUST be secured in order not to operate the unit unintended or by accident. This includes the
emergency operation as well.
To eliminate the risk of emergency release of the system the accumulators have to be
discharged by opening the return flow valve to the power pack. This will ensure safe access to
the shark jaws compartment.
In case repair or check is performed inside the trunk and the jaws are in upper position it must
not be possible to lower the jaws as the compartment leaves no room for both the jaws and a
person. This may require mechanical fastening of the jaws. (No former accidents reported).
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Guide Pins / A-pins

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

The stop pins are located on the whale back in order to prevent a wire or chain to slide over
the side of the cargo rail. They function exactly as hydraulic jacks controlled from the shark jaws
panel on the bridge.
The stop pins are often exposed to wear and strokes from the wires and the wear may
sometimes cause need for repair. Especially the collar and bushing may require repair as a wire
could have ground the bushing and created burrs which prevents the hydraulic piston from
proper operation. Due to that fact it is important to frequently check the functioning of the stop
pins and to ensure proper greasing. If these pins are not used for a period they easily get stuck.
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2. OPERATION:
2.1
OPERATION OF THE SHARK JAW CONTROL PANEL BUTTON AND

SWITCHES.
PUMP START:
Starts hydraulic pump.

The pump works at constant high pressure. It is equipped with a time
relay which will let the PUMP START LAMP start flashing if it has
been switched on but not used for a set period of time.
NOTE!
Ensure that valves on suction line are opened before starting up.
PUMP STOP:
Stops hydraulic pump.
WIRE LIFT UP:
Raises the wire lift pin.
WIRE LIFT DOWN:
Lowers the wire lift pin.
The following controls of the panel are arranged so that those on the right side of the panel are
connected to port and those on the left side to starboard.
LOCK-O-OPEN:
Each of these two switches raises locks and opens one Jaw of the
Shark Jaw respectively.
These switches can be operated
simultaneously or individually.
When in the central "0" position each switch stops its respective
Jaw of the Shark Jaw in whatever position it has reached. This is the
normal off position for the switches when the Shark Jaw is not in use.
When turned to the LOCK position each switch raises and locks its
respective Jaw of the Shark Jaw. When turned to the OPEN
position each switch lowers its respective Jaw of the Shark Jaw.
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LOCK-O-OPEN:
When full lock pressure is obtained the LOCK PRESSURE lamps

comes on, and when the locking cylinders are in the extended
position, the JAW IN POS. lamps comes on. The work deck-operator
inspects the marks on the link joints, and if the marks indicate that
the jaws are locked, he turns the lever located in the JAW POS.
ACCEPT box to JAW LOCK POSITION ACCEPTED.
On the control panel the ALARM light goes out and the JAWS
LOCKED light comes on.
The jaws are completely locked when the link joints passes 180
degrees, and marks on link joints are on line.
When the Shark Jaw is locked, both switches remain at the LOCK
position. If the lock pressure falls on either one or both jaws or the
locking cylinders are not in the extended position the respective LED
goes out. Then the JAWS LOCKED -right goes out and the ALARM
LIGHT comes on. Under JAWS LOCKED conditions the PUMP
STOP cannot be operated.
QUICK RELEASE:
Before operating the QUICK RELEASE, Guide Pins and Wire Lift
Pin must be in level with the deck.
Two push buttons.
To operate the QUICK RELEASE with only the jaws in raised
position both OPEN-O-LOCK switches must first be moved to the
central "0" position and the JAW LOCK POSITION ACCEPT lever
turned to JAW READY FOR OPERATION. The alarm light goes out
and the buzzer and alarm on deck comes on when the QUICK
RELEASE button cover is opened. Then both QUICK RELEASE
buttons must be pressed at the same time.
The system is reset by pressing and reset the E-STOP button.
EMERGENCY RELEASE: Two push buttons on the emergency release panel. For
retracting of Guide Pins, wire lift pin first and then the jaws.
To operate the EMERGENCY RELEASE the both buttons
must be pressed at the same time. The buzzer comes on
when the EMERGENCY RELEASE button cover is opened.
When the buttons are pressed the lights above them will
come on. The system is reset by pressing the E-STOP button.
GUIDE PIN UP:
Two buttons, which when pressed raise the respective guide pins.
GUIDE PIN DOWN: Two buttons, which when pressed lower the respective guide pins.
EMERGENCY STOP:
E-STOP button. When pressed the current to all functions of

the control panel is cut.
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OIL LEVEL LOW

-TEMP HIGH:
If the oil level in the hydraulic oil tank becomes too low
or the oil temperature gets too high, the OIL LEVEL LOW / TEMP
HIGH lamp comes on.
LAMP TEST:
When the lamp test button is activated, all lamps on the panel will
light up.
CONTROL PANEL
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Marks for Locked on Hinge Link

The marks welded on the links indicate whether the Jaws are locked or not. The links MUST
pass 180 degrees to achieve Locked Position.
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2.2- OPERATION OF THE "JAW IN POSITION ACCEPT" LEVER:

"Jaw in Position Accept Box" placed on the work deck with lever
inside for operation to JAW READY FOR OPERATION or JAW
LOCK POSITION ACCEPTED.
JAWS LOCK
POSITION
ACCEPTED:
When the OPEN-O-LOCK switches on the main control

panel are in LOCK position and all lamps for JAW IN
POSITION and LOCK PRESSURE light, the work deck operator
inspects the marks on the link joints. When the marks indicate that
the jaws are locked he turns the lever to position: "JAW LOCK
POSITION ACCEPTED". On the control panel the JAWS LOCKED
lamp then comes on.
The Shark Jaw is now ready to hold the load. When the lever is in the
JAW LOCK POSITION ACCEPTED the LOCK-O-OPEN and QUICK
RELEASE buttons cannot be operated without first turning the JAW
POSITION ACCEPT lever to the JAW READY FOR OPERATION
position.
The EMERGENCY RELEASE operates even with the lever in
position: "JAW LOCK POSITION ACCEPTED".
Before operating the Shark Jaw the JAW POSITION ACCEPT lever
has to be turned to JAW READY FOR OPERATION.
If the pump stops when the jaws are in locked position and JAW
LOCK POSITION ACCEPTED the JAWS LOCKED lamp goes out
and alarm lamp comes on. Procedure for control of the jaws in
locked position then have to be repeated, marks on the link joints
inspected and confirmed with operating JAW LOCK POSITION
ACCEPTED.
2.3
OPERATION OF THE CONTROL PANEL AT EMERGENCY

POWER.
2.3.1 Emergency power to the bridge Control Panel.

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

All functions to be operated as on normal power.
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3.
ELECTRIC AND HYDRAULIC POWER SYSTEM.
3. 1.
ARRANGEMENT OF SYSTEM.
Refer to enclosed hydraulic diagram (section D).
A variable displacement hydraulic pump supplies the system.
The oil is distributed to the various electrically operated solenoid valves. When
activated these valves supply the oil to the hydraulic cylinders, which power the
Jaws, Wire Lift Pin, Guide Pins and Stop Pins.
The pump is connected to accumulators, which are charged as soon as the
system reaches maximum working pressure.
As shown in the hydraulic diagram, all the necessary relief valves over centre
valves and check valves are fitted to enable the system to function efficiently.
The electric system is powered from 220 or 110 Volt AC and is transformed /
rectified to 24 Volt DC.
The system must have a 24 Volt Direct Current emergency power supply.
3.2.
FUNCTIONING OF QUICK RELEASE - JAWS ONLY.

Wire or chain held by the Shark Jaw can be released by turning the OPEN-OLOCK switches to the OPEN position, or by operating the QUICK RELEASE.
When required the QUICK RELEASE system can be used to open the jaws.
QUICK RELEASE is operated by turning both OPEN-O-LOCK switches to the
central "0" position and the JAW POSITION ACCEPT lever turned to READY FOR
OPERATION. The alarm light goes out and the buzzer comes on when the
QUICK RELEASE button cover is opened. Then both QUICK RELEASE buttons
must be pressed at the same time.
The need to operate two sets of controls to activate the QUICK RELEASE system
is a safety device to prevent the QUICK RELEASE from being operated by
accident.
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3.3.
FUNCTIONING OF EMERGENCY RELEASE

A separate control panel on the bridge operates the EMERGENCY RELEASE.
When the EMERGENCY RELEASE is operated, solenoids nos. 42 and 35 are
activated (refer to hydraulic diagram)
The solenoid valve pos. 11 then releases pilot pressure from the accumulators,
supplying high pressure oil to the Wire Lift Pin and Guide Pins hydraulic cylinders,
to retract WIRE LIFT PIN and GUIDE PINS to deck level before the Jaws open.
Following this, even if the WIRE LIFT PIN or GUIDE PINS do not fully retract for
any reason, the Jaws will automatically open and reach deck level in 10 - 20
seconds.
- Pressing the E-STOP button can stop the whole procedure -
3.4.
EMERGENCY RELEASE UNDER "DEAD SHIP" CONDITIONS.

The EMERGENCY RELEASE system can also operate under "dead ship"
conditions and under load. This is possible because the accumulators are
charged at the same time as the jaws are locked and the system reaches
maximum working pressure.
Should "dead ship" condition occur and the pump stop the emergency current from
the battery makes it possible to release with. power from the accumulators in the
same way as described above. Even under "dead ship" condition, with no power
from the pump, a load can safely be held in the Jaws, as the link joints are
"locked" past 180 degrees.
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4.
Testing program for the Triplex Shark Jaw H-700.

Recommended and approved by the Norwegian Maritime Directorate.
4.1. Triplex Shark Jaw.

The Triplex Shark Jaw and central manoeuvring components have been tested by
manufacturer with 240 bar oil pressure.
4.2
Test without Load.

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

Wire of necessary strength to be locked in the Shark Jaw and a static load test to
be carried out by pulling with a load corresponding to the ships bollard pull.
5.
General Maintenance
For Triplex Shark Jaw Type H-700
Triplex Guide Pins Type S-300
5.1
Accumulators Depressurising
Important!
Before maintenance work on Shark Jaw it is important to empty the accumulators
for oil by opening of the ball valve on the power unit.
Chapter 06
Page 12
MTC
5.2
Shark Jaw Unit

Check regularly before use, that link joints and jaws have no wear and tear or damages
that can cause any danger.
All bearings and bolts in all joints should be tight.
Check tightness of all bolts and nuts regularly or minimum two times per year.
The inside of the Shark Jaw housing and the moveable parts must be cleaned regularly.
Lubricate according to the lubricating chart.
Shark Jaw Unit Service / Inspection Safety Device:
Before service or inspection of parts inside the Shark Jaw with the jaws in locked position
the jaws must be secured by welding a clamp on top of the Jaws. Remember to remove
the clamp before starting pump.
5.3
Guide Pins Units

Check torque on bolts for the top hats and guide plates on the lower end of the guide
pins, regularly minimum two times per year.
Recommended torque for M24 bolts 10.9 qualities black and oiled is 108 kpm.
Recommended torque for M30 bolts 10.9 qualities black and oiled is 175 kpm.
Check and clean regularly the inside of the guide pin housing.
Lubricate according to lubrication chart.
Chapter 06
Page 13
MTC
Guide Pins Service / Inspection Safety Device:
Before service or inspection of parts on Guide Pins with the pins in upper position the
pins must be secured with a support inside.
Remember to remove the clamp before starting pump.
5.4
Hydraulic System
The filter element for the H.P. and return line filter on power pack have to be changed
when indicators show blocked filter or minimum one time per year.
Check regularly all high pressure hoses inside the Shark Jaw and Guide Pins.
Ensure that spare high pressure hydraulic hoses are always carried on board.
Hydraulic oil according to lubrication chart.
Chapter 06
Page 14
MTC
5.5
Electric System
5.5.1 With Power Switched off.

Tighten every screw connection for electrical termination. Check all cables for damage.
5.5.2 With Power Switched on.

Check that all operations from the control panel are functioning.
The same procedure shall be followed, also for the emergency release box.
5.6
Control of Operation with Current from the Emergency Power Supply.

Switch off the automatic fuse inside the junction box and check the operation of the
Shark Jaw from the control panel.
Check also the alarm functions.
Chapter 06
Page 15
MTC
6.
Control Measurements / Adjustments.
6.1
Control Measure in Lock Position:
Chapter 06
Page 16
MTC
6.2
Adjustment of inductive proximity switches on lock cylinders.

1.
2.
3.
4.
5.
6.
Change inductive proximity switch if defect.

Dismantle cover on link joint.
Move jaws to LOCK position.
Adjust proximate switch until light on sensor comes on. Tighten contra nut on
proximate switch.
Open and lock jaws to check that light on sensor comes on.
Check that adjustment of proximate switch lamp goes out before link joints reach
minimum over centre measurement.
Chapter 06
Page 17
MTC
6.3
Adjustment of Pressure Switches for Lock Pressure.

1.
2.
7.
Adjust pressure to 115 bar.

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

Triplex Shark Jaw Type H-700
Triplex Guide Pins Type S-300
7.1
The Triplex system is installed and used under rough conditions. Due to mechanical
stress, vibrations and aggressive atmosphere and the equipment needs to be maintained
carefully for safe operation.
A functional dry run test is recommended before every anchor

handling operation.
The owner is responsible for all maintenance on the Triplex equipment. He must perform
his own routines and schedules after the following guidelines.
7.2
Checking List Periodic Control Mechanical / Hydraulic.

Procedure for Personal Safety See Section 1; Have to be Followed!
Recommended Regularity:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
MONTHLY
Dismantle manhole cowers on Shark Jaw and Guide Pins.

Check H.P. hoses, pipes and fittings. Poor H.P. hoses to be changed.
Check that all bolts are properly tightened.
Check that link joints are over centre when jaws are in locked position. See
drawing B-2209.
Check wears on jaws, rollers and bearings. Repair and change where necessary.
Movement of bolts and link joints to be controlled under the function test.
Look carefully for cracks and deformations.
Check sea water drain pipes from Shark Jaw and Guide Pins.
Check oil lever in hydraulic oil tank.
Starts pump and check that hydraulic pressure raise to max. working pressure
(175 bar).
Check accumulator nitrogen pressure: 35 Bar.
Its important first to empty the accumulators for oil by opening the ball valve on
the power unit. Then connect gas-filling equipment according to accumulator
precharging procedure.
Chapter 06
Page 18
MTC
11.
12.
13.
7.3
Auxiliary equipment as lubrication system to be checked according to the grease

system manual. (LINCOLN)
Check that gaskets for manhole covers are in good condition.
Fit all manhole covers.
Checking List Periodic Control Electrical

Procedures for Personal Safety see Section 1. Have to be followed!
Recommended Regularity:
1.
2.
3.
4.
5.
6.
7.
8.
9.
MONTHLY
Switch power off.

Perform Visual inspection for mechanical damage on:
- Junction boxes, control panels and cabinets.
- Cables.
- Indicators and switches.
- Electrical components mounted on the entire Triplex equipment / delivery.
Open every electrical cabinet, panel and boxes one by one, inspect for damage
and heat exposure.
Control that all components are firm fastened, and relays are firm in their sockets.
Screw connections for every electrical termination to be carefully tightened.
Damages and other un-regularities must corrected immediately.
Power on, and perform complete functional test programs:
- Normal operation of all functions.
- Quick release.
- Emergency release.
Check emergency power (24 V) to junction box.
Remount all panels and doors / covers.
Chapter 06
Page 19
MTC
7.4 Testing without Load Yearly Testing.

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

Wire with required strength to be locked in the Shark Jaw. Make emergency
release with a load of 90 tons on the wire (Jaws).
First test:
With the pump running.
Second test: With the pump stopped and accumulators fully loaded.
Chapter 06
Page 20
Maersk
Training Centre
A/S
E-procurement
work group
In closed / locked position View from astern of Jaws.
Triplex Shark Jaw System

Anchor Handling Course, chapter 6
Mark on line !

In closed / locked position Looking aft.

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

Double set of Jaws, Pins and Wire lifter

Looking aft. A- type vessel.

View from the bridge.
A-type vessel.

Chain stopped off by the Shark Jaw Looking aft.

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

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

MTC
KARM FORK SHARK JAW SYSTEM.

This equipment has been installed with the objective of safe and secure handling of wire and
chain and to make it possible to connect / disconnect an anchor system in a safe way.
Most vessels are provided with a double plant, - one at the starboard side and one at the port
side of the aft deck.
The Karm Fork system is a patented design for anchor handling and towing operations. The unit
consists of a wide, strong foundation that is inserted into the deck structure. The Fork runs
vertically up and down in the foundation. High-pressure hydraulic cylinders power the Karm
Fork unit.
The Karm Fork can easily be adapted to different wire / chain dimension by changing the insert.
The Karm Towing Pins system is a patented design for anchor handling and towing operations.
The unit consists of a wide, strong foundation that is inserted into the deck structure. The
Towing Pins run vertically up and down in the foundation. The Karm Towing Pins have flaps for
horizontal locking. As the pins move upward they turn the flaps towards one another. This
system traps the wire / chain inside a square avoiding it to jump of the towing pins.
High-pressure hydraulic cylinders power the Karm Fork unit.
The Karm Fork & Towing Pins are all placed in the same foundation.
The largest plants installed on board the APM vessels today have a SWL of 750 tonnes and
they are able to handle chains of the size of 6.
Before any operation of these panels it is most important that the operator has studied the
manuals and made himself familiar with the functioning of the plant and that any operation
complies with the navigators instruction. If an order has been indistinct or ambiguous the
operator MUST ask for correct info to avoid any doubt or misunderstanding of the operation to
take place.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 07\1.0 Karm Fork.doc
Chapter 07
Page 1
MTC
KARM FORK Shark Jaw

Wire and chain Stopper
Fig 1
Chapter 07
MTC
Inserts for KARM FORK
Fig 2
Inserts and Carpenter Stoppers for KARM FORK
Fig 3
Chapter 07
Maersk
E-procurement
Training Centre
work group
A/S
Karm Fork in top position with top cover on.

Towing Pins in parked position.
Looking aft.
MAERSK DISPATCHER
Karm Fork Shark Jaw System

Karm Fork and Towing Pin

in top position.
Looking aft.
MAERSK DISPATCHER

Karm Forks and Towing Pins in top position

with Safety Pins in.
Looking towards port.
MAERSK DISPATCHER

Karm Forks and Towing Pins in top position

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

Both sets of Towing Pins in up / locked position.

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

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

First of all it is recommended to read the Technical Information regarding steel wires by Fyns
Kran Udstyr / Randers Reb. These information make the foundation for the following Good
Advises and Guidelines.
The wire-thread, which is used in the production of a steel wire, has a very high tensile strength
compared by ordinary steel.
Trade steel (Steel 37) has a tensile strength at app. 37 kp/mm2 (362 N/mm2)
Wire steel has a tensile strength from app. 140 to 220 kp/mm2 (1370 2160 N/mm2)
The fact that the wire-thread is so strong has the disadvantage that the bending strength will be
reduced. The wire-thread breaks easily, if it is bent especially under the circumstances as a
Work wire is working under.
Below different subjects concerning or are used in connection with steel wire will be covered.
Especially the negative influence on the steel wire will be covered.
Swivel:
The breaking load will locally be reduced by app. 30%

When a steel wire is under load it opens and at the same time it will be
extended. The swivel makes it easier for the wire to open, stress failure
will occur and the life expectancy will be reduced.
Working Load:
A steel wire must maximum be loaded with 50% of the breaking load.
The material reaches the yield point at 50% of the breaking load. The wirethreads get stiff and will break when they are bent. The life expectancy will
be reduced.
If the load constantly is about the 50%, the steel wire will break.
Loops / kinks:
Gives a reduction in the breaking load at app. 50%

The steel wire will be heavily deformed, when e.g. a kink is straightened out
by applying of a load.
A kink is formed due to extraction of a loop.
Fleet angle:
Does not matter on ships with spooling devices.

But the steel wire has to run straight into a block.
Running in Steel Wire Rope:

Is recommended, if time. In this way the steel wire will gradually become
accustomed to the new conditions.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 08\1.0 Wire 2001.11.UK.doc
Chapter 8 / 1
Page 1
MTC
Fitting to Drum:
Fundamentally you ought to follow the recommendations made by the

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

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

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

A few examples:
3000 mm drum / 76 mm wire = app. 40 d

The same is also valid, when the steel wire makes a big change in the rundirection.
E.g. when the steel wire is forced round a guide pin, the proportion will only
be app 4 d (300 mm guide pin / 76 mm wire = 4 d).
For steel wires 6x36 and 6x41 a minimum of 20 d is recommended.
The bigger that better. Some suppliers of steel wires recommend a
minimum of 40 d.
E.g. a 44-mm steel wire demands a sheave with a minimum diameter at
880 mm
A more essential fact is the stress, which will occur when a steel wire runs
round a drum, roller and sheaves or change run of direction due to a guide
pin or a spooling device. This stress will give a shorter life of the steel wire
and the steel wire will be worn down before time as well.
When a steel wire is fed over e.g. a winch drum, stern roller, guide pin or a
sheaf, certain complex tensions (a combination of bending, tensile and
compression stress) are generated in the steel wire.
The greatest tension occurs in the wire threads furthest away from the steel
wires bending centre. After repeated bends, stress failure will occur in
these wire threads.
These stress failures occur due to many factors. E.g. the steel wire rope
construction, tension applied, the ratio (d), use of a swivel, wear and tear of
guide pins, spooling devices and stern roller together with martensite
formation.
Martensite:
Martensite formation.
Martensite is a structural change in the wire material causes by a very
sudden cooling of the steel wire after a strong local heating generated by
friction. E.g. bad spooling of the steel wire on the winch drum may cause
the friction.
This structure change gives a hard and brittle surface and may cause
fractures during normal operation or when spliced, even though the steel
wire doesnt show any visible signs of external wear
If a steel wire carries a current or the steel wire is wound on a drum in
several layers, there will often be sparks. The surface temperature where
the sparks appear will be over 800 C, making it quite probable that
martensite will be formed. If there are many sparks, fracture on wire threads
will happen and the wire may break.
Chapter 8 / 1
Page 3
MTC

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

The steel wire piece is pressed out by use of a mandrel / jack.
When heated:
Only slowly and equably.
Only up to maximum degrees depending on the product.
Do bend / break test on the wire from the piece of steel wire, which is
leading into the socket. If the wire threads break, they have been exposed
to martensite. The steel wire will break in the area around the socket base
because the steel wire works heavily in this area.
After Re-socketing remember to:
The socket base to be filled with grease or oil. To be re-filled, when the
steel wire isnt in use over a long period, as the steel wire will dry out.
The re-greasing is very important, when the socket in hanging down.
Chapter 8 / 1
Page 4
MTC
Recommendations:
You must aim at a working load of maximum 1/3 of the Breaking load.
In this way the steel wire can be loaded with peaks up to 50% of the
original breaking load. You will also have room for using the swivel
without complications.
Guide pins, blocks, spooling devices and stern roller must be kept in a
good condition. If equipment is repaired by welding, care should be
taken to ensure that hardness of the welding material is maximum 300
Brinel.
Avoid that the steel wire is slipping across the connections between the
two stern rollers.
The ratio of d to D must be as big as possible and always at least

20, when we are dealing with a steel wire under load.
The steel wire must be lubricated in order to minimise the martensite

formations.
Martensite formations must generally be avoided if possible.
Chapter 8 / 1
Page 5
Afsnit 10 - 2001 m ny standard 2.qxd
15-01-02
10:19
Side 1
TEKNISK INFORMATION
1. STLTOVETS GRUNDELEMENTER
1. THE BASIC ELEMENTS OF STEEL WIRE ROPE
Et stltov bestr normalt af tre komponenter (fig. 1):
A steel wire rope normally consists of three components

(fig. 1):
Stltrde der danner en dugt.

Dugter der sls omkring et hjerte.
Hjerte.
- Steel wires that form a strand.

Strands that are wrapped around a core.
The core.
Disse elementer udfres i forskellig udformning/design

afhngig af, hvilke fysiske krav der stilles til stltovet
samt hvad det skal anvendes til. n dugt kan i visse
tilflde med fordel anvendes som et stltov.
These elements are available in various models/designs,

depending on the physical requirements of the steel wire
rope and its intended application. A single strand can in
certain cases be used quite properly as a steel wire
rope.
En fjerde komponent, der er lige s vigtig som udformningen og kvaliteten af de tre basiskomponenter, er
indfedtningen af hjerte og dugter (se afsnittet
"Vedligeholdelse af stltovet").
Fig. 1.
Stltrd
Der findes mange forskellige materialetyper og kvaliteter
af trde. Randers Reb kan levere de fleste af disse kvaliteter.
De stlkvaliteter, som Randers Reb anvender til fremstilling af standard stltove, leveres fra f af Europas frende trdproducenter og
opfylder som minimum internationale standarder (EN 10264). Herved
opnr Randers Rebs stltove en hj grad af ensartethed.
Minimum brudstyrken p trden angiver klassifikationen af stltovet.
Randers Reb anvender bl.a. flgende trdtyper:
Ugalvaniserede trde (primrt elevatortove)
N/mm2 (140 kp/mm2).
Zink-galvaniserede trde (primrt fiskeri)
N/mm2 (160 kp/mm2).
Zink/aluminium-galvaniserede trde (primrt fiskeri)
N/mm2 (160 kp/mm2).
Rustfrie trde (brudstyrken er dimensionsafhngig)
N/mm2 (170 kp/mm2).
Zink-galvaniserede trde (primrt industri)
N/mm2 (180 kp/mm2).
Zink-galvaniserede trde (primrt industri)
N/mm2 (200 kp/mm2).
1.370
1.570
1.670
1.770
1.970
Dugter
En dugt er fremstillet (slet) af minimum 3 trde, der er lagt i n af
mange forskellige designs (geometrisk opbygning). Dugten er nsten altid opbygget omkring en centertrd. Som regel er trdene af
stl, men de kan ogs vre af fiber (natur- eller kunstfiber) eller af
en kombination af stl og fiber.
Antallet, strrelsen og materialet af de enkelte trde kendetegner
tovet og dets egenskaber. F og tykke trde giver stor slidstyrke,
Jan 2002
A fourth component, that is equally as important for the

steel wire rope's performance as the design and quality
of the three basic components, is the lubrication of the
core and the strands (see "Maintenance of Steel Wire
Rope").
Steel Wire
There are many different types of material and qualities of wire.
Randers Reb can supply most of these qualities - contact us to find
out how Randers Reb can meet your own particular needs.
The qualities of steel that Randers Reb uses in the production of
standard steel wire rope are supplied by a select few of Europe's
leading wire manufacturers and as a minimum requirement meet
international standards (ISO 2232). In this way Randers Reb's steel
wire ropes achieve a high degree of uniformity.
The minimum tensile strength of the wire defines the classification of
the steel wire rope. The tensile strength of wires in Randers Reb's
standard product range is as follows:
1.570
Randers Reb krver, at alle trdleverancer ledsages af et

trdcertifikat.
FKU LIFTING A/S
10-1
Randers
89 11 12 89
Ungalvanised wires (mainly elevator cables)

N/mm (140 kp/mm).
Zinc galvanised wires (mainly fishing)
N/mm (160 kp/mm).
Zinc/alum. galvanised wires (mainly fishing)
N/mm (160 kp/mm).
Rustproof wires, tensile strength dependent on size
N/mm (170 kp/mm).
Zinc galvanised wires (mainly industry)
1,770 N/mm (180 kp/mm).
Zinc galvanised wires (mainly industry)
1,970 N/mm (200 kp/mm).
1,370
1,570
1,570
1,670
Randers Reb always demands that all wire consignments are

accompanied by a wire certificate.
Strands
A strand is laid by a minimum of three wires that are arranged in
many different designs (geometric patterns). The strand is almost
always arranged around a centre wire. The wires are made from
Odense
63 96 53 00
Kbenhavn
43 73 35 66
10
10
15-01-02
10:19
Side 2
TEKNISK INFORMATION
hvorimod mange og tynde trde giver stor fleksibilitet (se ogs afsnittet "Dugttype/dugtdesign").
Hjerte
Nsten alle stltove har et hjerte. Hjertets funktion er at understtte
og fastholde dugterne i deres relative stilling under brugen.
Hjertematerialet kan enten vre stl eller fiber eller en kombination
af disse (se fig. 2). Hjertet er normalt af typen:
Fig. 2
FC (natur- eller kunst
fiber, Fibre Core).
WSC (stlhjerte, Wire
Strand Core). WSC'et
er en dugt og af
samme konstruktion
som stltovets dugter.
IWRC (stlhjerte,
Independent Wire
Rope Core). IWRC'et er et selvstndigt
stltov med et fiberhjerte eller WSC.
2. STLTOVSKONSTRUKTIONER
Et stltov bestemmes ikke kun ud fra dets grundelementer (trde,
dugter og hjerte), men ogs ud fra hvordan de enkelte trde er slet
sammen for at danne en dugt samt hvordan dugterne er slet
omkring hjertet m.m. Stltovets konstruktion er fastlagt, nr flgende
er defineret:
Antal trde i dugt.
Dugttype (dugtdesign).
Antal dugter.
Hjertetype.
Slningsretning (stltov og dugt).
Formlgning.
Stltove er benvnt efter antallet af dugter, antallet af trde i hver
dugt, designet (typen) af dugten og hjertetypen. F.eks.:
6x7 Standard med FC (fiberhjerte).
8x19 Standard med WSC (stlhjerte).
8x19 Seale med IWRC (stlhjerte).
6x36 Warrington Seale med FC (fiberhjerte).
Antal trde i dugt
Antallet af trde i en dugt varierer fra 3 til ca. 139, mest almindeligt
er 7, 19, 24 eller 36 trde. Trdenes antal og tykkelse afhnger af
dugtdesignet og har indflydelse p stltovets egenskaber.
10-2
either steel or fibre (natural or man-made), or a combination of

these.The quantity, size and material from which the individual wires
are made characterise the rope and its qualities. Fewer, thicker wires
create greater abrasion resistance, whereas a greater number of
thinner wires creates greater flexibility (see also section 2: "Types of
Strand").
Core
Almost all steel wire ropes have a core. The core's function is to support and retain the strands in their respective positions while the
steel wire rope is being
used.
The core may be made of
either steel, fibre, or a combination of the two. The
core is usually one of the
following types:
- FC (natural or man-made fibre, Fibre Core).
WSC (steel core, Wire Strand Core). The WSC is a strand and is of
exactly the same construction as the strands in the steel wire rope.
IWRC (steel core, Independent Wire Rope Core). The IWRC is an
independent steel wire rope with a fibre core or a WSC (see also
section 2: Types of Core).
2. STEEL WIRE ROPE CONSTRUCTIONS
A steel wire rope is defined not only by its basic elements (wires,
strands, core), but also by the way in which the individual wires are
laid together to create a strand and the way in which the strands are
laid around the core, etc. The steel wire rope's construction is
defined when the following criteria have been determined:
Number of wires in a strand.
Type of strand (strand design).
Number of strands.
Type of core.
Lay direction (steel wire rope and strand).
Pre-forming.
The steel wire rope is designated according to the number of
strands, the number of wires in each strand, the design (type) of the
strand, and the type of core.
6x7 Standard with FC (fibre core).
8x19 Standard with WSC (steel core).
8x19 Seale with IWRC (steel core).
6x36 Warrington Seale with FC (fibre core).
Number of Wires in a Strand
The number of wires in a strand varies between three and approx.
139, although there are most commonly 7, 19, 24 or 36 wires. The
number of wires and their thickness depend on the design of the
strand and affects the characteristic of the steel wire rope.
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Side 3
TEKNISK INFORMATION
Types of Strand (Strand Construction)

The type of strand is characterised by the way in which the wires in
the strand are arranged. There are four basic types of strand design
that are used in all steel wire ropes, either in their original form or as
a combination of two or more types. The four basic types are:
Dugttype (dugtdesign)
Dugttypen er karakteriseret ved, hvordan trdene i dugten er arrangeret. Der findes fire grundtyper af dugtdesign:
Standard.
Seale.
Filler.
Warrington.
Standard.
Seale.
Filler.
Warrington.
Disse indgr i alle stltove, enten rene eller i kombinationer af to

eller flere typer.
Standard
The Standard construction (fig. 3) is characterised by the fact that all
wires are of equal thickness, although the core wire may be thicker.
The wires are also laid together in such a way that all of them, with
the exception of the centre wire, are of equal length. In this way all
the wires are subjected to an equal distribution of load when pulled
straight.
Standard
Standard konstruktionen (fig. 3) er kendetegnet ved, at alle trde er
lige tykke, dog kan hjertetrden vre tykkere. Desuden er trdene
slet sledes sammen, at alle - med undtagelse af centertrden er
lige lange. Herved belastes alle trdene ligeligt under lige trk.
Den geometriske trdfordeling er n centertrd, hvorp der
lgges t eller flere lag. Hvert lag fremstilles i hver sin operation. Antallet af trde stiger med 6 for hvert lag.
Fig. 3
Betegnelsen for en
Standard dugt med
f.eks. 7 trde er (6-1),
dvs. 1 centertrd med 6
trde udenom i n
operation. Ved 37 trde er betegnelsen (18/12/6-1), dvs. 1 centertrd
med 6 trde uden om som frste operation, 12 trde lgges herefter
uden p i anden operation og 18 trde i tredje operation.
Fig. 4
Centertrden erstattes til tider

af flere trde eller et fiberhjerte (fig. 4).
The geometric wire distribution consists of one centre wire, onto

which one or more layers are
laid. Each layer is produced
in a separate operation. If
there are several layers, the
number of wires increases by
six for each layer.
The designation for a
Standard strand with e.g.
seven wires is (6-1), i.e. one centre wire with six external wires in
one operation. If there are 37 wires it is known as (18/12/6-1), i.e.
one centre wire with six external wires from the first operation, 12
from the second operation and 18 from the third operation.
The centre wire may be
replaced by several wires or a
fibre core (fig. 4).
Fig. 5
Seale
Seale konstruktionen (fig. 5) er kendetegnet
ved, at dugten bestr af to trdlag fremstillet
i n operation. Desuden er antallet af trde i
frste og andet lag ens.
Seale
The Seale construction (fig. 5) is characterised by the way in which the strand consists
of two layers of wire produced in one operation. Also, the number of wires in the first
and second layer is identical.This construction is somewhat stiffer than a corresponding Standard construction (with the same
number of wires). This is because the outer
wires in the Seale construction are considerably thicker.
Denne konstruktion er noget stivere end en

tilsvarende Standard konstruktion (med
samme trdantal). Dette skyldes, at ydertrdene i Seale konstruktionen er vsentlig
tykkere.
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TEKNISK INFORMATION
Betegnelsen for en Seale dugt med f.eks. 19 trde er (9-9-1) dvs. 1
centertrd med 9 trde i frste og 9 trde i andet lag.
Centertrden erstattes til tider af flere trde (fig. 6) eller et
fiberhjerte.
A Seale strand with e.g. 19 wires is known as (9-9-1), i.e. one centre
wire with nine wires in the first layer and nine wires in the second
layer.
Fig. 6
The centre wire may be replaced by several wires or a fibre

core (fig. 6).
Filler
Filler konstruktionen (fig. 7) er kendetegnet ved, at dugten
bestr af to trdlag fremstillet i n operation. Desuden er
antallet af trde i andet lag dobbelt s stort som frste lag.
Dette er dog kun muligt, nr der indlgges fyldtrde
mellem frste og andet lag for at forhindre, at dugten bliver
kantet.
Fig. 7
Denne konstruktion er mere

bjelig end en tilsvarende
Standard konstruktion og
vsentligt mere bjelig end
en tilsvarende Seale konstruktion (med samme trdantal ekskl. fyldtrde).
Filler
The Filler construction (fig. 7) is characterised by a strand
consisting of two layers of wires produced in one operation.
Also, the number of wires in the second layer is twice the number in the first layer. This is, however, only possible if filler wires
are inserted between the first and the second layers, to prevent
the strand becoming hexagonal in shape.
This construction is
more flexible than a
corresponding Standard
construction and considerably more flexible
than a corresponding
Seale construction (with
the same number of
wires excluding filler wires). A Filler strand with e.g. 25 wires
(including 6 filler wires) is known as (12-6F-6-1), i.e. one centre wire
with six wires in the first layer and 12 wires in the second layer.
There are six filler wires between the first and the second layers.
Betegnelsen for en Filler

dugt med f.eks. 25 trde (inkl. 6 fyldtrde) er (12-6+6F-1), dvs. 1
centertrd med 6 trde i frste lag og 12 trde i andet lag. Mellem
frste og andet lag ligger 6 fyldtrde.
Centertrden erstattes til tider af flere trde (fig. 8)
eller et fiberhjerte.
10-4
Fig. 8
The centre wire may be replaced by several wires or a

fibre core (fig. 8).
Warrington
Warrington konstruktionen (fig. 9) er kendetegnet ved,
at dugten bestr af to trdlag fremstillet i n operation.
I andet lag (yderlag) indgr to forskellige trddimensioner, og antallet af trde i andet lag er dobbelt s
stort som det frste.
Warrington
The Warrington construction (fig. 9) is characterised by a
strand consisting of two layers of wire produced in one
operation. The second (outer) layer contains wires of two
dimensions, and the number of wires in the second layer
is twice the number in the first.
Denne konstruktion er meget kompakt og bjelig.

Betegnelsen for en Warrington dugt med f.eks. 19 trde er (6+6-6-1),
dvs. 1 centertrd med 6 trde i frste lag og i alt 12 trde fordelt p
to trddimensioner i andet lag.
Centertrden erstattes til tider af flere
trde (fig. 10) eller et fiberhjerte.
Jan 2002
The centre wire may be replaced by

several wires or a fibre core (fig. 10).
Fig. 9
5+5-5-1
Warrington
FKU LIFTING A/S
This construction is very compact and flexible.

A Warrington strand with e.g. 19 wires is known as (6+6-6-1), i.e.
one centre wire with six wires in the first layer and a total of 12 wires
of two dimensions in the second layer.
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Warrington
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TEKNISK INFORMATION
10-5
Andre dugttyper
Som tidligere nvnt findes der ogs dugter, der er en kombination af
n eller flere af ovenstende fire dugtgrundtyper. En af disse er
Warrington Seale (fig. 11). Denne konstruktion er opbygget som
en Warrington med et lag mere og
Fig.10
hrer til en af de mest udbredte.
Desuden er den mest bjelige konstruktion i sammenligning med de
fire grundtyper.
Other Types of Strand

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

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

runde. Eksempler p dette ses af fig. 12. Dugterne er specialdugter (bl.a. med profiltrde) konstrueret til at opfylde helt spe- Fig. 12
cielle krav.
Triangular
The strands and the wires in the strands do not necessarily have to
be round. Examples of this are shown in fig. 12. The strands are
special strands (i.a. with profiled wire), designed to meet extremely
unusual requirements.
Strand constructed of
Strand constructed of
Antal dugter
wires including profiled wire
profiled wire
strand
Antallet af dugter i et stltov varierer fra 3 til ca. 36, mest almindeligt er 6 dugter. Desto flere dugter et
Number of Strands
stltov indeholder, desto rundere og mere fleksibelt bliver stltovet
The number of strands in a steel wire rope varies between three and
(mindre slidstyrke).
approx. 36, although most commonly there are six strands. The more
Hjertetype
strands a steel wire rope contains, the more rounded and flexible it
Som nvnt i afsnittet "Hjerte" findes der to typer hjerter til stltove:
is, although the wires in the strand are also thinner (less durable).
Fiberhjerte (natur- eller kunstfiber).
Types of Core
Stlhjerte (WSC eller IWRC).
As mentioned in section 1: "Core", there are two types of core for
Fiberhjerte
steel wire ropes:
Fiberhjerte er det mest anvendte, da det udover at give dugterne et
Fibre core (natural or man-made).
godt fjedrende underlag ogs muliggr smring af stltovet indefra,
Steel core (WSC or IWRC).
idet der under fremstillingen af fiberhjertet kan tilsttes olie og/eller
fedt. Desuden reduceres risikoen for rustangreb indefra.
Fibre Core
Fibre cores are the most commonly used, as not only do they provide a good, elastic base but also enable lubrication of the rope from
the inside, since it is possible to add oil and/or grease to the fibre
core during production.
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TEKNISK INFORMATION
10-6
Fiberhjertet fremstilles normalt af Polypropylen (PP) eller Sisal. PP

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

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

"Stltovets anvendelsestemperatur".
The maximum operating temperatures for steel wire ropes with a

fibre core can be seen in section 9: "Maximum Operating
Temperature" and " Minimum Operating Temperature".
Stlhjerte
Et stlhjerte er udformet enten som en af dugterne (WSC) eller som
et selvstndigt stltov (IWRC).
Randers Reb anbefaler at anvende stlhjerte, hvis det ikke er sikkert,
at et fiberhjerte giver dugterne en tilfredsstillende understtning,
f.eks. hvis stltovet opspoles p en tromle i flere lag under stor
belastning eller ved hje temperaturer.
Et stlhjerte forger stltovets brudstyrke med ca. 10%.
Steel Core
A steel core is formed as either one of the strands (WSC) or as an
independent steel wire rope (IWRC).
Randers Reb recommends the use of a steel core, in the event that
it is not certain that a fibre core will provide satisfactory support for
the strands, e.g. if the steel wire rope is spooled on to a drum in
several layers under a considerable load, or at high temperatures.
Slningsretninger (stltov og dugt)

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

ligger i en venstreskrue i stltovet (se
fig. 14).
Right hand regular lay steel wire rope. In

this instance the wires in the strand are
laid in the opposite direction to the
strands in the rope. The wires are laid
helically left, while the strands are laid
helically right (see fig. 13).
Fig. 14
Hjre Lang's Patent stltov. Her er trdene i dugterne slet i samme retning
som dugterne i tovet. Trdene i dugterne samt dugterne ligger i en hjreskrue (se fig. 15).
Left hand regular lay steel wire rope
Left hand regular lay steel wire rope.

Here the wires in the strand are laid helically right, and the strands helically left
(see fig. 14).
Right hand Lang lay steel wire rope. Here
the wires are laid in the same direction as
the strands in the rope. The wires in the
strands and the strands are laid helically
right (see fig. 15).
Fig. 15
Right hand Lang lay steel wire rope
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TEKNISK INFORMATION
Venstre Lang's Patent stltov. Trdene i dugterne samt dugterne ligger i en venstreskrue (se fig. 16).
Fig. 16
Left hand Lang lay steel wire rope. The wires in the strands and the
strands are laid helically left (see fig. 16).
Venstre Lang's Patent stltov
Left hand Lang lay steel wire rope
Andre benvnelser er f.eks.:

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

Multi layer steel wire rope (low rotation/rotation resistant). Here
there are usually two layers of strands, the inner layer as a rule a
left hand Lang lay, while the outer layer is a right hand regular lay.
Alternate lay steel wire rope. This steel wire rope is a combination
of regular lay and Lang lay.
Cable laid steel wire rope. The strands are normally 6-lay steel wire
rope with a fibre or steel core. The core is a fibre core or a 6-lay
steel wire rope with a fibre or steel core.
Square braided steel wire rope. The steel wire rope is square brai
ded from strands or steel wire ropes.
Flat braided steel wire rope. This steel wire rope is flat braided from
strands or consists of parallel strands or steel wire ropes that are
bound together by sewing (belt strap).
Fig. 17
Right hand lay steel wire rope is also known as Z-lay, and
left hand as S-lay. Similarly, a right hand lay strand is
known as Z-lay and left hand as S-lay. Fig. 17 shows why.
Formlgning
I formlagte stltove har dugterne ved slningen fet
en blivende formndring (se fig. 18), sledes at de
ligger fuldstndig spndingsfrie i det ubelastede
stltov.
Of the types of lay described, right hand regular lay is the

most common.
Hvis man tager en dugt ud af stltovet, vil dugten

bevare sin skrueliniefacon, som den havde, da den
l i stltovet.
Z-lay and S-lay
steel wire ropes
Fordelene ved et formlagt stltov er

mangfoldige. Bl.a.:
Ved kapning springer stltovet ikke op.
Lettere at installere, da formlagte stltove er spn
dingsfrie (dde) - herved ingen tendens til kinkedannelse.
Kan lbe over mindre skiver.
Mindre tilbjelighed til at dreje omkring sin egen
akse - herved mindre slid.
Bedre fordeling af belastningen mellem dugter og
trde.
Ved trdbrud har trdene mindre tilbjelighed til at
rejse sig fra dugten - herved mindre tilbjelighed til
at delgge nabotrde og skiver.
Pre-forming
Jan 2002
Randers
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Pre-Forming
"Pre-formed" refers to steel wire ropes in which the strands
have been permanently formed during the laying process
(see fig. 18), so that they are completely stress-free within
the unloaded steel wire rope. If a strand is removed from
the steel wire rope, it will retain its helical shape, as though
it were still in the steel wire rope.
There are many advantages in a pre-formed steel wire
rope, such as:
Fig. 18
Alt i alt opnr man en lngere levetid med formlagte

stltove i forhold til ikke formlagte stltove.
FKU LIFTING A/S
10-7
The steel wire rope will not untwist during cutting.

It is easier to install, as pre-formed steel wire ropes are
stress-free. No tendency to form kinks.
It can run over smaller sheaves.
Less tendency to turn on its own axis. Less wear and
tear.
Better load distribution between strands and wires.
In the event of a wire breaking, less tendency to protrude
from the strand. Less tendency to damage adjacent wires
and sheaves.
All in all, pre-formed steel wire ropes can offer a longer life expectancy than steel wire ropes that are not pre-formed.
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TEKNISK INFORMATION
Alle Randers Reb stltove leveres formlagte som standard - p nr
nogle enkelte specialkonstruktioner (f.eks. rotationssvage/-frie tove).
10-8
All Randers Reb steel wire ropes are supplied pre-formed, with the
exception of certain individual special constructions (e.g. low-rotation/rotation resistant).
3. SPECIELLE STLTOVE
3. SPECIAL STEEL WIRE ROPES
Som det fremgr af det forudgende er opbygningen/designet af
stltove mangfoldig, hvorfor det er muligt at designe et stltov, der
opfylder specielle krav til anvendelsen.
Randers Reb er specialist i at udvikle specielle stltove, der opfylder
netop dine specielle krav. Kontakt os og forhr om mulighederne.
Gennem tiderne har Randers Reb fremstillet/udviklet mange specielle stltove. Nogle af disse stltove har vi optaget i vores standard
program.
As has previously been mentioned, there are many types of construction/design of steel wire ropes, which is why it is also possible to
design a steel wire rope that meets the particular requirements for a
given application.
Randers Reb has specialised in the development of special steel
wire ropes that can meet such special requirements. Get in touch
with us and find out how we can help solve your problems.
Through the years Randers Reb has produced/developed many special steel wire ropes. Some of these special steel wire ropes are now
part of our standard product range.
Compacted stltov.
Kabelslet stltov.
Rotationssvage/-frie stltov.
Forhudet stltov.
Taifun.
Bloktov.
Ormtov.
Compacted steel wire rope.

Cable lay steel wire rope.
Low rotation and rotation resistant steel wire rope.
Coated steel wire rope.
Combination rope.
Sisal/Danline clad wire rope.
Cobra.
Compacted stltov
Fr slningen af selve stltovet bliver dugternes dimension reduceret
(compacted), se fig. 19. Der findes forskellige metoder til at reduceFig. 19
re dugtens dimension:
Compacted Steel Wire Rope

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

der efter Randers Reb's mening giver den bedste kvalitet er trkning
af dugter gennem ruller (compacting), hvorefter slningen af stltovet
foretages.
In individual cases the compacting process is only carried out after

the steel wire rope has been laid. In this instance only the outer part
of the steel wire rope is compacted (fig. 19).
Compactede stltove har strre slid- og brudstyrke i forhold til ikke

compactede stltove i samme dimension.
The various methods do not all produce the same level of quality. In
the opinion of Randers Reb, the best quality is achieved by drawing
the strands between rollers, after which the laying process is carried
out.
Kabelslet stltov
I et kabelslet stltov bestr dugterne af et 6-slet stltov med WSC
(f.eks. 6x7 + WSC eller 6x19 + WSC). Hjertet i det kabelslede stltov kan enten vre FC eller IWRC (se fig. 20).
Compacted steel wire ropes have greater abrasion resistance and

tensile strength than corresponding non-compacted steel wire ropes.
Det samlede antal trde i en 6x(6x19 + WSC) + IWRC er 931 trde.

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

In a cable laid steel wire rope the strands consist of a 6-lay steel wire
rope with WSC (e.g. 6x7 + WSC or 6x19 + WSC). The core in the
cable laid steel wire rope can be either FC or IWRC.
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TEKNISK INFORMATION
10-9
Fig. 20
A 6x(6x19 + WSC) + IWRC contains a total of 931 wires. The high
number of wires has the effect of making the steel wire rope
incredibly pliable/flexible and thus ideal for slings.
Cable laid steel wire rope
Rotationssvagt/-frit stltov
Ved et rotationssvagt/-frit stltov forsts et specielt stltov, der er
designet til ikke at dreje op eller rotere, nr
det belastes (se fig. 21 og 22).
Fig. 21
Low-Rotation and Rotation-Resistant Steel Wire Rope

A low-rotation or rotation-resistant steel wire rope is a special steel
wire rope designed not to turn or rotate when bearing a load.
Fig. 22
Examples of low-rotation and rotation-resistant steel wire ropes
Der leveres to typer af rotationssvage/-frie stltove:
Examples of rotation in ordinary steel wire rope and in low-rotation and rotation-resistant steel wire ropes
Stltove med t lag dugter. Antallet af dugter er normalt tre.

Stltovet er uden hjerte eller med et fiberhjerte.
There are two types of low-rotation and rotation-resistant steel wire

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

dugter er normalt mellem 8 og 20. Hjertet kan vre af fiber eller
stl.
One layer of strands. There are three or four strands. The steel wire
rope has either no core or a fibre core.
Spiral lay, i.e. two or more layers of strands. The number of outer
strands is normally between eight and 20. The core may be either
fibre or steel.
Disse stltove anvendes normalt i enstrengede anlg eller som flerstrenget ved tunge byrder og/eller store lftehjder. Det specielle
design gr, at anvendelsesmulighederne for tovene er begrnsede.
Desuden krves specielle hndteringskrav f.eks.:
Strre skiver end ved normale stltove.
Mindre fladetryk.
Optimale spor i skiver.
Lille indlbsvinkel p spil.
Helst t lag p spiltromlen.
Anvendelse af svirvler ofte ndvendigt.
Strre sikkerhedsfaktor.
Stltovene er normalt ikke formlagte, hvorfor disse skal brndes
over (tilspidses) eller takles fr overskring for at undg, at stltovet springer op og delgger balancen i stltovet.
Under installationen skal man vre meget opmrksom p, at der
ikke tilfres stltovet spndinger, f.eks. hvis tovet drejes/twistes.
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These steel wire ropes are normally used in single-strand units, or in

multi-strand units for heavy loads and/or significant lifting heights.
The special design results in limited applications for this type of rope
and imposes special handling requirements, such as:
Larger sheaves than for normal steel wire ropes.
Less surface pressure.
Optimal grooves in sheaves.
Small fleet angle on winch.
Preferably one layer on the drum.
Use of swivels is often necessary.
Increased safety factor.
The steel wire ropes are normally not pre-formed. Consequently the
wire rope has to be seized before cutting (alternatively welded
ends) to avoid the steel wire rope unwinding (destroying the balance in the rope).
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TEKNISK INFORMATION
10-10
Hvis du er i tvivl om anvendelsen af rotationssvage/-frie stltov, s

kontakt din konsulent eller vores tekniske afdeling.
During installation great care must be taken not to subject the steel
wire rope to tension, e.g. caused by turning/twisting.
Forhudet stltov
Ved et forhudet stltov forsts et stltov, der er belagt (coated) med
et plastmateriale f.eks. PP, PE, PVC eller PA alt efter anvendelsesomrde (se fig. 23).
If you are in any doubt as to the use of low-rotation and rotationresistant steel wire ropes, please contact your local salesman or our
Technical Department.
Fig. 23
Coated Steel Wire Rope

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

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

men kan ogs anvendes til gyngetove, klatrenet og hvor
der i industri eller landbrug bl.a. stilles specielle krav til
slidstyrken.
Combination Rope
Taifun is Randers Reb's trade name for a special
combination rope, in which the steel strands are
wrapped up in fibre threads. Combination rope is
produced with FC or IWRC.
Fig. 24
Taifuner forener egenskaber fra fibertove og stltov:

Styrke og lille forlngelse fra stltovet, "bld" overflade
og fleksibilitet fra fibertovet.
Combination rope with FC
Taifuner fremstilles normalt som et 6-slet tov, men kan

ogs laves med 3, 4 eller 8 dugter.
Bloktov
Bloktov er Randers Reb's handelsbetegnelse for et
specielt stltov, hvor stldugterne er omviklet dels med
fibergarner (Danline), dels med sisalgarner. Bloktovet
fremstilles primrt med FC (se fig. 25), men kan ogs
fremstilles med IWRC.
Sisalgarnerne udvider sig, nr de bliver vde, hvorved
Bloktovet i strre grad kan fastholde ting/emner, der er
bundet til tovet. Ellers har Bloktovet samme egenskaber
som Taifunen.
Sisal/Danline clad wire rope
Bloktove fremstilles normalt som et 6-slet tov, men kan ogs laves
med 3, 4 eller 8 dugter.
Ormtov
Ormtov er Randers Reb's handelsbetegnelse for et specielt kabelslet stltov, hvor dugterne er et 6-slet tov
med FC. Tre af dugterne er af stl og de resterende tre
dugter er af fiber. Ormtovet fremstilles primrt med FC
(se fig. 26), men kan ogs fremstilles med IWRC.
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Combination rope combines the properties of fibre

ropes and steel wire ropes: The strength and minimal
elongation of the steel wire rope, and the "soft" surface and flexibility of the fibre rope.
Combination rope is used primarily for strengthening
fishing nets, but may also be used for swings, climbing ropes and for applications in industry/farming
that require particularly durable ropes.
Fig. 25
Bloktove anvendes som forstrkning i fiskenet.
The coating protects the steel wire rope against rust

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

Sisal/Danline clad wire rope is a special steel wire
rope in which the steel strands are wrapped in a
combination of fibre threads (Danline) and sisal threads. Sisal/Danline clad wire rope is produced primarily with FC, but can also be produced with IWRC.
The sisal threads expand when wet, causing the Sisal/Danline clad
wire rope to have increased ability to secure objects/materials that are
tied to the rope. In other respects the Sisal/Danline clad wire rope has
the same properties as the combination rope.
Fig. 26
Cobra
The Sisal/Danline clad wire rope is used to strengthen fishing nets.

Cobra
Cobra is Randers Reb's trade name for a special
spring lay wire rope in which the strands are 6-lay
rope with FC. Three of the strands are steel, and the
other three strands are fibre rope. Cobra is produced
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Den specielle opbygning af dugterne gr, at tovet har en noget strre brudforlngelse end almindelige stltove og Taifuner, hvilket gr
Ormtovet velegnet som trktove p slbebde.
primarily with FC, but can also be produced with IWRC.

The special construction of the strands means that the rope has a greater tensile elongation than standard steel wire ropes and combination
rope, which makes Cobra ideal as a mooring rope on a tug boat.
4. EKSEMPLER P ANVENDELSE AF STLTOVE
4. USE OF STEEL WIRE ROPE
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Fig. 27
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10-12
5. VALG AF DET RETTE STLTOV
5. SELECTING THE RIGHT STEEL WIRE ROPE
Ved valget af det rette stltov til et givent forml skal der tages hensyn til de forskellige stltoves egenskaber, som f.eks.:
In selecting the right steel wire rope, the properties of the various
types of steel wire rope must be considered, e.g.:
Brudstyrke.
Slidstyrke.
Fleksibilitet/bjningsudmattelsesstyrke.
Korrosionsmodstand.
Forlngelse.
Rotationsmodstand.
Knusningsmodstand.
Vibrationsudmattelsesstyrke.
Pulsationsudmattelsesstyrke.
Krydsslet eller Lang's Patent.
Tensile strength.
Abrasion resistance
Bending fatique resistance
Corrosion resistance.
Elongation.
Rotation resistance.
Crushing resistance.
Vibration resistance.
Pulsation resistance.
Regular lay or Lang lay.
Ved udvlgelsen af det rette stltov er det vigtigt at fastlgge, hvor

vigtige de forskellige egenskaber er for anvendelsen og derefter f
dem prioriteret. Desuden er det ogs vigtigt, at man er opmrksom
p relevante standarder og regulativer.
In selecting the right steel wire rope, it is important to determine how

important the various properties are in relation to the application and
then to assign priorities to these. It is also important to be aware of
the relevant standards and regulations. If you are in any doubt, please contact our sales consultants or our Technical Department.
Hvis du er i tvivl, s kontakt din konsulent eller vores tekniske

afdeling.
Brudstyrke
Brudstyrken p stltovet afhnger af tovets dimension, trdbrudstyrke og konstruktion. Minimum garanteret brudstyrke for de forskellige
tovtyper er angivet p vores datablade.
A steel wire rope should never be subjected to a load exceeding

50% of its breaking load.
Belast aldrig et stltov til mere end 50% af brudstyrken.

Selve designet af dugterne pvirker ikke brudstyrken vsentligt
(max. ca. 5%). En ndring af hjertetypen fra fiber til stl giver lidt
strre ndring (ca. 10%). Den strste ndring fs ved at ndre
dimension eller trdbrudstyrke (se ogs fig. 28).
Stltove m kun belastes til en given SWL-vrdi (Safe Working
Load), ogs kaldet WLL-vrdi (Working Load Limit). Hermed forsts
stltovets brudstyrke divideret med den for anvendelsen krvede
sikkerhedsfaktor (se tabel 1).
Tabel 1
Forskellige sikkerhedsfaktorer
De angivne faktorer er kun vejledende
Jan 2002
The design of the steel wire rope does not significantly affect the tensile strength (up to approx. 5%). A change of core from fibre to steel
makes slightly more difference (approx. 10%). The greatest change
is achieved by changing the dimensions or the tensile strength of the
wires (see also fig. 28).
It is often required that the steel wire rope must have a specific SWL
value (Safe Working Load), also known as a WLL value (Working
Load Limit). This means the steel wire rope's tensile strength divided
by the safety factor required for the relevant application.
Table 1 Various safety factors.

NB: These factors are only intended as guidelines
Til mange forml er der udarbejdet nationale og internationale normer

og standarder, der faststter minimumskravet til sikkerhedsfaktoren.
FKU LIFTING A/S
Tensile Strength
The tensile strength of the steel wire rope depends on the rope's
dimensions, the tensile strength of the wires and the construction.
The minimum guaranteed tensile strength for the different kinds of
rope is shown in the Randers Reb product catalogue.
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NB: There are a number of national and international norms and

standards that define the minimum requirements for the safety factor.
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Slidstyrke
Stltove med tykke ydertrde (f.eks. 6x7 Standard eller 6x19 Seale)
giver en god slidstyrke. Lang's Patent tove giver bedre slidstyrke end
krydsslede stltove (se ogs fig. 28). Desuden kan slidstyrken ges
ved at anvende strre trdbrudstyrke.
Bjningsudmattelsesstyrke
Desto flere trde der er i dugten, desto strre bliver bjningsudmattelsesstyrken og fleksibiliteten. Lang's Patent tove giver bedre bjningsudmattelsesstyrke end krydsslede stltove. Desuden kan bjningsudmattelsesstyrken ges ved at anvende formlagte stltove
(se ogs fig. 28).
Korrosionsmodstand
Galvaniserede og rustfrie trde giver en glimrende beskyttelse mod
korrosion. Indfedtning med specielle fedt- eller olietyper vil ogs ge
korrosionsmodstanden. Hvis stltovet er udsat for kraftig korroderende pvirkning, anbefales det at anvende dugter med tykke ydertrde.
Forlngelse
Stltove med f trde (f.eks. 1x7 Standard og 1x19 Standard) forlnger sig mindst (har strst elasticitetsmodul). Denne type stltov
er velegnet til barduner, men egner sig ikke til at kre over
skiver/blokke. Hvis der nskes lille forlngelse samtidig med krsel
over skiver, br stltovsklasse 6x7 eller 6x19 (begge med stlhjerte)
eller visse specialkonstruktioner anvendes. Ved strre stltovsdimensioner kan stltovsklasse 6x36 med stlhjerte ogs anvendes
(se ogs afsnittet "Stltovsforlngelse").
Rotationsmodstand
Almindelige 6- og 8-slede stltove vil dreje op, nr de hnger frit
under belastning. Krydsslede stltove giver mere modstand mod
opdrejning end Lang's Patent stltove. Et stltov med stlhjerte drejer mindre end et stltov med fiberhjerte. Den type stltove, der har
strst modstand mod opdrejning, er rotationsfrie/-svage stltove
(specialkonstruktioner, se ogs afsnittet "Rotationssvagt/-frit stltov).
Knusningsmodstand
Et stlhjerte giver bedre understtning til dugterne end et fiberhjerte,
hvorfor risikoen for fladtrykning er mindre p et stltov med stlhjerte. Dugter med tykke og f trde har strre modstand mod fladtrykning/knusning. Desuden har et 6-slet stltov strre knusningsmodstand end et 8-slet (se ogs fig. 27).
Vibrationsudmattelsesstyrke
Vibrationer, hvor end de kommer fra, sender chokblger gennem og
absorberes af stltovet, hvorved der er mulighed for lokalt at delgge stltovet (ikke ndvendigvis udvendigt p stltovet). Der er
her tale om steder, hvor f.eks. stltovet har kontakt med en
skive/blok eller gr ind p spiltromlen eller ved fastgrelsen.
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10-13
Abrasion resistance
Steel wire ropes with thick outer wires (e.g. 6x7 Standard or 6x19
Seale) provide good abrasion resistance. Lang lay ropes provide better abrasion resistance than regular lay steel wire ropes (see also fig.
27). Abrasion resistance can also be increased by using wires with
greater tensile strength.
Bending fatique resistance
The greater the number of wires in the strand, the greater the bending fatique resistance and flexibility. Lang lay ropes provide better
bending fatique resistance than regular lay steel wire ropes. Bending
fatique resistance can also be increased by using pre-formed steel
wire ropes (see also fig. 28).
Corrosion Resistance
Galvanised and rustproof wires provide excellent protection against
corrosion. Lubrication with special types of grease or oil will also
increase resistance to corrosion. If the steel wire rope is subjected to
significant corrosive influences, it is recommended that strands with
thick outer wires are used.
Elongation
Steel wire ropes with fewer wires (e.g. 1x7 Standard and 1x19
Standard) are subject to the least elongation (have the greatest elasticity modulus). This type of steel wire rope is ideally suited for guy
ropes, but is not suitable to be run over sheaves/blocks. If only a
small degree of elongation when running over sheaves is required,
6x7 or 6x19 steel wire rope should be used, in each case with a
steel core or with certain special constructions. For larger dimensions, 6x36 steel wire rope with a steel core can also be used.
Rotation Resistance
Standard 6-lay and 8-lay steel wire ropes will rotate when they hang
free and carry a load. Regular lay steel wire rope provides greater
resistance to rotation than lang lay steel wire rope. A steel wire rope
with a steel core rotates less than a steel wire rope with a fibre core.
The type of rope that provides greatest resistance to rotation is, as
the name suggests, low-rotation and rotation-resistant steel wire rope
(special constructions, see also section 3:"Low-Rotation and
Rotation-Resistant Steel Wire Rope").
Crushing resistance
A steel core provides better support for the strands than a fibre core,
which is why the risk of flattening is less in a steel wire rope with a
steel core. Strands with fewer, thicker wires have greater resistance
to flattening/crushing. Also, a 6-lay steel wire rope has greater crushing resistance than an 8-lay rope (see also fig. 28).
Vibration resistance
Vibrations, from wherever they might come, send shock waves
through the steel wire rope, which will be absorbed by the steel wire
rope at some point, and in some cases they may cause localised
destruction of the steel wire rope (not necessarily on the outside).
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Generelt har stltove med strst fleksibilitet ogs strst vibrationudmattelsesstyrke.
Pulsationsudmattelsesstyrke
Vekslende trk i et stltov vil nedstte levetiden p stltovet, dog
afhngigt af kraften og frekvensen.
10-14
This may, for example, be at places where the steel wire rope comes
into contact with a sheaf/block, or enters the drum, and by the end
terminals.
In general, those steel wire ropes with the greatest flexibility also
have the greatest vibration resistance.
Generelt kan stltove med strst fleksibilitet bedre optage den pulsePulsation resistance
rende belastning. Man br vre meget opmrksom p, hvilke endeChanges in the tension of a steel wire rope, depending on the size
terminaler eller fittings der anvendes, idet disses pulsationsudmatteland frequency, will reduce the rope's life expectancy.
sesstyrke er lige s vigtige som valget af det rette stltov.
Fig. 28
Abrasion resistance, crushing resistance, tensile strength and bending fatique resistance of various steel wire ropes
Forskellige stltovs slidstyrke, knusningsmodstandsevne, brudstyrke,
bjningsudmattelsesstyrke
Krydsslet eller Lang's Patent
Lang's Patent stltove er den stltovstype, der bedst kan tle at kre
over skiver samt har den bedste slidstyrke. Men for at kunne anvende et Lang's Patent stltov krves tre ting:
Stltovet skal vre lst i begge ender, da det ellers vil dreje op.
Stltovet har nsten ingen modstand mod opdrejning.
Stltovet m kun kre op i t lag p spiltromlen, da det ellers let
delgger sig selv.
Stltovet m ikke kre over sm skiver, da konstruktionen herved
kommer i ubalance.
Fig. 29
In general, steel wire ropes with the greatest flexibility can cope better with intermittent loading. Great care should be taken in the use of
end terminals or fittings, as their pulsation resistance is equally as
important as the selection of the right steel wire rope.
Regular Lay or Lang Lay
Lang lay steel wire ropes are the ones most suited to running over
sheaves and are the most durable, but if they are to be used, three
things must be observed:
- Lang lay steel wire ropes must be secured at both ends, otherwise
the rope will rotate. The steel wire rope has no resistance to
rotation.
Lang lay steel wire ropes may only be reeled on to the drum in a
single layer, as they can easily destroy themselves.
Lang lay steel wire ropes may not run over small sheaves, as the
construction will become unbalanced.
Wear marks on a regular lay (on the left) and a Lang lay (on the right) steel wire rope respectively
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Lang's Patent stltoves gode slid- og bjeegenskaber skyldes, at trdene pvirkes/belastes anderledes og har en strre breflade end
krydsslede stltove (se fig. 29).
Slidmrker p henholdsvis krydsslet (til venstre) og Lang's Patent
(til hjre) stltov
10-15
The reason for Lang lay steel wire ropes' excellent qualities of abrasion resistance and pliability is that the wires are affected/loaded in a
different way and have a larger load-bearing surface than a regular
lay steel wire rope (see fig. 29).
Note that the largest wearing surface is on the Lang lay steel wire
rope.
Den strste slidflade er p Lang's Patent slet stltov.

6. BESTILLING AF STLTOVE
6. ORDERING STEEL WIRE ROPE
Ved bestilling af stltove er det vigtigt at gre beskrivelsen af stltovet s njagtig som mulig. En korrekt bestilling br indeholde flgende:
When ordering steel wire rope, it is important to describe the steel

wire rope as accurately as possible.
A correct order should contain the following information:
Description of steel wire rope:
Diameter.
Konstruktion.
Slningsretning.
Slningstype.
Hjerte.
Trdbrudstyrke og/eller stltovets brudstyrke.
Trd overfladebeskyttelse (galvaniseret/ugalvaniseret).
Indfedtningstype.
Lngde.
Specielle tolerancekrav.
Antal enheder.
Bearbejdning af stltovsenderne (endebefstigelser).
Emballage (kvejl, kryds, tromler mm.).
Diameter.
Construction.
Direction of lay.
Type of lay.
Core.
Wire tensile strength.
Surface protection of wire (galvanised/ungalvanised)
Type of lubrication.
Length.
Quantity.
Processing of steel wire rope ends (end fittings).
Packaging (coil, crosses, reels, etc.).
Kontakt os, hvis du er i tvivl om, hvilken type stltov der skal anvendes.
If you are in any doubt as to the type of steel wire rope to be used,
please contact us and we will try to find the best solution.
Hvis slningsretning og/eller specifik hjertetype ikke er aftalt mellem

kunde og Randers Reb, leverer Randers Reb et kryds hjreslet
stltov med en hjertetype, der er standard for Randers Reb. Typen
vil fremg af ordrebekrftelsen.
If the direction of lay and/or specific type of core is not agreed between the customer and Randers Reb, Randers Reb will supply a
right hand regular lay steel wire rope with a core type that is standard for Randers Reb. This will be indicated on the order confirmation form.
7. STLTOVSTOLERANCER
7. STEEL WIRE ROPE TOLERANCES
Lngdetolerancer
Indtil 400 m:
Over 400 m og til og med 1.000 m:
Over 1.000 m:
- 0 + 5%.
- 0 + 20 m.
- 0 + 2%.
Hvor der krves mindre lngdetolerancer, skal dette specificeres i

ordren.
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Length Tolerances
Up to 400 m:
Over 400 m up to and including 1,000 m:
Over 1,000 m:
- 0 + 5%
- 0 + 20 m
- 0 + 2%
For steel wire ropes requiring smaller length tolerances, agreement

must be reached between the customer and Fyns Kran Udstyr.
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Dimensionstolerancer og ovalitet
Tabel 3
10-16
Dimension tolerances and ovalness
Dimensionstolerancer og ovalitet p stltove

Dimension tolerances and ovalness of steel wire ropes
Ovenstende er gldende, hvis intet andet er aftalt mellem kunde

og Fyns Kran Udstyr eller angivet p datablad. Vrdierne er baseret
p et forslag til EN-norm. Randers Reb arbejder i jeblikket p at tilpasse alle stltove dette forslag.
Mling af stltovsdimension og ovalitet se afsnittet "Kontrol af dimensionen".
Vgttolerancer
De i katalogbladene angivne vgte er teoretiske vrdier.
Vgttolerancen er ca. +/- 5%.
NB: The above figures apply unless otherwise agreed between the
customer and Fyns Kran udstyr, or otherwise specified on a data
sheet. The values are based on a proposed EN standard. Randers
Reb is currently working on adapting all steel wire ropes to conform
to this proposal.
Measurement of steel wire rope dimension and ovalness. (See section:"Inspection of Dimensions").
Weight Tolerances
The weights mentioned in the catalogue are theoretical values. The
weight tolerance is approx. 5%.
8. HNDTERING OG INDKRING
8. HANDLING, INSPECTION AND INSTALLATION
Modtagelse, kontrol og opbevaring
Ved modtagelsen kontrolleres om produktet svarer til det bestilte.
Hvis stltovet ikke skal anvendes med det samme, skal stltovet
opbevares trt. Ved lngere tids opbevaring skal man ind imellem
kontrollere, om stltovet skal eftersmres (se ogs afsnittet
"Vedligeholdelse af stltovet").
Kontrol af dimensionen
Inden installeringen skal dimensionen p stltovet kontrolleres og
dimensionen skal passe til det udstyr, som stltovet skal anvendes i
(se ogs afsnittet "Dimensionstolerancer og ovalitet").
Korrekt mling af dimensionen (ISO 3178) foretages med skydelre,
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Receiving, Inspection and Storage

On receipt the product should be inspected to confirm that it corresponds to the one ordered. If the steel wire rope is not to be used
immediately, it must be stored in a dry place. If it is to be stored for a
longer period, it must be checked regularly to determine whether it
requires lubrication (see also section: "Maintenance of Steel Wire
Rope").
Inspection of Dimensions
It is important that the steel wire rope's dimension is checked before
installation, and that it is checked that the dimension matches the
equipment with which the steel wire rope is to be used (see also section 7: "Dimension Tolerances and Ovalness").
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der er forsynet med brede kber, der skal dkke over mindst to
dugter (se fig. 31).
Mlingen foretages to steder
med mindst en meters afstand
p et lige stykke uden belastning.
Hvert sted foretages to mlinger
90 forskudt. Gennemsnittet af
disse fire mlinger angiver diameteren p stltovet. Stltovets
ovalitet er strste forskel mellem
de fire mlinger angivet som %
af stltovets nominelle diameter.
Fig. 31
Correct measurement of dimensions (ISO 3178) is undertaken with a

calliper gauge equipped with a broad enough jaw to cover at least
two strands (see fig. 31).
Korrekt udstyr og mling af stltov

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

Before the steel wire rope is fitted, it is important to ensure that all
parts that will come into contact with the steel wire rope are in good
condition and match the steel wire rope, e.g.:
Drum.
Distance between drum and first sheaf or lead sheaf.
Guide roll.
Sheaves.
If the equipment is not suitable, there is a significant risk that the
steel wire rope will suffer unusually great wear and tear and will thus
have a shorter life expectancy.
Drum
Check that the drum dimensions and possible rope grooves match
the steel wire rope, and check the condition of the drum.
B = diameter of groove = 1.06 x d

A = elevation of groove = 1.08 x d
C = depth of groove = 0.30 x d
R = upper radius = approx. 0.15 x d
Hvis tovrillerne ikke passer til stltovet, fr stltovet et

unormalt stort slid og der tilfres spndinger.
Fig. 32
where d = steel wire rope's nominal diameter

If the rope grooves do not match the steel wire rope,
the rope will suffer unusually high wear and tear,
stresses will be introduced and the grooves will have
to be repaired.
Vr opmrksom p, at der ofte stilles specielle

krav til tromlediameter m.m. i normer og standarder.
Levetiden p stltovet er bl.a. meget afhngig af
dimensionen p tromlen. Desto strre tromle,
desto lngere levetid (se ogs afsnittet "Skiver og
blokke").
Jan 2002
The measurement is undertaken at two

places at least one metre apart on a
straight section without any load. At each
place two measurements are made at 90
angles. The average of these four measurements defines the diameter of the steel
wire rope. The degree of ovalness in the
steel wire rope is the greatest difference
between the four measurements, expressed as a percentage of the nominal diameter of the steel wire rope.
Randers Reb recommends that correct rope grooves are as follows:
hvor d = stltovets nominelle diameter.
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Please note that norms and standards often impose

special requirements in respect of drum diameters,
etc.
The steel wire rope's life expectancy depends to a
great extent on the drum's dimensions, among other things. The larger the drum, the longer the life expectancy (see also section 6:
"Sheaves/Blocks").
Rope grooves on the drum
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TEKNISK INFORMATION
10-18
Afstand mellem spiltromle og frste skive/ledeskive

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

should be:
For tromler uden sporriller:

Lmax = 115 x tromlebredde.
- For drums without rope

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

- For drums with rope grooves
Lmin = 115 x drum width.
Lmin = 20 x tromlebredde.
Distance between drum and lead sheaf (L), and fleet angle ()
(115 x tromlebredde ~ b = 0,25, 15 x tromlebredde ~ b = 2 og 20 x

tromlebredde ~ b = 1,5).
Hvis afstanden ikke passer, fr stltovet et unormalt stort slid, hvorfor
afstanden skal ndres.
Styreruller
Undersg om styreruller er slidt, f.eks. p spillet. Hvis de er, fr stltovet et unormalt stort slid, hvorfor styrerullen skal udskiftes eller
repareres.
Hvis styrerullen repareres ved svejsning, skal man srge for, at hrdheden p svejsematerialet er ca. 300 Brinel, sledes at man f sliddet p styrerullen i stedet for p stltovet.
Skiver/blokke
Undersg om skivediameteren og skivespor passer til stltovet.
Desuden skal skiverne let kunne dreje.
Nr et stltov bjes over f.eks. en skive, opstr der nogle ret komplicerede spndinger (kombination af bje-, trk- og trykspndinger) i
trdene. De strste spndinger forekommer i de trde, der ligger
lngst vk fra stltovets bjningscenter. Efter gentagede bjninger
vil der opst udmattelsesbrud i disse trde.
Hvornr der opstr udmattelsesbrud i trdene afhnger bl.a. af konstruktionen, belastningen samt hvor store skiverne er. Nedenstende
kurve (fig. 34) viser skiveforholdet DSk/d (skivediameter/stltovsdiameter) indflydelse p stltovets levetid for forskellige stltovskonstruktioner.
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Lmax = 20 x drum width.
(115 x drum width ~ = 0.25, 15 x drum width ~ = 2, and 20 x

drum width ~ = 1.5).
If the distance does not match these figures, the steel wire rope will
be subject to unusually significant wear and tear; the distance should
therefore be changed.
Guide Rolls
Check whether the guide rolls, e.g. those on the winch, are worn. If
they are, the steel wire rope will be subject to unusually significant
wear and tear; the guide rolls should therefore be replaced or repaired.
If the guide roll is repaired by welding, care should be taken to ensure that the hardness of the welding material is approx. 300 Brinel,
and that it is the guide roll that is worn, and not the steel wire rope.
Sheaves/Blocks
Check that the sheaf diameter and sheaf groove match the steel wire
rope. The sheaves must also be able to turn freely.
When a steel wire rope is fed over e.g. a sheaf and bends, certain
complex tensions (a combination of bending, tensile and compression stress) are generated in the wires. The greatest tensions occur
in the wires furthest away from the steel wire rope's bending centre.
After repeated bends, stress failure will occur in these wires.
The steel wire rope construction and the size of the sheaves are
decisive in determining when wire fracture occurs. The curve below
shows the influence of the D/d ratio (sheaf diameter/nominal steel
wire rope diameter) on the life expectancy of steel wire rope of different types.
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TEKNISK INFORMATION
10-19
Levetidsfaktor
Fig. 34
Skiveforholdet DSk/d
Stltovets levetid som funktion af skiveforholdet DSk/d

(skivediameter/stltovsdiameter) for div. konstruktioner
Life expectancy of steel wire rope of different types expressed as

a function of the D/d ratio (sheaf diameter/steel wire rope diameter
Vr opmrksom p, at der ofte stilles specielle krav til skive-/tromlediameter i normer og standarder. Hvis dette ikke er tilfldet, anbefales minimum DSk/d = 25 for 6x7 stltovsklassen og minimum DSk/d
= 20 for 6x19 og 6x36 stltovsklasserne.
Please note that norms and standards often impose special requirements in respect of sheaf/drum diameters. If this is not the case, a
minimum D/d = 25 is recommended for 6x7 steel wire ropes, and a
minimum D/d = 20 for 6x19 and 6x36.
Hvis det er muligt, skal man undg S-bjning dvs. fra f.eks. underside p n skive til overside p den nste skive. S-bjning giver tidligere udmattelsesbrud, hvorfor skiveforholdet (se nedenfor) br ges
med mindst 25% i forhold til samme retningsndring. Problemet er
specielt stort, nr skiverne er tt p hinanden.
If at all possible, S-bends (where the steel wire rope runs from the
lower side of one sheaf to the upper side of the next) should be avoided. Such bends result in premature damage. The sheaf ratio (see
below) should thus be increased by at least 25% in relation to the
same change of direction. The problem is particularly great when the
sheaves are placed close to each other.
Sporet i skiven har ogs stor indflydelse p levetiden af stltovet. Sporet m hverken vre for stort eller for lille - sporet Fig. 35
The groove in the sheaf also has a significant influence on the steel
wire rope's life expectancy. The groove must be neither too large nor
Correct groove diameter
Groove diameter too small

Fig. 36
skal passe til stltovsdimensionen (se fig. 35).
too small - the groove must match the steel wire

rope's dimensions.
Randers Reb anbefaler, at et korrekt skivespor

understtter stltovet p ca. 1/3 af omkredsen
(~ 120) og har en spordiameter p DSp =
1,06 x stltovets nominelle diameter (se fig.
36). Spordiameteren m under ingen omstndigheder vre under aktuel stltovsdiameter.
Correct figure of groove in sheave
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Groove diameter too large
Randers Reb recommends that a correct sheaf groove should support approx. 1/3 of the circumference
of the steel wire rope (~120 C) and have a groove
diameter of Dsp = 1.06 x the steel wire rope's nominal diameter (see fig. 36). The groove diameter may
under no circumstances be less than the relevant
steel wire rope's diameter.
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TEKNISK INFORMATION
Nedenstende kurve (fig. 37) viser sporforholdet DSp/d (spordiameter/stltovsdiameter) indflydelse p stltovets levetid.
Inspicr lbende skiver/blokke for
bl.a. slidte lejer, slidte skivespor og
slid p kanter. Hvis disse forhold
ikke er optimale, slides stltovet
unormalt hurtigt, og stltovet tilfres spndinger. Defekte
skiver/blokke skal udskiftes eller
repareres omgende.
Hvis sporet repareres ved svejsning, anbefaler Randers Reb, at
hrdheden p svejsematerialet er
ca. 300 Brinel, sledes at man fr
sliddet p skiven i stedet for p
stltovet.
Fig. 37
The curve in the diagram below indicates the effect of the D/d ratio
(sheaf diameter/steel wire rope diameter) on the steel wire rope's life
expectancy.
Always check whether the sheaf
groove is worn at the base and
along the edges. If it is not, the
steel wire rope will be subject to
unusually significant wear and
tear and stresses will be introduced into the rope. Defect sheaves/blocks should therefore be
replaced or repaired immediately.
Life expectancy as a function of the Dsp/d ratio

(sheaf diameter/steel wire rope diameter)
Strrelsen af stltovets anlgsvinkel a (vinkelndring) p skiven har

ogs indflydelse p stltovets levetid (se fig. 38).
Fig. 38
10-20
If the groove is repaired by welding, Randers Reb recommends

that the hardness of the welding
material is approx. 300 Brinel, so
that it is the sheaf that is worn,
and not the steel wire rope.
The size of the steel wire rope's contact angle a (angle change) on
the sheaf also has an effect on the steel wire rope's life expectancy
(see fig. 38).
Life expectancy as a function of the contact angle a
Hvis det er ndvendigt at ndre retningen p stltovet, anbefaler

Randers Reb at undg retningsndringer mellem 5 og 45.
If the steel wire rope has to change direction, Randers Reb recommends avoiding changes in direction between 5 and 45.
Installering af stltovet
Randers Reb stltove er fremstillet p en sdan mde, at de i ubelastet tilstand er spndingsfrie. Stltovet leveres enten p tromler
eller i kvejl. For at undg at tilfre stltovet spndinger og kinker
under installationen, er det ndvendigt at anbringe tromlen/kvejlen
p en drejeskive eller i en buk. Hvis dette ikke er muligt, kan stltovet rulles ud p jorden, mens stltovsenden fastholdes (se fig. 39).
Installation of Steel Wire Rope

Steel wire rope from Randers Reb is produced in such a way that in
an unloaded state it is tension-free. The steel wire rope is supplied
either on reels or in coils. To avoid creating tension or kinks in the
steel wire rope during installation, it is necessary to place the
coil/reel on a revolving platform, or as shown in fig. 39. If this is not
possible, the steel wire rope can be rolled out on the ground while
the end of the rope is held in place.
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TEKNISK INFORMATION
10-21
Fig. 39
Correct ways to remove steel wire rope from a coil or reel

Husk at sikre stltovsenden mod opdrejning uanset om stltovet er
formlagt eller ej. Dette kan f.eks. gres ved overbrnding (tilspidsning), psvejsning af trkje eller omvikling med stltrd/jernbindsel
(se ogs afsnittet "Kapning og takling af stltov").
Remember to secure the end of the steel wire rope against opening,
regardless of whether or not it is pre-formed. This can be done by
such means as tapered and welded ends, beckets, or seizing with
soft or annealed wire or strand (see also section 6: "Cutting and
Seizing of Steel Wire Ropes").
Under afspolingen m stltovet ikke:

During the unwinding of the steel wire rope, it must not:
P nogen mde aftages over kanten p tromlen eller tages fra en
kvejl, der ligger p jorden, idet der herved opstr kinker p stltovet
(se fig. 40).
Slbes hen over en hrd overflade, der kan beskadige trdene.
Trkkes gennem jord, sand og grus, idet slidpartikler vil fstne
sig til den fedtede stltovsoverflade.
In any way pass over the edge of the reel or be taken from a coil
on the ground, as this will create kinks in the steel wire rope (see fig.
40).
Be dragged over a hard surface that can damage the wires.
Be dragged through earth, sand or gravel, as abrasive particles will
attach themselves to the greased surface of the steel wire rope.
Fig. 40
Incorrect ways to remove steel wire rope from a coil or reel
Spoling fra tromle til spiltromle

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

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

wire rope is subjected to tension.
For at opn en problemls

In order to achieve problem-free
opspoling ved flerlagswinding in multi-layer winding, it is
opspoling er det af stor vigextremely important that that the
tighed, at stltovet kres op
steel wire rope is under tension
p tromlen med forspnwhen applied to the drum. If the
ding. Hvis lagene er for lse,
layers are too loose, the upper
Correct/incorrect winding from Reel to drum
kan ovenliggende lag under
layers can damage or cut into the
belastning trkke/skre sig
layers below when tension is applined i underliggende lag, hvorved stltovet delgges. Stltovet skal
ed, resulting in damage to the steel wire rope. The rope must be
kres p tromlen med minimum 2% af stltovets brudstyrke.
wound onto the drum at a tension corresponding to at least 2% of
the tensile strength of the rope.
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TEKNISK INFORMATION
Afbremsningen af aftagertromlen kan gres p flere mder (se af fig.
42). Man m under ingen omstndigheder forsge at klemme stltovet mellem to trplader, idet stltovet herved bliver varigt delagt.
10-22
Braking of the drum can be done in several ways (see fig. 42).
Please note: Steel wire rope should never be pressed between two
wooden plates, as this will result in permanent damage to the rope.
Fig. 42
Correct
Correct
Incorrect
Examples of correct/incorrect ways to brake a reel

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

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

Forudsat at stltovet ikke brndes over (tilspidses), anbefaler
Randers Reb, at stltovet takles inden kapning. Flgende metode til
takling skal anvendes (se fig. 44):
Cutting and Seizing of Steel Wire Rope

Randers Reb recommends that, as long as the steel wire rope does
not have welded ends, it has to be seized before being cut. The following seizing method must be used:
Fig. 44
Rotationssvage/-frie stltove
skal mindst have fire taklinger
p hver side af kappestedet.
Please note that low-rotation and rotation-resistant

steel wire ropes must have
at least four seizings on
each side of the cutting
point.
Correct cutting and seizing of steel wire rope
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TEKNISK INFORMATION
Indkring af stltovet
Efter montering af stltovet anbefaler Randers Reb, at stltovet
kres gennem anlgget flere gange under lav hastighed og moderat
belastning (f.eks. 5% af brudstyrken). Herved tilpasser stltovet sig
gradvist de nye forhold. Dugterne stter sig, stltovet forlnger sig.
Desuden formindskes diameteren lidt, da dugterne og hjertet presses
sammen. Stltovet vil sledes vre mindre udsat for skader, nr
maksimal belastning anvendes. Den tid, der benyttes til indkringen
af stltovet, bliver tjent ind igen mange gange, idet stltovet fr
lngere levetid.
Vedligeholdelse af fringsudstyr
Ordentlig vedligeholdelse af udstyret, som stltovet har kontakt med,
har stor betydning for stltovets levetid. Slidte skivespor, styreruller
mm., skve skiver og fastsiddende lejer resulterer bl.a. i chokbelastning og vibrationer i stltovet, hvilket har en delggende effekt p
stltovet med unormalt slid og udmattelse til flge.
Udstyr, som stltovet har kontakt med, skal inspiceres regelmssigt.
Hvis udstyret ikke er i orden, skal det omgende udskiftes evt. repareres. Ved reparation af fringsudstyret ved svejsning skal man
srge for, at hrdheden p svejsematerialet er ca. 300 Brinel, sledes at man fr sliddet p fringsudstyret i stedet for p stltovet (se
ogs afsnittet "Kontrol af fringsudstyr").
9. KONTROL OG VEDLIGEHOLDELSE
Vedligeholdelse af stltovet
Den olie/fedt, som stltovet tilfres under fremstillingen, beskytter
kun stltovet under opbevaringen og den frste tids brug. Stltovet
skal derfor eftersmres regelmssigt.
Ordentlig eftersmring er meget vigtig for stltovet levetid, idet smringen har til forml dels at beskytte stltovet mod rust, dels at reducere friktionen mellem trdene og dugterne i stltovet. Desuden nedsttes friktionen mellem stltovet og de flader, som stltovet berrer.
Smremidlet, der skal anvendes til eftersmringen, skal vre fri for
syrer og m ikke have skadelig indvirkning p hverken stltrde
og/eller fiberhjertet samt milj. Smremidlet skal have en konsistens
som gr, at smremidlet trnger ind i hjertet og dugten. Stltovet
skal rengres fr eftersmringen.
For opnelse af maksimal eftersmring skal smremidlet pfres
under krsel og ved en skive eller p tromlen, idet stltovet her vil
bne sig. Smremidlet kan herved lettere trnge ind.
Randers Reb har udviklet en speciel eftersmringsolie - Randers
WIRE OLIE type 01- der tilfredsstiller de specielle krav, der stilles til
eftersmring af stltove. Olien har en god indtrngnings- og smreevne. Desuden er olien vandfortrngende og tilsat additiver, der er
rustoplsende og stopper yderligere rustdannelse under lagring og
brug.
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10-23
Running in Steel Wire Rope

After the steel wire rope has been installed, Randers Reb recommends that it is run through the system several times at low speed
and moderate loading (e.g. 5% of tensile strength). In this way the
steel wire rope will gradually become accustomed to the new conditions. The strands will settle, the steel wire rope will lengthen and the
diameter will decrease a little due to the fact that the strands and the
core are compressed. The steel wire rope will thus be less susceptible to damage when maximum load is applied. The time spent "running-in" the steel wire rope will be earned many time over, as the
steel wire rope will thus have a longer life expectancy.
Maintenance of Guidance Equipment
Thorough maintenance of the equipment that the steel wire rope will
come into contact with is of great significance for the steel wire rope's life expectancy. Worn sheaf grooves, guide rolls, etc., crooked
sheaves and jammed bearings all result in such effects as shock
load and vibrations in the steel wire rope, which have a destructive
effect on the steel wire rope, resulting in exaggerated wear and tear
and fatigue.
Equipment that the steel wire rope comes into contact with must be
inspected regularly. If there is a problem with the equipment, it must
be replaced or repaired immediately. If the guidance equipment is
repaired by welding, care should be taken to ensure that hardness of
the welding material is approx. 300 Brinel, so that it is the sheaf that
is worn, and not the steel wire rope (see also section 6: "Inspection
of Guidance Equipment").
9. INSPECTION AND MAINTENANCE
Maintenance of Steel Wire Rope
The oil/grease that is added to the steel wire rope during production
is only sufficient to protect the steel wire rope during the storage
period and initial use. The steel wire rope must be lubricated regularly.
Thorough lubrication is extremely important for the steel wire rope's
life expectancy, as the purpose of lubrication is partly to protect the
steel wire rope against rust, and partly to reduce friction between the
wires and the strands in the steel wire rope. Friction is also thereby
reduced between the steel wire rope and the surfaces with which it
comes into contact.
The lubricant used must be free of acids and must not have a
destructive effect on the steel wires, the fibre core and the environment. The lubricant must have a consistency that enables it to penetrate the core and the strands. The steel wire rope must be cleaned
before lubrication.
To achieve maximum lubrication effect, the lubricant should be applied during operation, at a sheaf or on the drum, as this is where the
steel wire rope opens up and makes it easier for the lubricant to
penetrate.
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TEKNISK INFORMATION
Olien kan let pfres med pensel.
Se ogs vort Produktinformation's blad "Smring og vedligeholdelse
af stltove".
Kontrol af stltovet
Flgende er en vejledning p mulige kontrolpunkter i forbindelse
med inspektion/kontrol af et stltov - ikke en komplet manual eller
erstatning for krav angivet i tilhrende normer og standarder.
Slid
Stltovet skal udskiftes,, nr den nominelle diameter er reduceret
med 10%.
Forlngelse
Alle stltove forlnger sig ved belastning (se ogs afsnittet
"Stltovsforlngelse"). Stltovets forlngelse over levetiden kan
opdeles i tre faser.
Fase 1: Under den frste tids brug forlnger det nye stltov sig
helt naturligt. Dels p.g.a. belastningen, dels p.g.a. at stltovet stter sig.
Fase 2: Nr stltovet har sat sig. Under det meste af sin levetid for
lnger stltovet sig ikke ret meget. Forlngelsen under denne fase
skyldes primrt slid.
Fase 3: Under denne fase nedbrydes stltovet hurtigt og forlnger
sig uden yderligere pvirkning, hvilket bl.a. skyldes fremskredent
slid. Stltovet skal udskiftes omgende.
Reduktion af dimensionen
Enhver mrkbar reduktion af stltovsdimensionen i forhold til den
oprindelige dimension indikerer nedbrydelse af stltovet.
Reduktionen kan bl.a. skyldes:
Udvendigt/indvendigt slid.
Sammenklemning af dugt og/eller hjerte.
Udvendig/indvendig rustdannelse.
Forlngelse.
10-24
Randers Reb has developed a special lubricating oil, Randers WIRE

OIL Type 01, which satisfies the special requirements for lubrication
of steel wire ropes. The oil has excellent penetrative and lubrication
qualities. It is also water-resistant and contains additives that dissolve rust and prevent further formation of rust during storage and
operation. The oil is easily applied with a brush.
See also our Product Information leaflet, "Lubrication and
Maintenance of Steel Wire Ropes".
Inspection of Steel Wire Rope
The following guidelines cover possible points that should be checked in conjunction with the inspection of steel wire rope. This is not a
complete manual, nor is it an alternative to the relevant norms and
standards.
Wear and Tear
As a rule, a steel wire rope should be replaced when the outer wires
are worn down to 1/3 of the original wire dimension.
Elongation
All steel wire ropes become elongated when loaded (see also section 9: "Steel Wire Rope Elongation"). The elongation of a steel wire
rope during its lifetime can be divided into three phases:
- Phase 1: The new steel wire rope becomes longer quite naturally
during its initial period of use. This partly because of the loading,
and partly because the steel wire rope settles.
- Phase 2: When the steel wire rope has settled and for most of its
lifetime, the steel wire rope does not become much
longer.Elongation during this phase is mainly due to wear.
- Phase 3: The steel wire rope suddenly becomes longer very
quickly. This means that the steel wire rope is deteriorating rapidly
due to such causes as advanced wear and fatigue. The steel wire
rope must be replaced immediately.
Reduction of Dimensions
Every noticeable reduction of the steel wire rope's dimensions in
comparison with its original dimensions indicates a deterioration in
the steel wire rope. The reduction may be due to such causes as:
Rust
Rust er mindst lige s vigtig en faktor som slid i forbindelse med vurderingen af stltovets stand. Rust stammer normalt fra drlig vedligeholdelse af stltovet og bevirker hurtigere udmattelse af trdene
(skrhed/revnedannelse).
Kinker
Kinker forrsager permanent delggelse af stltovet. Kinker dannes pga. udtrkning af lkker.
Stltovet skal udskiftes omgende.
- External/internal wear and tear.

- Compression of strands and/or core.
- External/internal formation of rust.
- Elongation.
Rust
Rust is just as important a factor as wear and tear in terms of evaluating the steel wire rope's condition. Rust is normally caused by poor
maintenance of the steel wire rope and promotes quicker fatigue in
the wires (fragility/creation of cracks).
Kinks
Kinks cause permanent damage to the steel wire rope. Kinks are formed due to extraction of loops.
The steel wire rope must be replaced immediately.
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TEKNISK INFORMATION
Fuglerede
En fuglerede (dugterne rejser sig samme sted) opstr bl.a., hvis stltovet f.eks. er tilfrt torsion (drejet op), oplever pludselig aflastning,
kres gennem for sm skivespor og/eller spoles op p for lille tromle
(fig. 44).
Bird's Nest
A "bird's nest" (the strands rising in the same place) is created by
such actions as the steel wire rope being subjected to torsion (rotated), sudden unloading, running through sheaf grooves that are too
small and/or winding on a drum that is too small.
Fig. 44
10-25
Lokalt slid/delggelse
Lokalt slid p stltovet skyldes som oftest drlig
spoling. Alle fittings og splejsninger skal undersges for slid eller trdbrud, lse eller knkkede
dugter, slid eller revner p/i fittings mm.
Local Wear and Tear/Damage

Local wear and tear is most often caused by poor
winding. All fittings and splicings must also be
inspected for wear or broken wires, loose or split
strands, wear or cracks in fittings, etc.
Brandskader
Efter brand eller pvirkning af hje temperaturer
kan der opst metalskader, tab af olie/fedt og
delggelse af stl- eller fiberhjerte mm.
Fire Damage
After a fire or exposure to high temperatures,
metal damage, loss of oil/grease and destruction of
fibre core, etc., may occur.
Bird's nests
Hjertet kommer ud mellem dugterne

Uafhngigt af rsagen til at hjertet kommer ud mellem dugterne,
skal stltovet udskiftes omgende.
Core Protruding between the Strands

Regardless of the cause of the core protruding between the strands,
the steel wire rope must be replaced immediately.
Trdbrud
Trdbrud kan opst af mange forskellige rsager. Nogle alvorlige,
andre ubetydelige.
Wire Fracture
A wire fracture may result from many different causes, some serious,
others insignificant.
Hvis trdbruddene er alvorlige, skal stltovet udskiftes omgende.
If the wire fractures are serious, the steel wire rope must be replaced
immediately.
Hvis du er i tvivl om, hvorvidt stltovet skal kasseres eller ej, s kontakt din konsulent eller vores tekniske afdeling hurtigst muligt.
If you are in any doubt as to whether the steel wire rope should be
scrapped or not, please contact your local salesman or our Technical
Department as soon as possible.
10. FORLNGELSE OG FORSTRKNING

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

Steel Wire Rope Elongation
When a steel wire rope is loaded it becomes longer. This elongation
consists of two types of elongation - construction elongation (permanent) and elastic elongation. Elongation due to overloading (yielding)
or due to rotation are not dealt with here.
Constructional Elongation
When a new steel wire rope is subjected to a load, the strands and
the core decrease in size (are compacted). In addition, the strands
are squeezing more tightly around the core. The construction settles.
This means that the steel wire rope's dimension becomes slightly
smaller, causing the steel wire rope to become longer. This elongation is known as constructional elongation and remains in place until
the steel wire rope has been subjected to loads several times in normal operation. If the steel wire rope is at a later date subjected to a
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TEKNISK INFORMATION
Stningsforlngelse er afhngig af:
10-26
greater force than that experienced under normal operating conditions, the steel wire rope will probably become a little longer.
Hjertetype.
Stltovskonstruktionen.
Slstigningen.
Materialet.
Belastningen.
Stltove med stlhjerte har mindre stningsforlngelse end stltove
med fiberhjerte. Da stltoves stningsforlngelse er afhngig af
flere faktorer, kan en entydig stningsforlngelse ikke angives.
Tabel 4 er vejledende:
Tabel 4
Constructional elongation is dependent on:

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

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

Elastic elongation is not only dependent on the load on the steel
wires, but also on the construction, which is why steel wire ropes do
not follow Young's modulus. It is therefore not possible to produce an
unequivocal Modulus of elasticity for steel wire ropes. Table 5 is
intended as a guide only.
Tabel 5
Guidelines for Modulus of elasticity on steel wire ropes
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10-27
Den elastiske forlngelse p stltovet beregnes ud fra flgende formel:
The elastic elongation in a steel rope is calculated according to the

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

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

Where
W
=
Load
L
=
Length of steel wire rope
E
=
Modulus of elasticity
A
=
Steel area
Hvis et mere prcist E-modul er ndvendigt, skal man mle E-modulet p det aktuelle stltov.
If a more accurate Modulus of elasticity is required, it must be measured in the actual steel wire rope in question.
Varmeudvidelse
Et stltov ndrer lngde, nr temperaturen ndres.
Lngdendringen beregnes ud fra flgende formel:
Heat Expansion
A steel wire rope will change its length when the temperature changes. Changes in length are according to the following formula:
Lngdendring (m) = a * L * Dt
Change in length (m) = a x L x Dt
hvor:
a = Linere varmeudvidelseskoef. = 11 x 10-6 m/m pr. C i omrdet 0 C til ca. 100 C.
L = Stltovets lngde (m).
Dt = ndring af temperatur ( C).
Where:
a = linear heat expansion coefficient = 11 x 10-6 m/m per C in area
0 to approx. 100 C.
L = Length of steel wire rope (m).
Dt = Change in temperature (C).
Nr temperaturen falder, bliver stltovet kortere. Nr temperaturen

ges, forlnges stltovet.
When the temperature drops, the steel wire rope will become shorter,
whereas it will become longer if the temperature rises.
Forstrkning
Ved forstrkning belastes stltovet indtil flere gange med ca. 45% af
stltovets nominelle brudstyrke, hvorved stltovets stningsforlngelse fjernes.
Pre-stretching
By pre-stretching, the steel wire rope is loaded to approx. 45% of its
nominal tensile strength, during the course of which the steel wire
rope's construction elongation is removed.
Fjernelsen af stningsforlngelse forudstter, at stltovet ikke

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

steel wire rope is not subjected to further treatment! If there is further
treatment, the steel wire rope will more or less return to its original
form. However, pre-stretching is in many cases a good idea anyway
as it means that the steel wire rope more rapidly ceases its constructional elongation.
11. ANVENDELSESTEMPERATURER
Maksimum anvendelsestemperatur
Zinken p galvaniserede trde smelter ved 419 C. Ved 300 C
begynder zinken at blive bld.
En opvarmning selv p et relativt kort stykke af wiren til over
300 C - samtidig med at opvarmningen sker et stykke inde i wiren
- bevirker, at wiren kommer i ubalance og evt. lses. Trd-/wirebrud
opstr herefter hurtigere.
Trdenes mekaniske egenskaber, f.eks. brudstyrke og bjestyrke,
ndrer sig ved opvarmning. Opvarmning i f.eks. en time ved 200
C bevirker et fald i trdenes bjestyrke.
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(kp)
(mm)
(kp/mm)
(mm)
However, in many instances pre-stretching can still be beneficial, as

the steel wire rope's constructional elongation will thus be completed
much more quickly. This in turn means that the steel wire rope does
not need to be re-tightened many times.
11. OPERATING TEMPERATURES
Maximum Operating Temperature
Zinc on galvanised wires melts at 419 C. At 300 C the zinc
begins to soften.
If a relatively short piece of cable is heated to more than 300 C,
the heating affects the inside of the wire rope, the wire rope will
become unbalanced and may become locked, causing fractures in
the cable/wires to occur more quickly.
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Et kunstfiberhjerte begynder at blive bldt ved 80 C - 100 C. Et
bldt hjerte bevirker, at understtningen for dugterne forsvinder og
stlwiren kommer i ubalance. Trd-/wirebrud vil hurtigere forekomme.
Sisalhjerter kan tle vsentligt hjere temperaturer end stltov
med kunstfiberhjerte.
Da brudstyrke og bjelighed/fleksibilitet ofte er vigtige mekaniske
egenskaber for et stltov, kan Randers Reb ikke anbefale, at:
10-28
The wires' mechanical properties, e.g. tensile strength and bending

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

lngere tid.
Stltov med sisalhjerte opvarmes til over 200 C gennem
lngere tid.
Stltov med kunstfiberhjerte opvarmes til over 75 C gennem
lngere tid.
Since tensile strength and pliability/flexibility are often important

mechanical properties for a steel wire rope, Randers Reb does not
recommend that a steel wire rope with:
Overfladetemperaturen kan i en kort periode accepteres at stige til

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

period of time.
Minimum anvendelsestemperatur
Stlet, der anvendes i stltovet, kan anvendes ned til meget lave
temperaturer (minus 200 C evt. lavere), uden at stlets egenskaber
forringes vsentligt. Derimod vil olie/fedt ved minus 25 C - 50 C
miste sin smrende og rustbeskyttende virkning. Desuden vil fiberhjerter let kunne knuses ved lave temperaturer.
An artificial fibre core is subjected to temperatures above 75 C for

a longer period of time.
Forudsat at stlwiren ikke indeholder fiberhjerter og at eventuelt

olie/fedt ikke skal rustbeskytte og/eller have en smrende virkning,
kan stltovet anvendes ned til ca. minus 200 C. I modsat fald ned til
ca. minus 25 C.
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A steel core is subjected to temperatures above 200 C for a longer

period of time.
For a short period of time it can be acceptable for the surface tem
perature to reach 400 C.
Minimum Operating Temperature
The steel that is used in steel wire rope can be used at extremely
low temperatures (minus 200 C or less) without any significant
effect on the characteristics of the steel. However, at temperatures of
only minus 25-50 C oil and grease will lose their ability to serve as
lubricants and protect against rust. This makes the fibre cores easy
to damage.
Provided that the steel wire rope does not have a fibre core and that
oil and grease are not required as protection against rust or as lubrication, such rope can be used in operating temperatures of approx.
minus 200 C. If these conditions cannot be met, the minimum temperature is approx. minus 25 C.
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10-29
12. MARTENSIT
12. MARTENSITE FORMATION
Martensitdannelse
Martensit er en strukturndring, der sker i trdmaterialet ved hj friktionsvarme (se fig. 45) som f.eks. ved drlig spoling p spil, hvor de
yderste stltovslag presses ned i de underliggende lag under en
sdan belastning, at gnistdannelse opstr med efterflgende hurtig
afkling (se fig. 46).
Fig. 45
Martensite formation
Martensite is a structural change in the wire material caused by a
very sudden cooling of the rope after a strong local heating generated by friction. The friction may be caused by e.g. bad winding of the
wire rope on winches.
Martensite spots in fishing rope which has been used under bad conditions
Fig. 47
Fig. 46
Flattened wire showing martensite structure
The brittle layer of martensite shows clearly
Denne strukturndring giver en hrd men skr overflade, og under

normal belastning eller ved splejsning kan trdbrud opst, selvom
der ikke har vret nvnevrdigt ydre slid (se fig. 47).
The martensite structure is very brittle and may cause fractures

during normal operation or when spliced, even though the wire rope
does not show any visible signs of external wear.
Forholdsregler mod martensitdannelse:
Precautions against martensite:
Blokkene m ikke vre nedslidte og br kunne dreje let.
The blocks must not be worn down and should turn easily.
When a wire rope is wound on a drum, it should be in tight wraps
without the layers crossing each other in order to prevent the top
layer from cutting into the underlying layers.
Spoling p tromlen br ligge i ttte vindinger uden krydsninger, s

det overliggende lag under belastning ikke skrer sig ned i de
underliggende lag.
Stltovet br eftersmres, sledes at friktionen mellem trde og
dugter er mindst mulig.
The wire rope should be lubricated at regular intervals in order to

minimise the friction between wires and strands.
Kontrollr stltovet for sammentrykninger, sm revner og

mekaniske skader, som kan vre tegn p martensitdannelse.
The wire rope should be checked at regular intervals for crushing,

minor cracks and mechanical damages, all of which might indicate
martensite spots.
Hvis en stlwire er strmfrende, eller stltovet spoles op i flere lag

under stor belastning, vil der ofte opst gnister. Overfladetemperaturen, hvor gnisten opstr, er over 800 C, hvorfor sandsynligheden for dannelse af martensit er relativ stor. Hvis forekomsten af
gnister er stor, opstr der hurtigt trdbrud og evt. wirebrud.
If a steel cable carries a current, there will often be sparks. The surface temperature where the sparks appear will be over 800 C,
making it quite probable that Martensite will be formed. If there is a
strong probability of sparks appearing, wire and cable fractures may
occur quickly.
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TEKNISK INFORMATION
13. ENDEBEFSTIGELSER
13. END TERMINATIONS
Endebefstigelser.
End terminations
I fig. 48 ses eksempler p endebefstigelser.
10-30
Type of end terminations. Degree of efficiency
Fig. 48
Wire rope socket, resin poured
Wedge socket
Wire rope socket, swaged
Clips
Hand-spliced with thimble
Mechanical splice with thimble and Talurit
Eksempler p endebefstigelser p stltove

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

rope. Table 6 shows the approximate effect of the different types of
end terminations.
Tabel 6
Clips
Wedge socket
Hand-spliced
Mechanical splice with ferrule
Wire rope socket, swaged
Wire rope socket, resin poured
Degree of efficiency for different types of end terminations

Fig. 49 viser eksempler p rigtig og forkert montering af wirels.
Fig. 49 Examples of correct and incorrect attachment of wire rope

clips.
Fig. 49
Right way
Wrong way
Wrong way
Examples of correct and incorrect ways of attachment of dead end on

different kinds of wedge sockets
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TEKNISK INFORMATION
10-31
Fig. 50
14. ISTBNING MED WIRELOCK
14. SOCKETING (WIRELOCK)
Istbning (Wirelock)
Hvis intet andet er aftalt mellem kunde og Fyns Kran Udstyr, s
udfrer Fyns Kran Udstyr istbning af tovpre med Wirelock - er en
speciel strk 2-komponent stbemasse. Wirelock anvendes i strre
og strre grad i stedet for zink bl.a. p.g.a. :
Unless otherwise agreed between the customer and Fyns Kran

Udstyr, Fyns Kran Udstyr will undertake socketing with Wirelock.
Wirelock is an especially strong twin-component moulding material.
Wirelock is increasingly being used instead of zinc, e.g. because:
at varmeudviklingen er vsentlig lavere i forhold til zinkstbning.

Herved elimineres risikoen for hrdning af stltrdene med udmattelsesbrud til flge. Desuden undgr man at fedtet forsvinder (bortsmelter) i overgangszonen ved tovprehalsen.
Wirelock krver ikke opvarmning af tovpre forudsat, at denne
ikke har en temperatur p under 10 C.
Wirelock tillader fuld belastning 1 - 2 time efter stbningen.
Wirelock krver ingen specielle hjlpemidler i.f.m. istbningen.
Wirelock er modstandsdygtig overfor syre, saltvand, olie og fedt.
Wirelock tler chokbelastning og std.
Wirelock kan anvendes til alle former for istbning.
Wirelock trnger bedre ind mellem trdene end zink.
Wirelock kan anvendes op til 115 C
Wirelock er bl.a. godkendt af Arbejdstilsynet, Det Norske Veritas og
Lloyd's Register of Shipping.
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Heat generation is much lower than with a zinc seal. The risk of
hardening of the steel wires, causing stress fractures, is thus eliminated. The disappearance (melting away) of grease is also avoided
at the junction by the base of socket.
Wirelock does not require heating of the rope socket, as long as its
temperature is not below 10 C.
Wirelock permits full loading 1-2 hours after the sealing process.
Wirelock does not require any special ancillary tools in connection
with the sealing process.
Wirelock is resistant to acid, salt water, oil and grease.
Wirelock tolerates shock loading and impact.
Wirelock can be used for all types of seal.
Wirelock penetrates further in between the wires than zinc.
Wirelock can be used in temperatures of up to 115 C.
Wirelock has been approved by such bodies as the Danish
Directorate of Labour Inspection, Det Norske Veritas and Lloyd's
Register of Shipping.
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Vejledning for istbning af stltove
1. Stltovsenden indfre i tovpren, hvoref
ter stltovet takles. Afstanden fra tovenden til den verste kant af taklingen (L)
skal svare til lngden p den koniske del
af tovpren minus stltovsdiameter (d).
Lngden p taklingen (l) skal vre minimum 1,5 x d.
2. Opsplitning af de enkelte trde i dugterne
kan herefter ske. Hvis stltovet indeholder et stlhjerte skal dette ogs splittes
op. Eventuelle fiberhjerter kappes over
taklingen. Opsplitningen skal vre
ensartet og g helt ned til taklingen.
Guidelines for Socketing with Wirelock

1. Insert the end of the steel wire rope into
the rope socket, and fasten the steel wire
rope. The distance from the end of the
rope to the uppermost part of the rigging
(L) must correspond to the length of the
conical part of the rope socket minus the
diameter of the steel wire rope (d). The
length of the rigging (l) must be at least
1.5 x d.
Fig. 1
Placing and size of rope sockets
Fig. 2
Hvis stltovet kun bestr af 19 trde eller
mindre, skal trdene i toppen ombukkes.
HUSK at tillgge lngden af ombukket til
lngden af det opsplittede stykke.
1) Den opsplittede del af stltovet (kosten)
rengres/affedtes f.eks. i en sodaoplsning. Ved afrensningen og en efterflgende skylning skal stltovet vende nedad
sledes, at vsken ikke trnger ned stltovet.
10-32
2. The individual wires in the strands can be

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

removing the fibre core
2) Trk tovpren op over kosten indtil tr

dene er i niveau med overkanten af tovpren. Kontroller, at et stykke (ca. 0,5 x
d) af den verste del af taklingen befinder
sig i den koniske del af tovpren.
2) Pull the rope socket over the brush until

the wires level with the upper edge of the
rope socket. Check that a part (min. 0.5 x
d) of the upper section of the rigging is in
the conical part of the rope socket.
Fig. 3
Stltovet fastgres, s det

str lodret samtidig med, at
et stykke (ca. 25 x d) af
stltovet hnger lodret.
Herefter ttnes tovprehalsen med f.eks. kit for at
forhindre udtrngning af
Wirelock under istbingen.
1) Clean/de-grease the split section of the

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

is vertical, while a piece (approx. 25
x d) of the steel wire rope is hanging
vertically. Pack the base of socket
with e.g. putty to prevent any
Wirelock escaping during the sealing
process.
Correct location of the rope socket and packing with putty
3) Bland de to komponenter
sammen i en plasticspand eller lignende
(komponenterne skal have en temperatur p mellem 10 C og
max. 25 C). Blandingen omrres grundigt i ca. 2 minutter. Ved en
lufttemperaturer under 10 C br een pose "booster" (accelerator)
tilsttes fr omrring.
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3) Mix the two components together in e.g. a plastic bucket. The

components must have a temperature of 10-25 C. Stir the mixture thoroughly for around two minutes. If the air temperature (sealing temperature) is below 10 C, a bag of "booster" (accelerator)
should be added before stirring.
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TEKNISK INFORMATION
P posen er angivet, til hvilken mngde Wirelock den skal anvendes. Under 3 C br to poser booster tilsttes. Istbingen kan godt
foretages i frostgrader, blot man srger for, at Wirelock massen ikke
kommer under 10 C under hele istbningsprocessen.
BEMRK : Blandingsforholdet mellem de enkelte komponenter er
nje afstemt og m ikke deles.
10-33
The bag provides instructions about how much Wirelock must be

used. Below 3 C two bags should be added. The sealing process
can be undertaken at temperatures below 0 C, as long as measures are taken to ensure that the Wirelock putty itself does not come
under 10 C at any time during the process.
NB: The mix ratio between the individual components is precisely
calculated and should not be divided.
Forbruget af Wirelock ses af tabel 1.

Tabel 1
The following table shows how Wirelock should be applied.
Number of seals per litre Wirelock

4) Blandingen hldes i tovpren, indtil tovpren er fyldt helt op.
For at forhindre dannelsen af luftbobler skal en let "piskning" med
et stykke stltrd foretages nede mellem stltovets trde. Flere
istbninger kan godt foretages forudsat, at ihldning sker lige
efter hinanden.Evt. overskydende Wirelock kan ikke gemmes,
men skal kasseres.
4) Pour the mixture into the rope socket until the rope socket is full.
To prevent air bubbles forming, a piece of steel wire should be
used to "whip" gently between the wires in the steel wire rope.
Several applications may be made at a time, provided that they
are done in quick succession. Any surplus Wirelock must be disposed of.
BEMRK : Blandingsmassen starter med at vre tykflydende.

Herefter bliver massen tyndere og tyndere indtil et vist punkt, hvorefter selve hrdeprocessen gr igang. Wirelock skal ihldes, inden
massen nr sit tyndeste punkt.
NB: At the outset the mixture has a thick, liquid consistency. It then
becomes thinner until a certain point at which the hardening process
begins. The Wirelock must be poured before the mixture reaches its
thinnest state.
5) Wirelock er fremstillet sledes, at hrdetiden er 10 minutter i tem

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

minutes in the 18-24 C temperature range. It should, however, be
noted that the product's hardening time is very sensitive to the
temperature of the Wirelock, e.g. it is only approx. 5 minutes at 30
C and approx. 20 minutes at 10 C. The hardening time has no
effect on the quality of the hardening.
Loads can be applied to the rope socket one hour after the
Wirelock is hard on the surface.
6) Kit fjernes. Specielt nr tovprehalsen hnger opad under brugen, anbefaler Fyns Kran Udstyr, at tovprehalsen fyldes op med
vandfortrngende olie/fedt for at minimere risikoen for rustdannelse p dette kritiske sted (hulrummet fyldes med vand).
6) Putty must be removed. Particularly in cases where the unit is to

be used with the base of socket upwards, Fyns Kran Udstyr
recommends that the base of socket be filled up with water-repellent oil/grease in order to minimise the risk of rust at this critical
point due to penetration of water.
Kontrol af istbning
a) Hvis man ridser med en skruetrkker i stbemassen i tovpreb
ningen, og der fremkommer en hvid stribe, er hrdningen foreget, som den skal.
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Seal Inspection
a) If a screwdriver is used to scratch the Wirelock at the opening of
the rope socket and a white stripe appears, the hardening process
has been completed correctly.
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TEKNISK INFORMATION
10-34
b) Desto mrkere Wirelock er, desto hjere temperatur har hrde

processen opnet. Den mrke farve opns p.g.a korrekte temperaturforhold. Hvis farven er blgrn, er dette ensbetydende med
en "kold" stbning/hrdning. Istbningen kan kun godkendes,
hvis skruetrkkerprven er O.K. (se punkt a).
b) The darker the Wirelock, the higher the temperature during the
hardening process. The dark colour is achieved due to correct
hardening conditions. If the colour is bluish-green, it indicates a
"cold" sealing/hardening process. The sealing process may only
be approved if the screwdriver test has been passed.
Genbrug af tovprer
Fjernelse af Wirelock i brugte tovprer kan ske ved opvarmning til
250 C i ovn, hvorefter stbemassen krakelerer ved slag og kan fjernes med dorn. For at undg opvarmning af tovpren er det bedre
blot at presse materialet ud med specialvrktj.
Re-use of sockets
Dismantling of Wirelock in used rope sockets can be undertaken by
means of heating in a furnace to a temperature of 250 C, after
which the seal cracks when struck and can be removed with a mandrel. To avoid heating up the rope socket, it is recommended that the
material be pressed out using special equipment.
BEMRK: Tovpren m under ingen omstndigheder opvarmes til

mere end 250 C forudsat, at leverandren af tovprerne ikke har
angivet andet.
BEMRKNINGER:
a) Tovpre og tov skal jvnligt kontrolleres for brud/beskadigelse,
specielt i og ved tovprehalsen.
b) Undg brug af ben ild under blandingen og istbning med
Wirelock. Hrderen indeholder styren, hvis flammepunkt er ca.
30 C.
c) Der skal anvendes beskyttelsesbriller og hansker ved istbning.
Hvis det foregr indendrs, skal der vre lokal udsugning.
d) Wirelock m ikke komme i forbindelse med strke alkaliske
oplsninger som acetone og lignende, da disse stoffer kan nedbryde Wirelock.
e) Hvis tovpren har en temperatur p under 10 C, br denne
opvarmes f.eks. ved at lgge den i en spand varmt vand.
f) En forudstning for at sidste anvendelsesdato glder er, at
Wirelock opbevares mellem 10 C og max. 25 C.
Ved hver leverance medsendes "Leverandr Brugsanvisning" p
Wirelock.
Fyns Kran Udstyr foretager gerne istbningen med Wirelock enten
hos dig eller i vort splejseri. Fyns Kran Udstyr er ogs leveringsdygtig i svel tovprer samt andre typer fittings.
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Note:
a) Rope and rope socket must be inspected regularly for fractures,
especially in and around the base of socket.
b) Avoid using an open flame during the mixing and sealing process
with Wirelock. The hardening agent contains an acid that is flammable at approx. 30 C.
c) Protective glasses and gloves must be worn during the sealing
process. If undertaken indoors, air extraction equipment must be
used.
d) Wirelock must not come into contact with strong alkaline solutions
such as acetone, as these substances can cause the Wirelock to
disintegrate.
e) If the rope socket has a temperature of below 10 C, it should be
warmed up, e.g. by placing it in a bucket of warm water.
f) The "use before" date presupposes that the Wirelock is stored
at 10-25 C.
g) Every consignment is accompanied by "Supplier's Directions for
Use" of Wirelock.
Fyns Kran Udstyr will be pleased to carry out the sealing process
with Wirelock either on your premises or in our own splicing shop.
Fyns Kran Udstyr is also a supplier of rope sockets and other types
of fittings.
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TEKNISK INFORMATION
15. TROMLEKAPACITET
10-35
15. DRUM CAPACITY

Max. drum capacity (in metres) is =
A x C x (A + B) x p / d, where
A, B and C are expressed in cm.
D = steel wire rope's diameter in mm.
p = pi = 3.14
Fig. 51
Drum Capacity
16. KLASSIFICERING AF STLTOVE
16. CLASSIFICATION AND USE OF STEEL WIRE ROPE
Stltovsklasser (eksempler p stltove)

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

The different kinds of steel wire rope can be divided up into distinct
classes. The number of strands and the number of outer wires in
each strand is laid down for each class of steel wire rope. The different systems and sets of rules for this classification include ISO, DIN
and American. Randers Reb has chosen to employ the set of classifications used by the EU (the EN norm).
Tabel 2
Class
Number of
outer strands
Number of wires
in strand
Number of outer
wires in strand
Number of layers
of wire in strand
Eksempler p stltovsklasser (se ogs fig. 52)

Examples of different classes of steel wire rope (see also fig. 52)
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TEKNISK INFORMATION
10-36
Eksempler p anvendelse af stltove
Examples of the use of Steel Wire Rope
Fig. 52 viser eksempler p stltove i de mest anvendte stltovsklasser.
Fig. 52 shows examples of steel wire rope in the most common

categories of steel wire rope.
Fig. 52
Examples of steel wire rope in the most common categories of steel wire rope
17. TOVVRK
17. ROPES
Tabel 8
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TEKNISK INFORMATION
Tovvrk fremstilles primrt af syntetiske materialer som f.eks. PE,
PP, PA og polyester. Tovvrk af naturfibre som sisal, hamp, manila
og papir produceres stadigvk, men udbudet er ikke ret stort. rsagen hertil er, at det syntetiske tovvrk generelt har en strre slidstyrke, ikke suger vand og ikke rdner.
Tovvrk fremstilles primrt som 3- og 4-slet, krydsflettet, rundflettet og kvadratflettet.
10-37
Ropes are primarily made of synthetic materials such as PE, PP , PA

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

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

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Gunnebo - your partner in safe lifting

Think Gunnebo when selecting lifting chain and components.
Gunnebo has become known for quality, down to the smallest component, as a result of over 200 years experience, systematic quality
control, research and development.
Chain and components are made from quenched and tempered alloy
steel. A guarantee for very high strength, low weight, high wear resistance and long life. All Gunnebo G8 components are uniformly marked with equivalent chain size, grade and manufacturer's designation
for positive identification.
Quality to international standards
Gunnebo work closely with their steel suppliers to ensure that the
raw material meets their stringent specification.
They also work closely with their world markets and have official
approval by the main national and international authorities including
MOD, NATO, BG and many others.
Gunnebo G8 Grade 8 chain is manufactured and tested to the
requirements of ISO 1834 & 3076, 1984 and EN 818-1, & 2. All components match the relevant prEN- and EN-standards.
All Gunnebo productions units are approved by Lloyds (LRQA) for
quality assurance to ISO 9001. This approval also combines the new
European standard EN 29001. Their quality management covers all
aspects of production from raw material to delivered product. LRQA
approval for their system includes design, development, manufacture, marketing and distribution of lifting chains and associated components.
Full test certification is supplied on request.
Gunnebo gives you more options
Gunnebo G8 is more than just another chain sling system. It is a
total lifting concept in high grade alloy steel for heavy lifting.
The chain and components in the G8 and SK ranges are designed to
give more flexibility, more options to meet almost any lifting problem
involving slings - whether chain, steel wire rope or soft slings.
When introduced around 30 years ago, the BK Safety Hook dramatically increased industrial safety on sites all over the world.
The new generation safety hooks - OBK/GBK - provide a more compact version of the well-known BK-hook. The grip latch modification
gives better side stability and the hook now has improved riveting.
Once again, Gunnebo innovation leads the way.
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TEKNISK INFORMATION
Sikkert design ned til lastdetaljen
BK/OBK/GBK sikkerhedskrogene opfylder to vigtige krav. Det ene er,
at lasten forbliver i krogen. Palen lukker automatisk, s snart krogen
bliver belastet. Den kan ikke bnes utilsigtet under last. Udlseren
kan kun betjenes, nr lasten er sikkert afsat.
Det andet er, at krogen ikke s let hnger fast under lft p.g.a. dens
blde profil.
Gunnebo sikkerhedskrogene er designet til arbejde. Det er let at
betjene udlseren selv med arbejdshandsker p. Den forbliver ben,
s begge hnder er fri til at belaste krogen.
Sikkerhedskrogene fs fra WLL 1,25 - 25 ton.
Anvendelse
Opret et kartotek over alle kder, der er i brug.
Lft aldrig med en vredet kde.
Kdesling skal opkortes med en opkorterkrog - der m aldrig sls
knuder p kden.
Beskyt kden mod skarpe kanter ved at lgge et mellemlag
imellem.
Belast aldrig en krog i spidsen - lasten skal altid ligge korrekt i
bunden af krogen.
Brug altid den korrekte strrelse kde til lasten under hensyntagen
til vinkel og muligheden for ulige belastning.
Topjet skal altid kunne hnge frit i krankrogen.
Undg altid belastning i ryk.
Vedligeholdelse
Mindst hver 6. mned eller oftere i henhold til lovmssige bestemmelser, type af anvendelse og tidligere erfaring skal der udfres en
omhyggelige kontrol.
Kder med bjede, revnede eller udhulede led skal udskiftes,
ligesom deformerede komponenter s som bjede ovalringe, bne
kroge og enhver komponent, der viser tegn p slitage.
Slitagen p kden og komponenterne m ingen steder overstige
10% af de oprindelige dimensioner. Slitagen p kdeled - max.
10% - er defineret som den gennemsnitlige diameter af materialet
mlt i 2 retninger.
Overbelastede kdesling skal tages ud af brug.
10-38
Safe design down to the load detail

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

mindst n gang om ret. Fyns Kran Udstyr tilbyder at udfre test
direkte hos kunden (se afsnit 9).
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Side 39
TEKNISK INFORMATION
19. TEKNISKE OMREGNINGSTABELLER
10-39
19. TECHNICAL CONVERSION TABLES

Fig. 9
Omstning mellem diverse enheder
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TEKNISK INFORMATION
Testcertifikat for stlwirer
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Jan 2002
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10-40
Test and Examination Certificate

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

Jan 2002
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10-41
Certificate for test of Lifting Gear
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TEKNISK INFORMATION
Certifikat for test af
faldsikringsudstyr
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Jan 2002
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10-42
Certificate for test of

Fall Arrest Equipment
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TEKNISK INFORMATION
Certifikat for test af El-taljer
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Jan 2002
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10-43
Certificate for test of Electric

Chain Hoists
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TEKNISK INFORMATION
Certifikat for test af
Vakuumlfteg
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10-44
Certificate for test of Vacuum

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

Jan 2002
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10-45
Repair Certificate for Chain Hoists,

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

ISO 9002 certifikat
FKU LIFTING A/S

Jan 2002
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10-46
Fyns Kran Udstyr A/S

ISO 9002 certificate
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10
MTC
SWIVEL
As a safety precaution, a swivel is inserted in the system to release stress, turns and torsion in
steel wires.
The swivel is inserted between the dead man wire and the PCP, to ensure no stress, turns and /
or torsion in the wire, enabling the deck crew to safely disconnect the systems.
Use of swivel can however give a reduction in the breaking load with up to app. 30%, depending
on the type of swivel in use.
It is strongly recommended not to use a swivel with too low friction coefficient allowing the wire
end to freely rotate during normal operation. This will decrease the fatigue life dramatically.
The MoorLink swivel has a high friction coefficient and will not allow the wire to rotate when
under load.
T.O. has delivered a MoorLink swivel to all AHTS vessels.
Please observe the enclosed table / drawing (page 5) showing breaking strength when the
swivels are on wire drums and stern rollers.
Please read the following pages together with chapter 8 for further information.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\1.0 Swivel.doc
Chapter 09
Page 1
MTC
MoorLink Swivel
Subject: Theory - Swivels versus Wire torque
____________________________________________________________________________
Background
Six-stranded wire rope behaves different in different applications or operations, which could lead to
potential problems for the user.
In theory a six stranded rope should not be allowed to open up (swivel) under load to achieve
longest lifetime of the rope. This is normally only possible in a perfect world, where no external
operational criteria are present. An all wire moored drilling or accommodation rig might achieve this
by perfect anchor handling and spooling off / on from / to a winch. In reality the winches are not
spooling perfectly and if the wire is dragged over or in seabed the geometry of the wire could lead
to induced torque.
Safety
Torque can cause severe damages to personnel and equipment. This normally occurs when an
anchor handling wire is spooled in with high tension and disconnection shall occur. The torque has
been transferred to the end of the rope disconnection can be impossible or lead to a kink in the
rope. This also happens during cross over operations on combination mooring systems.
Combination Mooring Systems

For drilling rigs equipped with combination chain /wire system swivels would assist during the
cross over operation and bolstering of anchors. When hauling in the wire, the torque moves
towards the end of the rope. In order to remove the torque from the wire to prior to
disconnection the swivel positioned in the cross over point should absorb the torque at a relative
low tension.
It is strongly recommended not to use a swivel with too low friction coefficient allowing
the wire end to freely rotate during normal operation (when moored). This will decrease
the fatigue life dramatically.
The wire also introduces twist to the chain during normal operation and when hauling in anchors.
The chain has a relative high torsion stiffness when under tension (nil when stored in a pile
onshore or in the chain locker). This means that the wire will induce a number of turns over the
length of the chain, which is not causing any damages to the chain. However, when the chain is
hauled in and the AHT is coming closer to the bolster these turns will be present on a short piece
of chain, potentially leading to problems bolstering the anchor properly. By installing a swivel close
to the anchor end this torque could be absorbed.
Chapter 09
Page 2
MTC
Anchor handling
Anchor handling can be divided into two different main categories:
1.
2.
The usage of vessels own anchor handling wire or tow wire, which is permanently installed
(and replaced when damaged) and kept with high tension on the drum.
The usage of external supplied anchor-handling wires (normal for deep-water operations).
These wires are normally not spooled on to the winches with any high tension before
commencement of work.
The problem that occurs during anchor handling is that the torque induced in the wire is transferred
to the end of the rope and if the axial stiffness in the connected part is low the torque is transferred
further.
This means that a swivel can absorb the torque and avoid any twist to be transferred.
Bearing Systems
1.
Slide Bearing System
Bearing system is bronze aluminium type running on a polished stain less steel washer. The
material is often used in high load / low speed bearings in many offshore applications (very good
corrosion and wear resistance in seawater).
The bearing is self-lubricating with embedded sold lubricant. The base material is high-grade
bronze alloys and has finely finished surface with pockets in which a specially formulated solid
lubricant is embedded. During operation a very fine, but very strong lubricating film is deposited
automatically over the complete moving area. This film remains intact at all times, even
immediately upon starting. The construction is also being equipped with grease inlets in order to
secure and guarantees a well-lubricated moving surface.
2.
Roller Bearing System
The roller bearing swivels are equipped with a cylindrical thrust roller bearing system (either single
or double row).
Summary
What is best? The usage of roller or slide bearing swivel?
It depends on your operation. The main issue is that most operations are different. The
operation can be normal anchor handling, or installation of chain, polyester ropes or spiral
strand, anchor proof loading, towing etc.
Chapter 09
Page 3
MTC
The slide-bearing swivel should not rotate under tension until the induced torque is
exceeding the start friction. This enhances the fatigue life of the wire. Typical operation
is anchor handling and inserts in combination mooring systems
The roller bearing systems would rotate under tension, as the friction moment is lower
than the induced torque. This could be benefit if you do not want to transfer the torque
from your wire to the object lowered. Bear in mind, fatigue life of the wire will decrease
after continuos use of roller bearing swivels. Typical operation is installation of sub sea
equipment, anchors or proof loading of anchors.
Theory of Torque versus Friction:

Based on our past experience and information provided by two large steel-wire rope
manufacturers: ScanRope and Haggie Rand the induced torque by a six-stranded wire rope is:
6-8% of the diameter of rope x tensions.
Example
Induced torque:
Wire size:
Tension:
89mm
200 tonnes
Resulted induced torque:
0.07 x 0.089 x 200.000 x 9,81 = 12.223 Nm
Break Out Torque Comparison:

1.
Friction moment Roller Bearing System:
0.015 (0.005 in rolling mode)
Average Diameter of bearing:
0.20 m
Break-out Torque:
2.
0.5 x 0.20 m x 0.015 x 200.000 x 9.81 = 2.943 Nm
Friction moment Slide Bearing System:
0.12 (0.10 in gliding mode)
Average Diameter:
0.20 m
Break-out Torque:
0.5 x 0.20 m x 0.12 x 200.000 x 9.81 = 23.544 Nm
As can be seen above the resistance (friction moment) in the slide bearing system is HIGHER than
the induced torque in the wire. The swivel will not rotate when the tension is increased.
Chapter 09
Page 4
MTC
Chapter 09
Page 5
MTC
Pin Extractor
As torsion tension builds up in wires that have been under heavy load this will result in violent
movement of the wires when disconnected.
Removing of pins, in shackles, dismantling of other connecting links e.g. Pear and Kenter link,
from systems that have been under tension and where torsion is likely, should only take place
by use of a tugger or capstan wire together with a chain - / wire sling or a Pin Extractor.
Occasionally people have been injured when a crowbar has been used for this action, so that is
why a crowbar never should be used to punch pins out of shackles where the wire has been
under tension.
When using the tugger or capstan wire together with a sling or Pin Extractor, the safety is
considerably improved.
See the Pin Extractor in use on an 85 T shackle on the following page.
The wire from either the tugger or the capstan is fixed on the Extractor, which is hooked on to
the shackle pin. The pin is now easily pulled out by use of a tugger or capstan.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\2.0 Pin Extractor.doc
Chapter 09
Page 1
Maersk
E-procurement
Training Centre
work group
A/S
Pin Extractor in use on a 85 T Shackle
Anchor Handling Equipment, chapter 9
MTC
Socket Bench
As mentioned in the APM Procedures 15, 16 and 15, 259, that we now and then have to resocket the wires used for anchor handling and towing. These re-socketing are often carried out
by the ships crew and in this connection occurs the problem how to clean out used wire
sockets.
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.
The method with using heat on the socket in order to get the used socket cleaned is not
applicable for following two reasons.
1. You can easily change the steel structure of the socket, which afterwards under load can
brake.
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.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 09\4.0 Socket Bench.doc
Chapter 09
Page 1
Maersk
E-procurement
Training Centre
work group
A/S
Socket Bench
Hydraulic Jack in use - squeezing out the old compound
Anchor Handling Equipment, chapter 9
CHAINS & FITTINGS
SECTION 2
CHAINS AND FITTINGS

Introduction
There are currently two types of chain in common use within the marine
industry. Studlink chain which is the most popular is used by the shipping and
the oil Industry. Open link, which has no studs, is generally used in special
mooring applications such as permanent moorings for FPSOs for the larger
diameter chains and buoy and marine moorings for the small diameters.
Chain is normally supplied in 27.5 metre lengths but the oil industry uses chain
of much longer lengths up to about 1370 feet (4,500 metres). Long lengths of
chain mean no joining links, which may be the weakest links, but shipping and
handling can be a problem.
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 used U, France and Spain used 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.
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 can carry out such inspections
in line with relevant classification society requirements.
2.1
CHAINS & FITTINGS
STUD LINK MOORING CHAIN
3.6d
6d
4d
6.5d
6.75d
ENLARGED LINK
Common Link
2.2
1.2d
1.1d
1d
COMMON LINK
4d
Enlarged Link
END LINK
End Link
CHAINS & FITTINGS
STUD LINK CHAIN

Shot = 90 ft = 27.5 m
U2
Weight
Kg/shot
incl.
Kenter
222
A
306
418
C
497
652
E
734
826
H
919
1105
1209
1437
1555
1809
1946
2100
2253
2573
2742
3097
3374
3681
4187
4832
5385
5723
6613
9.81 kN
P.L.
B.L.
mm
142019
22
172026
28
210032
34
264036
38
42
44
48
50
54
56
58
60
64
66
70
73
76
81
87
92
95
102
=
=
=
in
1240 3/4280
7/8
1370
1480
1 1/8
18201 1/4530
1 5/16
1 7/16660
2500
1 1/2
1 5/8
1 3/4
1 7/8
2
2 1/8
2 3/16
2 5/16
2 3/8
2 1/2
2 5/8
2 3/4
2 7/8
3
3 3/16
3 7/16
3 5/8
3 3/4
4
P.L.
kN
150
935
200
278
1129
321
417
1391
468
523
1815
581
703
769
908
981
1140
1220
1290
1380
1560
1660
1840
1990
2150
2410
2750
3040
3230
3660
U3
B.L.
kN
870 211590
280
1040 389720
449
1270 583
910
655
1660 732
1050
812
981
1080
1280
1370
1590
1710
1810
1940
2190
2310
2580
2790
3010
3380
3850
4260
4510
5120
ORQ
P.L.
kN
B.L.
kN
P.L.
kN
B.L.
kN
211
30
280
389
40
449
583
65
655
732
75
812
981
1080
1280
1370
1590
1710
1810
1940
2190
2310
2580
2790
3010
3380
3850
4260
4510
5120
301
401
556
642
833
937
1050
1160
1400
1540
1810
1960
2270
2430
2600
2770
3130
3300
3690
3990
4300
4820
5500
6080
6440
7320
1400
1620
1746
1854
1976
2230
2361
2634
2846
3066
3453
3924
4342
4599
5220
2110
2441
2639
2797
2978
3360
3559
3970
4291
4621
5209
5916
6544
6932
7868
1 Tonne
Proof Load
Breaking Load
2.3
CHAINS & FITTINGS
STUD LINK/STUDLESS CHAIN

OIL INDUSTRY GRADES
Break Load
Dia
R4-RQ4
mm
kN
66
68
70
73
76
78
81
84
87
90
92
95
97
100
102
105
107
111
114
117
120
122
124
127
130
132
137
142
147
152
157
162
165
168
171
175
178
2.4
4621
4885
5156
5572
6001
6295
6745
7208
7682
8167
8497
9001
9343
9864
10217
10754
11118
11856
12420
12993
13573
13964
14358
14955
15559
15965
16992
18033
19089
20156
21234
22320
22976
23633
24292
25174
25836
R3S
R3
Stud and Studless
kN
4200
4440
4685
5064
5454
5720
6130
6550
6981
7422
7722
8180
8490
8964
9285
9773
10103
10775
11287
11807
12334
12690
13048
13591
14139
14508
15441
16388
17347
18317
19297
20284
20879
21477
22076
22877
23479
kN
3761
3976
4196
4535
4884
5123
5490
5866
6252
6647
6916
7326
7604
8028
8315
8753
9048
9650
10109
10574
11047
11365
11686
12171
12663
12993
13829
14677
15536
16405
17282
18166
18699
19234
19771
20488
21027
RQ3-API
kN
3559
3762
3970
4291
4621
4847
5194
5550
5916
6289
6544
6932
7195
7596
7868
8282
8561
9130
9565
10005
10452
10753
11057
11516
11981
12294
13085
13887
14700
15522
16352
17188
17693
18199
18707
19386
19896
Weight
Stud
Studless
kgs/m
kgs/m
95
101
107
117
126
133
144
155
166
177
185
198
206
219
228
241
251
270
285
300
315
326
337
353
370
382
411
442
473
506
540
575
596
618
640
671
694
87
92
98
107
116
122
131
141
151
162
169
181
188
200
208
221
229
246
260
274
288
298
308
323
338
348
375
403
432
462
493
525
545
564
585
613
634
CHAINS & FITTINGS
Proof Load
R4-RQ4
Dia
mm
66
68
70
73
76
78
81
84
87
90
92
95
97
100
102
105
107
111
114
117
120
122
124
127
130
132
137
142
147
152
157
162
165
168
171
175
178
R3S
Stud
Studless
Stud
Studless
kN
kN
kN
kN
3643
3851
4064
4392
4731
4962
5317
5682
6056
6439
6699
7096
7365
7776
8054
8478
8764
9347
9791
10242
10700
11008
11319
11789
12265
12585
13395
14216
15048
15890
16739
17596
18112
18631
19150
19845
20367
3238
3423
3613
3904
4205
4411
4726
5051
5383
5723
5954
6307
6547
6912
7159
7536
7790
8308
8703
9104
9511
9785
10061
10479
10903
11187
11906
12637
13376
14124
14879
15641
16100
16560
17022
17640
18104
3036
3209
3387
3660
3942
4135
4431
4735
5046
5365
5582
5913
6138
6480
6712
7065
7304
7789
8159
8535
8916
9173
9432
9824
10221
10488
11162
11847
12540
13241
13949
14663
15094
15525
15959
16538
16972
2935
3102
3274
3538
3811
3997
4283
4577
4878
5187
5396
5716
5933
6264
6488
6829
7060
7529
7887
8251
8619
8868
9118
9497
9880
10138
10790
11452
12122
12800
13484
14174
14590
15008
15427
15986
16407
Weight
R3
RQ3-API
Stud
Studless
kN
Stud
Studless
kN
Stud
Studless
kgs/m
kgs/m
2631
2782
2935
3172
3417
3548
3840
4104
4374
4650
4838
5125
5319
5616
5817
6123
6330
6750
7071
7397
7728
7950
8175
8515
8858
9089
9674
10267
10868
11476
12089
12708
13081
13455
13831
14333
14709
2361
2496
2634
2847
3066
3216
3446
3683
3925
4173
4342
4599
4774
5040
5220
5495
5681
6058
6346
6639
6935
7135
7336
7641
7950
8157
8682
9214
9753
10299
10850
11405
11739
12075
12412
12863
13201
95
101
107
117
126
133
144
155
166
177
185
198
206
219
228
241
251
270
285
300
315
326
337
353
370
382
411
442
473
506
540
575
596
618
640
671
694
87
92
98
107
116
122
131
141
151
162
169
181
188
200
208
221
229
246
260
274
288
298
308
323
338
348
375
403
432
462
493
525
545
564
585
613
634
2.5
CHAINS & FITTINGS
OPEN LINK MOORING CHAIN
LONG LINK
(MILD STEEL)
d
3.5d
6d
Size
mm
ins
13
16
19
22
26
1/2
5/8
3/4
7/8
1
Weight
Proof Load
kg/m
kg
3.34
5.06
7.14
10.46
13.38
3190
4830
6820
10000
12770
MEDIUM LINK
(MILD STEEL)
Minimum
Breaking Load
kg
7970
12090
17050
24990
31940
d
3.5d
5.5d
Size
mm
13
16
19
22
25
28
32
34
38
42
44
48
51
2.6
Weight
ins
1/2
5/8
3/4
7/8
1
1 1/8
1 1/4
1 3/8
1 1/2
1 5/8
1 3/4
1 7/8
2
kg/m
3.50
5.20
7.40
10.00
12.80
16.50
21.00
23.50
29.50
36.00
39.50
47.00
53.00
Proof Load
kg
3200
4800
6800
9100
11800
14800
19400
21800
27300
33300
36600
43500
49200
Minimum
Breaking Load
kg
6400
9600
13600
18200
23600
29500
38700
43600
54600
66600
73200
87000
98300
CHAINS & FITTINGS
OPEN LINK MOORING CHAIN
SHORT LINK
(MILD STEEL)
d
3.5d
5d
Size
mm
6
7
8
10
11
13
16
19
Weight
Proof Load
ins
kg/m
kg
1/4
9/32
5/16
3/8
7/16
1/2
5/8
3/4
0.89
1.13
1.39
1.95
2.67
3.72
5.64
7.96
700
900
1250
2000
2240
3200
5000
6820
Minimum
Breaking Load
kg
1400
1800
2500
4000
4480
6400
10000
3640
2.7
CHAINS & FITTINGS
KENTER JOINING LINKS
Size
mm
Weight
kg
19
22
26
30
32
34
38
41
44
48
52
54
57
60
64
67
70
73
76
79
83
86
89
92
95
98
102
105
108
110
114
120
1.0
1.6
2.6
3.5
4.8
6.5
8.4
11.0
13.5
16.5
20
24
28
32
39
45
52
60
67
77
86
93
101
112
123
137
151
158
163
171
180
230
6d
4d
4.2d
TYPICAL APPLICATION
Smaller diameters Grade 3, ORQ

Larger diameters Grade ORQ, R3 R4
All dimensions given are approximate
2.8
1.5d
Kenter Joining Link

Common Link
Common Link
CHAINS & FITTINGS
PEAR SHAPE ANCHOR CONNECTING LINK
G
D
J
A
K
E
H
B
Anchor Shank
Anchor Shackle
Common Links
No
Chain size
in mm
4
5
6
7
8
9
10
No
4
5
6
7
8
9
10
A
mm
B
mm
C
mm
D
mm
E
mm
F
mm
32-40
42-51
52-60
62-79
81-92
94-95
97-102
298
378
454
562
654
692
889
206
260
313
376
419
435
571
59
76
92
117
133
146
190
40
51
60
79
92
98
121
48
64
76
95
124
130
165
83
100
121
149
149
159
190
40 x 44
56
51 x 60
74
62 x 73
88
85 x 79
111
111 x 102 130 x 133
124 x 137
141
130
181
26
32
37
48
54
57
73
Weight
in kg
43
52
64
76
79
83
108
13
27
49
94
149
236
386

2.9
CHAINS & FITTINGS
DETACHABLE CONNECTING LINK
C
F
Chain size in mm
weight in Kg
30-32
33-35
36-38
40-42
43-44
46-48
50-51
52-54
56-58
59-60
62-64
66-67
68-70
71-73
74-76
78-79
81-83
84-86
87-89
90-92
94-95
97-98
100-102
190.5
210
229
248
267
286
305
324
343
362
381
400
419
438
457
476
495
514
537
552
571
590
607
127
140
152
165
190
194
197
210
221
234
246
246
275
283
295
308
320
332
350
356
368
381
394
44
49
53
57
62
64
64
67
71
78
79
83
92
94
95
102
103
107
116
119
122
127
132
32
35
38
41
44
48
51
54
57
60
64
67
73
73
76
79
83
86
92
92
95
98
102
35
39
43
50
51
55
59
64
67
70
73
78
83
85
90
92
92
100
105
106
114
117
119
39
42
46
50
56
60
64
67
71
75
78
79
90
93
94
96
103
107
114
116
119
121
122
21
23
25
27
30
31
33
36
38
40
42
44
46
48
50
52
55
57
59
61
62
67
68
4.5
6.0
7.8
10.0
12.5
14.5
16.5
20.0
23.5
27.5
32.0
37.0
45.5
48.5
54.5
62.5
73.0
80.5
93.5
97.5
116.0
123.0
130.0

2.10
CHAINS & FITTINGS
D TYPE JOINING SHACKLES
Size
mm
Weight
kg
19
22
26
30
32
34
38
41
44
48
52
54
57
60
64
67
70
73
76
79
83
86
89
92
95
98
102
105
108
110
114
120
1.7
2.7
4.3
7
7.8
8.5
13.8
18
22
27
29
39
46
52
64
74
84
98
110
122
134
144
154
168
184
200
220
230
264
285
320
340
3.4d
7.1d
1.2d
1.6d
1.3d
1.4d
1.3d
2.8d
4d
Enlarged Link
Common Link
Joining Shackle
End Link
End Link
Enlarged Link
Common Link
2.11
CHAINS & FITTINGS
D TYPE ANCHOR SHACKLES
Size
mm
Weight
kg
19
22
26
30
32
34
38
41
44
48
52
54
57
60
64
67
70
73
76
79
83
86
89
92
95
98
102
105
108
110
114
120
2.5
3.8
6.0
9
11.3
14
19.8
26
32
39
48
57
67
80
93
106
121
141
159
172
189
200
230
258
290
301
344
390
422
431
475
530
4d
8.7d
1.8d
1.4d
2.4d
5.2d
Enlarged Link
1.4d
3.1d
Anchor Shackle
Swivel End Link

All dimensions give are approximate
2.12
1.3d
Anchor Shank
Clenched Anchor
Shackle
CHAINS & FITTINGS
SHACKLES
BOW AND D SCREW PIN SHACKLES UP TO 120 tonne SWL
BOW SCREW PIN
'D' SCREW PIN

Size
Inside
Length
Gap
SWL
Tonnes
Size
mm
Pin Dia
mm
Gap
mm
O/Dia
Eye
mm
2
3.25
4.75
6.5
8.5
9.5
12
13.5
17
25
35
55
85
120
13
16
19
22
25
29
32
35
38
44
51
64
76
89
16
19
22
25
29
32
35
38
41
51
57
70
83
95
19
26
32
35
42
45
51
57
60
73
83
105
127
140
32
41
48
54
60
67
76
85
92
111
127
152
165
203
Outside
of Eye
Pin Dia
Inside Weight Weight

Length Safety Screw Pin
mm
kg
kg
48
61
70
83
95
108
118
133
149
178
197
267
330
381
0.36
0.72
1.3
1.8
2.6
3.6
5.1
6.9
9.0
14.2
21.0
43
66
114
0.36
0.68
1.0
1.5
2.4
3.4
3.9
5.9
7.9
12.7
18.7
38.0
59
102
2.13
CHAINS & FITTINGS

BOW AND D SAFETY PIN SHACKLES UP TO 100 tonne SWL
2.14
SWL
Tonne
Size
mm
Pin Dia
mm
Gap
mm
O/Dia
Eye
mm
2
3.25
4.75
6.5
8.5
9.5
12
13.5
17
25
35
50-55
75-85
100
13
16
19
22
25
29
32
35
38
44
51
64
76
89
16
19
22
25
29
32
35
38
41
51
57
70
83
95
19
26
32
35
42
45
51
57
60
73
83
105
127
149
32
41
48
54
60
67
76
85
92
111
127
152
165
203
Inside Weight Weight

Length Safety Screw Pin
mm
kg
kg
41
51
60
70
80
89
99
111
124
149
171
203
229
267
0.36
0.67
0.72
1.7
2.4
3.3
4.7
6.1
8.4
13.0
19.0
38.0
56.0
99.0
0.3
0.55
0.6
1.4
2.1
3.0
4.1
5.5
7.4
16.0
16.5
33.7
49.0
86.0
CHAINS & FITTINGS
SHACKLES, BOW & D SAFETY

BOW SAFETY
'D' SAFETY
Size
Inside
Length
Outside
of Eye
Gap
Pin Dia
GREEN PIN
SWL
Tonnes
Size
mm
Pin Dia
mm
Gap
mm
120
150
200
250
300
400
500
600
700
800
900
1000
89
102
120
125
135
165
175
195
205
210
220
230
95
108
130
140
150
175
185
205
215
220
230
240
146
165
175
200
200
225
250
275
300
300
320
340
Inside Weight
Length Safety
mm
kg
381
400
500
540
600
650
700
700
700
700
700
700
120
160
235
285
340
560
685
880
980
1100
1280
1460
CROSBY
SWL
Tonnes
Size
mm
Pin Dia
mm
Gap
mm
Inside
Length
mm
O/Dia
Eye
mm
Weight
kg
120
150
200
250
300
400
500
600
89
102
108
121
130
149
155
178
95
108
121
127
152
178
190
210
133
140
184
216
216
210
219
235
371
368
394
508
495
571
641
810
203
229
268
305
305
356
381
432
120
153
204
272
352
499
704
863
2.15
CHAINS & FITTINGS
JAW & JAW SWIVELS
Size
mm
Weight
kg
54
57
60
64
68
70
73
76
84
90
95
102
105
108
114
120
120
156
200
258
303
330
361
394
493
600
700
970
1060
1170
1440
1650
1.4d
1.3d
1.3d
12.7d
7.7d
2.2d
c 1.7d
Anchor Shank
1.7d
4d
5.6d
End Link
Enlarged Link
Common Link
Anchor Shank
Common Link
Enlarged Link
End Link
Anchor Shackle
TYPICAL APPLICATION
2.16
CHAINS & FITTINGS
BOW & EYE SWIVELS
3.6d
1.1d
1.4d
9.3d
6.3d
4.7d
1.2d
3.4d
Swivel
End Link
End Link
Enlarged Link
Enlarged Link
End Link
Size
mm
Weight
kg
19
22
26
30
32
34
38
41
44
48
52
54
57
60
64
67
70
73
76
79
83
86
89
92
95
98
102
105
108
110
114
120
2.8
4.4
6.8
9.4
12.7
17.5
22
29
36
43
54
64
75
78
90
104
114
134
152
171
189
196
217
256
275
300
342
387
420
450
520
620
Common Link
Enlarged Link
Swivel
Enlarged Link
TYPICAL SWIVEL ASSEMBLIES
2.17
CHAINS & FITTINGS
MOORING RINGS
7.5d
2d
TYPICAL APPLICATION
Ring
Shackles
Sinker
2.18
Size
mm
Weight
kg
19
25
32
38
44
51
57
64
70
76
83
89
95
102
6
12
24
40
63
98
136
193
252
323
421
518
630
780
CHAINS & FITTINGS
FISH PLATES
C
B
D
D
Chain Size
mm
A
mm
B
mm
C
mm
D
mm
38
48
58
70
76
83
95
102
320
360
430
506
550
600
685
736
168
184
225
266
290
316
361
388
50
60
80
90
90
100
120
120
76
88
102
120
130
142
162
174
Proof Breaking
Load
Load
Weight
Tonnes Tonnes
kg
81.2
127
190
270
313
356
508
594
106
181
287
404
472
549
794
910
13
25
50
81
96
127
199
230
2.19
CHAINS & FITTINGS
PELICAN HOOKS
C
D
E
A
B
Chain
Pelican Hook
Deck Padeye
TYPICAL APPLICATION
2.20
Chain Size
mm
A
mm
B
mm
C
mm
D
mm
E
mm
25-28
32
34-42
44-48
51-58
60-64
67-70
76-83
90
100
110
120
135
150
170
200
35
40
45
50
60
70
80
100
38
45
55
60
75
86
90
105
30
35
42
50
60
70
80
100
358
390
430
475
525
600
705
880
S.W.L. Weight
Tonnes
kg
10
15
25
35
50
60
75
100
24
35
50
70
98
150
230
430
CHAINS & FITTINGS
SLIP HOOKS
Size
mm
19
22
25
29
32
35
38
41
44
48
51
54
57
60
64
67
70
73
76
79
83
86
89
92
95
98
102
Weight
kg
4.3
6.6
10
14
19
27
34
44
55
66
82
98
115
137
159
183
208
241
272
312
348
394
437
483
532
593
649
13d
0.6d
1.3d
2.5d
6.7d
1.3d 4.4d
1.3d
4d
10.4d
2.21
CHASERS & GRAPNELS

J CHASERS
BEL 101 J CHAIN CHASER
Safe Working Load:
Proof Test Load:
Weight:
3.38
86
4.88
124
100 Tonnes
250 Tonnes
1882 Kg
96.00
2438
50
27.
699
72.00
1829
12.00
305
CHAIN CHASERS
Chain chasers were developed to overcome the problems of
recovering rig anchors when anchor pendant lines failed in service.
The operational sequence of chasing is shown below.
Stage 1
Wire Rope from

Anchor Handling
Vessel
Anchor
Chain
Chaser
Mooring Chain
3.2
Stage 2
Stage 3
CHASERS & GRAPNELS

BEL 109 GRAPNEL
3.38
86
Safe Working Load: 100 Tonnes

Proof Test Load:
150 Tonnes
Weight:
1351 Kg
4.50
114
70.00
1778
4.00
102
3.00
76
54.00
1372
GRAPNELS
The grapnel was designed as a fishing tool primarily for the
purpose of recovering an anchor and chain which has become
detached and has fallen to the sea bed. The operational sequence is
as follows:
Stage 1
Stage 2
Recovery
Wire Rope
Broken
Chain
Recovery
Wire Rope
Broken
Chain
3.3
CHASERS & GRAPNELS
GRAPNELS
BEL 139 GRAPNEL
Safe Working Load: 250 Tonnes
Proof Test Load:
350 Tonnes
Weight:
2630 Kg
5.25
133
7.5
191
66.00
1676
7.88
200
3.94
100
8.5
216
3.4
66.5
1689
3.50
89
78.5
1994
50.5
1283
5.0
127
Continuous Fillet Weld
1.5
38
3.94
100
CHASERS & GRAPNELS
PERMANENT CHASERS
BEL 102 - 106 - 110
G
H
A
C
F
D
B
Type
S.W.L.
Proof
Test
45.00 39.00 30.00

991
762
1143
in 67.00 46.00 39.00 30.00
BEL
130
250
106 Tonnes Tonnes mm 1702 1168
991
762
in 73.50 49.00 44.50 33.00
130
250
BEL
110 Tonnes Tonnes mm 1867 1245 1130
838
in 65.25
250
BEL 100
102 Tonnes Tonnes mm 1657
Weight:
BEL 102
BEL 106
BEL 110
12.00
305
15.00
381
13.00
330
7.50
191
8.00
203
8.00
203
4.88
124
5.13
130
5.13
130
3.38
86
3.88
99
3.88
99
1088 Kg
1451 Kg
1433 Kg
Lifting eye dimensions shown are standard for each type.

Specials can be made to suit customer requirements.
3.5
CHASERS & GRAPNELS
DETACHABLE PERMANENT CHAIN CHASERS

BEL 107 - 108 - 111
G
H
F
D
B
Type
S.W.L.
Proof
Test
in 76.00
BEL
130
250
in 78.50
130
250
BEL
Weight:
BEL 107
BEL 108
BEL 111
45.00
1143
46.00
1168
49.00
1245
42.50
1080
42.00
1067
44.50
1130
30.00
762
30.00
762
33.00
838
12.00
305
15.00
381
13.00
330
7.50
191
8.00
203
8.00
203
4.88
124
5.13
130
5.13
130
3.38
86
3.88
99
3.88
99
in 74.25
250
BEL 100
1238 Kg
1656 Kg
1742 Kg

3.6
CHASERS & GRAPNELS
PERMANENT WIRE CHASERS

BEL 210 - 213 - 214 - 215
D
B
Type
BEL 210
BEL 213
BEL 214
BEL 215
Weight:
Proof
S.W.L. Test
Tonnes Tonnes
130
130
130
250
BEL
BEL
BEL
BEL
250
250
250
400
210
213
214
215
mm 2073
mm 1962
mm 2318
mm 2051
1959
1846
2530
2495
1245 1203
1099 1086
1308 1397
1168 1060
838
692
902
711
330
330
330
356
432
445
508
445
130
130
130
178
99
99
99
127
kg
kg
kg
kg

3.7
CHASERS & GRAPNELS
J LOCK CHAIN CHASERS

BEL 115
4.88
124
82.00
2083
3.38
86
12.00
305
28.00
711
21.00
533
BEL 115/35 for chain 2 /2 inch to 3 /2 inch.

BEL 115/45 for chain 3
Safe Working Load:
Proof Test Load:
Weight:
3.8
/4
inch to 4 /2 inch.
100 Tonnes
250 Tonnes
1778 Kg
58.50
1486
MTC
Breaking the anchor off the bottom:

Breaking out anchors takes its time mainly because:
Breaking out forces is caused by the volume of the soil on the fluke and the sucking or under
pressure below it. Pulling up the anchor increases the soil resistance due to the dilatant
behaviour of the soil. This resistance decreases with time, reducing the negative pressure and
thus easing the break out.
For most anchors the following guide is useful:
1. In sandy soil the break out force will be between 12 and 17% of the anchor's test load.
2. In clay soil the break out force will be about 60% of the anchors test load.
3. In sticky soft soil the break out force can exceed 100% of the anchors test load.
As the typical test tension of the anchor is around 1/3 break strain of the chain or wire in use,
the following table is a summary of the forces:
Chain type
76 mm U3
76 mm ORQ
76 mm K4
1/3 Break load

143
154
200
Sandy 17%
24
26
34
Clay 60%
Soft Soil 100%
86
93
120
143+
154+
200+
Breaking the anchor off the bottom is very likely the operation where there has been most loss
of time and equipment.
It is a very time-consuming and hard job to get the anchor up, when the connection between the
anchor and the vessel is broken.
Wrong use of equipment and wrong technique gives many possibilities of damaging the work
and or the pennant wire, other anchor handling equipment i.e. the swivel and especially maybe
also the winch.
One of these possibilities must here be mentioned:
The mentioned possibility of damaging the wire is overload on the wire during the work with
breaking the anchor loose from the bottom.
A very common but inappropriate method is to shorten up on the work wire - heave in on the
winch and keep on going until the stern roller is above the anchor position and the anchor will
break loose or the wire / equipment will break. See fig 1, page 2, chapter 11.
Shorten up on the work wire might help breaking loose the anchor in many situations, but on the
other hand there is a high risk for overloading your equipment.
The tension, which during the above mentioned method is used on the wire, is depended on
following circumstances:
1. Winch pull force
2. Vessels displacement
3. Nature of the sea / sea state
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 11\Breaking the anchor off the bottom.doc
Chapter 11
Page 1
MTC
Pt. 1 is depending on the size of the winch and which layer you are working on. If you are using
one of the bigger winch sizes you are able to exceed the breaking load of the wire.
Pt. 2 and pt. 3 can easily by many times exceed the breaking load of the wire regardless the
size of winch small or large.
D
B
B
A
Fig 1
A is the break loose force, indicating the best direction and size of tension to
be used for breaking loose the anchor.
B will be the tension you will get in your work wire in order to obtain the
required force A, if position of the stern roller is above the anchor,
D is water depth plus penetration of anchor.
Anchors in very soft clay can be buried very deep. A penetration of 60 meters is mentioned.
Another fact is that the soil aft of the anchor is disturbed due to the penetration of the anchor.
While the soil above the anchor might be intact and has probably been it for several thousand
years.
The forces illustrated on fig 1 are the same if position of chaser collar is on top of the anchor
shank as e.g. on a Stevpris. (Illustrated with green arrows on fig 1)
Chapter 11
Page 2
MTC
The way to break the anchor loose of the bottom is therefore:

Slowly to increase power in a direction away from the rig (pull the anchor out backwards) until
the above mentioned breaking loose force and then holding this power to let the under
pressure or suction force be reduced / equalised so as to ease the break out.
If the anchor is not loosened after 30 to 40 minutes (a mater of estimate), then slowly increase
10% and so on.
An example from the North See:
The anchor was buried 60 meter. Maximum allowed tension on the system, 130 T.
The AH-vessel used 18 hours to break loose the anchor but it came, without breaking
anything.
Changing the heading of the vessel might also help to break the anchor loose, but before this is
performed it has to be verified with the rig, as going off line with the vessel gives a high risk of
bending the shank of the anchor.
The forces on the wire might be considerably increased if there is significant swell as the boat
heaves up and down.
It is very important during the Breaking loose operation to keep the actual tension on every
piece of equipment in use, i.e. wires, swivel, connecting links and winch, below allowed
maximum working load.
Below is a bad example of a written procedure about how to retrieve the anchor:
When the boat has the chaser at the anchor, it will increase power and
maintain app. 50% bollard pull for 15 minutes. If no appreciable forward
movement is recognised, the boat will reduce bollard pull to 30% and
shorten work wire length to water depth plus 30 meters!

The boat will break the anchor off-bottom by increasing power until the
anchor is free from the seabed but will exercise caution not to exceed
200 metric tons work wire tension unless approved by the rigs OIM and
or barge master.
As mentioned in the Vryhof Anchor Manual:
Anchors in very soft clay can be buried very deep. Have patience, take your time and be
gentle with the equipment; the anchor will come.
Chapter 11
Page 3
Anchor deployment, example of
DANMARK
Polaris
1
JK MultiMedie +45 6474 1995

The Maersk Trainer will back up to rig.
Rig passes over PCP to deck of the Maersk
Trainer using rig crane.
AHTS backs up
to rig to recieve
PCP on deck
POLARIS
DANMARK
POLARIS
15 mt
Stewpris anchor
PCP
(w/ chaser)
AHTS
MAERSK TRAINER
2
POLARIS
DANMARK
POLARIS
AHTS
MAERSK TRAINER
3

The rig will commence paying out all chain.
The Maersk Trainer will be instructed to increase
power to prevent mooring chain from rubbing on
the rigs anchor bolster.
~ 573 m
(Fairlead to stern roller horizontal distance)
~57 mt
POLARIS
DANMARK
~77 mt
@ stern
~75 mt
@ fairlead
Polaris
41.18
Maersk
Trainer
3 916" dia. x 609 m

rig chain
4

The Rig will pay out additional 500 meters of
mooring wire and stop while AHTS keeps wire
off bolster.
~ 1727 m
~58 mt
POLARIS
DANMARK
~118 mt
@ stern
~91 mt
@ fairlead
Polaris
~41.74
AHTS
Maersk
Trainer
3 12"dia. rig wire

(~1000 m outboard)
3 916 dia. x 609 m

rig chain
5

The Maersk Trainer pays 500 meters of work wire
and keeps tension on system.
~ 1727 m
~58 mt
POLARIS
DANMARK
~118 mt
@ stern
~91 mt
@ fairlead
Polaris
~41.74
AHTS
Maersk
Trainer
3" dia. work wire

(~500 m outboard)
3 12"dia. rig wire

(~1000 m outboard)
15 mt
Stewpris anchor
3 916 dia. x 609 m

rig chain
5A

The Maersk Trainer will reduce power and pay out
additional work wire equal to a total of 1.3 times the
anchors water depth.
POLARIS
DANMARK
AHTS
Maersk
Trainer
Polaris
3" dia. work wire

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

(~1981 m outboard)
3 916 dia. x 609 m

rig chain
15 mt
Stewpris anchor
6

The Maersk Trainer will again increase power sufficiently to
stretch mooring line to appox. 91 mt bollard pull.
When the Rig has determined the mooring line has been
stretched, the AHTS will be instructed to reduce power rapidly,
thereby setting the anchor on bottom.
~ 3341 m
POLARIS
DANMARK
AHTS
Maersk
Trainer
Polaris
3" dia. work wire

(~1638 m outboard)
3 12"dia. rig wire
(~1981 m outboard)
Water Depth
1300 m
3 916 dia. x 609 m
rig chain
15 mt
Stewpris anchor
7

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

Pee Wee anchor pandant socket.
10
vryhof
anchor manual 2000
ACCREDITED BY
THE DUTCH COUNCIL
FOR CERTIFICATION
Reg. No 24
ISO-9001CERTIFICATED FIRM
DET NORSKE VERITAS INDUSTRY B.V., THE NETHERLANDS
Copyright
Vryhof anchors b.v., krimpen a/d yssel, the netherlands 1999.
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 Mk3, Stevpris, Stevshark and Stevmanta are registered
trade marks.
Vryhof reserves all intellectual and industrial property rights such
as any and all of their patent, trademark, design, manufacturing,
reproduction, use and sales rights thereto and to any article disclosed
therein.
All information in this manual is subject to change without prior
notice. Vryhof anchors is not liable and/or responsible in any way for
the information provided in this manual.
First edition published 1984. Print run 7,500 copies.
Second edition published 1990. Print run 7,500 copies.
Reprint second edition print run 5,000 copies.
Third edition published 2000. Print run 2,500 copies.
Table of contents
Introduction
1. General
Mooring systems
Mooring components
Mooring line
Chain
Wire rope
Synthetic fibre rope
Connectors
Shackles
Connecting link kenter type
Connecting link pear shaped
Connecting link c type
Swivels
Anchoring point
Dead weight
Drag embedment anchor
Pile
Suction anchor
Vertical load anchor
History of drag embedment anchors
Characteristics of anchor types
History of vryhof anchor designs
9
11
11
11
11
11
12
12
12
12
12
13
13
13
13
14
14
14
15
16
18
2. Theory
Introduction
Criteria for anchor holding capacity
Streamlining of the anchor
Shank shape
Mooring line
Criteria for good anchor design
Aspects of soil mechanics in anchor design
Soil classification
Fluke/shank angle
Fluke area
Strength of an anchor design
During proof loading
While embedded in the seabed
During anchor handling
Strength of the shank
23
24
24
24
25
26
27
28
30
31
32
32
32
32
33
Table of contents
Strength of the fluke
Strength in extremely hard soils
Anchor loads and safety factors
Anchor behaviour in the soil
Drag embedment anchors
The set-up and consolidation effect
The rate effect
Vertical load anchors
Proof loads for high holding power anchors
Quality control
Anchor tests
Introduction
Reading test curves
Test results
Norwegian Contractors (1984)
Large scale anchor tests in the Gulf of Mexico
Uplift
Cyclic effect factor
Tests with Stevmanta anchors
Soil table
3. Practice
Introduction
Soil survey
Pile or anchor
Setting the fluke/shank angle
Introduction
Changing the fluke/shank angle on the
Stevpris Mk3
Changing the fluke/shank angle on the
Stevpris Mk5
Connecting a swivel to the Stevpris anchor
Chasers
Chasers and their application
Chaser types
The J-chaser
The permanent chain chaser
The detachable chain chaser
The permanent wire chaser
The J-lock chaser
Stevpris installation
33
34
35
37
37
37
38
38
39
41
42
42
43
44
44
45
45
46
46
48
51
52
53
54
54
54
55
56
58
58
60
60
60
61
61
62
63
Table of contents
Stevpris deployment for modus

Introduction
Laying anchors
Retrieving anchors
Anchor orientation
Decking the Stevpris anchor
What not to do!
Racking the Stevpris
Deploying the Stevpris from the anchor rack
Boarding the anchor in deep water
Ballast in fluke
Chaser equilibrium
Deployment for permanent moorings
Piggy-backing
Introduction
Piggy-back methods
Piggy-backing involving hinging anchors
Piggy-backing with two Stevpris anchors
Piggy-backing by using a chaser
Stevmanta VLA installation
Introduction
Single line installation procedure
Installation procedure
Stevmanta retrieval
Double line installation procedure
Stevmanta retrieval
Double line installation procedure with
Stevtensioner
The Stevtensioner
Introduction
The working principle of the tensioner
Measurement of the tensions applied
Duration of pretensioning anchors and piles
Handling the Stevtensioner
Stevtensioner product range
Supply vessels/anchor handling vessels
63
63
63
65
66
66
68
69
69
70
71
72
73
74
74
75
75
76
77
78
78
78
79
80
82
83
84
88
88
88
90
91
92
93
94
Table of contents
4. Product data
Introduction
Dimensions of vryhof anchor types
Stevin Mk3
Stevpris Mk5
Stevshark Mk5
Stevmanta VLA
Dimensions of other anchor types
Proof load test for HHP anchors
Dimensions of vryhof tensioner
Proof load/break load of chains
Chain components and forerunners
Connecting links
Conversion table
Mooring line catenary
Mooring line holding capacity
Shackles
Wire rope
Wire rope sockets
Thimbles
Synthetic ropes
Mooring hawsers
Main dimensions chasers
Stevin Mk3 UHC chart
Stevin Mk3 drag and penetration chart
Stevpris Mk5 UHC chart
Stevpris Mk5 drag and penetration chart
Stevmanta VLA UPC chart
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98
99
100
101
102
104
106
108
110
112
113
114
115
116
118
120
123
124
126
128
130
131
132
133
134
Introduction
A stone and something that looked like a rope. For
millennia this was the typical anchor. Over the last
25 years of more recent history, vryhof has brought
the art to a more mature status. They have grown into
a world leader in engineering and manufacturing of
mooring systems for all kinds of floating structures. In
doing so the company has secured numerous anchor
and ancillary equipment patents, and shared its
experience with others.
The company understands that the needs of the

industry can not be satisfied by the supply of standard
hard-ware only. Universal and tailored solutions
rooted in proven engineering should be based on
long practical experience. Vryhof has been and will be
introducing new and original anchor designs well
into the 21st century. With their products, advice and
this manual, it shares this knowledge with those who
are daily faced with complex mooring situations.
This manual is intended as a means of reference for
all who purchase, use, maintain, repair or are in any
way involved with anchors. Though written from one
anchor manufacturers standpoint, the information
contained herein is applicable to many types of
anchors. Total objectivity is, of course, impossible.
It is hoped this manual will contribute to the work
and success of all who work with anchors. They are
the only fixed reference point for many of the
floating structures on the worlds often turbulent
waters.
General
Mooring systems
Mooring systems have been around just as long as
man has felt the need for anchoring a vessel at sea.
These systems were used, and are still used, on ships
and consisted of one or more lines connected to the
bow or stern of the ship. Generally the ships stayed
moored for a short duration of time (days).
When the exploration and production of oil and gas
started offshore, a need for more permanent mooring systems became apparent. Numerous different
mooring systems have been developed over the
years, of which a short selection is presented here.
semi-sub mooring
Semi-submersible drilling rig - generally the semisubmersibles are moored using an eight point mooring. Two mooring lines come together at each of the
columns of the semi-submersible.
9
CALM buoy - generally the buoy will be moored
using four or more mooring lines at equally spaced
angles. The mooring lines generally have a catenary
shape. The vessel connects to the buoy with a single
line and is free to weathervane around the buoy.
typical turret mooring
SALM buoy - these types of buoys have a mooring

that consists of a single mooring line attached to an
anchor point on the seabed, underneath the buoy.
The anchor point may be gravity based or piled.
Turret mooring - this type of mooring is generally
used on FPSOs and FSOs in more harsh environments.
Multiple mooring lines are used, which come
together at the turntable built into the FPSO or FSO.
The FPSO or FSO is able to rotate around the turret to
obtain an optimal orientation relative to the prevailing weather conditions.
Spread mooring - generally used on FPSOs and FSOs
in milder environments. The mooring lines are directly
connected to the FPSO or FSO at both the stern and
bow of the vessel.
Mooring systems
When oil and gas exploration and production was
conducted in shallow to deep water, the most common
mooring line configuration was the catenary mooring
line consisting of chain or wire rope. For exploration
and production in deep to ultra-deep water, the
weight of the mooring line starts to become a
limiting factor in the design of the floater. To overcome this problem new solutions were developed
consisting of synthetic ropes in the mooring line
(less weight) and/or a taut leg mooring system
(fig. 1-01 and fig. 1-02).
10
The major difference between a catenary mooring

and a taut leg mooring is that where the catenary
mooring arrives at the seabed horizontally, the taut
leg mooring arrives at the seabed at an angle. This
means that in a taut leg mooring the anchor point has
to be capable of resisting both horizontal and vertical
forces, while in a catenary mooring the anchor point
is only subjected to horizontal forces. In a catenary
mooring, most of the restoring forces are generated
by the weight of the mooring line. In a taut leg
mooring, the restoring forces are generated by the
elasticity of the mooring line.
An advantage of a taut leg mooring over the catenary
mooring is that the footprint of the taut leg mooring
is smaller than the footprint of the catenary mooring,
i.e. the mooring radius of the taut leg mooring will be
smaller than the mooring radius of a catenary
mooring for a similar application.
catenary system
fig. 1-01
taut leg system
fig. 1-02
Mooring components
A typical mooring system can be divided in three different components, the mooring line, the connectors
and the anchor point.
Mooring line
Chain
The most common product used for mooring lines is
chain which is available in different diameters and
grades. Two different designs of chain are used frequently, studlink and studless chain. The studlink
chain is most commonly used for moorings that have
to be reset numerous times during their lifetime, for
instance semi-submersibles, while studless link chain
is often used for permanent moorings (FPSOs, buoys,
FSOs). A chain mooring line can be terminated in either a common link or an end link (fig. 1-03).
Wire rope
When compared to chain, wire rope has a lower
weight than chain, for the same breaking load and a
higher elasticity. Common wire ropes used in offshore
mooring lines are six strand and spiral strand. The
wire rope is terminated with a socket (for instance
open spelter, closed spelter, CR) for connection to the
other components in the mooring system. Generally
wire rope is more prone to damage and corrosion
than chain (fig. 1-04).
Synthetic fibre rope
A recent development is the use of synthetic fibre
ropes as mooring line. Typical materials that can be
used are polyester and high modulus polyethylene
(Dyneema). The major advantage of synthetic fibre
ropes is the light weight of the material and the high
elasticity. The synthetic fibre rope is generally terminated with a special spool and shackle for connection
to the other components in the mooring system.
fig. 1-03
fig. 1-04
11
Mooring components
Connectors
Shackles
The shackle is a connector that is very common in the
offshore industry. It consists of a bow, which is closed
by a pin. Many different types of shackles are available, depending on the application. The shackle can be
used in both temporary and permanent moorings
(fig. 1-05).
12
Connecting link kenter type

The connecting link kenter type is most commonly
used for the connection of two pieces of chain mooring line, where the terminations of the two pieces
have the same dimensions. The connecting link
kenter type has the same outside length as a chain
link of the same diameter. Generally connecting links
kenter type are not used in permanent mooring
systems, as they have a shorter fatigue life than the
chain (fig. 1-06).
Connecting link pear shaped
The pear shaped connecting link is similar to the connecting link kenter type, except that it is used for the
connection of two pieces of mooring line with terminations that have different dimensions. Like the connecting link kenter type, the pear shaped connecting
links are not used in permanent mooring systems
(fig. 1-07).
Connecting link c type
Like the connecting link kenter type, the connecting
link c type is used for the connection of two pieces of
mooring line with terminations that have the same
dimensions. The major difference between the kenter type and the c type is the way that the connector
is opened and closed. This connector is generally not
used in permanent moorings (fig. 1-08).
fig. 1-05
fig. 1-06
fig. 1-07
fig. 1-08
Mooring components
Swivels
A swivel is used in a mooring system, generally of a
temporary type, to relieve the twist and torque that
builds up in the mooring line. The swivel is often
placed a few links from the anchor point, although it
can also be placed between a section of chain and a
section of wire rope. There are many different types
of swivels available, although a disadvantage of most
common swivels is that they may not function while
under load, which is caused by high friction inside the
turning mechanism. A new development is swivels that
are capable of swivelling under load, due to special
bearing surfaces inside the mechanism (fig. 1-09).
fig. 1-09
Anchoring point
Dead weight
The dead weight is probably the oldest anchor in existence. The holding capacity is generated by the
weight of the material used and partly by the friction
between the dead weight and the seabed. Common
materials in use today for dead weights are steel and
concrete (fig. 1-10).
Drag embedment anchor
This is the most popular type of anchoring point available today. The drag embedment anchor has been
designed to penetrate into the seabed, either partly
of fully. The holding capacity of the drag embedment
anchor is generated by the resistance of the soil in
front of the anchor. The drag embedment anchor is
very well suited for resisting large horizontal loads,
but not for large vertical loads although there are
some drag embedment anchors available on the market today that can resist significant vertical loads
(fig. 1-11).
13
fig. 1-10
fig. 1-11
Mooring components
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 resistance. 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).
14
Suction anchor
Like the pile, the suction anchor is a hollow steel pipe,
although the diameter of the pipe is much larger
than that of the pile. The suction anchor is forced into
the seabed by means of a pump connected to the top
of the pipe, creating a pressure difference. When
pressure inside the pipe is lower than outside, the
pipe is sucked into the seabed. After installation the
pump is removed. The holding capacity of the suction
anchor is generated by the friction of the soil along
the suction anchor and lateral soil resistance. The suction anchor is capable of withstanding both horizontal and vertical loads (fig. 1-13).
fig. 1-12
fig. 1-13
Vertical load anchor

A new development is the vertical load anchor (VLA).
The vertical load anchor is installed like a conventional drag embedment anchor, but penetrates much
deeper. When the anchor mode is changed from the
installation mode to the vertical (normal) loading
mode, the anchor can withstand both horizontal and
vertical loads (fig. 1-14).
fig. 1-14
History of drag embedment anchors

History traces the use of anchors to China as far back
as 2,000 BC, though it is quite probable that they
were used prior to this. At that time the general tendency was to use large stones, baskets of stones, bags
of sand or even logs of wood loaded with lead which
were then fastened to lines. It was this weight as well
as a certain degree of friction on the bottom which
secured a vessel in position.
With the introduction of iron into anchor construction, teeth or flukes were built on the anchor,
allowing penetration into the seabed, thus offering
additional stability. Yet these primitive anchors were
of poor construction and often broke under pressure.
Curved arms were introduced in 1813, and from 1852,
the so-called Admiralty Anchor was used for ships of
the Royal Navy. Another refinement in the 19th
century was the elimination of the stock, the crosspiece
at the top of an anchor which ensured that the
positioning of the anchor would allow the flukes to
penetrate the soil. A stockless anchor was invented in
1821 and became popular, primarily as a result of the
ease of handling and stowing, qualities still valued
today.
A large number of anchor types has been designed
and commercialised over the years. Some have
prospered, others not. The most recent designs are
the results of vast experience and extensive testing,
and are far more efficient than their historical
predecessors. A short overview of the anchors in use
today, is presented on the following pages.
15

Based upon certain charateristics such as fluke
area, shank, stabilisers, it is possible to classify
the various anchor types.
To allow a rough comparison of anchor type
efficiency, an indication (*) is provided for a 10 t
anchor as (HOLDING CAPACITY = WEIGHT * EFFICIENCY).
Class A
Stevpris
Class B
Bruce SS
Class C
Stevin
Class D
Danforth
Class E
AC14
Class F
US Navy Stockless
Class G
Single Fluke Stock
Class A efficiency range *33 to 55

slender anchors with ultra-penetration.
Class B efficiency range *17 to 25
anchors with elbowed shank, allowing for
improved penetration.
16
Class C efficiency range *14 to 26

anchors with open crown hinge near the
centre of gravity and relatively short shank
and stabilisers or built-in stabilisers.
Class D efficiency range *8 to 15
anchors with hinge and stabilisers at the rear
and relatively long shanks and stabilisers.
Class E efficiency range *8 to 11
anchors with very short, thick stabilisers; hinge
at the rear and a relatively short, more or less
square-shaped shank.
Class F efficiency range *4 to 6
anchors with square shank, no stock stabilisers.
The stabilising resistance is built-in the crown.
Class G efficiency range *<6
anchors with small fluke area and stabilisers at
the front of the shank.
Stevshark
FFTS
Bruce TS
Hook
Stevfix
Stevmud
Flipper Delta
LWT
Moorfast - Stato - Offdrill
Boss
Stokes
Snugstow
Weldhold
Beyers
Union
Spek
Stock
Dredger
Mooring Anchor
17

A brief chronological summary of the types of
anchors vryhof has designed for use in the offshore
and dredging industries:
Stevin
1972 - The Stevin anchor: The original design. The

wing was not yet enlarged. The anchor had a
square shank. It is no longer manufactured.
1974 - The Hook
anchor: originally designed for

permanent moorings. This design was surpassed in 1980 by the Stevpris design and is
no longer manufactured.
Hook
18
1977 - The
Stevin Mk3
1978 - The
Stevfix
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.
S t e v f i x anchor: this anchor was

designed with special fluke points for harder
soils and a larger fluke area than the Stevin,
but has been surpassed by the Stevpris
anchor. It is no longer manufactured.

1979 - The Stevmud anchor: the Stevmud is essen-
Stevmud
tially 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 anchor is a
deep penetrating anchor with a plough shaped shank, surpassing the performance of all
earlier designs in the vryhof range, and
incorporating the latest experience, research
and knowledge of the anchor designer. The
Stevshark anchor is a specially reinforced
Stevpris anchor, equipped with a serrated
shank and cutter-teeth for better penetration in hard soils, such as coral types or sandstone. The fluke points are specially reinforced to withstand high point loads.
Stevpris
19

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.
1996 - I n t r o d u c t i o n
20
of the Stevmanta VLA

(Vertical Load Anchor). Based on industry
demand for an anchor that could withstand
vertical loads, the Stevmanta VLA was developed. The Stevmanta VLA is a new design in
which a traditionally rigid shank has been
replaced by a system of wires connected to a
plate. The anchor is designed to accept vertical (or normal) loads and is installed as a
conventional drag embedment anchor with a
horizontal load to the mudline to obtain the
deepest penetration possible. By changing
the point of pulling at the anchor, vertical (or
normal) loading of the fluke is obtained thus
mobilising the maximum possible soil resistance. As a VLA is deeply embedded and
always loaded in a direction normal to the
fluke, the load can be applied in any
direction. Consequently the anchor is ideal
for taut-leg mooring systems.
Stevshark Mk5
Stevmanta
Theory
Introduction
Theory
Anchor design used to be based on practical experience of the anchor manufacturer only. Nowadays,
science has become a major factor in the design
process, complementing the experience of the anchor
manufacturer. Based on test results, both in the laboratory and in the field, a much better understanding
of anchor behaviour has been achieved.
The performance of an anchor is influenced by many
different parameters, of which the following are only
a few: fluke area and design, shank design, soil conditions, load conditions, type of mooring line.
This chapter presents a short overview of how these
parameters influence the performance of the anchor.
It is by no means complete, but it will give a better
understanding of how an optimal anchor design can
be achieved. In the last part of this chapter, a few relevant test results are presented.
23

The holding capacity of an anchor is governed by the
following parameters:
The fluke area, which is limited by the strength of
the anchor design.
The
penetration of the anchor. The penetration of
the anchor is governed by the soil type (deep penetration in very soft clay and shallow penetration in
sand), the anchor type (design), the type of mooring
line that is used (chain or wire rope) and the applied
load.
An increase in fluke area or an increase in the penetration depth of the anchor results in a higher holding
capacity.
In the following paragraphs, the influences on the
anchor penetration are further clarified.
fig. 2-01
fig. 2-02
24
Streamlining of the anchor
A streamlined anchor is very important for optimal
penetration in the soil. As can be seen in fig. 2-01 and
fig. 2-02, an anchor which has protruding parts will
encounter much more soil resistance and consequently will not penetrate as deep as a more streamlined
anchor with the same fluke area.
Shank shape
A square shank, which is common for most older type
single shank anchors, will cause penetration resistance due to the fact that the soil can not pass easily
past the shank. A clod of soil will form underneath
the shank, effectively increasing the resistance of the
soil (fig. 2-03). Bevelling the shank allows deeper
penetration.When the single shank is replaced by a
twin shank construction (for instance Stevpris, FFTS),
usually two thin parallel steel plates, the soil can
more easily pass through and past the shank, and
consequently the twin shank anchor can penetrate
deeper (fig. 2-04).
fig. 2-03
fig. 2-04

Mooring line
An anchor connected to a wire rope mooring line will
penetrate deeper than the same anchor connected to
a chain mooring line (fig. 2-05 and fig. 2-06). This is
caused by the higher lateral resistance (penetration
resistance) along the chain mooring line. This effect is
noticeable in all soil conditions, but especially in very
soft clay where very deep penetration can be obtained.
The holding capacity of a chain mooring line, due to
friction in and on the seabed, is larger than the
holding capacity of a wire rope mooring line.
When an anchor reaches its ultimate holding capac
ity, i.e. it will not resist any higher loads, at shallow
penetration a wedge shaped piece of soil (in front
and above the anchor) will fail. The holding capacity
of the anchor can then be described as a combination
of the following parameters (fig. 2-07 and fig. 2-08):
The weight of the anchor (A).
The weight of the soil in the failure wedge (B).
The friction of the soil in the failure wedge along
fracture lines (C).
Friction between fluke surface and soil (fluke area) (D).
The bearing capacity of shank and mooring line (E).
The friction of the mooring line in and on the soil (E).
fig. 2-05
fig. 2-06
25
B
E
D
A
fig. 2-07
fig. 2-08
Criteria for good anchor design

Anchor parameters can be scaled from geometrically
proportional anchors using the scale rules in table A.
There are several attributes of an anchor which are
crucial in assuring its effective performance:
The anchor must offer a high holding capacity; a
26
result of the fluke area and shank design in combination with penetration and soil type.
The design of the anchor should be such that the
anchor is capable of being used successfully in practically all soil conditions encountered over the
world, ranging from very soft clay to sand, corals
and calcarenites.
The fluke/shank angle of the anchor should be easily adjustable, allowing the anchor to be quickly
deployed in different soil conditions.
The design must be so conceived and produced that
the high loads common in practice can be resisted
and that the anchor can be easily handled, installed, retrieved and stored.
The penetration of an anchor depends upon its
shape and design. Obstructing parts on the anchor
should be avoided as much as possible.
The stability of an anchor encourages its penetration and, consequently, its holding capacity.
Efficient stabilisers are an integral part of a good
anchor design.
The shank must permit passage of the soil.
The surface area of an anchor fluke is limited by the
required structural strength of the anchor.
The anchor design must have optimal mechanical
strength to fulfil requirements and stipulations of
the classification societies.
The
anchor should be designed to ensure an opti
mum between structural strength of the anchor
and holding capacity.
The anchor should be streamlined for low penetration resistance.
Scale influence
Model Reality Related
to Weight
Length
Fluke area
Weight
Penetration
L
A
W
P
n
n2
n3
n
W 1/3
W 2/3
W
W 1/3
Moment
Moment of inertia
Section Modulus
M
I
S
n4
n4
n3
W 4/3
W 4/3
W
Bending stress
Shear strength
M/S
F/A
n4/n3=n W 1/3
n3/n2=n W 1/3
table A
Aspects of soil mechanics in anchor design

Until the nineteen seventies anchor design was largely an empirical process. There was not much science
involved, more use of experience. It is not easy, for
instance, to calculate the Ultimate Holding Capacity
(UHC) of an anchor from the commonly known soil
mechanics formulas. The main problem is the prediction of the volume of soil mobilised by the anchor. To
a large degree, it is this volume which determines the
UHC. Detailed understanding of soil characteristics
and behaviour is essential in the anchor design
process and of increasing benefit in handling at sea. It
is this understanding which is the hallmark of a competent anchor designer and builder.
For anchor design and installation, the availability of
good soil data is of utmost importance as the soil is of
great influence on anchor behaviour. The following
are influenced by the soil conditions encountered:
Anchor type - some anchors are more suited for soft
soil conditions (soft clay), while others are more suited
for hard soils (sand and hard clays), although there
are a number of anchor types on the market that are
suited for most soil conditions encountered.
Holding capacity - in hard soil like sand and hard
clay, the maximum attainable ultimate holding capacity with a certain anchor type and size is higher than
the attainable ultimate holding capacity in very soft
clay.
Penetration and drag - in very soft clay the anchor
will penetrate deeper than in harder soil like sand. As
a consequence, the drag length of the anchor will
also be longer in very soft clay than in hard soil.
Retrieval forces - when an anchor is installed in very
soft clay, the required retrieval forces will be higher
than in hard soil like sand. For example, in very soft
clay the required retrieval force of an anchor can be
equal to 80%-90% of the installation load while in
hard soil (sand) the retrieval force might only be 20%30% of the installation load.
27
Soil classification
Soil strength is generally expressed in terms of the
shear strength parameters of the soil. The soil type is
classified mainly by grain size distribution.
28
Grain size
< - 2 m
2 - 6 m
6 - 20 m
20 - 60 m
60 - 200 m
200 - 600 m
0.6 - 2 mm
2 - 6 mm
6 - 20 mm
20 - 60 mm
60 - 200 mm
> - 200 mm
Soil description
Clay
Fine Silt
Medium Silt
Coarse Silt
Fine Sand
Medium Sand
Coarse Sand
Fine Gravel
Medium Gravel
Coarse Gravel
Cobbles
Boulders
In general, the soil types encountered in anchor

design are sand and clay (Grain diameter from 0.1 m
to 2 mm). However, mooring locations consisting of
soils with grain sizes above 2 mm, such as gravel, cobbles, boulders, rock and such, also occur. Clay type
soils are generally characterised by the undrained
shear strength, the submerged unit weight, the
water content and the plasticity parameters. The
consistency of clays is related to the undrained shear
strength. However, American (ASTM) and British (BS)
standards do not use identical values. The undrained
shear strength values Su can be derived in the laboratory
from unconfined unconsolidated tests (UU) (table B).
On site the values can be estimated from the results
of the Standard Penetration Test (SPT) or Cone
Penetrometer Test (CPT). An approximate relation
between shear strength and the test values are
shown in table C.
Undrained Shear Strength (kPa)

Consistency
of Clay
Very soft
Soft
Firm
Stiff
Very stiff
Hard
Very hard
ASTM
D-2488
BS
CP-2004
0 - 13
13 - 25
25 - 50
50 - 100
100 - 200
200 - 400
> 400
0 - 20
20 - 40
40 - 75
75 - 150
150 - 300
300 - 600
> 600
table B
Su
kPa
UCT
kPa
SPT
N
CPT
MPa
0 - 13
13 - 25
25 - 50
50 - 100
100 - 200
> 200
0 - 25
25 - 50
50 - 100
100 - 200
200 - 400
> 400
0- 2
2- 4
4- 8
6 - 15
15 - 30
>-30
0.0 - 0.2
0.2 - 0.4
0.4 - 0.7
0.7 - 1.5
1.5 - 3.0
>3.0
table C
Soil classification
The mechanical resistance of sandy soils is predominantly characterised by the submerged unit weight
and the angle of internal friction, . These parameters are established in the laboratory. An approximate correlation between the angle and the relative
density of fine to medium sand is give in table D.
The undrained shear strength of clayey soil can also
be estimated based on manual tests.
Descriptive
term
Relative
Density
A classification system for soil based on the carbonate content and grain size of the soil (Clark and
Walker), is shown on page 48 of this chapter.
SPT
N
CPT
MPa
0- 5
5 - 10
10 - 15
15 - 20
> 20
table D
Descriptive term
The rock strength can generally be described by its

compressive strength (table E).
Very loose
< 0.15
< 30 0- 4
Loose
0.15 - 0.35 30 - 32 4 - 10
Medium dense 0.35 - 0.65 32 - 35 10 - 30
Dense
0.65 - 0.85 35 - 38 30 - 50
Very dense
> 0.85
> 38
> 50
In soft clay the thumb will easily penetrate several

inches, indicating an undrained shear strength
smaller than 25 kPa.
In firm (medium) clay the thumb will penetrate
several inches with moderate effort, indicating an
undrained shear strength between 25 kPa and 50 kPa.
Stiff clay will be easily indented with the thumb but
penetration will require great effort, indicating an
undrained shear strength between 50 kPa and
100 kPa.
Very stiff clay is easily indented with the thumbnail,
indicating an undrained shear strength between
100 kPa and 200 kPa.
Hard clay is indented with difficulty with the
thumbnail, indicating an undrained shear strength
larger than 200 kPa.
Angle
Very weak
Weak
Moderately weak
Moderately strong
Strong
Very strong
Extremely strong
table E
Compressive
strength qu [MPa]
1.25
5
12.5
50
100
< 1.25
5
12.5
50
100
200
> 200
29
Fluke/shank angle
The penetration of an anchor into a certain soil type
is greatly influenced by the selected fluke/shank
angle. For hinging anchor types (Stevin, Danforth
etc.) the fluke/shank angle is the angle between the
anchor shackle, the hinge and the fluke tip. The
method for measuring the fluke/shank angle for
fixed shank anchors (Stevpris, FFTS, etc.) is not well
defined. Often it is the angle between the anchor
shackle, the rear of the fluke and the fluke tip, but
not all anchor manufacturers use the same definition.
fig. 2-09
The recommended fluke/shank angles for different

soil conditions are presented in table F:
30
Some modern anchors, like the Stevpris Mk5, have an

additional intermediate fluke/shank angle of 41 o,
which can be used in intermediate or more complex
soil conditions. For instance at a location where the
anchor has to pass through a layer of soft clay before
penetrating into a layer of sand.
If an anchor is used with an incorrect fluke/shank
angle, it will negatively influence performance. This is
the case for all anchor types.
In hard soil, an anchor with a fluke/shank angle of 320
will give the highest holding power. If an anchor is
used with the fluke/shank angle set at 500, the anchor
will fail to penetrate into the seabed and will begin to
trip, fall aside and slide along the seabed (Fig. 2-9 and
2-10).
If an anchor is used in very soft clay (mud) with the
fluke/shank angle set at 32o, the anchor will penetrate into the seabed, however the penetration will be
less than when a fluke/shank angle of 50o is used.
Consequently the holding capacity will be lower
when the fluke/shank angle is set at 32o, and the drag
length longer (Fig. 2-11).
fig. 2-10
sand angle
mud angle
fig. 2-11
Soil type
Very soft clay

Medium clay
Hard clay and sand
table F
Approximate
fluke/shank angle
50
32
32
Fluke area
Because the fluke area of an anchor is of great influence on the holding capacity, it can be useful to compare the fluke area of different anchor types that are
available on the market today. In general, it can be
stated that two anchors of the same weight but of
different type (for instance a Stevin anchor and a
Stevpris Mk5 anchor), do not necessarily have the
same fluke area. Consequently, two anchors of the
same weight but different type, will have different
holding capacities.
Some examples:
fig. 2-12
Fig. 2-12 shows a Stevpris Mk5 anchor and a Moorfast

anchor, both of identical weight. It demonstrates that
in spite of being the same weight, the fluke areas
differ substantially. The ultimate holding capacity of
the Stevpris Mk5 anchor is 4 to 8.5 times higher than
that of the same weight Moorfast anchor.
Fig. 2-13 illustrates the difference in fluke area of the
Stevpris Mk5 anchor in comparison with the Bruce
FFTS Mk4 anchor, both of which have identical
weight.
31
fig. 2-13

Anchors should be designed to withstand the loads
applied on them in the different loading situations.
Typical loading situations and areas of special attention for anchors are:
During the proof loading of the anchors in the factory, after construction has been completed. On
basis of the proof load results, the classification
societies issue the approval certificate.
32
While embedded in the seabed

Depending
on the soil conditions, different loading
situations can occur on the anchor. In sands and

clays, the load tends to be spread equally over the
anchor, which generally presents no problems.
Retrieval is also very simple, without excessive loads
placed on the anchor.
In very hard soils, the anchor has to be able to withstand the load with only one or two of the fluke
tips buried in the soil, as penetration in very hard
soil conditions is generally shallow.
In
very soft clays (mud) penetration of the anchor is
uncomplicated. However, recovery of the anchor
can cause high loads, sometimes exceeding the
load that was used to install the anchor.
Sidewards
forces on the top of (shallow) buried
anchors can be so extreme that no anchor is capable of resisting them.

During anchor handling
Care should be taken during the handling of the

anchors, as the loads exerted by the winches, vessels and chain can sometimes exceed the structural
strength of the anchor and cause damage. Anchor
designers attempt to design the anchors for these
high loads, however this is not always possible due
to variations in the magnitude of the loads during
handling operations.
Large forces can be exerted on the anchor when
high winch power is used, the anchor is caught on
the anchor rack or caught behind the stern roller of
the AHV.

The use of an improper anchor/chaser combination.
When a chaser is used that is either too small or too
large, the chaser could jam on the shank of the
anchor and cause damage.
The strength of the Stevpris anchor is now more
closely examined in the light of the remarks made
before.
Strength of the shank
The prismatic shape of the Stevpris anchor not only
ensures optimal penetration of the soil but also guarantees maximum strength. Although the Stevpris
design also has limitations, it is one of the better
designs to withstand sideward forces on the shank, a
frequent occurrence in practice. When using an
anchor in very soft clay (mud), the bending moment
on the shank is low during the installation and when
the anchor is in the soil. However, during the breaking out of the anchor, high bending moments
could be introduced in the shank due to the high
retrieval forces required in very soft clay. In extremely
sticky soils, the breaking out force of the anchor can
rise to 80% or 90% of applied anchor load; in certain
instances, it can even exceed 100%. To reduce these
forces the breaking out procedure is undertaken at
low speed to allow time for the anchor to break out.
Strength of the fluke
The strength of the fluke and especially the fluke
points of an anchor are very important when working
in extremely hard soils such as coral, limestone and
other rock types. It is possible in such instances that
the total holding capacity of the anchor will have to
be sustained by the fluke points alone. This means the
structure must be strong enough to withstand extreme bending forces. Loading in normal soil conditions
is not a problem due to the fact that the load is equally spread over the fluke.
33

In fig. 2-14, the different force points are shown for
varying soil conditions. The location on the fluke
where the proofload is applied, is also indicated.
Strength in extremely hard soils
In very hard soils such as calcarenite, coral and limestone, an anchor will not penetrate very deeply.
Consequently the load applied to the anchor has to
be held by the fluke tips of the anchor and a small
portion of the fluke. This means that extremely high
loads will be applied to the fluke tips, compared to
normal soil conditions such as sand and clay.
34
For use in very hard soil conditions, vryhof has

designed the Stevshark anchor, a modified version of
the Stevpris anchor. To create the Stevshark, the
Stevpris anchor has been strengthened, consequently
a Stevshark anchor having the same outside dimensions and holding capacity as a Stevpris anchor will be
heavier.
Strength calculations of the Stevshark design have
been made to guarantee sufficient strength in the
fluke points. The Stevshark anchor is designed to
withstand the application of the main part of the
load on just its fluke tips.
To promote penetration, the Stevshark anchor has a
serrated shank and can be provided with cutter
points on the fluke tips. Ballast weight can also be
added inside the hollow flukes of the anchor, up to
35% of the anchor weight. This is important when
working in very hard soil, where the anchor weight
pressing on the fluke tips promotes penetration, i.e.
increased bearing pressure.
clay sand
fig. 2-14
proofload
rock

The loads in a mooring system are caused by the
wind, waves and current acting on the floater.
Depending on the location of the floater in the
world, different metocean conditions will prevail. In
the table below, some extreme metocean conditions
are presented for different areas.
4000
3895
Total dynamic
Load in kN
3000
Quasi static
2342
2000
1000
8300
8400
8500
8600
On top of this quasi-static load there are the individual wave forces causing a high frequency motion. The
high frequency motion causes dynamic shock loads
with a period of 10 to 14 seconds due to the rolling of
the vessel and the movements of the anchor lines
through the water. The quasi-static load plus the individual wave forces is called the total dynamic load.
Generally the quasi-static loads will be equal to 50%
to 90% of the total dynamic load. See Fig. 2-15 for an
example of the difference between the quasi-static
load and the total dynamic load.
Location
Wave period
s
Windspeed
m/s
Current
m/s
Campos Basin
Gulf of Mexico
Northern North Sea
8 10
11
15 - 16
12 - 15
14
15 - 17
25
44 - 48
38 - 39
1
1
0.9 1.2
Porcupine Basin
Vorine Basin
West of Africa
West of Shetlands
16
14
4
15
16
16
10
16
39 - 41
37 - 39
20
39 - 41
1.0 1.5
1.0 1.5
1
1.0 3.0
18
15
6
17
8800
9800
35
Waveheight
m
8700
Time in seconds
fig. 2-15
The loads induced in the mooring system can be divided into quasi-static loads and total dynamic loads.
The quasi static load is the load due to the swell,
wind, current and the frequency of the system. For
quasi-static loads, the systems tend to move at a low
frequency, generally with a period of 140 to 200
seconds.
20
17
16
19

The quasi-static and total dynamic loads are generally calculated for the intact and damaged load condition. The intact load condition is the condition in
which all the mooring lines are intact. The damaged
load conditions is the condition in which one of the
mooring lines has broken.
From the quasi-static load and the total dynamic load,
the required holding capacity of the anchor can be
calculated. This is called the ultimate holding capacity (UHC) for drag embedment anchors and the ultimate pull-out capacity (UPC) for VLAs. The required
holding capacity is calculated by applying the factors
of safety specified by the classification societies.
36
In the tables G and H, the factors of safety are presented for the different load conditions for drag
embedment anchors (for instance the Stevpris Mk5
anchor), according to API RP 2SK. The factors of safety used by the major classification societies are generally similar to those given in API RP 2SK (2nd edition,
1996).
For VLAs, the recently used factors of safety suggested by ABS, are presented in table I.
The factors of safety for VLAs are higher than the factors of safety required for drag embedment anchors,
due to the difference in failure mechanisms. When a
drag embedment anchor reaches its ultimate holding
capacity, it will continuously drag through the soil
without generating additional holding capacity, i.e.
the load will stay equal to the UHC. When a VLA
exceeds its ultimate pullout capacity, it will slowly be
pulled out of the soil.
Permanent
mooring
Intact load condition
Damaged condition
Quasi-static Total dynamic

load
load
1.8
1.2
1.5
1.0
table G
Temporary
mooring
Quasi-static Total dynamic

load
load

1.0
Damaged condition Not required
0.8
Not required
table H
VLA

Damaged condition
table I
Total dynamic
load
2.0
1.5

Drag embedment anchors
Drag embedment anchors are generally installed by
applying a load equal to the maximum intact load.
The anchor will then have penetrated to a certain
depth, but will still be capable of further penetration
because the ultimate holding capacity has not been
reached. The anchor will also have travelled a certain
horizontal distance, called the drag length. After
installation the anchor is capable of resisting loads
equal to the installation load without further penetration and drag. When the installation load is exceeded, the anchor will continue to penetrate and drag
until the soil is capable of providing sufficient resistance or the ultimate holding capacity has been
reached.
However, there are certain effects which allow the
anchor to withstand forces larger than the installation load without further penetration and drag.
These are:
The set-up and consolidation effect
Set-up and consolidation mainly occur in clayey soils.
The penetrating anchor disturbs the soil and the soil
temporarily loses strength. With time, the disturbed
clay reconsolidates to its initial shear strength, this
takes from a few hours up to 1 month, depending on
the soil type. Because not all the soil around the
anchor is disturbed, the set-up effect factor is less
than the sensitivity index indicates. The disturbance
mainly reduces the soil resistance parallel to the
fluke. On reloading, the parallel soil resistance gains
strength, it takes a larger load to move the anchor
again. Equilibrium dictates that also the normal load,
i.e. the bearing soil resistance to the fluke, increases;
consequently the load at the shackle increases also
with the set-up factor. Observations on anchors for
drilling rigs and theoretical considerations for a 3 to 4
week consolidation time demonstrate a typical set-up
effect factor =1.5.
37
38
Using the rate effect and set-up factors, the behaviour of the anchor after installation can be predicted
more accurately.
Vertical Load Anchors
A VLA is installed just like a conventional drag
embedment anchor. During installation (pull-in
mode) the load arrives at an angle of approximately
45 to 500 to the fluke. After triggering the anchor to
the normal load position, the load always arrives perpendicular to the fluke. This change in load direction
generates 2.5 to 3 times more holding capacity in
relation to the installation load. This means that once
the required UPC of the VLA is known, the required
installation load for the VLA is also known, being
33% to 40% of the required UPC.
As a VLA is deeply embedded and always loaded in a
direction normal to the fluke, the load can be applied
in any direction. Consequently the anchor is ideal for
taut-leg mooring systems, where generally the load
angle varies from 25 to 450.
Rate effect factor
The rate effect

An increased rate of loading increases the soil
resistance, consequently the anchor holding capacity
increases. This must be taken into account with
respect to total dynamic loads. For anchor behaviour
the rate effect factor indicates how much higher the
dynamic high frequency load may be without causing
extra movement of the anchor once installed at the
installation load. The rate of loading influences pore
pressure variations, viscous 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).
1.2
1.1
1
0.9
0.8
0
200
400
600
800
1000
Time factor St
fig. 2-16
Su=10 kPa
Su=50 kPa

The proof load according to Classification Societies
rules is applied at 1/3rd of the fluke length and is carried out immediately on fabrication of the anchor. It
is obtained by placing the anchor in a test yoke in
which a hydraulic cylinder applies the test loads,
controlled by a calibrated manometer (fig. 2-17). The
vryhof anchor types have been approved by the following Classification Societies:
The American Bureau of Shipping
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyds Register of Shipping
Registro Italiano Navale
USSR Register of Shipping
Nippon Kaiji Kyokai
Norwegian Maritime Directorate
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 accordance with the rules, nothing more. See table J for
some examples of HHP anchor proof loads. A more
detailed overview of HHP anchor proof loads is given
in the product data section.
fig. 2-17
Anchor
weight
1
5
7
10
15
20
table J
t
t
t
t
t
t
Proof Load
factor
26
79
99
119
155
187
t
t
t
t
t
t
Anchor
weight
26
15
14
12
10
9
x
x
x
x
x
x
39

The use of the specified proof loads for HHP anchors
can lead to situations where different types of
anchors with the same holding capacity are proof
loaded at different loads, see fig. 2-18. From this figure it can be concluded that the proof load of the
anchors should preferably be related to the breakload of the mooring line on the vessel.
Proofload HHP anchors, UHC=250 t.

29 t Danforth
10 t Stevin Mk3
4.5 t Stevshark Mk5
4 t Stevpris Mk5
0
50
100
Nowadays the rules and regulations are far more

rigid, and the requirements have been substantially
increased. There are now special rules for mobile
offshore units and permanently moored structures.
150
200
250
Proofload in t
fig. 2-18
Balanced mooring system API RP 2SK

Breakload chain
Ultimate holding
capacity anchor
Damaged load floater
Proofload chain
Pretension
load anchor
If anchors need mobile offshore units certification,

the following properties may be required:
Intact load floater

Proofload anchor
fig. 2-19
40
Proof load of the anchors at 50% of the breaking

load of the chain.
Submission of a strength calculation of the anchor
to the classification society prior to commencing
anchor production: this includes determining the
mechanical strength of the anchor as well as proving that the applied material can withstand the
proofload.
A statement of documented holding power from
the anchor supplier.
Submittal of a Quality Assurance/Quality Control
Manual.
In fig. 2-19, a mooring system is shown in which all of
the components are balanced. The strength of the
mooring line, holding capacity of the anchor and
strength of the anchor are all in the correct proportion and comply with the rules.
10
20
30
40
50
60
Load in %
70
80
90
100
Quality control
The application of more advanced and complex technology in anchor construction has brought about
requirements for a systematic approach to quality.
Initiated by various authorities they are continuously
refined and followed up by operating companies
such as vryhof anchor. Like other companies, vryhof
has become increasingly aware of the vital importance
of managerial aspects and their influence on the total
quality-assurance and control system.
Design and fabrication of anchors for permanent
moorings are in accordance with the quality requirements of the Rules NS/ISO 9001 as described in our
Quality Assurance Manual. Vryhof anchors obtained
the ISO 9001 certificate No. QSC 3189 issued by Det
Norske Veritas for Design, Manufacture of anchors,
and Sales of anchors and mooring components.
Quality control is maintained throughout production.
A compilation of certificates is presented to a client
upon completion of a project.
ACCREDITED BY
THE DUTCH COUNCIL
FOR CERTIFICATION
Reg. No 24
ISO-9001CERTIFICATED FIRM
DET NORSKE VERITAS INDUSTRY B.V., THE NETHERLANDS
41
Anchor tests
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.
42
Examining anchor tests that have been carried out in

the past, certain conclusions can be made:
Many tests were undertaken in which the results
were recorded accurately.
Detailed
reports, however, have not been very
common.
Anchor tests of the past are not always easy to
interpret or compare because of different soil and
anchor types.
Test results have not always been interpreted
independently.
The
more tests results are strictly compared to
practical results, the better one can forecast the

holding power and general behaviour in practice.
Vryhof is in the perfect situation of having detailed
test data available together with extensive practical
data obtained during installation and use of anchors
on projects on site.
Research into anchor behaviour and the ultimate
holding capacity of anchors is often carried out by
testing a model anchor, preferably followed by a fullscale test in the field. The optimal anchor test consists
of model tests with 10 kg anchors, followed by fullscale tests with 1 t and 10 t anchors. The anchors
should be pulled until the ultimate holding capacity is
reached.
It is obvious that full-scale testing of anchors can be
expensive. Large AHVs, strong winches and strong
mooring lines are required, which are not always
available. For example, a 5 t Stevpris Mk5 anchor,
deployed in sand, is capable of stopping a modern
AHV at its full bollard pull. Testing a 10 t Stevpris Mk5
anchor to its ultimate holding capacity in sand would

require a horizontal pulling capacity of approximately
600 t.
If anchor tests are to be comparable, the testing program should preferably meet, as a minimum, the following criteria:
An accurate and sophisticated measuring system
should be used.
The anchors should be tested up to their ultimate
holding capacity.
Drag and penetration of the anchor should be
recorded during testing.
The anchor should be held under tension with a
blocked winch for 15 minutes, to investigate any
drop in holding capacity.
Holding Capacity
Anchor tests
B
C
D
E
F
fig. 2-20
Drag
43
Reading test curves
The behaviour of an anchor during tensioning can be
accurately interpreted from the holding capacity versus drag curve. Sample test curves are presented in
Fig. 2-20. Properly interpreted performance curves
can explain a lot about anchor behaviour.
Curve A is very steep and represents a streamlined

anchor in very stiff soil.
Curve B is a normal curve for anchors in sand and

medium clay.
Curve C is a curve of an unstable anchor. This can be
caused by a wrong fluke/shank angle setting, a
short stabiliser or a fluke that is too long.
Curve D is a normal curve for an anchor in very soft
clay.
Curve E is an anchor with a 32o fluke/shank angle in
very soft clay.
Curve F represents an anchor that is turning continuously. This can be caused by the absence of stabilisers, a too large fluke/shank angle or a low efficiency anchor at continuous drag.
Curve G represents an anchor penetrating in a layer
of stiff clay overlain by very soft clay.
Curves A, B, D, E and G show a very stable rising line,

which indicates that the anchor builds up its holding
capacity constantly until the ultimate holding capacity
has been reached, after which the anchor shows
continuous drag. The other curves are largely selfexplanatory.
Holding capacity in t
Anchor tests
150
Sand
100
50
soft clay
25
44
10
20
30
40
Drag in meters
fig. 2-21
Full scale Gullfaks A anchors

800
700
Holding capacity in t
Test results
Vryhofs extensive database of test results with different
anchor types, sizes and soil conditions, has been
frequently used in anchor design. Data has been
obtained from practice, scale models and from third
parties. The data has been interpreted and afterwards incorporated in the ultimate holding capacity,
drag and penetration graphs of the Stevin Mk3 and
Stevpris Mk5 anchor as well as in the ultimate pullout capacity graph of the Stevmanta VLA.
8 m soft clay
on rock
600
B*
500
400
300
Survival load = 1500 ton

200
A = 40 t Stevpris in sand
B = 60 t Stevshark in mud on rock
C = 65 t Stevpris in mud
100
* Final pretension load on site

0
20
Norwegian Contractors (1984)

In 1984 Norwegian Contractors carried out tests at
Digernessundet, Stord, Norway. The purpose of these
tests was to determine the correct anchor type and size
for the mooring system of the Gullfaks A platform during
the construction of the platform at Digernessundet.
Although the construction would took place at one location, it was know 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.
fig. 2-22
40
Drag in meters
60
80
Anchor tests
Large scale anchor tests in the Gulf of Mexico
In 1990, tests were performed with 2 t and 7 t Stevpris
Mk5 anchors, as part of an anchor test Joint Industry
Project (JIP). The anchors were tested using a wire
rope forerunner.
Large scale anchor test jip - 7 & 2 t
Horizontal load in kips
700
The 2 t Stevpris anchor was tested up to its ultimate

holding capacity of 107 t (235 kips). Due to insufficient
pulling capacity, the 7 t Stevpris anchor could not be
pulled up to its ultimate holding capacity. Based on the
results of tests, the ultimate holding capacity of the 7 t
Stevpris anchor was calculated to be larger than 338 t
(745 kips) (fig. 2-23).
600
7-3
500
7-2
400
2-1
200
2-2
100
50
100
150
200
50
25 000
40
20 000
30
15 000
20
10 000
18
10
5 000
0
fig. 2-24
100
150
200
Line length pulled in feet
250
300
Line angle vs mudine
Line load in lbs
60
= dyn load
= pull angle
50
300
350
400
450
500
45
35 000
250
Drag distance in feet
fig. 2-23
Uplift
Stevpris anchors are well capable of resisting uplift
loads when they are deeply embedded. Anchors in sand
and firm to hard clays do not penetrate very deeply and
only take small uplift loads. Stevpris anchors installed in
very soft clay and mud penetrate deeply, a typical
penetration for a 15 t anchor is 15 to 25 meters. Due to
the inverse catenary in the soil, the anchor line arrives
at the anchor shackle at an angle of 20o to 30o with the
mud line. Once the anchor is installed, a load making an
angle up to 20o with the horizontal at mud line will not
change the loading direction at the anchor! A Stevpris
anchor has been tested in the Gulf of Mexico with gradually increasing pull angle (fig. 2-24). The maximum
resistance was obtained for 18o uplift at mud line.
30 000
7-4
7-1
300
Anchor tests
Cyclic effect factor
The loading at the anchor is cyclic. Exxon performed
cyclic tests on anchors reported by Dunnavent and
Kwan, 1993. Although the maximum cyclic load was
less than the initial installation load, the static load
applied after the cycling phase revealed 25 to 50%
larger anchor resistance than the initial installation
load (fig. 2-25). This effect is explained by further
penetration of the anchor. Applying this knowledge
to the anchors, the static anchor resistance after some
storm loading improves by the cyclic effect factor of
1.25 to 1.5.
Anchor resistance in kN
Increased capacity
vs initial static
Initial static capacity

0.15
Cycling
0.1
0.0
50
100
150
200
250
300
350
Time in seconds
fig. 2-25
200
Line load in %
46
Tests with Stevmanta anchors

Tests have been performed in the Gulf of Mexico and
offshore Brazil. The Stevmanta anchor being pulled in
with a load equal to F, accepted a vertical load to the
anchor of up to 2 times F! Amongst the many tests the
anchor relaxation was measured. The anchor with a
fluke area of 0.13 m2 was pulled in at 0o pull angle
(fig. 2-26), then loaded vertically to a load equal 1.6
times the maximum installation load. At this load the
winch was blocked.
100
Change from
pull-in to normal mode
50
0
20.00
fig. 2-27
Block winch
150
22.00
0.00
2.00
Time in seconds
4.00
6.00
8.00
Anchor tests
This permitted the monitoring of the load with time
(fig. 2-27) as what would be expected in real circumstances at a constant loaded anchor line. The results
show that the holding capacity of the anchor does
not change significantly during continuous loading,
as the observed decrease in tension was due to movement of the winch. The subsequent pulling at 7:00 AM
showed that for only a small movement, the full plate
capacity (2 x installation load) could be reached.
Continuous pulling caused the anchor to loose resistance and break out.
To demonstrate that the feature of these anchors is
not only a vertical resistance, the anchor was installed
with a horizontal pull, the mode changed to the
normal (vertical) mode and the anchor subsequently
pulled with an uplift angle of 30o (fig. 2-28). The
behaviour is similar to the earlier vertical pull test.
However, for the 30o pull angle the anchor did not
break out but moved slowly along the pulling
direction through the soil. The graphs clearly show
this effect and that the anchor can be used for
substantial horizontal loads.
47
Line load in %
200
Block winch
150
Change mode
100
50
0
0
10
15
20
25
30
35
fig. 2-26
Line load in %
200
150
100
Change from
pull-in to normal mode
50
0
0
fig. 2-28
10
15
20
25
30
35
40
Soil table
Approx. Rock
strength
Cementation of
soil
Increasing grain size of

particulate deposits
0.002 mm
2 mm
60 mm
Carbonate silt
Carbonate sand
Carbonate gravel
Siliceous carbonate
Siliceous carbonate
silt
sand
Calcareous clay
Calcareous silica silt
Calcareous silica sand
Clay
Silica silt
Silica sand
Carbonate clay
90
50
Mixed carbonate and
non-carbonate gravel
10
Silica gravel
Weak to moderately weak
Well cemented soil
Calcilutite
Calcisiltite (carb.
Calcarenite (carb.
Calcirudite (carb.
(carb. Calystone)
Siltstone)
Sandstone)
Conglom. Or Breccia
Clayey calcilutute
Siliceous calcisiltite
Siliceous calcarenite
Conglomeratic
calcirudite
50
Calcareous sandstone
Calcareous
conglomerate
10
Sandstone
Conglomerate or
breccia
Calcareaous claystone Calcareous siltstone
Claystone
Siltstone
Strong to extemely
strong
(well cemented)
rock
Moderately strong to strong
Fine-grained limestone
Detrital limestone
Conglomerat
limestone
Fine-grained
Fine-grained siliceous
Siliceous detrital
Conglomerate
agrillaceous limestone
limestone
limestone
limestone
Calcareous claystone
Calcareous siltstone
Calcareous sandstone
Calcareous
conglomerate
Claystone
Siltstone
Sandstone
Conglomerate of
Breccia
Crystalline limestone or marble
Conventional metamorphic nomenclature applies in this section
90
90
50
10
50
Total carbonate content %
Very weak
Very weak to firmly

cemented soil
Increasing lithification
48
0.063 mm
Practice
Introduction
Practice
Although theoretical knowledge of anchors is essential for good anchor design and selection, the practical issues are just as important. The handling of an
anchor and the selection and use of support equipment is of equal importance.
Anchor handling is a critically important and often
complicated process. It is influenced by such factors as
the weight and shape of the anchor, the nature of the
soil, the depth of the water, the weather conditions,
the available handling equipment and the type and
weight of mooring line. It is for these reasons that
anchor handling is a subject which requires careful
consideration. Without proper anchor handling, optimal performance of an anchor is not possible.
In the process of handling anchors, various types of
support equipment are necessary or beneficial. An
anchor manual would be incomplete without consideration of these auxiliary items, the reasons for
their use, their operation and the advantages and
drawbacks involved.
This chapter gives an overview of the recommended
procedures that should be followed for anchor handling and the types and use of the support equipment
during the handling operations.
The following handling procedures are by no means
complete, but they do give some suggestions which
can be applied to each anchor handling procedure
and adapted for specific circumstances and locations.
Some of the topics covered in this chapter are:
requirements for a soil survey, connection of the
anchor to the mooring line, chasers, handling the
Stevpris anchor, handling the Stevmanta anchor, the
Stevtensioner, anchor handling/supply vessels.
51
Soil survey
For the dimensioning of drag embedment anchors,
the availability of site-specific soil data is important.
For advice on specifying drag embedment anchor
type/size and calculating expected behaviour, the
site-specific soil data should be compared with soil
data of previous drag embedment anchor (test) sites.
The soil survey requirement for the design of drag
embedment anchors usually consists of only shallow
boreholes, while in anchor pile design deep boreholes are required. For suction anchor design therefore a more extensive soil investigation is generally
required when compared to drag embedment anchors.
When choosing between anchor pile, suction anchor
and drag embedment anchor the financial implications of the soil survey should be taken into account.
52
A typical soil survey for drag embedment anchor
design requires a survey depth of twice the length of
the fluke in sand and 8 times the fluke length in very
soft clay. In most cases a depth of 8 to 10 meters is sufficient, although in very soft clay a reconnaissance
depth of 20 to 30 meters should be considered. For
optimal drag embedment anchor dimensioning, each
anchor location should ideally be surveyed. The soil
investigation can consist of boreholes, vibrocores,
cone penetration tests or a combination of these.
Cone penetration tests including sleeve friction are
preferred, but they should be accompanied by at
least one vibrocore or sample borehole per site to
obtain a description of the soil. Depending upon the
type of survey performed and the soil conditions
encountered, the survey report should present the
test results obtained on site and in the laboratory
including the points as shown in table K.
It is possible to dimension the drag embedment
anchors based on limited soil information (for
instance fewer boreholes). The lack of soil data can
be compensated by choosing a conservative (larger)
anchor size.
Typical contents survey report

Cone penetration resistance.
Sleeve friction.
Pore pressure.
SPT values.
Granulometry and percentage fines.
Wet and dry densities.
Water content.
Drained and undrained triaxal tests.
Undrained shear strength, also remoulded.
Unconfined compression tests.
Plasticity limits.
Specific gravity.
CaCO3 content.
Shell grading.
Angularity and porosity.
Compressibility.
Cementation.
Normalised rock hardness test (point load test).
RQD index, rock quality designation.
table K
Pile or anchor
The choice between piles and anchors is only possible
for permanent systems. Piles are not a good investment when an anchored entity must be moved. But
the choice is often made for piles on emotional
grounds; a pile does not drag! However, anchors that
are properly pre-tensioned on site will also not drag.
While it is a psychologically loaded subject, experience has shown that the choice between anchor and
pile is merely a matter of economics. The required
pile weight for a system is equal to the required
weight of a Stevpris anchor. Piles cost about 40% of
equivalent capability anchors. However, the installation costs for piles are much higher. Piles require a follower and a pile hammer. The installation spread for
piles is much more significant; a crane barge with support spread versus the two anchor handling vessels.
The weather downtime for a spread involving a crane
vessel is much longer than when AHVs are used. To
allow drag of the anchors during pretensioning, extra
chain length is required. Sometimes the pretension
load for piles is much less than for anchors. The survey
work for anchors is generally much simpler than for
piles. When abandoning a field, anchor removal is
much cheaper than removal of installed piles. The
choice between piles and anchors strongly depends
upon the circumstances. The table L can help in estimating the costs for the two alternatives.
Suction piles are an alternative for drag embedment
anchors and piles, also for MODU applications. The
advantage is the accurate positioning of the suction
piles. The disadvantage is the cost of the pile itself
and the cost of the installation. Also many soil types
do not allow suction pile applications, whereas drag
embedment anchors can be used in any soil type.
Description
Pile
Soil survey
Procurement
Installation spread
Installation time
Pile hammer
Follower
Pump unit
Pretensioning
Extra chain
Rest value pile/anchor
Removal of anchor point
ROV
+ less expensive
+
+
+
+
+
Suction Anchor
pile
+
+
+
+
+
-
+
+
+
+
+
+
+
+
+
- more expensive
table L
53

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 50 o
fluke/shank angle in this soil will not penetrate but
will drag along the seabed. If used in mud a 50o
fluke/shank angle is appropriate. An anchor with a 32 o
fluke/shank angle will penetrate less and generate
lower holding capacity in mud(fig. 3-01).
fluke angle too large in hard soil !
no penetration !
fig. 3-01
change from mud to sand angle
The Stevpris Mk5 anchor has an additional fluke/

shank angle setting of 41o, which can be adopted in
certain layered soil conditions (table M).
54
Changing the fluke/shank angle on the Stevpris Mk3

This can be carried out within half an hour with the
Stevpris anchor upside down on deck.
Secure the anchor on deck. Connect a tugger wire (C)
to the holes (D) on the bottom side of the fluke.
Change from mud to sand angle by removing the locking plates and the two rear pins in (B), decrease the
fluke/shank angle by hauling the cable (C). Reinstall
the pins and locking plates in (A). Seal weld the locking plates, do not weld them to the pins (fig. 3-02).
fig. 3-02
Soil type
Optimal
fluke/shank
angle setting
Very soft clay (mud)

Certain layered soils
Medium to hard clay
or sand
500
410 *
* Stevpris Mk5 only

table M
320

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).
anchor is even quicker. No welding required. Veering
and hauling (C) to change the fluke/shank angle as
above, the pin however remains in (A), the locking
plate is secured by means of a cotter pin (fig. 3-04).
change from sand to mud angle
fig. 3-03
change fluke/shank angle Stevpris Mk5
fig. 3-04
55

To connect a swivel to the Stevpris anchor, several different configurations are possible. These are:
56
Type I - The swivel is connected directly to the shank

of the anchor thus omitting the anchor
shackle (fig. 3-05).
J swivel shackle, C end link, B enlarged link, A
common link
Type II - The swivel is connected to the anchor shackle
(fig. 3-06).
J swivel shackle, C end link, B enlarged link, A
common link
Type III - The swivel is connected to the anchor shackle via a special design end link (fig. 3-07).
K special end link, J swivel, C end link, B enlarged link, A common link
Type IV - The swivel is part of a forerunner connected
to the anchor shackle, for instance the forerunners VA02, VA04 and VA 06 described in
the product data section (fig. 3-08).
PL pear link, A common link, B enlarged link,
H swivel.
When a chaser is used in combination with the
Stevpris and swivel, some of the configurations mentioned above are more suitable than others. In general, swivels are only designed to withstand longitudinal forces, and are usually not designed for use in combination with chasers. The design of the chaser tends
to stop it at the swivel. Consequently, there will be
high bending forces on the swivel, which can result in
damage or even breakage.
fig. 3-05
fig. 3-06
fig. 3-07
PL
fig. 3-08
damage possible!
Generally, it is best when the swivel is fitted some distance from the anchor when a chaser is used. The chaser can then pass the swivel and stop on the anchor
shank. When a load is applied to the chaser, the swivel is only loaded longitudinally. This means that in
combination with the use of a chaser, the configuration type III and type IV are preferred.
NO !
fig. 3-09

When the swivel (or swivel forerunner) is connected
to the anchor shackle by means of an end shackle and
a chaser is used, the end shackle and the anchor
shackle should be connected bow through bow instead of pin through bow as is normal practice. This to
minimise the chance of damage to the shackles.
The illustrations fig. 3-09 through fig. 3-14 show how
and how not to connect the swivel to the Stevpris
anchor when using a chaser.
fig. 3-10
damage possible!
NO !
The best method for chasing with a swivel in the system is to maintain the tension of the anchor line as
much as possible during chasing. This will make the
chaser pass more easily over the swivel.
fig. 3-11
57
fig. 3-12
damage possible!
NO !
fig. 3-13
fig. 3-14
Chasers
Chasers and their application
To facilitate handling, pendant wires may be applied
to retrieve the anchor. These wires are connected to a
pendant eye situated on the anchor and equipped
with a buoy for picking up. In deeper water higher
anchor break-out forces are encountered, resulting in
longer, heavier pendant wires and consequently
larger buoys. Due to wear caused by the continuous
movement of the buoy by the waves, these pendants
will break close to the buoy. The buoys would then
float free and the anchors are much more difficult to
recover.
58
To overcome this, chasers were introduced. These

were rings chased along the cable towards the
anchor and back again to a rig or handling vessel.
Their function was to ensure both installation and
break-out of the anchor without having to use a pendant line/buoy. The chaser system thus totally eliminates buoys, partly eliminates cables and reduces
wear on the system.
The cost of a chaser is small when compared to the
cost of a mooring line. It is therefore extremely
important from an operators viewpoint that chasers
do not inflict damage to the mooring lines.
Towing a chaser along mooring lines with, at times,
high interface pressures, must result in wear. It is thus
essential that such wear is taken by the chaser and
not the mooring line. The chasers vryhof recommends
are manufactured in a material that is softer than the
steel used for the mooring line. Chaser wear is induced by the application of high interface pressure
between the mooring line and the chaser. High
interface pressure can arise from:
Pulling the chaser along a slack mooring line.

Maintaining high tension in the chaser workwire
when chasing a tensioned mooring line.
Chasers
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.
59
Chaser types
The J-chaser
The J-chaser (fig. 3-15) is used on mooring lines where
the anchor has to be recovered and no permanent
chaser has been installed, or the normal recovery
mechanism has failed. In other cases the J-chaser is
used simply to keep a chain free from a pipeline
during deployment of the anchors. The chaser is
deployed over the stern roller of an AHV at approximately 1/3 of the water depth. The chaser is towed
across the mooring catenary until it catches the chain.
It is then towed into contact with the anchor
shank/fluke for anchor break-out and retrieval.
60
The permanent chain chaser

As a practical alternative to the buoy and pendant,
the permanent chain chaser (fig. 3-16) was introduced.
Originally, simple shackles were used; these were followed by special cast oval rings which were attached
to a pendant by a bight of chain and shackle. Very
soon afterwards the pear-shaped chaser with shackle
eye was introduced. The design of these chasers offers
superior sliding and penetration properties.
fig. 3-15
fig. 3-16
Chaser types
The detachable chain chaser
For rigs in service it is sometimes preferred to equip
the mooring with a chaser which does not require the
anchor chain to be broken and re-made. Detachable
chain chasers (fig. 3-17) were introduced to satisfy
this need. The withdrawal and replacement of the
single bolt permits easy assembly of the chaser on the
mooring cable.
The permanent wire chaser
The permanent wire chaser (fig. 3-18) was introduced
when rigs moved to deeper waters, and composite
wire/chain mooring systems became necessary. The
chaser incorporates a rocker which is centrally
mounted on a hinge bolt. The rocker has two opposing grooves, and when the chaser is engaged with
the mooring line, the wire slides through one of these
grooves irrespective of the angle which the chaser
makes with the mooring. The large radius at the base
of the groove assists in reducing wear of the rocker
and avoids severe opening of the lay of the wire if a
loop of wire is pulled during the handling process.
The material of the rocker is not as hard as the material of the wire. This means that wear is taken by the
rocker without damage to the wire and, because the
rocker is easily removable, replacement is relatively
inexpensive. The permanent wire chaser is easily
detachable by removal and re-assembly of the hinge
bolt and rocker.
Some designs of wire chaser incorporate fully rotating rollers over which the mooring wire passes. To be
effective such rollers need to be of a large diameter
and require to be supported by bearings. They are
consequently larger, heavier and much more costly
than the permanent wire chasers discussed above,
and because of their size, they require more power at
the AHV to penetrate the seabed and reach the
anchor.
fig. 3-17
fig. 3-18
61
Chaser types
The J-lock chaser.
The J-lock chaser (fig. 3-19) has been designed so that
it can slide along the chain in one direction and when
the pulling direction is reversed, the chaser locks on
the chain and does not slide any further. This means
that the tension in the mooring line can be wholly
transferred from the rig to the chaser. The J-shape
permits catching the anchor chain after the anchor
has been installed. This means that this chaser can be
used to assist in unforeseen circumstances. The wellbalanced and guiding design of the chaser enables
catching the chain when the chaser approaches a
mooring at a point where the catenary angle is as
high as 450.
62
When a normal permanent chaser is used under unforeseen conditions, there is the chance that the AHV
cannot break out the anchor by means of the chaser.
The J-lock chaser can help in such an instance. It is
released from a second AHV and slides along the
chain towards the anchor. The design prevents the
J-lock chaser from sliding back. The J-lock chaser is
stopped at the permanent chaser. If the winch pull of
both tugs is now increased, the J-lock chaser prevents
the permanent chaser from sliding away from the
anchor. Consequently, the forces required do not
increase, and the anchor can easily be broken out.
After this operation, the J-lock chaser can be released
again.
This chaser can also be used when a very heavy chain
has to be installed. It assists during installation by
lifting the chain.
fig. 3-19
Stevpris deployment for MODUs
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
for handling the anchor (fig. 3-20). This is the most
common practice on mobile drilling rigs (MODUs).
Handling using permanent pendant lines is similar.
Deployment procedures for the Stevpris anchor will
also be given for permanent moorings where chasers
are normally not used.
Laying anchors
It is preferred, and by some operators required, to
deck the anchor before run out to check the jewellery.
Run the anchor line out the full distance with anchor
on deck or on roller, with the chain between the
flukes (fig. 3-21).
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).
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).
fig. 3-20
always deck anchor with chain between flukes

fig. 3-21
63
quickly pass drum

fig. 3-22
triangular plates on drum

fig. 3-23
Reduce propulsion momentarily when anchor passes
the propeller thrust, keep chaser on anchor head for
control of anchor orientation and lower anchor
(fig. 3-24).
64
Once below the propeller wash zone, reactivate and

maintain propeller thrust to well above 30 tons. Keep
constant tension in order to ensure anchor does not
fall through chaser, i.e. anchor remains in the chaser
and orientation of the anchor is correct (fig. 3-25).
Note: In some circumstances AHVs prefer to run the
anchor hanging from the pendant line below the
propeller wash approximately 60 to 80 meter above
the seabed. This method requires less power on the
winch during the actual laying of the anchor. If this
method is employed, make sure that at all times the
anchor is correctly oriented in the chaser. Keep
constant tension in the pendant line to prevent the
anchor from falling through the chaser and possibly turn.
Stop lowering when anchor hangs 10 to 15 meter
above the bottom and advise rig. Rig now instructs
AHV to pay out until pendant line is 1.4 to 1.5 times
the water depth in shallow water (100m) and 1.3 to
1.4 times in deeper water. AHV increases power till
tension is again seen to rise at the rig, i.e. the load in
the line is larger than the chain-soil friction (fig. 3-26).
Rig commences to pull in slowly. AHV further increases power until tension rises further at rig winch. At
this moment rig orders AHV to lay the anchor. AHV
immediately stops the propulsion and is consequently
pulled backwards. AHV pays out pendant and maintains
paying out pendant after anchor has landed on the
bottom till a wire length of 1.5 to 2 times the water
depth is out. Enough slack wire must be paid out not
to disturb the anchor during buoying off or waiting.
Stay above or behind the anchor. 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.
STOP !
fig. 3-24
fig. 3-25
wait for signal rig

fig. 3-26
This also gives stability to the anchor when the AHV
strips the chaser back or buoys off the pendant. Now
the AHV can retrieve the chaser and return to the rig.
If circumstances allow, the rig can tension up to the
full pretension load directly (fig. 3-27).
No extra pull after landing!
It is customary with older anchors such as Danforth,
Moorfast, etc. to give another pull once the anchor is
on bottom. Do not do this with Stevpris anchors.
Once the anchor hits bottom, AHV should not pull
again. Pendant line must remain slack, otherwise
anchor could land upside down! (fig. 3-28).
Suggestion: pre-load the anchors to the maximum
required pretension load as soon as the chaser is 100
meter or more ahead of the anchor, i.e. do not wait. If
anchor has not been laid correctly, a rerun can be
made immediately.
Retrieving anchors
The chaser should be brought to the anchor with a
pendant of at least the length of 1.5 to 2 times the
water depth, measured from the stern roller. Chaser
should hang freely down from the anchor line till the
bottom is reached, i.e. slack in the pendant line. A too
short pendant and/or too little tension in the cable
results in a situation as sketched (fig. 3-29).
While chasing, the rig should maintain tension of 60
to 70% of the pre-load tension. No tension in pendant to ensure smooth passing over the chain. When
chaser is pulled into contact with anchor shank, increase thrust and keep thrust while heaving, especially in
rough water (fig. 3-30).
rig hauls AHV slacks

fig. 3-27
do not pull after landing !

fig. 3-28
65
wrong ! keep cable
under tension
fig. 3-29
patience in very soft soils !
fig. 3-30
The motion of the vessel itself now helps gradually to
break the anchor loose. Sequentially with the vessels
motion the pendant is shortened gradually. Anchors
in very soft clay can be buried very deep. Have patience, take your time and be gentle with the equipment;
the anchor will come. The rig can help and speed-up
the operation by hauling the anchor line at the same
time! Once the anchor is off bottom, keep the chaser
in contact with the bow shackle by maintaining sufficient thrust (fig. 3-31).
Anchor orientation
The anchor flukes are always oriented towards the
rig, on deck the anchor lays on its back with shackle
towards AHVs bow and cable between the upwards
directed fluke points. Check jewelry (fig. 3-32).
rig
hauls
keep
pulling
fig. 3-31
always deck anchor with chain between flukes

fig. 3-32
66
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).
keep tension !
fig. 3-33
Decking the Stevpris anchor

If anchor is not correctly oriented, reduce propulsion
and let anchor slide down through the chaser.
Rotation is easier while near the rig where all loads
are lower (fig. 3-34).
wrong ! anchor cannot deck !
fig. 3-34
Turn the anchor with a shot of propeller wash. Then
pay out pendant, make sure anchor is below the propeller wash away from the propeller influence zone
(fig. 3-35).
Increase propulsion moving AHV forward pulling chaser in contact with the anchor. Make sure the stern
roller is perpendicular to the chain, the chain directing between the fluke points (fig. 3-36).
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. 3-35
turn
fig. 3-36
67
With little tension in the line, the chain hangs steep
against the fluke points and anchor cannot rotate
easily (A). Before rotating the anchor, pull on the
cable, the anchor will be free to turn (B) and (C) (fig.
3-38).
With anchor on the stern roller reactivate propulsion.
For inspection anchor can be pulled on deck. If required, change fluke angle to 32 degrees for hard soil or
to 50 degrees for very soft soil. Mind, every anchor
type will be unstable and drag in hard soil, stiff clay
or sand with a fluke angle set for mud! (fig. 3-39).
STOP !
fig. 3-37
fig. 3-38
fig. 3-39
stop / reduce
propulsion
What not to do!
The anchor is approaching the drum. If the AHV
maintains thrust, the water flow will push the fluke
(fig. 3-40).
If the propeller is not stopped, the thrust risks turning
the anchor around the cable then acting as a shaft
(fig. 3-41).
thrust on anchor makes it swing !

fig. 3-40
The relative weight of the anchor increased by the

thrust force on the fluke will cause the anchor and
the cable to slide down through the chaser and control of anchor orientation is lost (fig. 3-42).
68
When the thrust is maintained while hauling in the

chaser, the cable prevents the anchor to turn on its
back at the stern roller. Boarding will be difficult now.
The anchor could pass the stern roller on its side and
get damaged!
So stop/reduce the thrust just before the anchor passes the propeller wash (fig. 3-43).
and rotate !
fig. 3-41
anchor slides through chaser

fig. 3-42
damage !
fig. 3-43
Racking the Stevpris
Rig heaves in anchor line, pulling AHV towards it.
AHV keeps sufficient tension in pendant, chaser
remains in tight contact with anchor, anchor remains
correctly oriented (fig. 3-44).
At some distance from the rig, AHV pays out winch
wire while keeping sufficient bollard pull (at least 1.5
times anchor weight) to keep chaser on anchor head.
Anchor flukes point towards the rig. Rig hauls, AHV
veers while keeping some tension in the pendant line
transferring the anchor to the bolster. The direction
of the anchor cable must now be perpendicular to the
rack (fig. 3-45).
keep tension !
fig. 3-44
keep tension !
When anchor arrives at bolster, reduce tension to 15

tons. As soon as anchor is resting on bolsters, slack
pendant wire completely. If tension is not sufficient,
anchor falls out of control of the chaser and might
rotate and make racking difficult. If this occurs, bring
anchor to the stern of the AHV, rotate anchor with
fluke points directing outwards and keep chaser tight
on the anchor (fig. 3-46).
fig. 3-45
69
wrong !
risk losing control
over anchor orientation
fig. 3-46
Deploying Stevpris from the anchor rack

AHV receives pendant from rig and connects to AHV
winch wire. AHV moves to a position at a good distance but less than the water depth (for instance 50
meter dependent on weather) from the rig. Stop
winch and keep sufficient tension, 20 to 30 tons or
more as required to maintain the chaser on the head
of the anchor. Only now rig pays out cable while AHV
hauls in on the winch. The AHV maintains sufficient
tension while pulling the anchor to the stern roller.
Reduce the power of the propeller as anchor passes
the wash zone and bring anchor on roller for inspection and reactivate thrust (fig. 3-47).
keep tension !
fig. 3-47
Boarding the anchor in deep water
In deep water the weight of the anchor line becomes
of predominant importance. For line loads larger
than 8 times the anchor weight the anchor could be
pulled against the chaser as illustrated, it could even
position itself upside down! In such cases boarding
the anchor is difficult and damage might occur
(fig. 3-48).
70
The best and preferred solution is to pull the anchor

from the bottom and have the rig haul the anchor
line, allowing the boarding of the anchor near the rig
where loads are smaller.
If this is not possible or allowed for some reason,
another solution is to reduce the weight that is hanging from the anchor. This can be done by lifting the
anchor line using a lock chaser or grapnel handled by
a second vessel (fig. 3-49).
anchor weight
high tension
fig. 3-48
lock chaser
fig. 3-49
It is recommended to board the anchor with the chain

between the fluke. The anchor fluke is generally
designed to withstand loads up to 8 times the anchor
weight (fig. 3-50).
8 x anchor weight
fig. 3-50
It happens that the anchor is accidentally pulled over

the roller on its side. Due to the large forces damage to
shank and fluke might occur when the chain is hanging over the anchor (fig. 3-51).
large weight
fig. 3-51
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).
Ballast In fluke
Using a wire rope forerunner and ballast material
placed inside the hollow fluke, the anchor may not
topple over with the fluke points directed downwards. A wire anchor line might be too light to position the anchor correctly and the anchor may not topple over, the anchor could skid over the seabed and
prevent penetration.
When the fluke is ballasted, the weight of a chain
forerunner will cause the shackle to nose down and
bring the fluke in penetration position (fig. 3-53).
fig. 3-52
wire
chain
with ballast in fluke use chain forerunner

fig. 3-53
71
Chaser equilibrium
To control the anchor, the chaser collar must always
be on the anchor head. The tension in the anchor
cable must be equal or larger than 1.5 times the
weight of the anchor. If not, the anchor slides
through the chaser and the orientation is not controlled (fig. 3-54).
pendant line force
anchor line tension
anchor weight
fig. 3-54
Equilibrium forces determine if chaser is in contact

with the anchor. Near bottom, the vertical load at the
chaser from the anchor line Flv is small. The chaser
remains only in contact with the anchor if the bollard
pull Fph is larger than the horizontal line load Flh
which in turn must be larger than the anchor weight
W (if not the anchor will slide down). The angle of the
pendant line must be larger than 45 (fig. 3-55).
Fp
Fpv
Flh
Fph
Flv
fig. 3-55
72
Recommendation: Bollard pull must always be equal
or larger than the line tension, i.e. use a minimum
bollard pull of 20 to 30 tons for a 12 to 15 ton anchor.
Use a minimum pendant line length of 1.4 to 1.5
times the water depth in shallow water (100m) and
1.3 to 1.4 times the depth in deeper water (fig. 3-56).
chaser
fig. 3-56
Fl
Deployment for permanent moorings
The simplest deployment procedure for the Stevpris
anchor is to lower the anchor to the seabed using the
mooring line. When the anchor is nearly on the
seabed, the AHV should start moving slowly forward
to ensure that the anchor lands correctly on the
seabed (fig. 3-57).
Another option for the deployment of the Stevpris
anchor is to connect a temporary installation bridle
(wire rope) to the anchor. The bridle is connected to
the padeyes situated at the back of the shank of the
anchor. The AHV then lowers the anchor overboard
while paying out the mooring line and the bridle
simultaneously (fig. 3-58).
fig. 3-57
temporary bridle
mooring line
fig. 3-58
73
To recover a Stevpris anchor after it has been installed, the AHV should take the mooring line and pull
it in the opposite direction that the anchor was
installed in, generally away from the centre of the
mooring. The AHV should recover the mooring line
till a length of approximately 1.5 times the water
depth is still overboard.
When only 1.5 times the water depth of mooring line
is left overboard, the AHV should block the winch and
keep a constant tension on the mooring line equal to
the pre-load tension. Once the anchor starts to move
in the soil, a lower tension in the mooring line can be
used (fig. 3-59).
fig. 3-59
Piggy-backing
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.
74
Considerations to remember on piggy-backing:

Installing a piggy-back system is more costly than
the installation of a single anchor.
If the mooring line of the second anchor is connected to the rear of the first anchor, the stability, penetration and holding capacity of the first anchor may
be less than is the case for a single anchor. The force
from the second anchor may tend to pull the fluke
of the first anchor closed (hinging type anchors).
If the piggy-back anchor is connected to the first
anchor by means of a chaser, the chaser may
obstruct penetration of the first anchor.
Both anchors must be exactly in line with the mooring line load. The lead anchor may become unstable
if a lateral load is applied.
Two hinging anchors in piggy-back do not provide
2 times but only 1 to 1.6 times the individual holding
capacity of the two anchors, for reasons described in
second point above.
If the first anchor is not influenced by the pull from
the second anchor, and the second anchor (fixed
fluke/shank type anchors) is connected at 3 to 4
shank lengths distance from the first anchor, the
holding capacity of the 2 anchors may be up to 2.5
times the holding capacity of the individual
anchors, due to the extra penetration of the second
anchor.
Piggy-back methods
Piggy-backing involving hinging anchors
Since there is little difference between handling one
hinging anchor or two, the first method is described
with a Stevin anchor (hinging) in combination with a
Stevpris anchor (non-hinging).
Here, the Stevpris is main anchor and the Stevin is
back-up. This is the best solution when using a fixed
shank anchor as the fluke of the Stevpris anchor can
not be pulled closed. The pendant line is connected to
the padeye near the anchor shackle so performance is
not reduced.
Note: if the piggy-back anchor can not be laid in line
with the mooring load, the piggy-back anchor makes
the main anchor unstable. In such a case the Stevpris
can better be placed as the second anchor.
For optimal performance of the combination, the
pendant line between the two anchors should be
wire rope, to promote penetration and obtain better
holding capacity (fig. 3-60).
The installation procedure is described as follows:
Pay out the main anchor as usual.
Tension the mooring line until the anchor slips.
Connect the second anchor to the pendant line.
Bring the anchor to its location.
Lower the piggy-back anchor and tension the mooring line again.
Provide the pendant of the second anchor with
a buoy for easy retrieval.
fig. 3-60
75
Piggy-back methods
76
Piggy-backing with two Stevpris anchors

When two Stevpris anchors are used in piggy-back,
the holding capacity of the combination may be
equal or higher than the sum of the individual holding capacities of the anchors. The installation procedure of two Stevpris anchors in piggy-back (fig. 3-61) is
as follows:
Pay out the main Stevpris anchor, with the mooring line connected to the anchor shackle and the
pendant line (wire rope for optimal performance
and approximately three times the shank length of
the first Stevpris anchor) connected to the padeye
behind the anchor shackle.
Connect the other end of the pendant line to the
anchor shackle of the second Stevpris anchor.
To lower the second Stevpris anchor to the seabed,
a second pendant line is connected to the padeye
behind the anchor shackle.
Using the second pendant line, the Stevpris
anchors are lowered to the seabed and positioned
and buoyed off.
The
Stevpris anchors are then tensioned by pulling
on the mooring line (fig. 3-62).
fig. 3-61
fig. 3-62
Piggy-back methods
Piggy-backing by using a chaser
Sometimes chasers are used to connect the piggyback anchor to the first anchor (fig. 3-63), although a
pendant line connected directly to the padeye behind
the main anchor shackle of the first anchor is prefered.
The installation procedure described for two Stevpris
anchors is also applicable when a chaser is used for
the connection.
During the deployment of the piggy-back
combination, care must be taken that anchors are
installed in line with the load.
77
fig. 3-63

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.
78
installation mode
shear pin
There are many options to install VLA anchors. The

most efficient methods are based on two different
principles:
Double line installation method using the fixed
angle adjuster.
Single line installation method using the shear pin
angle adjuster.
fig. 3-64
The double line installation method is typically used

when it is preferable to install the anchor with a steel
wire rope installation line instead of using the actual
mooring line (for example polyester).
fig. 3-65
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.
Single line installation procedure
This procedure requires only one AHV for installation
of the Stevmanta. The Stevmanta is deployed with
the shearpin angle adjuster. The mode of the anchor
changes when the shearpin breaks at a load equal to
the required installation load. When the shear pin
breaks, the Stevmanta changes from the installation
mode to the normal (vertical) loading mode (fig. 3-64
and fig. 3-65).
normal mode

Installation procedure
In the installation procedure an optional tail has been
included on the Stevmanta. The tail assists in orient
ation of the Stevmanta on the seabed.
Connect the installation/mooring line to the angle
adjuster on the Stevmanta on the AHV. Lower the
Stevmanta overboard. The Stevmanta will decend tail
first, i.e. the tail will be the first part to reach the
seabed (fig. 3-66).
When the Stevmanta is on the seabed, an ROV can
optionally inspect the anchor (position and orientation). The AHV starts paying out the installation/
mooring line while slowly sailing away from the
Stevmanta (fig. 3-67).
tail for
orientation
recovery
fig. 3-66
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).
79
ROV
fig. 3-67
fig. 3-68

When the predetermined installation load has been
reached with the AHVs bollard pull, the shearpin in
the angle adjuster fails, triggering the Stevmanta
into the normal (vertical) loading mode. This can be
clearly noticed on board the AHV, as the AHV will
stop moving forward due to the sudden increase in
holding capacity. Now that the Stevmanta is in the
normal (vertical) loading mode, the AHV can continue to increase the tension in the (taut-leg) installation/mooring line up to the required proof tension
load (fig. 3-69).
fig. 3-69
80
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

Alternatively the Stevmanta can be equipped with an
optional recovery system. The recovery system consists of two special sockets which connect the front
wires to the fluke.
To recover the anchor, the mooring line is pulled
backwards, i.e. away from the centre of the mooring.
Once the mooring line has been pulled back, the
front sockets will disconnect from the fluke (fig. 3-72).
pull for retrieval
fig. 3-72
retrieval
The Stevmanta VLA is now pulled out of the soil using

just the rear wires. This reduces the resistance of the
anchor, so that it can be retrieved with a load equal to
about half the installation load (fig. 3-73).
fig. 3-73
81

Double line installation procedure
This procedure requires two AHVs. The Stevmanta is
deployed with the fixed angle adjuster. The mode of
the anchor (installation mode or normal (vertical) loading mode) is chosen by pulling on either the installation line or the mooring line.
The Stevmanta is in the installation mode when the
installation line is tensioned, i.e. the line on the front
of the angle adjuster (fig. 3-74).
installation mode
mooring line
installation line
fig. 3-74
normal mode
mooring line
The Stevmanta is in the normal (vertical) loading

mode when the mooring line is tensioned, i.e. the line
on the rear of the angle adjuster (fig. 3-75).
82
During the installation AHV1 handles the steel installation line and AHV2 handles the mooring line, for
instance polyester (fig. 3-76).
In the installation procedure an optional subsea recovery buoy can be included in the installation line. The
recovery buoy is connected to the installation line via
a delta plate at approximately 90 m from the
Connect the installation line to the angle adjuster on
the Stevmanta on board AHV1.
Pass the mooring line from AHV2 to AHV 1 and connect it to the angle adjuster.
Lower the Stevmanta VLA overboard by keeping tension on both the installation line (AHV1) and the
mooring line (AHV2).
When the Stevmanta is on the seabed, an ROV can
inspect the anchors position and orientation. AHV2
slackens the tension in the mooring line and AHV1
starts paying out the installation line while slowly
sailing away from the Stevmanta (fig. 3-78).
installation
line
fig. 3-75
AHV2
AHV1
fig. 3-76
AHV2
AHV1
AHV2
AHV1
fig. 3-77
fig. 3-78

When enough of the installation line has been
paid out, AHV1 starts increasing the tension. The
Stevmanta will start to embed into the seabed. AHV2
keeps the mooring line slack by keeping the same distance from AHV1. If more bollard pull is required
than one AHV can deliver, AHV2 can buoy off the
mooring line and pull with AHV1 in tandem.
AHV2
AHV1
break
link
breaks
fig. 3-79
When the predetermined installation load has been

reached, the breaking device in the installation line
fails (break shackle connecting the installation line to
the delta plate), freeing the installation line from the
If the optional recovery buoy is used, the breaking
device is placed on the delta plate connecting it to the
installation line and AHV1. AHV1 is now no longer
connected to the Stevmanta and the installation line
can be recovered on deck (fig. 3-80).
AHV2 can now start increasing the tension in the
mooring line. If AHV2 can not generate enough bollard pull to reach the required proof tension load,
AHV1 can be connected in tandem to AHV2 to generate additional bollard pull.
AHV2
pretension load
recovery
line
fig. 3-80
AHV2
fig. 3-81
AHV2
After the Stevmanta has been proof tensioned to the

required load, the mooring line can be attached to
the floater.
In case of a pre-laid mooring, the mooring line can be
buoyed off, for easy connection later on (fig. 3-81).
fig. 3-82
Stevmanta retrieval
The Stevmanta is recovered from the seabed by returning to installation mode instead of the normal
(vertical) loading mode. The AHV picks up the recovery buoy from the seabed and by pulling vertically
on the installation line, the anchor is retrieved easily
(fig. 3-82).
83

Double line installation with Stevtensioner
The Stevmanta is deployed with the fixed angle
adjuster. The mode of the anchor (installation mode
or normal (vertical) loading mode) is chosen by pulling on either the installation line or the mooring
line. The Stevmanta is in the installation mode when
the installation line is tensioned, i.e. the line on the
front of the angle adjuster (fig. 3-83).
installation mode
mooring line
installation line
fig. 3-83
normal mode
The Stevmanta is in the normal (vertical) loading

mode when the mooring line is tensioned, i.e. the line
at the rear of the angle adjuster. During the installation AHV1 handles the installation line (preferably
chain and steel wire) and AHV2 handles the mooring
line, for instance polyester (fig. 3-84).
mooring line
installation
line
fig. 3-84
84
The installation procedure with the Stevtensioner

requires a reaction anchor (the typical use of the
Stevtensioner is presented in the next chapter). In this
case the reaction anchor can be either a Stevpris or
Stevmanta. For now a Stevpris is shown as reaction
anchor and is to be on the active side of the
Stevtensioner.
Connect the installation line to the angle adjuster on
the Stevmanta on AHV1. Pass the mooring line from
AHV2 to AHV1 and connect it to the angle adjuster.
Lower the Stevmanta to the seabed by keeping tension on both the installation line and mooring line.
Connect the installation line to the passive side of the
Stevtensioner. A break link can be installed between
the Stevtensioner and the installation line on the passive side (fig. 3-85).
AHV2
tensioner
AHV1
fig. 3-85
AHV2
Connect the installation line to the reaction anchor.

Pass the installation line through the Stevtensioner
(fig. 3-86).
fig. 3-86
work chain
stopper
AHV1

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. 3-87).
Lower the Stevtensioner and reaction anchor to the
seabed (fig. 3-88).
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. 3-89).
AHV2
shark jaws
85
AHV1
wire
stopper
tensioner
chain
fig. 3-87
AHV2
AHV1
wire
stopper
tensioner
stopper
chain
fig. 3-88
AHV2
AHV1
wire
stopper
tensioner
fig. 3-89
stopper
chain

Start the tensioning procedure (yo-yoing) (fig. 3-90).
The break link will break on the Stevmanta when the
required installation load has been reached (fig. 3-91).
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. 3-92).
86
Instead of using a reaction anchor, two Stevmantas

can also be installed at the same time. After completion of the tensioning (yo-yoing), AHV2 proof tensions one Stevmanta while AHV1 recovers the
Stevtensioner and disconnects it from the installation
line of the other Stevmanta. This Stevmanta can then
also be proof tensioned (fig. 3-93).
AHV2
AHV1
wire
stopper
tensioner
chain
stopper
fig. 3-90
AHV2
AHV1
wire
stopper
tensioner
break link breaks
chain
stopper
fig. 3-91
chain
AHV2
wire
AHV1
tensioner
pretension load
stopper
fig. 3-92
AHV2
AHV1
wire
stopper
tensioner
fig. 3-93
stopper
chain
87
The Stevtensioner
Introduction
The Stevtensioner is used for cross tensioning of diametrically opposed anchor legs moored by drag
anchors or anchor piles. The Stevtensioner is generally used for the installation of (semi) permanent floating structures such as the SPM buoy, STL, TLP, FPS,
FPSO, etc. After the tensioning operations the
Stevtensioner is demobilised and ready for the next
project. The Stevtensioner can however also be used
for permanent tensioning purposes, becoming a part
of the mooring system.
88
The Stevtensioner can be deployed from a crane

barge, AHV or any vessel having enough crane/winch
capacity to pull the required vertical force. The existing models VA220 and VA500 were designed for
handling a single size of chain. The new Stevtensioner
models VA600, VA1000 and VA1250 can handle chain
diameter ranging from 76 mm up to 152 mm. Because
of this variety in chain sizes additional work chain
may not be required (fig. 3-94).
The working principle of the tensioner
The Stevtensioner is based on the principle that a vertical load to a horizontal string causes high horizontal
loads. To achieve the required horizontal pretension
load at the anchor points, the vertical pulling force only
needs to be 40% of this pretension. The anchor line tension is measured by a measuring pin located inside the
Stevtensioner and as such well protected against damage caused by handling and lifting operations (fig. 3-95).
2V
H
fig. 3-95
fig. 3-94
The new Stevtensioner models

offer the following features:
Smaller dimensions, reduced weight and improved
handling, but heavy enough to easilty slide down
the mooring line.
Designed to smoothly guide at least 5 links and
therefore prevent chain getting stuck inside.
Due to economical volume/weight ratio, the new
Stevtensioner models allow for containerised
freight by either sea or, for rush deliveries, by air.
The integrated shape allows for smooth passage
over stern roller.
Load measuring pin is equipped with two independent sets of strain gauges. The umbilical
cable connections are protected against
handling and lifting operations.
These connections may be used for acoustic
transfer of the signals.
The Stevtensioner
One anchor line (passive line) is attached to the tension measuring pin at the Stevtensioner. The opposite anchor line (active line) passes through the
Stevtensioner. Tensioning starts by applying the
yo-yo movement to the active line (fig. 3-96).
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. 3-97).
passive chain
89
active chain
fig. 3-96
chain locks
fig. 3-97
The Stevtensioner
Measurement of the tensions applied
Fig. 3-98 shows the curve recorded during tensioning
of chains connected to piles for the Coveas Pipeline
Project in Colombia. The graph shows a total of 5
heaves (yo-ys), each resulting in a higher tension.
Different methods can be applied to verify the tension

in the chain. These are discussed below.
Computer calculations
The tension in the chain can be calculated by means
of computer catenary calculations. Besides known
parameters such as submerged chain weight, and the
length of the mooring line, other parameters measured during tensioning need to be incorporated in
the calculation:
Height Stevtensioner above seabed.
Vertical pulling load.
tension force in t
90
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
lifting force
250
125
0
0
fig. 3-98
30
time in minutes
60
90
120
The Stevtensioner
By using this method the tension in the chain can be
calculated at any height of the Stevtensioner above
seabed. This method is independent of the waterdepth.
Umbilical cable and measuring pin
The chain tension can be measured with a measuring
pin. The pin is part of the Stevtensioner housing and is
equipped with strain gauges. The pin is connected to
a tension read-out unit on the installation vessel by
using an umbilical cable. The pin is connected to the
passive chain. All tensioning data are measured on
deck and presented during tensioning on a chart
recorder. A hand winch with sliding contacts is used to
veer and haul the umbilical without disconnecting the
umbilical from the registration equipment. The measurement is insensitive for variations in cable length.
The use of an umbilical is an effective method in
waterdepths down to approximately 200 meters.
Beyond this depth it becomes more efficient to use
either an acoustic system or computer calculations.
Break - link
The passive chain can be attached to the
Stevtensioner by a break link. When, during the tensioning operation, a predetermined load has been
reached, the link breaks. Consequently the passive
chain falls to the bottom, and the Stevtensioner can
be retrieved.
Duration of pretensioning anchors and piles
Once the required tension has been achieved, the
tension has to be maintained for a certain duration.
This period is described in the table below for various
Certification Authorities.
Certification Authority
Required duration of
maintaining tension
Lloyds Register of Shipping
20 minutes
American Bureau of Shipping 30 minutes
Det Norske Veritas (NMD)
15 minutes
91
The Stevtensioner
Handling the Stevtensioner
Handling operations can generally be described as
follows:
Positioning the anchors and paying out the chain

Hook-up all necessary hardware for tensioning
92
operations on deck of barge or AHV

Deployment Stevtensioner to the seabed and positioning of the installation vessel
First lift (yo-yo)
Series of yo-yos
Maintain required tension for a specified period of
time
Retrieve the Stevtensioner and disconnect
Prepare for next tensioning
A Stevtensioner can be deployed from a crane barge,
Anchor Handling Vessel or any vessel having enough
crane/winch capacity to lift the required vertical
force.
General tensioning procedures
General tensioning procedures using crane barge or
AHV for Stevtensioner models VA1000 and VA1250
are presented in fig. 3-99 and 3-100.
Hook-up
Pass the active chain (2) through the tensioner (1) on
deck. Connect passive chain (3) to measuring pin
shackle (9). Connect dislock wire (5) to shackle (4).
Connect umbilical cable (7) to read-out system on
deck and to the measuring pin (6).
Lowering
Fix active chain (2) to winch or crane hook. Slack dislock wire (5) and lower Stevtensioner to seabed.
Stevtensioner will pass over active chain (2).
Tensioning mode
When Stevtensioner is on seabed, slack dislock wire (5)
before the first yo-yo, and keep slack during all yo-yos!
fig. 3-99
The Stevtensioner
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 yoyo 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. 3-100).
2
7
5
8
3
6
fig. 3-100
Retrieving
When tensioning is completed be sure to lower the
Stevtensioner to seabed and slack off active chain (2)
before retrieving Stevtensioner with dislock wire (5).
Pull on dislock wire (5). Stevtensioner will pass over
chain (2). Disconnect Stevtensioner on deck of the
barge or AHV.
Stevtensioner Product Range
The following Stevtensioners are available from
vryhof anchors.
Stevtensioner
model
Maximum
horizontal load
[t]
VA 220
VA 500
VA 600
VA1000
VA1250
220
500
600
1000
1250
Suitable* for chain Suitable* for chain

size with Kenter size without Kenter
shackle [mm]
shackle [mm]
50
102
76 - 84
102 - 117
114 - 132
60
112
76 - 87
102 - 135
114 - 152
93
Size
Stevtensioner
lxhxw [m]
2.6
5.4
2.2
3.1
3.5
x
x
x
x
x
1.2
2.6
0.9
1.2
1.4
x
x
x
x
x
1.0
2.4
0.6
0.8
0.9
Weight
Stevtensioner
[t]
5
20
2.5
6
9
* The suitability only refers to the section of chain passing through the Stevtensioner. Chain or wire not passing through the
Stevtensioner may have any dimension.
table N
Supply vessels/anchor handling vessels

Drilling rigs are generally moored with 8 to 12
anchors. These are laid in a mooring pattern.
Originally normal tugs were used for these operations, but very soon, there was a call for specialised
vessels.
For anchor handling vesselss, it is very important to be
able to work quickly and effectively. Much depends
on the expertise of the captain and crew. The equipment and its design are also extremely important.
Engine power has to be sufficient to handle chain
and/or wire and anchors at the water depth concerned. The newest generation of AHVs has bollard pulls
far in excess of 200 t.
These specialised anchor handling vessels

(AHVs) now have:
A large deck space.
Powerful winches, with auxiliary winches to reel
extra wires.
Large chain lockers, for storage of the chain.
Large wire storage capacity.
An adapted seaworthy design and very manoeuvrable with bow and stern thrusters. Some even
with a dynamic positioning system.
Space for drilling mud and fuel tanks for supply
to drilling rigs.
Small auxiliary cranes.
One or two sets of towing pins and shark jaws.
A stern roller that sometimes consists of two
individually rotating drums.
table O
94
Care should be given to the rated maximum bollard

pull which in reality might be less, depending on the
use of other power consuming equipment such as
bow (and sometimes) stern thrusters, winches, etc.
The winch often causes confusion. An AHV owner
demonstrates maximum pulling capacity at the bare
drum during the maiden trip, but a contractor requires high winch output when the drum is 70 to 100%
wound with wire under working conditions. It is also
possible that an owner limits the pressure of the
hydraulic system below factory limits, to reduce
winch wear and repair costs.
The dynamic capacity of the winch brake is particularly important when a long heavy chain must be
deployed. Hydraulically and electrically braked drums
are more efficient than band brakes.
For handling chain, many supply vessels have chain
lockers below decks and a wildcat above the chain
locker.
To ensure easy handling of chain and wire, simple,
well-constructed tools are necessary. An experienced
crew will also make the handling easier.
Product data
Introduction
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.
97
Stevin Mk3
B D
S
98
C
A
E
L
K
Main dimensions Stevin Mk3 dimensions in mm anchor weight in kg
weight
1000
1500
3000
5000
7000
9000
12000
15000
20000
30000
A
B
C
D
E
K
L
S
2429
2654
1559
2023
737
1010
412
60
2774
3038
1785
2316
843
1156
471
65
3493
3828
2249
2918
1063
1456
594
80
4120
4538
2667
3460
1260
1727
704
80
4602
5077
2983
3871
1409
1932
788
90
5012
5521
3244
4209
1533
2100
857
100
5516
6076
3570
4632
1687
2312
943
110
5942
6545
3846
4990
1817
2490
1016
120
6372
6986
4100
5324
2048
2674
1083
160
7289
7997
4694
6094
2345
3061
1240
180
Note: The dimensions of the Stevin Mk3 anchor may be changed for specific applications
Stevpris Mk5
99
S
E
sand
F
mud
Main dimensions Stevpris Mk5 dimensions in mm anchor weight in kg

weight
1500
3000
5000
8000
10000
12000
15000
18000
20000
22000
25000
30000
65000
A
B
C
E
F
H
T
S
2954
3184
1812
1505
271
1230
493
80
3721
4011
2283
1896
342
1550
622
90
4412
4756
2707
2248
406
1837
738
110
5161
5563
3166
2629
474
2149
862
130
5559
5992
3410
2832
511
2315
929
140
5908
6368
3624
3010
543
2460
988
150
6364
6860
3904
3242
585
2650
1064
170
6763
7290
4149
3446
622
2816
1131
180
7004
7550
4297
3569
644
2917
1171
190
7230
7794
4436
3684
665
3011
1209
200
7545
8133
4629
3844
694
3142
1262
200
8018
8643
4919
4085
737
3339
1341
220
10375
11184
6365
5286
954
4321
1736
300
Note: The dimensions of the Stevpris Mk5 anchor may be changed for specific applications
Stevshark Mk5
100
S
E
sand
F
mud
Main dimensions Stevshark Mk5 dimensions in mm anchor weight in kg

weight
1500
3000
5000
8000
10000
12000
15000
18000
20000
22000
25000
30000
65000
A
B
C
E
F
H
T
S
2862
3085
1755
1458
263
1192
478
80
3605
3886
2212
1837
332
1502
603
90
4275
4608
2622
2178
393
1780
715
110
4999
5389
3067
2547
460
2082
836
130
5385
5805
3304
2743
495
2243
900
140
5723
6169
3511
2915
526
2383
957
150
6165
6645
3782
3140
567
2567
1031
160
6551
7062
4019
3337
602
2728
1095
170
6785
7314
4163
3457
624
2826
1135
180
7004
7550
4297
3568
644
2917
1171
190
7309
7879
4484
3723
672
3044
1222
200
7767
8373
4765
3957
714
3235
1299
210
10051
10834
6166
5120
924
4186
1681
300
Note: The dimensions of the Stevshark Mk5 anchor may be changed for specific applications
Stevmanta VLA
B D
101
E1
E0
T F
Main dimensions Stevmanta VLA dimensions in mm. Area in m2

area
10
12
15
17
20
B
C
D
E0
E1
F
H
T
3143
2976
1945
3075
3371
172
1459
639
3975
3765
2460
3890
4264
217
1845
809
4445
4209
2750
4349
4767
243
2063
904
4869
4611
3013
4764
5222
266
2260
991
5443
5155
3368
5326
5839
298
2527
1107
5795
5488
3586
5670
6216
317
2690
1179
6286
5953
3890
6150
6742
344
2918
1279
Note: The dimensions of the Stevmanta VLA anchor may be changed for specific applications
A
D
102
FLIPPER DELTA
weight
lb.
kg
2205
1000
5512
2500
11023
5000
16535
7500
22046
10000
26455
12000
33069
15000
44092
20000
71650
32500
88185
40000
A
mm
2605
3150
3945
4565
5040
5335
5735
6405
7320
7850
B
mm
1960
2660
3300
3850
4270
4530
4845
5410
6200
6650
C
mm
740
1005
1260
1435
1600
1705
1830
2010
2310
2480
D
mm
1560
2130
2660
3080
3400
3600
3875
4320
4930
5290
DANFORTH
weight
lb.
kg
1000
454
2500
1134
5000
2268
10000
4536
12000
5443
14000
6350
16000
7257
20000
9072
25000
11340
30000
13608
A
mm
1830
2260
2780
3510
3730
3920
4100
4370
4710
5000
B
mm
1580
2140
2700
3330
3540
3720
4000
4150
4470
4750
D
mm
940
1549
2032
2159
2388
2591
2997
3226
3353
3556
LWT
kg
454
2268
4536
6804
9072
11340
13608
15876
18144
27216
lb.
1000
5000
10000
15000
20000
25000
30000
35000
40000
60000
C
mm
483
787
1041
1092
1219
1295
1499
1600
1676
1778
weight
D
mm
1100
1350
1650
2100
2240
2360
2470
2620
2820
3000
C
mm
410
560
710
890
945
995
1040
1110
1195
1270
A
mm
1905
2997
3658
3988
4394
4851
5029
5283
5537
6350
B
mm
1803
2845
3480
3791
4166
4521
4801
5055
6096
7061
C
mm
622
984
1245
1362
1499
1708
1715
1803
1905
2184
D
mm
1168
1829
2235
2438
2692
2946
3073
3226
3327
3810
MOORFAST
weight
lb.
kg
1000
454
6000
2722
10000
4536
12000
5443
16000
7257
20000
9072
30000
13608
40000
18144
50000
22680
60000
27216
A
mm
1549
2565
3327
3531
3886
4166
4801
5436
5639
5893
B
mm
1905
3632
3988
4242
4750
4978
5512
6299
6528
6883
C
C
B
STATO
weight
lb.
kg
3000
1361
6000
2722
9000
4082
15000
6804
20000
9072
25000
11340
30000
13608
35000
15876
40000
18144
60000
27216
A
mm
3277
3658
4064
5182
5334
5740
5969
6299
6553
7540
B
mm
2769
3632
4318
5690
5842
6248
6528
6883
7188
8120
C
mm
860
960
1090
1370
1420
1540
1570
1670
1750
2000
D
mm
1829
2337
2540
3200
3277
3480
3683
3886
4064
4570
A
D
US NAVY STOCKLESS
weight
A
lb.
kg
mm
1000
454
1072
5000
2268
1854
10000
4536
2337
15000
6804
2680
20000
9072
2946
25000
11340
3175
30000
13608
3372
35000
15876
3550
40000
18144
3708
60000
27216
4775
B
mm
841
1437
1810
2089
2280
2456
2608
2743
2872
3194
C
mm
521
889
1121
1295
1413
1522
1616
1703
1778
2218
D
mm
772
1319
1661
1861
2094
2256
2394
2523
2619
3375
AC14
weight
lb.
kg
2844
1290
4630
2100
6746
3060
12368
5610
18298
8300
23149
10500
29762
13500
41447
18800
44092
20000
50706
23000
A
mm
2730
3210
3640
4460
5080
5500
5980
6670
6810
7140
B
mm
980
1150
1310
1600
1830
1970
2150
2400
2450
2570
C
mm
470
550
620
760
870
940
1020
1140
1170
1220
D
mm
1060
1250
1420
1740
1980
2140
2330
2600
2660
2780
103
Proof load test for HHP anchors (US units)
104
Anchor
weight
lbs
proof
load
kips
Anchor
weight
lbs
proof
load
kips
Anchor
weight
lbs
proof
load
kips
100
125
150
175
200
250
300
350
400
450
500
550
600
650
700
750
800
850
900
950
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
6.2
7.3
8.2
9.1
9.9
11.5
12.9
14.2
15.5
16.7
18.1
19.2
20.5
21.7
23
24.3
25.5
26.6
27.8
28.9
29.8
32.1
34.5
36.8
39.1
41.3
43.5
45.8
48.2
50.3
52.3
54.5
56.6
58.6
60.8
62.8
64.8
66.8
68.8
70.7
72.6
74.5
76.4
78.3
80.1
81.9
83.7
85.5
87.2
89
90.7
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
7000
7100
7200
7300
7400
7500
7600
7700
7800
7900
8000
8100
8200
8300
8400
8500
8600
8700
8800
8900
9000
9500
92.5
94.2
95.9
97.5
99.1
100.7
102.3
103.9
105.5
107
108.5
110
111.4
112.9
114.4
115.9
117.4
118.7
120
121.4
122.7
124.1
125.4
126.8
128.2
129.5
130.8
132
133.2
134.4
135.7
136.9
138.1
139.3
140.6
141.6
142.7
143.7
144.7
145.7
146.8
147.9
149
150
151.1
152.2
153.2
154.3
155.2
156.2
161.1
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
33000
34000
35000
36000
37000
38000
39000
40000
42000
44000
46000
48000
50000
52000
54000
56000
58000
60000
62000
64000
66000
68000
70000
75000
80000
82500
165.8
174.5
184.8
194.7
205.2
214.3
222.9
230.9
239
245
250.4
256.7
263.5
270.9
277.2
282.8
289.2
296.7
304.9
312.3
318.9
326.9
333.7
341.2
348
354.8
361.6
368.4
375.2
382
388.8
400.6
411.5
425.1
437
449.1
460.4
472
484.3
496.5
508.4
519.3
530.2
541
551.9
562.8
590
617
630
Proof load test for HHP anchors (SI units)

Anchor
weight
kg
proof
load
kN
Anchor
weight
kg
proof
load
kN
Anchor
weight
kg
proof
load
kN
50
55
60
65
70
75
80
90
100
120
140
160
180
200
225
250
275
300
325
350
375
400
425
450
475
500
550
600
650
700
750
800
850
900
950
1000
1050
1100
1150
1200
1250
1300
1350
1400
1450
1500
1600
1700
1800
1900
29.7
31.7
34
35.3
37
39
40.7
44
47.3
53
58.3
63.7
68.4
73.3
80
85.7
91.7
98
104.3
110.3
116
122
127.3
132
137.3
143
155
166
177.3
188
199
210.7
221.3
231
241.7
252.3
262
272.7
282.7
292
302
311.7
321
330.3
339.7
349
366.7
384
401
418.3
2000
2100
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
434.3
450
466
480.7
495
509.7
524.3
537
550.3
563.7
577
589
601
613
625
635.7
645
655.7
666.3
677
687
696.3
706
715.7
725.7
735
742.3
751.7
760
769
777
786
797.3
808.7
818
827.3
836.3
845
855.7
866.3
877
887
897.3
908
917.3
926.7
936
944.7
953
961
7000
7200
7400
7600
7800
8000
8200
8400
8600
8800
9000
9200
9400
9600
9800
10000
10500
11000
11500
12000
12500
13000
13500
14000
14500
15000
15500
16000
16500
17000
17500
18000
18500
19000
19500
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
34000
36000
970.3
987
1002
1018
1034
1050
1066
1078
1088.7
1099.3
1110
1120.7
1132
1148
1162.7
1173.3
1210
1240
1266.7
1300
1340
1380
1410
1450
1483.3
1520
1553.3
1586.7
1620
1653.3
1686.7
1720
1753.3
1780
1800
1833.3
1900
1956.7
2016.7
2070
2130
2190
2250
2303.3
2356.7
2410
2463.3
2516.7
2623.3
2730
105
Dimensions of vryhof tensioners
106
Main dimensions Stevtensioner dimensions in m. weight in t

Stevtensioner model
VA220
VA500
L
2.6
5.4
B
1.0
2.4
H
1.2
2.6
weight
5
20
Dimensions of vryhof tensioners
107
Main dimensions Stevtensioner dimensions in m. weight in t

Stevtensioner model
VA600
VA1000
VA1250
L
2.2
3.1
3.5
B
0.6
0.8
0.9
H
0.9
1.2
1.4
weight
2.5
6
9
Proof load/break load of chains (in US units)
diameter
Proof load
R4-RQ4
108
inches
3
/4
1 3/16
1
1 1/8
1 1/4
1 3/8
1 1/2
1 5/8
1 3/4
1 7/8
2
2 1/16
2 1/8
2 3/16
2 1/4
2 5/16
2 3/8
2 1/2
2 5/8
2 11/16
2 3/4
2 7/8
3
3 1/16
3 1/8
3 3/16
3 1/4
3 5/16
3 3/8
3 1/2
3 9/16
3 5/8
3 3/4
3 13/16
3 7/8
3 15/16
4
4 1/8
4 1/4
4 3/8
4 1/2
4 5/8
4 3/4
4 7/8
5
5 1/8
5 1/4
5 3/8
5 1/2
5 5/8
5 3/4
5 7/8
6
6 1/8
6 1/4
6 3/8
6 1/2
6 5/8
6 3/4
6 7/8
7
7 1/8
7 1/4
R3 S
Break load
R3
stud
studless
stud
studless
kips
75
88
131
165
203
244
289
337
388
443
500
531
561
593
625
658
692
762
835
872
910
988
1069
1110
1152
1194
1237
1281
1325
1416
1462
1508
1603
1651
1699
1749
1798
1899
2001
2105
2211
2319
2428
2538
2650
2764
2878
2994
3111
3228
3347
3467
3587
3709
3830
3953
4076
4199
4323
4447
4571
4695
4820
kips
66
77
116
146
179
216
255
298
343
391
443
469
496
524
553
582
612
674
738
771
805
874
945
982
1019
1056
1094
1133
1172
1252
1292
1334
1417
1460
1503
1546
1590
1679
1770
1862
1955
2050
2147
2245
2344
2444
2545
2647
2751
2855
2960
3066
3172
3279
3387
3495
3604
3713
3822
3932
4042
4152
4262
kips
62
73
110
138
169
203
241
281
323
369
417
442
468
494
521
549
577
635
696
727
758
823
891
925
960
995
1031
1068
1105
1180
1218
1257
1336
1376
1416
1457
1498
1582
1668
1754
1843
1932
2023
2115
2209
2303
2398
2495
2592
2690
2789
2889
2989
3090
3192
3294
3396
3499
3602
3706
3809
3913
4016
kips
60
71
106
133
163
197
233
271
313
357
403
427
452
478
504
530
558
614
672
702
733
796
861
894
928
962
997
1032
1068
1140
1177
1215
1291
1330
1369
1409
1448
1529
1612
1696
1781
1868
1956
2045
2135
2226
2319
2412
2506
2601
2696
2793
2890
2987
3086
3184
3283
3383
3482
3582
3682
3782
3882
RQ3-API
stud
stud
studless studless
kips
kips
54
49
63
57
95
85
119
107
147
132
176
158
208
187
243
218
280
252
320
287
361
324
383
344
405
364
428
384
452
405
476
427
500
449
550
494
603
541
630
565
657
590
714
640
772
693
802
719
832
747
863
774
894
802
925
830
957
859
1022
918
1056
947
1089
977
1158
1039
1192
1070
1227
1101
1263
1133
1299
1165
1371
1231
1445
1297
1521
1365
1597
1433
1675
1503
1753
1574
1833
1645
1914
1718
1996
1791
2079
1865
2162
1940
2247
2016
2332
2093
2417
2170
2504
2247
2591
2325
2678
2404
2766
2483
2855
2562
2944
2642
3033
2722
3122
2802
3211
2882
3301
2963
3391
3043
3481
3124
R4-RQ4
R3 S
R3
Weight
RQ3-API
stud and studlless

kips
95
111
167
210
257
310
366
427
492
562
635
673
712
752
793
835
878
967
1059
1106
1154
1253
1356
1408
1461
1515
1570
1625
1681
1796
1854
1913
2033
2094
2156
2218
2281
2409
2538
2671
2805
2941
3080
3220
3362
3506
3651
3798
3946
4095
4246
4398
4551
4704
4859
5014
5170
5327
5483
5641
5798
5956
6114
kips
86
101
152
191
234
281
333
388
447
510
577
612
647
684
721
759
798
878
962
1005
1049
1139
1232
1280
1328
1377
1427
1477
1528
1632
1685
1739
1848
1903
1959
2016
2073
2189
2307
2427
2549
2673
2799
2926
3055
3186
3318
3451
3586
3722
3859
3997
4135
4275
4416
4557
4698
4841
4983
5126
5269
5412
5556
kips
77
90
136
171
210
252
298
348
401
457
517
548
580
612
646
680
715
787
862
900
940
1020
1103
1146
1189
1233
1278
1323
1368
1462
1509
1557
1655
1704
1754
1805
1856
1960
2066
2174
2283
2394
2507
2621
2736
2853
2971
3091
3211
3333
3456
3579
3704
3829
3954
4081
4208
4335
4463
4591
4719
4847
4976
kips
73
86
128
162
198
238
282
329
379
432
489
518
548
579
611
643
676
744
815
852
889
965
1044
1084
1125
1167
1209
1251
1295
1383
1428
1473
1566
1613
1660
1708
1756
1855
1955
2057
2160
2265
2372
2480
2589
2700
2812
2925
3039
3154
3270
3387
3504
3623
3742
3861
3981
4102
4223
4344
4465
4586
4708
stud
studless
lbs/ft
5
6
10
12
15
18
21
25
29
33
38
40
43
45
48
51
54
59
65
69
72
79
86
89
93
97
100
104
108
116
121
125
134
138
143
147
152
162
172
182
192
203
214
226
238
250
262
274
287
301
314
328
342
356
371
386
401
417
433
449
466
482
500
lbs/ft
5
6
9
11
14
16
20
23
27
31
35
37
39
42
44
46
49
54
60
63
66
72
78
81
85
88
92
95
99
106
110
114
122
126
130
135
139
148
157
166
176
186
196
206
217
228
239
251
262
275
287
299
312
325
339
353
367
381
395
410
425
440
456
Proof load/break load of chains (in SI units)
diameter
Proof load
R4-RQ4
mm
19
20.5
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
73
76
78
81
84
87
90
92
95
97
100
102
105
107
111
114
117
120
122
124
127
130
132
137
142
147
152
157
162
165
168
171
175
178
180
185
R3 S
stud
studless
stud
studless
kN
331
385
442
524
612
707
809
917
1031
1151
1278
1410
1548
1693
1843
1999
2160
2327
2499
2677
2860
3048
3242
3440
3643
3851
4064
4392
4731
4962
5317
5682
6056
6439
6699
7096
7365
7776
8054
8478
8764
9347
9791
10242
10700
11008
11319
11789
12265
12585
13395
14216
15048
15890
16739
17596
18112
18631
19150
19845
20367
20715
21586
kN
293
340
390
463
541
625
715
811
911
1018
1130
1247
1369
1497
1630
1767
1910
2058
2210
2367
2529
2695
2866
3042
3221
3406
3594
3884
4183
4388
4702
5024
5355
5693
5923
6275
6513
6876
7122
7497
7750
8265
8658
9057
9461
9734
10009
10425
10846
11129
11844
12571
13306
14051
14802
15559
16016
16474
16934
17548
18010
18318
19088
kN
276
320
368
436
510
589
674
764
859
959
1065
1175
1290
1411
1536
1666
1800
1939
2083
2231
2383
2540
2701
2867
3036
3209
3387
3660
3942
4135
4431
4735
5046
5365
5582
5913
6138
6480
6712
7065
7304
7789
8159
8535
8916
9173
9432
9824
10221
10488
11162
11847
12540
13241
13949
14663
15094
15525
15959
16538
16972
17263
17989
kN
267
310
356
422
493
570
651
738
830
927
1029
1136
1247
1364
1485
1610
1740
1874
2013
2156
2304
2455
2611
2771
2935
3102
3274
3538
3811
3997
4283
4577
4878
5187
5396
5716
5933
6264
6488
6829
7060
7529
7887
8251
8619
8868
9118
9497
9880
10138
10790
11452
12122
12800
13484
14174
14590
15008
15427
15986
16407
16687
17389
Break load
R3
RQ3-API
R4-RQ4
R3S
studstudstud and
studless studless
kN
kN
kN
kN
239
215
420
382
278
249
488
443
319
286
560
509
378
339
664
604
442
397
776
706
511
458
897
815
584
524
1026
932
662
594
1163
1057
744
668
1308
1188
831
746
1460
1327
923
828
1621
1473
1018
914
1789
1625
1118
1004
1964
1785
1223
1097
2147
1951
1331
1194
2338
2124
1443
1295
2535
2304
1560
1400
2740
2490
1681
1508
2952
2682
1805
1620
3170
2881
1933
1735
3396
3086
2066
1854
3628
3297
2201
1976
3867
3514
2341
2101
4112
3737
2484
2230
4364
3965
2631
2361
4621
4200
2782
2496
4885
4440
2935
2634
5156
4685
3172
2847
5572
5064
3417
3066
6001
5454
3584
3216
6295
5720
3840
3446
6745
6130
4104
3683
7208
6550
4374
3925
7682
6981
4650
4173
8167
7422
4838
4342
8497
7722
5125
4599
9001
8180
5319
4774
9343
8490
5616
5040
9864
8964
5817
5220 10217
9285
6123
5495 10754
9773
6330
5681 11118 10103
6750
6058 11856 10775
7071
6346 12420 11287
7397
6639 12993 11807
7728
6935 13573 12334
7950
7135 13964 12690
8175
7336 14358 13048
8515
7641 14955 13591
8858
7950 15559 14139
9089
8157 15965 14508
9674
8682 16992 15441
10267
9214 18033 16388
10868
9753 19089 17347
11476
10299 20156 18317
12089
10850 21234 19297
12708
11405 22320 20284
13081
11739 22976 20879
13455
12075 23633 21477
13831
12412 24292 22076
14333
12863 25174 22877
14709
13201 25836 23479
14961
13427 26278 23880
15590
13991 27383 24884
R3
Weight
RQ3-API
studlless
kN
342
397
456
541
632
730
835
946
1064
1188
1319
1456
1599
1748
1903
2063
2230
2402
2580
2764
2953
3147
3347
3551
3761
3976
4196
4535
4884
5123
5490
5866
6252
6647
6916
7326
7604
8028
8315
8753
9048
9650
10109
10574
11047
11365
11686
12171
12663
12993
13829
14677
15536
16405
17282
18166
18699
19234
19771
20488
21027
21387
22286
kN
324
376
431
511
598
691
790
895
1007
1124
1248
1377
1513
1654
1800
1952
2110
2273
2441
2615
2794
2978
3166
3360
3559
3762
3970
4291
4621
4847
5194
5550
5916
6289
6544
6932
7195
7596
7868
8282
8561
9130
9565
10005
10452
10753
11057
11516
11981
12294
13085
13887
14700
15522
16352
17188
17693
18199
18707
19386
19896
20236
21087
stud
studless
kg/m
8
9
11
13
15
17
20
22
25
28
32
35
39
42
46
50
55
59
64
69
74
79
84
90
95
101
107
117
126
133
144
155
166
177
185
198
206
219
228
241
251
270
285
300
315
326
337
353
370
382
411
442
473
506
540
575
596
618
640
671
694
710
750
kg/m
7
8
10
12
14
16
18
20
23
26
29
32
35
39
42
46
50
54
58
63
67
72
77
82
87
92
98
107
116
122
131
141
151
162
169
181
188
200
208
221
229
246
260
274
288
298
308
323
338
348
375
403
432
462
493
525
545
564
585
613
634
648
685
109

4D
3.6D
4.4D
3.96D
1.1D
4.35D
4D
110
PL
1.2D
4D
4.2D
PL
1.52D
B
D
K
PL
E
A

6.3D
13.2D
3.8D
4.7D
9.7D
4.15D
3.3D
1.2D
I
5.15D
1.2D 3.8D
2.2D
1.45D 4D
1.7D 2.2D
1.65D 1.35D
8D
3.4D
0.8D
1.4D 4D
7.1D
111
1.6D
1.2D 2.8D
1.3D
4.6D
1.8D
2.4D 5.2D
8.7D
1.4D
F
1.8D
1.4D 3.1D
A =
B =
C =
E =
F =
G =
PL =
H =
I =
K =
common link
enlarged link
end link
joining schackle kenter type
anchor shackle D type
joining shackle D type
pear link
swivel
swivel shackle
special end link
Connecting links
C
F
H
G
B
D
E
A
Pear shaped anchor connecting link (pearlink) dimensions in mm
112
NO
chain size
4
5
6
7
8
9
10
11
32
42
52
62
81
94
97
103
- 40
- 51
- 60
- 79
- 92
- 95
- 102
- 108
298
378
454
562
654
692
889
940
206
260
313
376
419
435
571
610
59
76
92
117
133
146
190
203
40
51
60
79
92
98
121
127
48
64
76
95
124
130
165
175
83
100
121
149
149
159
190
203
44x 44
56
51x 60
74
62x 73
88
85x 79
111
111x 102 130x133
124x 137 141
130
181
156
200
kg
26
32
37
48
54
57
73
76
43
52
64
76
79
83
108
111
13
27
49
94
149
236
386
418
B
G
Detachable chain connecting link (C-connector) dimensions in mm

chain size
weight kg
30 - 32
33 - 35
36 - 38
40 - 42
43 - 44
46 - 48
50 - 51
52 - 54
56 - 58
59 - 60
62 - 64
66 - 67
68 - 70
71 - 73
74 - 76
78 - 79
81 - 83
84 - 86
87 - 89
90 - 92
94 - 95
97 - 98
100 - 102
190.5
210
229
248
267
286
305
324
343
362
381
400
419
438
457
476
495
514
537
552
571
590
607
127
140
152
165
190
184
197
210
221
234
246
246
275
283
295
308
320
332
350
356
368
381
394
44
49
53
57
62
64
64
67
71
78
79
83
92
94
95
102
103
107
116
119
122
127
132
32
35
38
41
44
48
51
54
57
60
64
67
73
73
76
79
83
86
92
92
95
98
102
35
39
43
50
51
55
59
64
67
70
73
78
83
85
90
92
92
100
105
106
114
117
119
39
42
46
50
56
60
64
67
71
75
78
79
90
93
94
96
103
107
114
116
119
121
122
21
23
25
27
30
31
33
36
38
40
42
44
46
48
50
52
55
57
59
61
62
67
68
4.5
6.0
7.8
10.0
12.5
14.5
16.5
20.0
23.5
27.5
32.0
37.0
45.5
48.5
54.5
62.5
73.0
80.5
93.5
97.5
116.0
123.0
130.0
Conversion table
to convert from
length
multiply by
millimetres mm
0.03937
metres m
kilometres km
kilometres km
0.30480
miles mi
1.60934
square millimetres mm2
square kilometres km
square inches in
square feet ft
10.76391
square feet ft2
0.38610
square miles mi2

square millimetres mm2
square metres m2
0.06102
cubic inches in3
square kilometres km2
0.26417
gallons (US) gal
cubic metres m3
35.31467
cubic feet ft3
cubic inches in
16.38706
millilitres ml
gallons (US) gal
3.78541
cubic feet ft3
0.02832
kilograms kg
2.20462
1.10231
0.45359
kilograms per cubic metre kg/m3

pounds per cubic foot lb/ft
0.90718
0.06243
16.01846
kilonewtons kN
0.22481
kilonewtons kN
0.10197
metric tons t
kips kip
metric tons t
litres l
cubic metres m3
pounds lb
short tons US ton
kilograms kg
metric tons t
pounds per cubic foot lb/ft3
kilograms per cubic metre kg/m3
kips kip
metric tons t
2.20462
kips kip
4.44822
kilonewtons kN
9.80665
kilonewtons kN
kips kip
0.45359
kilopascals kPa
20.88555
pounds per square foot psf
metric tons t
megapascals MPa
0.14504
kips per square inch ksi
pounds per square foot psf
0.04788
kilopascals kPa
kips per square inch ksi
6.89472
megapascals MPa
metres per second m/s
1.94384
2.23694
knots kn
miles per hour mph
temperature
kilometres km
square inches in2
millilitres ml
pounds lb
velocity
metres m
kilometres km
2.58999
short tons US ton
pressure or stress
millimetres mm
square miles mi
metric tons t
force or weight
nautical miles nmile
0.00155
0.09290
litres l
density
1.852
645.16
mass
miles mi
feet ft
square metres m2
volume
feet ft
0.62137
25.4
nautical miles nmile

area
inches in
3.28084
0.53996
inches in
to obtain
degrees celsius C
degrees fahrenheit F
0.51444
0.44704
multiply by 1.8 then add 32
subtract 32 then multiply by 0.555
knots kn
miles per hour mph
degrees fahrenheit F
degrees celsius C
113
Mooring line catenary

When the mooring line of a floater is deployed, part
of the mooring line will lay on the seabed and part of
the mooring line will be suspended in the water. The
part of the mooring line that is suspended in the
water will take on a catenary shape. Depending on
the waterdepth, the weight of the mooring line and
the force applied to the mooring line at the fairlead,
the length of the suspended mooring line (S in [m])
can be calculated with:
F
X
fig. 4-01
114
dx{2xF
-d
W
with d : the waterdepth plus the distance between
sealevel and the fairlead in [m]
F
: the force applied to the mooring line at
the fairlead in [t]
and w : the unit weight of the mooring line in
water in [t/m]
The horizontal distance (X in [m]) between the fairlead and the touchdown point of the mooring line on
the seabed can be calculated with:
X=
{ }
{ wF -d} x log
e
S + F
w
F - d
w
The weight of the suspended chain (V in [t]) is given by:

V=wxS
1200
800
400
0
0
100
200
300
400
500
depth in meters
fig. 4-03
S, F = 50 t
S, F = 100 t
S, F = 150 t
S, F = 200 t
S, F = 100 t
S, F = 300 t
X, F = 50 t
X, F = 100 t
X, F = 150 t
X, F = 200 t
X, F = 250 t
X, F = 300 t
180
weight catenary chain in t
S=
length S and X in meters
1600
140
100
60
20
0
0
100
200
300
400
500
depth in meters
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.
Example.
In fig. 4-02, the suspended length S and the horizontal
distance X are plotted for a 76 mm chain for different
loads F (ranging from 50 t to 300 t). The suspended
weight of the mooring line is plotted in fig. 4-03. The
submerged unit weight of the 76 mm chain is 0.110 t/m.
fig. 4-02
F = 50 t
F = 100 t
F = 250 t
F = 300 t
F = 150 t
F = 200 t
Mooring line holding capacity

Holding capacity of the mooring line on the
seabed.
The holding capacity (P) in [t] of the part of the mooring line that is laying on the seabed, can be estimated
with the following equation:
P=fxlxw
with
f
: friction coefficient between the mooring
line and the seabed
l
: the length of the mooring line laying on
the seabed in [m]
w
: the unit weight of the mooring line in
water in [t/m]
If no detailed information on the friction coefficient
is available, the following values can be used:
mooring line type

chain
wire rope
friction coefficient
starting sliding
1.0
0.7
0.6
0.25
The values for the friction coefficient given under

starting can be used to calculate the holding capacity
of the mooring line, while the values given under sliding can be used to calculate the forces during
deployment of the mooring line.
115
Shackles
A
B
C
Chain shackle
Anchor shackle
chain shackle and anchor shackle

According to U.S. federal specification (RR-C-271) dimensions in mm
116
SWL t
2
3.25
4.75
6.5
8.5
9.5
12
13.5
17
25
35
42.5
55
85
120
150
200
250
300
400
500
600
700
800
900
1000
1200
1500
13
16
19
22
25
28
32
35
38
45
50
57
65
75
89
102
120
125
135
165
175
195
205
210
220
230
250
260
16
19
22
25
28
32
35
38
42
50
57
65
70
80
95
108
130
140
150
175
185
205
215
220
230
240
280
325
22
27
31
36
43
47
51
57
60
74
83
95
105
127
146
165
175
200
200
225
250
275
300
300
320
340
400
460
D
chain
shackle
43
51
59
73
85
90
94
115
127
149
171
190
203
230
267
400
500
540
600
650
700
700
730
730
750
750
840
840
D
anchor
shackle
51
64
76
83
95
108
115
133
146
178
197
222
254
330
381
400
500
540
600
650
700
700
730
730
750
750
840
870
32
38
44
50
56
64
70
76
84
100
114
130
140
160
190
216
260
280
300
350
370
410
430
440
460
480
560
650
O
anchor
shackle
32
43
51
58
68
75
83
92
99
126
138
160
180
190
238
275
290
305
305
325
350
375
400
400
420
420
500
600
Weight
Chain
shackle KG
0.38
0.66
1.05
1.46
2.59
3.34
4.74
6.19
7.6
12.82
18.16
27.8
35.1
60
93
145
180
225
305
540
580
850
920
990
1165
1315
1700
2500
Weight
anchor
shackle KG
0.44
0.79
1.26
1.88
2.79
3.8
5.26
7
8.8
15
20.65
29.3
41
62.3
109.5
160
235
285
340
570
685
880
980
1110
1295
1475
1900
2800
Shackles
A
B
C
F
heavy duty shackle double nut dimensions in mm

SWL t
rope dia
inch
12-13
14-15
16-18
19-21
22-23
24->
60
85
110
130
175
225
weight
kg
65
80
90
100
125
130
76
90
102
114
133
146
175
220
254
280
300
333
350
390
430
480
600
720
165
178
210
235
265
305
305
380
434
480
550
593
535.5
604
676
754.5
924
1075.5
65
87
146
194
354
410
B
A
sling shackle dimensions in mm

SWL t
weight kg
75
125
150
200
250
300
400
500
600
700
800
900
1000
1250
1500
70
85
89
100
110
122
145
160
170
190
200
220
240
260
280
70
80
95
105
120
134
160
180
200
215
230
255
270
300
320
105
130
140
150
170
185
220
250
275
300
325
350
380
430
460
290
365
390
480
540
600
575
630
700
735
750
755
760
930
950
186
220
250
276
300
350
370
450
490
540
554
584
614
644
680
120
150
170
205
240
265
320
340
370
400
420
440
460
530
560
67
110
160
220
320
350
635
803
980
1260
1430
1650
2120
2400
2980
117
Wire Rope
Depending on the required service life of the
mooring system, the following types of wire rope are
recommended:
Design life
Up to 6 years
Up to 8 years
Up to 10 years
10 years plus
15 years plus
20 years plus
118
Recommended product type

Six strand
Six strand c/w zinc anodes
Six strand c/w A galvanised outer
wires & zinc anodes
Spiral strand
Spiral strand c/w Galfan coated outer
wires
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
Higher strength/weight ratio
Higher strength/diameter ratio
Torsionally balanced
Higher corrosion resistance
Higher fatigue resistance
Six strand
Higher elasticity
Greater flexibility
Lower axial stiffness
Properties of spiral stand wire rope

Diameter
mm (inch)
76
84
90
96
102
108
114
121
127
133
140
146
151
(3)
(3.25)
(3.5)
(3.75)
(4)
(4.25)
(4.5)
(4.75)
(5)
(5.25)
(5.5)
(5.75)
(6)
MBL
t
Axial Stiffness
(EA) [MN]
525
640
720
825
965
1075
1180
1300
1455
1595
1775
1895
2020
520
610
700
810
910
1030
1170
1300
1430
1600
1720
1870
2030
Weight in air
Unsheathed
kg/m
28
35.2
39.5
45
51
57
65
71
80
88
96
106
114
Sheathed
kg/m
31
38.7
42.5
49.5
54
62
70
76
85
94
101
111
120
Submerged
weight
kg/m
24
30.5
33.5
38
43
48
55
60
67
74
81
89
96
Nominal
steel area
mm2
Sheathing
Thickness
mm
3465
4220
4750
5435
6350
7055
7775
8550
9596
10490
11675
12470
13270
8
8
10
10
11
11
11
11
11
11
11
11
11
Wire Rope
Properties of six strand wire rope
Diameter
mm (inch)
77
83
90
96
103
109
115
122
128
135
140
146
152
(3)
(3.25)
(3.5)
(3.75)
(4)
(4.25)
(4.5)
(4.75)
(5)
(5.25)
(5.5)
(5.75)
(6)
Construction Axial Stiffness

(EA) [MN]
6*36
6*47
6*47
6*52
6*52
6*52
6*76
6*76
6*76
6*95
6*95
6*95
6*95
API 9A-EIPS
Minimum
Breaking
load t
MBL
t
Weight
in air
kg/m
347
402
460
516
582
652
725
801
880
915
995
1078
1165
425
475
575
625
680
740
844
950
1025
1110
1220
1310
1410
25
29
35
37.5
43.5
49
56
64
69
75
80
88
97
320
370
445
470
555
630
680
770
875
915
1020
1100
1200
Installation of sheathed spiral strand.

The limiting factors for the installation of a sheathed
spiral strand are defined by the
properties of the sheathing. The maximum bearing
pressure (_b) on the sheath is limited to
21 N/mm2 to avoid permanent deformation.
The minimum bending diameter permitted can be
calculated using the following formula:
D = (4 x W) / ( x b x {d x 0.15 x t}0.5)
Where :
D = sheave diameter mm
W = line load N
d
= sheathed cable diameter mm
t
= sheathing radial thickness mm
b = maximum bearing pressure N/mm2
The above formula ensures no damage to the sheathing through bending. In addition to prevent damage
to the cable within the sheathing, the minimum
bending diameter is 24 times the unsheathed cable
diameter., i.e. D > 24 x (d 2 x t).
Submerged
weight
kg/m
20.5
24.5
29.5
31.5
36.5
41.5
47
54
58
63
67
74
81.5
Nominal
steel area
mm2
2835
3285
3950
4185
4925
5575
6050
6810
7760
8095
9025
9815
10650
119
Wire rope sockets

G
D1
B
A
Closed spelter socket dimensions in mm

NO
MBL t
428
430
431
433
440
445
450
650
820
1000
1200
1500
1700
1900
F
E
120
for wire
dia. mm
75 - 84
85 - 94
95 - 104
105 - 114
115 - 130
131 - 144
145 - 160
D1
360
400
425
500
580
625
700
375
410
450
500
570
630
700
150
175
205
230
260
300
325
350
380
400
500
600
680
725
150
170
200
210
225
240
275
1110
1250
1400
1570
1800
1940
2150
F
E
Closed spelter socket dimensions in mm

NO
201
204
207
212
215
217
219
221
222
223
224
225
226
227
228
229
230
231
240
250
260
SWL t
6.3
10
14
17
20
28
40
40
45
50
60
60
75
80
90
100
115
160
225
270
320
for wire
dia. mm
20 - 22
24 - 27
27 - 30
31 - 36
37 - 39
40 - 42
43 - 48
49 - 53
49 - 54
54 - 59
55 - 60
60 - 65
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
122 - 130
140 - 155
158 - 167
type
101
114
127
139
152
165
190
195
216
215
228
235
248
279
305
330
356
381
500
580
675
90
103
116
130
155
171
198
225
224
235
247
245
270
286
298
311
330
356
475
550
600
33
36
39
43
51
54
55
54
62
58
73
62
79
76
83
102
102
108
120
150
175
24
28
32
38
41
44
51
56
57
62
63
68
73
79
86
92
99
108
138
160
175
47
57
63
70
79
82
89
100
96
110
108
120
140
159
171
184
197
216
260
300
325
92
104
114
127
136
146
171
190
193
210
216
230
241
273
292
311
330
362
515
510
600
38
44
51
57
63
70
76
90
82
100
92
110
102
124
133
146
159
178
210
250
300
A
A
A
A
A
A
A
B
A
B
A
B
A
A
A
A
A
A
A
A
A
Wire rope sockets

C
D1
B
A
Open spelter socket dimensions in mm

NO
MBL t
338
340
344
346
350
370
380
650
820
1000
1200
1500
1700
1900
L2
K J K
for wire
dia. mm
75 - 84
85 - 94
95 - 104
105 - 114
115 - 130
131 - 144
145 - 160
D1
375
410
425
500
580
625
700
298
320
343
500
580
625
700
296
340
362
440
580
625
680
140
152
178
200
250
280
300
159
171
191
200
220
230
250
1050
1170
1300
1570
1800
1940
2150
L2
K J K
121
C
D1
D1
B
L1
L1
A
D
Open spelter socket dimensions in mm
NO
100
101
104
108
111
112
115
118
120
121
125
128
130
132
135
138
140
142
144
146
150
160
170
SWL t
for wire
dia. mm
5
18 - 19
3
14 - 16
6.3 20 - 22
10
23 - 26
14
27 - 30
10
31 - 34
17
31 - 36
20
37 - 39
28
40 - 42
16
39 - 43
40
43 - 48
45
49 - 54
60
55 - 60
75
61 - 68
80
69 - 75
90
76 - 80
100
81 - 86
115
87 - 93
160
94 - 102
200 108 - 115
225 122 - 130
270 140 - 155
320 158 - 167
D1
89
115
101
114
127
190
139
152
165
220
190
216
228
248
279
305
330
356
381
460
500
580
675
76
62
89
101
114
114
127
162
165
142
178
228
250
273
279
286
298
318
343
480
500
500
600
80
70
90
120
130
127
144
160
176
157
200
216
236
264
276
284
296
340
362
440
560
600
650
21
18
24
28
32
36
38
41
44
45
51
57
63
73
79
86
92
99
108
125
138
160
175
35
28
41
51
57
50
63
70
76
63
89
95
108
121
127
133
140
152
178
190
250
275
290
38
36
44
51
57
60
63
76
76
74
89
101
113
127
133
146
159
171
191
208
210
230
250
16
16
19
22
25
32
28
30
33
38
39
46
53
60
73
76
79
83
89
101
120
140
175
L1
205
212
235
275
306
367.5
338
394
418
440.5
468
552
596
653
696
733
776
844
905
1160
1280
1380
1600
L2
type
70
68
82
95
107
124
119
136
142
150
167
193
219
247
279
298
317
337
369
410
450
510
600
C
A
C
C
C
A
C
C
C
A
C
C
C
C
C
C
C
C
C
C
C
C
C
Wire rope sockets

F
E
D
CR-socket dimensions in mm
122
NO
MBL t
522
524
526
527
528
529
530
531
533
250
300
400
500
600
700
800
900
1000
rope dia
mm
49 - 54
55 - 60
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
108 - 115
215
230
250
280
310
340
360
380
450
125
145
160
175
190
205
220
240
260
55
65
75
80
85
100
105
110
125
57
63
73
79
86
92
99
108
120
115
135
150
165
175
200
205
225
240
Advantages of the CR socket.

Guaranteed high breaking load.
Integrated non rotating stopper system which prevents
the tamp from turning or slipping out of the cone.
An open-widow side for easy rope handling.
A high performance connection for the right
combination with a detachable link.
No rings in the cone to a give a maximum
rope/socket connection.
Impact value of min. 27 Joule at -40C.
A
B
C
Y
Forged eye socket
Dimension
A
B
C
X
Y
Size
1.7 D
According to insulating tube thickness
1.4 D
According to wire rope diameter
According to wire rope diameter
Note : D is the nominal diameter of the chain

that connects to the socket.
F
200
230
270
300
325
350
360
380
420
weight
kg
30
46
62
87
110
135
160
208
270
Thimbles
F
E
K
D
C
main dimensions bellmouth thimble dimensions in mm

For wire dia.
10-12
15-16
18-21
A
366
440
454
B
606
746
844
C
277
352
352
D
480
608
660
E
195
248
300
F
166
191
226
K
85
105
118
weight kg
80
125
175
123
H2
H1
C
X
E D
F
B
main dimensions tubular thimble dimensions in mm

For
wire dia.
12
15
18
21
24
27
H1
H2
521
625
727
829
930
1035
420
510
610
740
880
1020
260
312
368
415
465
517
194
194
219
219
273
273
144
144
169
169
201
201
130
150
175
200
225
250
20
25
30
30
30
30
130
158
183
206
229
260
140
168
194
219
245
273
10
40
40
40
40
40
weight
kg
50
80
140
180
260
380
Synthetic ropes
Material properties
Material
Construction
Specific gravity of core
Melting point
Range for use
UV resistance
Rot / mildew resistance
Cold water shrinkage
Water absorption fibres
Water adhesion
Approximate elongation at
first loading (brokenin
rope, dry and wet condition)
At 20% of MBL
At 50% of MBL
At break
124
Polyester
HMPE
High tenacity polyester

Parallel strand with braided jacket
1.38
> 250C
-40C - +120C
Excellent
100%
< 0.5%
< 0.5%
30%
High modulus gel spun polyethylene

Parallel strand with braided jacket
0.99 (floating)
144 / 152C
-30C - +100C
Conform BS 4928 / BS 5053
100%
0%
Nil
45%
3%
6%
12%
0.8%
2%
4%
Production and construction in accordance with

BS4928 / BS5053 (1985). The dry breaking strength is
equal to the wet breaking strength.
The properties of the different rope sizes are presented
in the following tables.
HMPE
Circ.
inch
2
21/2
3
31/2
4
41/2
5
51/2
6
61/2
7
71/2
8
81/2
9
91/2
10
11
12
13
14
15
16
17
18
19
20
21
Diameter
mm
MBL
t
Weight
kg/m
16
20
24
28
32
36
40
44
48
52
56
60
64
68
72
76
80
88
96
104
112
120
128
136
144
152
160
168
16
25
36
47
62
77
95
115
131
152
174
198
222
248
274
301
330
390
462
530
600
686
777
868
966
1066
1170
1280
0.1
0.2
0.3
0.4
0.5
0.6
0.8
0.9
1.1
1.3
1.5
1.7
2.0
2.2
2.5
2.8
3.1
3.7
4.5
5.1
6.1
7.0
7.9
8.9
10.0
11.2
12.4
13.9
Note : MBL in unspliced (new) conditions, MBL

spliced -/- 10%.
Polyester
Circ.
inch
Diameter
mm
MBL
t
Weight
kg/m
15
17
191/2
201/2
22
23
241/2
251/2
261/2
120
137
156
166
176
186
199
205
213
400
500
600
700
800
900
1000
1100
1200
9.5
13.0
15.8
17.3
19.4
21.7
23.8
26.3
28.3
Note : MBL in spliced condition.
Synthetic ropes
Recommended practise for handling fibre rope
mooring lines before and during installation.
Ropes should not be permanently installed around
bollards or fairleads.
A minimum bending radius should be observed.
The minimum bend radius (D/d) with very low line
tensions should be larger than 6.
When unreeling the rope, maximum line tension
should be observed, to avoid pulling the rope into
the underlying layer.
Torque
or twist in the rope should be avoided.
Fibre
ropes
should not be run over surfaces which have
sharp edges, grooves, nicks or other abrasive features.

Care should be taken when applying shearing forces
to the rope.
There should be no hot work such as welding in
the vicinity of the rope.
Frictional heat from excessive slippage of the fibre
rope over a capstan, drum, etc. must be avoided.
Care should be taken that ropes do not get knotted
or tangled.
Rope contact with sharp gritty materials should be
avoided.
Abrasion or fouling of the mooring line with other
anchoring equipment such as anchor, steel wire
rope, chain and connectors must be avoided.
Chasers should not be used on fibre ropes.
Shark jaw stoppers designed for use with steel wire rope
or chain should not be used for handling fibre ropes.
It should be avoided that the ropes undergo more
than 1000 loadcycles with a line tension smaller
than 5% of the MBL.
Pre-deployed lines should not be left buoyed at the
surface waiting connection to the platform, unless
a minimum line tension of 5% (for polyester) of the
MBL is maintained.
If the fibre rope is laid on the seabed, it must be
protected against external abrasion and ingress of
abrasive particles.
125
Mooring hawsers
Double braided nylon
Circular braided nylon
Diameter
mm
Ndbs
t
Nwbs
t
weight
kg/m
Ndbs
t
Nwbs
t
weight
kg/m
Ndbs =
nwbs t
weight
kg/m
12
13
14
15
16
17
18
19
20
21
96
104
112
120
128
136
144
152
160
168
208
249
288
327
368
419
470
521
577
635
198
236
273
311
349
398
446
495
548
603
5.7
6.7
7.8
8.9
10.2
11.4
12.8
14.3
15.8
17.4
205
256
307
358
406
454
501
547
597
644
195
244
292
341
387
433
477
521
569
614
5.0
6.0
7.3
8.4
9.5
10.7
12.0
13.2
14.4
15.7
217
258
297
339
378
423
468
523
578
636
5.7
6.7
7.8
8.9
10.2
11.5
12.8
14.3
15.9
16.9
Specific gravity
Melting point
1.14
250C
1.14
215C
Note : ndbs = new dry break strength in spliced condition

nwbs = new wet break strength in spliced condition
Deltaflex 2000 in 8 strand plaited construction.
126
Deltaflex 2000
Circ.
inch
Approximate elongation at
first loading (brokenin rope, dry and wet
condition)
At 20% of MBL
At 50% of MBL
At break
Circular braided nylon (double braided

is similar)
Deltaflex 2000
16%
22%
>40%
19%
26%
33%
1.14
260C
Mooring hawsers
Double braided construction versus circular
braided construction
The circular braided construction can be defined as a
recent alternative for the double braided construction. The elongation and TCLL values of both construction types are the same. The efficiency (breaking
load/raw material) of the circular braided construction
is however much higher, which means that the circular
braided construction can be more budgetary attractive.
Both construction types have an overbraided jacket
as part of their construction, but the important difference is that where the overbraiding of the double
braided construction is load bearing, the overbraiding of the circular braided construction is just there
for protection. This means that when the overbraiding is damaged due to chafing or other reasons, the
stability and break load of the circular braided construction will remain unchanged, while the double
braided construction should be considered as structurally damaged (loss of stability and a lower break
load).
Advantages of Deltaflex 2000
When compared to nylon hawsers, a Deltaflex 2000
hawser has the folowing advantages:
Equal strength in dry and wet conditions.
Strength is 10% to 20% higher than wet double
braided nylon.
High energy absorption and elastic recovery.
No water absorption.
One of the highest TCLL (thousand cycle load level)
values of all sysnthetic ropes.
127

G
B
B
E
D
B
J-Chaser
VA 101
J-Lock Chaser
VA 115
Permanent Wire Chaser

VA 210-213-214-215
128
A
A
C
F
D
B
D
B
Permanent Chain Chaser

VA 102-106-110-112
Detachable Chain Chaser

VA 107-108-111
main dimensions chasers dimensions in mm

Type
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
VA
101
102
106
107
108
110
111
112
115
210
213
214
215
proofload
t
weight
kg
2483
1657
1702
1886
1931
1867
1994
2210
2083
2073
1962
2318
2051
1829
1143
1168
1143
1168
1245
1245
1384
1486
1245
1099
1308
1168
991
991
1080
1067
1130
1130
1397
1203
1086
1397
1060
699
762
762
762
762
838
838
953
711
838
692
902
711
305
305
381
305
381
330
330
356
533
432
445
508
445
191
203
191
203
203
203
260
305
330
330
330
356
124
124
130
124
130
130
130
130
124
130
130
130
178
86
86
99
86
99
99
99
99
86
99
99
99
127
250
250
250
250
250
250
250
250
250
250
250
250
400
1882
1088
1451
1238
1656
1433
1742
2064
1778
1959
1846
2530
2495

Note: the VA115 is available in two versions: the VA
115/35 for 21/2 to 31/2 chain and the VA115/45 for
33/4 to 41/2 chain.
Restoration of worn chaser profiles.
Worn profiles may be restored by application of a
weld deposit. Care must be taken to ensure a satisfactory bond between parent material and the weld
deposit and to avoid the generation of a brittle structure in the area of repair.
The following procedure is recommended:
The area to be welded must be cleaned to a bright
metal finish.
Prior to the commencement of welding, the parent
material should be pre-heated to 180-200 C and
the pre-heat temperature is to be maintained
during welding.
The initial layer of weld deposit should be effected
by a high nickel electrode such as: Metrode C.I. softlow nickel N.I.O. 8C.2FE A.W.S. No.A5.15.ENI-CL.
Subsequent layers of welding may be laid using a
less noble electrode such as: Metrode CI special cast
Ni Fe FE.55.NI-1.3.C A.W.S. No. A5.15.ENI.FE.CI.
Each successive layer of weld must be cleaned and
hammered.
On completion of welding, the built-up zone and
surrounding area should be insulation wrapped to
permit slow cooling.
129
Stevin Mk3 UHC chart
d
ar
an
nd
sa
um
cla
ed
ry
la
tc
f
so
ve
130
typical Ultimate Holding Capacity (UHC) in t
cla
Ultimate Holding Capacity

The prediction lines above
represent the equation UHC=
A*(W)0.92 with UHC as the
Ultimate Holding Capacity in
tonnes and A a parameter
depending on soil, anchor and
anchor line with values between
16 and 31.
Stevin Mk3 size in t
The Stevin Mk3 design line very soft clay represent soils
such as very soft clays (mud), and loose and weak silts.
The line is applicable in soil that can be described by an
undrained shear strength of 4 kPa at the surface increasing
by 1.5 kPa per meter depth or in the equation Su = 4+1.5*z.
with Su in kPa and z being the depth in meters below
seabed. In very soft soils the optimum fluke/shank angle is
typically 50 deg.
The design line sand represents competent soils, such as

medium dense sands and stiff to hard clays and is based on
a silica sand of medium density. In sand and hard clay the
optimal fluke/shank angle is 32.
The medium clay design line represents soils such as silt
and firm to stiff clays. The fluke/shank angle should be set
at 32 for optimal performance.
Stevin Mk3 drag and penetration chart
ery
in v
dra
soft
clay
lay
mc
ediu
nm
ag i
nd
in sa
drag
tion
etra
pen
soft
ery
in v
ium
ion
t
etra
pen
ion
trat
ed
in m
clay
clay
and
in s
e
pen
Stevin Mk3 size in t
drag
penetration
anchor load
as % of
UHC
70
60
50
40
30
drag
% max
drag
48
37
27
18
9
penetration
as % max
penetration
80
68
55
42
23
Example: loading 70% of ultimate holding capacity corresponds with 48% of maximum drag and
80% of maximum penetration at ultimate holding capacity.
typical drag and penetration in meters

anchor loaded to ultimate holding capacity (UHC)
dr
131
Stevpris Mk5 UHC chart
rd
d
an
nd
sa
um
cla
ha
cla
ed
ry
la
tc
f
so
typical Ultimate Holding Capacity (UHC) in t
ve
132
Ultimate Holding Capacity

The prediction lines above
represent the equation UHC=
A*(W)0.92 with UHC as the
Ultimate Holding Capacity in
tonnes and A a parameter
depending on soil, anchor and
anchor line with values between
24 and 110.
Stevpris Mk5 size in t
The Stevpris Mk5 design line very soft clay represent soils
such as very soft clays (mud), and loose and weak silts.
The line is applicable in soil that can be described by an
undrained shear strength of 4 kPa at the surface increasing
by 1.5 kPa per meter depth or in the equation Su = 4+1.5*z.
with Su in kPa and z being the depth in meters below
seabed. In very soft soils the optimum fluke/shank angle is
typically 50 deg.
The design line sand represents competent soils, such as

medium dense sands and stiff to hard clays and is based on
a silica sand of medium density. In sand and hard clay the
optimal fluke/shank angle is 32.
The medium clay design line represents soils such as silt
and firm to stiff clays. The fluke/shank angle should be set
at 32 for optimal performance.
Stevpris Mk5 drag and penetration chart
ay
ft cl
ry so
n ve
ium
drag
ed
in m
in sa
drag
nd
nd a
tion
etra
pen
clay
hard
ry
in ve
clay
soft
clay
ay
m cl
ion
trat
in
iu
med
in
an
sand
e
pen
tion
etra
pen
lay
rd c
d ha
Stevpris Mk5 size in t
drag
penetration
anchor load
as % of
UHC
70
60
50
40
30
drag
% max
drag
48
37
27
18
9
penetration
as % max
penetration
80
68
55
42
23
Example: loading 70% of ultimate holding capacity corresponds with 48% of maximum drag and
80% of maximum penetration at ultimate holding capacity.
typical drag and penetration in meters

anchor loaded to ultimate holding capacity (UHC)
drag
133
Stevmanta VLA UPC chart

2000
600
1800
134
500
1400
400
1200
1000
300
800
C
200
600
typical installation load in t
typical UPC - Ultimate Pull-out Capacity in t
1600
400
100
200
A
0
0
5
10
15
20
25
30
Stevmanta Fluke Area (m2)

Mooring lines in diameters;
A
76 mm
121 mm
Six strand & spiral strand
151 mm
Spiral strand
Typical Ultimate Pull-out Capacity (UPC)

The prediction lines on the UPC chart can be expressed in the equations as stated below:
= 1.5 *k0.6 *d-0.7 *A0.3 *tan1.7 ()
where,
D
= Stevmanta penetration depth [m]
k
= quotient Undrained Shear Strength clay [kPA] and
depth [m]
d
= mooring line or installation line diameter [m]
A
= Stevmanta fluke area [m2]
= Stevmanta fluke / shank angle [deg]
UPC = Nc *Su *A
where,
UPC =
Nc =
Su =
A
=
Ultimate Pull-out Capacity [kN]

Bearing Capacity Factor
(k *D), Undrained Shear Strength clay [kPa]
Stevmanta fluke area [m2]
The UPC graph incorporates a Nc- value of 10, -value of 50 degrees and k-value of 2. The graph clearly illustrates the influence of the diameter of the mooring line or installation line, and whether six strand or spiral strand is used. The typical
installation load to obtain a specified UPC is presented on the right vertical axis of the graph.
MTC
Introduction
The forces acting upon a ship determine her movement. Some of these forces are controllable
and some are not. Some of them can we measure and some we can not.
The ship is subjected to the forces from the wind, waves and current and in shallow water and
narrow waterways by the interaction from the bottom, banks or sides of the channel.
Close approach to other vessels generates intership action, and wash from propellers/thrusters
from another vessel will also affect our ship.
Some of these forces will vary in size depending on the speed of our, or the other ship, whereas
other forces are affecting us all the time.
Forces from pulling an anchor-wire-towing-cable etc, is also an important factor.
This chapter will explain some basis knowledge to Ship handling and Manoeuvring theory but
the most important factor in Ship handling is experience.
It is therefore essential that navigators do practice handling of their ship when there are a
chance to do so.
Propulsion system
Most vessels do have diesel engines, which through a gear rotate the aft propeller, and an
electrical power system generation power to the thrusters.
But some special vessels can have a system with electrical propellers/thrusters, and maybe
only having azimuth thrusters whiteout any rudders.
Depending on the layout of your propellers/thrusters/rudders the ship handling can be quite
different from one ship type to another.
A continued research and development is taking place within the maritime technology and new
engines, propeller and rudder types are invented every year. This chapter will therefore
concentrate on some basis knowledge regarding propellers and rudders.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 14\Ship Handling Manoeuvring.doc
Chapter 14
Page 1
MTC
Propellers
A propeller can be a fixed propeller, which mean that the propeller blades are fixed, which again
mean that changing from ahead and astern can only be done by stopping the rotation and then
rotate the propeller the opposite way.
In our business we use propellers with variable pitch, where the propeller blades can turn,
changing the pitch. From neutral where the propeller is rotating but without moving any water, to
full pitch ahead or astern.
The variable pitch propeller will always rotate and can very fast go from full ahead to full astern.
If we look at the propeller seen from the aft and the propeller rotate clockwise when sailing
ahead we call it a right-handed propeller and left-handed if rotating anti clockwise.
When the propeller rotate and special when we do not make any headway water flow to the
propeller are less compared to when making headway. The water pressure on the top blades is
lower compared with the blades in their lower position.
The lower blades will therefore have a better grip, and a right-handed propeller going ahead will
push the stern towards starboard (ships heading turning port).
With a variable pitch propeller the propeller is always turning the same way and the movement
of the stern will always be to port (rotation clockwise) whether we are going ahead or astern.
If we place the propeller inside a nozzle we eliminate this force and direct the water flow from
the propeller in one direction.
The direction of the trust is determined by the direction of the water flow and by the direction the
water flow pass the rudder.
Thrusters
Thrusters are propellers placed inside a tunnel in the ship or outside as an azimuth thruster.
The tunnel thruster can push the ship in two directions whereas the azimuth thruster can rotate
and apply force in all 360.
Most thrusters are constructed with an electrical motor inside the ship with a vertical shaft down
to a gear in the thruster, which again rotate the propeller blades.
All thrusters do have variable pitch propellers.
Be aware of that your azimuth thruster can give full thrust in one direction and 15 -20 % less
thrust in the opposite direction (because of the big gearbox).
And also remember that high speed through the water can empty the tunnel from water, and
overheat the gear, if used.
Turbulence and air in the water can during powerful astern manoeuvre also result in air in the
stern thruster.
Chapter 14
Page 2
MTC
Rudders
The rudder is a passive steering system, which only can work if water is passing the rudder.
The rudder is constructed like a wing on a plane, wide in the front and slim aft.
When turning the rudder the flow of water will on the backside create a low pressure and on the
front a high pressure.
The low pressure or suction creates 75% of the turning force, whereas the high-pressure side
only 25%.
That is why a traditional rudder looses steering moment when turned more than 40-50 degrees.
With high angles there will be turbulence on the backside killing the suction force.
The Becker rudder is constructed as a normal rudder, but with an extra small rudder flap on the
edge. This flap turn twice the angle of the rudder, and the water on the high-pressure side will
be directed more or less side wards creating big side wards thrust.
The Schilling rudder has a rotating cylinder built into the front of the rudder, rotating in a
direction moving water towards the backside of the rudder.
A Shiller rudder can therefore turn up to 70 degree.
The Jastram rudder is an asymmetric constructed rudder designed special for the particular ship
and propeller, and can also turn up to 70 degree.
If water do not pass the rudder, the rudder do not have any affect, which many navigators know
from their experience with variable pitch propellers.
When the pitch is placed in neutral the rotating propeller stops the water flow, and the rudder
can not be used.
When the propellers are going astern, the water passing the rudder is poor, and the effect from
the rudder is very low.
But with a high speed astern the rudder will help, as there will be water passing the rudder.
Chapter 14
Page 3
MTC
Manoeuvring
When talking about manoeuvring our ship, we need to look at how the ship is responding to
different forces, and what happen when we apply forces as well.
A ship lying still in the water is exposed to forces from the current and wind. Swell and waves do
not move the ship, but close to an offshore installation, swell and waves can push us into or
away from the installation.
Current
The current moves the water we sail in and the ship will be set in the same direction and with
the same speed as well.
We can calculate the force depending on the angle the current attacking the ship, where current
abeam can be very high, special with water depth lower than twice the draft.
Turning a ship (80m long draft 8 meter) on a river with 2 knots current and water depth of 12
meter will when the ship is across the river give a force of 60 tons. If we have a lot of water
below the keel the force will be 21 tons in above example, but when the water depth are lower
the force will increase rapidly, and with only 2 meter below the keel the force will be 78 tons; a
significant force.
Wind
We can do the same calculation with the wind, but the force from the wind moving the supply
ship is not a considerable force, where big containerships, car-carriers, bulkers and tankers in
ballast have to do their wind calculations.
The problem with wind in our business is the turning moment created by the wind.
With our big wind area in the front of the ship and none in the aft, the ship will turn up in the
wind or away from the wind, depending on the shape of the hull and accommodation and the
direction of the wind.
We can however use the force from the current and wind in an active way. Instead of fighting
against the force, turn the ship and use the current or wind to keep you steady in a position or
on a steady heading.
When operating close to FPSO, drill ships or other installations with a big underwater shape or
hull, this can result in different forces and direction of the current and wind compared to
observations done just 10 meters away.
Other forces
Forces between two ships passing each other can also be a considerable affect special if the
speed is high. In front of a ship steaming ahead there is an overpressure, and along the sides a
low pressure.
If a big ship pass us this pressure system can move or turn our ship, and if the big ship do have
a high speed (30 knots) you can feel that effect up to mile away.
Chapter 14
Page 4
MTC
Turning point (Pivot point)

When a ship is stopped in the water and we use our thrusters to turn the ship, it will normally
turn around the Centre of the ship, depending on the underwater shape of the hull.
When sailing this point will move ahead and the ship will turn around the Pivot point now
approximately 1/3 to 1/6 from the front.
Our bow thruster will therefore loose some of the turning moment as it must now move the hole
ship in the desired direction, whereas the stern thruster, and also the rudders, do have a long
arm and thereby giving a big turning moment of the stern of the ship.
It will be the opposite when going astern, the pivot point moving aft and in this case our bow
thruster having a long arm and a very big moment.
The Pivot point must not be confused with the turning point we can choose on our Joystick; this
is a computer-calculated turning point. But think about it, when you next time have chosen
turning point aft and you are sailing ahead with 5 knots and the ship seems reluctant in
retrieving a high turning rate.
Forces from cable lying, wire/chain from tow and anchor handling, special if there is a big force
in the system, will also have a significant effect on our ship. Some times it can be very difficult to
turn a ship as the Pivot point can move outside the ship.
As the pull from these systems mostly is very big, we need to use high engine/thruster power to
obtain the desired movement.
Ship handling
With a basis knowledge of the different forces acting on our ship. Special whether it is a big or a
small force, knowledge of how our propellers, rudders and thrusters are working and how the
ship react on above, we can gain a better and quicker experience in ship handling of the
particular ship we are on right now.
You will see experienced navigators using split-rudder, where one rudder have one angle and
the other rudder having another angle. Going for and back on the engine you can control the aft
end of the shipside wards without moving ahead or astern. But again other navigators will get
the same result by using the rudders in parallel drive and turn the rudders from side to side, and
still use the engine to control the movement side wards and ahead or astern.
The best way is like mentioned in the beginning of this chapter, to practice manoeuvring of your
particular ship, using the information mentioned in this chapter.
Chapter 14
Page 5
MTC
General layout Jack-Up drilling unit:

A Jack-up drilling unit is designed for drilling in water depth up to 150 metres.
A jack-up is standing on 3 legs, each leg ending in a footing; these footings are called spud
cans.
The derrick is normally situated on a cantilever, in drilling position the cantilever is skidded out
so the derrick is extracted over the rigs stern.
The Blow Out Preventer (BOP) is placed under the rig floor, the tubular from the BOP to seabed
is called the conductor pipe.
At production platforms a Jack-up is placed very close to the platform and the cantilever is
skidded over the platform.
Before rig move, the rig has to be prepared for towing, all pipe from the derrick are laid down on
deck and secured. Risers and BOP is retrieved and secured. Watertight integrity is checked,
and the cantilever skidded in, flush with aft end of rig and secured. Deck cargo secured, cranes
laid down and secured.
Stability is calculated, ballast distributed for the rig to float at even keel, in this situation the rig
will not accept cargo handling, as the calculations are done, and cargo secured on deck.
Weather conditions for rig move of jack-up rigs are normally 15-20 knots of wind, sea/swell less
than 1.5 metres, weather window more than 24 hours.
A tow master is normally in charge of operations.
A rig move starts with jacking down to 2 metre draft and checking for watertight condition. All
overboard valves are checked for leaks.
At this same time one or more boats for towing will be connected to the tow bridle.
Then the rig is jacked down to calculated draft, boats ordered to pull minimum power.
Due to the considerable size of spud cans, the rig will jack further down to break suction of the
spud cans. This is called freeing legs and can take hours depending of the amount penetration
of spud cans into the seabed.
When the rig float free, the legs are jacked up, flush with bottom of hull and the tow begins.
During the tow a jack-up rig afloat is very sensible to roll and pitch period, the long legs can
cause a whipping effect, and therefore the roll and pitch period has to be more than 10 seconds.
Severe rolling with short rolling period will cause structural damage at jacking houses and is
known to have caused loss of rigs. In the rigs operational manual limits for roll and pitch are
given.
At the new location the rig will lower legs and tag bottom, jack the hull free of the water and
preload. Preloading takes several hours and is a process where the rig is ballasted
corresponding to maximum environmental conditions, normally a 100 years wind condition.
Again operational manual will give the precise procedure.
During preload no cargo operations are allowed to take place.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 15\Drilling Units.doc
Chapter 15
Page 1
MTC
When preload is completed, tugs are released and the rig jacked to working air gap, and the
cantilever skidded out.
Now drilling and cargo operations can begin.
A Jack-up drilling rig is fitted with an anchoring system consisting of 4 anchors. These anchors
are light anchors, connected to wire of diameters less than 3.
In some cases anchor handling will take place with jack ups.
The jack-up will jack down close to location, run out anchors, and use the anchor system to
move in close to platforms or sub sea production well heads.
The tugs will be connected up, but will only use little or no power.
To receive anchors, the A/HV will move close to the rig, and the rigs crane will first lower the
anchor buoy and pennant wire, and then lower the anchor to the deck.
The anchor is then run out to position, lowered in the pennant wire, pennant wire connected to
anchor buoy, then the buoy is launched.
To retrieve the anchor, the AHV will move in stern to the buoy, catch the buoy, disconnect the
pennant wire from the buoy, connect work wire to pennant wire, then break the anchor loose of
seabed, take anchor on deck, return the anchor, buoy and pennant to the rig.
Chapter 15
Page 2
MTC
General information about a Semi Submersible drilling unit:

A semi submersible-drilling unit (semi) is designed to drill at water depth more than 100 metres.
A semi is floating on stability columns and has low GMT, and therefore a slow rolling period.
This makes the semi an acceptable working platform as regards to crane operation etc.
Generally a semi is anchored in a mooring spread of 8 anchors, 30/60 degrees; another number
of anchor is used, but not very often. Heading into the prevailing weather. Forward end is
defined with heli-deck and accommodations.
On rigs with 8 anchors, the anchors are numbered clockwise with anchor no.1 forward
starboard.
The BOP is placed on the seabed, connecting with risers up to the rig.
Between BOP and riser a flexible joint is installed.
The purpose for a flex joint is to allow some movement of the rig due to the elasticity of the
mooring spread.
At 90 metres this elasticity is greater than the flexibility of the flex joint, this is therefore a critical
depth.
A riser angle of up to 10 degree from vertical is maximum allowable.
In case of severe weather, where the riser angle increases to maximum allowable the rig can
disconnect from the BOP, and connect when the weather improves.
At sea level a slip joint is installed in the riser system.
The purpose of a slip joint is to allow the rig to heave.
At the slip joint the riser tensioning system keeps tension on the riser, this is to carry the weight
of the riser. Slip joints has a stroke of 50 feet.
Just under the rig floor a ball joint is installed. The purpose of a ball joint is to allow the rig to roll
and pitch.
The last component here to be mentioned is the drill string compensator.
This purpose of a compensator is to allow the rig to heave and still keep the same weight on the
drill string; the motion compensator has a stroke of 20 feet.
To prepare a semi for tow, pipe is paid down on deck and secured, deck cargo is secured.
The last operations before a rig move is to retrieve the risers and the BOP, secure these items
on deck, and de-ballast the rig to transit draft.
At transit draft the bolsters are visible.
Sequences for retrieving anchors are given in the procedure for rig move.
Breast anchors, which are number 2,3,6,7, are retrieved first, then a tug is made fast to the tow
bridle, and then the last anchors can be retrieved.
During the tow the rig has a good stability, and can endure severe weather. In some weather
conditions the rig will ballast to survival draft.
Chapter 15
Page 3
MTC
At the new location the sequence will be to run anchors (no 4 &5) first, then anchors no 1 and 8,
disconnect vessel from tow bridle, then run breast anchors.
When all anchors are run and confirmed in the correct position (bearing and distance from rig)
the anchors will pre-tensioned to an agreed load, corresponding to 100 years weather condition.
In some cases the combination seabed and anchor system cannot hold the pre-tensioning. In
that case piggyback anchor will be set. Piggyback are anchors in tandem.
Anchor spread can extent far from the semi, with piggyback anchors the distance to the rig can
be 2 miles.
Chapter 15
Page 4

Anchor Handling Mearsk

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Maersk Training Centre A/S

Maersk Training Centre A/S

Company Policy. Procedures

Risk Assessment. Planning

Anchor Handling Winches. Chain Wheels

Shark Jaws, Triplex

Shark Jaws, Karm Fork

Wire Rope, Guidelines, Maintenance

Anchor Handling Equipment

Chains and Fittings

Anchor Deployment PCP

Vryhof Anchor Manual 2000

Ship Handling. Manoeuvring

Drilling Units / - Operations

Manual standard clause

Managing Director: Claus Bihl

Anchor Handling Course

Introduction to the Anchor Handling Course

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

Anchor Handling Course

The objectives of the anchor handling course are:

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

Anchor Handling Course

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

Anchor Handling Course

Commonly used abbreviations:

Anchor Handling tug supply

Weight in water: Weight x 0,85

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

Anchor Handling Course

1 x 1088 BHP, Azimuth.

A/H Equipment: 2 sets of Triplex Shark Jaws. SWL: NA

From centre AHW to Stern Roller: 50 m.

Breaking load: DMW, WW & Insert Wire:

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 02\1.0 MAERSK TRAINER.doc

77 mm and BL= 300 T.

Anchor Handling Course

Max pull, bare drum:

Tow Drums (2):

Max pull, bare drum:

Wildcats fitted on Tow Drums.

All winches are electrically driven.

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 02\1.0 MAERSK TRAINER.doc

Anchor Handling Course

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 02\1.0 MAERSK TRAINER.doc

Technical Specifications. Ch. 2 Page 4/05

Power Settings / Bollard Pull

Bollard Pull (T)

Anchor Handling. Chapter 2 Page 5/05

Anchor Handling Course

Following procedures can be useful:

1, Quality 7.: Plans for Shipboard Operations (Risk Assessment)

2, 0357: Prevention of Fatigue Watch Schedules Records of Hours of Work or Rest

7, 0014: Communication with Maersk Supply Service (Supply Vessels)

8, 0020: Salvage (Supply Vessels)

11, 0015: Bridge discipline (Supply)

13, 0042: Transport of Methanol (Supply Vessels)

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 03\Procedures.doc

Anchor Handling Course

15, 0007: Brattvaag Anchorhandling Winch 250 T (Supply Vessels)

23, 1092: Welding Equipment

M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 03\Procedures.doc

Planning and Risk Assessment

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