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Anchor Manual 2010
The Guide to Anchoring
2
anchor manual 2010
Vryhof Anchors BV
P.O. Box 109, 2900 AC Capelle a/d Yssel, The Netherlands
www.vryhof.com
vryhof@vryhof.com
Copyright
© Vryhof Anchors B.V., Capelle a/d Yssel, The Netherlands 2010.
No part of this book may be reproduced in any form, by print, copy or in any other way without
written permission of vryhof.
Vryhof, Stevin, Stevpris, Stevshark, Stevtensioner and Stevmanta are registered trade marks.
Vryhof reserves all intellectual and industrial property rights such as any and all of their patent,
trademark, design, manufacturing, reproduction, use and sales rights thereto and to any article
disclosed therein.
All information in this manual is subject to change without prior notice. Vryhof Anchors is not
liable and/or responsible in any way for the information provided in this manual.
First edition published 1984. Print run 7,500 copies.
Second edition published 1990. Print run 7,500 copies.
Reprint second edition. Print run 5,000 copies.
Third edition published 2000. Print run 2,500 copies.
Reprint third edition print run 1,500 copies.
Second reprint third edition print run 1,000 copies.
First print fourth edition published 2006 print run 1,000 copies.
Second print fourth edition print run 1,000 copies.
Third print fourth edition print run 1,000 copies.
Fourth print fourth edition print run 1,000 copies.
Company profile
Since the beginning of exploration of oil & gas offshore the art of anchoring
has taken a dramatic turn. Vryhof Anchors was one of the pioneers and
achieved holding powers up to 25 times an anchor's own weight.
Consequently the company soon emerged as market leader in anchor
design and manufacturing and with over 7500 units sold, its anchors are
the most applied offshore.
Vryhof understood that clients’ needs cannot be satisfied by supply of
standard hardware alone. With best-in-class sales services it shared technology
to create fit-for-purpose mooring systems; it initiated lease/purchase
concepts and introduced an alliance of leading mooring component manufacturers in order to more efficiently serve a changing offshore industry in
the 1990s.
Exploration in ever deeper waters and more remote locations has encouraged the development of more advanced mooring solutions. Consequently
Vryhof anchor holding powers now reach beyond 75x their weight. Once
again, the industry welcomes new ways of cooperation to include supply of
complete mooring systems and lease concepts.
This sets the stage for Vryhof, who under new private ownership and with
a presence in major offshore arena’s will continue to responsibly introduce
quality designs in pace with industry's requirements; to explore opportunities
to approach clients in an open, sincere, professional manner and take its
world class services well into a new era for the benefit and satisfaction of its
clients.
Introduction
4
A stone and something that looked like a rope. For millennia this was the
typical anchor. Over the last 25 years of more recent history, vryhof has
brought the art to a more mature status. They have grown into a world
leader in engineering and manufacturing of mooring systems for all kinds
of floating structures. In doing so the company has secured numerous
anchor and ancillary equipment patents, and shared its experience with others.
The company understands that the needs of the industry can not be satisfied
by the supply of standard hard-ware only. Universal and tailored solutions
rooted in proven engineering should be based on long practical experience.
Vryhof has been and will be introducing new and original anchor designs
well into the 21st century. With their products, advice and this manual, it
shares this knowledge with those who are daily faced with complex mooring
situations.
This manual is intended as a means of reference for all who purchase, use,
maintain, repair or are in any way involved with anchors. Though written
from one anchor manufacturer’s standpoint, the information contained
herein is applicable to many types of anchors. Total objectivity is, of course,
impossible.
It is hoped this manual will contribute to the work and success of all who
work with anchors. They are the only fixed reference point for many of the
floating structures on the world’s often turbulent waters.
1
General
Mooring systems
6
Mooring systems have been around just as long as man has felt the need for
anchoring a vessel at sea. These systems were used, and are still used, on
ships and consisted of one or more lines connected to the bow or stern of
the ship. Generally the ships stayed moored for a short duration of time
(days).
When the exploration and production of oil and gas started offshore, a
need for more permanent mooring systems became apparent. Numerous
different mooring systems have been developed over the years, of which a
short selection is presented here.
semi-sub mooring
Semi-submersible drilling rig - generally the semi-submersibles are
moored using an eight point mooring. Two mooring lines come together at
each of the columns of the semi-submersible.
CALM buoy - generally the buoy will be moored using four or more mooring lines at equally spaced angles. The mooring lines generally have a catenary shape. The vessel connects to the buoy with a single line and is free to
weathervane around the buoy.
SALM buoy - these types of buoys have a mooring that consists of a single
mooring line attached to an anchor point on the seabed, underneath the
buoy. The anchor point may be gravity based or piled.
Turret mooring - this type of mooring is generally used on FPSOs and FSOs
in more harsh environments. Multiple mooring lines are used, which come
together at the turntable built into the FPSO or FSO. The FPSO or FSO is able
to rotate around the turret to obtain an optimal orientation relative to the
prevailing weather conditions.
typical turret mooring
Mooring systems
7
catenary system
Spread mooring - generally used on FPSOs and FSOs in milder environments. The mooring lines are directly connected to the FPSO or FSO at both
the stern and bow of the vessel.
When oil and gas exploration and production was conducted in shallow to
deep water, the most common mooring line configuration was the catenary
mooring line consisting of chain or wire rope. For exploration and production in deep to ultra-deep water, the weight of the mooring line starts to
b e c o m e a limiting factor in the design of the floater. To overcome this problem new solutions were developed consisting of synthetic
ropes in the mooring line (less weight) and/or a taut leg mooring system
(fig. 1-01 and fig. 1-02).
fig. 1-01
taut leg system
fig. 1-02
The major difference between a catenary mooring and a taut leg mooring
is that where the catenary mooring arrives at the seabed horizontally, the
taut leg mooring arrives at the seabed at an angle. This means that in a taut
leg mooring the anchor point has to be capable of resisting both horizontal
and vertical forces, while in a catenary mooring the anchor point is only subjected to horizontal forces. In a catenary mooring, most of the restoring
forces are generated by the weight of the mooring line. In a taut leg
mooring, the restoring forces are generated by the elasticity of the mooring
line.
An advantage of a taut leg mooring over the catenary mooring is that the
footprint of the taut leg mooring is smaller than the footprint of the catenary mooring, i.e. the mooring radius of the taut leg mooring will be smaller than the mooring radius of a catenary mooring for a similar application.
Mooring components
8
A typical mooring system can be divided in three different components, the
mooring line, the connectors and the anchor point.
Mooring line
Chain
The most common product used for mooring lines is chain which is available
in different diameters and grades. Two different designs of chain are used
frequently, studlink and studless chain. The studlink chain is most commonly used for moorings that have to be reset numerous times during their lifetime, for instance semi-submersibles, while studless link chain is often used
for permanent moorings (FPSOs, buoys, FSOs). A chain mooring line can be
terminated in either a common link or an end link (fig. 1-03).
Wire rope
When compared to chain, wire rope has a lower weight than chain, for the
same breaking load and a higher elasticity. Common wire ropes used in offshore mooring lines are six strand and spiral strand. The wire rope is terminated with a socket (for instance open spelter, closed spelter, CR) for connection to the other components in the mooring system. Generally wire
rope is more prone to damage and corrosion than chain (fig. 1-04).
Synthetic fibre rope
A recent development is the use of synthetic fibre ropes as mooring line.
Typical materials that can be used are polyester and high modulus polyethylene (Dyneema). The major advantage of synthetic fibre ropes is the light
weight of the material and the high elasticity. The synthetic fibre rope is
generally terminated with a special spool and shackle for connection to the
other components in the mooring system.
fig. 1-03
fig. 1-04
Mooring components
9
Connectors
Shackles
The shackle is a connector that is very common in the offshore industry. It
consists of a bow, which is closed by a pin. Many different types of shackles
are available, depending on the application. The shackle can be used in
both temporary and permanent moorings (fig. 1-05).
Connecting link kenter type
The connecting link kenter type is most commonly used for the connection
of two pieces of chain mooring line, where the terminations of the two
pieces have the same dimensions. The connecting link kenter type has the
same outside length as a chain link of the same diameter. Generally
connecting links kenter type are not used in permanent mooring
systems, as they have a shorter fatigue life than the chain (fig. 1-06).
Connecting link pear shaped
The pear shaped connecting link is similar to the connecting link kenter
type, except that it is used for the connection of two pieces of mooring line
with terminations that have different dimensions. Like the connecting link
kenter type, the pear shaped connecting links are not used in permanent
mooring systems (fig. 1-07).
Connecting link c type
Like the connecting link kenter type, the connecting link c type is used for
the connection of two pieces of mooring line with terminations that have
the same dimensions. The major difference between the kenter type and
the c type is the way that the connector is opened and closed. This connector is generally not used in permanent moorings (fig. 1-08).
fig. 1-05
fig. 1-06
fig. 1-07
fig. 1-08
Mooring components
10
Swivels
A swivel is used in a mooring system, generally of a temporary type, to
relieve the twist and torque that builds up in the mooring line. The swivel is
often placed a few links from the anchor point, although it can also be
placed between a section of chain and a section of wire rope. There are
many different types of swivels available, although a disadvantage of most
common swivels is that they may not function while under load, which is
caused by high friction inside the turning mechanism. A new development is
swivels that are capable of swivelling under load, due to special bearing surfaces inside the mechanism (fig. 1-09).
fig. 1-09
Anchoring point
Dead weight
The dead weight is probably the oldest anchor in existence. The holding
capacity is generated by the weight of the material used and partly by the
friction between the dead weight and the seabed. Common materials in use
today for dead weights are steel and concrete (fig. 1-10).
fig. 1-10
Mooring components
11
Drag embedment anchor
This is the most popular type of anchoring point available today. The drag
embedment anchor has been designed to penetrate into the seabed, either
partly of fully. The holding capacity of the drag embedment anchor is generated by the resistance of the soil in front of the anchor. The drag embedment anchor is very well suited for resisting large horizontal loads, but not
for large vertical loads although there are some drag embedment anchors
available on the market today that can resist significant vertical loads
(fig. 1-11).
fig. 1-11
Pile
The pile is a hollow steel pipe that is installed into the seabed by means of a
piling hammer or vibrator. The holding capacity of the pile is generated by
the friction of the soil along the pile and lateral soil resist-ance. Generally
the pile has to be installed at great depth below seabed to obtain the
required holding capacity. The pile is capable of resisting both horizontal
and vertical loads (fig. 1-12).
fig. 1-12
Mooring components
12
Suction anchor
Like the pile, the suction anchor is a hollow steel pipe, although the diameter of the pipe is much larger than that of the pile. The suction anchor is
forced into the seabed by means of a pump connected to the top of the
pipe, creating a pressure difference. When pressure inside the pipe is lower
than outside, the pipe is sucked into the seabed. After installation the pump
is removed. The holding capacity of the suction anchor is generated by the
friction of the soil along the suction anchor and lateral soil resistance. The
suction anchor is capable of withstanding both horizontal and vertical loads
(fig. 1-13).
fig. 1-13
Vertical load anchor
A new development is the vertical load anchor (VLA). The vertical load
anchor is installed like a conventional drag embedment anchor, but penetrates much deeper. When the anchor mode is changed from the installation mode to the vertical (normal) loading mode, the anchor can withstand
both horizontal and vertical loads (fig. 1-14).
fig. 1-14
History of embedment anchors
13
History of drag embedment anchors
History traces the use of anchors to China as far back as 2,000 BC, though it is quite probable that they
were used prior to this. At that time the general tendency was to use large stones, baskets of stones,
bags of sand or even logs of wood loaded with lead which were then fastened to lines. It was this
weight as well as a certain degree of friction on the bottom which secured a vessel in position.
With the introduction of iron into anchor construction, teeth or flukes were built on the anchor,
allowing penetration into the seabed, thus offering additional stability. Yet these primitive
anchors were of poor construction and often broke under pressure. Curved arms were introduced in 1813, and from 1852, the so-called ‘Admiralty Anchor’ was used for ships of the Royal
Navy. Another refinement in the 19th century was the elimination of the stock, the crosspiece at
the top of an anchor which ensured that the positioning of the anchor would allow the flukes to
penetrate the soil. A stockless anchor was invented in 1821 and became popular, primarily as a
result of the ease of handling and stowing, qualities still valued today.
A large number of anchor types has been designed and commercialised over the years. Some
have prospered, others not. The most recent designs are the results of vast experience and extensive testing, and are far more efficient than their historical predecessors. A short overview of the
anchors in use today, is presented on the following pages.
anchor shackle
shank
fluke
stabilisers
Characteristics of anchor types
14
Based upon certain charateristics such as fluke area, shank, stabilisers, it is
possible to classify the various anchor types. To allow a rough comparison of
anchor type efficiency, an indication (*) is provided for a 10 t anchor as (HOLDING
CAPACITY = WEIGHT * EFFICIENCY).
Class A
Stevpris
Class A efficiency range *33 to 55
slender anchors with ultra-penetration.
Stevshark
FFTS
Characteristics of anchor types
15
Class B efficiency range *17 to 25
anchors with ‘elbowed’ shank, allowing for improved penetration.
Class B
Bruce SS
Bruce TS
Hook
Characteristics of anchor types
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 C
Stevin
Stevfix
Stevmud
Flipper Delta
Characteristics of anchor types
17
Class D efficiency range *8 to 15
anchors with hinge and stabilisers at the rear and relatively long shanks and
stabilisers.
Class D
Danforth
LWT
Moorfast - Stato - Offdrill
Boss
Characteristics of anchor types
18
Class E efficiency range *8 to 11
anchors with very short, thick stabilisers; hinge at the rear and a relatively
short, more or less square-shaped shank.
Class E
AC14
Stokes
Snugstow
Weldhold
Characteristics of anchor types
19
Class F efficiency range *4 to 6
anchors with square shank, no stock stabilisers. The stabilising resistance is
built-in the crown.
Class F
US Navy Stockless
Beyers
Union
Spek
Characteristics of anchor types
20
Class G efficiency range *<6
anchors with small fluke area and stabilisers at the front of the shank.
Class G
Single Fluke Stock
Stock
Dredger
Mooring Anchor
History of vryhof anchor designs
21
Stevin
A brief chronological summary of the types of anchors vryhof has designed
for use in the offshore and dredging industries:
• 1972 - The Stevin anchor: The original design. The wing was not yet
enlarged. The anchor had a square shank. It is no longer manufactured.
Hook
• 1974 - The Hook anchor: originally designed for permanent moorings.
This design was surpassed in 1980 by the Stevpris design and is no
longer manufactured.
• 1977 - The Stevin Mk3 anchor: is the improved version of the original
Stevin anchor. It was equipped with an enlarged crown and fluke
area and a streamlined shank for more efficient penetration. This
anchor is still manufactured and in use in offshore and dredging
activities. It has all classification societies approvals.
Stevin Mk3
History of vryhof anchor designs
22
Stevfix
• 1978 - The Stevfix anchor: this anchor was designed with special fluke
points for harder soils and a larger fluke area than the Stevin, but
has been surpassed by the Stevpris anchor. It is no longer manufactured.
• 1979 - The Stevmud anchor: the Stevmud is essentially the Stevin anchor
Stevmud
with a considerably enlarged fluke area. This anchor type was also
surpassed by the Stevpris anchor and is no longer manufactured.
• 1980 - The
introduction of the Stevpris and Stevshark anchors. The
Stevpris anchor is a deep penetrating anchor with a plough
shaped shank, surpassing the performance of all earlier designs in
the vryhof range, and incorporating the latest experience, research
and knowledge of the anchor designer. The Stevshark anchor is a
specially reinforced Stevpris anchor, equipped with a serrated
shank and cutter-teeth for better penetration in hard soils, such as
coral types or sandstone. The fluke points are specially reinforced
to withstand high point loads.
Stevpris
History of vryhof anchor designs
23
Stevshark Mk5
•1990 - The Stevpris
Mk5 and Stevshark Mk5 were introduced. The
improved versions of the original Stevpris and Stevshark anchors.
Improvements have concentrated on two features: higher holding
capacity and easier handling.
Stevmanta
•1996 - Introduction of the Stevmanta VLA (Vertical Load Anchor). Based
on industry demand for an anchor that could withstand vertical
loads, the Stevmanta VLA was developed. The Stevmanta VLA is a
new design in which a traditionally rigid shank has been replaced
by a system of wires connected to a plate. The anchor is designed to
accept vertical (or normal) loads and is installed as a
conventional drag embedment anchor with a horizontal load to
the mudline to obtain the deepest penetration possible. By changing the point of pulling at the anchor, vertical (or normal) loading
of the fluke is obtained thus mobilising the maximum possible soil
resistance. As a VLA is deeply embedded and always loaded in a
direction normal to the fluke, the load can be applied in any
direction. Consequently the anchor is ideal for taut-leg mooring
systems.
2
Theory
Introduction
25
Theory
Anchor design used to be based on practical experience of the anchor manufacturer only. Nowadays, science has become a major factor in the design
process, complementing the experience of the anchor manufacturer. Based
on test results, both in the laboratory and in the field, a much better understanding of anchor behaviour has been achieved.
The performance of an anchor is influenced by many different parameters,
of which the following are only a few: fluke area and design, shank design,
soil conditions, load conditions, type of mooring line.
This chapter presents a short overview of how these parameters influence
the performance of the anchor. It is by no means complete, but it will give a
better understanding of how an optimal anchor design can be achieved. In
the last part of this chapter, a few relevant test results are presented.
Anchor holding capacity
26
Criteria for anchor holding capacity
The holding capacity of an anchor is governed by the following parameters:
• The fluke area, which is limited by the strength of the anchor design.
•The penetration of the anchor. The penetration of the anchor is governed
by the soil type (deep penetration in very soft clay and shallow penetration in sand), the anchor type (design), the type of mooring line that is
used (chain or wire rope) and the applied load.
An increase in fluke area or an increase in the penetration depth of the
anchor results in a higher holding capacity.
fig. 2-01
In the following paragraphs, the influences on the anchor penetration are
further clarified.
fig. 2-02
Streamlining of the anchor
A streamlined anchor is very important for optimal penetration in the soil.
As can be seen in fig. 2-01 and fig. 2-02, an anchor which has protruding
parts will encounter much more soil resistance and consequently will not
penetrate as deep as a more streamlined anchor with the same fluke area.
Shank shape
A square shank, which is common for most older type single shank anchors,
will cause penetration resist-ance due to the fact that the soil can not pass
easily past the shank. A clod of soil will form underneath the shank, effectively increasing the resistance of the soil (fig. 2-03). Bevelling the shank
allows deeper penetration.When the single shank is replaced by a twin
shank construction (for instance Stevpris, FFTS), usually two thin parallel
steel plates, the soil can more easily pass through and past the shank, and
consequently the twin shank anchor can penetrate deeper (fig. 2-04).
fig. 2-03
fig. 2-04
Anchor holding capacity
27
Mooring line
An anchor connected to a wire rope mooring line will penetrate deeper
than the same anchor connected to a chain mooring line (fig. 2-05 and fig.
2-06). This is caused by the higher lateral resistance (penetration resistance)
along the chain mooring line. This effect is noticeable in all soil conditions,
but especially in very soft clay where very deep penetration can be
obtained. The holding capacity of a chain mooring line, due to friction in
and on the seabed, is larger than the holding capacity of a wire rope mooring line.
When an anchor reaches its ultimate holding capacity, i.e. it will not resist
any higher loads, at shallow penetration a wedge shaped piece of soil (in
front and above the anchor) will fail. The holding capacity of the anchor can
then be described as a combination of the following parameters (fig. 2-07
and fig. 2-08):
• The weight of the anchor (A).
• The weight of the soil in the failure wedge (B).
• The friction of the soil in the failure wedge along fracture lines (C).
• Friction between fluke surface and soil (fluke area) (D).
• The bearing capacity of shank and mooring line (E).
• The friction of the mooring line in and on the soil (E).
fig. 2-05
fig. 2-06
B
E
D
A
fig. 2-07
fig. 2-08
C
Criteria for good anchor design
28
Anchor parameters can be scaled from geometrically proportional anchors
using the scale rules in table A.
There are several attributes of an anchor which are crucial in assuring its
effective performance:
• The anchor must offer a high holding capacity; a result of the fluke area
and shank design in combination with penetration and soil type.
• The design of the anchor should be such that the anchor is capable of
being used successfully in practically all soil conditions encountered over
the world, ranging from very soft clay to sand, corals and calcarenites.
• The fluke/shank angle of the anchor should be easily adjustable, allowing
the anchor to be quickly deployed in different soil conditions.
• The design must be so conceived and produced that the high loads common in practice can be resisted and that the anchor can be easily handled,
installed, retrieved and stored.
• The penetration of an anchor depends upon its shape and design.
Obstructing parts on the anchor should be avoided as much as possible.
• The stability of an anchor encourages its penetration and, consequently,
its holding capacity. Efficient stabilisers are an integral part of a good
anchor design.
• The shank must permit passage of the soil.
• The surface area of an anchor fluke is limited by the required structural
strength of the anchor.
• The anchor design must have optimal mechanical strength to fulfil
requirements and stipulations of the classification societies.
• The anchor should be designed to ensure an optimum between structural strength of the anchor and holding capacity.
• The anchor should be streamlined for low penetration resistance.
Scale influence
Model Reality Related
to Weight
Length
Fluke area
Weight
Penetration
L
A
W
P
n
n2
n3
n
W 1/3
W 2/3
W
W 1/3
Moment
Moment of inertia
Section Modulus
M
I
S
n4
n4
n3
W 4/3
W 4/3
W
Bending stress
Shear strength
M/S
F/A
n4/n3=n W 1/3
n3/n2=n W 1/3
table A
Aspects of soil in anchor design
29
Aspects of soil mechanics in anchor design
Until the nineteen seventies anchor design was largely an empirical process.
There was not much science involved, more use of experience. It is not easy,
for instance, to calculate the Ultimate Holding Capacity (UHC) of an anchor
from the commonly known soil mechanics formulas. The main problem is
the prediction of the volume of soil mobilised by the anchor. To a large
degree, it is this volume which determines the UHC. Detailed understanding
of soil characteristics and behaviour is essential in the anchor design
process and of increasing benefit in handling at sea. It is this understanding
which is the hallmark of a competent anchor designer and builder.
For anchor design and installation, the availability of good soil data is of
utmost importance as the soil is of great influence on anchor behaviour. The
following are influenced by the soil conditions encountered:
Anchor type - some anchors are more suited for soft soil conditions (soft
clay), while others are more suited for hard soils (sand and hard clays),
although there are a number of anchor types on the market that are suited
for most soil conditions encountered.
Holding capacity - in hard soil like sand and hard clay, the maximum
attainable ultimate holding capacity with a certain anchor type and size is
higher than the attainable ultimate holding capacity in very soft clay.
Penetration and drag - in very soft clay the anchor will penetrate deeper
than in harder soil like sand. As a consequence, the drag length of the
anchor will also be longer in very soft clay than in hard soil.
Retrieval forces - when an anchor is installed in very soft clay, the required
retrieval forces will be higher than in hard soil like sand. For example, in
very soft clay the required retrieval force of an anchor can be equal to 80%90% of the installation load while in hard soil (sand) the retrieval force
might only be 20%-30% of the installation load.
Soil classification
30
Soil strength is generally expressed in terms of the shear strength parameters of the soil. The soil type is classified mainly by grain size distribution.
Grain size
< - 2 µm
2 - 6 µm
6 - 20 µm
20 - 60 µm
60 - 200 µm
200 - 600 µm
0.6 - 2 mm
2 - 6 mm
6 - 20 mm
20 - 60 mm
60 - 200 mm
> - 200 mm
Soil description
Clay
Fine Silt
Medium Silt
Coarse Silt
Fine Sand
Medium Sand
Coarse Sand
Fine Gravel
Medium Gravel
Coarse Gravel
Cobbles
Boulders
IIn general, the soil types encountered in anchor design are sand and clay
(Grain diameter from 0.1 µm to 2 mm). However, mooring locations consisting of soils with grain sizes above 2 mm, such as gravel, cobbles, boulders,
rock and such, also occur. Clay type soils are generally characterised by the
undrained shear strength, the submerged unit weight, the water content
and the plasticity parameters. The consistency of clays is related to the
undrained shear strength. However, American (ASTM) and British (BS) standards do not use identical values (table B).
The undrained shear strength values Su can be derived in the laboratory
from unconfined unconsolidated tests (UU).
Undrained Shear Strength (kPa)
Consistency
of Clay
Very soft
Soft
Firm
Stiff
Very stiff
Hard
Very hard
table B
ASTM
D-2488
BS
CP-2004
0 - 13
13 - 25
25 - 50
50 - 100
100 - 200
200 - 400
> 400
0 - 20
20 - 40
40 - 75
75 - 150
150 - 300
300 - 600
> 600
Soil classification
31
On site the values can be estimated from the results of the Standard
Penetration Test (SPT) or Cone Penetrometer Test (CPT). An approximate
relation between shear strength and the test values are shown in table C.
The mechanical resistance of sandy soils is predominantly characterised by
the submerged unit weight and the angle of internal friction, ϕ. These
parameters are established in the laboratory. An approxim-ate correlation
between the angle ϕ and the relative density of fine to medium sand is given
in table D. The undrained shear strength of clayey soil can also be estimated
based on manual tests.
• In soft clay the thumb will easily penetrate several inches, indicating an
undrained shear strength smaller than 25 kPa.
• In firm (medium) clay the thumb will penetrate several inches with moderate effort, indicating an undrained shear strength between 25 kPa and
50 kPa.
• Stiff clay will be easily indented with the thumb but penetration will
require great effort, indicating an undrained shear strength between 50
kPa and 100 kPa.
• Very stiff clay is easily indented with the thumbnail, indicating an
undrained shear strength between 100 kPa and 200 kPa.
• Hard clay is indented with difficulty with the thumbnail, indicating an
undrained shear strength larger than 200 kPa.
Su
kPa
UU
kPa
SPT
N
CPT
MPa
0 - 13
13 - 25
25 - 50
50 - 100
100 - 200
> 200
0 - 25
25 - 50
50 - 100
100 - 200
200 - 400
> 400
0- 2
2- 4
4- 8
6 - 15
15 - 30
>-30
0.0 - 0.2
0.2 - 0.4
0.4 - 0.7
0.7 - 1.5
1.5 - 3.0
>3.0
table C
Descriptive
term
A classification system for soil based on the carbonate content and grain
size of the soil (Clark and Walker), is shown on the laste page of this chapter.
Angle
ϕ
SPT
N
Very loose
< 0.15
< 30 0- 4
Loose
0.15 - 0.35 30 - 32 4 - 10
Medium dense 0.35 - 0.65 32 - 35 10 - 30
Dense
0.65 - 0.85 35 - 38 30 - 50
Very dense
> 0.85
> 38
> 50
CPT
MPa
0- 5
5 - 10
10 - 15
15 - 20
> 20
table D
Descriptive term
Very weak
Weak
Moderately weak
Moderately strong
Strong
Very strong
Extremely strong
table E
The rock strength can generally be described by its compressive strength
(table E).
Relative
Density
Compressive
strength qu [MPa]
1.25
5
12.5
50
100
< 1.25
–
5
– 12.5
– 50
– 100
– 200
> 200
Fluke/shank angle
32
The penetration of an anchor into a certain soil type is greatly influenced by
the selected fluke/shank angle. For hinging anchor types (Stevin, Danforth
etc.) the fluke/shank angle is the angle between the anchor shackle, the
hinge and the fluke tip. The method for measuring the fluke/shank angle
for fixed shank anchors (Stevpris, FFTS, etc.) is not well defined. Often it is
the angle between the anchor shackle, the rear of the fluke and the fluke
tip, but not all anchor manufacturers use the same definition.
fig. 2-09
The recommended fluke/shank angles for different soil conditions are presented in table F.
Some modern anchors, like the Stevpris Mk5, have an additional intermediate fluke/shank angle of 41o, which can be used in intermediate or more
complex soil conditions. For instance at a location where the anchor has to
pass through a layer of soft clay before penetrating into a layer of sand.
If an anchor is used with an incorrect fluke/shank angle, it will negatively
influence performance. This is the case for all anchor types.
In hard soil, an anchor with a fluke/shank angle of 320 will give the highest
holding power. If an anchor is used with the fluke/shank angle set at 500, the
anchor will fail to penetrate into the seabed and will begin to trip, fall aside
and slide along the seabed (Fig. 2-9 and 2-10).
fig. 2-10
Soil type
Very soft clay
Medium clay
Hard clay and sand
table F
Approximate
fluke/shank angle
50˚
32˚
32˚
Fluke/shank angle
33
If an anchor is used in very soft clay (mud) with the fluke/shank angle set at
32o, the anchor will penetrate into the seabed, however the penetration
will be less than when a fluke/shank angle of 50o is used. Consequently the
holding capacity will be lower when the fluke/shank angle is set at 32o, and
the drag length longer (Fig. 2-11).
sand angle
mud angle
fig. 2-11
Fluke area
34
Because the fluke area of an anchor is of great influence on the holding
capacity, it can be useful to compare the fluke area of different anchor
types that are available on the market today. In general, it can be stated
that two anchors of the same weight but of different type (for instance a
Stevin anchor and a Stevpris Mk5 anchor), do not necessarily have the same
fluke area. Consequently, two anchors of the same weight but different
type, will have different holding capacities.
Some examples:
fig. 2-12
Fig. 2-12 shows a Stevpris Mk5 anchor and a Moorfast anchor, both of identical weight. It demonstrates that in spite of being the same weight, the
fluke areas differ substantially. The ultimate holding capacity of the Stevpris
Mk5 anchor is 4 to 8.5 times higher than that of the same weight Moorfast
anchor.
Fig. 2-13 illustrates the difference in fluke area of the Stevpris Mk5 anchor
in comparison with the Bruce FFTS Mk4 anchor, both of which have identical weight.
fig. 2-13
Strength of an anchor design
35
Anchors should be designed to withstand the loads applied on them in the
different loading situations. Typical loading situations and areas of special
attention for anchors are:
• During the proof loading of the anchors in the factory, after construction
has been completed. On basis of the proof load results, the classification
societies issue the approval certificate.
While embedded in the seabed
• Depending on the soil conditions, different loading situations can occur
on the anchor. In sands and clays, the load tends to be spread equally over
the anchor, which generally presents no problems. Retrieval is also very
simple, without excessive loads placed on the anchor.
• In very hard soils, the anchor has to be able to withstand the load with
only one or two of the fluke tips buried in the soil, as penetration in very
hard soil conditions is generally shallow.
• In very soft clays (mud) penetration of the anchor is uncomplicated.
However, recovery of the anchor can cause high loads, sometimes exceeding the load that was used to install the anchor.
• Sidewards forces on the top of (shallow) buried anchors can be so
extreme that no anchor is capable of resisting them.
During anchor handling
• Care should be taken during the handling of the anchors, as the loads
exerted by the winches, vessels and chain can sometimes exceed the structural strength of the anchor and cause damage. Anchor designers
attempt to design the anchors for these high loads, however this is not
always possible due to variations in the magnitude of the loads during
handling operations.
Strength of an anchor design
36
• Large forces can be exerted on the anchor when high winch power is
used, the anchor is caught on the anchor rack or caught behind the stern
roller of the AHV.
• The use of an improper anchor/chaser combination. When a chaser is used
that is either too small or too large, the chaser could jam on the shank of
the anchor and cause damage.
The strength of the Stevpris anchor is now more closely examined in the
light of the remarks made before.
Strength of the shank
The prismatic shape of the Stevpris anchor not only ensures optimal penetration of the soil but also guarantees maximum strength. Although the
Stevpris design also has limitations, it is one of the better designs to withstand sideward forces on the shank, a frequent occurrence in practice.
When using an anchor in very soft clay (mud), the bending moment on the
shank is low during the installation and when the anchor is in the soil.
However, during the breaking out of the anchor, high bending moments
could be introduced in the shank due to the high retrieval forces required
in very soft clay. In extremely sticky soils, the breaking out force of the
anchor can rise to 80% or 90% of applied anchor load; in certain instances,
it can even exceed 100%. To reduce these forces the breaking out procedure is undertaken at low speed to allow time for the anchor to break out.
Strength of an anchor design
37
Strength of the fluke
The strength of the fluke and especially the fluke points of an anchor are
very important when working in extremely hard soils such as coral, limestone and other rock types. It is possible in such instances that the total
holding capacity of the anchor will have to be sustained by the fluke points
alone. This means the structure must be strong enough to withstand
extreme bending forces. Loading in normal soil conditions is not a problem
due to the fact that the load is equally spread over the fluke.
In fig. 2-14, the different force points are shown for varying soil conditions.
The location on the fluke where the proofload is applied, is also indicated.
Strength in extremely hard soils
In very hard soils such as calcarenite, coral and limestone, an anchor will not
penetrate very deeply. Consequently the load applied to the anchor has to
be held by the fluke tips of the anchor and a small portion of the fluke. This
means that extremely high loads will be applied to the fluke tips, compared
to normal soil conditions such as sand and clay.
For use in very hard soil conditions, vryhof has designed the Stevshark
anchor, a modified version of the Stevpris anchor. To create the Stevshark,
the Stevpris anchor has been strengthened, consequently a Stevshark
anchor having the same outside dimensions and holding capacity as a
Stevpris anchor will be heavier.
Strength calculations of the Stevshark design have been made to guarantee
sufficient strength in the fluke points. The Stevshark anchor is designed to
withstand the application of the main part of the load on just its fluke tips.
clay sand
fig. 2-14
proofload
rock
Strength of an anchor design
38
To promote penetration, the Stevshark anchor has a serrated shank and can
be provided with cutter points on the fluke tips. Ballast weight can also be
added inside the hollow flukes of the anchor, up to 35% of the anchor
weight. This is important when working in very hard soil, where the anchor
weight pressing on the fluke tips promotes penetration, i.e. increased bearing pressure.
Anchor loads and safety factors
39
4000
3895
Total dynamic
Load in kN
3000
The loads in a mooring system are caused by the wind, waves and current
acting on the floater. Depending on the location of the floater in the world,
different metocean conditions will prevail. In the table below, some
extreme metocean conditions are presented for different areas.
2000
1000
0
fig. 2-15
The loads induced in the mooring system can be divided into quasi-static
loads and total dynamic loads. The quasi static load is the load due to the
swell, wind, current and the frequency of the system. For quasi-static loads,
the systems tend to move at a low frequency, generally with a period of 140
to 200 seconds.
On top of this quasi-static load there are the individ-ual wave forces causing
a high frequency motion. The high frequency motion causes dynamic shock
loads with a period of 10 to 14 seconds due to the rolling of the vessel and
the movements of the anchor lines through the water. The quasi-static load
plus the individual wave forces is called the total dynamic load. Generally
the quasi-static loads will be equal to 50% to 90% of the total dynamic load.
See Fig. 2-15 for an example of the difference between the quasi-static load
and the total dynamic load.
Location
Waveheight
m
Wave period
s
Windspeed
m/s
Current
m/s
Campos Basin
Gulf of Mexico
Northern North Sea
8 – 10
11
15 - 16
12 - 15
14
15 - 17
25
44 - 48
38 - 39
1
1
0.9– 1.2
Porcupine Basin
Vorine Basin
West of Africa
West of Shetlands
16
14
4
15
16
16
10
16
39 - 41
37 - 39
20
39 - 41
1.0 – 1.5
1.0 – 1.5
0.3 – 0.6
1.0 – 3.0
-
18
15
6
17
-
20
17
16
19
Quasi static
2342
8300
8400
8500
8600
8700
Time in seconds
8800
9800
Anchor loads and safety factors
40
The quasi-static and total dynamic loads are generally calculated for the
intact and damaged load condition. The intact load condition is the condition in which all the mooring lines are intact. The damaged load condition
is the condition in which one of the mooring lines has broken.
From the quasi-static load and the total dynamic load, the required holding
capacity of the anchor can be calculated. This is called the ultimate holding
capacity (UHC) for drag embedment anchors and the ultimate pull-out
capacity (UPC) for VLAs. The required holding capacity is calculated by
applying the factors of safety specified by the classification societies.
Permanent
mooring
Intact load condition
Damaged condition
For VLAs, the recently used factors of safety suggested by ABS, are presented in table I.
The factors of safety for VLAs are higher than the factors of safety required
for drag embedment anchors, due to the difference in failure mechanisms.
When a drag embedment anchor reaches its ultimate holding capacity, it
will continuously drag through the soil without generating additional holding capacity, i.e. the load will stay equal to the UHC. When a VLA exceeds its
ultimate pullout capacity, it will slowly be pulled out of the soil.
In table J the safety factors according to API RP 2SK for the mooring line are
presented for comparison purposes.
1.8
1.2
1.5
1.0
table G
Temporary
mooring
Quasi-static Total dynamic
load
load
Intact load condition
1.0
Damaged condition Not required
0.8
Not required
table H
VLA
In the tables G and H, the factors of safety are presented for the different
load conditions for drag embedment anchors (for instance the Stevpris Mk5
anchor), according to API RP 2SK. The factors of safety used by the major
classification societies are generally similar to those given in API RP 2SK (2nd
edition, 1996).
Quasi-static Total dynamic
load
load
Total dynamic
load
Intact load condition
Damaged condition
2.0
1.5
table I
Mooring line
safety factors
Quasi-static
load
Intact load condition
2.00
Damaged load condition 1.43
Transient load condition 1.18
table J
Dynamic
load
1.67
1.25
1.05
Anchor behaviour in the soil
41
Drag embedment anchors
Drag embedment anchors are generally installed by applying a load equal to
the maximum intact load. For permanent mooring systems the installation
load should be held for the period specified by the classification societies
(see table K). The anchor will then have penetrated to a certain depth, but
will still be capable of further penetration because the ultimate holding
capacity has not been reached. The anchor will also have travelled a certain
horizontal distance, called the drag length. After installation the anchor is
capable of resisting loads equal to the installation load without further penetration and drag. When the installation load is exceeded, the anchor will
continue to penetrate and drag until the soil is capable of providing sufficient resistance or the ultimate holding capacity has been reached. However,
there are certain effects which allow the anchor to withstand forces larger
than the installation load without further penetration and drag. These are:
The set-up and consolidation effect
Set-up and consolidation mainly occur in clayey soils. The penetrating
anchor disturbs the soil and the soil temporarily loses strength. With time,
the disturbed clay reconsolidates to its initial shear strength, this takes from
a few hours up to 1 month, depending on the soil type. Because not all the
soil around the anchor is disturbed, the set-up effect factor is less than the
sensitivity index indicates. The disturbance mainly reduces the soil resistance parallel to the fluke. On reloading, the parallel soil resistance gains
strength, it takes a larger load to move the anchor again. Equilibrium dictates that also the normal load, i.e. the bearing soil resistance to the fluke,
increases; consequently the load at the shackle increases also with the setup factor. Observations on anchors for drilling rigs and theoretical considerations for a 3 to 4 week consolidation time demonstrate a typical set-up
effect factor =1.5.
Classification
society
Required duration of
maintaining tension
Lloyd’s Register of Shipping
American Bureau of Shipping
Det Norske Veritas (NMD)
table K
20 minutes
30 minutes
15 minutes
42
The rate effect
An increased rate of loading increases the soil resistance, consequently the
anchor holding capacity increases. This must be taken into account with
respect to total dynamic loads. For anchor behaviour the rate effect factor
indicates how much higher the dynamic high frequency load may be without causing extra movement of the anchor once installed at the installation
load. The rate of loading influences pore pressure variations, viscous intergranular forces and inertia forces. Typical rate effect factors are 1.1 to 1.3
for total dynamic loads, see Fig. 2-16 where the rate effect is presented for
two different soil conditions (Su = 10 kPa and Su = 50 kPa).
Using the rate effect and set-up factors, the behaviour of the anchor after
installation can be predicted more accurately.
Vertical Load Anchors
A VLA is installed just like a conventional drag embedment anchor. During
installation (pull-in mode) the load arrives at an angle of approximately 45
to 500 to the fluke. After triggering the anchor to the normal load position,
the load always arrives perpendicular to the fluke. This change in load direction generates 2.5 to 3 times more holding capacity in relation to the installation load. This means that once the required UPC of the VLA is known, the
required installation load for the VLA is also known, being 33% to 40% of
the required UPC.
As a VLA is deeply embedded and always loaded in a direction normal to
the fluke, the load can be applied in any direction. Consequently the anchor
is ideal for taut-leg mooring systems, where generally the angle between
mooring line and seabed varies from 25 to 450.
Rate effect factor
Anchor behaviour in the soil
0
1.2
1.1
1
0.9
0.8
0
200
400
600
800
1000
Time factor St
fig. 2-16
Su=10 kPa
Su=50 kPa
Proof loads anchors
43
Proof loads for high holding power anchors
The proof load according to Classification Societies’ rules is applied at 1/3rd
of the fluke length and is carried out immediately on fabrication of the
anchor. It is obtained by placing the anchor in a test yoke in which a
hydraulic cylinder applies the test loads, controlled by a calibrated
manometer
(fig. 2-17). The vryhof anchor types have been approved by the following
Classification Societies:
fig. 2-17
• The American Bureau of Shipping
• Bureau Veritas
• Det Norske Veritas
• Germanischer Lloyd
• Lloyd’s Register of Shipping
• Registro Italiano Navale
• USSR Register of Shipping
• Nippon Kaiji Kyokai
• Norwegian Maritime Directorate
Anchor
weight
1
5
7
10
15
20
table J
In the early days there were no specific regulations regarding the holding
power and strength of mooring anchors. The rules which did exist were
often followed regardless of the type of vessel.
Some anchors were approved as ‘high holding power’ anchors. This socalled HHP approval was obtained after carrying out field tests in various
types of soil in which it had to be shown that an anchor provided a holding
power of at least twice that of a standard stockless anchor. If an HHP anchor
was requested by the owner, the anchor has proof tested in strict accordance with the rules, nothing more. See table J for some examples of HHP
anchor proof loads. A more detailed overview of HHP anchor proof loads is
t
t
t
t
t
t
Proof Load
factor
26
79
99
119
155
187
t
t
t
t
t
t
Anchor
weight
26
15
14
12
10
9
x
x
x
x
x
x
Proof loads anchors
44
Proofload HHP anchors, UHC=250 t.
29 t Danforth
given in the product data section.
The use of the specified proof loads for HHP anchors can lead to situations
where different types of anchors with the same holding capacity are proof
loaded at different loads, see fig. 2-18. From this figure it can be concluded
that the proof load of the anchors should preferably be related to the
break-load of the mooring line on the vessel.
10 t Stevin Mk3
4.5 t Stevshark Mk5
4 t Stevpris Mk5
0
50
100
150
200
250
Proofload in t
fig. 2-18
Balanced mooring system API RP 2SK
Breakload chain
Nowadays the rules and regulations are far more rigid, and the requirements have been substantially increased. There are now special rules for
‘mobile offshore units’ and ‘permanently moored structures’.
Ultimate holding
capacity anchor
Damaged load floater
Proofload chain
Pretension
load anchor
Intact load floater
If anchors need mobile offshore units certification, the following properties
may be required:
• Proof load of the anchors at 50% of the breaking load of the chain.
• Submission of a strength calculation of the anchor to the classification
society prior to commencing anchor production: this includes determining the mechanical strength of the anchor as well as proving that the
applied material can withstand the proofload.
• A statement of documented holding power from the anchor supplier.
• Submittal of a Quality Assurance/Quality Control Manual.
In fig. 2-19, a mooring system is shown in which all of the components are
balanced. The strength of the mooring line, holding capacity of the anchor
and strength of the anchor are all in the correct proportion and comply with
the rules.
Proofload anchor
0
fig. 2-19
10
20
30
40
50
60
Load in %
70
80
90
100
Quality control
45
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 9001:2000 certificate No. 29389-2008-AQ-NLD-RvA Rev.1 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.
Anchor tests
46
Introduction
In addition to practical experience of users and associates, anchor tests are
one of the most reliable means of forecasting anchor performance and thus
making a proper choice of anchor type and size.
Examining anchor tests that have been carried out in the past, certain
conclusions can be made:
• Many tests were undertaken in which the results were recorded accurately.
• Detailed reports, however, have not been very common.
• Anchor tests of the past are not always easy to interpret or compare
because of different soil and anchor types.
• Test results have not always been interpreted independently.
• The more tests results are strictly compared to practical results, the better
one can forecast the holding power and general behaviour in practice.
Vryhof is in the perfect situation of having detailed test data available
together with extensive practical data obtained during installation and use
of anchors on projects on site.
Research into anchor behaviour and the ultimate holding capacity of
anchors is often carried out by testing a model anchor, preferably followed
by a full-scale test in the field. The optimal anchor test consists of model tests
with 10 kg anchors, followed by full-scale tests with 1 t and 10 t anchors. The
anchors should be pulled until the ultimate holding capacity is reached.
It is obvious that full-scale testing of anchors can be expensive. Large AHVs,
strong winches and strong mooring lines are required, which are not always
available. For example, a 5 t Stevpris Mk5 anchor, deployed in sand, is
capable of stopping a modern AHV at its full bollard pull.
Anchor tests
Testing a 10 t Stevpris Mk5 anchor to its ultimate holding capacity in sand
would require a horizontal pulling capacity of approximately 600 t.
If anchor tests are to be comparable, the testing program should preferably
meet, as a minimum, the following criteria:
• An accurate and sophisticated measuring system should be used.
• The anchors should be tested up to their ultimate holding capacity.
• Drag and penetration of the anchor should be recorded during testing.
• The anchor should be held under tension with a blocked winch for 15
minutes, to investigate any drop in holding capacity.
Reading test curves
The behaviour of an anchor during tensioning can be accurately interpreted
from the holding capacity versus drag curve. Sample test curves are presented
in Fig. 2-20. Properly interpreted performance curves can explain a lot
about anchor behaviour.
• Curve A is very steep and represents a streamlined anchor in very stiff soil.
• Curve B is a normal curve for anchors in sand and medium clay.
• Curve C is a curve of an unstable anchor. This can be caused by a wrong
fluke/shank angle setting, a short stabiliser or a fluke that is too long.
• Curve D is a normal curve for an anchor in very soft clay.
• Curve E is an anchor with a 32 fluke/shank angle in very soft clay.
• Curve F represents an anchor that is turning continuously. This can be
o
caused by the absence of stabilisers, a too large fluke/shank angle or a
low efficiency anchor at continuous drag.
• Curve G represents an anchor penetrating in a layer of stiff clay overlain
by very soft clay.
Holding Capacity
47
A
G
B
C
D
E
F
fig. 2-20
Drag
48
Curves A, B, D, E and G show a very stable rising line, which indicates that
the anchor builds up its holding capacity constantly until the ultimate holding
capacity has been reached, after which the anchor shows continuous drag.
The other curves are largely self-explanatory.
Holding capacity in t
Anchor tests
150
Sand
100
50
soft clay
25
0
10
The 3 t Stevpris anchor that was used for the tests at a 3.30 pulling angle,
produced a maximum holding capacity of 150 t in the sand, 102 t in the very soft
clay and 150 t in the layer of mud on rock. As the mooring system required
a survival load of 1500 t, a 65 t Stevpris (mud location), 40 t Stevpris (sand
location) and 60 t Stevshark (mud on rock location) were selected for the final
mooring. Fig. 2-21 shows the test results of the 3 t Stevpris anchor, while fig. 2-22
shows the result of the tensioning of the final anchors with a load of 820 t.
30
40
Full scale Gullfaks A anchors
800
Holding capacity in t
Norwegian Contractors (1984)
In 1984 Norwegian Contractors carried out tests at Digernessundet, Stord,
Norway. The purpose of these tests was to determine the correct anchor type
and size for the mooring system of the Gullfaks A platform during the construction of the platform at Digernessundet. Although the construction would took
place at one location, it was known that three different types of soil conditions
would be encountered: sand, soft mud and an 8 m mud layer on rock. After the
initial trials the Stevpris anchor was selected for further testing.
20
Drag in meters
fig. 2-21
Test results
Vryhof’s extensive database of test results with different anchor types, sizes
and soil conditions, has been frequently used in anchor design. Data has
been obtained from practice, scale models and from third parties. The data
has been interpreted and afterwards incorporated in the ultimate holding
capacity, drag and penetration graphs of the Stevin Mk3 and Stevpris Mk5
anchor as well as in the ultimate pull-out capacity graph of the Stevmanta VLA.
8 m soft clay
on rock
700
600
B*
A
C
500
400
300
Survival load = 1500 ton
200
A = 40 t Stevpris in sand
B = 60 t Stevshark in mud on rock
C = 65 t Stevpris in mud
100
* Final pretension load on site
0
20
fig. 2-22
40
Drag in meters
60
80
49
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.
Horizontal load in kips
Anchor tests
700
Large scale anchor test jip - 7 & 2 t
600
7-3
500
7-2
400
2-1
200
2-2
100
0
fig. 2-23
The 2 t Stevpris anchor was tested up to its ultimate holding capacity of 107 t
(235 kips). Due to insufficient pulling capacity, the 7 t Stevpris anchor could not
be pulled up to its ultimate holding capacity. Based on the results of tests, the
ultimate holding capacity of the 7 t Stevpris anchor was calculated to be larger
than 338 t (745 kips) (fig. 2-23).
7-4
7-1
300
50
100
150
200
250
300
350
400
Drag distance in feet
450
500
Anchor tests
50
Line load in lbs
35 000
60
= dyn load
= pull angle
30 000
50
25 000
40
20 000
30
15 000
20
10 000
18˚
10
5 000
0
0
0
fig. 2-24
50
100
150
200
Line length pulled in feet
250
300
Line angle vs mudine
Uplift
Stevpris anchors are well capable of resisting uplift loads when they are deeply embedded. Anchors in sand and firm to hard clays do not penetrate very
deeply and only take small uplift loads. Stevpris anchors installed in very soft
clay and mud penetrate deeply, a typical penetration for a 15 t anchor is 15 to
25 meters. Due to the inverse catenary in the soil, the anchor line arrives at the
anchor shackle at an angle of 20o to 30o with the mud line. Once the anchor is
installed, a load making an angle up to 20o with the horizontal at mud line will
not change the loading direction at the anchor! A Stevpris anchor has been
tested in the Gulf of Mexico with gradually increasing pull angle (fig. 2-24).
The maximum resistance was obtained for 18o uplift at mud line.
Anchor tests
51
Anchor resistance in kN
Cyclic effect factor
The loading at the anchor is cyclic. Exxon performed cyclic tests on anchors
reported by Dunnavent and Kwan, 1993. Although the maximum cyclic load
was less than the initial installation load, the static load applied after the
cycling phase revealed 25 to 50% larger anchor resistance than the initial
installation load (fig. 2-25). This effect is explained by further penetration
of the anchor. Applying this knowledge to the anchors, the static anchor
resistance after some storm loading improves by the cyclic effect factor of
1.25 to 1.5.
fig. 2-25
Increased capacity
vs initial static
Initial static capacity
0.15
Cycling
0.1
0.0
0
50
100
150
200
250
300
350
Time in seconds
Anchor tests
52
Tests with Stevmanta anchors
Tests have been performed in the Gulf of Mexico and offshore Brazil. The
Stevmanta anchor being pulled in with a load equal to F, accepted a vertical
load to the anchor of up to 2 times F! Amongst the many tests the anchor
relaxation was measured. The anchor with a fluke area of 0.13 m2 was
pulled in at 0o pull angle (fig. 2-26), then loaded vertically to a load equal to
1.6 times the maximum installation load. At this load the winch was
blocked.
Line load in %
200
Block winch
900 pulling
angle with
seabed in
normal
loading
mode
150
Change mode
100
50
0
0
fig. 2-26
5
10
15
20
Line length pulled in feet
25
30
35
Anchor tests
53
This permitted the monitoring of the load with time (fig. 2-27) as what
would be expected in real circumstances at a constant loaded anchor line.
The results show that the holding capacity of the anchor does not change
significantly during continuous loading, as the observed decrease in tension
was due to movement of the winch. The subsequent pulling at 7:00 AM
showed that for only a small movement, the full plate capacity (2 x installation load) could be reached. Continuous pulling caused the anchor to loose
resistance and break out.
Line load in %
200
100
900 pulling
angle with
seabed in
normal
loading
mode
Change from
pull-in to normal mode
50
0
20.00
fig. 2-27
Block winch
150
22.00
0.00
2.00
Time in hours
4.00
6.00
8.00
Anchor tests
54
To demonstrate that the feature of these anchors is not only a vertical resistance, the anchor was installed with a horizontal pull, the mode changed to
the normal (vertical) mode and the anchor subsequently pulled with an
uplift angle of 30o (fig. 2-28). The behaviour is similar to the earlier vertical
pull test. However, for the 30o pull angle the anchor did not break out but
moved slowly along the pulling direction through the soil. The graphs clearly show this effect and that the anchor can be used for substantial horizontal loads.
Line load in %
200
300 pulling
angle with
seabed in
normal
loading
mode
150
100
Change from
pull-in to normal mode
50
0
0
fig. 2-28
5
10
15
20
25
Line length pulled in feet
30
35
40
Increasing lithification
Siliceous calcisiltite
Clayey calcilutute
Calcareaous claystone Calcareous siltstone
Approx. Rock
strength
Very weak
Weak to moderately weak
Cementation of
soil
Very weak to firmly
cemented soil
Well cemented soil
Moderately strong to strong
limestone
Calcareous siltstone
Siltstone
Calcareous claystone
Claystone
Sandstone
Calcareous sandstone
limestone
Siliceous detrital
Detrital limestone
Sandstone
Sandstone)
Calcarenite (carb.
(well cemented)
rock
60 mm
Conglomerate of
Breccia
Calcareous
conglomerate
limestone
Conglomerate
Conglomerat
limestone
50
10
50
90
10
Calcareous
conglomerate
Conglomerate or
breccia
50
90
10
50
90
Conglomeratic
calcirudite
Conglom. Or Breccia
Calcirudite (carb.
Silica gravel
non-carbonate gravel
Mixed carbonate and
Carbonate gravel
Conventional metamorphic nomenclature applies in this section
Crystalline limestone or marble
Fine-grained siliceous
Fine-grained
agrillaceous limestone
Fine-grained limestone
Siltstone
Calcareous sandstone
Siltstone)
Claystone
Siliceous calcarenite
Calcisiltite (carb.
Calcilutite
(carb. Calystone)
Silica sand
Silica silt
Clay
Calcareous silica sand
sand
silt
Calcareous silica silt
Siliceous carbonate
Siliceous carbonate
2 mm
Carbonate sand
0.063 mm
Carbonate silt
Calcareous clay
Carbonate clay
0.002 mm
Increasing grain size of
particulate deposits
Soil table
55
Total carbonate content %
Strong to extemely
strong
3
Practice
Introduction
57
Practice
Although theoretical knowledge of anchors is essential for good anchor design
and selection, the practical issues are just as important. The handling of an
anchor and the selection and use of support equipment is of equal importance.
Anchor handling is a critically important and often complicated process. It is
influenced by such factors as the weight and shape of the anchor, the nature
of the soil, the depth of the water, the weather conditions, the available
handling equipment and the type and weight of mooring line. It is for these
reasons that anchor handling is a subject which requires careful consideration. Without proper anchor handling, optimal performance of an anchor is
not possible.
In the process of handling anchors, various types of support equipment are
necessary or beneficial. An anchor manual would be incomplete without
consideration of these auxiliary items, the reasons for their use, their operation and the advantages and drawbacks involved.
This chapter gives an overview of the recommended procedures that should
be followed for anchor handling and the types and use of the support
equipment during the handling operations. The following handling
procedures are by no means complete, but they do give some suggestions
which can be applied to each anchor handling procedure and adapted for
specific circumstances and locations.
Some of the topics covered in this chapter are:
requirements for a soil survey, connection of the anchor to the mooring
line, chasers, handling the Stevpris anchor, handling the Stevmanta anchor,
the Stevtensioner, anchor handling/supply vessels.
Soil survey
58
For the dimensioning of drag embedment anchors, the availability of site-specific soil data is important. For advice on specifying drag embedment anchor
type/size and calculating expected behaviour, the site-specific soil data should
be compared with soil data of previous drag embedment anchor (test) sites.
The soil survey requirement for the design of drag embedment anchors usually
consists of only shallow boreholes, while in anchor pile design deep boreholes
are required. For suction anchor design therefore a more extensive soil
investigation is generally required when compared to drag embedment anchors.
When choosing between anchor pile, suction anchor and drag embedment
anchor the financial implications of the soil survey should be taken into account.
A typical soil survey for drag embedment anchor design requires a survey
depth of twice the length of the fluke in sand and 8 times the fluke length
in very soft clay. In most cases a depth of 8 to 10 meters is sufficient,
although in very soft clay a reconnaissance depth of 20 to 30 meters should
be considered. For optimal drag embedment anchor dimensioning, each
anchor location should ideally be surveyed. The soil investigation can consist of boreholes, vibrocores, cone penetration tests or a combination of
these. Cone penetration tests including sleeve friction are preferred, but
they should be accompanied by at least one vibrocore or sample borehole
per site to obtain a description of the soil. Depending upon the type of survey performed and the soil conditions encountered, the survey report
should present the test results obtained on site and in the laboratory including the points as shown in table K.
It is possible to dimension the drag embedment anchors based on limited
soil information (for instance fewer boreholes). The ‘lack’ of soil data can be
compensated by choosing a conservative (larger) anchor size.
Typical contents survey report
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Cone penetration resistance.
Sleeve friction.
Pore pressure.
SPT values.
Granulometry and percentage fines.
Wet and dry densities.
Water content.
Drained and undrained triaxal tests.
Undrained shear strength, also remoulded.
Unconfined compression tests.
Plasticity limits.
Specific gravity.
CaCO3 content.
Shell grading.
Angularity and porosity.
Compressibility.
Cementation.
Normalised rock hardness test (point load test).
RQD index, rock quality designation.
table K
Pile or anchor
59
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 gener ally much simpler than for piles. When abandoning a field, anchor removal
is much cheaper than removal of installed piles. The choice between piles
and anchors strongly depends upon the circumstances. The table L can help
in estimating the costs for the two alternatives.
Suction piles are an alternative for drag embedment anchors and piles, also
for MODU applications. The advantage is the accurate positioning of the
suction piles. The disadvantage is the cost of the pile itself and the cost of
the installation.
Description
Pile
Soil survey
Procurement
Installation spread
Installation time
Pile hammer
Follower
Pump unit
Pretensioning
Extra chain
Rest value pile/anchor
Removal of anchor point
ROV
+ less expensive
table L
+
+
+
+
+
Suction Anchor
pile
+
+
+
+
+
-
- more expensive
+
+
+
+
+
+
+
+
+
Mounting instructions
Stevpris / Stevshark Mk5
60
A1
pin 1
B1
pin 3
Plate
A1 & A2
Pin
1&2
Forward fluke-shank connection
Remove the locking plates A1 and A2 which are tack-welded to the fluke
Plate
B1 & B2
Pin
3&4
Aft fluke-shank connection
Move the pins 1 and 2 to the outer side. Remove the split pins and open
the locking plates B1 and B2. Move the pins 3 and 4 to the outside.
A2
pin 2
B2
pin 4
Mounting instructions
Stevpris / Stevshark Mk5
61
Fit the rear shank lugs into the fluke by means of a crane. Manoeuvre the
rear shank lugs with the notch into the gap in the flukes, as indicated in
the figures. When in position, rotate the shank forward to align the front
pins with the shank.
Serial number
Attention
Make sure the serial number of the shank corresponds with the serial number of the fluke for reason of identification and certification.
Align pins 1 and 2 with the forward shank eyes. Move pins 1 and 2 back into
position. Place the shank in the sand, middle or mud position. Align pins 3
and 4 with the rear shank lugs. Move pins 3 and 4 back into position. Fit and
weld the locking
plates A1 and A2
Mud
on the fluke. See
Middle
welding detail
Sand
below. Close the
locking plates B1
Notch
and B2 and secure
with split pins.
Vryhof recommended welding procedure for locking plates A1 and A2
Fillet weld with electrode acc.AWS.E7018
Welding process
SMAW electrode
welding position
2F
material
S355J2G3 (St52-2N)
preheat material
50° C
interpass temp
max 250° C
Sand angle
Middle angle
Locking plate
Mud angle
Mounting instructions
Stevspris Mk6
62
A1
Plate
A1 & A2
Pin
1&2
Forward fluke-shank connection
Remove the locking plates A1 and A2 which are tack-welded to the fluke.
1
2
3
4
Aft fluke-shank connection
Move the pins 1 and 2 to the inner side. Remove the splitpins and nuts
from pins 3 and 4 and move the pins 3 and 4 to the outside.
A2
pin 1
pin 2
pin 3
pin 4
Mounting instructions
Stevspris Mk6
63
Fit the rear shank lugs into the fluke by means of a crane. Manoeuvre the
rear shank lugs into the gap in the flukes, as indicated in the figures. When
in position, rotate the shank forward to align the front pins with the
shank.
Attention
Make sure the serial number of the shank corresponds with the serial number of the fluke for reason of identification and certification.
Align pins 1 and 2 with the forward shank eyes. Move pins 1 and 2 back into
position. Place the shank in the sand, middle or mud position. Align pins 3
and 4 with the rear shank lugs and insert them in the lugs. Tighten the bolts
and insert splitpins 3 and 4. Fit and weld the locking plates A1 and A2 on the
fluke. See welding detail below.
Sand angle
Middle angle
Mud angle
Mud eye
Mid eye
Sand eye
Vryhof recommended welding procedure for locking plates A1
and A2
Fillet weld with electrode acc.AWS.E7018
Welding process
SMAW electrode
welding position
2F
material
S355J2G3 (St52-2N)
preheat material
50° C
interpass temp
max 250° C
Locking plate
Setting the fluke/shank angle
64
Introduction
In soil such as sand and medium to hard clay, an anchor with a fluke/shank
angle of 32o will give the highest holding power. An anchor with a 50o
fluke/shank angle in this soil will not penetrate but will drag along the
seabed. If used in mud a 50o fluke/shank angle is appropriate. An anchor with
a 32 o fluke/shank angle will penetrate less and generate lower holding
capacity in mud(fig. 3-01).
fluke angle too large in hard soil !
no penetration !
fig. 3-01
change from mud to sand D
angle
The Stevpris Mk5 anchor has an additional fluke/shank angle setting of 41o,
which can be adopted in certain layered soil conditions (table M).
Changing the fluke/shank angle on the Stevpris Mk3
This can be carried out within half an hour with the Stevpris anchor upside
down on deck.
Secure the anchor on deck. Connect a tugger wire (C) to the holes (D) on the
bottom side of the fluke. Change from mud to sand angle by removing the
locking plates and the two rear pins in (B), decrease the fluke/shank angle
by hauling the cable (C). Reinstall the pins and locking plates in (A). Seal
weld the lock-ing plates, do not weld them to the pins (fig. 3-02).
fig. 3-02
Soil type
Optimal
fluke/shank
angle setting
Very soft clay (mud)
Certain layered soils
Medium to hard clay
or sand
500
410 *
* Stevpris Mk5 only
table M
320
Setting the fluke/shank angle
65
change from sand to mud angle
Change from sand to the mud position, increase angle by veering (C), change
over pin and locking plates from (A) to (B). No special welding requirements
(fig. 3-03).
Changing the fluke/shank angle on the Stevpris Mk5 Changing the
fluke/shank angle on the Stevpris Mk5 anchor is even quicker. No welding
required. Veering and hauling (C) to change the fluke/shank angle as
above, the pin however remains in (A), the locking plate is secured by means
of a cotter pin (fig. 3-04).
fig. 3-03
change fluke/shank angle Stevpris Mk5
fig. 3-04
Connecting a swivel
66
Connecting a swivel to the Stevpris anchor
To connect a swivel to the Stevpris anchor, several different configurations
are possible. These are:
Type I - The swivel is connected directly to the shank of the anchor thus
omitting the anchor shackle (fig. 3-05).
J swivel shackle, C end link, B enlarged link, A common link
Type II - The swivel is connected to the anchor shackle (fig. 3-06).
J swivel shackle, C end link, B enlarged link, A common link
Type III - The swivel is connected to the anchor shackle via a special design
end link
(fig. 3-07).
K special end link, J swivel, C end link, B enlarged link, A common link
Type IV - The swivel is part of a forerunner connected to the anchor shackle, for instance the forerunners VA02, VA04 and VA 06 described
in the product data section (fig. 3-08).
PL pear link, A common link, B enlarged link, H swivel.
When a chaser is used in combination with the Stevpris and swivel, some of
the configurations mentioned above are more suitable than others. In general, swivels are only designed to withstand longitudinal forces, and are
usually not designed for use in combination with chasers. The design of the
chaser tends to stop it at the swivel. Consequently, there will be high
bending forces on the swivel, which can result in damage or even breakage.
J
C
B
A
fig. 3-05
J
C
B
A
C
B
fig. 3-06
K
J
A
fig. 3-07
PL
fig. 3-08
A
B
H
B
A
Connecting a swivel
67
Generally, it is best when the swivel is fitted some distance from the anchor
when a chaser is used. The chaser can then pass the swivel and stop on the
anchor shank. When a load is applied to the chaser, the swivel is only loaded
longitudinally. This means that in combination with the use of a chaser, the
configuration type III and type IV are preferred.
damage possible!
NO !
fig. 3-09
When the swivel (or swivel forerunner) is connected to the anchor shackle
by means of an end shackle and a chaser is used, the end shackle and the
anchor shackle should be connected bow through bow instead of pin
through bow as is normal practice. This to minimise the chance of damage
to the shackles.
The illustrations fig. 3-09 through fig. 3-14 show how and how not to
connect the swivel to the Stevpris anchor when using a chaser.
(See next page for fig. 3-13 and 3-14).
fig. 3-10
damage possible!
NO !
fig. 3-11
fig. 3-12
Connecting a swivel
68
The best method for chasing with a swivel in the system is to maintain the
tension of the anchor line as much as possible during chasing. This will make
the chaser pass more easily over the swivel.
damage possible!
NO !
fig. 3-13
fig. 3-14
Chasers
69
Chasers and their application
To facilitate handling, pendant wires may be applied to retrieve the anchor.
These wires are connected to a pendant eye situated on the anchor and
equipped with a buoy for picking up. In deeper water higher anchor
break-out forces are encountered, resulting in longer, heavier pendant
wires and consequently larger buoys. Due to wear caused by the continuous
movement of the buoy by the waves, these pendants will break close to the
buoy. The buoys would then float free and the anchors are much more
difficult to recover.
To overcome this, chasers were introduced. These were rings ‘chased’ along
the cable towards the anchor and back again to a rig or handling vessel.
Their function was to ensure both installation and break-out of the anchor
without having to use a pendant line/buoy. The chaser system thus totally
eliminates buoys, partly eliminates cables and reduces wear on the system.
The cost of a chaser is small when compared to the cost of a mooring line. It
is therefore extremely important from an operator’s viewpoint that chasers
do not inflict damage to the mooring lines.
Chasers
70
Towing a chaser along mooring lines with, at times, high interface
pressures, must result in wear. It is thus essential that such wear is taken by
the chaser and not the mooring line. The chasers vryhof recommends are
manufactured in a material that is softer than the steel used for the
mooring line. Chaser wear is induced by the application of high interface
pressure between the mooring line and the chaser. High interface pressure
can arise from:
• Pulling the chaser along a slack mooring line.
• Maintaining high tension in the chaser workwire
when chasing a
tensioned mooring line.
Chasing operations are best carried out on mooring lines which are fully
tensioned. There is little need for the application of high interface pressure
while chasing, the permanent chaser is captive on the mooring line and,
unlike the J-chaser, will not become disengaged due to a slack work wire.
For optimum chasing operations, the length of the chaser pendant line
should be at least 1.5 times the waterdepth.
There are many different types of chaser available on the market today.
A selection of the different chaser types is described in more detail on the
following pages.
Chaser types
71
The J-chaser
The J-chaser (fig. 3-15) is used on mooring lines where the anchor has to be
recovered and no permanent chaser has been installed, or the normal
recovery mechanism has failed. In other cases the J-chaser is used simply to
keep a chain free from a pipeline during deployment of the anchors. The
chaser is deployed over the stern roller of an AHV at approximately 1/3 of
the water depth. The chaser is towed across the mooring catenary until it
catches the chain. It is then towed into contact with the anchor shank/fluke
for anchor break-out and retrieval.
The permanent chain chaser
As a practical alternative to the buoy and pendant, the permanent chain
chaser (fig. 3-16) was introduced. Originally, simple shackles were used;
these were followed by special cast oval rings which were attached to a pendant by a ‘bight’ of chain and shackle. Very soon afterwards the pear-shaped
chaser with shackle eye was introduced. The design of these chasers offers
superior sliding and penetration properties.
fig. 3-15
fig. 3-16
Chaser types
72
The detachable chain chaser
For rigs in service it is sometimes preferred to equip the mooring with a
chaser which does not require the anchor chain to be broken and re-made.
Detachable chain chasers (fig. 3-17) were introduced to satisfy this need.
The withdrawal and replacement of the single bolt permits easy assembly of
the chaser on the mooring cable.
The permanent wire chaser
The permanent wire chaser (fig. 3-18) was introduced when rigs moved to
deeper waters, and composite wire/chain mooring systems became necessary. The chaser incorporates a ‘rocker’ which is centrally mounted on a
hinge bolt. The rocker has two opposing grooves, and when the chaser is
engaged with the mooring line, the wire slides through one of these
grooves irrespective of the angle which the chaser makes with the mooring.
The large radius at the base of the groove assists in reducing wear of the
rocker and avoids severe ‘opening’ of the lay of the wire if a loop of wire is
pulled during the handling process. The material of the rocker is not as hard
as the material of the wire. This means that wear is taken by the rocker
without damage to the wire and, because the rocker is easily removable,
replacement is relatively inexpensive. The permanent wire chaser is easily
detachable by removal and re-assembly of the hinge bolt and rocker.
Some designs of wire chaser incorporate fully rotating rollers over which
the mooring wire passes. To be effective such rollers need to be of a large
diameter and require to be supported by bearings. They are consequently
larger, heavier and much more costly than the permanent wire chasers discussed above, and because of their size, they require more power at the
AHV to penetrate the seabed and reach the anchor.
fig. 3-17
fig. 3-18
Chaser types
73
The J-lock chaser
The J-lock chaser (fig. 3-19) has been designed so that it can slide along the
chain in one direction and when the pulling direction is reversed, the chaser locks on the chain and does not slide any further. This means that the
tension in the mooring line can be wholly transferred from the rig to the
chaser. The J-shape permits catching the anchor chain after the anchor has
been installed. This means that this chaser can be used to assist in unforeseen
circumstances. The well-balanced and ‘guiding’ design of the chaser enables
catching the chain when the chaser approaches a mooring at a point where
the catenary angle is as high as 450.
When a normal permanent chaser is used under unforeseen conditions,
there is the chance that the AHV cannot break out the anchor by means of
the chaser. The J-lock chaser can help in such an instance. It is released from
a second AHV and slides along the chain towards the anchor. The design
prevents the J-lock chaser from sliding back. The J-lock chaser is stopped at
the permanent chaser. If the winch pull of both tugs is now increased, the
J-lock chaser prevents the permanent chaser from sliding away from the
anchor. Consequently, the forces required do not increase, and the anchor
can easily be broken out. After this operation, the J-lock chaser can be released
again.
This chaser can also be used when a very heavy chain has to be installed. It
assists during installation by lifting the chain.
fig. 3-19
Stevpris installation
74
chaser
Stevpris deployment for MODUs
Introduction
Typical methods for deployment and retrieval of Stevpris anchors with an
anchor handling vessel (AHV) are described, focusing on the use of chasers
for handling the anchor (fig. 3-20). This is the most common practice on
mobile drilling rigs (MODUs). Handling using permanent pendant lines is
similar.
Deployment procedures for the Stevpris anchor will also be given for
permanent moorings where chasers are normally not used.
Laying anchors
It is preferred, and by some operators required, to deck the anchor before
run out to check the jewellery. Run the anchor line out the full distance with
anchor on deck or on roller, with the chain between the flukes (fig. 3-21).
fig. 3-20
always deck anchor with chain between flukes
fig. 3-21
D
Boat increases power until anchor line tension rises on rig winch tension
meter. When rig gives order to lower the anchor, veer pendant till anchor
arrives at roller. Allow the anchor some speed to negotiate the bump at the
change-over from the deck on to the roller (fig. 3-22).
quickly pass drum
fig. 3-22
If anchor is kept on roller, keep triangular plates below the main shackle on
the drum for stability of the anchor. Alternatively the chaser can be kept on
deck/roller. In this situation the propeller thrust passes underneath the
anchor and does not influence the fluke (fig. 3-23).
D
triangular plates on drum
fig. 3-23
D
Stevpris installation
75
Reduce propulsion momentarily when anchor passes the propeller thrust,
keep chaser on anchor head for control of anchor orientation and lower
anchor (fig. 3-24).
Once below the propeller wash zone, reactivate and maintain propeller
thrust to well above 30 tons. Keep constant tension in order to ensure
anchor does not fall through chaser, i.e. anchor remains in the chaser and
orientation of the anchor is correct (fig. 3-25).
Note: In some circumstances AHVs prefer to run the anchor hanging from
the pendant line below the propeller wash approximately 60 to 80 meter
above the seabed. This method requires less power on the winch during the
actual laying of the anchor. If this method is employed, make sure that at all
times the anchor is correctly oriented in the chaser. Keep constant tension
in the pendant line to prevent the anchor from falling through the chaser and
possibly turn.
Stop lowering when anchor hangs 10 to 15 meter above the bottom and
advise rig. Rig now instructs AHV to pay out until pendant line is 1.4 to 1.5
times the water depth in shallow water (100m) and 1.3 to 1.4 times in deeper water. AHV increases power till tension is again seen to rise at the rig, i.e.
the load in the line is larger than the chain-soil friction (fig. 3-26).
Rig commences to pull in slowly. AHV further increases power until tension
rises further at rig winch. At this moment rig orders AHV to lay the anchor.
AHV immediately stops the propulsion and is consequently pulled backwards. AHV pays out pendant and maintains paying out pendant after anchor
has landed on the bottom till a wire length of 1.5 to 2 times the water depth
is out. Enough slack wire must be paid out not to disturb the anchor during
buoying off or waiting. Stay above or behind the anchor.
STOP !
fig. 3-24
fig. 3-25
wait for signal rig
fig. 3-26
D
Stevpris installation
76
Rig continues heaving the cable to a sufficient load, equal to the total
chain/soil friction plus 50 t to embed the anchor fully and create confidence
in good setting.
This also gives stability to the anchor when the AHV strips the chaser back
or buoys off the pendant. Now the AHV can retrieve the chaser and return
to the rig. If circumstances allow, the rig can tension up to the full pretension load directly (fig. 3-27).
No extra pull after landing!
It is customary with older anchors such as Danforth, Moorfast, etc. to give
another pull once the anchor is on bottom. Do not do this with Stevpris
anchors. Once the anchor hits bottom, AHV should not pull again. Pendant
line must remain slack, otherwise anchor could land upside down!
(fig. 3-28). Suggestion: pre-load the anchors to the maximum required
pretension load as soon as the chaser is 100 meter or more ahead of the
anchor, i.e. do not wait. If anchor has not been laid correctly, a rerun can be
made immediately.
Retrieving anchors
The chaser should be brought to the anchor with a pendant of at least the
length of 1.5 to 2 times the water depth, measured from the stern roller.
Chaser should hang freely down from the anchor line till the bottom is
reached, i.e. slack in the pendant line. A too short pendant and/or too little
tension in the cable results in a situation as sketched (fig. 3-29).
While chasing, the rig should maintain tension of 60 to 70% of the pre-load
tension. No tension in pendant to ensure smooth passing over the chain.
When chaser is pulled into contact with anchor shank, increase thrust and
keep thrust while heaving, especially in rough water (fig. 3-30).
rig hauls AHV slacks
fig. 3-27
D
do not pull after landing !
fig. 3-28
D
wrong ! keep cable
under tension
fig. 3-29
D
patience in very soft soils !
fig. 3-30
D
Stevpris installation
77
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
D
always deck anchor with chain between flukes
fig. 3-32
It is important to control the anchor orientation at all times for easy racking,
laying and decking of the anchor, i.e. keep pendant line under tension
while working the anchor. If the anchor slides through the chaser, the
anchor has to be pulled back to the stern roller and orientation checked
(fig. 3-33).
Decking the Stevpris anchor
If anchor is not correctly oriented, reduce propulsion and let anchor slide
down through the chaser. Rotation is easier while near the rig where all
loads are lower (fig. 3-34).
D
keep tension !
fig. 3-33
D
wrong ! anchor cannot deck !
fig. 3-34
D
Stevpris installation
78
Turn the anchor with a shot of propeller wash. Then pay out pendant, make
sure anchor is below the propeller wash away from the propeller influence
zone (fig. 3-35).
Increase propulsion moving AHV forward pulling chaser in contact with the
anchor. Make sure the stern roller is perpendicular to the chain, the chain
directing between the fluke points (fig. 3-36).
fig. 3-35
turn
With sufficient bollard pull haul pendant, stop/reduce thrust for only a few
seconds when anchor passes the propeller wash onto the drum. Pull anchor
on the drum, allow the anchor to turn with its back on the roller, fluke
points up. Then pull further on deck (fig. 3-37).
fig. 3-36
STOP !
fig. 3-37
stop / reduce
propulsion
D
Stevpris installation
79
With little tension in the line, the chain hangs steep against the fluke points
and anchor cannot rotate easily (A). Before rotating the anchor, pull on the
cable, the anchor will be free to turn (B) and (C) (fig. 3-38).
With anchor on the stern roller reactivate propulsion. For inspection anchor
can be pulled on deck. If required, change fluke angle to 32 degrees for
hard soil or to 50 degrees for very soft soil. Mind, every anchor type will be
unstable and drag in hard soil, stiff clay or sand with a fluke angle set for
mud! (fig. 3-39).
fig. 3-38
fig. 3-39
Stevpris installation
80
What not to do!
The anchor is approaching the drum. If the AHV maintains thrust, the water
flow will push the fluke (fig. 3-40).
If the propeller is not stopped, the thrust risks turning the anchor around
the cable then acting as a shaft (fig. 3-41).
thrust on anchor makes it swing !
fig. 3-40
The relative weight of the anchor increased by the thrust force on the fluke
will cause the anchor and the cable to slide down through the chaser and
control of anchor orientation is lost (fig. 3-42).
When the thrust is maintained while hauling in the chaser, the cable
prevents the anchor to turn on its back at the stern roller. Boarding will be
difficult now. The anchor could pass the stern roller on its side and get damaged!
So stop/reduce the thrust just before the anchor passes the propeller wash
(fig. 3-43).
and rotate !
fig. 3-41
anchor slides through chaser
fig. 3-42
damage !
fig. 3-43
Stevpris installation
81
Racking the Stevpris
Rig heaves in anchor line, pulling AHV towards it. AHV keeps sufficient tension in pendant, chaser remains in tight contact with anchor, anchor
remains correctly oriented (fig. 3-44).
keep tension !
fig. 3-44
At some distance from the rig, AHV pays out winch wire while keeping sufficient bollard pull (at least 1.5 times anchor weight) to keep chaser on
anchor head. Anchor flukes point towards the rig. Rig hauls, AHV veers
while keeping some tension in the pendant line transferring the anchor to
the bolster. The direction of the anchor cable must now be perpendicular to
the rack (fig. 3-45).
When anchor arrives at bolster, reduce tension to 15 tons. As soon as anchor
is resting on bolsters, slack pendant wire completely. If tension is not sufficient, anchor falls out of control of the chaser and might rotate and make
racking difficult. If this occurs, bring anchor to the stern of the AHV, rotate
anchor with fluke points directing outwards and keep chaser tight on the
anchor (fig. 3-46).
Deploying Stevpris from the anchor rack
AHV receives pendant from rig and connects to AHV winch wire. AHV
moves to a position at a good distance but less than the water depth (for
instance 50 meter dependent on weather) from the rig. Stop winch and
keep sufficient tension, 20 to 30 tons or more as required to maintain the
chaser on the head of the anchor. Only now rig pays out cable while AHV
hauls in on the winch. The AHV maintains sufficient tension while pulling
the anchor to the stern roller. Reduce the power of the propeller as anchor
passes the wash zone and bring anchor on roller for inspection and reactivate thrust (fig. 3-47).
D
keep tension !
fig. 3-45
D
wrong !
risk losing control
over anchor orientation
fig. 3-46
keep tension !
fig. 3-47
D
Stevpris installation
82
Boarding the anchor in deep water
In deep water the weight of the anchor line becomes of predominant
importance. For line loads larger than 8 times the anchor weight the anchor
could be pulled against the chaser as illustrated, it could even position itself
upside down! In such cases boarding the anchor is difficult and damage
might occur (fig. 3-48).
The best and preferred solution is to pull the anchor from the bottom and
have the rig haul the anchor line, allowing the boarding of the anchor near
the rig where loads are smaller.
If this is not possible or allowed for some reason, another solution is to
reduce the weight that is hanging from the anchor. This can be done by
lifting the anchor line using a lock chaser or grapnel handled by a second
vessel (fig. 3-49).
anchor weight
high tension
fig. 3-48
lock chaser
fig. 3-49
It is recommended to board the anchor with the chain between the fluke.
The anchor fluke is generally designed to withstand loads up to 8 times the
anchor weight (fig. 3-50).
It happens that the anchor is accidentally pulled over the roller on its side.
Due to the large forces damage to shank and fluke might occur when the
chain is hanging over the anchor (fig. 3-51).
8 x anchor weight
fig. 3-50
large weight
fig. 3-51
Stevpris installation
83
If boarding the anchor on its side is inevitable, make sure that before
boarding, the vessel is turned to free the anchor line from the anchor and
haul gently. The chain will pass the stern roller next to the anchor. However,
this situation should be avoided as damage may occur (fig. 3-52).
fig. 3-52
Ballast in fluke
Using a wire rope forerunner and ballast material placed inside the hollow
fluke, the anchor may not topple over with the fluke points directed
downwards. A wire anchor line might be too light to position the anchor
correctly and the anchor may not topple over, the anchor could skid over
the seabed and prevent penetration.
When the fluke is ballasted, the weight of a chain forerunner will cause the
shackle to nose down and bring the fluke in penetration position (fig. 3-53).
wire
chain
with ballast in fluke use chain forerunner
fig. 3-53
D
Stevpris installation
84
Chaser equilibrium
To control the anchor, the chaser collar must always be on the anchor head.
The tension in the anchor cable must be equal or larger than 1.5 times the
weight of the anchor. If not, the anchor slides through the chaser and the
orientation is not controlled (fig. 3-54).
pendant line force
anchor line tension
anchor weight
fig. 3-54
Fp
Equilibrium forces determine if chaser is in contact with the anchor. Near
bottom, the vertical load at the chaser from the anchor line Flv is small.
The chaser remains only in contact with the anchor if the bollard pull Fph is
larger than the horizontal line load Flh which in turn must be larger than
the anchor weight W (if not the anchor will slide down). The angle of the
pendant line must be larger than 45° (fig. 3-55).
Fpv
Flh
Fph
Flv
fig. 3-55
Recommendation: Bollard pull must always be equal or larger than the line
tension, i.e. use a minimum bollard pull of 20 to 30 tons for a 12 to 15 ton
anchor. Use a minimum pendant line length of 1.4 to 1.5 times the water
depth in shallow water (100m) and 1.3 to 1.4 times the depth in deeper
water (fig. 3-56).
W
chaser
fig. 3-56
Fl
Stevpris installation
85
Deployment for permanent moorings
The simplest deployment procedure for the Stevpris anchor is to lower the
anchor to the seabed using the mooring line. When the anchor is nearly on
the seabed, the AHV should start moving slowly forward to ensure that the
anchor lands correctly on the seabed (fig. 3-57).
fig. 3-57
temporary bridle
Another option for the deployment of the Stevpris anchor is to connect a
temporary installation bridle (wire rope) to the anchor. The bridle is
connected to the padeyes situated at the back of the shank of the anchor.
The AHV then lowers the anchor overboard while paying out the mooring
line and the bridle simultaneously (fig. 3-58).
mooring line
fig. 3-58
To recover a Stevpris anchor after it has been installed, the AHV should take
the mooring line and pull it in the opposite direction that the anchor was
installed in, generally away from the centre of the mooring. The AHV
should recover the mooring line till a length of approximately 1.5 times the
water depth is still overboard.
When only 1.5 times the water depth of mooring line is left overboard, the
AHV should block the winch and keep a constant tension on the mooring
line equal to the pre-load tension. Once the anchor starts to move in the
soil, a lower tension in the mooring line can be used (fig. 3-59).
fig. 3-59
Piggy-backing
86
Introduction
Piggy-back is the practice of using two or more anchors in order to obtain
holding power greater than can be achieved with one only. Piggy-backing
is used when anchors are employed with insufficient holding capacity.
This can be caused by improper design for the particular environment or
insufficient anchor size.
In some soil conditions, the use of two smaller anchors in piggy-back can
offer an advantage over the use of one larger anchor. This can be the case
when the anchor has to hold in a certain layer and holding capacity in the
underlying layer is uncertain.
Considerations to remember on piggy-backing:
•Installing a piggy-back system is more costly than the installation of a single anchor.
•If the mooring line of the second anchor is connected to the rear of the
first anchor, the stability, penetration and holding capacity of the first
anchor may be less than is the case for a single anchor. The force from the
second anchor may tend to pull the fluke of the first anchor closed (hinging type anchors).
•If the piggy-back anchor is connected to the first anchor by means of a
chaser, the chaser may obstruct penetration of the first anchor.
• Both anchors must be exactly in line with the mooring line load. The lead
anchor may become unstable if a lateral load is applied.
•Two hinging anchors in piggy-back do not provide 2 times but only 1 to 1.6
times the individual holding capacity of the two anchors, for reasons
described in second point above.
Piggy-back methods
87
•If the first anchor is not influenced by the pull from the second anchor, and
the second anchor (fixed fluke/shank type anchors) is connected at 3 to 4
shank lengths distance from the first anchor, the holding capacity of the 2
anchors may be up to 2.5 times the holding capacity of the individual
anchors, due to the extra penetration of the second anchor.
Piggy-backing involving hinging anchors
Since there is little difference between handling one hinging anchor or two,
the first method is described with a Stevin anchor (hinging) in combination
with a Stevpris anchor (non-hinging). Here, the Stevpris is main anchor and
the Stevin is back-up. This is the best solution when using a fixed shank
anchor as the fluke of the Stevpris anchor can not be pulled closed. The pendant
line is connected to the padeye near the anchor shackle so performance is
not reduced. Note: if the piggy-back anchor can not be laid in line with the
mooring load, the piggy-back anchor makes the main anchor unstable. In
such a case the Stevpris can better be placed as the second anchor.
For optimal performance of the combination, the pendant line between
the two anchors should be wire rope, to promote penetration and obtain
better holding capacity (fig. 3-60).
fig. 3-60
Piggy-back methods
88
The installation procedure is described as follows:
• Pay out the main anchor as usual.
• Tension the mooring line until the anchor slips.
• Connect the second anchor to the pendant line.
• Bring the anchor to its location.
• Lower the piggy-back anchor and tension the mooring line again.
• Provide the pendant of the second anchor with a buoy for easy retrieval.
Piggy-backing with two Stevpris anchors
When two Stevpris anchors are used in piggy-back, the holding capacity of
the combination may be equal or higher than the sum of the individual
holding capacities of the anchors. The installation procedure of two
Stevpris anchors in piggy-back is as follows:
• Pay out the main Stevpris anchor, with the mooring line connected to the
anchor shackle and the pendant line (wire rope for optimal performance
and approximately three times the shank length of the first Stevpris
anchor) connected to the padeye behind the anchor shackle.
• Connect the other end of the pendant line to the anchor shackle of the
second Stevpris anchor (fig. 3-62).
• To lower the second Stevpris anchor to the seabed, a second pendant line
is connected to the padeye behind the anchor shackle.
• Using the second pendant line, the Stevpris anchors are lowered to the
seabed and positioned and buoyed off.
• The Stevpris anchors are then tensioned by pulling on the mooring line
(fig. 3-61).
fig. 3-62
Piggy-back methods
89
Piggy-backing by using a chaser
Sometimes chasers are used to connect the piggy-back anchor to the first
anchor (fig. 3-63), although a pendant line connected directly to the padeye
behind the main anchor shackle of the first anchor is prefered.
The installation procedure described for two Stevpris anchors is also applicable when a chaser is used for the connection.
During the deployment of the piggy-back combination, care must be taken
that anchors are installed in line with the load.
fig. 3-61
fig. 3-63
Stevmanta VLA installation
90
Introduction
The Stevmanta VLA consists of an anchor fluke which is connected with
wires to the angle adjuster. The angle adjuster is responsible for changing
the anchor from the installation mode to the vertical (or normal) loading
mode.
installation mode
shear pin
fig. 3-64
There are many options to install VLA anchors. The most efficient methods
are based on two different principles:
• Double line installation method using the fixed angle adjuster.
• Single line installation method using the shear pin angle adjuster.
The double line installation method is typically used when it is preferable
to install the anchor with a steel wire rope installation line instead of using
the actual mooring line (for example polyester).
The following three typical methods for installing the Stevmanta VLA are
discussed:
• Single line installation method.
• Double line installation method.
• Double line installation method using the Stevtensioner.
It is also possible to use the Stevtensioner with the single line installation
method, however because this is very similar to the double line installation
method with Stevtensioner, it is not presented here.
normal mode
fig. 3-65
Stevmanta VLA installation
91
Single line installation procedure
This procedure requires only one AHV for installation of the Stevmanta. The
Stevmanta is deployed with the shearpin angle adjuster. The mode of the
anchor changes when the shearpin breaks at a load equal to the required
installation load. When the shear pin breaks, the Stevmanta changes from
the installation mode to the normal (vertical) loading mode (fig. 3-64 and
fig. 3-65).
Installation procedure
In the installation procedure an optional tail has been included on the
Stevmanta. The tail assists in orientation of the Stevmanta on the seabed.
Connect the installation/mooring line to the angle adjuster on the
Stevmanta on the AHV. Lower the Stevmanta overboard. The Stevmanta
will decend tail first, i.e. the tail will be the first part to reach the seabed (fig.
3-66).
tail for
orientation
recovery
fig. 3-66
When the Stevmanta is on the seabed, an ROV can optionally inspect the
anchor (position and orientation). The AHV starts paying out the installation/ mooring line while slowly sailing away from the Stevmanta (fig. 3-67).
ROV
fig. 3-67
Stevmanta VLA installation
92
When enough of the installation/mooring line has been paid out, the AHV
starts increasing the tension in the installation line. The Stevmanta will start
to embed into the seabed (fig. 3-68).
When the predetermined installation load has been reached with the AHVs
bollard pull, the shearpin in the angle adjuster fails, triggering the
Stevmanta into the normal (vertical) loading mode. This can be clearly
noticed on board the AHV, as the AHV will stop moving forward due to the
sudden increase in holding capacity. Now that the Stevmanta is in the
normal (vertical) loading mode, the AHV can continue to increase the tension in the (taut-leg) installation/mooring line up to the required proof tension load (fig. 3-69).
fig. 3-68
fig. 3-69
Stevmanta VLA installation
93
After the Stevmanta has been proof tensioned to the required load, the
installation/mooring line can be attached to the floater.
In case of a pre-laid mooring, the mooring line can be buoyed off, for easy
connection later on (fig. 3-70).
Stevmanta retrieval
The Stevmanta is easily retrieved by pulling on the ‘tail’. Connection to the
tail can be achieved either with a grapnel or by using an ROV (fig. 3-71).
fig. 3-70
fig. 3-71
Stevmanta VLA installation
94
Alternatively the Stevmanta can be equipped with an optional recovery system. The recovery system consists of two special sockets which connect the
front wires to the fluke.
To recover the anchor, the mooring line is pulled backwards, i.e. away from
the centre of the mooring. Once the mooring line has been pulled back, the
front sockets will disconnect from the fluke (fig. 3-72).
pull for retrieval
fig. 3-72
retrieval
The Stevmanta VLA is now pulled out of the soil using just the rear wires.
This reduces the resistance of the anchor, so that it can be retrieved with a
load equal to about half the installation load (fig. 3-73).
fig. 3-73
Stevmanta VLA installation
95
Double line installation procedure
This procedure requires two AHVs. The Stevmanta is deployed with the
fixed angle adjuster. The mode of the anchor (installation mode or normal
(vertical) loading mode) is chosen by pulling on either the installation line
or the mooring line.
installation mode
mooring line
installation line
fig. 3-74
The Stevmanta is in the installation mode when the installation line is tensioned, i.e. the line on the front of the angle adjuster (fig. 3-74).
normal mode
mooring line
The Stevmanta is in the normal (vertical) loading mode when the mooring
line is tensioned, i.e. the line on the rear of the angle adjuster (fig. 3-75).
During the installation AHV1 handles the steel installation line and AHV2
handles the mooring line, for instance polyester (fig. 3-76).
installation
line
fig. 3-75
AHV2
AHV1
In the installation procedure an optional subsea recovery buoy can be
included in the installation line. The recovery buoy is connected to the
installation line via a delta plate at approximately 90 m from the Stevmanta
(fig. 3-77).
fig. 3-76
AHV2
fig. 3-77
AHV1
Stevmanta VLA installation
96
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 anchor’s position and orientation. AHV2 slackens the tension in the mooring line and
AHV1 starts paying out the installation line while slowly sailing away from
the Stevmanta (fig. 3-78).
When enough of the installation line has been paid out, AHV1 starts
increasing the tension. The Stevmanta will start to embed into the seabed.
AHV2 keeps the mooring line slack by keeping the same distance from
AHV1. If more bollard pull is required than one AHV can deliver, AHV2 can
buoy off the mooring line and pull with AHV1 in tandem.
When the predetermined installation load has been reached, the breaking
device in the installation line fails (break shackle connecting the installation
line to the delta plate), freeing the installation line from the Stevmanta (fig.
3-79).
If the optional recovery buoy is used, the breaking device is placed on the
delta plate connecting it to the installation line and AHV1. AHV1 is now no
longer connected to the Stevmanta and the installation line can be recovered on deck (fig. 3-80).
AHV2
AHV1
AHV2
AHV1
fig. 3-78
break
link
breaks
fig. 3-79
AHV2
pretension load
recovery
line
fig. 3-80
Stevmanta VLA installation
97
AHV2
AHV2 can now start increasing the tension in the mooring line. If AHV2 can
not generate enough bollard pull to reach the required proof tension load,
AHV1 can be connected in tandem to AHV2 to generate additional bollard
pull.
fig. 3-81
After the Stevmanta has been proof tensioned to the required load, the
mooring line can be attached to the floater.
In case of a pre-laid mooring, the mooring line can be buoyed off, for easy
connection later on (fig. 3-81).
Stevmanta retrieval
The Stevmanta is recovered from the seabed by returning to ‘installation
mode’ instead of the normal (vertical) loading mode. The AHV picks up the
recovery buoy from the seabed and by pulling on the installation load at an
angle of approximately 450 with the seabed, the anchor is easily retrieved
(fig. 3-82).
AHV2
fig. 3-82
Stevmanta VLA installation
98
Single line installation with Stevtensioner
The Stevmanta VLA is deployed with the shearpin angle adjuster. The mode
of the anchor changes when the shearpin breaks at a load equal to the
required installation load. When the shear pin breaks, the Stevmanta VLA
changes from installation mode to the normal (vertical) loading mode.
In the installation procedure a tail (approximately 30 m length, consisting of
a length of wire with approximately 5 m of chain on the end) has been
included on the Stevmanta VLA. The tail assures correct orientation of the
Stevmanta VLA on the seabed.
Connect the tail to the rear of the fluke of the Stevmanta VLA #1. Connect
the forerunner to the angle adjuster of the Stevmanta VLA on the AHV.
Lower Stevmanta VLA #1 overboard (fig. 3-83). The Stevmanta VLA will be
going downwards tail first, i.e. the tail will be the first part that reaches the
seabed.
Connect the tensioning chain to the forerunner on Stevmanta VLA #1 using
the subsea connector and pass the other end through the Stevtensioner.
This end of the chain is terminated with a male part of the subsea connector.
fig. 3-83
Stevmanta VLA installation
99
Connect the forerunner of Stevmanta VLA #2 to the passive side of
the Stevtensioner. As part of the forerunner a tri-plate is included with a
breaklink between the Stevtensioner and the tri-plate. The male part of a
subsea connector is connected to the third hole of the tri-plate. Connect the
AHV work-wire to the tail of Stevmanta VLA #2 using a subsea connector.
Deploy the Stevtensioner and Stevmanta VLA #2 overboard by slacking the
AHV workwire (fig. 3-84 and fig. 3-85).
fig. 3-84
fig. 3-85
Stevmanta VLA installation
100
When the tail of Stevmanta VLA #1 touches the seabed, the resistance of
the tail will orient the Stevmanta in the heading of the AHV which is
moving forward slowly. The AHV places the Stevmanta on the seabed and
continues with the deployment of the rest of the system (Stevtensioner and
Stevmanta VLA #2) (fig. 3-86).
When Stevmanta VLA #2 is near the seabed, the AHV stops the winch and
increases the tension in the mooring system (fig. 3-87). This will start to
embed Stevmanta VLA #1. When a tension of approximately 1000 kN has
been reached, the AHV can lay down Stevmanta VLA #2 on the seabed.
The purpose of the applied tension is to ensure that Stevmanta VLA #1
is embedding properly and to take the slack out of the system.
fig. 3-86
fig. 3-87
Stevmanta VLA installation
101
When Stevmanta VLA #2 has been placed on the seabed, the AHV continues
to deploy the work wire until the tail and the subsea connector are on the
seabed. When this has been accomplished, the AHV stops paying out the
work wire and the ROV is sent down to disconnect the subsea connector
from the tail on Stevmanta VLA #2. The female part of the subsea
connector (connected to the work wire) is then moved to the male part of
the subsea connector connected to the tensioning chain above the
Stevtensioner (fig. 3-88).
fig. 3-88
With the work wire now connected to the tensioning chain, the AHV can
start the tensioning operation. This will generally consist of 4 to 7 yo-yo
procedures to reach the required tension at the anchors. (fig. 3-89 and fig. 3-90).
fig. 3-89
fig. 3-90
Stevmanta VLA installation
102
When the tension in the system reaches the break load of the shear pins in
the angle adjuster of the Stevmanta VLAs, these will break and trigger the
Stevmanta VLAs to their normal loading mode (fig. 3-91). When the AHV
continues to increase the tension in the system, the anchors will be proof
loaded in their normal loading mode. After the proof loading of the
anchors, the AHV increases the tension in the system up to the point were
the breaklink connecting the passive line to the Stevtensioner fails. The
tensioning of the anchors is now complete.
With the tensioning of the anchors completed, the ROV disconnects the
subsea connector between Stevmanta VLA #1 and the Stevtensioner (fig. 392). The anchor forerunners are now no longer connected to the
Stevtensioner. The AHV can start recovering the Stevtensioner with the
tensioning chain by winching in the work wire (fig. 3-93). The ROV can be
used to connect the mooring lines (with separate female connectors) to the
male connectors on the anchor forerunners.
fig. 3-91
fig. 3-92
fig. 3-93
Stevmanta VLA installation
103
Double line installation with Stevtensioner
The Stevmanta is deployed with the fixed angle adjuster. The mode of the
anchor (installation mode or normal (vertical) loading mode) is chosen by
pulling on either the installation line or the mooring line. The Stevmanta
is in the installation mode when the installation line is tensioned, i.e. the
line on the front of the angle adjuster (fig. 3-94).
installation mode
mooring line
installation line
fig. 3-83
normal mode
The Stevmanta is in the normal (vertical) loading mode when the mooring
line is tensioned, i.e. the line at the rear of the angle adjuster. During the
installation AHV1 handles the installation line (preferably chain and steel
wire) and AHV2 handles the mooring line, for instance polyester (fig. 3-95).
The installation procedure with the Stevtensioner requires a reaction
anchor (the typical use of the Stevtensioner is presented in the next
chapter). In this case the reaction anchor can be either a Stevpris or
Stevmanta. For now a Stevpris is shown as reaction anchor and is to be on
the active side of the Stevtensioner.
mooring line
installation
line
fig. 3-84
Stevmanta VLA installation
104
AHV2
tensioner
AHV1
Connect the installation line to the angle adjuster on the Stevmanta on
AHV1. Pass the mooring line from AHV2 to AHV1 and connect it to the
angle adjuster.
Lower the Stevmanta to the seabed by keeping tension on both the installation line and mooring line.
Connect the installation line to the passive side of the Stevtensioner.
A break link can be installed between the Stevtensioner and the installation
line on the passive side (fig. 3-96).
fig. 3-85
AHV2
Connect the installation line to the reaction anchor. Pass the installation
line through the Stevtensioner (fig. 3-97).
fig. 3-86
work chain
stopper
AHV1
Stevmanta VLA installation
105
Sail to set-down position of the reaction anchor (AHV1 only). AHV2 stays above the Stevmanta.
During the movement of AHV1, the installation line of the Stevmanta has to be paid out (fig. 3-98).
Lower the Stevtensioner and reaction anchor to the seabed (fig. 3-99).
Buoy off the retrieval line (or mooring line) of the reaction anchor. AHV1 sails to tensioning point
and starts taking in the slack of the tensioning line (fig. 3-100).
AHV2
shark jaws
AHV1
wire
stopper
tensioner
chain
fig. 3-87
AHV2
AHV1
wire
stopper
tensioner
stopper
chain
fig. 3-88
AHV2
AHV1
wire
stopper
tensioner
fig. 3-89
stopper
chain
Stevmanta VLA installation
106
Start the tensioning procedure (yo-yoing) (fig. 3-101).
The break link will break on the Stevmanta when the required installation
load has been reached (fig. 3-102).
AHV2
AHV1
wire
stopper
tensioner
chain
stopper
fig. 3-90
AHV2
AHV1
wire
stopper
tensioner
break link breaks
fig. 3-91
chain
stopper
Stevmanta VLA installation
107
Recover the Stevtensioner, the installation line and the reaction anchor to
AHV1.
AHV2 can now proof tension the Stevmanta and then buoy off the mooring
line. Installation of the Stevmanta is now complete (fig. 3-103).
Instead of using a reaction anchor, two Stevmantas can also be installed at
the same time. After completion of the tensioning (yo-yoing), AHV2 proof
tensions one Stevmanta while AHV1 recovers the Stevtensioner and
disconnects it from the installation line of the other Stevmanta. This
Stevmanta can then also be proof tensioned (fig. 3-104).
chain
AHV2
wire
AHV1
tensioner
pretension load
stopper
fig. 3-92
AHV2
AHV1
wire
stopper
tensioner
fig. 3-93
stopper
chain
The Stevtensioner
108
Introduction
The Stevtensioner is used for cross tensioning of diametrically opposed
anchor legs moored by drag anchors or anchor piles. The Stevtensioner is
generally used for the installation of (semi) permanent floating structures
such as the SPM buoy, STL, TLP, FPS, FPSO, etc. After the tensioning operations the Stevtensioner is demobilised and ready for the next project. The
Stevtensioner can however also be used for permanent tensioning purposes,
becoming a part of the mooring system. The Stevtensioner can be deployed
from a crane barge, AHV or any vessel having enough crane/winch capacity
to pull the required vertical force. The existing models VA220 and VA500
were designed for handling a single size of chain. The new Stevtensioner
models VA600, VA1000 and VA1250 can handle chain diameter ranging
from 76 mm up to 152 mm. Because of this variety in chain sizes additional
work chain may not be required (fig. 3-105).
he working principle of the tensioner
The Stevtensioner is based on the principle that a vertical load to a horizontal
string causes high horizontal loads. To achieve the required horizontal
pretension load at the anchor points, the vertical pulling force only needs to be
40% of this pretension. The anchor line tension is measured by a measuring pin
located inside the Stevtensioner and as such well protected against damage
caused by handling and lifting operations (fig. 3-106).
2V
H
fig. 3-95
fig. 3-94
The new Stevtensioner models
offer the following features:
• Smaller dimensions, reduced weight and
improved handling, but heavy enough to
easilty slide down the mooring line.
• Designed to smoothly guide at least 5 links and
therefore prevent chain getting stuck inside.
• Due to economical volume/weight ratio,
the new Stevtensioner models allow for
containerised freight by either sea or,
for rush deliveries, by air.
• The integrated shape allows for smooth passage
over stern roller.
• Load measuring pin is equipped with two
independent sets of strain gauges. The umbilical
cable connections are protected against handling and lifting operations. These connections
may be used for acoustic transfer of the signals.
The Stevtensioner
109
One anchor line (passive line) is attached to the tension measuring pin at the Stevtensioner. The
oppos-ite anchor line (active line) passes through the Stevtensioner. Tensioning starts by applying the yo-yo movement to the active line (fig. 3-107).
When the Stevtensioner is lifted by the active chain, it blocks the chain. When the Stevtensioner
is lifted from the seabed, the passive and active mooring lines are also lifted. Consequently the
anchors or piles are loaded and cause an inverse catenary of the mooring line in the soil, as well
as causing the anchor to drag and embed. In other words: chain length is gained. Lowering the
Stevtensioner slackens the anchor lines and allows it to slide down over the active chain. By
repeating this several times (called the yo-yo movement), the horizontal load on the anchor
points increases. Generally the required horizontal load is achieved after 5 to 7 steps. Once
tensioning is completed, the Stevtensioner is recovered by pulling the lifting/pennant wire making it
disengage. This allows the Stevtensioner to slide up along the active chain to the surface (fig. 3-108).
passive chain
active chain
fig. 3-107
chain locks
fig. 3-108
The Stevtensioner
110
Measurement of the tensions applied
Fig. 3-109 shows the curve recorded during tensioning of chains connected
to piles for the Coveñas Pipeline Project in Colombia. The graph shows a
total of 5 heaves (yo-yo’s), each resulting in a higher tension.
When the Stevtensioner is lifted from the seabed, the passive and active
mooring lines are also lifted from the seabed. Consequently the anchors or
piles are loaded. The loading causes an inverse catenary of the mooring line
in the soil, and also causes the anchor to drag and embed; in other words:
chain length is gained. When lowering to seabed the gain in chain length
(slack) is won by the Stevtensioner sliding down the chain (approximately
5 to 8 links). The next heave (yo-yo) will therefore create a higher tension in
the system. In practise a total of 5 to 7 yo-yos are required to reach the
required proof tension load.
tension force in t
Different methods can be applied to verify the tension in the chain.
These are discussed below.
tension on anchor
lifting force
250
125
0
0
fig. 3-98
30
time in minutes
60
90
120
The Stevtensioner
111
Computer calculations
The tension in the chain can be calculated by means of computer catenary
calculations. Besides known parameters such as submerged chain weight,
and the length of the mooring line, other parameters measured during tensioning need to be incorporated in the calculation:
• Height Stevtensioner above seabed.
• Vertical pulling load.
By using this method the tension in the chain can be calculated at any
height of the Stevtensioner above seabed. This method is independent of
the waterdepth.
Umbilical cable and measuring pin
The chain tension can be measured with a measuring pin. The pin is part of
the Stevtensioner housing and is equipped with strain gauges. The pin is
connected to a tension read-out unit on the installation vessel by using an
umbilical cable. The pin is connected to the passive chain. All tensioning data
are measured on deck and presented during tensioning on a chart recorder.
A hand winch with sliding contacts is used to veer and haul the umbilical
without disconnecting the umbilical from the registration equipment. The
measurement is insensitive for variations in cable length. The use of an
umbilical is an effective method in waterdepths down to approximately 200
meters. Beyond this depth it becomes more efficient to use either an acoustic
system or computer calculations.
Break-link
The passive chain can be attached to the Stevtensioner by a break-link.
When, during the tensioning operation, a predetermined load has been
reached, the link breaks. Consequently the passive chain falls to the bottom,
and the Stevtensioner can be retrieved.
The Stevtensioner
112
Duration of pretensioning anchors and piles
Once the required tension has been achieved, the tension has to be maintained for a certain duration. This period is described in the table below for
various Certification Authorities.
Certification Authority
maintaining tension
Lloyds Register of Shipping
American Bureau of Shipping
Det Norske Veritas (NMD)
Required duration of
20 minutes
30 minutes
15 minutes
The Stevtensioner
113
Handling the Stevtensioner
Handling operations can generally be described as follows:
• Positioning the anchors and paying out the chain
• Hook-up all necessary hardware for tensioning operations on deck of
barge or AHV
• Deployment Stevtensioner to the seabed and positioning of the installation vessel
• First lift (yo-yo)
• Series of yo-yo’s
• Maintain required tension for a specified period of time
• Retrieve the Stevtensioner and disconnect
• Prepare for next tensioning
A Stevtensioner can be deployed from a crane barge, Anchor Handling
Vessel or any vessel having enough crane/winch capacity to lift the required
vertical force.
fig. 3-99
2
7
5
4
8
fig. 3-100
General tensioning procedures
General tensioning procedures using crane barge or AHV for Stevtensioner
models VA1000 and VA1250 are presented in fig. 3-110 and 3-111.
1
6
3
The Stevtensioner
114
2
7
Hook-up
Pass the active chain (2) through the tensioner (1) on deck. Connect passive
chain (3) to measuring pin shackle (8). Connect dislock wire (5) to shackle
(4). Connect umbilical cable (7) to read-out system on deck and to the
measuring pin (6).
Lowering
Fix active chain (2) to winch or crane hook. Slack dislock wire (5) and lower
Stevtensioner to seabed. Stevtensioner will pass over active chain (2).
Tensioning mode
When Stevtensioner is on seabed, slack dislock wire (5) before the first yo-yo,
and keep slack during all yo-yos!
Tensioning is achieved by pulling on active chain (2). The mooring lines will
be lifted from the seabed causing the anchors or piles to be loaded. After
each yo-yo active chain is gained. The active chain can only pass through the
Stevtensioner in one direction. Approximately 4 to 7 yo-yos are required to
obtain the required pretension load (fig. 3-111).
5
4
1
8
fig. 3-100
6
3
The Stevtensioner
115
Retrieving
When tensioning is completed be sure to lower the Stevtensioner to seabed
and slack off active chain (2) before retrieving Stevtensioner with dislock
wire (5). Pull on dislock wire (5). Stevtensioner will pass over chain (2).
Disconnect Stevtensioner on deck of the barge or AHV.
Stevtensioner Product Range
The following Stevtensioners are available from vryhof anchors.
Stevtensioner
model
Maximum
horizontal load
[t]
VA 220
VA 500
VA 600
VA1000
VA1250
220
500
600
1000
1250
Suitable* for chain Suitable* for chain
size with Kenter size without Kenter
shackle [mm]
shackle [mm]
50
102
76 - 84
102 - 117
114 - 132
60
112
76 - 87
102 - 135
114 - 152
Size
Stevtensioner
lxhxw [m]
2.6
5.4
2.2
3.1
3.5
x
x
x
x
x
1.2
2.6
0.9
1.2
1.4
x
x
x
x
x
1.0
2.4
0.6
0.8
0.9
Weight
Stevtensioner
[t]
5
20
2.5
6
9
* The suitability only refers to the section of chain passing through the Stevtensioner. Chain or wire not passing through the
Stevtensioner may have any dimension.
Supply/anchor handling vessels
116
Drilling rigs are generally moored with 8 to 12 anchors. These are laid in a
mooring pattern. Originally normal tugs were used for these operations,
but very soon, there was a call for specialised vessels.
For anchor handling vessels, it is very important to be able to work quickly and
effectively. Much depends on the expertise of the captain and crew. The equipment and its design are also extremely important. Engine power has to be sufficient to handle chain and/or wire and anchors at the water depth concerned.
The newest generation of AHVs has bollard pulls far in excess of 200 t.
Care should be given to the rated maximum bollard pull which in reality
might be less, depending on the use of other power consuming equipment
such as bow (and sometimes) stern thrusters, winches, etc.
The winch often causes confusion. An AHV owner demonstrates maximum
pulling capacity at the bare drum during the maiden trip, but a contractor
requires high winch output when the drum is 70 to 100% wound with wire
under working conditions. It is also possible that an owner limits the
pressure of the hydraulic system below factory limits, to reduce winch wear
and repair costs.
The dynamic capacity of the winch brake is particul-arly important when a
long heavy chain must be deployed. Hydraulically and electrically braked
drums are more efficient than band brakes.
For handling chain, many supply vessels have chain lockers below decks and
a wildcat above the chain locker.
To ensure easy handling of chain and wire, simple, well-constructed tools
are necessary. An experienced crew will also make the handling easier.
These specialised anchor handling vessels
(AHVs) now have:
• A large deck space.
• Powerful winches, with auxiliary winches to reel
extra wires.
• Large chain lockers, for storage of the chain.
• Large wire storage capacity.
• An adapted seaworthy design and very
manoeuvrable with bow and stern thrusters.
Some even with a dynamic positioning system.
• Space for drilling mud and fuel tanks for
supply to drilling rigs.
• Small auxiliary cranes.
• One or two sets of towing pins and shark jaws.
• A stern roller that sometimes consists of
two individually rotating drums.
table P
4
Product data
Introduction
118
Product Data
In this editon of the vryhof anchor manual, we have given the reader as
much information and data as we imagined would normally be needed.
Undoubtedly some is missing. This can be vryhof-specific or general
information. Vryhof-specific, information can be related to brochures,
detailed handling recommendations and product data. This can be
obtained on request, while general information will also be provided if
available.
To make the next edition of the anchor manual suit the requirements of the
reader even better than this one, your suggestions of comments are much
appreciated.
Dimensions
119
Dimensions of vryhof anchor types
B D
C
A
Stevin Mk3
Dimensions
120
Dimensions of vryhof anchor types
S
E
L
K
Stevin Mk3
Main dimensions Stevin Mk3 dimensions in mm anchor weight in kg
weight
1000
1500
3000
5000
7000
9000
12000
15000
20000
30000
A
B
C
D
E
K
L
S
2429
2654
1559
2023
737
1010
412
60
2774
3038
1785
2316
843
1156
471
65
3493
3828
2249
2918
1063
1456
594
80
4120
4538
2667
3460
1260
1727
704
80
4602
5077
2983
3871
1409
1932
788
90
5012
5521
3244
4209
1533
2100
857
100
5516
6076
3570
4632
1687
2312
943
110
5942
6545
3846
4990
1817
2490
1016
120
6372
6986
4100
5324
2048
2674
1083
160
7289
7997
4694
6094
2345
3061
1240
180
Note: The dimensions of the Stevin Mk3 anchor may be changed for specific applications
Dimensions
121
Main dimensions of vryhof anchor types
B
H
C
A
Stevpris Mk5
Dimensions
122
Main dimensions of vryhof anchor types
S
E
sand
T
F
mud
Stevpris Mk5
Main dimensions Stevpris Mk5 dimensions in mm anchor weight in kg
weight
1500
3000
5000
8000
10000
12000
15000
18000
20000
22000
25000
30000
65000
A
B
C
E
F
H
T
S
2954
3184
1812
1505
271
1230
493
80
3721
4011
2283
1896
342
1550
622
90
4412
4756
2707
2248
406
1837
738
110
5161
5563
3166
2629
474
2149
862
130
5559
5992
3410
2832
511
2315
929
140
5908
6368
3624
3010
543
2460
988
150
6364
6860
3904
3242
585
2650
1064
170
6763
7290
4149
3446
622
2816
1131
180
7004
7550
4297
3569
644
2917
1171
190
7230
7794
4436
3684
665
3011
1209
200
7545
8133
4629
3844
694
3142
1262
200
8018
8643
4919
4085
737
3339
1341
220
10375
11184
6365
5286
954
4321
1736
300
Note: The dimensions of the Stevpris Mk5 anchor may be changed for specific applications
Dimensions
123
Transport dimensions of vryhof anchor types
U
W
V
W
Stevpris Mk5
Dimensions
124
Transport dimensions of vryhof anchor types
H
F
C
D
T
B
T
Stevpris Mk5
Transport dimensions Stevpris Mk5 dimensions in mm weight in kg
weight
anchor
fluke
shank
B
C
D
H
T
U
V
W
1500
600
900
3184
1812
2367
1232
494
3294
1221
984
3000
1300
1700
3999
2283
2969
1538
623
4141
1526
1240
5000
2100
2900
4750
2707
3529
1831
739
4913
1817
1470
8000
3400
4600
5550
3166
4122
2140
864
5747
2120
1719
10000
4300
5700
5980
3411
4442
2301
930
6190
2285
1852
12000
5200
6800
6348
3625
4714
2443
989
6578
2422
1968
15000
6400
8600
6848
3904
5087
2642
1065
7090
2618
2120
18000
7700
10300
7278
4149
5407
2808
1132
7533
2783
2253
Note: The dimensions of the Stevshark Mk5 anchor may be changed for specific applications
20000
8600
11400
7547
4297
5609
2920
1172
7806
2891
2334
22000 25000 30000
9400
10700 12900
12600 14300 1 7100
7799
8123
8650
4436
4629
4919
5799
6035
6431
3016
3135
3345
1210
1263
1342
8060
8406
8936
2994
3108
3321
2409
2514
2671
65000
27900
37100
11193
6365
8322
4328
1737
11563
4297
3456
Dimensions
125
Main dimensions of vryhof anchor types
H
B
C
Stevspris Mk6
Dimensions
126
Main dimensions of vryhof anchor types
S
E
sand
midd
le
F
mu
d
A
Stevspris Mk6
Main dimensions Stevspris Mk6 dimensions in mm anchor weight in kg
weight
1500
3000
5000
8000
10000
12000
15000
18000
20000
22000
25000
30000
A
B
C
E
F
H
S
2797
3059
1981
1321
641
1170
65
3523
3870
2495
1664
808
1490
80
4178
4602
2958
1973
958
1781
100
4886
5390
3460
2308
1120
2090
120
5263
5807
3728
2486
1206
2253
130
5593
6171
3961
2642
1282
2394
140
6025
6679
4267
2846
1381
2610
160
6402
7101
4534
3024
1468
2777
170
6631
7368
4696
3132
1520
2890
180
6845
7625
4848
3234
1569
3002
190
7143
7962
5059
3374
1637
3138
200
7591
8451
5376
3586
1740
3324
210
Note: The dimensions of the Stevspris Mk6 anchor may be changed for specific applications
Dimensions
127
Transport dimensions of vryhof anchor types
W
U
Stevspris Mk6
Transport dimensions Stevspris Mk6 dimensions in m anchor weight in kg
weight
1500
3000
5000
8000
10000
12000
15000
18000
20000
22000
25000
30000
B
Ct
Cs
H
Tt
Ts
U
V
W
3.06
1.98
1.96
1.17
0.78
0.70
2.79
1.21
0.99
3.87
2.49
2.47
1.49
0.98
0.88
3.52
1.54
1.25
4.60
2.95
2.93
1.78
1.16
1.04
4.17
1.83
1.48
5.39
3.45
3.43
2.09
1.36
1.22
4.88
2.15
1.73
5.81
3.72
3.69
2.25
1.46
1.31
5.26
2.32
1.86
6.17
3.95
3.92
2.39
1.55
1.39
5.59
2.46
1.98
6.68
4.26
4.23
2.61
1.68
1.50
6.02
2.69
2.13
7.10
4.52
4.49
2.78
1.78
1.59
6.40
2.86
2.27
7.37
4.69
4.65
2.89
1.84
1.65
6.62
2.97
2.35
7.63
4.84
4.80
3.00
1.90
1.70
6.84
3.09
2.42
7.96
5.05
5.01
3.14
1.99
1.78
7.14
3.23
2.53
8.45
5.36
5.32
3.32
2.11
1.89
7.58
3.42
2.69
Note: The dimensions of the Stevspris Mk6 anchor may be changed for specific applications
Dimensions
128
Transport dimensions of vryhof anchor types
H
H
B
B
truck
Ct
sh ip
Tt
Ts
Cs
Stevspris Mk6
Dimensions
129
H
B
C
A
Stevshark Mk5
Dimensions
130
S
E
sand
T
F
mud
Main dimensions Stevshark Mk5 dimensions in mm anchor weight in kg
weight
1500
3000
5000
8000
10000
12000
15000
18000
20000
22000
25000
30000
65000
A
B
C
E
F
H
T
S
2862
3085
1755
1458
263
1192
478
80
3605
3886
2212
1837
332
1502
603
90
4275
4608
2622
2178
393
1780
715
110
4999
5389
3067
2547
460
2082
836
130
5385
5805
3304
2743
495
2243
900
140
5723
6169
3511
2915
526
2383
957
150
6165
6645
3782
3140
567
2567
1031
160
6551
7062
4019
3337
602
2728
1095
170
6785
7314
4163
3457
624
2826
1135
180
7004
7550
4297
3568
644
2917
1171
190
7309
7879
4484
3723
672
3044
1222
200
7767
8373
4765
3957
714
3235
1299
210
10051
10834
6166
5120
924
4186
1681
300
Note: The dimensions of the Stevshark Mk5 anchor may be changed for specific applications
Dimensions
131
Dimensions of vryhof anchor types
B D
H
T
C
Stevmanta VLA - permanent
Dimensions
132
Dimensions of vryhof anchor types
E1
T
E0
F
Stevmanta VLA - permanent
Main dimensions Stevmanta VLA dimensions in mm area in m2
area
5
8
10
12
15
17
20
B
C
D
E0
E1
F
H
T
3143
2976
1945
3075
3371
172
1459
639
3975
3765
2460
3890
4264
217
1845
809
4445
4209
2750
4349
4767
243
2063
904
4869
4611
3013
4764
5222
266
2260
991
5443
5155
3368
5326
5839
298
2527
1107
5795
5488
3586
5670
6216
317
2690
1179
6286
5953
3890
6150
6742
344
2918
1279
Note: The dimensions of the Stevmanta VLA anchor may be changed for specific applications
Dimensions
133
Dimensions of vryhof anchor types
B D
H
C
Stevmanta VLA - MODU
Dimensions
134
Dimensions of vryhof anchor types
E1
T
E0
F
Stevmanta VLA - MODU
Main dimensions Stevmanta VLA dimensions in mm area in m2
area
5
8
10
12
15
17
20
B
C
D
E0
E1
F
H
T
3143
2976
1945
3075
3371
172
1459
639
3975
3765
2460
3890
4264
217
1845
809
4445
4209
2750
4349
4767
243
2063
904
4869
4611
3013
4764
5222
266
2260
991
5443
5155
3368
5326
5839
298
2527
1107
5795
5488
3586
5670
6216
317
2690
1179
6286
5953
3890
6150
6742
344
2918
1279
Note: The dimensions of the Stevmanta VLA anchor may be changed for specific applications
Dimensions other anchor types
135
A
A
D
D
B
C
C
B
Flipper Delta
weight
lb.
kg
2205
1000
5512
2500
11023
5000
16535
7500
22046
10000
26455
12000
33069
15000
44092
20000
71650
32500
88185
40000
A
mm
2605
3150
3945
4565
5040
5335
5735
6405
7320
7850
B
mm
1960
2660
3300
3850
4270
4530
4845
5410
6200
6650
C
mm
740
1005
1260
1435
1600
1705
1830
2010
2310
2480
D
mm
1560
2130
2660
3080
3400
3600
3875
4320
4930
5290
Danforth
weight
lb.
kg
1000
454
2500
1134
5000
2268
10000
4536
12000
5443
14000
6350
16000
7257
20000
9072
25000
11340
30000
13608
A
mm
1830
2260
2780
3510
3730
3920
4100
4370
4710
5000
B
mm
1580
2140
2700
3330
3540
3720
4000
4150
4470
4750
C
mm
410
560
710
890
945
995
1040
1110
1195
1270
D
mm
1100
1350
1650
2100
2240
2360
2470
2620
2820
3000
Dimensions other anchor types
136
A
A
D
D
C
LWT
weight
lb.
1000
5000
10000
15000
20000
25000
30000
35000
40000
60000
kg
454
2268
4536
6804
9072
11340
13608
15876
18144
27216
C
B
B
A
mm
1905
2997
3658
3988
4394
4851
5029
5283
5537
6350
B
mm
1803
2845
3480
3791
4166
4521
4801
5055
6096
7061
C
mm
622
984
1245
1362
1499
1708
1715
1803
1905
2184
D
mm
1168
1829
2235
2438
2692
2946
3073
3226
3327
3810
Moorfast
weight
lb.
kg
1000
454
6000
2722
10000
4536
12000
5443
16000
7257
20000
9072
30000
13608
40000
18144
50000
22680
60000
27216
A
mm
1549
2565
3327
3531
3886
4166
4801
5436
5639
5893
B
mm
1905
3632
3988
4242
4750
4978
5512
6299
6528
6883
C
mm
483
787
1041
1092
1219
1295
1499
1600
1676
1778
D
mm
940
1549
2032
2159
2388
2591
2997
3226
3353
3556
Dimensions other anchor types
137
A
A
D
D
B
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
AC14
weight
lb.
kg.
2844
1290
4630
2100
6746
3060
12368
5610
18298
8300
23149
10500
29762
13500
41447
18800
44092
20000
50706
23000
A
mm
2025
2382
2700
3305
3793
4073
4429
4946
5049
5290
B
mm
1568
1844
2091
2559
2916
3154
3249
3829
3909
4095
C
mm
470
553
627
768
875
946
1029
1149
1173
1229
D
mm
1067
1255
1423
1741
1984
2146
2333
2606
2660
2787
Dimensions other anchor types
A
D
B
US Navy Stockless
weight
lb.
kg
1000
454
5000
2268
10000
4536
15000
6804
20000
9072
25000
11340
30000
13608
35000
15876
40000
18144
60000
27216
C
A
mm
1072
1854
2337
2680
2946
3175
3372
3550
3708
4775
B
mm
841
1437
1810
2089
2280
2456
2608
2743
2872
3194
C
mm
521
889
1121
1295
1413
1522
1616
1703
1778
2218
D
mm
772
1319
1661
1861
2094
2256
2394
2523
2619
3375
138
Proof load test
139
Proof load test for HHP anchors (US units)
anchor
weight
lbs
proof
load
kips
anchor
weight
lbs
proof
load
kips
anchor
weight
lbs
proof
load
kips
100
125
150
175
200
250
300
350
400
450
500
550
600
650
700
750
800
850
900
950
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
6.2
7.3
8.2
9.1
9.9
11.5
12.9
14.2
15.5
16.7
18.1
19.2
20.5
21.7
23
24.3
25.5
26.6
27.8
28.9
29.8
32.1
34.5
36.8
39.1
41.3
43.5
45.8
48.2
50.3
52.3
54.5
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
7000
7100
7200
92.5
94.2
95.9
97.5
99.1
100.7
102.3
103.9
105.5
107
108.5
110
111.4
112.9
114.4
115.9
117.4
118.7
120
121.4
122.7
124.1
125.4
126.8
128.2
129.5
130.8
132
133.2
134.4
135.7
136.9
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
33000
34000
35000
36000
37000
38000
39000
40000
42000
165.8
174.5
184.8
194.7
205.2
214.3
222.9
230.9
239
245
250.4
256.7
263.5
270.9
277.2
282.8
289.2
296.7
304.9
312.3
318.9
326.9
333.7
341.2
348
354.8
361.6
368.4
375.2
382
388.8
400.6
Proof load test
140
Proof load test for HHP anchors (US units)
anchor
weight
lbs
proof
load
kips
anchor
weight
lbs
proof
load
kips
anchor
weight
lbs
proof
load
kips
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
56.6
58.6
60.8
62.8
64.8
66.8
68.8
70.7
72.6
74.5
76.4
78.3
80.1
81.9
83.7
85.5
87.2
89
90.7
7300
7400
7500
7600
7700
7800
7900
8000
8100
8200
8300
8400
8500
8600
8700
8800
8900
9000
9500
138.1
139.3
140.6
141.6
142.7
143.7
144.7
145.7
146.8
147.9
149
150
151.1
152.2
153.2
154.3
155.2
156.2
161.1
44000
46000
48000
50000
52000
54000
56000
58000
60000
62000
64000
66000
68000
70000
75000
80000
82500
411.5
425.1
437
449.1
460.4
472
484.3
496.5
508.4
519.3
530.2
541
551.9
562.8
590
617
630
Proof load test
141
Proof load test for HHP anchors (SI units)
anchor
weight
kg
proof
load
kN
anchor
weight
kg
proof
load
kN
anchor
weight
kg
proof
load
kN
50
55
60
65
70
75
80
90
100
120
140
160
180
200
225
250
275
300
325
350
375
400
425
450
475
500
550
600
650
700
750
800
29.7
31.7
34
35.3
37
39
40.7
44
47.3
53
58.3
63.7
68.4
73.3
80
85.7
91.7
98
104.3
110.3
116
122
127.3
132
137.3
143
155
166
177.3
188
199
210.7
2000
2100
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
434.3
450
466
480.7
495
509.7
524.3
537
550.3
563.7
577
589
601
613
625
635.7
645
655.7
666.3
677
687
696.3
706
715.7
725.7
735
742.3
751.7
760
769
777
786
7000
7200
7400
7600
7800
8000
8200
8400
8600
8800
9000
9200
9400
9600
9800
10000
10500
11000
11500
12000
12500
13000
13500
14000
14500
15000
15500
16000
16500
17000
17500
18000
970.3
987
1002
1018
1034
1050
1066
1078
1088.7
1099.3
1110
1120.7
1132
1148
1162.7
1173.3
1210
1240
1266.7
1300
1340
1380
1410
1450
1483.3
1520
1553.3
1586.7
1620
1653.3
1686.7
1720
Proof load test
142
Proof load test for HHP anchors (SI units)
anchor
weight
kg
proof
load
kN
anchor
weight
kg
proof
load
kN
anchor
weight
kg
proof
load
kN
850
900
950
1000
1050
1100
1150
1200
1250
1300
1350
1400
1450
1500
1600
1700
1800
1900
221.3
231
241.7
252.3
262
272.7
282.7
292
302
311.7
321
330.3
339.7
349
366.7
384
401
418.3
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
797.3
808.7
818
827.3
836.3
845
855.7
866.3
877
887
897.3
908
917.3
926.7
936
944.7
953
961
18500
19000
19500
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
34000
36000
1753.3
1780
1800
1833.3
1900
1956.7
2016.7
2070
2130
2190
2250
2303.3
2356.7
2410
2463.3
2516.7
2623.3
2730
Dimensions vryhof tensioners
143
H
B
L
Main dimensions Stevtensioner dimensions in m. weight in t
Stevtensioner model
VA220
VA500
L
2.6
5.4
B
1.0
2.4
H
1.2
2.6
weight
5
20
Dimensions vryhof tensioners
144
H
L
B
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
145
Proof load/break load of chains (in US units)
diameter
Proof load
R4-RQ4
inches
3
/4
13
/16
1
1 1/8
1 1/4
1 3/8
1 1/2
1 5/8
1 3/4
1 7/8
2
2 1/16
2 1/8
2 3/16
2 1/4
2 5/16
2 3/8
2 1/2
2 5/8
2 11/16
2 3/4
2 7/8
3
3 1/16
3 1/8
3 3/16
3 1/4
3 5/16
3 3/8
3 1/2
3 9/16
3 5/8
3 3/4
3 13/16
3 7/8
3 15/16
4
4 1/8
4 1/4
R3S
Break load
R3
stud
studless
stud
studless
kips
75
88
131
165
203
244
289
337
388
443
500
531
561
593
625
658
692
762
835
872
910
988
1069
1110
1152
1194
1237
1281
1325
1416
1462
1508
1603
1651
1699
1749
1798
1899
2001
kips
66
77
116
146
179
216
255
298
343
391
443
469
496
524
553
582
612
674
738
771
805
874
945
982
1019
1056
1094
1133
1172
1252
1292
1334
1417
1460
1503
1546
1590
1679
1770
kips
62
73
110
138
169
203
241
281
323
369
417
442
468
494
521
549
577
635
696
727
758
823
891
925
960
995
1031
1068
1105
1180
1218
1257
1336
1376
1416
1457
1498
1582
1668
kips
60
71
106
133
163
197
233
271
313
357
403
427
452
478
504
530
558
614
672
702
733
796
861
894
928
962
997
1032
1068
1140
1177
1215
1291
1330
1369
1409
1448
1529
1612
RQ3-API
stud
stud
studless studless
kips
kips
54
49
63
57
95
85
119
107
147
132
176
158
208
187
243
218
280
252
320
287
361
324
383
344
405
364
428
384
452
405
476
427
500
449
550
494
603
541
630
565
657
590
714
640
772
693
802
719
832
747
863
774
894
802
925
830
957
859
1022
918
1056
947
1089
977
1158
1039
1192
1070
1227
1101
1263
1133
1299
1165
1371
1231
1445
1297
R4-RQ4
R3S
R3
Weight
RQ3-API
stud and studlless
kips
95
111
167
210
257
310
366
427
492
562
635
673
712
752
793
835
878
967
1059
1106
1154
1253
1356
1408
1461
1515
1570
1625
1681
1796
1854
1913
2033
2094
2156
2218
2281
2409
2538
kips
86
101
152
191
234
281
333
388
447
510
577
612
647
684
721
759
798
878
962
1005
1049
1139
1232
1280
1328
1377
1427
1477
1528
1632
1685
1739
1848
1903
1959
2016
2073
2189
2307
kips
77
90
136
171
210
252
298
348
401
457
517
548
580
612
646
680
715
787
862
900
940
1020
1103
1146
1189
1233
1278
1323
1368
1462
1509
1557
1655
1704
1754
1805
1856
1960
2066
kips
73
86
128
162
198
238
282
329
379
432
489
518
548
579
611
643
676
744
815
852
889
965
1044
1084
1125
1167
1209
1251
1295
1383
1428
1473
1566
1613
1660
1708
1756
1855
1955
stud
studless
lbs/ft
5
6
10
12
15
18
21
25
29
33
38
40
43
45
48
51
54
59
65
69
72
79
86
89
93
97
100
104
108
116
121
125
134
138
143
147
152
162
172
lbs/ft
5
6
9
11
14
16
20
23
27
31
35
37
39
42
44
46
49
54
60
63
66
72
78
81
85
88
92
95
99
106
110
114
122
126
130
135
139
148
157
Proof load/break
146
Proof load/break load of chains (in US units)
diameter
Proof load
R4-RQ4
inches
4 3/8
4 1/2
4 5/8
4 3/4
4 7/8
5
5 1/8
5 1/4
5 3/8
5 1/2
5 5/8
5 3/4
5 7/8
6
6 1/8
6 1/4
6 3/8
6 1/2
6 5/8
6 3/4
6 7/8
7
7 1/8
7 1/4
R3S
Break load
R3
stud
studless
stud
studless
kips
2105
2211
2319
2428
2538
2650
2764
2878
2994
3111
3228
3347
3467
3587
3709
3830
3953
4076
4199
4323
4447
4571
4695
4820
kips
1862
1955
2050
2147
2245
2344
2444
2545
2647
2751
2855
2960
3066
3172
3279
3387
3495
3604
3713
3822
3932
4042
4152
4262
kips
1754
1843
1932
2023
2115
2209
2303
2398
2495
2592
2690
2789
2889
2989
3090
3192
3294
3396
3499
3602
3706
3809
3913
4016
kips
1696
1781
1868
1956
2045
2135
2226
2319
2412
2506
2601
2696
2793
2890
2987
3086
3184
3283
3383
3482
3582
3682
3782
3882
RQ3-API
stud
stud
studless studless
kips
kips
1521
1365
1597
1433
1675
1503
1753
1574
1833
1645
1914
1718
1996
1791
2079
1865
2162
1940
2247
2016
2332
2093
2417
2170
2504
2247
2591
2325
2678
2404
2766
2483
2855
2562
2944
2642
3033
2722
3122
2802
3211
2882
3301
2963
3391
3043
3481
3124
R4-RQ4
R3S
R3
Weight
RQ3-API
stud and studlless
kips
2671
2805
2941
3080
3220
3362
3506
3651
3798
3946
4095
4246
4398
4551
4704
4859
5014
5170
5327
5483
5641
5798
5956
6114
kips
2427
2549
2673
2799
2926
3055
3186
3318
3451
3586
3722
3859
3997
4135
4275
4416
4557
4698
4841
4983
5126
5269
5412
5556
kips
2174
2283
2394
2507
2621
2736
2853
2971
3091
3211
3333
3456
3579
3704
3829
3954
4081
4208
4335
4463
4591
4719
4847
4976
kips
2057
2160
2265
2372
2480
2589
2700
2812
2925
3039
3154
3270
3387
3504
3623
3742
3861
3981
4102
4223
4344
4465
4586
4708
stud
studless
lbs/ft
182
192
203
214
226
238
250
262
274
287
301
314
328
342
356
371
386
401
417
433
449
466
482
500
lbs/ft
166
176
186
196
206
217
228
239
251
262
275
287
299
312
325
339
353
367
381
395
410
425
440
456
Proof load/break
147
Proof load/break load of chains (in SI units)
diameter
Proof load
R4-RQ4
mm
19
20.5
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
73
76
78
81
84
87
90
92
95
97
100
102
R3S
Break load
R3
stud
studless
stud
studless
kN
331
385
442
524
612
707
809
917
1031
1151
1278
1410
1548
1693
1843
1999
2160
2327
2499
2677
2860
3048
3242
3440
3643
3851
4064
4392
4731
4962
5317
5682
6056
6439
6699
7096
7365
7776
8054
kN
293
340
390
463
541
625
715
811
911
1018
1130
1247
1369
1497
1630
1767
1910
2058
2210
2367
2529
2695
2866
3042
3221
3406
3594
3884
4183
4388
4702
5024
5355
5693
5923
6275
6513
6876
7122
kN
276
320
368
436
510
589
674
764
859
959
1065
1175
1290
1411
1536
1666
1800
1939
2083
2231
2383
2540
2701
2867
3036
3209
3387
3660
3942
4135
4431
4735
5046
5365
5582
5913
6138
6480
6712
kN
267
310
356
422
493
570
651
738
830
927
1029
1136
1247
1364
1485
1610
1740
1874
2013
2156
2304
2455
2611
2771
2935
3102
3274
3538
3811
3997
4283
4577
4878
5187
5396
5716
5933
6264
6488
RQ3-API
R4-RQ4
R3S
R3
studstudstud and studlless
studless studless
kN
kN
kN
kN
kN
239
215
420
382
342
278
249
488
443
397
319
286
560
509
456
378
339
664
604
541
442
397
776
706
632
511
458
897
815
730
584
524
1026
932
835
662
594
1163
1057
946
744
668
1308
1188
1064
831
746
1460
1327
1188
923
828
1621
1473
1319
1018
914
1789
1625
1456
1118
1004
1964
1785
1599
1223
1097
2147
1951
1748
1331
1194
2338
2124
1903
1443
1295
2535
2304
2063
1560
1400
2740
2490
2230
1681
1508
2952
2682
2402
1805
1620
3170
2881
2580
1933
1735
3396
3086
2764
2066
1854
3628
3297
2953
2201
1976
3867
3514
3147
2341
2101
4112
3737
3347
2484
2230
4364
3965
3551
2631
2361
4621
4200
3761
2782
2496
4885
4440
3976
2935
2634
5156
4685
4196
3172
2847
5572
5064
4535
3417
3066
6001
5454
4884
3584
3216
6295
5720
5123
3840
3446
6745
6130
5490
4104
3683
7208
6550
5866
4374
3925
7682
6981
6252
4650
4173
8167
7422
6647
4838
4342
8497
7722
6916
5125
4599
9001
8180
7326
5319
4774
9343
8490
7604
5616
5040
9864
8964
8028
5817
5220 10217
9285
8315
Weight
RQ3-API
kN
324
376
431
511
598
691
790
895
1007
1124
1248
1377
1513
1654
1800
1952
2110
2273
2441
2615
2794
2978
3166
3360
3559
3762
3970
4291
4621
4847
5194
5550
5916
6289
6544
6932
7195
7596
7868
stud
studless
kg/m
8
9
11
13
15
17
20
22
25
28
32
35
39
42
46
50
55
59
64
69
74
79
84
90
95
101
107
117
126
133
144
155
166
177
185
198
206
219
228
kg/m
7
8
10
12
14
16
18
20
23
26
29
32
35
39
42
46
50
54
58
63
67
72
77
82
87
92
98
107
116
122
131
141
151
162
169
181
188
200
208
Proof load/break
148
Proof load/break load of chains (in SI units)
diameter
Proof load
R4-RQ4
mm
105
107
111
114
117
120
122
124
127
130
132
137
142
147
152
157
162
165
168
171
175
178
180
185
R3S
stud
studless
stud
studless
kN
8478
8764
9347
9791
10242
10700
11008
11319
11789
12265
12585
13395
14216
15048
15890
16739
17596
18112
18631
19150
19845
20367
20715
21586
kN
7497
7750
8265
8658
9057
9461
9734
10009
10425
10846
11129
11844
12571
13306
14051
14802
15559
16016
16474
16934
17548
18010
18318
19088
kN
7065
7304
7789
8159
8535
8916
9173
9432
9824
10221
10488
11162
11847
12540
13241
13949
14663
15094
15525
15959
16538
16972
17263
17989
kN
6829
7060
7529
7887
8251
8619
8868
9118
9497
9880
10138
10790
11452
12122
12800
13484
14174
14590
15008
15427
15986
16407
16687
17389
Break load
R3
RQ3-API
R4-RQ4
R3S
studstudstud and
studless studless
kN
kN
kN
kN
6123
5495 10754
9773
6330
5681 11118 10103
6750
6058 11856 10775
7071
6346 12420 11287
7397
6639 12993 11807
7728
6935 13573 12334
7950
7135 13964 12690
8175
7336 14358 13048
8515
7641 14955 13591
8858
7950 15559 14139
9089
8157 15965 14508
9674
8682 16992 15441
10267
9214 18033 16388
10868
9753 19089 17347
11476
10299 20156 18317
12089
10850 21234 19297
12708
11405 22320 20284
13081
11739 22976 20879
13455
12075 23633 21477
13831
12412 24292 22076
14333
12863 25174 22877
14709
13201 25836 23479
14961
13427 26278 23880
15590
13991 27383 24884
R3
Weight
RQ3-API
studlless
kN
8753
9048
9650
10109
10574
11047
11365
11686
12171
12663
12993
13829
14677
15536
16405
17282
18166
18699
19234
19771
20488
21027
21387
22286
kN
8282
8561
9130
9565
10005
10452
10753
11057
11516
11981
12294
13085
13887
14700
15522
16352
17188
17693
18199
18707
19386
19896
20236
21087
stud
studless
kg/m
241
251
270
285
300
315
326
337
353
370
382
411
442
473
506
540
575
596
618
640
671
694
710
750
kg/m
221
229
246
260
274
288
298
308
323
338
348
375
403
432
462
493
525
545
564
585
613
634
648
685
Chain components
149
4D
Chain components and forerunners
3.6D
A
D
VA-01
4.4D
F
C
B
A
E
A
A
A
A
3.96D
A
B
1.1D
VA-02
4.35D
F
C
B
H
B
A
E
A
A
A
4D
1.2D
VA-03
PL
A
A
A
B
A
H
A
B
A
A
A
E
A
A
A
A
A
A
C
Chain components
150
Chain components
forerunners
A and
A A
A
A
A
A
A
4D
4.2D
A
E
1.52D
D
VA-04
C
PL
A
B
H
B
A
E
A
A
B
A
D
PL
E
A
VA-05
650 mm
K
C
B
A
E
A
A
A
A
A
390 mm
95 mm
VA-06
K
C
B
H
B
A
E
A
A
A
K
Chain components
151
Chain components and forerunners
6.3D
3.8D
4.7D
13.2D
9.7D
4.15D
H
3.3D
1.2D
1.2D 3.8D
I
5.15D
2.2D
1.45D 4D
1.7D 2.2D
3.4D
0.8D
1.4D 4D
1.65D 1.35D
8D
7.1D
G
1.6D
1.2D 2.8D
1.3D
A =
B =
C =
E =
F =
G =
PL =
H =
I =
K =
common link
enlarged link
end link
joining shackle kenter type
anchor shackle D type
joining shackle D type
pear link
swivel
swivel shackle
special end link
4.6D
1.8D
2.4D 5.2D
8.7D
1.4D
F
1.8D
1.4D 3.1D
Connecting links
152
C
F
H
G
K
J
D
B
E
A
Pear shaped anchor connecting link (pearlink) dimensions in mm
NO
chain size
4
5
6
7
8
9
10
11
32
42
52
62
81
94
97
103
- 40
- 51
- 60
- 79
- 92
- 95
- 102
- 108
A
B
C
D
E
F
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
G
H
44x 44
56
51x 60
74
62x 73
88
85x 79
111
111x 102 130x133
124x 137 141
130
181
156
200
J
K
kg
26
32
37
48
54
57
73
76
43
52
64
76
79
83
108
111
13
27
49
94
149
236
386
418
Connecting links
D
153
C
E
F
E
B
G
A
Detachable chain connecting link (C-connector) dimensions in mm
chain size
A
B
C
D
E
F
G
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
154
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
2
square inches in
square feet ft
nautical miles nmile
millimetres mm
metres m
kilometres km
kilometres km
0.00155
square inches in2
10.76391
square feet ft2
0.38610
square miles mi2
0.09290
2
square millimetres mm2
square metres m2
square miles mi
2.58999
millilitres ml
0.06102
cubic inches in3
2
litres l
square kilometres km2
0.26417
gallons (US) gal
cubic metres m3
35.31467
cubic feet ft3
cubic inches in
16.38706
millilitres ml
3
gallons (US) gal
3.78541
cubic feet ft3
0.02832
kilograms kg
2.20462
metric tons t
1.10231
pounds lb
0.45359
short tons US ton
density
1.852
645.16
2
mass
miles mi
feet ft
square metres m2
volume
feet ft
0.62137
25.4
nautical miles nmile
area
inches in
3.28084
0.53996
inches in
to obtain
kilograms per cubic metre kg/m3
pounds per cubic foot lb/ft
3
0.90718
0.06243
16.01846
litres l
cubic metres m3
pounds lb
short tons US ton
kilograms kg
metric tons t
pounds per cubic foot lb/ft3
kilograms per cubic metre kg/m3
Conversion table
155
to convert from
force or weight
0.22481
kilonewtons kN
0.10197
metric tons t
2.20462
kips kip
4.44822
kilonewtons kN
9.80665
kilonewtons kN
metric tons t
velocity
kips kip
metric tons t
kips kip
0.45359
kilopascals kPa
20.88555
pounds per square foot psf
metric tons t
megapascals MPa
0.14504
kips per square inch ksi
pounds per square foot psf
0.04788
kilopascals kPa
kips per square inch ksi
6.89472
megapascals MPa
metres per second m/s
1.94384
metres per second m/s
2.23694
knots kn
miles per hour mph
temperature
to obtain
kilonewtons kN
kips kip
pressure or stress
multiply by
degrees celsius ˚C
degrees fahrenheit ˚F
knots kn
miles per hour mph
0.51444
metres per second m/s
0.44704
metres per second m/s
multiply by 1.8 then add 32
subtract 32 then multiply by 0.555
degrees fahrenheit ˚F
degrees celsius ˚C
Mooring line catenary
156
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
s
d
v
j
fig. 4-01
S=
√dx
{
}
2xF
-d
W
with d : the waterdepth plus the distance between sealevel and the
fairlead in [m]
F
: the force applied to the mooring line at the fairlead in [t]
and w : the unit weight of the mooring line in water in [t/m]
length S and X in meters
1600
1200
800
400
0
0
100
200
300
400
500
depth in meters
The horizontal distance (X in [m]) between the fairlead and the touchdown
point of the mooring line on the seabed can be calculated with:
{ }
{ }
F
X = w -d xe log
S + F
w
F d
w -
The weight of the suspended chain (V in [t]) is given by:
V=wxS
See fig. 4-01 for a clarification of the symbols used. The angle is the angle
between the mooring line at the fairlead and the horizontal.
fig. 4-02
S, F = 50 t
S, F = 100 t
S, F = 150 t
S, F = 200 t
S, F = 100 t
S, F = 300 t
X, F = 50 t
X, F = 100 t
X, F = 150 t
X, F = 200 t
X, F = 250 t
X, F = 300 t
157
Example
In fig. 4-02, the suspended length S and the horizontal distance X are plotted for a 76 mm chain for different loads F (ranging from 50 t to 300 t). The
suspended weight of the mooring line is plotted in fig. 4-03. The submerged
unit weight of the 76 mm chain is 0.110 t/m.
180
weight catenary chain in t
Mooring line catenary
140
100
60
20
0
0
100
200
300
400
500
depth in meters
fig. 4-03
F = 50 t
F = 100 t
F = 250 t
F = 300 t
F = 150 t
F = 200 t
Mooring line holding capacity
158
Mooring line holding capacity on the seabed
The holding capacity (P) in [t] of the part of the mooring line that is laying
on the seabed, can be estimated with the following equation:
P=fxlxw
with
f
: friction coefficient between the mooring line and the seabed
l
: the length of the mooring line laying on the seabed in [m]
w
: the unit weight of the mooring line in water in [t/m]
If no detailed information on the friction coefficient is available, the
following values can be used:
mooring line type
chain
wire rope
friction coefficient
starting sliding
1.0
0.7
0.6
0.25
The values for the friction coefficient given under starting can be used to
calculate the holding capacity of the mooring line, while the values given
under sliding can be used to calculate the forces during deployment of the
mooring line.
Shackles
159
A
A
O
D
B
B
C
Chain shackle
D
E
C
Anchor shackle
E
Shackles
160
Chain shackle and anchor shackle
According to U.S. federal specification (RR-C-271) dimensions in mm
SWL t
A
B
C
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
E
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
161
A
D
G
B
C
F
E
Heavy duty shackle double nut dimensions in mm
SWL t
60
85
110
130
175
225
rope dia
inch
12-13”
14-15”
16-18”
19-21”
22-23”
24”->
A
B
C
D
E
F
G
weight
kg
65
80
90
100
125
130
76
90
102
114
133
146
175
220
254
280
300
333
350
390
430
480
600
720
165
178
210
235
265
305
305
380
434
480
550
593
535.5
604
676
754.5
924
1075.5
65
87
146
194
354
410
Shackles
162
F
E
D
B
A
C
A
Sling shackle dimensions in mm
SWL t
A
B
C
D
E
F
weight kg
75
125
150
200
250
300
400
500
600
700
800
900
1000
1250
1500
70
85
89
100
110
122
145
160
170
190
200
220
240
260
280
70
80
95
105
120
134
160
180
200
215
230
255
270
300
320
105
130
140
150
170
185
220
250
275
300
325
350
380
430
460
290
365
390
480
540
600
575
630
700
735
750
755
760
930
950
186
220
250
276
300
350
370
450
490
540
554
584
614
644
680
120
150
170
205
240
265
320
340
370
400
420
440
460
530
560
67
110
160
220
320
350
635
803
980
1260
1430
1650
2120
2400
2980
Wire rope
163
Depending on the required service life of the mooring system, the following types of wire rope
are recommended:
Design life
recommended product type
Up to 6 years
Six strand
Up to 8 years
Six strand c/w zinc anodes
Up to 10 years Six strand c/w ‘A’ galvanised outer wires & zinc anodes
10 years plus
Spiral strand
15 years plus
Spiral strand c/w Galfan coated outer wires
20 years plus
Spiral strand c/w HDPE sheathing
The two rope constructions have differing properties. The advantages of each of the rope types
are presented in the following table:
Spiral strand
six strand
Higher strength/weight ratio Higher elasticity
Higher strength/diameter ratio Greater flexibility
Torsionally balanced
Lower axial stiffness
Higher corrosion resistance
Properties of spiral stand wire rope
Nominal
Diameter
mm (inch)
76
82
90
95.5
102
108
114
121.5
127
133
141
146.5
153
(3)
(3.25)
(3.5)
(3.75)
(4)
(4.25)
(4.5)
(4.75)
(5)
(5.25)
(5.5)
(5.75)
(6)
Nominal Weight in kg/m
MBL
kN
Axial Stiffness
MN
Unsheathed
Sheathed
Submerged
nominal weight
kg/m
Nominal
Steel Area
mm2
Sheathing
Thickness
mm
5647
6550
7938
8930
10266
11427
12775
14362
15722
17171
19180
20469
22070
557
627
760
855
982
1093
1222
1353
1481
1599
1799
1940
2110
28.4
33.0
39.9
44.9
51.6
57.5
64.2
72.2
79.1
86.8
97.5
105.1
114.5
30.4
35.1
42.9
48.1
55.3
61.3
68.3
76.5
83.6
91.5
102.4
110.2
119.7
23.8
27.5
33.4
37.5
43.1
48.0
53.6
59.7
66.0
72.4
81.5
87.7
95.5
3377
3917
4747
5341
6139
6834
7640
8589
9403
10314
11609
12515
13616
8
8
10
10
11
11
11
11
11
11
11
11
11
Wire rope
164
Properties of six strand wire rope
Diameter
mm (inch)
64
71
77
83
89
96
102
108
114
121
127
133
140
2.5
2.75
3
3.25
3.50
3.75
4
4.25
4.50
4.75
5
5.25
5.50
MBL
kN
Axial Stiffness
MN
Rope weight
kg/m
Submerged
rope weight
kg/m
Torque
Factor
Nm/kN
3360
3990
4767
5399
6414
6965
7799
8240
9172
10055
11134
11728
12925
189.4
233.0
278.8
319.7
415.2
483.8
573.5
642.1
707.0
775.7
866.6
912.9
1006.1
17.3
20.8
25.7
29.5
35.0
40.5
44.5
49.8
55.3
60.6
67.7
73.8
80.9
15.3
18.3
22.7
26.0
30.9
35.7
39.3
43.9
48.8
53.5
59.8
65.5
71.7
4.7
5.2
5.8
6.3
6.9
7.5
8.1
8.6
9.1
9.7
10.2
10.6
11.2
Note: MBL based on 10 years design life.
Torque factor presented in the last column is an approximate value at 20% applied load.
Higher fatigue resistance
Wire rope
165
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
(σb) 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) / (π x σb 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
σb = maximum bearing pressure N/mm2
The above formula ensures no damage to the sheathing through bending.
In addition to prevent damage to the cable within the sheathing, the minimum bending diameter is 24 times the unsheathed cable diameter., i.e. D >
24 x (d – 2 x t).
Wire rope sockets
166
G
D1
B
A
X
Closed spelter socket dimensions in mm
NO
MBL t
428
430
431
433
440
445
450
650
820
1000
1200
1500
1700
1900
for wire
dia. mm
75 - 84
85 - 94
95 - 104
105 - 114
115 - 130
131 - 144
145 - 160
A
B
D1
F
G
X
360
400
425
500
580
625
700
375
410
450
500
570
630
700
150
175
205
230
260
300
325
350
380
400
500
600
680
725
150
170
200
210
225
240
275
1110
1250
1400
1570
1800
1940
2150
Wire rope sockets
F
E
167
G
C
B
A
D
Closed spelter socket dimensions in mm
NO
201
204
207
212
215
217
219
222
224
226
227
228
229
230
231
233
240
250
260
MBL
Rope diameter
tons
mm
inch
45
70
100
125
150
200
260
280
360
450
480
520
600
700
875
1100
1250
1400
1600
20 - 22
23 - 26
27 - 30
31 - 36
37 - 39
40 - 42
43 - 48
49 - 51
55 - 60
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
108 - 115
122 - 130
140 - 155
158 - 167
/8
1
1 1/8
1 1/4 - 1 3/8
1 1/2
1 5/8
1 3/4 - 1 7/8
2 - 2 1/8
2 1/4 - 2 3/8
1
2 /2 - 2 5/8
2 3/4 - 2 7/8
3 - 3 1/8
3 1/4 - 3 3/8
3 1/2 - 3 5/8
3 3/4 - 4 0/0
4 1/2
5
5 1/2 - 6 0/0
6 1/2
7
A
B
C
D
E
F
G
Weight
kg
101
114
127
139
152
165
190
216
228
248
279
305
330
356
381
450
500
580
675
90
103
116
130
155
171
198
224
247
270
286
298
311
330
356
425
475
550
600
33
36
39
43
51
54
55
62
73
79
79
83
102
102
108
120
120
150
175
24
28
32
38
41
44
51
57
63
73
79
86
92
99
108
125
138
160
175
47
57
63
70
79
82
89
96
108
140
159
171
184
197
216
235
260
300
325
92
104
114
127
136
146
171
193
216
241
273
292
311
330
362
405
515
510
600
38
44
51
57
63
70
76
82
92
102
124
133
146
159
178
190
210
250
300
4
6.5
7.5
11
13
17
24
36.5
50
65
93
110
142
170
225
340
-
Wire rope sockets
C
168
J
D1
B
A
X
Open spelter socket dimensions in mm
NO
MBL t
338
340
344
346
350
370
380
650
820
1000
1200
1500
1700
1900
for wire
dia. mm
75 - 84
85 - 94
95 - 104
105 - 114
115 - 130
131 - 144
145 - 160
A
B
C
D1
J
X
375
410
425
500
580
625
700
298
320
343
500
580
625
700
296
340
362
440
580
625
680
140
152
178
200
250
280
300
159
171
191
200
220
230
250
1050
1170
1300
1570
1800
1940
2150
Wire rope sockets
L2
K J K
169
C
D1
B
L1
A
D
Open spelter socket dimensions in mm
NO
100
104
108
111
115
118
120
125
128
130
132
135
138
140
142
144
146
150
160
170
MBL
Rope diameter
tons
mm
inch
32
45
70
100
125
150
200
260
280
360
450
480
520
600
700
875
1100
1250
1400
1600
17 - 19
20 - 22
23 - 26
27 - 30
31 - 36
37 - 39
40 - 42
43 - 48
49 - 54
55 - 60
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
108 - 115
122 - 130
140 - 155
158 - 167
/4
/8
1
1 1/8
1 1/4 -1 3/8
1 1/2
1 5/8
1 3/4 - 1 7/8
2 - 2 1/8
2 1/4 - 2 3/8
2 1/2 - 2 5/8
2 3/4 - 2 7/8
3 - 3 1/8
3 1/4 - 3 3/8
3 1/2 - 3 5/8
3 3/4 - 4 0/0
4 1/2
5
5 1/2 - 6 0/0
6 1/2
3
7
A
B
C
D
D1
J
K
Weight
kg
89
101
114
127
139
152
165
190
216
228
248
279
305
330
356
381
460
500
580
675
76
89
101
114
127
162
165
178
228
250
273
279
286
298
318
343
480
500
500
600
80
90
120
130
144
160
176
200
216
236
264
276
284
296
340
362
440
560
600
650
21
24
28
32
38
41
44
51
57
63
73
79
86
92
99
108
125
138
160
175
35
41
51
57
63
70
76
89
95
108
121
127
133
140
152
178
190
250
275
290
38
44
51
57
63
76
76
89
101
113
127
133
146
159
171
191
208
210
230
230
16
19
22
25
28
30
33
39
46
53
60
73
76
79
83
89
101
120
140
175
3.2
4.7
7.5
11.6
16.8
24
27.5
40.5
60.5
90
122
157
195
221
281
397
570
980
-
Wire rope sockets
F
E
170
C
B
A
D
CR-socket dimensions in mm
NO
MBL t
522
524
526
527
528
529
530
531
533
250
300
400
500
600
700
800
900
1000
rope dia
mm
49 - 54
55 - 60
61 - 68
69 - 75
76 - 80
81 - 86
87 - 93
94 - 102
108 - 115
A
B
C
D
E
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 -40˚C.
F
200
230
270
300
325
350
360
380
420
weight
kg
30
46
62
87
110
135
160
208
270
Wire rope sockets
A
B
C
X
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.
171
Thimbles
172
F
E
K
D
C
A
B
Main dimensions bellmouth thimble dimensions in mm
For wire dia.
10”-12”
15”-16”
18”-21”
A
366
440
454
B
606
746
844
C
277
352
352
D
480
608
660
E
195
248
300
F
166
191
226
K
85
105
118
weight kg
80
125
175
Thimbles
173
H2
H1
A
C
X
E D
F
B
G
Main dimensions tubular thimble dimensions in mm
For
wire dia.
12”
15”
18”
21”
24”
27”
A
B
C
D
E
F
G
H1
H2
X
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
174
Rope properties
Material
Construction
Protective cover
Color of rope
Specific gravity
Melting point
Abrasion resistance
UV resistance
Temperature resistance
Chemical resistance
Water absorption/fibers
Water uptake
Dry & weight conditions
Polyester
Dyneema
Polyester
Parallel strand construction
Polyester
White with marker yarns
1.38 - sinks
251° C
Excellent
Excellent
Workable at sub-zero temperatures
Good
< 0.5%
+ / - 30%
Wet strength equals to dry strength
High Modulus PolyEthylene
Parallel strand construction
Composite yarn
White
0.975 - floating
145° C
Excellent
Good
Medium
Excellent
< 0.05%
n.a
Wet strength equals to dry strength
Production and construction in accordance with recognized standards.
The properties of various rope sizes are presented in the following tables.
Synthetic ropes
175
HMPE
Diameter
mm
MBL
k/N
Weight
kg/m
stiffness
EA
k/N
81
93
108
117
129
137
147
154
163
169
177
182
187
3649
5108
7298
8757
10946
12406
14595
16055
18244
19703
21893
23352
24812
3.30
4.34
5.85
6.83
8.28
9.24
10.7
11.6
13.0
13.9
15.3
16.3
17.2
2.03e + 05
2.84e + 05
4.05e + 05
4.87e + 05
6.08e + 05
6.89e + 05
8.11e + 05
8.92e + 05
1.01e + 05
1.09e + 05
1.22e + 05
1.30e + 05
1.38e + 05
Note : MBL in spliced condition.
Polyester mooring line: strength table
Diameter
mm
MBL
k/N
113
137
154
169
183
195
207
227
245
3723
5754
7446
9138
10830
12522
14215
17261
20307
Total weight kg/m
Stiffness kN
Submerged weight kg/m
@2% MBL
@20% MBL
@2% MBL
@20% MBL
EA
8.8
12.9
16.2
19.5
22.8
26.0
29.2
35.0
40.7
8.2
12.0
15.1
18.2
21.2
24.2
27.2
32.6
37.9
2.1
3.1
3.9
4.7
5.5
6.2
7.0
8.4
9.7
1.9
2.9
3.6
4.4
5.1
5.8
6.5
7.8
9.1
7.19 + 04
1.18e + 05
1.57e + 05
1.96e + 05
2.35e + 05
2.74e + 05
3.14e + 05
3.53e + 05
3.27e + 05
Note : Minimum Breaking Load (MBL) in spliced condition.
Weights are presented for a rope loaded to 2% and 20% of MBL
1
cycling between 10 - 30 % MBL
2
cycling between 20 - 30 % MBL
3
cycling between 40 - 50 % MBL
e
1
EA2
EA3
8.43 + 04
1.38e + 05
1.84e + 05
2.30e + 05
2.76e + 05
2.22e + 05
3.68e + 05
4.14e + 05
3.83e + 05
1.10e + 04
1.80e + 05
2.40e + 05
2.99e + 05
3.59e + 05
4.19e + 05
4.79e + 05
5.39e + 05
4.99e + 05
e
Synthetic ropes
176
Recommended practise for handling fibre rope mooring lines
before and during installation
• Ropes should not be permanently installed around bollards or fairleads.
• A minimum bending radius should be observed. The minimum bend
radius (D/d) with very low line tensions should be larger than 6.
• When unreeling the rope, maximum line tension should be observed, to
avoid pulling the rope into the underlying layer.
• Torque or twist in the rope should be avoided.
• Fibre ropes should not be run over surfaces which have sharp edges, grooves,
nicks or other abrasive features.
• Care should be taken when applying shearing forces to the rope.
• There should be no “hot work” such as welding in the vicinity of the rope.
• Frictional heat from excessive slippage of the fibre rope over a capstan,
drum, etc. must be avoided.
• Care should be taken that ropes do not get knotted or tangled.
• Rope contact with sharp gritty materials should be avoided.
• Abrasion or fouling of the mooring line with other anchoring equipment
such as anchor, steel wire rope, chain and connectors must be avoided.
• Chasers should not be used on fibre ropes.
• Shark jaw stoppers designed for use with steel wire rope or chain should not be
used for handling fibre ropes.
• It should be avoided that the ropes undergo more than 1000 loadcycles
with a line tension smaller than 5% of the MBL.
• Pre-deployed lines should not be left buoyed at the surface waiting connection to the platform, unless a minimum line tension of 5% (for polyester) of the MBL is maintained.
• If the fibre rope is laid on the seabed, it must be protected against external abrasion and ingress of abrasive particles.
Mooring hawsers
177
Double braided nylon
Circular braided nylon
Circ.
inch
Diameter
mm
Ndbs
t
Nwbs
t
weight
kg/m
Ndbs
t
Nwbs
t
weight
kg/m
Ndbs =
nwbs t
weight
kg/m
12
13
14
15
16
17
18
19
20
21
96
104
112
120
128
136
144
152
160
168
208
249
288
327
368
419
470
521
577
635
198
236
273
311
349
398
446
495
548
603
5.7
6.7
7.8
8.9
10.2
11.4
12.8
14.3
15.8
17.4
205
256
307
358
406
454
501
547
597
644
195
244
292
341
387
433
477
521
569
614
5.0
6.0
7.3
8.4
9.5
10.7
12.0
13.2
14.4
15.7
217
258
297
339
378
423
468
523
578
636
5.7
6.7
7.8
8.9
10.2
11.5
12.8
14.3
15.9
16.9
Specific gravity
Melting point
1.14
250˚C
1.14
215˚C
Note : ndbs = new dry break strength in spliced condition
nwbs = new wet break strength in spliced condition
Deltaflex 2000 in 8 strand plaited construction.
Approximate elongation at
first loading (brokenin rope, dry and wet
condition)
At 20% of MBL
At 50% of MBL
At break
Circular braided nylon (double braided
is similar)
Deltaflex 2000
± 16%
± 22%
± >40%
± 19%
± 26%
± 33%
Deltaflex 2000
1.14
260˚C
Mooring hawsers
178
Double braided construction versus circular braided construction
The circular braided construction can be defined as a recent alternative for
the double braided construction. The elongation and TCLL values of both
construction types are the same. The efficiency (breaking load/raw material) of
the circular braided construction is however much higher, which means that
the circular braided construction can be more budgetary attractive.
Both construction types have an overbraided jacket as part of their construction, but the important difference is that where the overbraiding of
the double braided construction is load bearing, the overbraiding of the circular braided construction is just there for protection. This means that when
the overbraiding is damaged due to chafing or other reasons, the stability
and break load of the circular braided construction will remain unchanged,
while the double braided construction should be considered as structurally
damaged (loss of stability and a lower break load).
Advantages of Deltaflex 2000
When compared to nylon hawsers, a Deltaflex 2000 hawser has the folowing
advantages:
• Equal strength in dry and wet conditions.
• Strength is 10% to 20% higher than wet double braided nylon.
• High energy absorption and elastic recovery.
• No water absorption.
• One of the highest TCLL (thousand cycle load level) values of all synthetic
ropes.
Main dimensions chasers
G
179
G
F
H
G
H
H
D
A
D
A
A
B
B
C
E
D
B
E
J-Chaser
VA 101
J-Lock Chaser
VA 115
H
H
A
A
C
C
F
F
E
Permanent Chain Chaser
VA 102-106-110-112
E
Permanent Wire Chaser
VA 210-213-214-215
G
G
D
B
G
D
B
Detachable Chain Chaser
VA 107-108-111
E
Main dimensions chasers
180
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
A
B
C
D
E
F
G
H
proofload
t
weight
kg
2483
1657
1702
1886
1931
1867
1994
2210
2083
2073
1962
2318
2051
1829
1143
1168
1143
1168
1245
1245
1384
1486
1245
1099
1308
1168
991
991
1080
1067
1130
1130
1397
1203
1086
1397
1060
699
762
762
762
762
838
838
953
711
838
692
902
711
305
305
381
305
381
330
330
356
533
432
445
508
445
191
203
191
203
203
203
260
305
330
330
330
356
124
124
130
124
130
130
130
130
124
130
130
130
178
86
86
99
86
99
99
99
99
86
99
99
99
127
250
250
250
250
250
250
250
250
250
250
250
250
400
1882
1088
1451
1238
1656
1433
1742
2064
1778
1959
1846
2530
2495
Main dimensions chasers
181
Note: the VA115 is available in two versions: the VA 115/35 for 21/2” to 31/2”
chain and the VA115/45 for 33/4” to 41/2” chain.
Restoration of worn chaser profiles
Worn profiles may be restored by application of a weld deposit. Care must
be taken to ensure a satisfactory bond between parent material and the
weld deposit and to avoid the generation of a brittle structure in the area
of repair.
The following procedure is recommended:
• The area to be welded must be cleaned to a bright metal finish.
• Prior to the commencement of welding, the parent material should be
pre-heated to 180-200 ˚C and the pre-heat temperature is to be maintained
during welding.
• The initial layer of weld deposit should be effected by a high nickel
electrode such as: Metrode C.I. softlow nickel – N.I.O. 8C.2FE A.W.S.
No.A5.15.ENI-CL.
• Subsequent layers of welding may be laid using a less noble electrode
such as: Metrode CI special cast Ni Fe – FE.55.NI-1.3.C A.W.S.
No. A5.15.ENI.FE.CI.
• Each successive layer of weld must be cleaned and hammered.
• On completion of welding, the built-up zone and surrounding area
should be insulation wrapped to permit slow cooling.
Stevin Mk3
182
Stevin Mk3 UHC chart
Ultimate Holding Capacity
The prediction lines above
represent the equation UHC=
A*(W)0.92 with UHC as the
Ultimate Holding Capacity in
tonnes and A a parameter
depending on soil, anchor and
anchor line with values between
16 and 31.
y
rd
an
m
y
cla
u
di
e
y
m
ft
ry
ve
so
cla
typical Ultimate Holding Capacity (UHC) in t
d
d
n
sa
cla
ha
The Stevin Mk3 design line very soft clay
represents soils such as very soft clays (mud), and
loose and weak silts.
The line is applicable in soil that can be described
by an undrained shear strength of 4 kPa at the
surface increasing by 1.5 kPa per meter depth or in
the equation Su = 4+1.5*z. with Su in kPa and z
being the depth in meters below seabed. In very
soft soils the optimum fluke/shank angle is
typically 50 deg.
The design line sand represents competent soils,
such as medium dense sands and stiff to hard clays
and is based on a silica sand of medium density. In
sand and hard clay the optimal fluke/shank angle
is 32°.
The medium clay design line represents soils
such as silt and firm to stiff clays. The fluke/shank
angle should be set at 32° for optimal performance.
Stevin Mk3 size in t
Stevin Mk3
183
Stevin Mk3 drag and penetration chart
drag
penetration
ery
nv
ag i
soft
dr
clay
Example: loading 70% of ultimate holding
capacity corresponds with 48% of maximum
drag and 80% of maximum penetration at
ultimate holding capacity.
lay
mc
ediu
nm
ag i
drag
nd
in sa
in
tion
very
soft
clay
etra
pen
ti
etra
pen
Stevin Mk3 size in t
nd
n sa
on i
rati
et
pen
lay
mc
ediu
nm
on i
typical drag and penetration in meters
anchor loaded to ultimate holding capacity (UHC)
dr
anchor load
as % of
UHC
70
60
50
40
30
drag
% max
drag
48
37
27
18
9
penetration
as % max
penetration
80
68
55
42
23
Stevpris Mk5
184
Stevpris Mk5 UHC chart
Ultimate Holding Capacity
The prediction lines above
represent the equation UHC=
A*(W)0.92 with UHC as the
Ultimate Holding Capacity in
tonnes and A a parameter
depending on soil, anchor and
anchor line with values between
24 and 110.
y
d
d
d
an
s
an
m
iu
ed
cla
y
cla
y
m
ft
ry
r
ha
cla
so
typical Ultimate Holding Capacity (UHC) in t
ve
The Stevpris Mk5 design line very soft clay
represents soils such as very soft clays (mud), and
loose and weak silts. The line is applicable in soil
that can be described by an undrained shear
strength of 4 kPa at the surface increasing by 1.5
kPa per meter depth or in the equation Su =
4+1.5*z. with Su in kPa and z being the depth in
meters below seabed. In very soft soils the
optimum fluke/shank angle is typically 50 deg.
The design line sand represents competent soils,
such as medium dense sands and stiff to hard clays
and is based on a silica sand of medium density. In
sand and hard clay the optimal fluke/shank angle
is 32°.
The medium clay design line represents soils
such as silt and firm to stiff clays. The fluke/shank
angle should be set at 32° for optimal performance.
Stevpris Mk5 size in t
Stevpris Mk5
185
Stevpris Mk5 drag and penetration chart
drag
penetration
ery
in v
drag
soft
clay
Example: loading 70% of ultimate holding
capacity corresponds with 48% of maximum
drag and 80% of maximum penetration at
ultimate holding capacity.
y
m cla
ediu
m
ag in
drag
nd
in sa
ion
trat
hard
and
clay
y
ft cla
ry so
in ve
e
pen
y
m cla
ediu
m
n in
tio
etra
pen
tion
etra
pen
Stevpris Mk5 size in t
in
lay
rd c
d ha
an
sand
typical drag and penetration in meters
anchor loaded to ultimate holding capacity (UHC)
dr
anchor load
as % of
UHC
70
60
50
40
30
drag
% max
drag
48
37
27
18
9
penetration
as % max
penetration
80
68
55
42
23
Stevpris Mk6
186
anchor load
as % of
UHC
drag
% max
y
drag
cla
rd
70
ha 48 lay
60
37c
d & um
n
50 in sa edi 27 )
m
ud
18
40
HC
in
(m
U
30 UHC
lay 9
c
t
of
ys
er
nv
i
HC
penetration
as % max
penetration
80
68
55
42
23
drag
in metric tons
Stevpris Mk6 UHC chart
U
y
cla
ry soft
. in ve
in mrt
edium
t. in m
mr
rag in
clay
d
nd &
. in sa
mrt
rag in
hard
clay
d
on in
trati
pene
y
ft cla
very so
edium
n in m
atio
enetr
clay
p
ion in
etrat
sand
pen
Stevpris Mk6 weight in metric tons
drag
% max
drag
penetration
as % max
penetration
lay
ard c
and h
drag
in meters
drag
anchor load
as % of
UHC
tra
pene
Stevpris Mk6 weight in metric tons
penetration
Example: loading 70% of ultimate
holding capacity corresponds with 48% of
maximum drag and 80%
of maximum
Stevpris
Mk6
penetration at ultimate holding capacity.
anchor load
as % of
UHC
drag
% max
drag
penetration
as % max
penetration
70
60
50
40
30
48
37
27
18
9
80
68
55
42
23
Example: loading 70% of ultimate
holding capacity corresponds with
48% of maximum drag and 80%
of maximum penetration at
ultimate holding capacity.
weight in m
Stevmanta VLA
187
Stevmanta VLA UPC chart
2000
Typical Ultimate Pull-out Capacity (UPC)
The prediction lines on the “UPC chart” can be expressed in the
equations as stated below:
D
= 1.5 *k *d
0.6
-0.7
600
1800
*A *tan (α)
0.3
1.7
where,
UPC =
Nc =
Su =
A
=
Ultimate Pull-out Capacity [kN]
Bearing Capacity Factor
(k *D), Undrained Shear Strength clay [kPa]
Stevmanta fluke area [m2]
The UPC graph incorporates a Nc- value of 10, α-value of 50
degrees and k-value of 2. The graph clearly illustrates the
influence of the diameter of the mooring line or installation line,
and whether six strand or spiral strand is used. The typical
installation load to obtain a specified UPC is presented on the
right vertical axis of the graph.
500
1400
400
1200
1000
300
800
C
200
600
400
100
B
200
A
0
0
5
0
10
15
20
25
30
Stevmanta Fluke Area (m2)
Mooring lines in diameters;
A
ø 76 mm
B
ø 121 mm
C
Six strand & spiral strand
ø 151 mm
Spiral strand
typical installation load in t
UPC = Nc *Su *A
typical UPC - Ultimate Pull-out Capacity in t
1600
where,
D
= Stevmanta penetration depth [m]
k
= quotient Undrained Shear Strength clay [kPA] and depth
[m]
d
= mooring line or installation line diameter [m]
A
= Stevmanta fluke area [m2]
α
= Stevmanta fluke / shank angle [deg]
mooring line types
188
Comparson chart
weight of various mooring line types
800
700
weight [kg/m]
600
500
D
400
300
200
100
B
C
A
E
0
0
25
50
75
100
125
150
175
200
225
diameter [mm]
A
polyester
B
spiral strand
C
six strand
D
chain
E
hmpe
mbl of various mooring line types
30000
D
25000
MBL [kN]
20000
15000
B
C
A
10000
E
5000
0
0
25
50
75
100
125
150
175
200
diameter [mm]
A
polyester
B
spiral strand
C
six strand
D
chain K4
E
hmpe
225
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