N e w D e v e l o p m e N t s i N s y N t h e t i c R o p e t e c h N o l o g y

C o m m e r C i a l m a r i n e a p p l i C a t i o n s

Calculating Your Cost Per Tow .......................1CASE STUDY: London Array Project ......2TECHNICAL BULLETIN: Tug Boat Messenger Line Attachment ................4FROM ANOTHER DIVISION: Military Winch Lines .......5CURRENT NEWS: .....................6 Samson in ActionBehind the Lion

Calculating Your Cost Per TowSelecting tow lines for increased service life, reduced tow line failures, and reduced long term cost of ownership.

Calculating cost-per-tow helps select the right ropes based on performance rather than initial investment.

Working with several companies, Samson has identified a proven way to select tow lines that results in fewer line failures, increased service life, and reduced medium and long term cost of ownership associated with your tow lines. The program uses individual vessel history to determine the best line for that vessel’s operations.Many companies are content to select new tow lines on price alone, as long as they meet basic specification requirements. This process adds another variable into the equation—the estimated service life based on historical data—to identify the best rope for that vessel’s typical operations.

idenTifYing The CoST Per ToW for eACh veSSeLThe first step is to collect the data. Deck logs should have most of the required information. The program requires accurate records on a minimum of the last four pennants used on the vessel, the number of tows for a given line, and its current status—either active, retired, or failed. The records should indicate the rope and type of construction, along with information on why the lines were replaced. Ideally, there should have been no major change in the vessels’ operations in the period covered by the records. Keeping accurate records of the ropes used and their current state is an ongoing activity, along with regularly inspecting the rope to ensure its suitability for continued use.

The cost-per-tow is calculated by dividing the original purchase cost of the rope by the number of tows before it was either retired or failed.

The reSuLTS CAn Be SurPriSingOne customer with fleets of tugs across several ports started their program in spring of 2011. The program is currently ongoing. As of May 2012 the following had been identified.By choosing ropes based on suitability for the operation:> the number of rope failures had been reduced by 85%> cost per rope increased by 10 –40% over the cost of the original ropes> service life increased by 2 –5.5 times the original rope.Best of all, because of the additional training for the vessel crew in proper handling and inspection techniques, the standard of rope management on each vessel improved, further impacting the overall cost of operations.Detailed record-keeping on the ropes’ status also allows the operator to calculate more accurate retirement schedules based on actual performance. It can also help indicate when changes are required in handling techniques. Samson representatives are available for on-site training in rope handling, splicing, and inspection techniques. Getting the most from your investment while maintaining safe, efficient operations is the goal.

If you would like to see how using this program could benefit your operations, contact your Samson representative or call customer service to setup a meeting with one of our sales engineers.

Photo © Brian Gauvin

INITIAL COST

AVERAgE # OF TOWS

PLACED IN SERVICE STATUS

COST PER TOW

Line A Include rope name/fiber/const. $2,790 400 5/13/2011 retired $6.97

Line B Include rope name/fiber/const. $4,560 1,000 8/10/2012 in use $4.56

SAMPLE TRACKING FORMAT:

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CASE STUDY: London Array Project

Safely Securing the Building Blocks for the London ArrayWhen complete, the London Array will be the world’s largest offshore wind farm. It is estimated that it will power up to 750,000 homes, reduce carbon dioxide emissions by 1.4 million tons per year, and will consist of 175 wind turbines. When it came time to install the two-part turbine support structures in March 2011, the operators were given a set of logistical challenges that required careful thought and analysis.

One challenge was to develop a method of securing the monopiles once they had been loaded onto transport barges. They needed to be secure for the journey from Rostock, Germany to the installation site located more than 12 miles (20 km) off England’s Kent and Essex coasts in the outer Thames Estuary. Endenburg BV provided adjustable lashings fabricated out of AmSteel®-Blue, Samson’s 12-strand synthetic rope made with 100% Dyneema®, as an enabling solution for the challenge.

The ChALLengeThe first section of the wind turbine, known as a monopile, is a large steel tube that acts as the foundation support and must be driven between 20 and 50 meters into the sea floor. The second section is a transition piece that is attached to the monopile and is

then secured over the top. It functions as the base for the wind turbine. Each monopile varies in weight from 200 to 650 tons and each section averaged between 33 and 65 meters in length.ABJV (Per Aarsleff from Denmark and Bilfinger Berger Ingenieurbüro

GmbH from Germany) was hired to supply and install the monopiles. They approached Endenburg BV, located in Gouda, The Netherlands, to develop a more cost effective and efficient mechanism for securing the monopiles.

Seeking LighTWeighT SoLuTionSTypically, securing large, bulky, heavy infrastructure on barges involves using steel-wire rope and/or chains to fasten the load. Although steel-wire rope possesses the necessary strength and lifting capacity required for securing loads, it does not have the degree of flexibility, ease-of-use, or the adjustable tension needed for disparate load configurations. Steel-wire rope also carries significant weight penalties which Endenburg was trying to overcome.

Endenburg BV was challenged to develop a system to secure double-stacked monopiles, weighing up to 650 tons each, for transportation to the wind farm location.

coNtiNueD

The Samson/endenburg Challenge:2 Partners 20,000 meters of AmSteel®-Blue21 Days 6 Splicers

480 Lashings

“The monopiles were double-stacked horizontally onto frames,” described Marcel van der Molen, endenburg’s general manager, “if we had used steel-wire ropes over the monopiles in a vertical sense, they would have been very heavy and impossible to maneuver without the assistance of a crane. Steel-wire rope also requires more man power, not only when loading but also during unloading.”

There’s a lot riding on your

mainline…

…and your bottom line.

INSTALLATIONS INSPECTIONS TRAININg DOCUMENTATION RETIREMENT CRITERIA

Delivered with every Samson towing system is a service package that ensures long service life and low total cost of ownership.

We call it The Samson Advantage. Our customers call it peace of mind.

samsonRope.com

Dyneema® is a registered trademark of Royal DSM N.V. Dyneema is DSM’s high-performance polyethylene product.

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The SAMSon AdvAnTAge Samson and Endenburg teams took great pride in being able to meet the challenge of delivering the lashings and technical support service within the narrow time frame specified by ABJV. The 20,000 meters of AmSteel®-Blue required for the project were manufactured by Samson and delivered to Endenburg in 21 days. A team of six dedicated splicers, comprised of both Samson and Endenburg personnel, fabricated 480 lashings with fixed eyes and adjustable loops. When discussing the London Array project and the rope’s performance, Mr. van der Molen stated, “The service and support from Samson has been excellent. The technical support and the documentation along with the application engineering assistance have been unbelievable. This kind of support has been there with Samson from the beginning of our relationship and, because of the work we’re doing together, it has intensified immensely.” Mr. van der Molen added that, “Samson’s AmSteel®-Blue worked very well with the shackles, turnbuckles, and eye hooks. In the end, we accomplished the challenge presented to us by ABVJ. We provided a more cost effective and efficient mechanism for securing the monopiles.” Although the London Array was complete toward the end of 2012, the objective for Samson and Endenburg will be to continue to find workable solutions where the use of high-performance synthetic ropes over steel-wire rope is standard practice for a wide array of applications. For more information about Endenburg, please visit Endenburg.com. For more information about Samson, please visit SamsonRope.com, or contact our customer service department at 1.360.384.4669.

“Samson’s AmSteel®-Blue worked very well with the shackles, turnbuckles, and eye hooks,” said Mr. van der Molen. “in the end, we accomplished the challenge presented to us by ABvJ. We provided a more cost effective and efficient mechanism for securing the monopiles.”

CASE STUDY: London Array Project continued…

“The monopiles were double-stacked horizontally onto frames,” described Marcel van der Molen, Endenburg’s general manager, “If we had used steel-wire ropes over the monopiles in a vertical sense, they would have been very heavy and impossible to maneuver without the assistance of a crane. Steel-wire rope also requires more man power, not only when loading but also during unloading.” Endenburg’s experience using AmSteel®-Blue within the marine industry gave them a good reference point for the solution. In early 2010, Endenburg fabricated AmSteel®-Blue heavylift slings to transfer and secure 140 foundation monopiles onto barges for the Greater Gabbard wind farm project in the North Sea, in partnership with Seaway Heavy Lifting. Endenburg fabricated the slings and grommets which became the first large-diameter synthetic heavylift slings certified by Lloyd’s for multiple uses in offshore installations.

hArneSSing The STrengTh of AMSTeeL®-BLueWhile evaluating these considerations, Endenburg immediately realized the best approach would not be found in steel-wire rope. Endenburg determined the ideal product for securing the monopiles were adjustable lashings constructed from AmSteel®-Blue, Samson’s 12-strand rope made with Dyneema® HMPE fiber. Size-for-size, AmSteel®-Blue is as strong as steel-wire rope and is 85% lighter. These lightweight lines translate into less demand on handling equipment, smaller deck loads, maintenance is virtually eliminated, and the rope is easily repaired and terminated in the field. Additionally, crew members benefit from a safer working environment. Switching from steel-wire rope to AmSteel®-Blue results in fewer injuries caused by lifting and eliminates hand injuries cause by the broken strands inherent with steel-wire rope. Using adjustable slings allowed the lashings to accommodate different size monopiles without the use of turnbuckles or additional rigging to adjust the length of the lashings. This eliminated another cumbersome piece of rigging typically needed when using steel-wire rope or chain. The lashings also reduced weight and simplified the installation while reducing overall cost to the operator.

Longitudinal lashing of monopile, 44 mm AmSteel ®-Blue with 137,000 kg minimum break strength. For ease of installation the different lengths of AmSteel ®-Blue were color marked.

ABOVE: Longitudinal 64mm AmSteel ®-Blue lashings (270,000

kg minimum break strength) worked well with the shackles,

turnbuckles, and eye hooks used to secure the load to the barge.

BELOW: The monopiles were double-stacked horizontally

onto frames and secured with AmSteel ®-Blue adjustable lashings.

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TYPiCAL ATTAChMenT of MeSSenger LineS: A girth hitch connection between the messenger line and towing arrangement has been the industry-accepted method. The girth hitch method is chosen because of its ease of installation and removal if needed. However, it has been found that the typical girth hitch connection method can cause substantial damage to the eye of the towing arrangement. Under load, the girth hitch bites down on the eye of the towing arrangement, often with intense pressure. Over time, and repeated use, the excessive pressure causes internal abrasion and fiber fusing.

Multiple failures have been reported in the eye of the tow line at the messenger line connection point while under tow. Through Samson’s residual strength testing program, it has been confirmed that using the direct girth hitch method leads to a weak point in the line in the messenger line connection area.

Another potential problem with the method is poor positioning on the eye of the tow line. If the girth hitch is not positioned in the apex of the eye it can lead to unequal loading on the two legs of the eye and cause the splice to slip or pull out.

Therefore, to keep the highest level of strength throughout the service life of the rope and maintain the integrity of the splice, a non-damaging attachment method is strongly recommended.

MeSSenger Line reCoMMendATionSAlong with reducing the pressure at the attachment point, a well thought out messenger line system should also reduce or eliminate twist in the tow line. Twist reduces the strength

of braided ropes and can lead to unexpected failures.

Swivels help reduce twist All of the options for messenger line attachment should include a swivel either at or within 8 feet of the attachment point to the tow line. The swivel helps reduce the amount of twist introduced into the tow line as it is heaved aboard the towed vessel.

The recommended swivel is a multi-bend swivel as shown in Fig. 1.

Non-rotational braided messenger lines help reduce twist Messenger lines should be braided, torque balanced ropes rather than twisted ropes. Twisted ropes tend to rotate upon loading, introducing twist to the tow line.

More information on twist can be found in the technical bulletin “The Effect of Twist on Braided Ropes” available for download at www.SamsonRope.com

overvieWMessenger lines are used to transfer the main tow line to the vessel in tow. A typical 1/2" to 1" diameter messenger line is connected to the eye of the tug’s mainline or pendant. To make the connection between the tug and the tow, these lines are first passed between the vessels. The messenger line is pulled up via a capstan winch on the vessel to be towed until the tug’s heavy towing arrangement is moved onto the vessel’s deck where it will ultimately be connected to a bitt. Samson has recently identified potential issues with the typical messenger line to tow line attachment methods, which can cause a weak point in the tow line, and offers some recommended alternatives.

TECHNICAL BULLETIN: Tug Boat Messenger Line Attachment

Typical messenger line girth hitch connections can cause excessive pressure on the eye when under load, causing internal abrasion and fiber fusing.

reCoMMended ATTAChMenT And ConfigurATion of MeSSenger LineS:The goals are:> Eliminate the pressure and internal abrasion exerted by the direct girth hitch> Provide a connection that allows the messenger line to slide freely along the rope’s eye

The three options below for attaching the messenger lines all eliminate the pressure on the rope and allow the connection point to slide freely along the eye of the tow line.

figure 2 A grommet is folded over the eye and girth-hitched to the pendant or mainline

figure 3 grommet spliced around the eye

figure 4 Messenger line spliced directly to eye

figure 1 Swivel hardware

Attachment Method 1: The messenger line is girth hitched to a grommet that is folded over the eye of the pendant or mainline. See Fig. 2.

Attachment Method 2: A simple grommet is spliced around the eye of the pendant or mainline. See Fig. 3.

Attachment Method 3: The messenger line is spliced directly to the eye of the pendant or mainline. See Fig. 4.

For additional information on this subject and other available Technical Bulletins, please contact your Samson representative or visit our website: SamsonRope.com

under load, the girth hitch bites down on the eye of the towing arrangement, often with intense pressure. over time, and repeated use, the excessive pressure causes internal abrasion and fiber fusing.

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NEWS FROM ANOTHER DIVISION: Military vehicle Winch Lines

From an article by U.S. Army Tank Automotive Research, Development and Engineering Center (TARDEC) Communications StaffMarines at Camp Pendleton, California recently conducted field user evaluations to test the performance of a lightweight synthetic winch rope, which could represent a major shift in a business based for decades in chains and cables. Members of the U.S. Marine Corps’ (USMC’s) 1st Light Armored Reconnaissance battalion conducted the evaluation with the Light Armored Vehicle Recovery (LAV-R) variant and its new winch. The Marines responded positively to the winch rope’s light weight, ease of use, and readiness for fielding.The high-performance winch rope was developed as part of a co-development project between Samson and Warn Industries of Clackamas, Oregon—manufacturer of vehicle winch systems. The goal was to develop a new lightweight vehicle winch system specifically for military recovery vehicles.

The ChALLengeWire winch cables currently mounted in recovery vehicles weigh around 200 pounds, require four to six people wearing protective gloves to move it to disabled vehicles, and are coated with a messy lubricant.A 25-pound synthetic winch rope can be toted to the same disabled vehicle by one person in about 30 seconds, and the gloves are optional. Because the synthetic rope requires only one or two crew members for set-up, fewer people would be exposed to enemy fire during a vehicle rescue in combat areas.

The SoLuTion“The current wire cable takes five guys about seven minutes to prepare a vehicle for towing,” commented Mark Weaver, Project Manager-LAV Sustainment. “With the synthetic rope, one Marine took 27.5 seconds with the same length of rope—about 165 feet. The regular cable has to be rolled back onto the drum [after rescuing a vehicle]. One man can throw the synthetic rope in the back of the vehicle and drive away—like a hose or an electric cord —if they have to leave quickly.” Members of a USMC LAV-R crew tried out the new rope during a User Jury at the Detroit Arsenal last fall and found it more effective to use in recovery missions. “It’s a lot lighter and easier to handle,” observed Gunnery Sgt. Chris Manning. “You don’t have to worry about frays or kinks, you don’t have to worry about keeping the dirt off it.”The LAV-R winch performance specification document states that the system must be strong enough to recover a vehicle mired up to the middle of its wheels and weighing up to 38,000 pounds, but Weaver says the engineering team designed the winch and rope to pull up to 60,000 pounds (using a snatch block to achieve a 2:1 mechanical advantage).“We know the new rope with the same diameter will withstand the force and we’re confident it can function beyond the capacity of the current cable,” Weaver noted.

SAfeTY’S SAke In addition to the extreme light weight, ease-of-use, and strength benefits, the synthetic rope also offers unique safety advantages: It will not unwind and whip if it breaks, and broken strands do not form dangerous fish-hooks to injure handlers as wire cables do.When wire cables part, the severed ends of the strands fly out from the break in a helix-like pattern. “A broken wire spinning like that could cut right through your hand. Our rope just drops if it’s broken. There are no spin tendencies in the synthetic rope and no similar risk of physical damage.” Weaver explained.The synthetic rope is a jacketed 6-strand construction of 100% Dyneema® HMPE. The jacket protects the strength member from abrasion and adds firmness for better spooling on winch drums. It weighs approximately 85% less than an equivalent size of wire rope with the same strength.

Tough Synthetic Winch rope System Pulls Technology forward

Samson partnered with Warn industries on the development

of the winch and developed the high-performance

synthetic winch line specifically for this demanding application. Samson engineers

also participated in the trials both for TArdeC and at

Camp Pendleton.

ALL PHOTOS: U.S. ARMY TARDEC

A Marine guides the lightweight rope to the “disabled” LAV in a strength and reliability test.

One Marine can carry the 25-pound, 165-foot-long synthetic winch rope, while the wire cable requires four to six people to handle.

“The current wire cable takes five guys about seven minutes to prepare a vehicle for towing,” commented Mark Weaver, Project Manager-LAv Sustainment. “With the synthetic rope, one Marine took 27.5 seconds with the same length of rope—about 165 feet. The regular cable has to be rolled back onto the drum [after rescuing a vehicle]. one man can throw the synthetic rope in the back of the vehicle and drive away—like a hose or an electric cord —if they have to leave quickly.”

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Current news from Samson

S A M S o n i n A C T i o n u p c o m i N g e v e N t s

OffShOre > Offshore Technology

Conference (OTC) May 6 – 9: Houston, Texas

TUG > Tugnology

May 14 – 15: London, UK

reCreATIONAL MArINe > Strictly Sail Pacific

April 11 – 13: Oakland, California

MINING > Longwall USA

June 11 – 13: Pittsburgh, Pennsylvania

See Samson at these upcoming events:

B e h i n d T h e L i o n

Samson’s ferndale plant recycled 64% of solid waste and kept 228.5 tons of waste out of the landfill.

C o n T A C T S A M S o n

EMAIL: CustServ@SamsonRope.com

ONLINE: SamsonRope.com

PHONE: 1.360.384.4669

FAX: 1.360.384.0572

MAIL: 2090 Thornton Street Ferndale, WA 98248 USA

Samson’s recycling program reduces tonnage to the landfill while cutting cost of disposalIn 2012, Samson’s Ferndale plant recycled 64% of the solid waste generated in the plant and offices. That is 228.5 tons of waste that was kept out of landfills and recycled into usable materials. This represents a 15% reduction in the cost of dispostal from 2011. The overall cost of waste disposal has been reduced from 2009 costs by 75%—a savings of over $32,000 per year.

While the total amount of solid waste generated at the Ferndale plant has remained relatively stable since 2009, the tonnage of that waste that has been recycled has gone from 71 tons in 2009 to 229 tons in 2012.

visit the newly redesigned Samsonrope.com

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HEAVYSamSon takes the

out of heavylift slings

LIGHt SaFE FaSt EFFICIEnt Talk to the experts at Samson and put their experience and extensive testing to work on your next heavylift project.

Visit SamsonRope.com for the full case study on the Seaway Heavy Lifting/Greater Gabbard project.

Visit us at OTC, Booth #8207 IN THE RELIANT ARENA

Greater Gabbard Project: The world’s largest wind farm. Seaway Heavy Lifting installs turbine monopiles with Samson’s AmSteel®-Blue lifting slings.

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