ANCHORING AND MOORING ARRANGEMENT ANCHORING ARRANGEMENT. First of all, let us see what an Anchor is. An anehor is a device, normally made of metal, is used to connect a vessel to the bed of a body of water to prevent the vessel from drifting due to wind or current. Anchors can either be temporary or permanent. A permanent anchor is used in the creation of a mooring, and is rarely moved; a specialist service is normally needed to move or maintain it, Vessels carry one or more temporary anchors which may be of different designs and weights. ‘The basic anchoring consists of determining the location, dropping the ancher, laying out the scope, setting the hook, and assessing where the vessel ends up. The ship will seek a location which is sufficiently protected; has suitable holding ground, enough depth at low time and enough room for the vessel to swing. ‘The location to drop the anchor should be approached from down wind or down current, whichever is stronger. As the chosen spot is approached, the vessel should be stopped or even beginning to drift back. The anchor should be lowered quickly but under control until it is on the bottom. The vessel should continue to drift back, and the cable should be veered out under control so it will be relatively straight. ‘Once the desired scope is laid out, the vessel should be gently forced astern, usually using the auxiliary motor but possibly by backing a sail. Ahand on the anchor line may telegraph a series of jerks and jolts, indicating the anchor is dragging, or a smooth tension indicative of digging in. AAs the anchor begins to dig in and resist backward force, the engine may be throttled up to get a thorough set. Ifthe anchor continues to drag, or sets after having dragged too far, it should be retrieved and moved back to the desired position (or another location chosen.) Sea Anchor The sea anchor is also an anchor with the only difference that it does not touch the bottom of the ocean but haggles midway between the sea surface and the seabed. The role of the sea anchor is the same as that of the conventional anchor, and is useful in situations where the sea bed is very deep. Itis mostly used in smaller marine vessels such as kayaks, boats and smaller yachts.Anchor Images Mixed fren eee engind come Ship Anchor Chain arrangement Now we will learn about the ship anchor chain. First we need to know what an anchor chain means in context of the ship. As you know, when you park your car at night or ona hilly region, you simply apply the hand brakes so that the car doesn't move on its own. Unfortunately there are no brakes on the ship for the simple reason that the ship is floating on water. So when the ship is stopped. and its engines are not running, there needs to be.a mechanism to ensure that the ship does not drift freely in the sea. Just note that this is only necessary when the ship is stopped in open water. This is not required when the ship is moored at the port, since in such a situation the vessel is bound by heavy ropes. The mechanism for holding the ship in place is the anchor chain, So we will see about the ship anchor chain and how it helps to keep the ship stay at a particular point in water. Basically the ship anchor chain arrangement consists af two parts - the anchor and the chain: ‘We already saw what an anchor is. Itis nothing but a heavy piece of metal which is normally in the shape of'a fork, as you have seen them in the diagrams, The exact shape and size of the anchor would vary depending on the size and type of ship. The anchor chain is made out of heavy metal links and it holds the anchor at one end, while the other end is fastened to the ship.How fs anchoring carried out? ‘Coming back to the ship anchor, let us see how an anchor is actually dropped into the sea Whenever the anchor needs tobe dropped in the seabed, the available marine charts of the sea area are used to determine the nature and depth of the sea floor. After the appropriate spot has been selected, the anchor is lowered into the water al a steady pace, A certain length of the anchor chain is kept loose so as to allow a certain movement of the ship depending on weather conditions and experience of the master. Of course the actual process of anchoring is not as simple or easy as described here, and the ship crew might have to try a few times before they finda proper spot. All types of ecean floors are not suitable for anchoring; especially soft mud-floors are least suited for anchorir The picture above shows a ship being tossed around by wind and the anchor is keeping it in place while the picture below shows a ship dropping the anchornear port. ‘There is a misconception that the weight of the anchor holds the ship in place. This is not correct because the main role of the anchor is to grip the sea bed. The role of securing the ship is performed mainly by the chain rather than the anchor, though the latter has a role to play in that as well.Once the ship is anchored properly, itis bound to remain in a certain circular area which is defined by the length of loose chain, Of course there are several other factors which need to be considered to ensure that the ship is safe during anchor. For example if there are several other ships in the vicinity, the navigating officers should ensure that the circular movement of one ship does not come in the way of the circular movement of the other ships lest they collide Another point you might be thinking is that when the ship is in the middle of the ecean, it may not be possible to anchor because of the depth of the seabed. Actually you are right in thinking along these lines but there is hardly a reason why ship should need to anchor in the deep sea. Even if the engines have to be stopped for some reason in the deep sea, the ship can keep floating without anchoring since there is hardly a ship in the vicinity. GROUND TACKLE: Ground tackle is all equipment used in anchoring and mooring with anchors and buoy mooring with chain and appendages. The following are defined as ground tackle: Anchors, Anchor chain, wire rope, synthetic line, or combinations of these materials, when used with anchors appendages consisting of connecting shackles or inks, detachable links, pear-shaped Links, end links, bending shackles, mooring shackles, mooring swivels, detachable-link tool sets, clear hawse pendants, dip repes, chain stoppers, wrenches far chain stoppers, outhoard swivel shots, chain cable Jacks, mooring hooks, chain hooks, anchor bars, and anchor buoys. Ground tackle is one of the most vital parts ofa ship's equipment. The vessel's safety frequently depends upon the proper use of this gear: suitable ground tackle has saved many ships and lives. The anchor windlass, equipped with capstan head or gypsy heads, is a vital part of the ship's ability to handle its ground tackle and use the capstanor gypsy heads in mooring and warping operations.Figure shows a typical ground tackle arrangement on forecastle. Figure- Ground tackle and chain stowage SHIPS’ ANCHORS All anchors are designed to take hold as quickly as possible after they hit bottom, They take hold in one of two ways: either by hooking into the ground with one or both of their sharp flukes or by burying themselves completely. When an anchor is let go in fairly deep water, it strikes the bottom crown first. From this position, any drag on the chain causes the flukes, if properly set, to dig into the bottom, As the drag continues, the flukeis forced further into the bottom. If proper seope of chain is used, the heavier the drag, the deeper the fluke will dig in, developing the full holding power of the anchor. ‘CHAIN AND WIRE ROPE CABLES Chain, wire rope cables, or cable composed of both chain and wire rope for use with ships! anchors is a part of the ship's ground tackle. Ground tackle is the collective term applied to all equipment used in anchoring. It includes the anchors, their chain or cables, connecting fittings, and all associated equipment used in anchoring. mooring with anchors, buey mooring, being towed, ‘or seeuring or letting go anchors in or from their hawsepipes.ANCHORS Anchors today are grouped according to type. The most common types used are stock less anchors, lightweight (LWT) or stock-in- crown anchors, and two-fluke balanced-fluke anchors. STOCKLESS ANCHORS Though there area number of different designs of modern stockless anchors. all share the same distinguishing feature-they are stockless. Three designs of stockless anchors are in use: ‘commercial, standard and the Mark 2 (Mk 2), These are shown in views A, B,and C of figure shown below. Of the three, the Mk 2, with its long flukes, has the greatest holding power. The short, commercial-type flukes have the least holding power. The stockless feature of these anchors provides many advantages, not only in easing handfing and stowing, but also in allowing the anchor tobe hoisted directly into the hawsepipe and secured, ready for letting go. Ae COMMCASIAL STOCKLESS 8, SIMCHA WAY SwOORLESS 4. weet eros Be seen = Uw ce SOOT Fe vtbeE BLOCK AW 2 Te: vr STOO 1 aoe Figure Types of anchors‘The stockless anchor consists ofa heavy head in which the crown, tripping palms, and flukes are forged in one piece. This unit is pivoted on the shank so that it can swing from 45° to either side of the shank. The flukes are large and long, and projecting shoulders or tripping palms are cast at the base of the flukes to make them bite. As the force of the drag exerts itself, the shoulders catch on the bottom and force the anchor to take hold by pushing the flukes downward into the bottom. Because an upward pull on the shank ofa stockless anchor has a tendency to break out the flukes, a long scope of chain must be used fo make sure the shank remains on the bottom when the anchor is set. With too short a scope, or even under a steady pull witha long scope, a stockless anchor may still disengage its flukes as a result of gradually turning over and rolling out. Under this condition, the anchor can offer no resistance to dragging except by its weight LIGHTWEIGHT ANCHORS ‘Two types of Iightwelght anchors are used: the Mk 2 LWT and the wedge block LWT anchor. These are shown in views D and F of figure shown above. Lightweight anchors are constructed of comparatively light metal, but are very strong in tension. They gain their halding power by digging deep into the bottom rather than lying as deadweight. Both the Mk 2 LWT anchor and the wedge block LWT anchor have high holding power for their weights. The 30° fluke angle on the wedge block LWT anchor is most effective in sand bottoms; and the 50° fluke angle, in mud bottoms. They are used as bower and stern anchors and may also be used as stream or kedge anchors. Anchors less then 150 pounds are normally used as small boat anchors, ‘The main characteristic of the LWT anchor is the placement of large flukes at such an angle that they drive deep into the bottom to ensure good holding power. The crown is designed to lift the rear of the flukes and force their points downward into the bottom. Good stability is also obtained by placing the flukes close to the shank. ‘These anchors are extremely useful in any situation where lightweight but good holding powwer'is essential. The commercial Danforth anchor, shown in view E of figure, is used on some Navy craft and small boats. TWO-FLUKE BALANCED-FLUKE ANCHORS The two-fluke balanced-fluke anchor (view G of figure) is used for anchoring some surface ships and the newer submarines and is normally housed in the bottom of the ship. This anchor is used on certain combatant-type surface ships in place of a bower anchor, which could interfere with the ship's sonar dome, STOCK ANCHORS Stock anchors (view H of figure) have been abandoned by large merchant and Navy ships because they are extremely cumbersome and difficult to stow. Because of their superior holding power, stock anchors are still used on some boats, and yachtsmen use them for small craft. MUSHROOM ANCHORS Mushroom anchors are shaped like a mushroom with a long narrow stem serving as shank. Because of their excellent holding ability, they are used for permanent moorings and as anchors for channel buoys and other navigational aids. The mushroom anchor (view I of figure) isused to anchor buoys and torpedo testing barges. The rounded part, or crown, strikes the bottom first. and the upper surface of the mushroom is cupped to provide a biting surface, As the anchor shifts back and forth under strain, it digs itself deeper into the bottom, thereby increasing its hokiing power. Consequently, it takes a firm hold and remains fixed under the most adverse conditions, Because the mushroom anchor has no projecting stock or flukes to foul, the moored object can swing freely around a mushroom anchor. However, since a mushroom anchor will break out if the direction of pull is reversed, itis normally used only in groups of three or more, surrounding the central mooring paint. Certain older class submarines use this type of anchor. CHAIN AND APPENDAGES Present day anchor chain of the flash butt welded type is the standard for new ship. constructions and replaces die-lock chain as required for back fit. All links are studded; that is, a piece of steel is placed in the center of the links, Studs prevent the chain from kinking and the links from pounding on adjacent links. The size of the link is designated by its nominal diameter, which is called wire diameter. Wire diameter is measured at the end of the link a little above the center line ‘The length of a standard link is 6 times its wire diameter, and its width is 3.6 times its wire diameter. An anchor chain is made up of many parts besides commen links and requires a variety of equipment and fittings to use and maintain the chain Standard Shot ‘The lengths of chain that are connected to make up the ship's anchor chain are called shots and are made up with an odd number of links. Astandard shot is 15 fathoms (90 feet) long. At the time of its manufacture, each shot of the chain usually bears a serial number stamped, cut, or cast on the inner side of the end links of each shot. If.an end link is lost or removed from a shot, this identification should be cut or stamped on the inside of the new end link of the altered shot. Detachable Links ao Puce} ‘TAPERED Pit (HAIRPIN CONFIGURATION | WaToH MARKS. | &€ DETACHABLE LINK DETACHOALE LINK WITH HAIRPIN, Figure-Detachable linkShots of anchor chain are joined by a detachable link, shown in figure. The detachable link consists of a C-shaped link with two coupling plates that form one side and stud ofthe link, A taper pin holds the parts together and is locked in place at the lange end by a lead plug. Detachable link parts are not interchangeable, so matching numbers are stamped on the C-link and on each coupling plate to ensure its identification and proper assembly. Detachable link toolbox sels contain tools, including spare taper pinsand lead plugs, forassembling and disassembling links and detachable end links, Chain Swivels Chain swivels are furnished as part of the outboard swivel shot. They reduce kinking or twisting of the anchor cd NUT OUTBOARD FACING QUTBOARD Bending Shackles Bending shackles are used to attach the anchor to the chain, You can see that in the figure given below Outboard Swivel Shots Standard and alternate outboard swivel shots also called “bending shots,” consist of common links and fittings. They are fitted fo attach the L5 fathom shots of anchor chain to the anchor. They also make it possible to stop off the anchor outboard of the swivel and break the chain at the detachable link inboard of the swivel. This allows the anchor chain to be used as part of the towing gear. Outboard swivel shots vary in length, but they usually do not exceed 5 fathoms. The taper pins in the detachable links in the outboard swivel shot are additionally secured with a U-shaped, stainless steel wire-locking clip (sometimes called a hairpin). This hairpin, inserted in holes drilled through the coupling plates, engages a keyway or groove on the taper pin and is mandatoryIALAWEE OF CAIN, 15 wENOING RINGR BCATR SHOYE 44 VEL Sesexe DFTACHABLE Lane END, LINK ANCHOR BAIAGRLE STANDARD. CUROUED SUIVEL eHOT L METRE CF AtEEHAL CeCe SAME GIEE GHalw AS INBOARD RALAHEE OF GuAtH. 15 Tavon FLALK snaTS | erkeuapee DETACHABLE Line Cine 20 “cuiatn a 1ADORRO ENOT SHEHOR SHARRLE ALTERNATE ARRANGEMENT OF QUTAGARO SWIVEL & ETHOD OF ASHEMBL tHCY AME ACIEAWATC GUIDOARD s¥IVEL SHOTS syOWN ScECECT LATEST acstGN oh IDVCLASSES USING FLASH GUTT WELDED CHATH.” VARIOUS SRRANCEMERTE WILL GN OTHER SHIPS USING OEE-LOCK CHAIN NITH ChiOw LINES CH EAcH SIDE OF THE SWIVEL Figure Outboard swivel shot arrangement Riding, Housing, and Towing Chain Stoppers Riding and housing chain stoppers consist ofa tumbuckle inserted in a couple of links of chain, Apelican hook is attached to one end of the chain; a shackle is attached at the other end. The housing stopper is nearest the hawsepipe and must be installed outboard of the swivel; the riding stopper is farther inboard. These stoppers are secured by the shackles to permanent pad eyes on the ship's deck. Chain stoppers are used to hold the anchor taut in the hawsepipes, toride te an anchor, or to hold the anchor when the anchor chain is disconnected for any reason. When in use, a stopper is attached to the anchor chain by passing the tongue over a link of the chain and securing it by ‘engaging the bail of the Pelican hook and passing a toggle pin, When riding to anchor with more than ‘one stopper on the chain, the strain must be equalized in the stoppers by adjusting the settings of the turnbuekles. Large chain stopper wrenches are used for this purpose. Special housing chain stoppers, such as devil's claw or pawl-type stoppers normally are used with horizontal windlasses. Although stoppers alone are more than adequate for holding the anchor, they should be backed up with the ‘wildcat brake. Upon anchoring, first the wildcat brake band should be set up tight then the stoppers should be passed. The wildcat should he left disconnected from the windlass. A standard chain stopper is shown in figure PELICAN HOOK Suacece Figure- Standard chain stopperMooring Shackles Forged steel mooring shackles are used to attach the anchor chain to mooring buoys Mooring shackles are not to be used for any other purpose. LD | Gs POR GAAIN 1 AND LARGER Figure Mooring shackles Mooring Swivels Forged steel swivels, with two linksattached at each end, are used to moor with anchors. They are inserted in the chain outboard of the hawse and serve to keep the chain from twisting as the ship swings. Mooring swivels are attached in the chain with the eye end outboard, or down, to prevent them from hooking on the outer lip of the hawse when they are heaved back aboard. However, ships today have large rounded lips on the hawsepipes, making it unlikely that a reversed swivel will catch, A mooring swivel is shown in figure. EYE-BOLT DETACHABLE G2 GOMNON LINKS Figure Mooring swivel Chain cable jack A cable jack, consisting of a lever mounted on an axle and two wheels, is used to handle anchor chain, It is used to pick the chain up to pass a chain stopper. A pinch- point crowbar type of anchor bar is issued for smaller sizes of chain.Clear Hawse Pendants A clear hawse pendant is a wire rope pendant, $ to 15 fathoms long, with a thimble at one end and a pelican hook attached to a length of open-link chain fitted in a thimble at the other end. This pendant is used to clear a hawse fouled by the anchor chain DPN TRIMBLE OPEN-LINK CHAIN SOUS TMIMBLE x PELICAN HoH’ Figure- Clear hawse pendant Chain Locker As the chain comes aboard, it passes along the deck on metal flash plates, aver wild cat, and down into the chain locker. Each chain goes into a bin called a chain locker. Its bitter end is secured to aring bolt on the bulkhead of the chain locker. Anchor windlasses ‘There are two types of anchor windlasses for lifting the ship's anchor ~ the vertical shaft type and the horizontal shaft type. The vertical shaft type is used on most ships. The horizontal shaft type is used on amphibious and auxiliary ships. Both types are equipped with wildcats, which engage the links of the anchor chain. The wildeat may be disengaged when it is desired to use the eapstan (vertical type) or the gypsy heads (horizontal type) for handling lines or wire. GYPSY HEADS: Figure- Horizontal shaft anchor windlassArrangement of Anchoring Equipment ‘The vessels should be provided with all required anchoring equipments, in accordance with the Rules specified by a recognized classification society, for the intended operation. ‘The arrangement of anchoring and mooring equipment and calculations are to be prepared and submitted for approval The anchors are normally to be housed in hawse pipes and anchor pockets of adequate size, scantlings and suitable form to prevent movement of anchor and chain due to wave action. The arrangements are to provide an easy lead of chain cable from windlass to the anchors. Upon release of the brake, the anchors are to immediately start falling by their own weight. Substantial chafing lips are to be provided at shell and deck. These are to have sufficiently large, radiused faces to minimize the probability of cable links being subjected to large bending stresses. Altematively, roller falrleads of suitable design may be fitted. Alternative arrangements for housing of anchors shall be specially considered. The shell plating and framing in way of the hawse pipes are to be reinforced as necessary. On vessels provided with a bulbous bow. and where it is not possible to obtain ample clearance between shell plating and anclors during anchor handling, adequate local reinforcements on bulbous bow are to be provided The chain locker is to have adequate capacity and depth to provide an easy direct lend for the cable into the chain pipes, when the cable is fully stowed. The chain pipes are to be of suitable size and provided with chafing lips. The port and starboard cables are to have separate spaces. The chain lockers boundaries and chain pipes are to be watertight up to the weather deck. Bulkheads, which form common boundary of chain lockers, need not be watertight. Provisions are to be made to minimize the ingress of water to the chain locker in bad weather. The chain pipes are to be provided with permanently attached closing appliances such as steel plates with cutouts for chain links or canvas hoods with lashing arrangements. Provisions are to be made for securing the inboard ends of the chains to the structure. The strength of this attachment shall be between 15 to 30 percent of the breaking strength of the chain cable. It is recommended that suitable arrangements be provided so that in an emergency, the chain can be readily made to slip from an accessible position outside the chain locker. The windlass and chain stoppers are to be efficiently bedded and secured to deck. The thickness of deck plating is to be increased in way of the windlass and chain stoppers and adequate stiffening underneath is to be provided. Now you can see the figures of Anchoring arrangement.Ciecueene) BFUNCTIONS | i} PiU ) cone i Bes cailad= WELL er Figure- Anchoring of Floating production, storage and offloading (FPSO) vessel Figure Anchoring Arrangement Some details about the Anchors are given below,High Holding Fower Anchor 180 2s 40 675 510. 140 1360 1550) 1320 2040 2270 270 3040 2240 ads 3670 3940 4210 4500 4840 S175 S515 5850 225 6525 01s 7425 7875 3325 3775 Baldt Anchor: all a4 995 nol 1254 1382 1490 1580 1885 174 1809 1h 1991 2088 210 2154 2200 2052 2303 ass 242 2asT 2520 2570 2603 2605 267s 2730 27m 2837 2890 M2 251 20 307 sao 387 27 400 488 sis 538 S50 79 ois oe 05 so 096 m™m ma 782 178 ya s10 was "20 a3 a9 876 E98 9 157 109 12 2 242 267 287 308 a2 330 49 302 a8 399 407 aus 24 34 ast 405 476 80 490 508 sid 510 227 537 547 558 507 550 323 18 aT 351 938 wil wn 1130 us2 137 nn 1331 1402 1432 1402 1493 1329) 1583 1598 1637 1674 1710 va 1780) sos 1815 1883 say 1925 1901 1930 434 408 533 590 on 740 78 46 892 933 909 ons 1006 L107 1130 ust 178 1207 bu 1261 las 1321 1330 L376 os Laas 43 1402 1490 120 sas 1st6 Le La le 187 213 2s 253 299. 28 20. 308 319, 339, 351 359. 300, 374 383 30 401 410. 20. 29. 47, 453 455 47 483 4 500. 36 39 4s 49 50 2 or m 7" ™ 8 3 95 a tol los os los un 3 Ho us 120 120 3 135 D8 130 1821000 1100 1200 1270 1360 170 1590 1700 1800 1930 coo 2150 2260 2380 2500 2600 2720 2850 Byers Anchor: 140 1140 1200 1220 1190 1280 1340 1340 1350 1350 140 1480 1400 1400 1500 leo loo 1010 20 0 40 40 140 L190 1130) 1130) 370 380 300 300 400 430 440 440 440 380 380 380 380 190 190 190 190 2020 266 ais 300 412 457 493 700 05 as 102s 1130 1250 1350 1475 1600 In0 1870 2030 2200 2360 2840 2700 2900 3100 3300 3500 3750 4000 iso 4370 4575 Danforth Anchor: 165 165 18 v8 209 209) 216 216 ma 241 241 284 284 266 266 2m m 305 30s 318 330 330 330 33 3 370 369 369 393 393 406 406 406 482 482 4s7 33 33 sm. 37 10. TU TU 750 750 TT TT oe Be 38. ot oo. 104 104 los 1092, los, L092, 13 Los 10 850 28 0 740 "7 538 S04 898 20 905 1022 1041 1080 0 as. uso uso 119 1345 an 1397 1397 1397 14s 1448S500 340750 4551000 6s0 1500 310 2000 135 2500 1360 3000 520 4000 2270 $000 27306000 3180 7000 3085 S000. 40803000, 454010000 348512000 635014000 7260 16000 816818000 907320000 1134525000 13610 30000) Hall Anchor Polish: m5 woo 1100 so 1275 1350 440 1590 1650 1780 130 1900 2040 2100 240 2350 2470 2560 2620 2820 3000) 450 310 308 395 sas 490 S10 540 585 o7s 30 155 805 845 885 20 945 020 1080 38 no 135 140 145 150 170 175 205 aus 225 235, 240 255, 270 280 295 300 335 5‘9000 4072 2290 105@ 1904 1010. 1610 3030 488-320 EE 380 142 264 272 Halls Anchor:sl 520 12370 S610 28602040 SID DD 70 S30.ARST. 38847612 13230 600029302090 S40 9004800 SSD ARISE 120 14220 64503000240 SRD 920 SIO S60 143 Lis Is210 49003072190 1620940 soo S70 1982390 120 le20s 735031402240 Lo0 9008 S205] 2030— 4. 1a i795 Tso0 31902280 10RD RD TOI. 530, 8002008 40T 12s Lightweight Anchor:ea i i 500 OF 1285 12k 78743 206 104 730 340 wi 1394901 502, 578 25 3819 1000 454 1019 Isas 992 930 259 421s 1500 680 Iss3 is? Bs 728 296 48150 2000 sor 2040 19331250, 802 326 33 2500 mnt 2197 20831345750 804 392 SF 3000 3160 2335 mIs 1432797 918, a4 6 3500 1588 use 230150683 960, 393 a 4000 1s 2570 230001873 8TT io 41 or 4500 2041 2073 2533163712 loss 427 % S000 2268 2768 945 loss 443, 2 6000 272 2341 2788 1003118847 7 7000 3175 3097 235 10571217495 al 8000 3029 3238 3009 nos 1273s as ‘9000 4082 3308 3192 1s 1324539 88 190004830 348s 3308, Hon 37] 588 aL 120005443 3707 3513 1265 457593 7 130005897 3807 3008 1300 1496609 8 13228 6000) 3829) 3029 13091505013 100) 140006350. 3902 3698 IBL | 1S34 624 v2 1s000 6804. 3993 3784 13621809639 104 16000-7258 4080 3867 1392 Leos 653 106 18000-8165 043 4022 144k 166879 ut 200009072 4394 166 1498172703 us 22000-9980 4537 4300 Is 1783726 us 25000 1404733 a4s7 lels 1800787 yaa 30000 «13608 5030 4768 ime 1977805 BI Pool TW Execution Standard (HHP):° oo. 539 0420 203650 wr oTF 2 0 1s S81 Isl 452 21s 700 wr oF 2 oo om 594 160458 24 72 wr 77 2 65 637 169 Sol 390077 or 7 2 0 670 15525 251 lo 7 77 2 5 074 is S28 255 gis wo? 2 18 mI Ing sl 286995 wr 80 780 21 610 DT BT wr oT 2 8S m1 24 ot 312 982 4928 30 595 20700 3S 1080 100 ais 937 “713 34 tO 100 300 980 258 766 37S, BH 10 430 lo 27488 3931260). lo 495 love 232 gor sol. 10 as 19a 430 8K 2020. 10 67s 103 31S 943 43400486202 130 765: 1256 R98 4m 1sI® 202, 140 58 1306 MD 0049 STS OMIT 140 970 1300 381164513225 150 oso lio 368 1035303 TE 80 150 Lis: M3337] 12353780. 10 1305 lo 3017S 558430621 lo 1440 1554402 12IR SRS BTS 306210 10 Ists Is9f 4181250993138 210. 0 i710 Iess 4291288148308 210. 0 lst lost 4331S. 8382035. BOL. 28D 130 9x0 17330 4511359952 20RX BO], 20075, 190 2140 I7es 463138566} 2TSK HL 28S 190 2095 1g02 9 473—=14IR OTB 2190 Hl 2807S 200 2475 Ison 4871453705] 28S 200 2655 i900 49748871628]. 280 TS 20 2835 Ings SIS 7302380 gD 2S. 210 Pool TW Execution Standard (SHHP):9 42425 T STFS ss 1S Ol 87 6S 4942782 FT OTS Ma 6m «17521258 ROE OTT TS 138 Te 18S 555270713 149 735 sm 27787913 167 763 sm 2889814 RS Ist 788 ol 297834 m2 8B 630 307973134 29 535, ots 1000134 9K ROS a7 58 665 17134 9k 255 a0 68) los? lel E3210 m2 898 596, lors lel 32100 a 922, TM 1316) E32 100 20 ae, 735 mas l6l 8210. M7 on. 758 166 202010. 373, 58 7 94 202041. 404 102s 194 126 20240 120 439) loss 816 1260 20240120 am lost 338, 193 2020120 309) 107 SE 132420240010 a Mat 807 13843340178 S10 379 uss 895) 13822340173 S30 oT L180 as i224 173M oy 1200 930) 136 234173 sn 40 as 1202 97 462234017. m4 1045 WS 4691489 4TH 768 1269 ot 47k S19 dT SLO 817 1296 loo) 4881551306210 am S0 856) 1316 lon 496 = 1S7S 308) 210s m0 9601 1368 lono S16 16373068210 oH 1030 1409 los. S31 1087 G10) 140 148 3741123 4G 173430610 TO Pool N Execution Standard (HHP, Stockless}:180 25 270 315 300. 80. 495 585 om 705 855 s70. 1080 1195 1308 1440 1578 1710 184s 1980 240 295 215 Spek Anchor: 765 958 ou 1002 1002 nus liso 1236 1290 1338 1395 1446 1495 1541 1592 Loa 1685 1729 1770 1816 1860 1910 395 $28 15 S05 537 505 597 ols sn 676 728 m4 sis 852 902 933 1002 1050 1096 nas russ 1230 1270 1309 1352 1386 133 1469 1504 rss 1580 1620 307 405 430 462 41 516 346 302 om ols 666 Tos ms 780) 25 916 002 lo40 losa) la lel L180) 174 1309 1342 1375, M41 1490) 98 lol los U3 121 lr 134 138 146 I lot i 13 190 23 225 230 240 255 200 m0 285 24 304 3b 322 330. 338 a7 357 304 107. 107 107 107 107 107 107 107 107 107 Be Be Be Be 161 tol 306, 300 306, 306, 361 361 361 361 361 il " " " " W n " " n 98 98 98 98 m1 nn 140 140 140 13 15 13 13 210 20 20 20 260 260 260 260 260 Seeeee 236 248 262 282 29 315 333 343 303 307 406 432 455 15 503 523 558 50 oto oad 600 ons 708 70 74 oo 799 819 538 80 880 snSee 240.310 310-380 350 700 Ws 390 2 76 0 380480 00 827 19042 258 oso 430-010 050 02 20s aa 280) 170 610-735, 700 960 maT 302 1260 735-880 750 mos 285 S0R 320) 13s 880-1030 800 Moo 251 5a a0 ry 1030-1150 850 70270 S08 302 Is30 1150-1490 900 In 286587 388 Lexa 1400-1750, 950 12992056 20 ia 1739-2020, 1000 Bm He 67 mn rs00. 2020-2360 los lst 330708 00 1s90) noo I M3 748 380 rosa 1150) Ish 302788 492 2070 100 Isso 380801 20 26 1330 100418890 a0 2430 1400 27 a8 610 1430 20004519 020 2010 20004078 oa 2700 2k 4901030, 2790 23300583 7 300 ay 5530 ITR 8, 3180 11700-14100 20 327 338 14100-17000 282500 ST 3090 ‘Now we will see how the Coupling (connecting the Anchor eable/ Chain with Anchor and the Chain Locker) is done. ANCHOR CABLE AND CHAIN:Coupling system: Coupling to the Anchor: wedownunpe Anchor shank Anchor shackle DT 104 End link Enlarged link Swivel Common link Kenter joining shackle Jaw and jaw swivel Anchor crown shackle Anehor swivelKenter joining shackle Enlarged link Common link Clinch shackle End link Swivel momen SS ‘Coupling to the Chain Locker:Inthe Coupling system you might have seen a few items used for connecting. Details of those connecting pieces are given helow. Fittings, Shackles, Swivels & Links: Anchor Shackle:Dh a E ri 4 2 m™ 7 Ss % 4B IS BW 6 1 6 s 9 2 6 3 4 I 2 6 13 Ins 3 8 2 7 3 Is 149 2 6 4 9 o Ws 39 82 45 8 lok Tw 3 205 e832 SRT 3 2 0 10 4 87 48 2m I 2 4 M4 2 1 48 HTH 5 26 ans an so fl 28 sl 15S] 08 59H MS 1 30. 3 1s 59k oR 2 Ss 59RD My ws 1s) 67139 TT HS 36 ws 1s 6739S 38 719 HSH SSMS 40. UT 1s) 4 ISS SSDS aD 2 0 2) a 22000 fT BE TD 46. 1102358) ISR SDS ae 1) 235 8) SRO} BRS ta 50, 1330025597 dS 45H dO 2 130025597 d IS dod 4 130025597 SHIR GO 56 ss 2910s 219 FSD gS SR 58 W732 «11285 oo. 7 3021128861363 a I 3222S DSR 525 Bw of I 322s SR 52S SBD 6 2 401292731 ES SSB B20. 68 2 2 40) 129273 ES SSR RO w 2° 98 203803328048 S7H SS a 2s M2 29305. Y DLS SSE 6 3 0s 23138563080) Te 3"Io WS 23138508) Detachable Anchor Connecting Link:‘The Detachable Chain Connecting Link eliminated connecting shackles. However, the connection between the chain and the large anchor shackle still had to be made by use of a large, weak, end or "bending" shackle, which was easily caught on the lip of the hawse pipe, spread and caused loss of a valuable anchor. Detachable Anchor Connecting Link, as pictured, consists of a " link with two fixing caps. A stainkss stee! tapered pin and a plug are provided to positively lock the caps with the "C” link. It is possible to disassemble the link by removing the tapered pin by use of a drift sledge. se e iN fe 12a sv2 36 R816 132 1 2 *4Mie oT se 16 1 1422 6 Ve 749000 113.500 3 1-1*l 97S oMl@ 10 Ito 12 2°16 14 11s 118,000 179,500 4 14-16 118 812-286 16 178 3"R IMEI" 2% 200.500 302.500 51-2 159% 3222 3 6 2-292 5 oon 483,000, 6 2'4-2%8 178 12%le 348 2% 3 494 271e-2°8 352 447000 675,000 7 2-3 2 46 4% 3 34 57 3'e 43/8 693,000 1,083,000 8 2916348 25"9 16 312 374 4786 4*8-4 916 58-58 102100 1506000 9 3%0-3% 274 W's S44 3"B Stk od 478 5*16 1,120,000. 1,750,000 Detachable Anchor Pear- Shaped Lin’‘The pear shaped link is used to join the swivel end of the chain cable to the anchor shackle. Because of its smooth profile, the pear shaped link can advantageously replace the Kenter anchor link Its lightness makes it very easy to handle, The position of the elosing system and its simplicity makes iteasier to use where larger chain diameters are concerned. be} $$$ oo er rr Fi K 19.24 SI If] KS 35 7 3 2san 116 288 ST 403. 45 35 os 3240 14116 298 6 58D 8S ST % 48 B esl 182 37826076 Sok 100 59x01 74 2 30 oF S260 2°1628 48 3139260762 TRXGD 8B B68 279 2°l03"R 502-370 «1779954 THKBO RTOS S192 3*103°S OS 419133 92124149 OR NITE 13015498 130 95 31634 682435146 9813015912 IST D578 gr 37104 889 STZ IVT QDS 9] 303 10s 380 LORI 4"1649S 940610203127 17S 20346188 16 ml 420 Lo-tl4 4°l04*2 991 oH 216 1318429 LOSKITS 20H WSIS 0 Jaw and Jaw Swivel Shackle:This swivel shackle, fitted directly between the chain cable and the anchor, avi an anchor shackle and a Kenter link if the chain is fitted with am end link. B f 7 fl ITs le 30 Bk ek som ok 9 eS o mm «9 ws "6 3 mM 2 2 MM 2M ST Om 4s os 8 379 2 "37 77 Bl oss 400 4 “le 41 82 BH TDS % 9 BO %6 14 Bt 3533 DT 2 1 47k 28 1S 48 95 98398395 TH HOD S82 M33 30 176 51 zs 2392S SO: eee 32 14 349124528070 lol Rs Sk 33 oy 1a 58 Mle 19 4489505 lor 130 ol 38 30 Ile ol 2 16 5047 SIs 79 Hy 14d 6s 40 ae 12 65 1291335349 SRR_ 9190 10152 ok 53 40 Ils 68 136 086258522008 126 Iso 7283 2 18 71 347595595 1k 21092 12 16s 7669 4 D4 75 150 S$ 62ST BBB 22097 Ba 17% 7S % 151678 156 1616465129 2300 45 e483 48 VS 82 LOS 16867268]. 106 ISL 192 86 9D 50 2 85 170 17S 706570840 10 Iss 200 9097 32 lo 887 18273 kT. 14. 4 lot 20894108 a 2892 S89 TO 70S. 1ST 19 Ima 216 97120 50 Blo 98 1999 TR 73 TR ST aD 123 Ie 224 ola 3e 24 99 197 203, 175, M162 290128 Ish 232104108 o 298 102 208 210 8478S 18300132 Isp 240 10k 200 Kenter Connecting Link:‘The Kenter joining shackle is used to join two stud link chain elements ending in a common link. It's made of Heavy Duty forged steel (LU2- U3 grade), Is 7327 20 2 In 7 105 a8 b 9 2 2 2 B 70 a 1 2 83 3B 2 “4 2 1 Lo 2 3 24 au Is cy 12 Lo 4 100 38 a u Ie 96 Ma 2 % 109 40 29 40 7 lot 156 27 2 R28 OTB 31 4 Is uz 168 33 3062S 6 38 4 ET 120 180 39 a9 30 0 2 128 12 40 BRM 8 a 2 136 208 58 36 IBID 5 40 86 4 4a 216 66 382 BSD 88 2 39 2s Isz 228 28 40 16 Tt 45 a2 26 6a 0 98 4 1B 42 TS a1 65 28 168 252 106 ae ee ” 8 » 176 208 R 40 16 46 12 70 sl 1 Ey isa 270 4 4818 48 OLB 3 4 x ie 288 185 x02 50 20976 36 8 3 200 300 ns 2 26 2 wT» 38 81 uM 208 312 20 S402 E226? 0 u 3a 32 2 So 2s 502M 2 7 a7 330 26 sh 24 kas 65 * ae m2 348 30 oo 28g 28L ‘7 2 40 oa 360 31s 2 2B 259 0 96 4 248 Im M 64 22 ot ROT n 9 2 256 38 38 Swivel:‘The Swivel is usually fitted between the anchor and the chain cable to prevent the chain cable from twisting and kinking. An anchor shackle with a joining shackle or a Kenter link is needed to complete the assembly. Material of construction is heavy grade duty farged stee! 4 tle 1s 7 BR MT es 9 eS) ns "16 19 al 2 68 12 9 4 B wm 25 Mo 8 mim 3 ws "6 Bm os Mo 6 m4 1s. 3 2 * M of 2» % M18 3S 4 "6 2% 4 7 1B en 2% 1 8 B © ID 4 1 6 OR 8 OM 4B 132 wr 0738 EM tomers ears) aaa ee) 24 eas 34 10 us 7 ow Mook 7 el so 160 zs. aS So lo 8 58 109 Ino 2606 302 aw 3B 9 179 B70 8l 9 4 16 4 6 48 6 188 ls 296 2 FR 4 us 0 6s 197 ists 44004 wk 4 #22 aT 33S ej ky STR) Ea Oo 9 BT 48 VR 8 1358 mo 460 1788S 38 0116 6 TR a) 495 188377 5226 58 isnt ee ee ee ec 402k isnot 70249148. so 2 107 RS ss 2 wT 70 go 89273 So) 209 2 PTs! W298 81 49 | a w2 9521 459 2 ag loo 9) 30) wet 280TH 6 2) % loo 102 Da) Chain Data: Approximate welghts & misc, detalls:The Kenter joining shackle is used to join two stud link chain elements ending in a common link or enlarged link. It's made of Heavy Duty forged steel (U2- U3 grade), eens et oo nS 35 90 023 923 039 ax Ln 09 = 4 4a 12 032 936 O81 Ll 13 a Io os Ost 062 13 Lo ww ns 074 6k 082 Le 20 21 19 Oss OR? 1.00 18 2s 28 ~ 20.5 Lio 113135 21 33 Bl 2 13512818 2s 40 BS 10 24 Lm 77 20 BS 50 so 4 26 21S 220 27 43 on oo 18 28 2802933 50 80 1s 23 30 32003338 10 95 oo 28 32 3904046 1s 0 11033 4 47 5m 58 9s 140 ns 38 36 5S 59 66 10 zo 160 46 38 ol 68 78 130) 20 0 53 40 wl gm OL 150 0 230 61 2 84 968 1S Ins 260 270 68 “ no 2a 20.0 290 320 75 46 us 130 40 25 33 3708 48 528 1452 BI 150 160 26.0 9 440 90 so S788 5 7 Wg 9 a 3797 32 @ 1m 1 nm 31 5 37105 sa Cn 9 2 4 0 oy 1B 56 198316 a 3M 38 4 e710 58 717 BO 4 68 8019 60 2839 3 27 ® 8 70 95 140 6 a ML mB 0 2 76 9s 140 64 542585 31 34K 7 2 nz 135 66 loo 2750 Mok 38 66 34 0 180 os lor 2983037 742 ad 10 tol 0 180 0 Ig 318830 o 48 48 5 los 152 200 B 14 3604 so 320 5 7 on 172 230 70 13s 37139 59 SB 99 HL Im 315 78 142390342 0s O8 100, 130 i a15 81 Is 428940 ol m™ 74 9 i 220° 375 4 loo 450552 om Rosa 134. 193 242425 7 I7e 459558 ce) 150, as 270475 90 Isp S198 2 95 los 167 mB 300540 82 19934738 88 100105 15 256 325370 Dimensions of Stud Link Chain Cables:DN isi Cémon Link Ealarged pores ae Marinus Bo ee 14 “10 30 15 02 35 Ww ol 50 308 316 44 16 “B oF 3B OB 70 03 wv 70 ot 352 301 56 5 “Ie 3TH CDS HCY 3S \9 14 76 $8 205 82 ” 8 76 418 28 BL 205 "16 82 m4 22 88 ce ae 89 82 451 462 oF 2H 9H 82H HH] ore “lo 90 86-20 104 28 10496 528 S41 19 1 esses 28 1's Wl 30 120 108 a 12200 «:112 ole 031 Ws joe ike omar Era 4 138, M5 36 x 13900128 704 722 22 Mo ms ee i 16 4 130 40 ww 1st 144 giz 29 1 gar es in sr a 40, 116 160, 4 48 ae 174 100, 902 358 esl a 18 on 38 4 ie 170 158 48 2 191 176 992 a 40 116 186 160 50 50 2000 184 1037 a ae 18 192, 13 54 EJ 209192 1082 31 50 116 200 180 56 Co 218200 3S 2 26 Ts me am mn 9 ae ao ms 26 mist ss 216 am ok 2a ans rst se 2 a os m 32m bw 73 oO 2°8 216 60 B Jol 240 1353 79 on 2716 23 68 B 7700 248 1398, 8 ot 2"2 2 7 7% 27R 236 3 30 J 2°16 BBB al 287 264 1488 98 oe 2MIp mms 8 1 om iss m 2% 22 TR 40st 1s mBoo2k om om souk a Ios m3 eas 2 ms mm 3% 2am ss 3 3 Gn rs BL 3% 10 324 292 90 7 352034 1827 cs 3*8 336 (30292 100, 365336 1894 aT 3716 8 313097 os: 378 348 1962 nn 32 360 34 100 300 lo? 3923) 2030 Stud Link Chain Testing: Breaking and proof loads: Cire) Soe(Caer ere eee ce Peete 6 2 His us 168 nn) 107 130 150 210 Its “16 Lt 30 180 250 4 130 2 2 sa 2s "le us 25 245 350 na 8 200 280 280 01 uM “I6 BI a2 3B 470 %® 1 m8 390 290 556 ws RL “9 an oa 316 308 sia 514 BS m4 4 583 583 833 Mos 408 055 035 937 31716 33 12 Be 1030 a2 SRL na a2 1100 118 to 896 596 180 gis 703 ot 381 1400 wo 709 oso 1080) 1530 4 16 wT 1170 70 oxo eS 908 280 1280) Is10 5016 98 1370 1370 1900 2s Looe 480 480 2110 2g 40 600 1600 20 5216 120 70 mo 2450 se 24 1300 Iso 1810 2000 wo 28 L380 1950 1980 270 © 2716 La70 2060 200 2950 22 L360 2200 2200 3130 % 216 1660 2310 2310 3300 oe 20 1750 2450 2450 3500 m4 1850 2600 2600 3700 B28 2000 2800 2800 000 m3 2150 3010 sao 4300 m3 280 3160 300 4500 a 316 2410 3380 a30 4820 436 2000 3010 S10 soo 736 2750 3850 3850 5500 32 2920 4080 3090 S640 38 3040 4360 4360 6080 4 3230 450 3510 ono 73% R0 4030 080 090 loo 3816 3530 4940 4940 To 4 3660 5120 5120 7320 MOORING ARRANGEMENT A mooring strictly speaking, refers to any device used to hold secure an object by means of cables, anchors, or lines though most often it is specifically a device to which a vessel can attach so that it can remain in the same position. The vessel is then moored. A mooring is typically a heavy-objeet located on the sea bed to pick it up from a vessel ith a rope or cable going ta the surface where a float makes it possible PURPOSE OF MOORING ‘The purpose of a mooring is to safely hold a ship in a certain position to accomplish a specific mission. Akey need is to safely hold the vessel to protect the ship, life, the public interest, and to preserve the capabilities of the vessel and surrounding facilities. Ship moorings are provided for: a. Loading/Uinloading - Loading and unloading items such as stores, cargo, fuel, personnel, ammunition, ete: b. Ship Storage- Storing the ship in a mooring reduces fivel consumption and personnel costs, Ships in an inactive or reserve status are stored at moorings. ©. Maintenance/Repairs - Making a variety of repairs or conducting maintenance on the ship is ‘often performed with a ship moored. d._ Mission - Moorings are used to support special mission requirements, such as surveillance, tracking, training, ete. Mooring tines are used to secure a ship to a wharf, pier, dock or another ship. The size and strength of mooring lines is matched to the ship and generally increases as the size of the ship increases. Mooring lines of nylon or polyester have most often been used. Lines made af high strength, low stretch, and reduced snapback aramid fibers are also approved and are becoming more ‘widely used because of their inherent safety characteristics. Mooring line accessories include tattletales, line throwing devices, rat guards, and falrleaders Mooring fittings include chocks, bitts, cleats, and hawser reels. Mooring machinery facilitates the handling and securing of mooring lines. It includes the ‘capstan head and related machinery, as wellas constant tension mooring winches. A. vesse] is said to be moored when it is fastened to a fixed object such as a bollard, pier, ‘quay or the seabed, or to a floating object such asan anchor buoy. Mooring is often accomplishedusing thick ropes called mooring lines or hawsers. The lines are fixed to deck fittings on the vessel at ‘one end, and fittings on the shore, suchas bollards, rings, or cleats, on the ather end. Mooring by permanent anchor can be accomplished by use of a permanent anchor at the bottom ofa waterway with a rode (a line, cable, or chain) running toa float on the surface. This, allows a person on the vessel to connect to the anchor. ‘Once the mooring line is attached to the bellard., itis pulled tight. On large ships, this tightening can be accomplished with the help of heavy machinery called mooring winches or capstans, Mooring lines are usually made out of synthetic materials such as nylon. Nylon is easy to ‘work with and lasts for years, but has a property of very great elasticity. This elasticity has its advantages and disadvantages. The main advantage is that duringan event, such as a high wind or the close passing of another ship, excess stress ean be spread among several lines. Some ships use wire rope for one or more of their mooring lines. Wire rope is hard to handle and maintain. There is also a risk of using wire rope ona ship's stem in the vicinity of its propeller ‘Combination mooring lines made of both wire rope and synthetle line can also be used. ‘This resulis ina hawser. This is more elastic and easier to handle than a wire rope, but not as elastic asa pure synthetic line, Special safety precautions must be followed when constructing a combination mooring line Atypical mooring scheme | ee ee toe | ence ge [Atemnsegne [reer [vaitacrneie teat] a MOORING LINESA ship is moored when it’s made fast to a buoy, when it’s between two buoys, when it's between two anchors, or when it’s secured by lines alongside a pier or another ship. The lines used in mooring a ship alongside a pier are shown in figure. Well in advance of mooring. the lines should be faked down, fore and afi, each near the chock through which it passes in preparation for passing the line. Rat guards are hinged conical metal shields secured around mooring lines. They are used to prevent rats fiom coming aboard ship, The bowline and forward spring lines prevent the ship from drifting astem. The stem line and after spring lines prevent the ship from drifting forward. Look at the figure. Here, lines 1, 3, and 5 are called forward lines; lines 2, 4, and 6 are called after lines. When secured, these lines tend to breast the ship in. The forward and after spring lines are used to prevent the ship from drifting forward or aft. FORNARD “AFTER “STERN QUARTER QUARTER LINE SPRING © SPRNG Figure-Ship’s mooring lines. Permanent Anchor Mooring ‘There are four basie types of permanent anchor moorings: dead weight, mushroom, screw In, and triple anchor. These moorings are used instead of temporary anchors because they have considerably more holding power, cause less damage to the marine environment, and are convenient They are also commonly used to hold dock floats in place. L. Dead weight moorings are the simplest kind of mooring. They are generally made as a large concrete block with a rode attached which resists movement with sheer weight; and, to a small degree, by settling into the substrate, The advantages are that such moorings are simple and cheap. A dead weight mooring that drags in a storm siill holds well in its new position. Such moorings are better suited to rocky bottoms where other mooring systems do not hold well. The disadvantages are that they are heavy, bulky, and awkward. Mushroom moorings are the most conventional moorings for mud and silt substrate, They are shaped like an upside down mushroom which can bury it-selfin these materials quite readily. The advantage is that it has up to ten times the holding power to weight ratio as compared to.a dead weight mooring. The disadvantage is that they're more expensive than dead weight moorings, don’t hold well on rocky or pebbly substrates, and they take time to settle in before reaching full holding capacity. Screw in mooring is a modem method, The screw in mooring is a shaft with wide blades spiraling around it so that it ean be serowed into the substrate, The advantages area high holding power to weight ratio, An additional consideration is size. Screw-in moorings are so needed to small that they are relatively cheap. The disadvantage is that a diver is usually install, inspect, and maintain these moorings Multiple anchor mooring systems use two or more (often three) light weight temporary style anchors set in an equilateral arrangement and all chained to a common center from which a conven + jonal rode extends to a mooring buoy. The advantages are minimized mass,ease of deployment, high holding power to weight ratio, and ease of access to the required anchor components because temporary style anchors are commonly available. Now you can see.a mooring arrangement Figure Mooring ArrangementNaw let us look into some of the machineries used in Anchoring and Mooring. Mooring Winch A ship is a huge structure and when it comes to a port for any purpose such as cargo loading, discharging or bunkering; it needs to be "parked” properly so that it dees not move from its position beyond a certain degree. This could lead to disruption of operations and also could mean damage or harm to life and nearby installations. It is very easy to tie up a small boat to the shore, but how do you go about securing a big sized vessel Mooring winch isa mechanical device used for securing ship te the berth. An equipment with various barrels used for pulling ropes or cables, mooring winches play an important role in berthing the ship ashore. The barrels, also known as winch drums, are used for hauling in or letting ‘out the wires or ropes, which will help in fastening the ship to the berth, Mooring winches assembly comes in various arrangements with different number of barrels. depending on the requirement of the ship. The main parts of a mooring winch include a winch barrel ora drum, a warp end and a driving motor. Modem mooring winches comprises of elaborate designs with various gear assemblies, which can be electric, pneumatic or hydraulic driven. A mooring winch assembly consists of'a winch drum which has cable or rope wound around it. The winch drum and warp end is driven with the help of a motor drive, All these parts are supported with the help ofa substantial frame, which also support a band brake, clutch and geared drives. ‘The motor drive is connected to the barrel and warp end using a spur gear transmission system, The transmission system is also provided with a clutch and a band brake. Thus, the spur gear transmission system controls both the barrel and the warp end. The warp end acts like a locking device, which prevents the rope from sliding off the barrel when pulled excessively. Warp end is extremely important for moving the ship along the berth for alignment purposes. This is done byfastening one end of the ropes or wires to the bollards on the shore and the other end around the warp end of the wineh Appropriate control of the drum movement is an important aspect of the mooring operation, For this reason, band brakes are provided to stop the drum whenever required. Also, it is important that the drum rotates smoothly in both reverse and forward direction. A controller arrangement of the drive motor facilitates forward and reverse direction as and when required, including selection of speeds as per the requirement. Most of the moder mooring winches help in avoiding the stress elated to constant monitoring of the mooring winches when the ship is berthing at a port. It is essential to tension or slacken the mooring wires according to the flow of the tides and the change in the draught that takes place due to cango operations. The modern mooring assemblies act as an automatic self tensioning unit, which provides for paying out or recovering wires when a pre-set tension isnot present. WindlassAnchoring is a process that is earried out when the ship requires a stoppage at mid sea or at the port. For this an anchor is used for holding the ship at one place. to remain unaffected by waves and weather. Bigger the ship, larger and heavier is the anchor. The anchoring process requires dropping and lifting of the anchor from the sea, Windlass is the device used for anchor handling on all the ships. Usually, a ship is provided with a pair of anchors. On almost all the ships, a single marine windlass handles both the anchors, but if the size of the ship is more, dedicated windlasses known as split windlasses are used for individual anchor. Figure - Windlass Arrangement An ideal windlass assembly consists of a cable lifter, mooring drum and a warp end. All these are rotating equipments that work together for the anchoring process. The cable lifter has cable shaped snugs that are used to grip the anchor cable on the drum. The cable from the cable lifter goes around a mooring drum, which guides the cables by paying out or letting go of the mooring wires. A warp end is used to hold the cable at the desired position and is always driven in association with the mooring drum for efficient carrying out of the warping duties. Although all these units work together, they can also be individually controlled. A dog clutch is used to separately engage or disengage each of this unit. All the rotating parts are connected toa motor with the help of a spur gear assembly. which is used to transmit the motor drive to the shaft where various dog clutches enable the power take off. Moreover, separate band brakes are used to lock the cable lifters and the mooring drums to prevent any kind of accidental movement when the power of the motor is turned off.The cable lifter guides the anchor by raising and lowering the cable through the spurling pipe. The spurling pipe is located at the tap and centre of the chain or the cable locker. Snugs in the cable lifter are used not only to grip the cables but also to hold the band brakes and the cables. Anchor capstans, which are windlasses that rotate in the horizontal! direction about a vertical axis, also have eable lifters that rotate about the same axis. This arrangement is generally used for heavy anchors and have the cable lifter unit located on the deck with the driving machinery on the deck below. The same unit which drives the cable lifter is used to drive the warping end, which is generally positioned near the cable lifter. Nowadays, difiérent types of windlasses are used according to the weight of theanchor and various other vessel requirements. The driving unit can be electrical, pneumatic or hydraulic, which also depends on the ship’s system requirement.Capstan A ship’s capstan isa drum shaped device that is used for hoisting weights or for winding ship's anchor cable. A capstan is similar to a windlass, but unlike windlass, it rotates in a horizontal plane and around a vertical axis. The term capstan was generally used in the days of wooden ships, when the ships were smaller in size. Capstans were used to weigh the ship's anchors using anchor cables or for hoisting the sails, However, as the size of the ships went on increasing, the size of the anchor cable also became longer. Instead of anchor cables, messenger eables were then used to wound it around the capstan in a continuous loop, The messenger cables were attached to the anchor cables using small lines known as nippers. When the cables were not in use, the nippers were removed to let the cables enter the holds. All these capstans were manually operated by means of wooden bars, attached to slots made in the upper portion of the capstan. The drum was rotated by means of pushing these woaden bars ina clack wise direction, Parts of a Capstan Messenger Cable Hawes Holes Trundlehead Anchor Cable Aber ne are (862) Semmanship ne Ago Sap 24. Actapots: Nawal ratte PressCapstan Vs Windlass ‘As time passed, eapstans were completely made from iron and steel. Gears were used at the head of the capstan to provide a mechanical advantage when the bars were pushed anti-clockwise. Even thaugh things improved, capstans still used to be driven by human power, making their usage stressing and difficult. However, in the modern ships, the traditional capstans are replaced by hydraulically or pneumatically operated windlass. A windlass isa complex device meant for the same purpose as that of capstan, but comprised of different parts, which together make the anchorage process smoother and easier. A capstan differs from a windlass only in the matter of the axis on which the rope or cable is wound (for a capstan it’s vertival axis, whereas for a windlass it’s herizontal)Ropes Ropes have a variety of usages on board a ship. Ropes were the most highly seen equipment ‘ona ship's deck in the olden days. Though technology has reduced their usage to a certain extent, ropes still have many important applications in a ship’s operation Different types of ropes are used for different applications on a ship. The thickness, strength. and length of the rope depend on the rope’s usage. The material from which ropesare made can be ‘both, man-made and natural. It is on the basis of the characteristics of these materials that the selection of rope type is done fora particular use. In olden days these ropes were built from materials found in the natural environment. In those days. fishermen and boaters used ropes made from natural fibers such as helm or sisal. However, presently these materials have been substituted by the modern synthetic materials, which are stronger and durable. Materials Choosing a material for a particular rope is a difficult task because each and every material has its own negative and positive points. Knowing the charaeteristies of a material helps a sailor or ‘boater to choose arope for specific uses and operations. The different characteristics of materials that ‘one needs to keep in mind are cost, strength, elasticity, durability and resistance to chemicals, water and sunlight, Let's take a look at the most common materials of ropes. Rope materials ean be classified into two main categories: Natural Manmade Natural Materials Though obsolete on commercial vessels, natural materials are still used for making ropes by many fishermen and small vessel owners. The main disadvantage of natural fibers is that they are shorter in length, which makes them weaker and more brittle, This also makes the rope surface harder and difficult to handle, Also, forhigher strengths the diameter of the rope needs to be larger. Moreover, all the natural materials have a tendency to absorb more of moisture, which makes them. freeze, These materials also have a tendency to decay and degrade from insects, rol and fungus infestation Manmade Materials Synthetic ropes have substituted almost all the natural material ropes. These rapes are used ina variety of applications because of the long length of their fibers, which increases the strength an durability of the materials. The different types of synthetic materials are:Polyester This is one of the most widely used fibers because of its strength and high resistance to load and degradation, Having very low elasticity, polyester does not stretch and is thus less affected by wear and tear. It also has a high resistance towards chemicals, acids, water and sunlight. The ropes made of polyester do not float and are generally used for mooring applications Polypropylene This is the only manmade fiber that is affected by sunlight and thus needs various additives during making. Polypropylene can be made from a single filament fiber or a multi filamentefiber. A polypropylene rope is not used where more of friction is there. Resistant to most of the chemicals, the ropes made from these materials are lighter and float on water. Polyethylene Generally used for making light weight ropes, this plastic easily wears and tears. The rope made out of this material is a bit difficult to tie in knot. Due to the light weight of the material, the rope made out of it floats on water. Polyamide Also known as nylon. it is one of the strongest manmade materials for ropes. It is clastic, durable and is not affected by chemicals or water. Though the material lases strength when wet, it has a high ability to absorb loads, tension and shocks. Ropes made from nylon float on water. You can see how ropes are used in mooring arrangement.Berthing In reality berthing of vessel or ship on a wharf'is quite a specialized job involving the use of several equipment, lines etc. It is more like parking of a car in a tight parallel parking slot. Since vessel is required to carry out cargo work at berth, positioning of vessel should be such that shore side cargo handling equipments are aligned with vessels equipments, The access way (gangway) is placed safely on the jetty. Since the job is quite critical and ship’s staff is not familiar with local meteorological and topography of port, services of an expert, popularly called pilot, is sought. In fact in most of the ports, this service is mandatory. The picture below shows a ship being berthed ata port. Factors Affecting Berthing Berthing of vessel requires very specialized skills. Pilot has to take in account of various forces, external & internal which are variable to varying degrees as well as the vessel's controls available to him. ‘Various factors are taken into account and amongst those included following but not limited to: ‘Size: A large vessel will be sluggish to turn, Her stopping distance will be considerably large as ‘well as time taken to pick up speed. Displacement of vessel: Displacement means total weight of the vessel. It is the total volume occupied by underwater part of vessel multiplied by the density of water. Larger the displacement greater will be the force required to move or stop it ‘Wind speeds and direction: Exposed part of vessel acts like a sail. Offshore wind with a speed of 10 knots creates strong, adverse wind force which needs to be controlled by using more tugs or bow/stern thrusters.On shore wind though will assist in berthing but streng on shore wind may push the vessel hard to berth causing damage Current: Current affects the maneuverability of the vessel. In tidal port with currents, berths are designed in such a way that current will be flowing at 15 to 30 degree to the berth. Design berthing velocity for ship is normally 0,2 msecond, Tugs: Ship berthing tugs are powerful tugs that can fasten a line to the ship to pull the ship away from the berth, or push with their bow against the side of the ship move the ship towards the berth. The tugs are rated by horsepower and usually range from 1200 HP to 3200 HP. Fenders: Due to the momentum shipside or jetty may be damaged due to impact of vessel. Fendersare used to avoid the damage and designed to absorb the energy of the berthing impact at around 25% deflection. In tidal port with currents, berths are designed in such a way that current will be flowing at 15 to 30 degree to the berth. Design berthing velocity for ship is normally 0.2 m/second. * Ina typical modem port, the vessel will approach at an angle of about 20 degree to berth, Vessel will be maneuvered in such a way that her speed will be one or two knots and forward part is some 10 meters away so that lines can be passed. * Forward tug will be used to hold the bow so that she doesn’t come in contact with jetty. Engine will be reversed to stop the vessel. * Aff tug will push the vessel towards jetty. When approach speed is more than 0.2 m/second, tugs are used to retard the speed. * With careful use of engines and rudder vessel will be positioned when she is still few meters away from jetty. * Once in position, vessel will be brought along side by using tugs and mooring ropes. Modern tugs with azimuth propeller can virtually push or pull the vessel without changing her position. Sofar, we saw Anchoring and Mooring arrangements comprising of various fittings. equipments and Machineries. The End