ANCHOR

ANCHOR
ANCHOR
• The specific requirements for anchoring eq laid
dn by the Class
• Is determined as per each ship’s displacement,
• her wind area down to the summer load line.
• These requirements are the weight of anchor,
• number of anchors,
• length of chain cable and
• breaking strength.
•
 sizes
• SUPERTANKER 330,000 DWT
• Anchor Weight23.0 tonnes
• Chain Length770 mtr
• Braking Power550 tonnes
• CONTAINER VESSEL 40,000 DWT
• Anchor Weight9.90 tonnes
• Chain Length670 mtr
• Braking Power 209 tonnes
• PRODUCT TANKER 12,000 DWT
• Anchor Weight 4.65 tonnes
• Chain Length 570 mtr
• Braking Power 107 tonnes
STOCK ANCHOR
 STOCK ANCHOR
• Stock anchor holding power is good but
stowage difficult.
• Used by fv’s , stock is longer and heavier than
the arms.
• The wt of stock is 25 percent of the wt .
Holding pwr is 3 to 4 times its wt.
• Upper fluke no holding power, can foul chain.
HALL PATENT STOCKLESS ANCHOR
 STOCKLESS
• Shank, fluke, arm , head or crown
• No stock so easy stowing, fast securing, can be
made ready for letting go fast.
• Cast steel
• HHP – high fluke area, holding pwr double,
and 25% lesser wt.
• SHHP- holding pwr 4 times,wt 50% lesser
 ADMIRALTY
• The hd of the anchor is secured to the shank
by a hinged bolt, this permits the arms to
make an angle of up to 45 deg with the shank.
The anchor head is made of cast steel and
atleast 3/5 th of the total weight of the
anchor.
• Holding pwr up to 3 times its wt.
• Can change direction w/o loss of holding pwr
Admiralty
 • Admiralty cast type anchor-
used on navy ships –
• gd holding-
• has twice the holding pwr
of conventional stockless
Admiralty anchor
• Lloyds class has
permitted25 % reduction in
wt.
 STREAM ANCHOR
• Astern
• Smaller
CHAIN
 .
• The dimensions and breaking load of an
anchor and chain have to be matched such
that the anchor does not break out of the soil
until it experiences a load which is quite close
to the chain’s breaking load.
 .
• It is important that the anchor break out at
that load or there is a risk of losing the anchor.

• The anchor’s holding strength is proportional

to the anchor weight and is also a function of
its design
 .
• If the chain makes an angle with the anchor of
5 °, the holding power of the anchor is
reduced by approximately 25%.
• If this angle is increased to 15 °, the holding
power is reduced by approximately 50%.
•
• To ensure a horizontal pull at the anchor,
length of the chain deployed must be at
least 5 times the distance from the hawse-
pipe to the seabed
• In unstable weather conditions, the length of
chain deployed should be even longer.
•
 WINDLASS
• Windlass—brake,cable drum, gypsy holds
cable in snugs,cable,bow stopper, devils
claw,windlass bed,spurling pipe,warping
drum,hawse pipe,chain locker,bitter end.
•
• windlasses-the electric, electrohydraulic
WINDLASS
 Swinging Circle And Turning Circle

• Swinging and Turning Circles – ship terms related

to vessel navigation, are often confused with
each other.
• Swinging Circle is a ship term used when the
vessel is at anchor. This is the theoretical radius in
which the vessel is expected to swing when at
anchor.
• The radius of the swinging circle is generally
calculated .
•
 Swinging Circle And Turning Circle

• After anchoring, the officer of watch (OOW)

should ensure that the vessel remains within the
Swinging Circle and that no other vessel anchors
within the vessel’s swinging circle plus some
safety distance as decided by the Master.
• As is evident, the swinging circle is not fixed and
depends on the number of shackles paid out.
 Anchoring procedure

• Study chart,- depth, holding ground type,

length of stay, sea room, exp weather, , draft
,exposure to wind, type of anchor, holding
power.
• Generally 4 times depth.
 CABLE
• Each shackle- 27.5 meters or 90 ft.
• Size of cable is the dia of the bar from wh the
link is made.
• Anchor aweigh, brought up, shorten cable,
drop under foot, short stay, long stay, across
the bow.
 Turning Circle
• Turning Circle is part of the vessel’s manoeuvring
characteristics.
• It is the diameter circumscribed by the vessel when
the rudder is put hard over when going full ahead.
• This shipping term is generally determined during the
vessel’s sea trials before delivery. The yard will provide
details of the turning circles in Loaded and Ballast
Conditions for shallow and deep waters.
• Turning circles are posted on the bridge and included in
the Wheelhouse Poste.
 ANCHORING
• Ship’s speed over the ground must be very
slow.
• How slow depends on the ship’s size.
• In case of large tankers, the speed must be
more slow –
• May hv unknown current
 ANCHORING
• After the anchor is let go and the necessary scope
of the chain is paid out, the windlass brake is
applied.
• Possible that the holding power of the anchor is
greater than that of the brake and the brake will
then slip.
• If ship’s speed is to be braked by use of the
anchor alone, all the kinetic energy in the ship
must be transferred to the brake of the windlass
which may cause very high temperature at the
windlass brake.
 TEST OF ANCHORS

• All anchors over 76 kg must be tested and hv cert.

• Drop test—For any part over 762 kg drop from a
ht of 3.6m on to a steel slab. After that sling and
hammer with a 3.2 kg sledge hammer- should
give a clear ring.
• Bending test—( addl piece of 20 cm) turn around
to 2.5 cm dia and bent cold by hammering thro
90 degrees over a radius of 3.75 cm. No fracture
shld appear.
 MARKS
• Marks on anchor- On crown and shank-
Makers name or initial, progressive number,
weight, no of cert,letters identifying certifying
authority.
 ANCHOR CERT.

• Type
• Wt in kg excluding stock
• Length of shank in mm
• Length of arm in mm
• Dia of head in mm
• Proof loadapplied in tonnes
• Identification of approving house
• Test cert no
• No of tensile test machine
• Year of licence
• Anchor head wt
• No and date of drop test
• Name of supervisor of tests and sign.
 JOINING SHACKLE
• Shackles are joined by kenter lugless joining
shackle – made of nickel steel ( prevents
corrosion)
• Spile pin
JOINING SHACKLE
 D-LUGGED SHACKLE
• D- lugged shackle for joining cable to anchor.
Securing and stowing of anchor—
Bitter end and securing—w/o man
entry
SECURING
AT SEA
WINDLASS
 MARKING
• 1st shackle Seizing wire on stud of 1st link abaft
joining shackle.
• 2nd sh by wire on 2nd studded link before and
after joining shackle
• All links painted white till joining sh.
 SP AND HAWSE PP
• Spurling pipe cover

• Hawse pipe cover

• Chain hook
• Emrg use
• Sledge hammer
 ANCHORING
• Preparing anchor for letting go
• Remove hawse pipe and spurling pipe covers
• Remove addl lashings , devils claw
• Put in gear
• Remove brake
 ANCHORING
• Remove bow stopper
• Take off brake and walk back
• Screw brake on
• Take out of gear
• Approach head wind
 ANCHORING
• If tide is stronger then stem tide.
• Avoid chaffing side, lower to water level, slant
of hawse pipe, across the bow,
• Long stay, short stay, up and down, brought
up.
• Dropping anchor under foot
 ANCHORING
• Shorten cable, heave short to-
• Anchor aweigh
• Veer cable, walk back, snub cable, range cable
• Emrg different, hawse pipe lips take much
chaffing and are designed thus, if using only 1
anchor it can part, so use both
 ANCHOR
• Turning circle, distances off
• Anchor / cable slipping, lost, etc.
• Cable used for towing, making fast to buoy
• Losing of anchor/ cable
• Chain hook
• Deep water anchoring, gypsy capacity
• Approach at slow speed hdg the wind or tide or else will
have to wait till vessel turns to confirm, drop either with slt
headway or propeller was – bridge stop---astern—.
• Use weather anchor to avoid nipping
• Longstay and then slowly slack – brought up.
 ANCHORING
• In depts. Upto 20 mtrs don’t snub till double
depth or else will drag.
• In over 20 m walk back to 4 to 5 mtrs above bed.
• Avoid dragging, then drop again if it is immediate,
otherwise try veering more cable
• Good scope of cable is good.
• All ships will be same direction except----
• Weighing anchor – if nipped at bow then stop ,
allow vessel to turn or turn or go astern
• Anchor dropped for going alongside.
 ANCHORING
• The ‘scope’ of the cable is the ratio of the length
of cable paid out to the depth of water.
• The correct scope of the anchor ensures
maximum holding power of the anchor is
realised, particularly in heavy weather conditions.
• Anchor holds better when the cable is pulling
horizontally to the anchor
• Pay out extra cable when conditions such as
increased seas, wind, current and tide require the
cable pull to remain horizontal.
 ANCHOR
• An anchor provides maximum holding power
when its flukes are embedded in the sea bed.
This occurs when the anchor shank lies on the
sea bed and the anchor cable pulls horizontally at
the anchor shackle.
• When the pull increases, the cable lying on the
sea bed is lifted off, creating a larger angle above
the horizontal.
As the angle increases, the holding power
reduces.
 ANCHOR
• Use anchors alternately—unused can become
brittle, brake jam, rust
• Wash cable
• Cable takes charge
• Medit moor
• Bitter end- olden days on bitts-now pin
slipping arrangement
 CHAIN LOCKER
• A false bottom is fitted to the chain locker
consisting of a perforated plate. This allows
water and mud to be removed from the space.
The end of the chain is attached to the hull by
a quick release mechanism known as the
'bitter end'.
 BITTER END
• The end link is placed between2 steel lugs
welded to the centre line bulkhead of the
locker or upper part of forepeak store, a pin is
driven through , one end having the head and
the other end a forelock.
• This is to be always kept greased up.
WINDLASS
ANCHOR
ANCHOR
AT ANCHOR
DRAGGING
 ANCHORING
• Circumstances for anchoring
• Precautions while at anchor—lookout—if
collision imminent- veer on cable to reduce
impact, try to draw attention,open brake-
portable fenders-rudder if current to sheer, piracy
rounds, for’d stores vulnerable,sudden bad
weather, notice to er, maintenance so max
possible notice, last resort slip cable with buoy.
• ME not available immly-emrg stns
ANCHORAGE
ANCHORAGE
WINDLASS
 ANCHOR LASHING
• A chain stopper should withstand a pull of 80%
of the breaking load of the chain. The windlass
with brakes engaged and cable lifters
disengaged is to be able to withstand a pull of
45% of the breaking load of the chain.
• The guillotine/chain stopper housing is the
strongest part of the anchoring equipment
and is designed to take the load of the cable
when a vessel lies at anchor.
Brake pad
 ANCHOR WATCH
• In maintaining an anchor watch, the OOW
must ensure that:
• • The latest edition of the largest scale chart is
used at all times
• • An initial anchor position is placed on the
chart
• • The position of his own vessel is maintained,
with position checking by more than one
means
 ANCHOR WATCH
• • Positions of vessels close by are maintained
• • Weather conditions are monitored
• • watch is kept on traffic movements
• • Check the cable regularly
• call the Master whenever there is an
appreciable change in circumstance.
 ANCHOR WATCH
• In many incidents despite diligent anchor watches
being maintained many a time the vessel still drags its
anchor and run aground.
• The reasons include the fact
• that the vessel was either too close to shore,
• the engines were not immediately available,
• the anchor was unable to be raised in the
• prevailing weather due to windlass or hydraulic failure,
or [the vessel]
• was unable to manoeuvre sufficiently in the adverse
weather.
 MARKING
• Every anchor to be officially tested under the
Anchor and Chain Cables Rules, 1970 must be
marked.
• A circle is to be marked in any conspicuous
position on the anchor. Within this circle, two X
represents the Serial Number of the Test
Certificate. The symbol YYY represents the letters
of the Certifying Authority. It must not exceed
three initials and one number (or four letters).
 Cable mkg
• 2 nd shackle fm anchor -2nd link fm joining
shackle painted white and seizing wire bound
on it.
• Similair
 HANGING OFF ANCHOR
• To get a free end of cable the anchor will have to
be detached. First shackle of cable includes a
joining shackle 2–4 m from anchor shackle,when
stowed the joining shackle is between the gypsy
and the hawse pipe.
• If the cable can be passed through a forward
Panama Canal fairlead, then the anchor can be
secured in the pipe using wire lashings and the
bow stopper. The cable can then be eased off the
gypsy and broken. It is then passed to the fairlead
using chain hooks.
 HANGING OFF ANCHOR
• If the cable is to be passed through the hawse
pipe the anchor must be removed from its
housing and secured at the ship’s side.
 ANCHOR WATCH
• Instruction from the Master or Chief Officer
• Ships position w.r.t swinging circle as marked on chart
• Length of anchor chain in use
• Signals, lights, and shapes now in use
• Visitors identity, number, and business
• Onboard work
• Carrying out Master's and Chief Officer's instruction?
• Is deviation of the vessel's current position from
measured position within the value given by master?
• Is any oil floating on sea around the vessel?
• Is under keel clearance being monitored and any change in
UKC on similar heading investigated?
• Are regulation signals, lights, and shapes being displayed?
• Are VHF receivers set to the correct working / watch
channels?
• Is there any ship (anchored or underway) that is likely to
collide with own vessel?
• Reporting and record of necessary matters?
• Is the accommodation ladder raised to deck level when not
in use?
• Is safety net fitted properly?
• Is lighting sufficient?
• Are any small crafts approaching vessel (ISPS vigilance
maintained)?
• Is anchor chain monitored for excess weight?
• Has OOW confirmed matters to be turned over to
successor?
• Necessary items entered in Logbook?
• Master call during excessive Wind Velocity, reduced
visibility or in case Whirling (Yawing) angle :
 FACTORS WH PROCEEDING TO
ANCHOR
• PPE
• Identify a safe anchorage with good holding
ground
• Identify a safe anchorage that lies within the
port limits
 .
• Weather and forecasts
• Direction of the current or tidal stream
• Depth of water
• Anchor to be used
• Amount of cable to use / payout
• Anticipated final maneuvering prior to letting go or
walking back
• Proper communications
• Abort route should circumstances dictate.
•