PROPER PROCEDURE

FOR ANCHORING AND

MOORING
- GROUP 2 -
ANCHORING
ANCHORING
■ Anchoring is as frequent operation on board as loading and
unloading a cargo
■ Anchoring is a routine job
■ Number of incident during anchoring or while at anchor
suggest that we might not have yet mastered the art of
anchoring a ship effectively.
■ Knowing about the correct anchoring procedures and their
limitations is one of the best way to avoid anchoring related
fatalities and damages.
HOW AN ANCHOR HOLDS THE
SHIP?
■ when an anchor is dropped, the crown of the anchor is the first
to hit the sea bottom. as the ship moves back, the flukes takes
its position and embed itself into the sea bed
■ it does not matter from what height the anchor is dropped, the
crown will always hit the bottom first
■ the flukes will only dig into the sea bed once the ship moves
aft and flukes are facing downwards in to the sea bottom
■ opposite happens when we pick up the anchor
■ when the chain is all picked up, the flukes face upwards and
gets uprooted from the bottom
HOW AN ANCHOR HOLDS THE
SHIP?
International Association on Classification
Societies on enlist Three Types of Anchors:

1. normal holding power anchors

2. high holding power anchors
3. super high holding power anchors

“International Association on Classification Societies or

IACS governs the rules for anchors.”
TYPES OF ANCHOR
SCOPE OF THE ANCHOR CABLE

■ correct scope is essential for safe anchoring and better holding of

the anchor
■ scope is the ratio of depth of the water to the length of the cable
deployed
■ more the scope, better an anchor will hold the ship
■ the idea of having more scope is that the angle of chain with respect
to sea bottom should be minimum
■ more the angle, lesser the holding power
SCOPE OF THE ANCHOR CABLE

■ as a thumb rule, scope of 6 is advisable for anchoring

■ that is when anchoring into a depth of 20 meters, we should pay at
least 120 meters of cable
■ when anchoring in areas of strong wind or current, we should have
scope of more than 6, up to 10 sometimes
PREPARING THE ANCHOR

■ preparing the vessel for anchoring can start days before arrival
■ master checks the charts for marked anchorage areas days
before arrival
■ anchorage area for the vessel could also be suggested in the
agent’s pre-arrival message
 PREPARING THE ANCHOR
■ anchorage area must be physically checked in the chart to ensure
that:
– 1. it is designated for the type of ship
– 2. the depths complies with the Under Keel Clearance (UKC)
requirement of the company
– 3. depths are less than the maximum depth ship can anchor
– 4. anchorage is clear of any cables, pipeline, wrecks or other
obstructions
– 5. the nature of sea bed is appropriate for anchoring
 PREPARING THE ANCHOR
■ when checking the charts for underwater obstructions, attention
should be paid to the chart symbol “#”
■ this symbol means there is a foul ground and shall be avoided for
anchoring
■ it is also important to be aware of the ship’s windlass lifting capacity
■ most of the ship’s windlass are able to lift the weight of the anchor
and about 3 shackles
 PREPARING THE ANCHOR
■ when checking the charts for underwater obstructions, attention
should be paid to the chart symbol “#”
 ANCHOR GEAR

■ anchor gear (or ground tackle) is located on the forecastle and consists
of all the equipment used in anchoring
■ this includes:
–  the anchors
–  the anchor windlass
–  anchor cables or chain
–  chain stoppers and the connecting devices (shackles, swivels)
–  etc.
ANCHOR GEAR
 ANCHOR GEAR
■ a ship is normally fitted with ten shackles (shots in us) of cable, each shackle
about 27.5 meters in length, and connected to another shackle (length of chain) by
an accessory fitting called “kenter joining- shackle”
■ the cable is secured on the forecastle deck by stoppers, devil-claws and anchor
lashings
■ the chain is held by the windlass brake
■ an anchor windlass is a machine that restrains and manipulates the anchor chain,
allowing the anchor to be raised and lowered
■ brake is provided for control and the windlass is usually powered by an electric or
hydraulic motor operating via a gear train
ANCHORING PROCEDURE

■ prior to any anchoring operation, crew involved in operation is

gathered and toolbox meeting is held.
■ during toolbox meeting, “risk assessment” is carried out and
crew involved in operation are being familiarized with dangers
involved in operation in hand
■ once captain calls “anchor crew proceed to anchor station”
crew is well prepared and ready for task in hand
ANCHORING PROCEDURE
■ master identifies a suitable anchoring position before entering the anchorage
area, conducts a planned approach including speed reduction in ample time and
orienting the ships head prior anchoring
■ once the ship is close to anchorage area, crew is called to anchor station
■ the chief officer (or another experienced officer in lieu) must supervise letting go
or weighing the anchors and should only assign experienced crew members to
anchor work
■ master decides on which method of anchoring to be used and the number of
shackles depending on the depth of water, expected weather and holding ground
 ANCHORING PROCEDURE

■ simple rule in determining length of cable to use:

– 1. standard condition:
■ length of cable = [(depth of water in meters * 2) + 90 ] / 27.5
– 2. when good holding power can not be expected: (e.g. strong wind,
strong current, harder sea bottom)
■ length of cable = [(depth of water in meters * 3) + 140 ] / 27.5
 ANCHORING PROCEDURE

■ prior to anchoring, the chief officer should be aware of:

– 1. approximate anchoring position
– 2. method of approach
– 3. which anchor to use
– 4. depth of water
– 5. method of anchoring
– 6. final amount of chain cable to be lowered
PROCEDURE TO THE
INTRODUCTION TO ANCHORING:
■ at the forecastle:
– 1. check brakes are on and clear the voyage securing devices (anchor
lashings, bow compressed bar etc.)
– 2. start hydraulic(source of) power of windlasses
– 3. check anchor shape / light
– 4. check communication with the bridge
– 5. check lighting on forecastle including torch , at night time
– 6. ensure all personnel are wearing safety helmets, safety shoes and
goggles
PROCEDURE TO THE
INTRODUCTION TO ANCHORING:
■ before letting go anchor :
– 1. the chief officer shall confirm that there is no craft or any obstacle under
the bow and inform to the bridge

– 2. the master shall ensure that the vessels GPS speed at the time of
anchoring is near-zero or indicates a slight sternway

– 3. the speed should be verified by visual transits and/or radar ranges of

landmarks, if available or other fix conspicuous targets
ANCHORING (CONCLUSION)

“Knowing about the correct anchoring

procedures and their limitations is one of the
best way to avoid anchoring related fatalities
and damages.”
MOORING
MOORING

■ Mooring is the operation performed first and foremost by the

deck crew as the ship reaches the port – but it is also one of
the most difficult, complex and dangerous jobs on board.

■ Mostly things turn out safely but sometimes an accident

occurs and this usually has severe consequences.
HOW TO MOORE SAFELY?

■ Always wear the correct personal protective equipment (PPE), which is an

important part of proper preparation considering that PPE is the last line of defense.

■ Always consider whether you are in a snap back zone and never stand on either an
open line or a closed bight of line.

■ Keep an eye out for all members of the team. If you think they are in an unsafe
position, alert them. All operations need to be carried out calmly without rushing
about. Rushing leads to slips, trips and falls.
HOW TO MOORE SAFELY?

■ Never lose sight of what is going on around you and have an escape route from
any likely danger (that is, avoid being trapped against the bulwark or other obstacle
when a line parts).

■ Always put an eye onto a bollard or bitts by holding the eye either on its side or by
a messenger line to avoid getting fingers trapped against the bollard if the line
suddenly snaps tight.

■ Never heave blindly on a line when no one is watching what is happening at the
other end.
HOW TO MOORE SAFELY?

■ Never try to be heroic by jumping onto a line that is clearly running over the side
and out of control as you are likely to go overboard with it.
■ Never run more than one line around a fairlead sheave as the lines chafe through
quicklier and the sheave is really only strong enough to take the load of a single
line under tension.
■ Never use any equipment that is obviously faulty. If you notice damage, then it
should be reported and an alternative arrangement for the mooring line used.
■ Never let go of a mooring line under heavy load without determining first why the
load is so heavy and then taking the proper precautions if it must be let go.
PRE-
ARRIVAL
MEETING
 A GOOD
COMMUNICATIO
N
IT IS GOOD THAT ALL OF THE CREW KNOWS WHAT TO DO.
 EXAMPLE OF DOCUMENTS:

UP TO 20

UP TO 14
THE END