Professional Documents
Culture Documents
1 .Stockless anchor
Stockless anchor is the one generally used on board ship.
Consists of a short shank with a knob at the lower end which is
loosely retained in a socket in the anchor crown allowing the flutes
to swing 45’ on either side of shank. The crown is broad to resists
rotation when dragged and is shaped so as to force the fluke points
downwards for engagement at the bottom. The commercial
stockless anchor has flukes shaped in symmetrical rounded points.
The weight of the head is at least 60% of the total anchor weight.
Stock anchors
2.
Are characterized by the a transverse
bar or stock intended to lie parallel to
the bottom and hold the flukes in
proper position to dig in when the
anchor is dragged at the bottom
ANCHOR Types
3.Danforth anchor
This removes the problem of stowing a stock anchor in the hawse pipe. In this
the stock forms the hinge pin for the flukes and stabilizes the anchor against
rotation while dragged at the bottom. This method allows the anchor to be
stowed in the hawse pipe easily.
Stud link chains are also made of cast steel and drop forged alloy
steel rated as high strength and extra high strength. The stud form
integral part of the link which are of uniform size. This uniformity
assures a better fit of chain to the wild cat and reduces the chance of
chain jumping off.
Anchor chains
Ships are normally equipped with 2 bower anchors and the chains.
Each set is designed to hold the ship under design conditions. These
conditions very according to service conditions.
But for ships expected to anchor in deep harbors under relatively
exposed condition, the anchoring system is designed to hold the ship
in firm sand against a 70 knot wind and a 4 knot current in 40 fathom
water. The pull must be applied horizontally at the bottom to develop
the anchor’s maximum holding power and to avoid breaking the
anchor out of the bottom. For this reason , the anchor chain is usually
much heavier than would be required to withstand the tensile load
alone. The chain hangs in a catenary between the hose pipe and the
anchor, and selected so that the lower end of the catenary will be
horizontal when the tension at the anchor shackle is equal to the
maximum holding power of the anchor.
The chain and anchor sizes are determined by calculation or by the
classification society rules.
Anchor Handling
• Efficient working of the anchor windlass is essential to the safety
of
the ship. It’s design and performance is subjected to strict
classification society rules.
• The heaving capacity shall be 4-6 times the weight of one anchor
at
speeds between 9 and 15 mts/minute. The lifting wt shall be
between 20-70 tonnes.
• The braking effort obtained at the lifter shall at least 40% of the
breaking strength of the cable.
Anchor handling arrangements
Windlass
Classification rule require a windlass of sufficient capacity suitable for
the anchor chain. The ship’s specs. usually call for a windlass having
enough power to lift each anchor and 110 mtr of chain at an av. Speed of
9 m/min.
Or
Specifically The windlass must be capable of pulling the anchor from a
depth of 25% of the total cable carried, i.e. 50% of the length of chain on
one side It should be capable of lifting the anchor from 82.5m to 27.5m
at 9m/min.
When the ship is moored in a pier or dock the ship is secured at bow, stern,
spring and breast lines to restrain the vessel from surge, sway and yaw. When
ever the wind load is perpendicular to the centerline of the ship, produce the
greatest force on the mooring lines that must be resisted by the mooring line.
Current loads like 2 knots too is to be added. The mooring lines and equipments
are to be selected to provide a very high factor of safety of 3-5 especially lines.
Usually wire rope lines are provided with constant tension winches.
Roller chokes are provided at bow and stern to reduce wear on the lines when
warping into pier
Mooring Equipment
Duties of warping capstans and mooring winches vary between 3-30
tonnes @ 15-30 meters per minute and twice the speed for recovering
light lines. Steel rope up to a max. circumference of 140 mm is used
"Ships ... shall have outfits able to restrain them alongside berths in winds of 60
knots from any direction simultaneously with either: 3 knots current from ahead
or astern, or 2 knots current from 10 degrees off bow or stern quarter, or 0.75
knots current from the direction of maximum beam current loading“
"Where the environmental conditions at any particular berth are likely to exceed
the criteria, it is incumbent upon the berth operator to provide the additional
restraint required.“
"Forces in the moorings due to changes in ship elevation from either tidal
fluctuations or loading or discharging operations must be compensated by
proper line tending.“
Hand calculation of the various applied and resulting forces, using methods
described in several OCIMF documents, is difficult and time consuming. And
the results of such hand calculations are only approximations. Computer
simulation has in the past been the work of specialists, and was time
consuming and expensive.
Towing
Every sea going vessel is equipped with a towline. When a
vessel is being towed at sea on a fixed tow line, a weight
may be hung at about mid length of the tow line. This shall
ease the shocks on the tow line due to surging of the
vessels. Large sea going tug boats, which participate in
salvage operation are equipped with a towing machine. The
tow lines are steel wire ropes usually as big as 65 mm dia
and length of up to 800 mts wound on drums of the towing
machine. The free end is lead to the towed vessel where it
may be shackled to a towing bridle or to a good length of
the anchor chains after the anchor has been dismantled.
When the chains are being connected it is lead thro’ a stern
roller chock equipped with horizontal and vertical rollers to
protect the railing
Classification rules
Design Loads due to Mooring Operation - Design load is
based on the maximum load for which the mooring winch is
rated.
Design load with winch brake effective consistent with
requirements for anchor windlass on the assumption that
winch brake is designed to be stronger than the braking
strength of the rope. 100 percent of the brake holding load,
noting that OCIMF guidance recommends that the brake
should be set at 60 to 80 percent of the line’s breaking
strength.
Wire Rope
Bending fatigue, corrosion, abrasive wear, combined with bearing
pressure on the outer wires of the strand are the causes for the
deterioration of the wire ropes in the running rigging. These ropes are
constantly being bent on sheaves and drums eventually causing breaks
in the wires. Breaks in outer wire with no evident indication of excessive
wear are usually an indication that the wire rope dia is
disproportionately large for the size of the sheave being used or sheave
dia is too small for the wire rope. Heavily loaded wire ropes on small dia
sheaves results in high bearing pressures between the rope and the
sheave and between the wires in the rope causing “nicks” in the wires
where they cross in making up the strands. This nicking tendency
coupled with repeated bending, eventually breaks the wires, locks the
strands into a solid unit preventing the sliding movement of the wire
which slows it to carry its share of the load. Outer strands already nicked
and locked become over loaded and accelerate the rope failure.
Relation of wire rope to sheave size.
It advisable to use the largest sheave dia with the smallest wire ropes.
The wire rope is bend around the curved groove machined around the
periphery of the sheave or pulley. It should fit snugly with out pinching
to obtain a proper bearing support there by distributing the load over a
maximum no. of strand and wires, thus entering and leaving the
sheave groove with minimum side wear and friction.
If the sheave groove is too large it will fail to offer support to wire rope,
and will result in the rope flattening out under tension, increasing
fatigue in the individual strands, leading to early failure of the wires
and rope.
Capstans and winches.
Electric both AC and DC and electro hydraulic drives are quite popular.
Typically the no. winches can be eight (including 2 nos for anchor windlass),&
each winch has a double drum, i.e. it accommodates two mooring wires. Each of
the two wire drums has a split drum attached, for the mooring wire to be lead
onto and tightened, before engaging the winch brake. Only 5-6 turns of wire are
to be wound onto the split drum, and that there is only one layer of wire turns on
completion, wound on the drum. This is to safe guard against wire winding over
wire and damaging it. All mooring wires have a synthetic tail (forerunner), 11 Mtrs
long, attached.
General
• Objective of the maintenance schedule is to keep the
equipment to its original condition as possible. The
equipment manufacturer will provide maintenance
schedule. But conditions very drastically between type of
ships, cargo carried, ports of call, environment etc. and
the schedule too shall vary accordingly.
• Enclosed oil lubricated gear trains and Open type gears too are
common depending on sizes.
This allows the inspection of the chain for broken or lost chain studs. A
random set of links are measured from each shackle length ( Shackle
refers to a standard length- nominally 27.5m, of chain joined to other
shackle lengths by a splitable link). There is an allowable wear limit allowed
nominally 12%. The link showed below has wear in excess of this and the
shackle length required replacement.
Anchor designs
Maintenance controls
• Ship’s deck equipment like windlass and mooring winches
employs relatively simple control schemes and a logical
method of elimination is the quickest method.
• Electrical and electronic equipments are usually provided
with manufacturer’s control charts which details the logical
steps for the maintenance.
• The simplest of suspects like a jammed limit switch, a
blown control fuse, weak relay coil, a loose or broken wire
etc should never be overlooked.
• Mechanical or pneumatic timing devices can be checked
with power off however electrical timing circuits or encoders
needs to be energized.
• A detailed knowledge and operating experience of a control
system is essential for speedy faulty finding, a calm orderly
and logical approach will definitely produce results.
Handling of the controls
The brake holding test of all self storing mooring winches
should not exceed 12 months interval
(12 month intervals may not be exceeded unless the vessel can justify non-
performance due to an unintentionally long voyage because of machinery
failure or due to failure of equipment require for testing).
Assuming due attention to the objectives of good
maintenance, a realization of the importance of
preservation design, and a wise selection of materials,
there remains the choice of place and convenience and
the people entrusted with the job. Training, supervision,
and refreshers shall be of paramount importance to the
results of the service.
Maintenance and testing of all winch gear, controls,
emergency stops and releases etc. is to be recorded in
the vessel’s planned maintenance system.