THE ADMIRALTY PATTERN, STOCKED OR COMMON
ANCHOR
An anchor is used to hold the ship in one position when she is
required to stay at one place for sometime.
Anchor is connected by a chain, with which it is lowered
/dropped /heaved or used as required.
Size of anchor and its chain is dependent on the size of the ship.
The bigger the ship, the bigger is the anchor and its chain size.
ANCHOR & ANCHORWORK
There are mainly two types of anchors:
Stocked and Stockless
How it works ?
When the anchor strikes the sea-bed the stock, being longer and
heavier than the arms, assumes the horizontal position as soon as
the anchor is stressed, thus causing the lower arm and fluke to
become embedded.
The fluke, which protrudes into the sea-bed, holds it firmly in the
sea bed. As there is more pull on the chain, the fluke tends to go
deeper and deeper.
Thus the anchor and its chain, with their weight hold the ship in
position.
The stocked anchor, because of the stock,
cannot be stowed completely inside the
hawse pipe.
Hence modern ships use stockless anchors.
Because there is no stock, it can be stowed
completely in the hawse pipe.
STOCKLESS ANCHOR
THE STOCKLESS ANCHOR :-
1. THIS HAS NO STOCK. THEREFORE IT CAN BE STOWED EASILY INSIDE THE
HAWSEPIPE WHEN NOT IN USE AND SECURED WELL.
2. EASY TO LET GO AND EASY TO SECURE.
3. THE HEAD IS DESIGNED TO PIVOT APPROXIMATELY 30-45* TO
EITHER SIDE OF THE SHANK, ENABLING THE ANCHOR TO DIG INTO
THE GROUND.
4. ANCHORS ARE CONNECTED TO ANCHOR CHAINS ( CABLES) WHICH ARE
STORED IN CHAIN LOCKERS PORT & STARBOARD, SEPERATELY.
5. IF ANCHOR STRIKES SEABED WITH FLUKES IN VERTICAL POSTION, THE
TRIPPING PALM DRAGS ON THE SEA BED AND ROTATES THE FLUKES.
6. ANCHORS AND CHAINS GETS EMBEDDED WITH MUD & DEBRIS AFTER
USAGE AND HENCE NEED TO BE WASHED (ANCHOR WASH THRU HAWSE
PIPE) , WHEN PICKING UP ANCHOR FROM WATER EVERYTIME.
7. UNDER EXCESSIVE LOAD ANCHOR CAN TURN 1800 , WHICH MAY
RESULT IN LOSS OF HOLD.
8. ANCHORS ARE MADE OF CAST STEEL, FORGED STEEL OR FORGED
WROUGHT IRON. THEY ARE MARKED WITH MAKERS NAME / INITIALS ,
IDENTIFICATION NO: AND WEIGHT.
9. A 5 TON WEIGHT ANCHOR WILL HAVE OVERALL LENGTH OF ABOUT 3.5
Mtr., EXTREME DIAMENSION OF HEAD OF ABOUT 2.0 Mt., MAX. WIDTH
OF TIPPING PALM OF ABOUT 1.0 Mtr.
10. ANCHOR WASH ARRANGEMENTS WITH FIRE LINE WATER IS PROVIDED IN
THE HAWSE PIPE OR ANCHOR CAN BE WASHED MANUALLY AS SHOWN.
(a) MERCHANT VESSELS WILL HAVE 2 STOCKLESS ANCHORS, ONE 0N PORT
BOW AND ONE ON STARBOARD BOW. SOME VESSELS CARRY A (NOT
MANDATORY) SPARE ANCHOR ONBOARD,WHICH IS TO BE WELL
SECURED.
(b) THE WEIGHT AND SIZE OF ANCHOR WILL DEPEND UPON THE SIZE OF THE
SHIP. THE PRINCIPAL PARTS ARE SHANK , CROWN, ARMS ,FLUKE, BILL OR
PEA, TRIPPING PALM AND SHACKLE.
(c) ANCHOR CABLES ARE CONNECTED TO THE ANCHOR SHACKLE BY USING
JOINING SHACKLE. ANCHOR CABLES ARE MANUFACTUED IN LENGTHS AND
EACH LENGTH IS OF 27.5 Mtr. ( 15 FATHOMS) CALLED A "SHACKLE" .
(d) TWO LENGTHS OF ANCHOR CABLES ARE CONNECTED WITH EACH OTHER BY
USING A JOINING SHACKLE .
(e) NORMALLY, THERE MAY BE ABOUT 12 TO 14 LENGTHS OF ANCHOR CABLE
CONNECTED ON TO PORT ANCHOR AND STARBOARD ANCHOR EACH .
Anchor Chain Arrangement
Windlass
GEAR
BRAKE
GYPSY
BOW
STOPPER
WARPING
DRUM
HAWSEPIPE ANCHOR
COVER CHAIN
ANCHOR CHAIN CABLE
IN THE FIGURE SHOWN, NOTE THE FOLLOWING :
1) IN THE FIGURE, FOR EXAMPLE THE CABLE IS MARKED TO INDICATE 3RD SHACKLE .
2) THE TYPE OF JOINING SHACKLE USED IS A “D-TYPE LUGGED JOINING SHACKLE”.
3) NOTE THAT OPEN LINKS ARE USED ON BOTH SIDES OF EACH JOINING SHACKLE FOR
CONNECTION.
4) NEXT TO THE OPEN LINKS, AN ENLARGED LINK IS USED ON BOTH SIDES .
5) NEXT TO THE ENLARGED LINK , ALL COMMON LINKS ARE CONNECTED THRU ’ OUT.
6) AS A MARKING, A SEIZING WIRE IS TIED TO THE 3RD LINK( EXCLUDING OPEN LINK) FROM
THE 3RD SHACKLE ON BOTH SIDES IN THIS CASE .
7) FURTHER , THE 3 LINKS ON BOTH SIDES OF THE JOINING SHACKLE ARE PAINTED IN WHITE
COLOUR.
8) WITH THE SEIZING WIRE & THE WHITE PAINT MARKING , THE NUMBER OF SHACKLE USED
IS IDENTIFIED. THESE MARKINGS ARE DONE IN DRYDOCK , WHEN THE ANCHOR & CHAINS
ARE INSPECTED AND SURVEYED. IF THE SEIZING WIRE BREAKS OR THE WHITE PAINT FADES
OFF LATER DUE TO EXCESSIVE USAGE , SAME IS TO BE REDONE AGAIN.
9) THE D-END OF THE JOINING SHACKLE FACES THE ANCHOR . INSTEAD OF D’SHACKLES
KENDER SHACKLES ARE ALSO USED , AS JOINING SHACKLES .
10) JUST LIKE THE THIRD JOINING SHACKLE (LENGTH) MARKINGS SHOWN , ALL THE
LENGTHS OF THE ANCHOR CHAINS ARE TO BE MARKED, IN THE SAME PATTERN .
ANCHOR CABLE
1. ANCHOR CABLE IS MADE OF LINKS AS SHOWN ABOVE .
2. IT IS MADE OF EITHER WROUGHT IRON, FORGED MILD STEEL, CAST
STEEL OR SPECIAL QUALITY FORGED STEEL.
3. SIZE OF THE CHAIN CABLE IS MEASURED AS DIAMETER OF THE BAR OF
THE LINK.
4. STUDS ARE FITTED IN THE LINKS TO AVOID CHAIN FROM KINKING . IT
ALSO ADDS TO ITS STRENGTH. IT IS WELDED AT THE CENTRE TO ONE
SIDE.
Inspection & surveys:
The anchors and chain cables are ranged for inspection in every Dry-
dock. They are thoroughly washed and inspected /surveyed for any
damages. They are de-rusted and chains are calibrated (link diameter
measured).
If in any length of anchor chain, cable link diameter is found to be
reduced by 10% of its original size , that length of shackle ( 27.5 Mts)
is to be renewed. Thereafter all are painted (Bituminous paint) and
anchor chain markings done before stowing back in the chain locker.
The chain locker (where the chains are stowed) are also cleaned ,
inspected ( suction & sounding pipes) ,de-rusted , repairs done if any
and finally painted.
Swivel: A swivel is a coupling enabling one to revolve without turning
the other. It is a connection that allows, the connected object to
rotate horizontally or vertically. Swivels are fitted on cargo hooks ,
crane hooks, anchors , patent logs etc. It allows the hook to swing
about freely, reducing line tangles.
Swivel connected to the anchor chain is shown in the next diagram.
Anchoring process
The anchorage is approached at slow speed and the
anchor is let go, while the ship is moving back slowly.
The vessel drifts astern laying out her cable, which
grows continually ahead.
The cable is then laid out, slowly. When anchor holds
the ground, the cable stretches to long stay and
thereafter the cable becomes loose and comes to short
stay normally.
The anchor and the cable , because of its weight
holds on to the ground and therefore holds the ship in
position.
This condition is called as “ vessel is brought up
to”.
This term anchor is ‘brought upto ‘ is added with number
of shackles used for anchoring. It is a measure of length
of cable used, with number of shackles as units.
It is called,(for example) “Port anchor is brought up to 5
shackles in water”, which means that more than 5
lengths of shackles are used, with the 5th joining
shackle is in water.
Similarly when we say starboard anchor is brought up to
6 shackles on deck means that 6 lengths of shackles are
used, with the 6th joining shackle, on windlass or near
windlass (ie on deck).
Finally after the vessel is brought up , the brakes are
tightened. Anchor ball is hoisted or anchor light is put on.
ANCHORING TERMS
The following are a few of the expressions used in
anchoring, and officers who may be in charge of the
forecastle anchor party will do well, to acquaint
themselves with all of them.
A wrong or misunderstood order from the bridge or
f’cle deck may give rise to an untoward incident. Master
gives engine movements or reposition the ship while
anchoring, on the basis of the weight or strain on the
anchor & chains.
Chief officer usually conveys the status & these terms
periodically to Master while anchoring, from forward
stations.
Short stay:
An anchor cable is at short
stay when it is taut and
leading down to the water
close to the vertical.
It indicates that anchor has
reasonable weight on it.
The anchor cable settles to
this position when she is
“brought up”.
Up and Down
When the chain is leading
vertically down and the
anchor is not hanging,
then it is called up and
down.
It indicates that anchor
has touched the ground,
holding well & has
negligible weight on it.
Long stay:
A cable is at long stay
when it is taut and
leading down to the
water close to the
horizontal & holding.
It indicates that a lot
of weight is on the
anchor, and there is a
possibility of anchor
dragging, if the weight
increases
substantially.
A’ cock bill
Used to describe the
anchor when it has
been lowered (on
power) ,clear of the
hawse pipe and is
hanging vertically.
It is ready to let go.
Before anchoring, in normal conditions, the
officer on fore-castle will make the anchor ready
for letting go in this manner, and inform bridge.
1.Snub cable: This term is used to stop the cable running out by using the
brake of the windlass. For this, the brake has to be adjusted (tightened)
carefully. This needs experience in controlling the brakes when anchor is let
go. If the cable starts running out too fast , it becomes difficult to control with
the brakes and the entire anchor chain cable may run out.
2. Range cable: To layout the cable on deck, or a wharf, or in a dry-dock,
etc. The entire anchor chain cables (Port & Stbd) are usually lowered in
the Dry-dock and layed out. They are then subjected to
inspection/surveys initially . Again after washing /de-rusting/ calibration/
painting etc, the ranged cables are finally inspected , before stowing back
3. in chain
Veer locker.
cable or Walk back: To payout cable under power, by walking back
using the windlass motor. Here the windlass gypsy is engaged , the
brakes are loosened and the anchor chain cable is lowered at
slow/desired speed out of the hawse pipe, under power .
Walking back the anchor to water level is done before anchoring , so as
to keep the anchor ready for letting go. Also for ranging the anchor and
cables in Dry-dock , walking back of the anchor and chain cables are
required to be done.
4. Surge Cable: This is allowing the cable to run out freely , without using
the brakes or the Windlass motor.
5. Foul anchor (a) : Used to describe an anchor which is
caught in an underwater cable, or which has brought old
hawsers or fishing nets or seaweeds to the surface with it,
or which is fouled by its own cable.
Anchor fouled by sea weeds
Foul anchor (b) : Anchor gets fouled by ships
mooring line or with its own anchor chain
Foul anchor (c): Fouled by its own anchor cable. If both
Port and Starboard anchors are to be used , there is
more risk of both anchor chains getting entangled /
fouled.
6. Clear Anchor: This is a normal condition, when anchor
is picked up and anchor comes up normally.
7. Anchor aweigh: While picking up, when anchor is up and
clear, then it is called anchor aweigh. Usually when the
anchor is sighted above water , chief officer informs Master
that anchor is aweigh. .
8. Open hawse: When both anchors are out and the
cables lead broad out on their own bows. A vessel lying
moored to anchors ahead and astern is at open hawse,
when she lies across the line of her anchors.
9. Foul hawse: When both anchors are out and the cables
are entwined or crossed.
10 . Clear hawse: When both anchors are out and the
cables are clear of one another. This term is used when two
anchors are used.
11. Anchor dragging.
A series of shortening and tightening of chain, ie series of
long stay and short stay of anchor chain is one of the
indication of a dragging anchor.
When the anchor flukes does not hold the ground properly
due to poor holding ground, or excessive weight on the
chain due to wind, tide or current , anchor can drag.
A watch keeper has to constantly observe if the anchor is
holding or dragging , by checking vessels position.
When a ship’s anchor drags, timely action needs to be
taken by paying out more cable or picking up the anchor
and re-anchoring at a better place.
Yawing:
Yawing is horizontal movement of the ship’s head in port
& starboard (left & right) direction.
When a ship’s head yaws mainly due to wind, it creates a
lot of strain on the anchor chain at extreme ends of the
yaw. This may result in anchor dragging.
When anchor is found dragging following actions are to
be taken.
. Call for anchor stations and pay out more cable.
.Inform engine room , get engines ready and use engines
to maintain position.
. Pick up anchor and let go again with all precautions.
After anchoring process is complete, that is when the
anchor is brought up, the anchoring crew must put the bow
stopper in place. The windlass break is also to be checked
for tightness. Also, display anchor ball (day signal) or
display anchor light, in compliance with ROR.
Securing anchor for sea:
When a vessel departs a port for sea, after entering the
deep waters she does not require her anchors. The
anchors are to be secured safely for the sea voyage.
The anchor is to be completely hove in, and the windlass
break is applied completely tight. Tighten Devils claw.
The bow stopper is put and securing pin is inserted.
Additional wire lashings are taken on the anchor chain
close to the hawse pipe , as required.
The hawse pipe covers are put in place.
The spurling pipe cover is to be put in place and the top
of it is to be covered with canvas and for long voyages
the spurling pipe cover is to be covered with cement. This
is to prevent water from entering into chain locker during
rough weather.
Bitter End
The inboard end of the
STEEL
anchor chain is connected to LUG
a strong point called bitter
END OF THE
end.
CHAIN
The bitter end is generally
situated in the fore peak
store on a bulkhead
separating the chain locker.
There are two bitter ends;
one for each anchor.
A sledge hammer is kept
nearby to knock off the lug.
The bitter end consists of the last link of the chain that is
partially inserted into fore peak store from the chain
locker through the intervening bulkhead. The link is then
held by solid thick steel lug in the fore peak store. The
steel lug is again fitted with a safety pin so that the lug
does not slip off due to vibration or by accident.
When in emergency, if the anchor has to be abandoned or
there is not enough time or unable to heave the anchor,
then the chain is paid out completely into the sea and ship
moves away from the area. This is done by releasing the
chain from the bitter end and let the chain go out freely
from the chain locker.
Before releasing the bitter end, the
anchor chain is tied with an anchor
buoy, so that later when the situation
is normal, the anchor chain can be
picked up on board and reconnected STEEL LUG
, if feasible.
END OF THE
Procedure to release the bitter end:
CHAIN
The safety pin removed and the
steel lug is knocked off with the
sledge hammer, the last link falls off
into chain locker and runs out along-
with the rest of the chain.
When the vessel is in dry-dock , bitter
end is released & put in the dock for
inspection , calibration &
maintenance and later connected
back.
Windlass & its Parts..pdf
Sketch of Ships Windlass with the parts .
Parts of Windlass :
The main parts of a windlass are as follows:
1. The main shaft,
2. Gears on both sides.
3. Gear Box.
4. Marine Grade motor.
5. Warping drums on both sides,
6. Brake band,
7. Manual Brake
8. Gypsy on both sides.
9. Clutch and high-speed / low-speed hydraulic valve
blocks.
