Anchoring Mooring Flashcards
Anchor Certificate
After the test on the anchor is completed, an anchor certificate will be awarded. The certificate will show the following:
• Type of anchor.
• Weight.
• Dimensions.
• Proof load applied in tonnes.
• Identification of anchor.
• Official mark.
• Number of test certificate.
• Date of certificate.
• Weight of the head of the anchor.
This certificate will be kept in the lifting register.
• Anchors: different types of anchors and their advantages and disadvantages
• Preparation for anchoring
In the construction of any anchor plan the following should be considered:
• Weather forecast obtained.
• That favorable shelter is provided at the intended position.
• The position as charted is free of any underwater obstructions.
• Intended position of anchoring of the vessel.
• Available swinging room at the intended position.
• Depth of water at the position, at both high and low water times.
• The ship’s course of approach towards the anchorage position.
• The ship’s speed of approach towards the anchorage position.
• Time to engage manual steering established.
• Defined positions of stopping engines and operating astern propulsion (single Anchor
Operation).
• State of tide ebb/flood determined for the time of anchoring.
• That the defined position is clear of through traffic.
• The holding ground for the anchor is good.
• The position of the anchor at point of release.
• The amount of cable to pay out (scope based on several variables).
• Position monitoring systems confirmed.
Safety Precautions when Working Anchors and Cables
• Before using an anchor, a competent seafarer should check that the brakes are securely on and then clear voyage securing devices. A responsible person should be in charge of the anchoring team, with an adequate communications system with the vessel’s bridge.
• You must have a toolbox talk prior to doing anything with the anchor!
• The anchoring party should wear appropriate safety clothing - safety helmets, safety shoes and goggles as a minimum protection from injury from dirt, rust particles and
debris which may be thrown off during the operation. Wherever possible, they should
stand aft of the windlass.
• Where the means of communication between bridge and anchoring party is by
portable radio, the identification of the ship should be clear to avoid misinterpretation
of instructions from other users of such equipment.
• Before anchors are let go, a check should be made that no small craft or other obstacle
is under the bow. As a safety precaution it is recommended that the anchor is ‘walked out’ clear of the pipe before letting go. For very large ships with heavy anchors and cables, the anchor should be walked out all the way to avoid excessive strain on the brakes (and on the bitter end if the brakes fail to stop the anchor and chain).
• Where the anchor is let go from the stowed position, if upon release of the brake, the anchor does not run, personnel should NOT attempt to shake the cable, but the brake should be re-applied, the windlass placed in gear, and the anchor walked out clear prior to release.
• When anchoring in deep water, the anchor should be lowered by the windlass to within 20-25 meters of the bottom or less. To prevent damage to the anchor and cable, which would otherwise hit the bottom very violently.
• Ring bells for each shackle and indicate the direction the cable is growing by pointing the arm. The vessel has brought up when the cable tightens and slackens slowly; if it tightens and then slackens abruptly, the anchor is dragging and it is necessary to pay out more cable or heave up and anchor in a different position.
• Cable should stow automatically. If, for any reason, it is necessary for personnel to enter the cable locker, they should stand in a protected position and, as far as possible, have constant communication with the windlass operator. Anchors housed and not required should be properly secured to prevent accidental release.
• Types of anchoring, open running etc
See note folder 44
• Snubbing round
A vessel can turn head to tide without too much difficulty, provided that there is sufficient sea room to do so. Should the sea room not be available then a tighter turn will be required. This can be achieved by means of one of the ship’s anchors, in the operation of snubbing round on the weight of the cable.
It is most frequently practised when the vessel has the tidal stream astern or in berthing operations. The vessel’s speed should be reduced so that she can just maintain steerage way. Let go either the port or starboard anchors, at short stay, and allow the cable to lead aft, dragging the anchor along the bottom. The cable will act as a spring, reducing headway, and canting the bow round towards the side from which the anchor was let go. The Master or pilot of the vessel should supplement this anchor/cable action by use of maximum helm and increase in engine power to bring the vessel through 180°.The anchor party should be briefed on the operation beforehand, and know, when to apply the brake to the cable, so giving the check on the vessel’s forward motion that is necessary to complete the turn.
If the manoeuvre is attempted with too much headway on the vessel, excessive weight will be brought on to the cable as the vessel turns, which could result in the cable parting. In general practice, the anchor is let go to about a shackle, depending on the depth of water. The brake is then applied to start the turning motion on the vessel.
Foul Anchor
Foul Anchor
The term used to describe the anchor when it has become caught on an underwater obstruction. The flukes of the anchor often become fouled by an old hawser or cable, obstructing its normal use. Think of Marmaris - for those who have been there will know this situation very well.
If foul of its own cable and the ship is stopped, it is best to let go the anchor as it will then usually clear itself. If foul of a bight of rope or chain it is usually best to pass a hanger round the fouled bight, lead the hanger aft, secure it and then veer the cable until the hanger takes the weight of the obstruction and the anchor comes clear. The anchor can then be hove up and the hanger slipped or cut.
Foul Hawse
This term is used to describe the crossing of the anchor cables, when both cables are being used at the same time, as with a running, standing or open moor, owing to the uncontrolled swinging of the vessel when anchored with both anchors (moored). Two anchors down and the vessel swings in the tide. Use a tender to swing the boat back is what I always did but lets see the correct answer:
The object of this operation is to remove the foul turns in the two anchor cables caused by the vessel turning with the tide change continually in the same direction.
• Breaking and slipping cables
HANGING OFF AN ANCHOR
There may be occasion in the ship’s life to detach the anchor from the cable, either for mooring to a buoy or for towing operations, where the bare end of cable is required.
A modern vessel will either be able to detach the cable while leaving the anchor secured in the hawse pipe or it will become necessary to ‘hang the anchor off!’
The operation of hanging off an anchor is generally carried out to clear the hawse pipe and allow the bare end of the remaining cable a more suitable lead. The object of the exercise is to hang the anchor off aft of the hawse pipe, preferably about the break of the fo’c’sle head (yes that is how you spell it) or forecastle - so as not to foul the cable forward.
