Anchors & Cable /Anchoring / Mooring with anchors

Most merchant vessels are equipped with two stockless anchors for'd and maybe a spare
anchor stowed on the maindeck or a kedge anchor fitted aft.
The advantage of this type of anchor is that they can be hove up all the way into the
hawse pipe, quickly secured and then quickly prepared for letting go. The combination of
expedience and security is ideal for most merchant vessels.
The anchor head, including the flukes, is free to pivot about the end of the shank up to an
angle of 45 from the shank's axis.

DFOLW 35 - Mar Ops

When the anchor is dropped and trailed along the sea bed, the tripping palms tilt the flukes
as the head strikes the sea bed, causing both flukes to dig into the bottom. Continued
horizontal pulling causes the anchor to bury itself into the seabed and provides good
holding power in most conditions.
There are two main disadvantages associated with this type of anchor. Firstly, there are
moving parts which can become jammed by rocks or debris on the sea bed, preventing the
flukes from re-tripping when the anchor is weighed. Secondly, the absence of a stock
makes the anchor unstable, and when it is placed under a heavy load it is liable to rotate
horizontally and lose a great deal of it's holding power.
Generally, the holding power of a stockless anchor is equal to about four times it's own
weight, but this can be increased by increasing the surface area of the flukes, using
smooth, unribbed flukes. While the vessel is anchored, a significant decrease in the
holding power of the anchor will be experienced if an appreciable angle develops between
the shank and the cable, and so it is important to ensure that sufficient cable is used when
the vessel anchors.
Construction Of Anchors & Cable
Lloyds Register of Shipping publish Rules for the Manufacture, Testing & Certification of
Materials and these lay down requirements for the construction, testing and certification of
cast or forged steel anchor heads, shanks and shackles, and also for fabricated steel
anchor heads.
Approved anchor designs are specified in Part 3 Ch13 of the Rules & Regs for the
Classification of Ships, but broadly, the Rules state that the design of the anchor head
should minimise stress concentrations, and the radii of all parts of cast anchor heads
should be as large as possible, particularly at a change of section. Further, the mass of the
anchor head of a stockless anchor should not be less than 60% of the total mass of the
anchor.
Chain cables must be of mild, special quality or extra quality steel manufactured in
accordance with Ch10, and individual links can be flash butt welded, welded by another
approved process, or alternatively cast or forged.

DFOLW 35 - Mar Ops

Testing & Marking

Anchors & Chain Cables Rules SI1453/1970 lay down the testing and marking
requirements for anchors and cables on ships registered in the UK and apply to anchors of
over 76kg in weight and cables of over 12.5mm in diameter.
Various tests are required to be conducted, including proof load tests, tensile breaking load
tests and mechanical tests in accordance with the schedules included in the Rules.
When an anchor, chain cable or cable accessory (i.e. shackle) has been successfully
tested it must be marked accordingly.
The anchor must be legibly and permanently stamped in a conspicuous place.

DFOLW 35 - Mar Ops

Certification
Within one month of the marking of the anchor or cable, the Certifying Authority will issue a
certificate on request. All certificates must carry a serial number, the name and mark of the
Certifying Authority, the name and mark of the Testing Establishment and the name of the
Supervisor of Tests.
Additionally Anchor Certificate Type of anchor
DFOLW 35 - Mar Ops

Weight of anchor excluding stock and weight of stock in kilograms

Length of shank and arm in millimetres
Diameter of trend in millimetres
Proof load in tonnes
Cable Certificate

Type & grade of cable

Total length in metres
Total weight in kilograms
Diameter, length & breadth of link in millimetres
Tensile breaking load in tonnes (sample interval depends on grade)
Proof load in tonnes (on every length)
Number and types of accessories

Accessory Certificate Type & quantity of accessories

Total weight in kilograms
Tensile breaking load in tonnes (on in every twenty five)
Tensile proof load in tonnes
Chain cables must be of mild, special quality or extra quality steel manufactured in
accordance with Ch 10, and individual links can be flash butt welded, welded by another
approved process alternatively cast or forged.

DFOLW 35 - Mar Ops

1. Anchor shank

2. Anchor/ link

5. Enlarged link

6. Kenter shackle

DFOLW 35 - Mar Ops

3. Swivel

4. Open link

7. Crown shackle

ANCHORING
If possible, anchors should be used alternately. This enables reasonably regular sighting
and stretching of the cables to be done in between docking and reduces wear on the brake
bands. However, both anchors should always be cleared away before anchoring
commences. In this way, if the first anchor is lost or the windlass fails to function correctly,
the ship can still anchor without any undue delay.

Scope

DFOLW 35 - Mar Ops

The vessel is attached to the anchor by the rode, which is the anchor cable. The ratio of
the length of rode to the water depth is known as the scope. Anchoring with sufficient
scope and/or heavy chain rode brings the direction of strain close to parallel with the
seabed. This is particularly important for light, modern anchors designed to bury in the
bottom, where scopes of between 5 to 1 and 7 to 1 are common. Whereas heavy anchors
and moorings can use a scope of 3 to 1 or less. The amount of cable to be used (the
scope) should be considered before the vessel reaches the anchor position. This depends
on numerous, variable factors which require careful assessment.

As previously outlined, a high angle of rise between the anchor cable and the sea bed will
have a marked effect on the effectiveness of the anchor. It is very important that the cable
leads gently from the anchor shackle to the hawse pipe, and only a good scope will ensure
this.

DFOLW 35 - Mar Ops

While the exact scope can only be estimated, a practical rule of thumb is that a minimum
of four times the depth of water should be veered, modified according to the criteria above.
For mild steel cables, the Admiralty recommend the following formula for calculating scope
25 x D
Obviously, this will not always result in the correct scope for a particular situation.

Forecastle Preparations
The anchoring party should consist of an officer, an experienced seaman, and two other
seamen.
All personnel on the forecastle during anchoring should wear goggles and helmets to
reduce the prospect of injury from debris ejected from the chain locker during anchoring.
The officer in charge of the anchoring party should be in contact with the bridge, preferably
by walkie-talkie, and all communications should identify the ship by name to avoid
contusion in a crowded anchorage.
When the anchor is let go, all personnel except the brake operator should stand well clear
and follow the instructions of the officer in charge.
The anchor ball must be ready and at night a torch must be taken to the forecastle.
Before arrival at the anchor position, power should be sent to the forecastle and the
windlass put in neutral and run round slowly. The hawse and spurling pipes should be
cleared of cement, puddings and packing.
The windlass should be put into gear, the lashings removed from the cable and the officer
in charge should report to the bridge that the anchor is ready to be lowered to the
waterline.

Anchoring Procedure
The anchor position will be approached under control at slow speed, giving other anchored
vessels a wide berth and noting their aspects relative to the weather.

DFOLW 35 - Mar Ops

Before entering any confined area where astern movements on the engine are required, it
is prudent to test the engines astern.
After noting the positions of other vessels in the area and the direction in which these
vessels are lying, the cross bearings available to monitor the ship's position while she is at
anchor should be sighted and the intended anchor position marked on the chart
In addition to terrestrial position fixing, parallel indexing should also be used to navigate
the ship to this position.
The speed should be gradually reduced and the ship should stem the stream to maintain
steerage for as long as possible. If there is no appreciable stream the vessel should make
her final approach head to wind.
As the vessel approaches the anchor position, the Master will instruct the officer on the
forecastle to lower the anchor to the waterline. The officer in charge will lower the anchor
under power until the head is about one metre above the water. It is important that the
anchor does not trail in the water while the vessel is making headway. When this has been
done, the brake will be applied and the windlass taken out of gear. At this point the officer
in charge will inform the bridge that the anchor is ready to be let go.
Lowering the anchor to the waterline is done to ensure that the anchor is not jammed in
the hawse pipe, it also tests the windlass under loaded condition and tests the brake
(when applied). Consequently, it ensures that there is sufficient weight for the anchor to
run when the brake is released.
When the vessel is making its final approach and almost all headway has been taken off
the engines should be put astern to stop the vessel in the water. When the vessel is
stopped, the Master will instruct the officer in charge to let go to a pre-agreed number of
shackles.
The anchor is let go and controlled with the brake. The officer in charge must keep careful
track of how much cable is paid out and inform the bridge of the number of shackles of
cable veered and how the cable is lying at all times. Immediately the anchor is let go, the
correct signal should be exhibited.

DFOLW 35 - Mar Ops

10

If the ship has stemmed the stream, she should drift downstream and assist the cable out
of the locker, but it may be necessary to ring the engines dead slow astern to achieve this.
When the required scope is paid out, the officer in charge should inform the bridge that he
is holding on to the cable. After a few minutes the vessel should be brought up, that is, the
cable sinks into catenary as the weight of the cable draws the vessel ahead.
When the vessel is brought up, the officer in charge should inform the master, who will
then instruct him to secure the anchor and forecastle.
The anchor should be secured with the windlass brake applied and the bow stopper
(sometimes called the guillotine or compressor bar) thrown over the cable.
Bow stoppers are situated between the hawse pipe and the windlass, and are used to
relieve the windlass brakes of excessive strain while the vessel is anchored or while the
anchor is secured at sea.
The officer charged with securing the anchor should ensure that the bow stopper is
properly applied, that is, positioned over a flat link with some of the weight of the following
link falling on the stopper mechanism.
When the stopper has been positioned correctly, it should be secured to prevent it
jumping free if the windlass brake fails. Bear in mind that the bow stopper is not a brake!! It
is merely a device used to transfer part of the weight of the cable and anchor away from
the brake bands.

DFOLW 35 - Mar Ops

11

Deep Water Anchoring

When a large vessel is anchoring in deep water, it will be necessary to walk out the anchor
under power until she is brought up. If the cable is allowed to run unchecked in deep
water, the windlass brake bands may not be able to exert enough force on the windlass to
stop the cable from running out, with the result that the anchor is lost.
Further, the designed windlass load may not be sufficient to recover an anchor which has
been deployed in very deep water, so some thought needs to be given to the necessity of
anchoring in deep water. if it is not absolutely necessary, perhaps another, shallower
anchorage should be used.

DFOLW 35 - Mar Ops

12

Keeping an Anchor Watch

The main guidance for keeping an anchor watch is given in STCW Chapter 8
If the master considers it necessary, a continuous watch shall be maintained at anchor.
While at anchor, the officer in charge of the navigation watch shall under MGN 315;
Determine and plot the vessel's position on the appropriate chart as soon as practicable.
When circumstances permit, check at sufficiently frequent intervals whether the vessel is
remaining securely at anchor by taking bearings of fixed navigation marks or readily
identifiable shore objects. The use of carefully chosen transits can give an almost instant
indication as to whether the vessels position has changed.
Ensure that a proper look-out is maintained.
Ensure that inspection rounds are made periodically.
Observe meteorological and tidal conditions and state of sea, notify the Master and
undertake all necessary measures if the vessel drags anchor.
Ensure the state of readiness of the main engines and other machinery complies with the
Masters requirements.
Ensure the vessel exhibits the appropriate lights and shapes and that appropriate
ColRegs sound signals are made.
Avoid placing reliance on guard zones when using radar in lieu of a look-out
as this is not considered acceptable practice.
In all the above circumstances it remains the Masters responsibility to ensure that the
anchor watch to be kept is appropriate to the prevailing conditions.

DFOLW 35 - Mar Ops

13

Vessel yawing at anchor ccc

V

Dragging Anchor
Initial Actions / Calls
Call Master, Engine Room (SBE) and deck crew (Forecastle party).
Securite, Inform Port / VTS, Inform v/ls in area, Y Flag
Options Available

Veer more cable (pay out more cable)

Drop second anchor

Weigh anchor (Pick up) & re anchor.

Weigh anchor and leave the anchorage (slow steam).

Steam against anchor, using the engines to reduce weight on the

cable.

DFOLW 35 - Mar Ops

14

Mooring with anchors

Mooring with two anchors is an operation usually, but not always, carried out within the
confines of a river, canal or harbour.
There are generally three methods of achieving this type of moor, either using an open
moor, a running moor or a standing moor.
The advantage of a twin-anchor moor is that the swinging room required by a vessel is
greatly reduced compared to a single anchor mooring.
However, in the case of the open moor it is inadvisable to attempt this in an area where the
direction of the prevailing wind or current may change significantly.
Running and standing moors must be deployed and monitored with great care, as there is
a very real risk of the hawse pipes becoming fouled at a change of tide .
Open Moor

DFOLW 35 - Mar Ops

15

In the diagram below, the vessel is approaching its anchorage position with the
current/wind on its starboard bow at slow speed with both anchors cleared away, lowered
to the waterline, with the windlass out of gear and the brakes on.

Standing Moor

DFOLW 35 - Mar Ops

16

Running Moor

DFOLW 35 - Mar Ops

17

Orals Question which moor should you use and why??

The running moor is generally used in preference to the standing moor
when the stream is weak, as it can be carried out under greater
control and takes less time to complete.
The standing moor may be preferable if the tide is strong but in a weak
stream it will probably be necessary to put the engines astern to
drop back after letting go the first anchor, which will cause the
vessel to swing out of the direction of the tide due to transverse
thrust effect.

DFOLW 35 - Mar Ops

18

Turning at Anchor
This manoeuvre is usually carried out in one of two situations. The first is where the vessel needs
to turn short round in mid-river with the current astern, and the second is where a vessel turns on
the anchor before leaving an anchorage.

Turning at Anchor
In this manoeuvre, the anchor is recovered until there is just enough cable veered to allow the
anchor to bite.
The engines are rung slow ahead until the cable grows astern. Before the cable grows too tight the
engines should be stopped and the cable allowed tighten astern.
When the cable is taut, the engines are rung ahead and the rudder put hard over towards the
anchor, driving the ship round to the required direction.
When the ship is on the required heading, the anchor can be recovered and secured.

DFOLW 35 - Mar Ops

19

Medi-Moor
This method is used in areas with relatively tideless conditions, such as the Mediterranean.
1/. The vessel approaches the quay parallel, at slow speed at a distance about two ship lengths
away. The offshore anchor is let go at the point where the bow lies over the offshore anchors
desired position.
2/. The ship then runs on at slow speed, veering the offshore cable. When the bows are over the
second anchors desired position, the engines are stopped and the second anchor let go.
3/. The vessel can steam into this position in one of two ways. She either uses stern engine
movements and utilises the transverse thrust to bring the stern towards the quay, or she can steam
around the offshore cable, providing that this cable is held sufficiently taut.
As the ship comes perpendicular with the quay, the engines should be rung astern and the cables
veered equally. This will have the effect of damping the effects of transverse thrust to some extent.
4/. When the stern is just off the quay, stern ropes are run and the final position is adjusted using
the ropes and cables.

DFOLW 35 - Mar Ops

20

Baltic Moor
If a berth is not strong enough bear the ships weight, this type of mooring can be used to
safely bring the vessel alongside while minimising the possibility of damage to the jetty.
Before the berth is approached, a strong wire is led from the stern and attached to the
offshore anchor shackle.
1/. The vessel approaches at slow speed at an angle of about 45 to the jetty. At a
distance of about one ships length the offshore anchor is let go and veered slowly as the
vessel is steered into the berth. The tension in the wire is adjusted according to the
attitude of the stern relative to the berth as the ship turns round the anchor.
2/. When the vessel is parallel with the berth, the cable and wire are adjusted to cause the
vessel to drift slowly down. Mooring is completed as normal when the vessel is in position.

DFOLW 35 - Mar Ops

21