1 .

Stockless

ANCHOR Types

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 easly.
4. Snug stowing anchor
This has a stock like projection as a part of the crown and
this too gives good stability against rotation when dragged.
The small crown nests snuggly into the hawse pipe.
5. Deep sea anchor.
This one is mushroom shaped to dig into the bottom when
suspended. This is usually used in vessels similar to

Anchor chains.
Each vessel is given an equipment number which is calculated with
use of a formula and taken into account the vessels size, underwater
area and sail area. From this a 'look-up' table may be used to give an
appropriate size of cable. The diameter of the chain may be read from
this table and differs depending on the grade of steel. steel). Normal
strength stud link chain is made of medium steel with CI studs
pressed into the links to retain shape of the link under load and
prevent kinking.
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 a70 knot wind and a 4 knot current in 40 fathom
water. The pull must be applied horizontally at the bottom to develop
the anchors 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. Its design and performance is subjected to strict
classification society rules.
Basically they require that
Cable lifter brake shall be capable of controlling the cable and
anchor when
disconnected from the gearing when dropping.
The Av. Speed of cable shall be 5-7 m/s.
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.
Normal anchor handling equipment incorporates warp ends for
mooring purposes with light line speed of up to 1m/sec.

Anchor handling arrangements

Windlass
Classification rule require a windlass of sufficient capacity suitable for
the anchor chain. The ships 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.
Anchor handling arrangements are determined by the type of anchor
and windlass to be used.

Horizontal windlass deck arrangement.

The most common arrangement utilizes a stockless anchor and a
horizontal windlass wherein the wild cats are mounted on a
horizontal shaft. In this arrangement ,the centerline of the deck
opening of each hawse pipe is placed about inline with the centre
line of the wild cats so that the anchor chain will lead fairly to that.
For very large ships and ships with big bulbous bows, it is
necessary to split the windlass and set each wildcats at an angle to
the centerline to get proper lead to the hawse pipe. The windlass is
located so that the chain lead from the hawse pipe to the wild cat
will allow ample space for fitting a chain stopper and a devils claw
and the chain opening in the windlass bedplate shall plumb the
chain locker. A hinged tongue is fitted in the chain stopper which
may be dropped between two links of the chain so that chain is
prevented from running out when the brake is released also holds
the chain when the ship is riding at anchor.

Vertical windlass deck arrangement

Large passenger and naval ships are equipped with vertical
windlass where each wildcat is mounted on a vertical shaft.
Passenger ships normally have 2 wild cats and 3 hawse
pipe (one extra being to store a spare anchor). Wild cats
are fitted close to the deck to avoid bending moment on the
shaft. It is customary to fit a strip of wear plate on the deck
to safe guard it from chain strikes The anchor chain shall
contact about 180 of the circumference of the wild cat
before passing over the deck bolsters leading into the
chain pipes..

Chain pipes and covers

Chain pipes are usually made of pipe or welded sheets.
Inside dia of the pipe is usually made about 6.5 times the
dia of the chain. The lower end of the pipe is fitted with a
half round or casting forming a bell mouth to prevent the
chain from catching when the anchor is dropped. The lead
to the chain locker shall be straight as practicable and
nearly vertical. A cover made of steel plate in halves is
fitted at each chain pipe to protect from water entry.
The chain is led overboard by a strengthened and reinforced
pipe called a Hawser. One of the reasons for bow flare is
to allow the anchor and chain to lie well clear of the hull
when in use, preventing damage.

Chain lockers
Chain lockers are normally designed to hold the total
volume of the chain plus close to 2 meters from the top
of the stowed chain to the bottom of the bell mouth on
the chain pipe. The chain locker is usually situated
immediately forward of the fore peak bulkhead. A false
bottom is fitted to the chain locker consisting of a
perforated plate. This allows water and mud to be
removed from the space. The inboard end of the chain is
attached to the hull by a quick release mechanism
known as the 'bitter end' usually at the bottom of the top
deck plate The strength of this will not be sufficient to
prevent a run away un braked chain. The arrangement
must be easily accessible.

Chain lockers

Horizontal windlass deck

arrangement
The anchoring equipment fitted to the majority of vessels consists of two
matched units, offering a degree of safety.
These units consists of an anchor, chain (or for smaller vessels wire), a gypsum
or chain lifter wheel, brake, lift motor and various chain stopper arrangements.
When not in he use the chain is stowed in a chain locker.
Systems fitted with wire are stowed on a drum in the same way as winches

Mooring
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
Mooring winches tightens the wire up to the stalling capacity of the
winch (normally 1.5 times full load) then the load is held by the motor
brake
Auto mooring winches incorporates controls which let off or overhaul at
preset tension. There is a certain range of tension associated with each
action. This is to limit the hauling capacity of the winch, safe guard
against rope breakage, and slackness etc. Spring loaded gear wheels,
torsion bars and fluid pressure sensing are common as sensing device
in the auto system monitors
To facilitate easy reversing spur

gears are used however

worm gearing is also popular

The Oil Companies International Marine Forum (OCIMF)

Mooring
Guidelines
"The mooring
equipmentEquipment
guidelines promulgated
by OCIMF are based firmly on
the following criteria.
"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 lines
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.
To support a wire rope properly under tension, the sheave groove
should have diameter slightly greater than the rope diameter. Rope
will then be well supported over approximately half its circumference.
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.

Capstans, warping winches gypsy heads on cargo winches or anchor windlasses
are provided to heave in mooring lines. This is done to save on repeat
investment and to save precious deck space. These drives are designed to give
a speed of up to 40 mtrs per minute.
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.
A few minutes spent on operating and greasing the
working parts when the lubricant has been washed out
by rain or spray, can save many hours at a later date.
At suitable intervals inspection shall be carried out for
checking any change in condition of the working parts
and made good any gaps.
Elementary precautions shall see the equipment thro
many trouble free years of service

Maintenance
As the location is very vulnerable, the selection of the equipment
shall be such that it shall demand less maintenance and also the
design and layout should reflect this.
Design on adequate margin of the strength rather than on life is the
main criteria while on the planning stage.
Slipping clutches safe guard against shocks.
Enclosed oil lubricated gear trains
and
Open type gears too are common depending on sizes
Normally the equipments are controlled locally like manual
application of brake while dropping the anchor, stopping and
starting of motors etc. .
But remote controls are getting popular in the recent times

Maintenance
The Chief Officer is normally in charge of lubrication
schedule as .He will liaise with the Chief Engineer for
any defects observed in deck equipment or for any
advice required on correct use of lubricants for the deck
machinery. The Chief Engineer with order lubricants
required by the deck department. A joint inspection by
the Master along with Chief Engineer & Chief Officer to
be carried out at regular intervals not exceeding 3
months.

Chains
During docking the anchor chain is lowered from the chain locker to the
dock bottom and laid out for inspection.
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
Ships 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 manufacturers 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 nonperformance 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 vessels planned maintenance system.