1. by close scrutiny of the large scale chart find most suitable place
2. following should be considered
depth of water
type of holding ground (clay and mud is best)
length of time vessel going to stay at anchor
sea room available for the circle of swing traffic density
expected weather conditions
tidal information
draught and amount of hull exposed to the wind
holding power of the anchors
3. anchoring plan should prepared as per the format in the SMS operation manual
4. Vessel should be maneuvered to the planned position so that the to be stopped
over the ground at the required position.
5. This approach to be done to the head wind or as other anchored vessels
6. anchor party to be ready and communication / engine tested
7. on arrival at the position anchor should be walked back and holding with breaks
ready to let go (coka bill)
8. engines to be given stern movement and the propeller wake should be checked
to confirm the gathering of the stern movement
1. most popular method is to drop when the ship stopped and slightly moving
stern
2. drop anchor while still moving ahead with slow speed in order to have the
control of the vessel (specially within harbor limits or in restricted anchorages)
depth of water
type of holding ground (clay and mud is best)
length of time vessel going to stay at anchor
sea room available for the circle of swing traffic density
expected weather conditions
tidal information
draught and amount of hull exposed to the wind
When the vessel lying quietly with a steady strain on the cable it is considered holding
good
1. anchor bearings are being subjected to change
2. cable is visible as long stay and not steady state IE slacken and tighten
alternatively
3. vibration may be felt on the cable (except soft mud)
4. in the electronic aids change the speed over ground and anchor dragging
alarms if set earlier
1. it is kind of a check list and prepared by the company under ISM
2. it should be prepared before anchoring and briefed among officers
3. it should contain following
anchoring position with one alternative (contingency)
speed and direction of approach
speed and direction of expected wind and current
duties of crew engaged in the operation
methods of verifying the position while approach
which anchor and number of shackles to be used
approx time of anchoring and notifying the engine
Before using an anchor a competent seafarer should check that the brakes are
securely on and then clear voyage securing devices.
become up and down with little pendulum movement. That is the time anchor
aweigh.
Bitter end should be located at a place out side of the chain locker in order to
release easily.
Hammer should be stand by at position
1. This is the procedure of make the cable free from the anchor.
2. Modern vessels have the facility detach the cable while leaving the anchor in
the hawse pipe.
3. Anchor should walked back clearing the hawse pipe
4. a wire with suitable SWL should pass through the anchor crown D shackle from
the required lead and returned through the same lead
5. one end of the wire to be in the warping drum and other to be made fast to a bit
6. Rig a preventer wire in slack condition from a lead forward of the operation.
7. The cable then slacked until the wire is fully taken the weight. Wire to be hove
up as necessary.
8. chain should walk back until the next joining shackle is forward of the gypsy
9. use bow stopper and disconnect the joining shackle
10.Rig a second easing wire to the end of the cable from anchor in order to prevent
the cable falling down.
11.The cable is now free to use with a mooring buoy through required lead.
It can be sent through the hawse pipe itself
1. Cable to be veered and slack in the locker.
2. Engine should be run dead slow ahead at times to reduce the tension on the
cable.
3. A wire with required SWL and length at least 4 times the depth to be passed
through the cable forward of the gypsy.
4. One end of the wire to the warping drum and other to a bollard.
5. Wire is hove tight and the cable is disconnected at the bitter end in the locker.
6. the gypsy is then veered slowly until the end of the cable clear the gypsy head
7. Connect a buoy to the end of the cable.
8. Slack the warping drum until it is fully slacked.
9. Slip the other end and start heaving up the wire.
It is in their territory, ship owner will inform agent, he will arrange divers, floating
crane ect then recover it
1. most popular type of joining is Kenter lug less joining shackle
2. led pellet to be removed by heating with flame cutter
3. diagonal and tapered spile pin remove by using suitable rod and hammer
4. now the stud can be extracted
5. the shackle is now can be split in the two halves
1. The consideration to be given to the movement on the vessel after anchoring.
2. in a restricted place there is less sea room
3.
4.
When
good
both anchors can be used to stop the vessel yawing (Open moor)
the angle between anchors should be about 60
the vessel lying quietly with a steady strain on the cable it is considered holding
In a tide way the direction of the stream is subjected to change. To avoid foul
hawse drop weather anchor first and second anchor under the foot
When the stream start to change heave up the second anchor and drop it under
foot again
Vessel is said to be brought up when her way has stopped and she is riding to her
anchor with the holding of anchor
1. heave up both cables so that the turns are visible
2. pass natural fiber rope below both cables to prevent turns walking further down
3. pass wire preventer from shoulder to the sleeping cable below the turns and
make fast on deck
4. walk back sleeping cable till next joining shackle will be on deck
5. rig temporary easing wire to the forward of the joining shackle to take the
weight of the cable when joining shackle is dismantled
6. reeve a wire rope messenger through the hawse pipe of sleeping cable and turn
half round about the riding cable to opposite side of the foul and secure it to the
end of the cable
7. heave away the wire messenger while slacking the easing wire
8. This to be continued until the foul is cleared. Half turn at a time
9. when foul is clear rejoin the shackle and cut the preventer off
1. Heave up the cable until the obstruction is visible
2. pass a slip wire from break of forecastle head under the obstruction and bring it
back to the forecastle and secure
3. veer the anchor cable until the obstruction is clear
4. slip the wire off and free the obstruction
to determine the position of the anchor (it make heaving up easier)
to mark the position of the anchor and the cable when slipped for future
recovery
1. inform owner/operator
2. inform class and get voyage exemption (number of days to fix new anchor)
3. cargo ship safety construction certificate will be suspended if both anchors are
lost
When both flukes are embedded.
Cable should be lying enough on the sea bed
1. away from Anchoring prohibited area and busy waters
2. clear from sub marine cables
3. good holding ground
4. area of less current and tidal effect
5. sheltered area preferred
Term
Anchor a-weigh
Long stay
Up and down
Surge
Foul hawse
Foul anchor
kedging
Meaning
A moment anchor break contact with sea bed
Long length of the cable exposed to air
Angle of the cable 90 to the water surface
Allowing the cable to run out under own weight
Crossing of anchor cables when using both anchors
Anchor caught up with under water obstruction
Moving vessel with small anchors and anchor warps
scope
Veer the cable
Sheer
Snub
Explain shallow water effect on ships
(squatting , interactions , bank effect etc)
Effect
sluggish
Smelling the
ground
squat
What are the advantages of running
moor and standing moor
What is squat?
Amount of anchor cable paid out from the hawse pipe to the
anchor crown D shackle
Pay out the cable under power
Angular movement of the vessel about the hawse pipe point
Stop the cable by applying the break
Description
Propeller and rudder in partial vacuum due to less
replacement of water
Vessel takes longer to response to helm orders
When in extremely shallow water sudden sheer can occur
toward and away violently from the shoal. It is called
smelling the ground
Squat=Cb V/50
Running moor
Positive control of the ship
More time consumption
1.
2.
3.
4.
Standing moor
Less engine movement
Less time consumption
Port-side berthing
The following sequence assumes a fixed pitch right-handed single screw ship
without tug assistance.
Approach the berth at an angle, because astern thrust will be used to stop the
ship and swing the bow to starboard and the stern to port. This will parallel the
ship to the berth.
Once stopped, the ship can be manoeuvred into the final position using astern
power, which gives transverse thrust and kicks ahead with appropriate rudder
as required.
The actual sequence will depend on the available berthing space. Normal portside berthing with headway- lateral motion to port If sternway is developed and
transverse thrust causes stern to swing to port, lateral motion will be to
starboard and away from the berth.
This may be useful if a new approach is required. if sternway develops - lateral
motion is to starboard
Starboard-side berthing
The following sequence assumes a single screw ship with afixed pitch righthanded propeller.
The ideal approach should be to balance forward speed against the astern
power needed to stop. The greater the forward speed, the greater the astern
power required to stop the ship and, consequently, the greater the effect of
transverse thrust, which will bring the bow close to the berth and throw the
stern off.
Aim to approach the berth with the ship parallel.The effect of transverse
thrust will swing the bow towards the berth.
To stop the ship, it will be necessary to put the engine astern. Transverse
thrust will probably push the stern to port and bow to starboard.To correct
the effect of the transverse thrust, initiate a port swing of the bow before
applying astern power.
Explain un berthing procedure without
having tugs
Running
moor
1