Anchoring, Berthing, Leaving

Berth and Underway

Anchors and Chains

A stocked anchor will tip sideways when it strikes the seabed, so that one
fluke will "bite the soil".
The stocked anchor consists of a
1.puddening (ring)- inel, cheie de mpreunare
2. shank- fus
3. crown- diamant
4. arms- brae
5. fluke- ghear
6. stock travers
7. anchor nut- bil de travers
8. breast piece- orificiu
9. forelock- plint, opritor

Stocked anchor

The disadvantages of a stocked anchor are:

it cannot be stored in the vessel's hawse because of the stock;
one of its flukes will always point upwards, which makes this
anchor very vulnerable to being fouled.

Stockless anchor

The stockless anchor consists of an

1.anchor shackle cheie de ancor
2. puddening- inel
3. shank- fus
4. fluke- palm (ghear)
5. arm-bra
6. shoulder-contrabra

Contrary to the stockless anchor, the stocked anchor cannot be stored

in the vessel's hawse. Both flukes will bite the seabed. Sea going
vessels are usually equipped with stockless anchors: two bower
anchors, a stern anchor for manoeuvring the ship when she is
"dredging anchor", and a spare anchor.

Anchor chains

Anchor chains are made up of lengths of 15 fathoms each. These

lengths are called "shackles" and are made of stud-links or open links.
The studs are for strength and prevent the cable from turning
(kinking). Chains that do not have these strengthenings are called
open-link chains. The joint between two lengths of 15 fathoms (27m)
is also called a shackle. It is often painted white, so that the number of
shackles that are out can be determined.

Anchoring
When the vessel is approaching the anchorage or her designated
berth, the anchor gear has been thoroughly checked and
prepared: windlass and hinging parts have been greased,
handbrakes tested, hawse pipe-closing plates removed, etc.

Anchoring
In order to avoid any unexpected situations, it is customary to
prepare both starboard and port anchors for letting go. Bad
holding ground, such as sand and shells, will cause the anchor
to drag. Therefore information about holding ground must be
looked up in the Pilot Book or chart prior to letting go anchors.

Anchoring
When a river berth has been allocated by the VTS Station
or port authority, it will sometimes be necessary to
"dredge anchor" in order to make a sharp turn towards
the embankment.

Anchoring
The length of chain that is
put out is indicated by the
number of shackles
(1 shackle equals 15 fathoms).
Safe anchoring implies that
a length of chain equal
to the depth of water plus
two shackles must be used.

A fathom (abbreviation: ftm) =

1.8288 metres, is a unit of length
in the imperial and the
U.S. customary systems,
used especially for measuring
the depth of water.

Anchoring
More shackles must be put in the water:
when the water is very deep (more than 25 fathoms)
in adverse weather
when barges are passing close to the vessel
when the anchor chain has a low tensile strength
when the anchor chain is leading ahead
when the vessel is in ballasted condition.
When the anchor is holding, the anchor lights must be switched on and
the anchor ball is hoisted. The anchor position must be checked by
bearings at regular intervals.

Berthing
When the vessel approaches her designated berth at minimum
steerageway, the approach to the quay is made at the smallest
possible angle. With a heaving line the hawser is pulled from
the
vessel onto the embankment by line-handlers. The spring is
fastened to a bollard, and while the engine is on half astern, the
warping drum picks up the slack (that is: pulls the line tight).

Berthing
To prevent the line from being fouled, the hawser
or spring is led through a fairlead.
The ship is then manoeuvred along the
embankment and fastened to bollards by
headlines, stern lines, breast lines and
springs.

Mooring lines

Leaving Berth
When leaving berth, casting off orders, engine room orders and
helm orders are given by the pilot or the master. After having
started the engine, the first order is: "Stand by for letting go!".
When a line is cast off, the first order must always be: "Slack
away so that it will become possible to handle the hawser. The
next casting off order will then be: "Heave away", which means
that the line can be pulled aboard. The sequence of casting off
orders that can then be given depends on how the vessel has
been berthed, and on the prevailing weather condition and
currents.

Example of a casting off-sequence

Example of a casting off-sequence

Example of a casting off-sequence

Example of a casting off-sequence

Example of a casting off-sequence

Example of a casting off-sequence

"Propeller clear!', followed by the helm order
"Starboard fifteen!" and the engine room order "Dead
slow ahead!"
Completion of the vessel's berthing or unberthing
procedures is indicated by the phrase: "Finished with
manoeuvring station".

Underway
All the helm orders that will follow after the vessel has departed and is
underway are given to the man-at-the-wheel (helmsman). He must
repeat these helm orders before he will actually execute them.
The helm order "Ease her" is given to reduce the amount of rudder
and hold. The helm order "Steady is used to reduce the swing of the
vessel by giving "counter-rudder" when she is making an alteration of
course.
The helm order "Meet her" is used to stop the swing of the vessel's
head in a turn.
The order "Steady as she goes" is given when at that moment the
intended course to steer is straight ahead (for example 186 degrees).
The helmsman must report to the conning officer when the vessel is
actually on this course by saying: "steady on course 186 degrees.
The conning officer (OOW) must then repeat the helmsman's reply
("steady on course 186 degrees").

Engine room orders

Engine room orders, too, must be repeated by the person

operating the bridge telegraph before they are executed. The
OOW should ensure that the orders are carried out correctly
and promptly. The engine room orders are: Dead slow -, slow -,
half -, full -, stop (-ahead or -astern). When the vessel is fitted
with twin propellers, the word "both" must be added ("dead
slow ahead both", "slow ahead both", "half ahead both", "full
ahead both")
For bow- or stern thrusters the orders are:
"bow thruster full / half to port/starboard";
"stern thruster full / half to port/starboard".
When operation of the engines is no longer required, the
phrase "finished with engines - no more manoeuvring" is used.

Give the names of the parts of the ship

Write down the names of the mooring

lines

Which side of the ship is shown by the following arrows ?