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ANCHORING SAFELY
A VIDEOTEL PRODUCTION
In association with
The Steamship Mutual Underwriting Association [Bermuda] Limited
AUTHOR
Johnathan Priest
rnVIDEOTEL
productions
84 Newman Street , London 3EU Telephone : +44(0]20 7299 1800 Facsimile: +44(0]20 7299 1818
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E-mail: mail0videotelmail.com
ANCHORING SAFE Y
In association with
The Steamship Mutual Underwriting Association [Bermudal Limited
CONSULTANTS
Sir William Codrington
Captain Allan MacDowall
PRODUCER
Peter Wilde
WRITER/DIRECTOR
Charles Leigh-Bennett
PRINT AUTHOR
Johnathan Priest
WARNING
Any unauthorised copying, hiring, lending, exhibition diffusion, sale, public performance or othe'r exploitation of this video is strictly prohibited and may result in prosecution .
COPYRIGHTVideotel2005
This video is intended to reflect the best available techniques and practices at the time of production, it is intended purely as comment. . No responsibility is accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way concerned, with the production or authorised translation, supply or sale of this video for accuracy of any information given hereon or for any omission herefrom
INTRODUCTION
What subject does this training cover? How to use this guide? What does this guide provide for trainers?
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SECTION 7 ANCHOR WATCH AND SECURITY SECTION 8 WEIGHING ANCHOR SECTION 9 CONTRIBUTORS
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ICab le "4"."M"9""'i't',In'
Spur li ng pip e
From the diagram, you can see that the only piece of equipment on board that is designed to take the full weight of the vessel is the bow stopper, with a rating of 480 tonnes. By contrast, the windlass motor has a lifting power of just 32 tonnes [3 shacklesl or 38 tonnes [4 shackles!' It is designed to lift or lower an anchor and three shackles of cable through a maximum of 82 meters of water in a verticallift.l
Th ere IS a pro posa l by th e lACS (Inte r national Asso cIatI on of Cla sslflcalion Soc ietles l that the wi ndlass should be capable 01 lifting th e an chor and 28 knots l. and a three kn ot curre nt l unchangedl. at a speed of 0 I Sm/ se c 19 m/m in i cabl e in 110 me r s of wat er The wind speed of 14 m/sec 1 tho ugh thi s has not been adopted . Alm osl all ships are deSigned to the 82 metre rule .
The crew should have a clear understanding of the implications of any variation from the vertical [up-down] position of the cable while the anchor is being manoeuvred. Any angle out of the vertical indicates horizontal force that includes part of the ship 's mass, which strictly speaking is not allowed for in the specification. Any changes in the alignment of the cable relative to the hull should be communicated to the bridge immediately so that the position of the ship can be altered to remove the load on the cable.
A 150,000 tonne deadweight ship has the following anchor equipment rated 'as new' according to the Classification Society rules:
LIFTING POWER OF ANCHOR WINDLASS WINDLASS BRAKE HOLDING POWER CABLE STOPPER
S,~FE
WORKING LOAD
ULTIMATE TENSILE STRENGTH OF CABLE LENGTH OF 1 CABLE I SIDE WEIGHT OF 1 SHACKLE OF CABLE WEIGHT OF 1 ANCHOR
Tankers are also fitted with two bow stoppers each rated at 200 tonnes force for SBMs.
Failure to insert the clutch lever securing pin will also lead to clutch disengagement. If the faces are badly worn, the clutch can jump out of gear even if the clutch operating lever is properly pinned because the fork is not sufficiently strong to resist the force pushing the dogs apart. The fork may also have become distorted.
Brake use should ideally be practiced a minimum of once a month for each windlass. Failure to do this will quickly lead to seizure of parts because sea water causes very rapid rust build-up . Talking through the procedure is also a helpful way to remind crew of the precise sequence of events. In an emergency, having the skill and ability to drop the anchor will save the day. Use of the motor rather than the brake could have insurance implications due to improper use of equipment. The bow stopper must be engaged and the motor declutched when the drop is finished, with the cable in the up and down position . As you can see from its load specification, the bow stopper has 1.7 times the holding power of the brake and is the only piece of equipment that is designed to take the full load of the ship at anchor. However, in order to be effective, the bar of the bow stopper must lie on the horizontal link with the locking bar in place with no gap that could allow the tongue to lift, otherwise the bow stopper could ride over the vertical link when weight comes on the cable and distort the locking bar.
PREPARING TO ANCHOR
Advanced planning and excellent communications between the bridge and the anchoring team are essential to safe anchoring. The master will ensure that the crew is trained in the use of the anchoring equipment and has access to accurate and up-to-date information about the anchorage so that an anchoring plan can be prepared.
The master should select an anchorage that is sheltered, with good holding ground and an appropriate depth, depending on the ships own manoeuvrability and conditions. Weather and sea conditions and dangers such as submarine cables, pipes and wrecks should all be taken into consideration.
BEFORE ARRIVAL AND AS PART OF THE ANCHORING PLAN Select the position of the anchorage and plan the approach Determine how to reduce the ship's speed from the initial approach to the intended anchorage Establish the depth of water, nature of bottom, which anchor to use and how much cable to payout Decide manning for anchoring including the personnel on bridge, engine room, fo'c'sle, pilot ladder or gangway if required Brief the anchoring team
SHORTLY BEFOR E ARRIVAL Clear the anchors, hawse and spurling pipes Test the windlass and brake Test communications Prepare to display anchor signal. (ball daytime, lights at night]
ON NEARING THE ANCHfJRAGE , AMEND TH E PI..AN TO INCORPORATE: Other ships in the anchorage Local weather and sea conditions Local navigation warnings and regulations Orders from the authorities Advice from the pilot or Vessel Traffic Services
APPROACH THE ANCHORING POSITION BY HEADING INTO THE PREDOMINANT FORCE IEITHER WIND OR CURRENT/TIDAL STREAM, USUALLY THE LADER)
TAKE WAY OFF THE SHIP AND THEN MAKE VERY SLIGHT STERNWAY
LET GO THE ANCHOR. CONTROLLING WITH THE BRAKE ONCE THE ANCHOR IS ON THE SEA BED AND SLOWLY PAYING OUT AS THE SHIP MOVES ASTERN
DISPLAY THE PROPER SIGNAL FOR A VESSEL AT ANCHOR AT NIGHT, SWITCH OFF THE STEAMING L1GH S
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KEEP THE BRIDGE INFORMED WHETHER THE CABLE IS TIGHT AND HOW IT IS LEADING , tOR EXAMPLE "UP AND DOWN" OR 'TIG HT AND LEAD IN G' TELL THE MASTER HOW MANY DEGREES THERE ARE BETWEEN THE ANCHOR AND THE BOW, SO THAT HE CAN ASSESS WHETHER THE ANCHOR IS UNDER ANY STRAIN
WHEN THE CABLE HAS BEEN PAID OUT TO THE AGREED SHACKLE MAR K ['FOUR IN THE WATER ' "SIX ON DECK : OR SIMILAR!, THEN APPLY THE BRAKE THE BOW STOPPER SHOULD THEN BE APPLIED AND SECURED WITH THE PIN, THE SHIP SHOULD BE STOPPED OVER THE GROUND US IN G THE ENGINE
WAIT FOR THE CABLE TO COME TAUT AND THEN SLACKE N TO SHOW THE SHIP IS ' BROUGHT UP" (WATCH FOR THE CABLE GO IN G TA UT AND THEN SLACK, TAUT AND THEN SLACK, OR JUDDERING WH ICH MEANS THE ANCHOR IS DRAGGING)
CHECK THAT THE BRAKE IS SCREWED UP TIGHT AND THE BOW STOPPER SECURE.
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SECTION 4
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The various classification societies arrive at the equipment letter through the above formula which confirms that the design capabilities are directly related to the size of the vessel,
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SECTION 4
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SECTION 4
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SECTION 4
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ANCHOR ON SEABED
The engines should be used to take sternway off the ship. Failure to halt the astern movement will result in a bar taut cable with no elasticity left because all the catenary has been taken up. The full mass of the ship comes onto the windla ss. The force now being exerted on the windlas s is now about 1000 times maximum allowed l
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Force
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' Anchomg I_arge Vessels - A new ap pro ach . Ca pt C. A. McDowall . The Naut ical lnsll tute, 202 Lam beth Road, Lon don SEI 7LQ. ISBN 1 87077 56 3
This difference is because rotational inertia is less than the axial inertia; it is a change from straightforward linear acceleration to one of angular acceleration. A further contributory factor is that in the latter, the distance from the axis of the centroid is part of the overall equation, whereas in the former the distance from the axis of the centroid does not enter into the equation. However, a ship is not a rectangular block in plan view, but a diamond or lozenge shape. Taking this as the best fit shape, the block coefficient is not 1 but 0.5. The radius of gyration of the new shape is now one third that of the full box shape. Since the radius of gyration is part of the equation which gave a one third reduction in force required to decelerate the box shape, then it follows that with a block coefficient of 0.5, the reductions is now one ninth. But the mass has now been halved, so the factor of 9 must also be halved, giving a final figure of 4 1/2. Thus for a block coefficient of 0.5 the reduction factor is 4 1/2, whilst for a block coefficient of 1, it is 3. The ship shape lies somewhere between these two and can be assumed to be equal to 7/2. Instituting a turn at the point where the anchor is let go will change the force on the cable from one of axial translation to one of rotational translation. But one of the factors of rotational inertia is the distance from the axis through the centroid. By using the anchor and cable this distance has now been increased by the length of the cable, a factor of 6.5. By applying the two factors [7/2 X 13/2J one finds the force on the cable is approximately 23 times less than the original case l Clearly, keeping the cable at right angles to the hull greatly reduces the likelihood of extreme forces being applied to the anchoring equipment which is why the U-turn method is very much safer and is associated with far fewer accidents. When the cable is at 90 degrees to the fore and aft line, fore and aft movement does not affect the tension of the cable, or only minimally. In this way, it is very difficult to exceed the forces that one is trying so hard to avoid with the fore and aft method. This technique is also more forgiving should the master have misjudged the speed and is moving too fast and especially in the event of engine failure during the anchoring procedure. This is quite impossible using the traditional, fore and aft method. Having the skill to anchor a vessel which is moving is one that can save the ship, possibly your life and your job!
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On large ships there should ideally be two men on the brake since the rated force cannot be applied by one man alone. The anchor will be lowered under power to an ordered number of shackles on deck, say two, prior to taking out of gear and letting go . on the brake. When the cable is released, the cable will be let out in a controlled manner so that each !.ink can be followed with the eye. The cable is kept running out until the desired length is all out, which avoids the brake fade caused by the more common practice of stopping and starting. When the cable is out at the desired length, the cable is stopped from moving by the brake then the bow stopper is put on. The safe pin is fully engaged whilst the cable is stopped and still vertically up and down . When the bow stopper is on, the bridge is to be kept informed of the direction of the lead on the cable which must be kept on the beam until all movement has ceased . Only then can the cable be allowed to draw slowly ahead . If the bottom is known to be very deep, or particularly rocky , it would be prudent to walk the anchor out until just clear of the seabed.
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Hard astarboard. Dead slow ahead.
Allow full scope to pay out in one controlled movement. Appty bra ke and compressor Short bursts of ahead or as te rn power to keep the lead as near perpendicular to the forecastle as is possible . Short bursts of power to control drift. Vessel bought up . Cable in s hallow bight on seabed.
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Tension in the cable now snubbing the bow and the vessel is drifting astern under wind/tide.
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By the time the vessel's heading has changed by 90 the greater component of its motion will be sideways with only a very small proportion being in the forward direction. At 135, all forward motion should have ceased and the vessel will only be experiencing a small sideways drift. A short kick Slow Astern may be required to ensure this. The anchor is let go in one controlled operation, allowing the full scope to be payed out in one movement. The brake and compressor are applied along with safety locking pins. The vessel will continue its sideways drift and draw the cable along the seabed at right angles to the fo'c'sle. Communication between bridge and fo'c'sle are paramount to the success of this manoeuvre as the fo'c'sle officer must keep the bridge informed of the direction of lead . Short kicks of ahead or astern are given as required in order to keep the lead at right angles to the vessel. Eventually the tension in the cable will snub the bow and start to turn the vessel towards her cable; at this point it may be necessary to use engine movements to control the rate of turn. As the vessel points on her cable the effect of the wind/tide will initiate astern motion, again it may be necessary to check the effect of this by use of engines. By the time the vessel is laying head to tide/wind the cable will have been drawn out in an arc on the sea bed and will be acting as an additional shock absorber. Once you are accomplished in this manoeuvre, the speed of approach may be increased just so long as the corresponding astern movement at the commencement of the turn is also increased. This will not only have the effect of reducing the forward motion more quickly but will also reduce the radius of the turn.
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WEIGHING ANCHOR
Weighing anchor requires similar preparations to anchoring, in particular making sure that all the equipment is functioning properly and that the working space around it is clear and safe.
Power supplies to the windLass must be switched on and checked and the proper functioning of the clutch and brake tested, whiLe the cabLe is held on the bow stopper. The chain locker, spurling pipe and hawse pipes shouLd be checked . Communications with the bridge should also be tested. It must be remembered that the windLass is designed for a vertical lift of one anchor plus three shackles (or 82 metres] of cabLe. If the anchor is leading out of the verticaL, this may cause damage if forces in excess of these limits are applied. The ship's engines and heLm can be used to bring the cable as near vertical as possible. When instructed to do so, the windlass should be put into gear, the bow stopper released with the stopper removed before the brake is released. No weight must be on the stopper when the locking bars/pins are removed or a serious accident could ensue. Again when instructed to do so, start to heave away, making sure the cable is clear and not fouling the ship's structure, hosing off the mud and debris as the cable comes in . Normally, the cable washers in the hawse pipe will clear any mud from the anchor. If the cable is heaviLy coated with clay, then heaving more slowly usually does the trick. Failing that, a powerful hose should be used . If the anchor has picked up a cable or other obstruction the windlass should be stopped immediately and the bridge informed . If everything is normal, reports should be made to the bridge of how the cable is leading, when it is clear of the sea bed, [this may not be obvious if the cable is already vertical! and when it is clear of the water. The anchor ball should be lowered or anchor Lights switched off when the anchor is weighed.
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CONTRIBUTORS
The work of Captain Allan McDowall MSc CEng MIMechE MRINA FNI. Drawings on pages 6, 16, & 19 adapted from originals by J N Wilde .
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