PRESENTED BY

MAUNG MAUNG THAN

KYAW TIN WIN
MOHAMED TOWHID
 ANCHORING AND MOORING

USE OF ANCHOR,,,,,,

An anchor is used by a ship to make itself fast to the seabed,

so that they stay in one place and the vessel does not drift due to
the wind and current as long as the anchor is holding.

TYPE OF ANCHOR :

 Admiralty Pattern Anchor

 The Stockless Anchor
 Admiralty Cast Anchor
 C.Q.R anchor
 Danforth anchor and more
 ADMIRALTY PATTERN ANCHOR

(1) Fisherman Anchor the design is still popular within the fishing industry.
(2) It has difficult stowage characteristics, it cannot be stowed flat with the stock in
position.
(3) Once in let go, the stock lying at right angle to the direction of the arm / flukes,
causes a fluke to dig into the sea bed.
(4) When the anchor is not use, the forelock in the stock can be unshipped ,
permitting the stock to be stowed parallel to the shank.
(5) The holding power of this anchor is generally considered to be very good
indeed.
(6) The design is such that the stock is longer and heavier than the arms.
(7) It is interesting to note that the shank on these anchors the better it holds.
(8) The holding power of this anchor will be three to four times its weight,
depending on the nature of bottom.
 THE STOCKLESS ANCHOR

(1) The most popular anchor in general use today . The head of the
anchor is secured to the shank by a hinged bolt which allows the
arms to form an angle of up to 45 with the shank.
(2) Flukes, the arms and crown are manufactured from cast steel. the
hinged bolt and the shackle are made of forged iron.
(3) The stockless anchor is greatest advantage its close stowing
properties and is easily housed in the hawse pipe when not in use.
(4) It is easily handled for all anchor operations, the head must be at
least three” fifth of total weight of the anchor .
(5) The holding power of this anchor will be three times its weight,
depending on the nature of bottom.
 Danforth anchor

The Danforth anchor is usually known as LWT anchor. This has

dominated the American small boat market. The inclusion of the lower stock
reduces the risk of the anchor becoming fouled by its own cable.
It has holding properties are generally good but other anchors achieve
equally if not better holding capability. The long spade shaped flukes once
bedding in, are kept reasonably stable with the stock kept in a horizontal
position. An alternative name give to the Danforth Anchor is a “Close stowing,
Stocked Anchor” and some Royal Navy ships use this as a “Killick Anchor”,
used to describe a light anchor that may be carried out by a ships boat.
The purpose being to prevent the stern of the vessel swinging towards an
obstruction when lying to a mooring.
It is notable that the holding ability, as with other anchors, is
considerably reduced when set at “short stay”. This is also due to it being a
lightweight type of anchor.
 C.Q.R Anchor

The origin of this anchor is questionable but its design is probably British and has been
accrediated to the scientist Sir Geoffrey Taylor a man with little boating experience.
The anchor is sometimes referred to as a “Ploughshare “ or, as in the United States, a
“plough anchor” because of its similar shape to the farmers plough.

The holding power of the anchor was good with excellent resistance to “drag” effect. A
stock was later added to the original design and this tended to make its use more as a “mooring
anchor”. It was difficult to stow and this drawback reflected on its popularity amongst the
smaller boating fraternity.
ADMIRALTY CLASS ANCHOR TYPE AC 14
( HIGH HOLDING POWER ANCHOR )

(1) Used extensively for warships, this anchor , because of good holding
properatise,is becoming very popular with the merchant service.

(2) The increase in size of ship the large tankers of tankers of today, for example
ship owners required an anchor with high holding power.

(3) Test showed that it and more than twice the holding power of a converntional
stockless anchor of the same weight.

(4) The crown of the anchor is secured to the shank by a hinged pin which allows
the arms to from an angle of up to 35 with the shank.
 -- Kenter lugless joining
shackle.
-- D lugged joining
shackle.

Kenter lugless joining shackle

-The kenter lugless joining shackle,manufactured in

nickel steel, is the most popular method of joining
shackle lengths of the anchor cable together.
- The shacker has four parts as shown in figure.
- All parts are held together with a tapered spile pin, this
spile pin is mad of steel and is driven into the
shackle on the diagonal.
- A lead pellet is then forced into the inverted dovetail
recess to prevent the pin from accidentally falling
from the shackle.
- Kenter shackle is larger than the common links.
 ‘D’ Lugged Joining Shackle
The ‘D’ lugged joining shackle is used extensively for joining the cable to the anchor in
more modern vessels.

In the past this type of shackle was used, as the kenter lugless joining shackle is used
today, in the joining of the shackle lengths of cable together.

If it is to be used for the purpose, the rounded crown part of the shackle should always
face forward,sothat it doesn’t foul the anchor letting go.

It should be noted that the anchor crown shackle and the ‘ D’ joining shackle face the
opposite way to all other ‘D’ joining shackles in the cable.

The construction of the ‘D’ lugged joining shackle is illustrarted in figure.

The tapered spile pin be made of steel, a lead pellet being hammered home into a
dovetail recess chamber to keep the spile pin from accidently being expelled.
 MARKINGS ON THE ANCHOR & CABLE
anchor markings
A circle is to be marked in any conspicuous
positive on the anchor . Within this circle , 2 items of informer
appear .

The symbol ‘ X ‘ and ‘ Y ‘

‘ X ‘ Is Certificate Number .
‘ YYY ’ Is Certifying Authority .

Each anchor must carry on the crown and on the

shank the marker’s name or initials as progressive number and its
weight. The anchor will also the number of the certificate ,

cable markings
 TESTS ON ANCHORS :

An application to test an anchor must be made to the Certifying

Authority and would only usually become necessary during Cargo
Ship Hull and Construction Survey, or a Passenger and Safety
Survey. The tests are shown below;

• proof load test

• drop test

• percussion test
 ANCHOR CERTIFICATE :

1. Type of anchor
2. weight (excluding stock ) in kilogrammes
3. weight of stock in kilogrammes
4. length of shank in millimeters
5. length of arm in millimeters
6. diameter of trend in millimeters
7. proof load applied in tonnes
8. identification of proving house, official mark and government mark
9. number of test certificate
10. number of tensile test machine
11. year of licence
12. weight of the head of the anchor
13. number and date of drop test
 CHAIN CABLE TESTS

Anchor cable over 12.5 mm in diameter is accepted for testing at

an approved testing establishment in length of 27.5 m.( 1 shackle of
cable ). The manufacturer will provide three additional links for the
purpose of the test. These three links will be subjected to a tensile
breaking stress, and if this proves to be satisfactory, then the total length
of the cable will be subjected to a tensile proof test, the tests being
carried out on approved testing machines. If two successive links break,
the cable is rejected. Before the test on chain cable is carried out, the
supervisor will satisfy himself that the quality of the material from which
the cable is manufactured meets with the requirements of the anchor and
chain cable regulations.
 CHAIN CABLE CERTIFICATE
After a successful test on chain cable a certificate is awarded, stating:

•Type of cable
•Grade of cable
•Diameter in millimeters
•Total length in meters
•Total weight in kilogrammes
•Length of link in millimeters
•Breadth of link in millimeters
•Tensile breaking load applied in tonnes
•Tensile proof load applied in tonnes
•Number and types of accessories included

The certificate issued shall also show

•A serial number
•Name and mark of the certifying authority
•Name and mark of the testing establishment, if any
•Name of the supervisor of tests
 --Securing The Anchor For Sea—

 Ensure the break is tightly home, the compressor bar on the windlass is out of gear.
 Place the devil’s claws on the cables and screw the bottle screws up tightly.
 Put the hawse pipe covers in position and if proper plates are supplied for the spurling
pipes, place them in position and if proper plates are supplied for the there are no proper
plates for the spurling pipes, the cables must be well warpped with burlap or sacking in the
spurling pipe.
 The pipes are then to be filled over the bulap with a good thickness of cement (sufficient
to withstand any movement of the cables or weather damage).
 To help prevent movement, lash the two cables together beneath the spurling pipes in the
chain locker and return all gear.
 ‘‘WEIGHTING THE ANCHOR’’

1. -Take to the fo’castle head a hammer or crowbar, hose ,oil-can and at night a
torch, open the cock.
Request the engine room for power and water on deck.
2. -Make sure the windlass is out of gear and the brakes are on, turn the windlass
over slowly and oil the moving parts, on a steam windless the drain cocks must
all be opened and the water allowed to drain off before the cocks are closed
again.
3. -Put the anchor in gear (see that the gears are clear to engage first)
4. -Send a man to the locker (with a light if necessary)
5. -Remove the compressor bar and when ordered to do so, take off the brake and
commence heaving in the cable. Another man should stand by the bell to ring the
shackles as they come in.
6. -When the anchor is hove home, inform the man in the locker. Apply the brake
tightly and the compressor bar. Ease the gears and take the windless out of gear.
Stop the water , Take down the anchor ball or anchor lights and ring the bell
rapidly when the anchor is aweigh, Return the gear.
 PREPARING ANCHOR FOR “ LETTING GO “

1. Check that the windlass brake is on and holding and that the windlass is in gear.
2. Remove the hawse pipe covers
3. Remove the devil’s claw.
4. Remove any additional lashings.
5. Remove the bow stopper, guillotine or compressor.
6. Take off the brake and walk the cable a short distance in order to brake the cement pudding
inside the spurling pipe.
7. Clear away old cement and throw overside.
8. Walk back on the cable until the anchor is out clear of the hawse pipe and above the water
surface then heave a few links back to ensure cable will run.
9. Screw the brrake on hard and check that the brake is holding.
10. Take the windlass out of gear , leaving the anchorholding on the brake. Check that it is out of
gear. By turning power on briefly. Report to the Bridge that the anchor is on the break and
ready for letting go.
 LETTING GO THE ANCHOR

Wear goggles, let go the brake when ordered and

brake as required after the anchor has hit the bottom. One
strike the shackles go out , 1 shackle, 1 bell, 6 bells, etc.
Put on the compressor bar and screw the brake tightly
home, when sufficient cable has been paid out .Hoist the
anchor ball or anchor lights. Return the gear.
There are five types of moorings.....

(1) Open Moor

(2) Baltic Moor

(3) Mediterranean moor

(4) Running or Flying Moor

(5) Standing , Ordinary, Dropping or Straight

Moor.
1--- Open Moor

When a vessel is anchored with both

anchors leading ahead, she is said to be on open
moor. The vessel is heeded into the anchorage
with the wind or current on one bow in order to
assist counteraction of lee drift. The weather
anchor is let go on the run and headway
continued for roughly 1/3 of the final length of
the cable. The 2 anchor is let go and the first
one snubbed at the gypsy.
 2--- Baltic moor

This method of mooring a ship is employed

when a vessel is to tie alongside a quay, the
construction of which is not sufficiently robust to
permit ranging of the ship during bad weather. It is
useful method of berthing a vessel in an onshore gale
of wind particularly whom the vessel is expected to
leave before the weathre abates.
3--- Mediterranean More
This moor is used when wharf space is
limited and there is deep water alongside the
wharves. The vessel is moored stern on to the jetty
with both her anchor lying ahead of her fine on each
bow. This maneuver varies greatly according to the
prevailing wind .
4 --- Running or Flying Moor
Stem the tide with engines slow ahead
and go the weather anchor a ship length before
arriving in position at which it is desired to
finally bring up. Continue slowly ahead and
pass this position until a scope of cable has been
paid out or equal to the sum of that required on
the 2 anchors together. Stop engines and put the
windless into the gear for picking up the
weather cable. As the vessel starts to make the
sternway owner the ground, let go the anchor
.Pay out on the lee anchor cable and pick up on
the weather anchor cable until the ship is middle
between the two.
5_-- Standing, Ordinary,
Dropping
or Straight Moor

The tide should always be

steamed when mooring for a standing moor,
the vessel should steam up about ships
length ahead of the position in which it is
desired to finally bring up. The engines
should than be stopped and as the vessel
starts to make starts to make sternway own
the ground.
The lee anchor should be let go, a
scope of cable should be paid out, equal to
the sum of that required on the two anchors
and turn this side of the windless should be
put into gear. Heave away on the lee cable
and let go the weather anchor, as the vessel
starts to more ahead.
Continue to heave away on the lee
cable and to pay out on the weather cable
until the vessel is middle between the two.
 OFFICER OF THE WATCH

The officer of the anchor watch should have all relevant

information regarding the amount of cable paid out. The approximate
area of the anchor position. The officer’s duty including the checking at
regular intervals of the ship’s position carried out by observing compass
bearing of fixed object’s shore or prominent land mark and bearings laid
on the chart vessel position by use the radar, GPS, DGPS and all
available means appropriate in the prevailing circumstance and
conditions. The purpose of checking the anchor’s bearing is to ascertain
the ship’s position. Ensure she is not dragging her anchor.
 ANOTHER VESSEL DRAGGING
TOWARDS YOUR SHIP

The officer during watch faced with this situation should inform the Master immediately and subsequent action
include drawing the attention of the other vessel to the fact that she is dragging her anchor.

1> Made ready own engine

2> Send forward an anchor party and use VHF radio
3> Check deep water anchorage

DRAWING ATTENTION TO THE SITUATION

When vessels are insight of one another ( According to Rule 34.d )

are approaching each other and either vessel fail to understand the intention or action whether sufficient action is being
taking by the other to avoid collision. Immediately giving at lease five short and rapid blasts on whistle by day and flash by
night. In vessel is restricted visibility ( according to Rule 35. f ) additional sound 3 blasts in succession – one short, one
prolonged, and one short blast give the warning signals.
 DRAGGING ANCHOR

Incase the anchor is dragging one of the following three actions to be considered.

1. Let go the second anchor underfoot at the contra of yow. if the first anchor is
dragging the second anchor will bite and its cable will render itself. The noise of
these gines warning of dragging and the second cable is reared without delay.

2. Let go the second anchor at the extremity of yaw are veer both cables so that the
ship rides comparatively quietly to her two anchors.

3. Steam up to the first anchor, sheer away and let go the second anchor. The first
cable is heave in while approaching the anchor. Both cables are than rarer so that
the vessel rides quietly with an anchor, fine on each bow.
THANKS .
THE
END