ANCHOR SYSTEM

SAFETY OPERATING MANAGEMENT TEAM :

KIM BYOUNGSU

1
CONTENTS

1.ANCHORING SYSTEM
2. GLOSSARY OF TERM
3. STOCKED AND STOCKLESS ANCHOR
4. HOLDING POWER CALCULATION
5. CHAIN STOPPER
6. BITTER END
7. SHACKLE & CABLE
8. ANCHORING PROCEDURE
9. ROUTINE MAINTENANCE
10. EXAMPLES OF ANCHOR ACCIDENTS

2
1. ANCHORING SYSTEM

3
1. ANCHORING SYSTEM

4
2. GLOSSARY OF TERM

TERM MEANING
BITTER END The inboard end of a chain ,rope or cable that is secured on
board
Breaking load The force which, when steadily applied to a structural member or mat
erial, is just sufficient to break or rupture it.
Chain stopper A device secured to the ship’s structure separate from the cable lif
ter for the purpose of securing a chain cable.

Guillotine bar A component of a chain stopper comprising of a locking bar

and securing arrangement to hold the cable in the stopper.
Kenter shackle A type of connecting link used to connect two lengths of chai
n cable where the terminations of the two lengths have the s
ame dimensions.
Stocked anchor An obsolete type of anchor in which a stock was arranged at
right angles to the shank and flukes to prevent the anchor ro
tating on the seabed.
IACS International Association of Classification societies.
5
2. GLOSSARY OF TERM

TERM MEANING
Hawse pipe A tube passing from the deck to the outer shell of the shi
p through which the chain cable passes
Shackle A standard length of chain from the cable lifter to guide the links
into the spurling pipe
Anchor lashing A device for holding the anchor tight in its housed positi
on
Bower Anchor Each of the two main anchors of a ship, carried permane
ntly attached to their cables on each side of the bow and
always ready to be let go.

Calliper A hydraulically activated device in a disc brake system, w

hich is mounted straddling the brake disc. The calliper co
ntains at least on piston and two brake pads. Hydraulic p
ressure on the piston(s) forces the pads against the disc.

6
2. GLOSSARY OF TERM

TERM MEANING
Catenary The curve made by an anchor chain cable between the h
awse pipe and the seabed.
Gauge Length The distance between the tip of the anchor fluke and the
extended centerline of the anchor shackle pin with fluke
s at their maximum deployed angle.
Scope (of cable) A standard length of cable, form hawse pipe to the anch
or ‘D’ shackle, to the depth of water form hawse pipe to
seabed.
Shackle (of cable): A standard length of cable that is equal to 15 fathoms or
27.5 meters. Also termed a ‘shot’

7
3. STOCKED AND STOCKLESS ANCHOR

Anchors were originally designed as stocked anchors.

But stockless anchor is chosen in most vessel designs.
Because stocked anchor is made stowage of the anchor difficult.

8
3. STOCKED AND STOCKLESS ANCHOR

ASS Holding ratio = 3 X anchor weight.

AC(Admiralty cast)-type Holding ratio = 10 X anchor weight

9
4. HOLDING POWER CALCULATION

Holding power(P) – The power of anchor chain cable under the water.
P = (Ma X Wa) + (Mc X Wc X L) / Anchor weight + Chain weight
Wa = MT of anchor in water
Wc = MT of anchor chain in water
Ma = Holding ratio of anchor
Mc = Holding ratio of anchor chain
L = Meter of holding part

Holding power according to seabed

Generally, Lc = 3 D + 90m ( Lc = total meter of anchor & chain / D = depth)
10
5. CHAIN STOPPER

* There are various types and designs of chain stoppers, with the most common bei
ng roller stoppers of the guillotine type.
A load equivalent to 80% of the MBL of the chain cable as specified by class

11
6. BITTER END
* The chain end(bitter end) is secured to the side or top structure of the chain locker
by an arrangement that incorporates means for emergency release.
It is recommended that this arrangement includes the facility for the chain to be sli
pped from outside the chain locker.

12
7. SHACKLE & CABLE

Kenter shackle
Kenter shackles are commonly used to join shackle lengths of the anchor chain toge
ther.
“D” Shackle
“D” shackles are commonly used for joining the cable to the anchor
Anchor swivels
Anchor swivel threads and locking nuts should be inspected for security and any we
ar-down of threads

13
14
8. ANCHORING PROCEDURE

1) General
It is recommended that the procedures used for anchoring operations are develope
d by shore and vessel management using risk assessment methodology and that the
se are included within the safety management system. As a minimum, the procedur
es shoud:
Include the use of checklists to ensure that all bridge and forecastle preparations ar
e correctly made
Identify any precautions to be taken with a particular vessel and describe any distin
ctive features of the equipment fitted
Prescribe the use of appropriate PPE by the anchor party.

15
 2) Methods of anchoring
There are typically two methods of anchoring ships. Both have merits and the succe
ss of either method depends largely on the ability of the windlass to control the rat
e of cable flow and the capability of the anchor system to absorb the kinetic energy.
Which ever method of anchoring is used, the vessel should be stopped over the gro
und before anchoring.
There are various methods of determining if the vessel is actually stopped over the
ground. The most reliable their limitations, particularly when the engines are opera
ted astern. GPS information is also useful but allowance must be made for a time la
g in the speed displayed.

The traditional method of estimating speed through the water by means of ‘eye’ is s
till practiced on some ships, but this method does not take into account tidal and cu
rrent influences. Judgement based on visual transits and/or radar ranges of landmar
ks or adjacent ships at anchor are more reliable.

16
3) Method 1 : Anchor let go on the brake.

Approach the anchor position heading into the wind/tide

Stop the ship over the ground
Walkout the anchor and cable until anchor is about half a shackle off the bottom
Hold the cable on the brake
Take the windlass out of gear
When in position ,drop the anchor by releasing the brake.
Control the speed of cable by the brake, noting the following cautions.
If the cable is paid out too fast, it can result in the anchor and cable piling up on the
bottom and lead to poor holding.
* If the brake is not worn or caught, the chain cable may extend to the bitter end
and there may be an anchor leak or damage.

17
4) Comments on Method 1

In small ships, as the chain cable slack, the ship can be moved in the stern direction
to avoid the cables from being stacked on the seabed. In addition, the brake can be
locked after the sufficient number of shackles has been reached to allow the anchor
to hold it, allowing it to rotate under the influence of ambient conditions (wind,
algae).). If necessary, you can also use the main engine to check movement against
the site. In large, full-loaded ships, the inconvenience of this method is that it is
difficult to observe the movement or 'grow' of the chain cable. Especially on a ship
with a flush foredeck, the Hawse pipe is so low that it is difficult to check the
condition of the chain cable and it is difficult to determine the required condition of
use of the main engine. An advantage of using this method of anchoring is that the
brake will render before critical stresses are reached.

18
5) Method 2 : Anchor walked –out

Approach the anchor position heading into the wind/tide

Stop the ship over the ground.
When in position, walk the anchor and cable out under power until the complete le
ngth of cable required is paid out on the seabed, Noting the following cautions.
This method produces a controlled cable flow, but an accurate estimation of the ves
sel’s movement over the ground is essential to avoid damage to the vessel’s windla
ss
Under no circumstance must the windlass be allowed to operate at a rate in excess
of the manufacture’s recommendation
The windlass motor is the weakest link in the system and, if the windlass over-spee
ds, there is a risk that the motor will be damaged.
In some hydraulic systems using high speed, highly geared axial motors, damage
can lead to personnel accidents due to gross results and scattered debris. If possible,
it should be avoided in straight line with the motor and should be used if remote
control is available.

19
6) Comments on Method 2

- Under any circumstances, tension on the windlass that causes over-speed

should not be on the chain cable. If this situation is suspected, it is necessary to
actively use the main agency. In extreme situations, a windlass brake can be
used to control the speed of the windlass. Even if excessive stress is applied to
this system, there is no warning beforehand, so the tension or direction of the
chain should be carefully observed. The damage may not be apparent until later
when the anchor is rolled up.

20
8) OCIMF Anchoring Systems and Procedure
3.1.3. Limits of Anchoring System
Generally, windlass is required to heave anchor and chain weight at 82.5m ~ 100m
depth according to the standard of each class. Windlass is not designed to break the
anchor from the sea bed and to heave the length of the chain beyond the minimum
standard of the class. Mariners should be aware that windlass is typically designed
to lift a maximum weight of an anchor and three free-hanging shackles (shots) of
cables. The normal winding force of the windlass is limited and underwater. It is
usually impossible to roll the length of the entire chain out of the water. For
example, the Anchor and Chain 14 Shackle (100 mm dia.) Is about 104 tons.
Windlass typically weighs 47 tons and the maximum heaving force is 71 tons.
(Section 4.7) Note that the existing classification rules are based on anchors at
sheltered water. When considering the effects of wind and swell, dynamic forces
associated with waves and swells are not considered. The further away the
anchorage land is from the land, the more these effects become greater and these
things must be taken into account when ship owners decide on the equipment.

21
The weakest part of most anchoring systems is the Windlass motor. Two major
failure ways of the windlass motor are associated with hoisting when the cable is
over tensioned and walking-out when the ship is over-moving. When recovering an
anchor in an extreme condition, the windlass will wind up the chain by the tension
of the chain until it exceeds the maximum of the heaving force of the device. When
the limit is exceeded, the windlass will start to release the chain and this rending
can lead to damage to the motor parts. And this could lead to catastrophic failure
that could be associated with the risk of personal injury. It is important not to
exceed the speed of the vessel's walking out speed when the anchor is walking out
by a windlass motor. Faster speed on ground movements can be made by the
Windlass motor to render the chain.

22
9. ROUTINE MAINTENANCE

1) Inspection
Inspection routines should cover the machinery components, together with adjacen
t areas and spaces, including windlass foundations. Shell plating in way of the ancho
r and hawse pipe should be inspected for corrosion, deformation and possible fract
ure due to the movement of an improperly stowed anchor.
The structure in the chain locker is liable to heavy corrosion due to mechanical dam
age to the protective coating caused by contact with the chain cable.

23
2) Lubrication
It is recommended that lubrication routines within the planned maintenance syste
m are strictly adhered to. The accessibility of greasing points should be considered a
nd remote greasing points installed where beneficial.
It is recommended that open gears and bearings are lubricated before and after eac
h operation as the lack of lubrication of open gears can significantly increase the loa
d on bearings, risking damage to both gear and bearing, adversely impacting on win
dlass efficiency. This is particularly important on recently-built ship’s where changes
to the gear material from nodular cast iron, which has self lubricating properties, to
cast steel has led to the likelihood of increased corrosion.

It is important that brake operating mechanisms are kept well lubricated and free to
operate over their full range. Sump oil for enclosed gears should be checked regularl
y and the oil renewed if its condition deteriorates appreciable. Any water accumulat
ion should be drained off. It is recommended that routine checks of filters and the q
uality of the hydraulic oil are undertaken.
Grease and gear oil used for lubrication and the oil used in hydraulic systems should
conform to manufacturer’s recommendation.

24
3) Windlass components
All windlass components, including clutches, hears and the stripper bar, should be r
egularly inspected.
It is recommended that windlass clutches are checked for free operation and inspec
ted for wear, deformation or pitting. Any damage or excessive wear should be repor
ted to owners in order that arrangements can be made for repair. Inspections shoul
d include ensuring that clutch securing pins are available and used.
Windlass gears and chain lifters should be routinely inspected and any damaged fou
nd reported to owners. Stripper bars should be inspected to ensure that they are int
act and undamaged.

25
4) Chain stopper
The chain stopper should be inspected by operating it through its full range of travel
, checking for cracks, scale and any visible signs of stress. If adjustable, it should be c
hecked for setting and adjusted as required.
Stopper securing pins should be examined for any signs of distortion or defects. Wh
ere necessary, they should be replaced with a manufacturer’s approved spare or a p
in of equivalent material and strength.

5) Chain cable
The chain cable should be inspected regularly in service and the security of shackles
should be checked during chain recovery. The chain should be inspected for missing
and loose studs and the absence of markings. If studs are found to be missing, or a s
ignificant number of loose studs are present, owners and class should be informed.
If a stud need to be repaired by welding the proposal should be sent to class for eva
luation and approval.
Kenter shackles should be inspected and checks made to confirm that lead pellets a
re in place.
Markings on chains should be checked and any worn markings repainted.
Chain wash systems should be regularly checked for proper operation.

26
10. EXAMPLES OF ANCHOR ACCIDENTS

27
10. EXAMPLES OF ANCHOR ACCIDENTS

28
THANK YOU

29