ANCHORING

Anchoring is as frequent operation on board as loading and

unloading of cargo

Anchoring is a routine job

Number of incidents during anchoring or while at anchor suggest that the art of anchoring
a ship effectively might not have been mastered

Knowing about the correct anchoring procedures and their limitations is one of the best
ways of avoiding anchoring-related fatalities and damages
 HOW DOES AN ANCHOR HOLD THE SHIP?
When anchor is dropped, the crown of the anchor is the first to hit the sea bottom.
As the ship moves back, the flukes take their position and embed themselves into the sea bed
It does not matter from what height the anchor is dropped, the crown will always hit the bottom
first.
The flukes will only dig into the sea bed once the ship moves aft and flukes are facing
downwards into the sea bottom
 HOW DOES AN ANCHOR HOLD THE SHIP?

Opposite happens when we pick up the anchor.

When the chain is being picked up, the flukes face upwards and the anchor gets uprooted from the
bottom
 THE HOLDING POWER OF ANCHORS

Apart from other common factors, there are three things that affect the holding power of anchors:
first is the construction of anchor
second is the nature of seabed
third is the scope of the cable
 HOLDING POWER AS A RESULT OF ANCHOR
CONSTRUCTION
Ships equipment determines the weight of the anchor and length of the chain
The fluke area influences the holding power of the anchor
International association of classification societies (iacs) governs the rules for anchors
Iacs enlists three types of anchors:
1. Normal holding power anchors
2. High holding power anchors
3. Super high holding power anchors
HOLDING POWER AS A RESULT OF ANCHOR
CONSTRUCTION
 HOLDING POWER AS A RESULT OF ANCHOR
CONSTRUCTION
Even though anchor weight has nothing to do with holding power per se, it contributes to some extent
to holding a ship in her position
More weight of the anchor would require more force to push the ship from her position
For this reason, anchor weight is more often used as holding power
HOLDING POWER AS A RESULT OF THE NATURE OF SEABED

Sand is considered to be the strongest holding ground

Soft mud is the least favourable holding ground (anchor embeded into soft mud would leave the
bottom easily, compared to more harder surfaces like sand)
 HOLDING POWER AS A RESULT OF THE SCOPE OF
THE ANCHOR CABLE

Correct scope is essential for safe anchoring and better holding of the anchor
Scope is the ratio of the depth of water to the length of the cable deployed
The greater the scope, the better the anchor will hold the ship
The idea of having more scope is that the angle of chain in reference to the sea bottom should be
at the minimum
The greater the angle, the lesser the holding power
 HOLDING POWER AS A RESULT OF THE SCOPE
OF THE ANCHOR CABLE
As a thumb rule, scope of 6 is advisable for anchoring
That is, for instance when anchoring at a depth of 20 meters, we should pay at least 120 meters of
cable
When anchoring in areas of strong wind or current, we should have scope of more than 6, i.e. up to
10 sometimes
 PREPARING FOR ANCHORING

Preparing the vessel for anchoring can start days before arrival
Master checks the charts for marked anchorage areas days before arrival
Anchorage area for the vessel could also be suggested in the agents pre-arrival message
 PREPARING FOR ANCHORING

Anchorage area must be physically checked in the chart to ensure that:

1. it is designated for the type of ship
2. the depths comply with the ukc requirement of the company
3. depths are less than the maximum depth at which a ship can anchor
4. anchorage is clear of any cables, pipelines, wrecks or other obstructions
5. the nature of sea bed is appropriate for anchoring
 PREPARING FOR ANCHORING

When checking the charts for underwater obstructions, attention should be paid to the chart
symbol #
This symbol means there is a foul ground and it shall be avoided for anchoring
It is also important to be aware of the ships windlass lifting capacity
Most of the ships windlasses are able to lift the weight of the anchor and about 3 shackles
PREPARING FOR ANCHORING
 ANCHOR GEAR

Anchor gear (or ground tackle) is located on the forecastle and consists of all the equipment used in
anchoring
this includes:
the anchors
the anchor windlass
anchor cables or chain
chain stoppers and the connecting devices (shackles, swivels)
etc.
ANCHOR GEAR
 ANCHOR GEAR

A ship is normally fitted with ten shackles (shots in the US) of cable, each shackle is about 27.5 metres in
length, and connected to another shackle (length of chain) by an accessory fitting called kenter joining-
shackle
The cable is secured on the forecastle deck by stoppers, devil-claws and anchor lashings
The chain is held by the windlass brake
An anchor windlass is a machine that restrains and manipulates the anchor chain, allowing the anchor to
be raised and lowered
Bis provided for control and the windlass is usually powered by an electric or hydraulic motor operating
via a gear train
ANCHOR GEAR
 ANCHORING PROCEDURE

Prior to any anchoring operation, crew involved in operation is gathered and the toolbox meeting
is held.
During toolbox meeting, risk assessment is carried out and crew involved in operation are being
familiarized with dangers involved in operation at hand
Once captain calls anchor crew proceed to anchor station, crew is well prepared and ready for
task at hand
 ANCHORING PROCEDURE

Master identifies a suitable anchoring position before entering the anchorage area, conducts a
planned approach including speed reduction in ample time and orienting the ships head prior
anchoring
Once the ship is close to anchorage area, crew is called to anchor station
The chief officer (or another experienced officer in lieu) must supervise letting go or weighing the
anchors and should only assign experienced crew members to anchor work
Master decides on which method of anchoring is to be used and the number of shackles
depending on the depth of water, expected weather and holding ground
 ANCHORING PROCEDURE

simple rule in determining the length of cable to be used:

1. standard condition:
length of cable = [(depth of water in meters * 2) + 90 ] / 27.5

2. when good holding power can not be expected:

(e.g. strong wind, strong current, harder sea bottom)
length of cable = [(depth of water in meters * 3) + 140 ] / 27.5
 ANCHORING PROCEDURE

prior to anchoring, the chief officer should be aware of:

1. approximate anchoring position
2. method of approach
3. which anchor to use
4. depth of water
5. method of anchoring
6. final amount of chain cable to be lowered
 PROCEDURE PRIOR TO ANCHORING

at the forecastle:
1. check brakes are on and clear the voyage securing devices
(anchor lashings, bow compressed bar etc.)
2. start hydraulic (source of) power of windlasses
3. check anchor shape/light
4. check communication with the bridge
5. check lighting on forecastle, including torch at night time
6. ensure all personnel are wearing safety helmets, safety shoes and goggles
 ANCHORING PROCEDURE

Before letting go anchor :

1. the chief officer shall confirm that there is no craft or any obstacle under the bow and inform
the bridge
2. the master shall ensure that the vessels speed at the time of anchoring is near-zero or indicates
a slight sternway
3. the speed should be verified by visual transits and/or radar ranges of landmarks, if available
or other fix conspicuous targets
 ROUTINE ANCHORING OPERATION

there are 2 methods for anchoring according to the depth of the water:
method 1 (preferable for container ships / depths up to 50m ):
1. walk out the anchor to half a shackle above the sea bottom
2. hold the cable on the brake and take the windlass out of gear
3. stop the vessel over ground
4. drop the anchor
5. control the speed of cable flow by the brake, while not allowing pile-up
6. bring anchor cable direction forward and confirm anchor holds its position
 ROUTINE ANCHORING OPERATION

method 2 (suggested for tankers / depths over 50m ):

1. stop the vessel over ground
2. walk out the anchor under power until the complete length of required cable is paid out and
anchor holds it position on the seabed
3. bring anchor cable direction forward and confirm anchor holds its position
 ANCHOR WATCH

Once anchor position is set and vessel holds it position, anchor watch is set on the bridge
Vessel engine is usually set to stand by, which is at masters discretion
Modern radar systems have an integrated option for anchor watch so once the position is set and
radius of the safety circle determined, radar automatically keeps track of ships movements
It is also important that anchoring check list is completed (ref. to company ISM manual)
 Rev. 12/13

Whilst at anchor
1. Determine and plot ship position as soon as anchored. Establish
swinging circle

ANCHOR WATCH
Wilhelmsen Ship Management B08
Rev. 12/13 2. Anchor brakes on, stopper engaged. Anchor windlass disengaged.
3. Have instructions been issued to the OOW on determining and
regular checking of anchor position using minimum two methods.
Bridge Procedures - Anchoring and Anchor Watch Check List 4. Ensure that the state of readiness of the main engines and other
machinery is maintained in accordance with Masters instructions
Vessel : _________________ Notice for engines______________________
5. Comply with Bridge Procedure Manual & SSMM Ch 7.28
Preparations 6. Proper lookout maintained. Watch level established as per BPM.
Item Description Check Initials
7. GPS anchor watch alarm ON? Alarm is set on 1)____ NM 2)____NM
1. Has an anchoring plan been prepared?
8. Echo sounder alarm ON ?Alarm is set on: DW_____ Mtr, SW____Mtr
2. Does it take into account speed reduction in ample time?
9. Weather forecast received/checked and reported to Master/ Engine
3. Does it take into account direction/strength of wind, sea & current? room in case of expected weather deterioration?
Call Master if winds reaches _________ knots or dragging anchor is
4. Does it take into account tidal stream when manoeuvring at low
suspected
speeds
10. VHF watch established/maintained on dedicated channels?
5. Has the Depth of Water and Nature of the Sea Bed at the proposed
anchor position been taken into consideration? VHF log maintained?
Dedicated channels are : 1) _______ 2)_______ 3)________
6. Does it take into account the need for adequate sea room, particularly
to seaward? 11. Frequent monitoring of ships and nearest targets established as per
Anchor position log? Frequency of plotting position is ______ MIN
7. Master informed of the time ofstand by for anchoring?
12. Anchoring equipments limitations know to all (sea and weather
8. Engine room informed of the time ofstand by for anchoring? conditions)
9. Anchor Party informed of the time ofstand by for anchoring? 13. If bad weather is expected, leaving anchorage to be considered
10. Anchor(s) ready for use? 14. Ensure that the ship exhibits the appropriate lights and shapes and
that appropriate sound signals are made in accordance with all
11. Lights/shapes and sound signalling apparatus ready for use?
applicable regulations.
12. Sound signalling apparatus ready for use? 15. Is S-VDR / VDR operational
13. Has an anchor watch been established? 16. Conduct and record fire/ safety/ security rounds of the ship
14. 17. Ensure access control is maintained in respect of vessel security
Scope of anchor cable required. ________________
18. Take measures to protect the environment from pollution by the ship
15. Has the anchor position been reported to the port authority? and comply with applicable pollution regulations.
16. Vessel specific Risk Assessment for anchoring consulted Enter in Deck Log Book when completed
 ANCHOR WATCH

Drag Circle
r = chain + dist. (hawsepipe to pelorus*)
Drag Circle
All subsequent fixes should fall within the drag circle; if they do
not, the anchor should be considered to be dragging
Anchor Chain

Anchor Location

Swing Circle
r = chain + ship
Verify there are no obstructions (above, below or on the water)
within the ships Swing circle Swing Circle
 *IN MARINE NAVIGATION, A PELORUS IS A REFERENCE TOOL FOR
MAINTAINING BEARING OF A VESSEL AT SEA. IT IS A "DUMB
COMPASS" WITHOUT A DIRECTIVE ELEMENT, SUITABLY MOUNTED
AND PROVIDED WITH VANES TO PERMIT OBSERVATION OF RELATIVE
BEARINGS
 ANCHORING

knowing about the correct anchoring procedures and their limitations is one of the best way to
avoid anchoring related fatalities and damages