THE ANCHOR “THE ADMIRALTY PATTERN, STOCKED OR COMMON ANCHOR us anchor is illustrated in Pig, 1.1 together with the names of the various parts. It is fitted with a stock, which should be of an approved design and weigh one-quarter of the specified weight of the remainder of the anchor, IU is renowned for its excellent holding qualities, and even today some designs of patent stockless anchors ate no More efficient, so fur as holding properties are concerned, than the common anchor of one hundred: years ago, assuming {. [Lis no longer required to be carried on anchors equal in we merchant ships. When the anchor strikes the sea-bed the stock, being longer and heavier than the arms, assumes the horizontal position as soon as the anchor is stressed, thus causing the lower arm and fluke to become embedded. The stock gives the anchor great stability, i.e. it prevents it from rotating under heavy load or a stress applied other than in line with the shank, The anchor will turn in a horizontal plane quite easily asa ship with the tidal stream or wind. There are no moving s to become choked with sea-bed material, so that should the anchor ccidentally broken out of its holding position it remains efficient for Teanchoring, The upper fluke, which protrudes from the holding power and may become fouled by the cable as the ship swings. Further, in very shallow water, or where the sea-bed dries out, small craft may become impaled on this Nuke. ‘The common anchor is difli- Cult to stow with the stock in position, In merchant ships it is usually found as a light (non-compulsory) kedge anchor with the stock stowed Parallel with the shank, or as a lifeboat anchor. As a kedge anchor it is “Kely to weigh up to 2 tonnes, dimensions for this weight being roughly 2 tons '9 m overall length; 3-7 m length of stock, and 2-5 m width of arms. 121 6 in bea -bed, contributes no he steel common anchor of today has a holding power of roughly Tee to four times its weight, depending upon the sea-bed. It is of sur- 8 ft I ocanned witn VamocarTHE ANCHOR historical interest to note that Admiral Lord Nelson's anchor Victory), with its buoyant oak stock, had a holding power of hit. Efficiency improvements have therefore been small prising (LMS. 2:8 times its weig] y since then, and are only just developing. - | The spheres or enlargements at the stock extremities serve two pur- poses: they assist rotation of the anchor when biting, and prevent, toa . certain extent, sinking of the stock into the sea-bed when it is providing stability under load. THE PATENT STOCKLESS ANCHOR This anchor is also illustrated in Fig. 1.1, It has no stock, and can therefore be hove right home into the hawse pipe, quickly secured, and | is ready for instant letting go. The entire head, including the arms and flukes, is able to pivot about the end of the shank. Its angle of rotation is limited by stops to 45 degrees from the axis of the shank. In some designs this angle is as low as 30 degrees. The head must weigh at least 60°% of the total weight of the anchor. If it strikes the sea-bed with the flukes vertical, their tripping palms chafe the surface and start rotation of the arms. The anchor has good holding power, in the region of three to four times its weight in efficient holding ground, but has a moving part which can become choked with sca-bed material. This may well cause the flukes to fail to re-trip should the anchor be broken out of its holding position. For this reason, when anchoring for some time, it is a good practice to regularly weigh the anchor and sight i. This applies particularly on sandy and muddy sea- beds, and an opportunity is afforded to hose the anchor using a high- Peo water jet. Some shipping companies insist upon this being jone. Having no stock this type of anchor is unstable, and when dragging under heavy load is liable to rotate through 180 degrees. If the flukes fail to re-trip, any holding power remaining is due entirely to weight and, in turn, friction. The size of the flukes isa direct measure of the holding properties. Disadvantages such as are noted above are generally overlooked in the light of its easy stowage. It is an ideal (non-compulsory) stream anchor for vessels fitted with stern hawse pipes. Both the stocked and the stockless anchor may have a ting secured to the shank at the anchor’s centre of gravity. This is the gravity band. The most common types found in the Merchant Service are the Byer's, Hall's, and Taylor's patent stockless anchors. Two are carried as bower anchors in the hawse pipes and a third is carried as a spare or sheer Ston 1341 anchor. Typical dimensions of a S-tonne anchor would be 35 m overall 7ft Jf length; 2:1 m extreme length of head; | m measured in side elevation Scanned with CamScari HALLS PATENT WOCKLESS ANCHOR J STOCKLESS ANCHOR Q OMMON ANCHOR SHANK. ——> TREND OR THROAT Scanneg witn VamscarTHE ANCHOR i: K : fluke tip to cross tripping palms of one fluke and 1-7 m from pO cote SHES in across PPE ically Experimental Works have shown that: Tests at the Admiral ised by increasing the fluke area. yy having smooth, unribbed flu he weight can be obtained. (1) Holding power is rai (2) It is also increased by hav (3) A holding power of ten times # ; (4) Stability can be effected by using stabilising fins. (5) A dihedral surface on the flukes gives a greater holding power. (6) Such a surface is more easily obtained with hollow flukes. ‘The stockless anchor with tumbling flukes was introduced in 1840, and since that date effective changes in design have been negligible. In the latter half of the nineteenth century the Admiralty conducted tests in order to select the most efficient type, but little was done to improve efficiency. Tests were reintroduced in 1943 after much complaint by personnel during the war of the inefficiency of anchors. After four or five modifica- tions to a prototype, a new design was effected and is known as the ADMIRALTY CAST ANCHOR TYPE A.C.14 This anchor is fully illustrated in Fig. 1.2 and is now accepted as a merchant ship anchor, It was tested in practically every type of sea-bed, including blue clay (a poor holding ground for stockless anchors), sand, shingle, soft mud, and hard rock covered with a thin layer of silt. These proved it to be an anchor of great stability, having stabilising firs at the head extremities. It was able to change direction rapidly and without loss of pull. In almost all types of sea-bed it had a holding power of two and a half to three times that of a stockless standard anchor of equal weight. Listed below are some of the test results using a 2:5-tonne Type A.C.14 anchor with hollow flukes, and a 5-25-tonne standard stockless anchor in the same bed. The figures compared are maximum holding powers in terms of weight. Sea-bed ACI Standard stockless sand, shingle, rocks 100 39 thin layer of mud, sand. 13-6 31 Soft mud”. ae 82 16 Flat, smooth rock, thin layer of silt 28 19 In the first three cases, the lighter anchor developed the greater pull in tonnes—one to two times that of the heavier anchor. In the fourth case, however, the heavier anchor was superior in this respect and indi- j cates that a minimum weight must be maintained for anchors fitted to ships likely to have to attempt anchoring in practically impenetrable f sea-beds. Danforth-Jackson have developed the Stokes anchor which 4 ocanned witn VamocarrE ADMIRALTY CAST ANCHOR TYPE 14 ovine“ [Dimensions Fon 25 Towes_) s corm HORIZONTAL pesos FLUKE SECTIONS FLuKe <* a = ANGLE 35° Sate ' spice BOLT LEAD. PIN PELLET OPE! ENLARGED LINK NY JOINING SHACKLE a / L | SS A = qT a (Qo COMMON, LINK ee LES eS | \ 7 t size relative to the common” link. The sizes are approximate but near The length ofa link is6D and its breadth though for practical Purposes: 36D. ING SHACKLES secured in place by driving cin sixteen, through the 1s maly home a lead pellet is hammere the large end of the jarge diameter of the Pi» he half-depth. LUGGED JOIN osed by means of a boll. This is areal pin, having a caper of OF ‘When the pin i ‘These are cl a brass OF tinned lug. © The depth of this unt of dovetailing is equal to t 5 etme cases, particularly 1 the amo aujed the spile pin, and it § aig made of ash or male (solid) bamboo. ‘ae pot to be removed by hammering its ‘unlipped ends Tr metal, the spile pin is removed by g, the wooden pin. ocanned witn VamocarSS THE ANCHOR punching its smaller end, the lead pellet being knocked out with the pig, Before fitting a new pellet, the remains of the old one must be reamed om of the dovetailing. Anchor shackles have a metal spile pin. Older ‘ones may be found having a forelock. ; These shackles are fitted to the cable with the bow end facing out. board. This is done so that the lugs do not foul projections as the cab|, runs out. Anchor shackles are fitted in the reverse direction because they are unlikely to foul as the anchor is let go, and the lugs will not fout a projection as the anchor is hove home. The bolt should be well smeared with white lead and tallow or similar compound when assembling, otherwise it may become frozen in posi. tion. In such a case the shackle should be heated so that the Jug expands more quickly than that part of the bolt within it. This can be done with a blowlamp in the absence of dockyard equipment. A very old method was to light a fire beneath the shackle using tar and oakum. LUGLESS JOINING SHACKLES These are made of non-corrosive nickel steel and are in four parts, one of which is the stud or chock (Fig. 1.4). The link is secured by Lustess SHACKLE sTup LEAD SPILE PELLET. PIN F IGURE 1.4 aes Of @ metal spile pin and lead pellet, the pin being driven diagon: , , the pin being driven diagon- eva ae a ‘wo sides of the link and the stud. These pins have @ T of about one in thirty-two, T, in and pellet are driven oan ned ‘© part these shackles, the pil Knocked clear, and the two sides of 8 >cannea witn LamScarTHE ANCHOR the shackle separated by means of a top swa manufacturer. The use of this punch avoids damage to the accuratel machined surfaces. The manufacturer also supplies a compound for coating these surfaces prior to assembly. Should the shackle be subjected to harsh treatment with a hammer, the machined surfaces may no longer fit together. Being similar to common links, though of larger maximum diameter (1-5), there is no question of fitting them to the cable, facing the wrong way. Their minimum diameter is the same as that of the chain cable to which they are fitted. When using these shackles with forged-steel cables, no enlarged links are necessary, and they are therefore ideal for joining a broken cable, Anchor or end shackles are also made to this design, but are of a larger size for a given cable than joining shackles. They are slightly pear- shaped, with the tapered end having a size equal to 1-25D, the large end being roughly 1-4D and the mid-section nearly 2D. (D is the size of the chain cable.) Lugless shackles made of nickel steel are not heat treated, only tested. Both types of joining shackle, whether lugged or lugless, are larger than the common links, and may therefore jam in the sprocket or snugs of a cable holder. They should therefore be passed over the latter in the fiat position. If used with a cable capstan, they should again lie flat against the holder, but this time they will be vertical. In other words, the spile pin of a lugged shackle must be perpendicular to the cable- holder surface, while the spile pin of a lugless shackle is parallel to the surface. available from the TESTS FOR ANCHORS Under the Anchors and Chain Cables Act of 1967, all anchors which are to be used aboard United Kingdom registered ships are to be tested before being put into service. Anchors of 76 kilogrammes or less are 168 Ib exempted. For the purposes of the Act, the weight of an anchor always. _ includes the shackle, if any, and in the case of a stocked anchor it excludes the stock. In the first instance, application must be made to a Certifying Authority, which may be the Department of Transport or the thority appointed by them, such as the Classification Societies. Anchors are tested to a proof tensile stress which varies from about ‘twenty times the weight for a L-tonne anchor, to just under five times “the weight for a 30-tonne anchor. After the test is completed, the Supervisor must examine the anchor for flaws, weakness and material deformation. | Within one month of the test—if satisfactory—a certificate must be sued which contains a serial number, the name and mark of the ing establishment, the name and mark of the Certifying Authority ocanned witn Vamocar05 in 2in 0-625 in 1-625.in THE ANCHOR ddition, it notes the type of test Supervisor. In addition ype and the aa ota ilogrammes. weight of stock, length of shank in anchor, weil = ‘metres and length of arm. It must also show the diameter of th mi engi , felometesnou nd in millimetres (see Figure 1.1). The proof load is also revealed. tr TESTS FOR CABLES ain cables are also required to be Unies tie setc oy acraamer? The Testing Establish- tested ues heya cable in lengths of 27-5 m (ie. shackles of cable) onset eae me 273 ct ditess If this proves satisfactory, the length of cable is then subjected toa tensile proof stress. It is then inspected for flaws, weakness and material deformation. The manufacturer of the cable will thus provide each length for test with three extra links. : Certain grades of steel cable are then subjected to ultimate-stress, elongation and impact tess, Shackles and other cable accessories are subject to the same tensile proof loads as the cable with which they are to be used. One sample in every batch of 25 is also subjected to the breaking stress (1 in 50 in the case of lugless shackles). The chain cable is also awarded a certificate of test. This contains similar general information as in the anchor test certificate. It also shows the type and grade of chain, the diameter in millimetres, the total length in metres, the total weight in kilogrammes, the dimensions of the link in millimetres and the loads used in the tests, The formulae tiven on page 6 have been assessed from the oficial load table for cable Some manufacturers like to carry out their own additional tests, such as those of Messrs. Brown, Lennox & Co., who recently achieved the 7 . '0., who e C : recently achieved th A 50-mm studded link (breaking stress 141 t to an end-compression test and broke The yu broke after the link had extended 16 mim, mained unt geee tnk cable (breaking. stress roughly aa afler a tensile stress of 120 tonnes but A 100-mm studded cabl le (to unbroken at 700 tonnes tensile str jonnes) was subjected aU the high stress of 137 tonnes. 80 tonnes) re- was completely aang Stress 395 tonnes) remained 10 ocanned Witt Every chain 6 must bE A cits within symbol symbol pot exe The « 1.5. Th cable. ¢ Thes ments. dock Peck: thire the 1 ULamocanTHE ANCHOR | MARKINGS ON THE ANCHOR AND CABLE Every anchor which has been officially tested under the Anchor and i Chain Cables Rules, 1970 (made under provisions of the 1967 Act) must be marked. "A cirele is to be marked in any conspicuous position on the anchor. Within this circle, 1wo items of information appear. In Figure 1.5. the Symbol x represents the Serial Number of the Test Certificate, The Symbol vv represents the letters of the Certifying Authority. I must not exceed three initials and one number (or four letters). The chain cable is marked in a similar manner, as shown in Figure 1.5, The markings are to appear on every shackle, at cach end of the cable, and every 30 m along its length Those markings are much simplified compared with earlier require- ments, much of which are now incorporated in the Certificates, MARK ON ANCHOR MARK ON CABLE FIGURE 1.5 ANCHOR AND CABLE MARKS the cable is also marked by crew or r of the shackle, The number is ain locker. To indicate the from the anchor shackle. hackle is painted white and Apart from official markings, dockyard staff to show the numbe reckoned from the anchor towards the ¢h third joining shackle, which will be #25 1 the third link on each side of the joining s| on ocanned witn VamocarTHE ANCHOR the stud is bound with seizing wire. When the cable is running ou, even quite rapidly, the ashes of white may be seen providing the markings are well maintained. If Delype shackles are fitted, the open link on each side of the shackle is ignored when arranging the marks. This is illustrated in Figure 1.3. In lugless joining shackles this is not necessary. Itis a common practice to include an extra joining shackle somewhere 30 yd within the first 27-5 m. This is most useful if it is necessary to trail the cable on the seabed, or to hang off the anchor. This extra shackle may be quite close to the anchor so that when the anchor is stowed in the hawse pipe, it is found just forward of the windlass. In other cases it may be at the 13:75 m mark, dividing the first shackle into halves, Seamen therefore sometimes refer to it as the half-shackle. It is obviously ignored when the cable is being marked for lengths. If cable is rearranged (see next section) the marks require altering CARE OF ANCHORS AND CABLES _ Whenever possible, anchors should be used alternately. Cable which lies idle in a locker for any length of time becomes brittle, and for this Teason, whenever a suitable occasion arises, the cable should be ranged in a drydock, or even on a clear wharf or jetty, and two or three shackles transposed, i.e. the first two or three lengths should be placed at the inboard end, or vice versa. The cable will then need remarking. , When ranged, the cables should be examined for wear and renewed if necessary. Approximately 11% weardown in bar diameter (D) is allowed before replacement is required, Ata survey, joining shackles will be opened and all parts examined closely. These components will then be cleaned and well lubricated before assembly. Warm tallow is often used for the bolts and white lead for the spile pins. Every link will be sounded with a hammer to test for a clear ring. Loose studs in wrought-iron cable must be re-caulked or replaced. Wooden pins are renewed, sry UKs are replaced or repaired the cable is again tested to its statutory proof load, Cables be lugless shackles of nickel nel ate eee nas Pare are not normally re-tested or given further heat treatment chor and utial processing unless it is considered desirable. The anchors and cables benefit from a regular coating of Stockholm tar of Peet Ream Paint. The pivoting mechanism of a stockless anchor s i be regularly lubricated with a thick grease. 1 cleaned! oun sca Fu ranged the cable locker can be thoroughly paint. Cable sa Where necessary, and well coated with anti-corrosive ~ Lable-securing fittings should be thoroughly overhauled, In use, 12 >cannea witn LamScarTHE ANCHOR the lead pellets should be sighted whenever possible—faulty insertion often leads to their dropping out of the recess above the pile pin. Anchors and cable must be well washed down after use, A thickly encrusted anchor can be trailed awash at slow speed (to avoid damage to hull plating), e.g. while navigating slowly out of an anchorage. SECURING CABLE WITHIN THE LOCKER In past times, the inboard and the term bitter end is still secured vary greatly from sh secured at all, presumably shackles of cable have disap: vessels the two bitter ends at tion of being able to use por versa, It is generally though complications when slipping The end link is sometimes secured by several turns of wire Tope, or small chain, or a cable clench which Srips the cable and can be screwed tight, or a chain bridle incorporating a patent slip. The following are three efficient methods not including a patent slip in their components: (1) The end link is placed between two line bulkhead of the locker and part of a ship's cable was belayed on bitts, ll used. Methods by which the bitter end is hip to ship. In some cases it has not been by accident, and the anchor and eleven eared out through the hawse pipe. In some re shackled together, often with the inten- rt cable on the starboard anchor and vice t to be a malpractice, since it can lead to the bitter end, 0 steel lugs welded to the centre- @ pin is driven through the lugs end. The forelock is removed, to be disconnected, and the pin knocked out, ‘aken to the upper part of the chain locker, where ached by a man standing in the lower forepeak store, Foom, and is similarly secured to a strong bracket, laced through a slot cut i it ter end, only ith the usual aaa asi witn LamacanTHE ANCHOR CLASSIFICATION EQUIP ‘Asan example, a cargo-passenger vessel of 165 m in length is required to carry two bower anchors of the stockless type, cach weighing 54 tonnes, a spare bower stockless anchor weighing 45 tonnes and 22 shackles of special-quality steel cable of 6l-mm link diameter, The vessel quoted also carries a non-compulsory kedge anchor of the stocked type, weighing 1-5 tonnes. She was originally required to carry wrought-iron cable of 70 mm, ANCHORING TERMS The following are a few of the expressions used in anchoring, and officers who may be in charge of the forecastle cable-party will do well to acquaint themselves with all of them, for a misunderstood order from the bridge may give rise to other spontaneous terms. Windrode: A vessel is so described when she is riding head to wind. Tiderode: A vessel is so described when she is riding head to tide. Lee tide: A tidal stream which is setting to leeward or downwind. The Water surface has a minimum of chop on it, but the combined forces of wind and tide are acting upon the ship. Weather tide: A tidal stream which is setting to windward or upwind. The water surface is very choppy, but the forces of wind and tide are acting in opposition on the ship. ‘Shortening-in: The cable is shortened-in when some of it is hove inboard, Growing: The way the cable is leadin, cable is growing aft when it leads aft, Short stay: A cable is at short stay when it is taut and leading down to the water close to the vertical, Long stay: A cable is at long stay when it is taut and leading down to the water close to the horizontal, Come to, Brought up, Got her cable: These are used when a vessel is riding to her anchor and i Snub cable: Fo stop an ggabl andthe former is holding. 1g from the hawse pipe, e.g. a eae: © cable running out by using the brake on the Range cable: tle To lay out the cable on deck, ora wharf, or in a drydock, Veer cable, Walk: back: Windlass motor * T° P8Y out cable under power, ie. using the Sang pc the anchor To lower the anchor under Power. A allow i t the Windlass more, woe t@ FuM out freely, not using the brake or 14 >cannea witn LamScarTHE ANCHOR A’cockbill: Used to describe the anchor when it has been lowered clear of the hawse pipe and is hanging vertically. Foul anchor: Used to describe an anchor which is caught in an under- water cable, or which has brought old hawsers to the surface with it, or which is fouled by its own cable, BLAKE STOPPER oss ef SENHOUSE PATENT SLIP FIGURE 16 Up-and-down: The cable is up-and-down when it is leading vertically to the water. Clear hawse: When both anchozs are out and the cables are clear of one another. Foul hawse: When both anchors are out and the cables are entwined or crossed. Open hawse: When both anchors are out and the cables lead broad out on their own bows. A vessel lying moored to anchors ahead and astern is at open hawse when she lies across the line of her anchors, Clearing anchors: Anchors and cables are cleared away when the securing gear on deck is removed. ‘This may include chain bridles ; Passed through cable and shackled to the deck, and devil's claws, i which are metal bars hooked through the cable and screwed up 1S ocanned witn VamocarTHE ANCHOR i ofa rigging screw chained and shackled to the deck ea Pei thet guillotines removed from the cable whey itis cleared, Cables are cleared when the ship strikes soundings (ie 100 fathoms she enters waters where depths are less than 200 m), when the Visibility is poor in anchoring depths, and when nearing harbour Fig. 1.6 shows various equipment used to secure cables, Nipped cable: The cable is nipped when an obstruction, such as the stem or hawse-pipe lip, causes it to change direction sharply, Render cable: The cable is rendered when the brake is applied slackly, s0 that as weight comes on the cable it is able to run out slowly, ANCHORING TO A SINGLE ANCHOR Ta calm weather the anchorage is approached at slow speed and the anchor is let go while the ship has either headway or stemway. The eable is laid out, and engines are used to relieve stresses in the cable, just before the vessel brings-to, The officer who is anchoring his own ship u: Prefers to stop his ves. Propeller wash reaches t Buide that the ship has lost way. The engines are then kept going dead slow astern as the anchor is let go. Engines are stopped almost immedi- ately and the vessel drifis astern laying out her cable, which grows con- fiowally ahead. Just before the required scope is out, the engines are Paated ahead so a he Vessel gets her cable as gently as possible. method ensures the chain beii it i “Many pilots preter ie ‘ain being clear of the hull plating at all times. bridge he uses that as a ‘osion sets in rapidly. Vessel drydocks, since there is usually an occa- Brow astern, 10 fathoms the locker, and when the gypsy cable initially, the anchor has a 16 >cannea witn LamScarTHE ANCHOR chance to embed itself before the cable tightens. There is little risk of a stockless anchor being fouled in this way. In water of over 20 m the anchor should first be walked back to 10 fathoms within say 4 or 5 m from the sea-bed, and let go from there. This 2 or 3 fathoms ensures that the anchor will not damage itself falling a considerable distance on to a hard bottom, and also that the cable will not take charge and run out so rapidly that it becomes extremely difficult to hold it on the brake. This practice therefore considerably lengthens the life of the brake linings. In very deep anchoring depths, 100 m and over, the entire opera- 50 fathoms tion of anchoring should be done under power. The gypsy should not be taken out of gear at all, because the heavy weight of cable between seabed and hawse pipe will undoubtedly take charge. Ina wind it is better to approach the anchorage heading upwind. The ship is more casily controlled and will make little leeway. If the wind cannot be brought ahead, however, the ship can let go the anchor in the usual way and, using her engines to relieve stresses on the cable, swing head to wind as she brings-to. The weather anchor should be used so as to avoid nipping the cable round the stem, If the vessel is heading dead into the wind’s eye she should have her head cast off one way or the other before letting go the weather anchor. The cast should not be excessive, because the ship will rapidly seek to lie across the wind and develop a sharp swing to leeward. Correcting helm and bold use of engines should be used if the cast develops into a swing. In a tideway the vessel should stem the tide and again anchor with headway or sternway, as in calm weather or in a wind. Her helm will be | of use even while making no way over the ground due to the tidal stream | running past her. If the tidal stream cannot be stemmed the cable should be rapidly laid out slackly across the axis of the stream. As she brings-to in the stream, the bight of the cable dragging across the sea-bed will ring her up to her anchor very gently. When anchoring in a tideway “floating objects overside are sometimes used to determine whether the | hip still has headway. It should be noted that these objects indicate the ship's specd relative to the water, and a vessel stemming a stream with Stationary floating objects beside her (i.e. pieces of wood, etc.) will have Sternway over the ground equal to the rate of the stream. Only when these objects drift astern will the ship be stopped over the ground or have headway over it. When anchoring stemming a stream and also having a wind abeam, the lee anchor should be let go first. As she gets her cable, her stem will then swing to the wind, causing the cable to grow clear. If she uses the ‘Weather anchor her cable will continually be foul of the bow plating. ocanned witn VamoCarTHE ANCHOR DUTIES OF THE CABLE OFFICER | The anchors and cables will have already been cleared away. The | selected anchor is now a’cockbilled by putting the appropriate gypsy in gear and walking the anchor back clear of the hawse pipe. ie are 10 fathoms assuming shallow water—if the water is over 20 m deep, then the anchor must be walked back close to the sea-bed or walked back under power all the way. This latter, of course, is done only when the ship has no headway, otherwise the trailing anchor will damage the forefoot. The brake is now screwed tight and the windlass taken out of gear ready for letting go. . The anchor buoy will already be attached to the anchor by its wire pendant. The length of this pendant should preferably be equal to one and a half to two times the maximum depth of water at the anchorage so that the buoy is not swamped in a strong current and ceases to watch, The anchor buoy is streamed just before the anchor is let go. The windlass operator should be wearing goggles. The anchor should not be let go until the Officer has made sure that it is all clear below Cable is liable to be stowed in the locker with small stones wedged between the links and studs, and these pebbles are frequently projected at high speed as the cable runs over the windlass. Further, it is not un- known for the cable to part as it runs out. For this reason it is inadvis- able to stand forward of the gypsy as the cable surges, At the order to let go, the brake is released, usually by a blow from Y the carpenter's maul, and the cable is surged. It should be snubbed , i.e. three strokes as the third shackle runs out. The officer. in-charge must indicate to the bridge personnel how the cable is growing, particularly if it becomes |: nipped. If this happens, the brak and at night by swinging a lighted torch. When the desired amount of cable is laid out the order will be given to screw up. The brake is then screwed tight and the handle struck with the carpenter's maul for good measure. The ¢ i links, and if 7 Passing the devil's claws. The bow stopper relieves the windlass ‘Of much stress while at anchor, Sometimes, when the ship is pitching and the cable is tending to jerk, heavy coir springs (50% stretch) are ficured to the cable and led well aft. When the springs have been made fast the cable is veered Sradually until the springs share the stresses Having secured cable, it must now be ‘arefully watched overside. It Will grow to long stay as the ship brings-to her anchor and then slowly 18 ocanned with vamacarTHE ANCHOR gaek dovin ifthe anchor is holding. Some officers prefer to watel a little slater before signalling that she has zot her cable, It should be noted, ; powever, that a regular cycle of coming to long stay, then stacking, then howing to Jong stay again, and so on, often indicates that a ship is Geneging her anchor. Cross bearings or beam transit-bearings are more arable. Strictly speaking, the anchor ball should not be hoisted nor chor lights exchanged for steaming lights until the vessel is anchored, : an“ prought up. Before leaving the forceastle head, the officer should eek the bow stopper and windlass brake, AMOUNT OF CABLE TO USE ‘A term used here is scope, The length of cable laid out, measured from the hawse pipe to the anchor, divided by the distance measured vertically from the hawse pipe to the sea-bed, is called the scope of cable. The scope used depends upon several factors (1) The nature of the holding ground. Sti clay, rock, shells, and stones are considered poor holding ground. Very soft mud can be a poor material in this respect. (2) The amount of swinging-room available for the shi stream changes in direction. (3) The degrce of exposure to bad weather at the anchor. (4) The strength of the wind or stream. As this strength increases so the ship moves astern, lifting her cable off the bottom so that it assumes long stay. (5) The duration of stay at anchor. (6) The type of anchor and cable the wind or If the cable leads from the anchor shackle in a direction 5 degrees above the shank axis the holding power of the anchor is reduced by one- quarter. If the angle becomes 15 degrees the loss of holding power is one-half, (This fact is repeated in Chapter VIII in view of the text con tained therein.) For this reason, it is most important that a length of cable shall lead from the anchor shackle along the sea-bed before rising gently to the hawse pipe. Only a good scope will ensure this. Very often, when a ship drags her anchor, more cable is veered and the anchor holds. The action is correct, but the oft-resulting belief is a fallacy— that it is the resistance of the extra cable which has held the ship. The anchor was no doubt dragging because the angle between the cable and shank axis, at the shackle, was more than zero. The veering of cable Temoves this angle and the anchor holds once more. A rough rule to lay out three to cight times the depth of water in cable Tength is haphazard. The Admiralty recommend the following lengths, 19 ocanned witn VamocaryHE ANCHOR mum for calm weather and a which should be regarded as the mini S-knot stream: on ror wrought iron cable, lay out 25D of eile asy/Dh Fi 28 y/D of cable. 50\/D ft For forged steel cable, lay out ay Sas er: ‘el cable, lay out 39y/D of cable, OVD Et 7 : ee the depth of water in metres.) eryed that more cable is laid in the case of the stronger chain, This represents a disadvantage of the special-steel in that it is roughly 124% lighter than wrought-iron cable, and therefore Hite from the sca-bed more casily. A heavy bight of cable must be used so that the cable partly li bed and its cafenary, or curve, provides a spring which pa sorbs shocks due to pitching or yawing. The holding power of an anchor, ic. the types sketched in this Ghapter can vary from between three and fourteen times its own weight, ‘The resistance offered by cable is only about three-quarters its weight, and there is thus no point in laying out more cable than is ne Further the cable imparts a drag to the anchor, quite apart from the drag of the ship, Recent research has shown that a twin-screw ship, anchored in a 4-knot stream and a 55-knot wind, with locked propellors, imparts the following drag to her anchor: tons Serewdrg es 2 tonnes tons Tide dragon bull =| ||) tonnes tons Wind drag on bull 7 10 Ronnies tons Cable drag eee s drag . . . . . » 2 tonnes DUTIES AT ANCHOR Cross-bearings are usually taken as the rough position for the anchor itself) up. Anchor watches shotild be anchor is let go (to get a a again when the vessel is brought : ics J set and these bearings fre checked. A rough crete of swing can be drawn on the ere Tepes se of the echo sounder, and radar wil all help to detect 4 4 very rocky bottoy e noi: ari origi bottom the nose of the dragging anchor can he i ie with t bow vessel will normally lie with the anchor and i he see will normaly and cable fine on its own ocanned witn VamocarTHE ANCHOR she may, at the extremity of her yaw, surge rapidly across her anchor to the other extremity of yaw, ie. from position 6 to 8 in the figure, nip. ping her cable round the stem and breaking the anchor out ofits holding position. This is called breaking sheer. If the anchor fails to Te-trip the other anchor must be Iet go at once, When initially bringing to, it is a good idea to arrange for a joining shackle to be situated on deck when the cables are secured. This will facilitate slipping the cable, and clearing a foul hawse should this be- come necessary. YAW AT SINGLE ANCHOR BREAKING SHEER 748 Fic: ble from the deck officer’s point of view to have the main engines and steering-gear ready for immediate use. In @ tie. way the vessel may be steered by her rudder. It is, however, ineffective when there is no stream. A wind, blowing from one direction for fe considerable time, will set up a surface drift current, but this is unlikely to be sufficiently strong for sensitive steering. , ; The shore signal-station should be watched at all times. Approaching and departing boats need vigilance, as do other vessels navigating inthe vicinity. The officer of the watch should at all times have a rove’ er of how his cable is lying, so that he can warn off other vessels which try to anchor across it. 21 ocanned witn VamocarTHE ANCHOR DRAGGING ANCHOR Generally speaking, once an anchor starts to drag, the vessel gathers sternway, and this may become excessive. Prompt action is necessary. However, there are exceptions, and a vessel riding out a gale has been known to drag slowly and steadily for some days at roughly a mile per day. if the wind rises, extra cable should be laid out to ensure a bight lying on the sea-bed under conditions of yaw and pitch. Pitching can be partially prevented by trimming the ship by the head. Yawing is likely to start the anchor dragging, and one of three actions is advisable: (1) Let go the second anchor underfoot at the centre of yaw. This is an excellent plan if the brake is held just slackly. If the first anchor starts to drag the second will bite and its cable will render itself. The noise of this gives warning of dragging, and the second cable is veered without delay. This is sometimes done by seamen as a regular practice, whether or not the weather is bad. (2) Let go the second anchor at the extremity of yaw and 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 hove in while approaching its anchor. Both cables are then veered so that the vessel rides quietly with an anchor fine on each bow. If a hurricane is approaching, the vessel should leave harbour if other vessels are anchored close by, if the holding ground is other than excellent, er if the harbour is unsheltered. Departure should be made well before the storm arrives, otherwise the vessel may be caught out- side with too little sea-room and drive ashore. If remaining in harbour, action (3) above should be taken and cables veered well away. Once a vessel begins to drag, more cable should be veered. It should not be surged out slackly, otherwise the cable may part as the vessel brings-to. By veering it, the vessel may be brought up gently. The second anchor should be let go in good time, otherwise it may be found that so much cable has been veered on the first anchor (say 8 out of 11 shackles), that very little can be veered on the second (in this case only 2 to 3 shackles). Engines should be used to relieve stresses. If there is room it may be better to heave up and seek better holding ground. WEIGHING ANCHOR If, during heaving, the cable is subjected to a bad ni i , ip the windlass should be braked and the bows allowed to swing so that the cable grows 22 Scanned witn LamscanTHE ANCHOR ear, The cable should be well washed and stowed, The fauted with sea-bed material, can be towed awa tralow speed. The bell is again rung to indie ing shackle appearing from the water's s when the anchor is anchor, if ash for a shor “ate the number of the join ¢, and. vigorous . weigh. It should be reported foul aan act tase may be. The anchor ball, of lights, can now be lowered. ‘The an. chors should not be finally secured until deemed no longer necessary for immediate use. Heaving up is a good opportunity for checking spilespin pellets and cable seizing-wire markings. 4 windlass having an electric motor of 48 kilowatts can heave in slack cable at 4 minutes per shackle and tight cable at 5} minutes per shackle. ance DROPPING DOWN A yessel is said to drop down when she drifts with the tidal stream. A vessel at anchor wishing to do this will heave he i sea-bed. Her speed through the water will be nil, but her speed over the ground will be equal to that of the stream. Her rudder will have no effect, because there is no water flowing past it, She cannot be controlled except by means of the engines or the anchors. DREDGING DOWN A vessel is said to dredge when she moves under the influence of the tidal stream but with her anchor held at short stay so that it drags along, the bottom. Her speed over the ground is therefore retarded and is not so great as the rate of the stream. She therefore has headway through the water. Her rudder may be used to steer her. A strong tidal stream is, necessary for her helm to be sensitive. If a vessel, when dredging, puts her rudder to port, the vessel will remain parallel with the stream direction but will gradually move diagonally across it towards her port hand. She will dredge similarly to starboard, In each case the most eflicient movement is achieved by using, the anchor on the side opposite to that in which she wishes to dredge, ic. it is preferable to use the starboard anchor if dredging to port under port helm. A vessel which is dragging, therefore, can, by putting her helm over, avoid other vessels, provided the stream is fast enough to make her steering sensitive. Also, the operation of dredging can be modified somewhat in the case of a ship at anchor which sees another dragging towards her. By surging her cable rapidly and using bold helm, she may be able to sheer away from the line of drag and bring-to on the other anchor. The first one is liable to be fouled, but this is of small Moment in the circumstances. In both these latter cases there must, of course, be a stream. canned witn LamscanTHE ANCHOR ANCHORING AT HIGH SPEED the narrow-water navigator’s stand-by in all cases i caer is an old sea-saying, ‘Never go ashore with an anchor in the pipe’, and this should apply to most emergencies, A. ship may fail to turn, take a sudden sheer, carry too much way, an engine may fail to go astern, a squall may catch the ship, the engine telegraph may jam, a collision may be imminent—in all cases the anchors are waiting to be used. Both anchors should be let go and allowed to run out their cable until sufficient is out to enable the anchors to hold. They are then snubbed and perhaps alternately veered and snubbed so that the ship gradually loses her way. Both cables will be growing astern through- out the operation, and both will be subject to bad nips. This means, however, that the hawse-pipe lips are relieving the windlass (although strongly bedded) of much of the stress. Further, both cables are taking &n equal share. A ship with quite considerable headway may be brought up quite rapidly with two anchors used in this fashion. the anchors, cables, hawse pipes Large tankers may well part thei above I knot. Ifa ship uses only one anchor she is likel quickly and then forge ahead into danger. This has happened all toy frequently with the second anchor idle in the pipe. If there is insufficient room in Which to pay out a good scope as above, the cables must he snubbed after, say, two shackles have run out and the anchors dragged along the bottom to reduce headway. This is highly dangerous, how- ever, in harbours where there are submarine cables, tons A vessel weighing 27000 tonnes when stopped in 30 m, travelling rons jnitially at 4 knots, incurs a stress of 195 tonnes ino single cable. The tons figure becomes 435 tonnes if th 1 initial speed is 6 knots. The stresses are halved if two equally tensioned cables are used, Afterwards, and windlass should be surveyed cables when anchoring, at speeds ly to part the cable very ANCHORING ON A SHOAL If this becomes necessary the vessel should head i i y head int. , the shoal, and take soundings, Tt is then deciged in ‘ohich dep te 24 >cannea witn LamScara, | THE ANCHOR co is to be let go. The anchor is wall amesel moves astern across the shoal. As Sowing that the anchor has touched b Iked back to this depth soon as the cable grove state ottom, cable is veered and laid Tide to her anchor in deep water holding position, because it is — out across the shoal, and the vessel will teyond the shoal. This is a very good ANCHORING ON A SHOAL Ficure 1.8 almost impossible to stress the cable at the anchor shackle in any way other than parallel with the shank (see Fig. 1.8). POINTING SHIP A ship riding to single anchor may require to create a lee on one side. An efficient method is to lead a wire, say 24 mm, from the after bitts, 3-3} in along the ship's side clear of everything, and secure it to the cable close ( f POINTING SHIP 24 MM WIRE ROPE Eigune 19 25 ocanned witn VamocarTHE ANCHOR to the hawse pipe. The wire is then belayed aft and the cable is gently veered. As the wire becomes stressed, the ship is pointed off the win4 (see Fig. 1.9). ANCHORING BESIDE A STEEP-TO BEACH In both the following cases we will assume that the sea-bed comprises a ledge adjacent to the land, falling away sharply into very deep wate, In the first case (Fig. 1.10 (a)) we will assume that the ledge is sun ciently extended to seaward to provide swinging room for a vex} 20 METRES, J a FIGURE 119 ELLIO Wards rising ground, @ea“ing sea chor Ship will be secure es 294 Provided tne eget® AMichor will een Found Inthe latter enone i all but a strong 2b is lying on the towtone the creat i al stron shore we ¢ bottom, the To the second case (sig yl it out sd man we i 1.10 (6)) we ei an Must weigh anchor. > me an island having a ocanned witn VamocarTHE ANCHOR reef close inshore ith typical depths as shown, Th ‘chor heading towards the land. The ancho: “ef acted back to roughly 20-30 m and the vessel Behe slow! walfarp lookout must be kept for heads of isolated coral, ec. W' iB re cable grows astern, and this should occur very gradually because the ship should have a minimum of headway, the engines are reversed inisa bight of cable rendered. If only one anchor is used it is a good sian to lower the second one so that it bites, and screw up the brake Mackly. Ifthe vessel drags to seaward this second anchor will render further cable and give warning of the event. The operation can be tried out only in an offshore wind. If the wind blows onshore the reel will drift to the reef and must weigh anchor and proceed before this occurs, A similar drift may occur in calms, but this may be pre- vented by lowering a heavy weight (such as the stream anchor) from wiiio a depth well in excess of that at the ledge extremity. As the ship drifts onshore, this weight will foul the ledge and hold the ship. sel must clearly TURNING ON AN ANCHOR When heading with the stream astern, the vessel may be quickly tuned head to stream with the assistance of an anchor. The anchor, either one will do, should be let go and held at short stay. As the anchor drags it will snub the bows round and upstream. The headway should be simultaneously reduced by an astern movement. This is a simple mancuvre provided the anchor is kept at short stay. By dragging it along the bottom, heavy stresses are completely avoided. Ifthe sharp nip at the hawse pipe is considered undesirable it may be partially prevented by casting the ship slightly across the stream before letting go the upstream anchor. ‘After swinging, the anchor may be quickly weighed. In calm weather and no current the with some modifications. The headway is reduced to a minimum and the anchor is let go on the run, allowing ‘sufficient scope for the anchor to bite. If the cable is snubbed too quickly the anchor will be dragged and the manceuvre spoiled. When the brake is secure the vessel is brought up with the cable growing aft, and then steamed round the anchor on the taut cable at slow revolutions, with helm hard over towards the anchor, The vessel must be fully brought to her cable and the latter absolutely taut before using the engines in this fashion, otherwise the ship gathers headway and an undesirable sudden stress 15 imposed on the cable, Sometimes a vessel is turned on her ancl age. Here the anchor cable is hove in until t enable the anchor to hold, and the ship mov! 27 ship may be similarly tured, but hor before leaving an anchor- here is sufficient length out to ‘ed ahead at slow revolutions ocanned witn Vamocar 10-15 faTHE ANCHOR tautens, the engines are stopped until the cable BOWS ae on the cable. When it is taut ip allowed to bring-to gentl oon sip ines are moved ahead and the helm put hard over to- i ired direction. ‘and the ship steamed round to the require: oe eases generally turn more rapidly inthis manner than ifthey rsd work engines in opposite directions. The anchor is ei ante eal uring mancuvres where thee is insuficient room for rudder-controlled turns under headway. CLEARING A FOUL ANCHOR If the anchor is wedged in an underwater obstruction and cannot be weighed the vessel should be moved very slowly ahead, veering cable Tint it grows well astern, When the vessel is brought up and the cable Js taut the engines are worked ahead very gently to see if the anchor will break out. The vessel can then slowly be steamed round in a circle with the cable taut (turning towards the anchor of course), to try to fotate the anchor and break it out by constant movement. If this fails, together with an attempt under sternway with the cable growing for- ward, then the cable must be slipped from the deck, buoying the end, and the anchor later recovered by divers. If the anchor has fouled a cable, wire, or other similar underwater obstruction the anchor and fouling is hove well up to the hawse pipe. A strong fibre rope, such as a manila mooring line in the case of a heavy submarine cable, is passed round the obstruction and both ends are hove taut and made well fast on deck. In the case of an unimportant obstruction a wire rope can be used, but a fibre rope must be used in cases where the obstruction may be'a telegraph cable or one carrying high-tension current. When the line is hove taut the anchor is walked back clear of the obstruction and then hove home into the pipe. Pro- vided the hanger is secured at the forecastle deck in a region of maximum flare, the fouling will swing clear when the anchor is walked back. The hanger is then slipped from the deck to release the fouling. See ae is still partially lying on the sea-bed and offering the ship should jae oe i does not swing to the flare of the bow, ofthe fone aoe gently E aan svay to that the point of suspension ofthe fouling ly under the deck edge, The anchor can then On rare occasions it may happen that wl is weighed i enn ree tr ite lank, close to the head. is off from the forecastle deck ty merece eons the anchor head. When the wire is sec gure Tape passed round ‘ure the cable may be veered until 28 >cannea witn LamScarTHE ANCHOR a lides down and clear of the halfctwrn slides dowr car of the shank, Th i slowly hove-in until it takes the weight of the anchor, eee a seeast off. Ilan anchor is stuck in its hawse pipe, it might be freed b bering it to the other anchor which is then lowered HANGING OFF AN ANCHOR If it is desired to have a free end of cable available fo will have to be detached from the cable, Usually, the first eeLeTer cable includes a joining shackle 2-4 m from the anchor shackle, fo that when the anchor is stowed the joining shackle is between the gypsy and the hawse pipe. If the cable can be passed through a forward Panama Canal fairlead, then the anchor can simply be secured in the pipe using wire lashings and the bow stopper. The cable can then be eased off the gypsy and broken. It is then passed to the fairlead using chain hooks. The same applies if a third hawse pipe is fitted. If the cable is to be passed through the hawse pipe the anchor must be removed from its housing and secured at the ship's side. First, the anchor is lowered clear of the pipe and a’cockbilled. With a 5-tonne 5-ton anchor, a 24-mm wire rope is then passed from bitts situated just abaft_ 3-in the hawse pipe, and preferably at maximum flare, through the anchor shackle and back on deck. Both parts are hove taut and belayed. - ‘Another 24-mm wire rope, which we will call No. 2 wire, is passed —3-in from bitts, through the cable forward of the shackle and then led to the nearest winch warping barrel. The cable is eased to No. 2 wire and then broken. No. 2 wire is then veered slowly so that the anchor swings abaft the pipe. Both wires can be left taut (No. 2 wire will be stoppered off and belayed) so that the anchor is suspended equally by both, or else the whole of the weight can be transferred to the first wire. A man can then be sent overside to cast off No. 2 wire, which is hove inboard. This is advisable, because if this wire is left in the pipe it will be severely chafed by the cable. hor i Should the spare joining shackle be out of reach when the anchor is lowered clear of the pipe, No. 2 wire will have to be pasced while the anchor is stowed. The cable is then eased, broken, and ihe oa ean a'eockbilled by veering the wire. The other 24-mm hawser Wt the 3 Passed overside as before. . Vessels which frequently engage in this oper? strop instead of the overside wire, and with thi be hur off in about 10 minutes. Other methods include taking the overside wire i deck edge. The toa warping barrel and heaving the anchor up to the oer anchor is then either well clear of the plating due to the flare or else can be easily secured so that it does not swing- 2» 1-2 fathoms ation use a specially made is the anchor can be hung ocanned witn VamocarTHE ANCHOR NO WINDLASS POWER i ate situa The first is his unfortunate situation. T te S.W.L.) is secured to the Two solutions can resol 15 tonnes tons one whereby 2 Reavy Purchase tt drift as possible, Ths avoids ote and led well aft so as to get aS. s i seis attached to the cable by means 0 fequent oer voids fouling the purchase in the endant of 24-32 mm wire. This f as im nner flings adjacent to the windlass. The pendant is doubled so That the stress in each partis halved. A lighter, overhauling tackle is Hgged on the main purchase to avoid delay and heavy work: S the aare ic nove in, the gypsy should be free to revolve, so that the cable is Stowed. The gypsies are fixed to the mainshafts, which revolve either ‘when leting-go or when the main wheels are slid along and engaged with the driving pinions on the intermediate shaft, and also the sides of the gypsies. The intermediate shaft drives the warping barrels, so that in this particular case the main wheel is engaged with the gypsy and able to rotate the mainshaft. A friction drive is now set up by means of heavy fibre mooring line run from the warping barrel to the drum of a winch. When the winch drum revolves it will drive the intermediate shaft of the windlass; this will drive the main wheel, and this will revolve the gypsy. ae ee must be screwed tight before the purchase is overhauled of The second method is i he 1 derrick is unshackled faa Gee ie eroins Ul fom Ne: sreured by a pendant tothe eable, One topnine Lit onl ene tons one cable, provided it has a S.WLL, of at toes tad is necessary for mst be ieee has & SW, of at least 10 tonnes. The pendant drive is setup, andthe topping lift werghe thane be ea the frietion ‘eighs the cable and anchor. HEAVING UP ANCHOR WITH SLIPPING A CABLE cercised, this work cant : arises when the anchor () Slipping from the Deck Veer cable, of il Fer stan so neaves until a shackle is situated through the cable forma a’ fOPe with any eyes If caution is to be it x necessity for slipping ot be hurried, Usually the cannot be weighed. near to the hawse pipe ab fray made fast, prefe ard of the shackle an; ipped shut is passed iseased to the vie es serarat bits, 7 fre on hove taut and ¥ser and then broker slip-wire. The cable >cannea witn LamScarHIGH HOLDING-POWER ANCHORS STOKES Oy Us Navy DANFORTH UNION STEVIN Poou BRUCE FLIPPER DELTA sy Figure Lit - Scanned Witt CaniscarnTHE ANCHOR cither be surged off one set of bitts until it runs free, or one end can be on a warping barrel and similarly surged from that, or the wire can be cut at the hawse-pipe lip using a fire axe of the felling type. Th inboard ends of the wire will leap aft when it s cut through, and to avoid injury chain stoppers could be passed from forward to prevent this, one to each part of the wire. A better method than any of these is to incorpor- ate a patent slip close up to the hawse pipe. The end of cable should be buoyed to effect later recovery. (2) Slipping from the Locker Here the entire cable will be run out. It is veered until it is slackly up and down in the locker. Work the engines ahead as before so that the Sin cable bears only its own weight. A 24-mm wire hawser is passed through the cable forward of the gypsy and led to a winch warping-barrel, the other end being belayed. The wire is hove taut and the cable is cast adrift in the chain locker, The gypsy is then revolved under power very slowly, and the wire hawser is veered. The cable will then come off the gypsy and is eased out through the hawse pipe on the wire hawser. When the end of cable is Well down the pipe the wire hawser is cut or slipped as before, If the end of cable is allowed to clear the pipe before slipping the wire it will fall heavily into the sea, and the resulting jerk may part the wire—a desir- able effect, but it may happen at a dangerous time and place. ‘Or normal anchoring, a 24-: after leads, along the shin’s ue Weockbilled anchor, ad Py ie ol Secured with a Patent sli broken open. The ancho? ae aie slip. It will be d stopped propell ing away fro; the ony 2-mm wire hawser is passed from the vanes, When necessary by knocking od it alittle headway on the vessel but with or: ate ling the wire, The ship should be sheer- iis let go. The anchor is buoyed in the Scanned witn LamScarTHE ANCHOR The ship is brought up gently on her cable / The wire is then rove upwards through the ‘hase et Sowing astern, the cable forward of the joining shackle. A long, curved, mec geet shackle is used for this called a joggle shackle, A che eg made patent slip is then rigged forward of the Joining shackle, set taht, a the cable is eased to the stopper. The joining shackle is broken arden slip knocked off. The anchor is buoyed in the usual way. Theta now moved slowly ahead while the wire hawser is hove-in aft The ship is stopped when the wire is up and down over the stern. The wine 2 again hove-in and the cable brought aboard aft and secured around several pairs of bitts. Another method is to ease out the cable from forward on a second wire as it is hove-in aft. This second wire will then have to be slipped. CHANGING ANCHORS Ifa bower anchor is to be unshipped from its cable and the spare bower installed into the hawse Pipe the first anchor is lowered to the water's edge and the forecastle derrick swung overside, In Fig. 1.12 a 4-tonne anchor is being changed. In view of the bight of cable which the derrick will have to support, the latter should be at least of S.W.L. 5 tonnes. It is rigged with a 5-tonne S.W.L. lifting purchase. The purchase is led to the anchor and secured to it by means of a heavy strop. The anchor is then lowered underwater to take advantage of the loss in weight due to its displacement. The cable is veered and the derrick fall hove-in until the anchor is directly below the derrick head. It may be kept underwater during this manoeuvre. It is then lifted, together with the bight of slack cable, from (1) to (2) in the figure, and at this stage the cable must be secured at the ship’s side. The derrick is swung in- board, the anchor landed, the shackle broken open, and the cable secured to the spare anchor. If the spare anchor is not directly below the derrick head it will have to be carefully guyed as it is floated off the deck to avoid a sudden swing. It may then be swung to the ship’s side by guying the derrick. the purchase is hove-on until, as before, the weight is off the ship's side cable lashing, which is then cast off. The anchor is lowered until submerged. By heaving on the cable and slacking on the derrick fall, the anchor is shipped and stowed into the hawse pipe. In the figure the purchase Bes ce fo drawn much larger than mit, for the sake of clarity. I sreaeiaes the oar bower anchor is stowed forward of the forecastle- head breakwater, or washplate. In this case it must have a wire secured to it and led to the nearest forward warping barrel or bitts. This wire then becomes a bullrope. The purchase is led to the spare bower anchor, 33 ton tons ton scanned with GamscarTHE ANCHOR - II hove-in. This just floats the and the purchase fall st ats the lacing heavy, greased p! o! deck and now, by P eased planks of anchor clear of the by placing hea, is chor to the top edg timber from the 20@’on, slacking the bullrope, and the anchor will ie oh further lear ofthe breakwater. The bullrope can ny the anchor until it is below the derrick head. the bullrope set tight, 5 TONNE SML. DERRICK S TONNE SWL PURCHASE + CABLE_ SECURED ON DECK HERE 4 TONNE 1 ANCHOR UNDER WATER EiGuRE 1 12 HIGH HOLDING-POWER ANCHORS These are defined as being at least twice (some are actually four limes) as efficient as a standard stockless anchor of the same weight. Approved types may be permitted a 25% weight reduction by Classification Societies, In most types of sea-bed. fluke area is the most important factor in holding-power but weight does play a vital ud or slab rock. Owners may exceed S, fluke tips, head stops and in the 34 >cannea witn LamScar