Anchor Types and Designs PDF

**Topic 7** **Anchor** An anchor is a heavy object used to secure a vessel to the seabed to prevent it from drifting due to wind, current, or waves. Anchors work by digging into the sea floor, providing resistance that holds the ship in place. Anchors are crucial for maintaining the position of a...

**Topic 7** **Anchor** An anchor is a heavy object used to secure a vessel to the seabed to prevent it from drifting due to wind, current, or waves. Anchors work by digging into the sea floor, providing resistance that holds the ship in place. Anchors are crucial for maintaining the position of a ship or boat, especially when docking, waiting in a harbor, or during emergencies. The effectiveness of an anchor depends on its design, weight, the type of seabed, and how it is deployed. **Types of Anchors, Its Parts, and the Anchor Chain Assembly** 1\. A **FLUKE ANCHOR** is a type of anchor that is commonly used in small boats and other watercraft. It is designed to hold the boat in place by digging into the bottom of the water body. The anchor consists of several parts that work together to provide a secure hold. **Design**: Lightweight with sharp, pointed flukes. **Best For**: Soft, sandy, or muddy seabeds. **Usage**: Commonly used in small to medium-sized boats. 2\. **PLOW ANCHORS (CQR ANCHORS)** - Plow type anchors were named due to their obvious resemblance to the farming implement. The plow anchor not only looked like a plowshare, but in some respects acted like one. The plow anchor was designed as a single fluke anchor with extra weight being placed in the tip of the fluke. This extra weight in the tip was to aid the anchor to dig in quicker and set faster while the fluke itself provided resistance to dragging once the anchor was set. The largest drawback to the plow anchor is due to its design and weight. The plow style anchor, whether articulated or fixed shank, is not easy to stow or handle. An anchor roller platform is almost a must have item to be able to conveniently stow and have the anchor available for immediate use. **Design**: Shaped like a plow, designed to bury itself. **Best For**: Rocky or weedy bottoms. **Usage**: Suitable for larger vessels and varying seabed conditions 3\. **MUSHROOM ANCHORS** - Mushroom anchors derive their name from their unique shape, reminiscent of a mushroom cap. Primarily, they are used for lighter applications and in specific environments. Their design allows them to dig into the bottom sediment, providing a secure hold for smaller vessels. **Design**: Mushroom-shaped, heavy. **Best For**: Soft, muddy bottoms. **Usage**: Often used for permanent moorings. 4\. **CLAW ANCHORS (BRUCE ANCHORS)** are a popular type of anchor known for their strong holding power and ease of use. Developed originally by Peter Bruce in the 1970s, the design features a three-pronged claw that allows the anchor to quickly set into the seabed. The claw shape helps the anchor dig in deep, providing excellent grip, especially in sandy or muddy bottoms. *Key Characteristics of Claw Anchors*: **Design**: The claw-like shape allows for a wide range of rotational movement without losing its hold, making it ideal for varying wind or tidal conditions. **Holding Power**: Claw anchors have good holding power in different seabed types, but they perform exceptionally well in softer seabeds like sand, mud, or gravel. **Self-Righting**: Due to their shape, claw anchors tend to self-right when deployed, making them easier to set and reducing the likelihood of fouling or dragging. **Ease of Use**: These anchors are popular among recreational boaters because they are easy to use and often set quickly without much adjustment. **Common Uses**: Claw anchors are often used on small to medium-sized vessels, including yachts, fishing boats, and pleasure crafts. They are especially suitable for overnight anchoring or when a secure hold is needed in variable conditions. However, they may not perform as well in rocky or hard seabeds compared to other anchor types like plow or spade anchors. The Bruce Anchor has become synonymous with reliability and ease, making it a preferred choice for boaters looking for a dependable anchor. 4\. **GRAPNEL ANCHORS** are a type of anchor designed primarily for use in rocky or uneven seabeds. Their unique design features multiple hooks or prongs that can catch onto submerged objects, making them particularly effective for securing boats in challenging environments. *Key Characteristics of Grapnel Anchors:* **Design**: Grapnel anchors typically have three to five flukes or hooks that extend outward from a central shaft. This design allows the anchor to grip onto rocks, debris, or other underwater structures, providing a secure hold. **Holding Power**: The holding power of grapnel anchors comes from their ability to snag onto underwater obstacles. Once engaged, they can hold securely, making them suitable for anchoring in rocky or rough bottoms. However, their effectiveness may be reduced in softer seabeds. **Retrieval**: One of the challenges of grapnel anchors is retrieval. If the anchor becomes lodged, it may require additional effort to free it, especially in rocky areas. Techniques like pulling at different angles or using a buoy can help in retrieving the anchor. **Common Uses**: **Fishing and Diving**: Grapnel anchors are popular among fishermen and divers who need to anchor in rocky areas or near structures like reefs. They can hold fast in conditions where other anchors may drag. **Recreational Boating**: Small boats and kayaks may use grapnel anchors when navigating through coastal areas with rocky bottoms. **Mooring Systems**: They can be employed in mooring systems where secure anchoring is essential, especially in locations with unpredictable currents or winds. 5\. A **STOCKLESS ANCHOR** is a type of anchor commonly used on large commercial ships, cargo vessels, and naval ships due to its versatility and ease of handling. It is called \"stockless\" because it lacks a stock---a horizontal bar found on traditional anchors. **Design**: It has a shank (the central, vertical shaft) and two flukes (flat, curved arms) that pivot around the shank. The absence of a stock makes the anchor more compact and easier to handle with modern anchor handling systems. The flukes are shorter and thicker than those of a fluke anchor, making them less prone to bending. Operation: When deployed, the weight of the anchor causes the flukes to rotate and attempt to dig into the seabed. The anchor typically lands on the seabed, and as the ship moves, it drags the flukes to find a holding point. Stockless anchors can work in a variety of seabeds, including sand, gravel, and clay, though they are less effective in soft mud. **Common Uses**: They are the standard anchor type for many large vessels due to their ease of stowage in the anchor pockets (hawse pipes). The design allows for a balance between good holding power and practicality in handling, making it suitable for general use by large ships. **Parts of Anchor System** Though there are several types of anchors used, which differ in appearance and form, the fundamental parts of an anchor system can be generalized as: **Ring or Hook**: This serves as the point of attachment of the anchor to the anchor chain or cable. It is generally located at the uppermost point of the anchor. **Shank**: It is the central, axial and vertical long part of the anchor running from the ring to the lower part of the arms. This part comprises a large amount of weight and this helps in better entombing of the anchor to the seabed or floor while the vessel is intended to be positioned. **Crown:** The lowermost rounded, arc-shaped section of the anchor rests in the seabed and connects the arms to the central shaft. This extends in both sides, forming the arms. The shank is directly fitted to the crown and often forms a ball-and-socket joint capable of making a 30 or 45-degree rotation. **Arms**: The lower projections of the anchor extend in either direction from the crown and contributes significantly to the grip. For better grasp, curved arms became increasingly popular since the early 19th century and hence, straight arms seldom exist. **Fluke**: This is the flat shield-like part that constitutes the tip end of the arms extending in both directions and plays a very important role in fastening themselves to the seafloor by digging or clinging to the bottom mud or rocky elements. Flukes are sharp in nature for better penetration. Most modern anchors are characteristic of fluke which may be of different efficient shapes, and such anchor types are known as fluked anchors (see below). **Throat**: The curved inner extension of the arm where it joins the shank. **Balancing Band**: It is a sleeve-like structure fitted near the centre of the shank such that the anchor balances itself horizontally during lifting operations. **Stock**: The stock was chiefly used in older designs like the Admiralty type anchors since their advent in the 17th and 18th centuries. These are also known as stocked anchors. The stock is basically like a shaft that passes through the topmost point of the shank in a perpendicular direction to the arms and acts as a screw that turns itself so that one of the arms and flukes digs itself properly into the seabed. However, one major difficulty faced by stocked anchors is their difficulty to bestow. Thus, most modern designs are stockless. **Chain cable**: The function of a chain cable is lowering and hauling back the anchor to and from the seabed based on the requirement as well as maintaining mechanical stability when the vessel is desired to be anchored at a particular location. The chain cable of an anchor comprises studded or interlocked steel links over its entire length also known as shackles. The studs or shackles are reinforced by a locking pin. The entire chain cable arrangement is considerably heavy and thus while anchorage, their self-weights also contribute significantly to the positioning of the vessel along with, of course, the principal component of tension. **Hawse pipe**: This helps in guiding the chain cable arrangement from the deck level to the outside of the shell plating while lowering or hauling up the anchor. The boring of this pipe should be sufficient enough for the smooth and unhindered function of the chain cable without any chance of obstruction, clogging or damage. **Chain stopper**: The chain stopper acts as intermediate support and guides for the chain between the windlass and the hawse pipe. Thus, while pulling or lowering the chain cable, the stopper helps in directing the arrangement properly to or from the hawse pipe. The stoppers are of considerable strength and are designed to withstand and absorb both the weight as well as the high tensile loads from the chain during operation. Commonly, chain stoppers have a roller-like arrangement for guiding the cable arrangement and lessen frictional loads to be counteracted by the windlass. **Chain Locker and Anchor Pocket**: When not in use, the entire chain cable is stored in a particular enclosure underneath the main deck plating known as the chain locker. The chain, in turn, is connected to the windlass with a pipe connection known as the Spurling Pipe. The chain locker has airing holes to help drainage in case of flooding. **Windlass**: This is the most important component of the anchor arrangement used for lowering and pulling up the entire system as and when required. The physics of a windlass is a simple mechanical pulley system for lifting loads in the vertical direction. In early vessels, the windlass was operated by human effort and that was soon followed by mechanized systems driven by electrical or hydraulic power. The basic design of a windlass includes a cable wheel or a barrel rotating about a central axis which is the pulley and is wound by the chain cable. There is a gearbox and a motor connecting this with another winch or drum which is rotated by mechanical or electrical means and acts as a driver for controlling the motions of the chain cable. Windlass is often used interchangeably with capstan, which is similar in operation and purpose, the only difference being the vertical orientation of the winch which rotates about its vertical axis. For capstans or vertical winches, the rest of the machinery is located below the deck plating, unlike the horizontal windlasses. The Anchor Chain Assembly ***Components of an Anchor Chain Assembly*** **Anchor Chain (Rode):** Description: A heavy-duty chain that connects the anchor to the vessel. Function: Provides the necessary weight and strength to hold the vessel in place. The chain's weight helps the anchor dig into the seabed and reduces the angle of pull on the anchor, enhancing its holding power. **Links:** Description: The individual segments that make up the chain. Function: Interlocking links form a continuous chain, providing flexibility and strength. The links are typically made of galvanized steel, stainless steel, or high-tensile steel for durability and corrosion resistance. **Shackles**: Description: U-shaped metal pieces with a pin or bolt across the opening. Function: Connect the anchor to the chain and the chain to the vessel. Shackles must be strong and corrosion-resistant to withstand the harsh marine environment **Swivel**: Description: A rotating device attached to the chain. Function: Prevents the chain from twisting and tangling as the vessel moves, ensuring smooth operation when anchoring. **Deck Cleats**: Description: Metal fittings on the deck of the vessel. Function: Used to secure the anchor line or chain to the boat, providing a stable attachment point. **Markings**: Description: Symbols or numbers on the chain. Function: Indicate important information such as the chain's strength, weight capacity, and manufacturer. These markings are essential for safe anchoring and maintenance **Safety Procedures** Approaching an anchorage area Anchoring is a common and vital operation on any ship. However, it has been widely felt that anchoring equipment designs have not kept up with the evolving industry demand for anchoring ships in deeper and more exposed anchorages. When identifying the challenges associated with anchoring procedures, there was an evident need to review the minimum required construction standards of the windlasses, as vessels are currently anchoring at depths above their lifting capacity. Mitigating the safety risks associated with anchoring operations is paramount in an industry that has been striving to eliminate personnel injuries, prevent harm to the environment and limit damage to equipment. **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 agent's pre-arrival message **Anchorage area must be physically checked in the chart to ensure that:** 1.it is designated for the type of ship 2.the depths complies with the ukc requirement of the company 3.depths are less than the maximum depth ship can anchor 4.anchorage is clear of any cables, pipeline, wrecks or other obstructions 5.the nature of sea bed is appropriate 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 shall be avoided for anchoring it is also important to be aware of the ship's windlass lifting capacity most of the ship's windlass are able to lift the weight of the anchor and about 3 shackles **ANCHORING PROCEDURE** - prior to any anchoring operation, crew involved in operation is gathered and 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 in hand - once captain calls "anchor crew proceed to anchor station" crew is well prepared and ready for task in hand - 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 - 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 to be used and the number of shackles depending on the depth of water, expected weather and holding ground **Simple Rule In Determining Length Of Cable To Use:** 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 **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 of the introduction 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 **Before letting go anchor :** 1\. the chief officer shall confirm that there is no craft or any obstacle under the bow and inform to the bridge 2\. the master shall ensure that the vessels gps 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 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 confirmed anchor holds its position ***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 confirmed 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 short notice or to stand by which is on masters discretion modern radar system have integrated option for anchor watch so once the position is set and radius of safety circle decided. radar automatically keeps track of ships movement it is also important that anchoring check list is followed and carried out (ref. to company ISM manual) Drag Cirle r = chain + dist (hawspipe to pelorus) All subsequent fixes should fall within the drag circle: if they do not, the anchor should be considered to be dragging Swing Circle r = chain + ship Verify there are no obstructions (above, below, or on the water) within the ship's swing circle **Anchor** **Terminology** **Anchor 'a' cock bill**: When the anchor is hanging vertically from the hawse pipe with the flukes turned into the ship's side, it has been just clear of the hawse pipe and its weight is taken by the brake in readiness for letting go. In this position, it is not stowed correctly in the hawse pipe. **Anchor coming home**: When the anchor is being drawn towards the ship in the operation of heaving away, by means of the windlass, the anchor is said to be anchor coming home. **Anchor aweigh**: The anchor is said to be aweigh immediately it is clear of the bottom. **Anchor dragging**: The anchor is said to be dragging when it is not held seabed. **Brought up to three in water / four on deck**: When the anchor is dropped and third joining shackle is in water and fourth joining shackle is on windlass (deck). **Bonnet cover**: these are the covers of the spurling pipe. **Clear hawse**: This term means that the cables are clear of one another when a ship is riding to two anchors. **Clear anchor**: The anchor is reported clear or foul as soon as it is entirely sighted. To be clear the anchor must be hanging from its ring and clear of its own cable and of any obstruction such as a bight of the rope or chain picked up from the bottom. **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, which are metal bars hooked through the cable and screwed up tight by means of a rigging screw chained and shackled to the deck. **Compressor**: it is used as a brake. **Come to, Brought up. Got her cable**: These are used when a vessel is riding to her anchor and cable, and the former is holding. **Devil's claw**: it is with bottle screw nut which is used to stop the cable from running out. **Foul hawse**: This term is used to describe the crossing of the anchor cable when both cables are being used at the same time. **Foul anchor**: Used to describe an anchor which is caught in an underwater cable, or which has brought old hawsers to the surface with it, or which is fouled by its own cable. **Gypsy**: each anchor chain rides over gypsy and it is just a roller having a cut on it, where the link of the chain is held. The vertical wheel on the windlass on which the cable passes over.the cable is held on the segments of the wheel. **Guillotine bar**: it is a lever used as a brake. **Growing**: The way the cable is leading from the hawse pipe, e.g. a cable is growing aft when it leads aft. ** Hawse pipe:** it is the place where the anchor is stored. **Long stay**: The cable is said to be long stay when it is taut, and reaches out well away from the hawse pipe and enters the water at the acute angle. A cable is at long stay when it is taut and leading down to the water close to the horizontal. **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. **Nipped cable**: The cable is nipped when an obstruction, such as the stem or hawse-pipe lip, causes it to change direction sharply. **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. **Range cable**: To lay out the cable on deck, or a wharf, or in a drydock, etc. **Nipped cable**: The cable is nipped when an obstruction, such as the stem or hawse-pipe lip, causes it to change direction sharply. **Short stay**: The cable is said to be short stay when the anchor is hove in close to the ship's side and not overextended. The cable is not up & down in this position. A cable is a short stay when it is taut and leading down to the water close to the vertical. **Shortening in cable**: To heave in position of a cable, so reducing the scope. **Surge cable**: To allow the cable to run out freely, not using the brake or the windlass motor. **Snub the cable**: To stop the cable running out by applying the brake on the windlass. **Spurling pipe**: it is a pipe through which the cable leads to the cable locker. **To veer cable**: To pay out cable under power, by walking back the gypsy of the windlass. ** To grow**: A cable is said to grow in the direction in which it leads outside the hawse pipe. **To hang cable**: Means it is to hold temporarily with a stopper. Tide rode: A vessel is so described when she is riding head to tide. **Up & down**: The cable is said to be up & down when the angle the cable makes with the water surface is 90°, usually just before anchor a weigh. **Windlass**: it is a combined machine for heaving the chain cable and for mooring hawsers. It consists of a horizontal athwartship shaft rotated by an electric motor or a steam engine. **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. **Walking back the anchor**: To lower the anchor under power. **Warping drum**: warping drum is fitted on both the sides of the horizontal shaft. It can be used for heaving the mooring hawsers. **Weighing anchor**: Weighing anchor is the operation of heaving in cable until the anchor is broken out of the bottom. **Windrode**: A vessel is so described when she is riding head to wind. **Warping**: to move the ship by means of hawsers without starting the engine. **Yawing**: A vessel is said to be 'yawing' when at anchor when she moves to port and starboard of the anchor position under the influence of the wind and/or tide. **Terminologies related to anchoring operations** **Anchor Aweigh**: The anchor is said to be aweigh immediately when it is clear of the seabed. **Anchor Coming Home**: When the anchor is being drawn towards the ship by means of the windlass **Anchor Dragging**: This occurs when the anchor is not holding the seabed and the ship is moving. **Anchor A-Cockbill**: When the anchor is hanging vertically from the hawsepipe, with the flukes turned into the ship's side. **Anchor Watch**: A watch kept to ensure that the anchor is holding and the vessel is not drifting **Cable Length**: The length of the anchor chain or cable, typically measured in shackles (one shackle = 27.5 meters). Letting Go: The act of releasing the anchor from the hawsepipe to the seabed. **Veering**: Paying out more anchor cable to increase the scope and improve holding power. **Scope**: The ratio of the length of anchor cable paid out to the depth of the water. **Hawsepipe**: The pipe through which the anchor chain passes from the deck to the outside of the ship. When a vessel is entering or leaving a port, the team in the bridge and on the mooring decks must follow a series of precautions and procedures to ensure safety and efficient operation. These practices are based on industry standards, best practices, and companyspecific guidelines. Here\'s a comprehensive overview of the key procedures for both the bridge team and the mooring team 1. **Preparations before Arrival or Departure** **Passage Plan Review**: The bridge team should review and update the passage plan, focusing on the pilot boarding area, expected traffic, navigational hazards, tide and current conditions, and berth specifics. Pilot Boarding Arrangements: Ensure that the pilot ladder or accommodation ladder is in good condition and correctly rigged as per local pilotage requirements. **Communication Systems Check**: Test internal communication systems between the bridge, engine room, and mooring stations to ensure effective coordination. VHF radios should be checked and set to the appropriate channels. **Briefing**: Conduct a pre-arrival or pre-departure briefing with the bridge and mooring teams to discuss the plan, potential hazards, and contingency measures. **Tug Assistance**: Confirm the availability, number, and type of tugs that will assist during berthing or unberthing, as well as the method of communication. 2. **Bridge Team Procedures** **Positioning and Monitoring**: The bridge team must continuously monitor the vessel\'s position using electronic charts (ECDIS), radar, and visual bearings. They should be aware of the local navigational aids, including buoys, lights, and channel markers. **Speed Control**: The vessel\'s speed should be adjusted according to port regulations and the vessel's maneuvering characteristics, taking into account any restrictions in narrow channels or near the berth. **Engines and Steering**: Ensure the main engines, thrusters, and steering gear are ready and on standby to respond immediately to the pilot's orders. **Lookout**: A dedicated lookout should be maintained to keep watch for any potential hazards, especially when approaching or leaving confined waters. **Pilotage**: If a pilot is on board, the Master must work closely with the pilot to ensure safe navigation, sharing information about the vessel\'s characteristics and handling 3. **Mooring Team Procedures** **Mooring Equipment Check**: Inspect all mooring equipment, including winches, ropes, and wires, to ensure they are in good working condition. Report any issues to the bridge team or Chief Officer. **Personal Protective Equipment (PPE**): All personnel on the mooring deck should wear appropriate PPE, including helmets, gloves, and safety shoes, to prevent injuries during mooring operations. **Standby Positions**: Mooring personnel should take up standby positions at their respective mooring stations well before arrival or departure. **Communication with Bridge**: Maintain clear and continuous communication with the bridge team regarding the status of mooring lines, adjustments required, and the readiness of the mooring equipment. **Safety Zones**: Ensure that all mooring personnel stay clear of snapback zones to avoid injuries in case of mooring line failure. 4. **Procedures During Berthing and Unberthing** **Monitoring Environmental Conditions**: Continuously monitor wind, current, and tide conditions. The bridge team should adjust the vessel's approach or departure speed and heading accordingly. **Maneuvering**: The bridge team, under the guidance of the pilot, will maneuver the vessel towards or away from the berth, ensuring that the approach angle and speed are controlled. **Line Handling**: The mooring team should manage the lines according to instructions, ensuring a gradual and controlled application of tension to prevent damage to the mooring ropes and the vessel\'s structure. **Adjustments of Mooring Lines**: As the vessel comes alongside the berth, the mooring team should adjust the lines based on the instructions from the bridge team or the pilot, ensuring the vessel is securely moored. **Use of Tugboats**: Coordinate with tugboats to assist in pushing or pulling the vessel during berthing or unberthing. Communication between the pilot, bridge, and tugboats is critical to execute precise movements. **Post-Berthing or Post-Departure Actions** **Securing**- Securing the Vessel: After berthing, ensure all mooring lines are properly tensioned and secured, using breast lines, springs, and head and stern lines as required. **Checking** - Checking the Vessel\'s Position: Verify the vessel's final position alongside the berth to ensure that all gangways, loading arms, or other equipment can be safely positioned. **Anchor** - Anchor Management: If the anchor was used during the maneuver, ensure it is properly stowed after heaving. In cases where the vessel remains at anchor outside the port, conduct regular checks of the anchor's holding status. **Log** - Documentation and Reporting: Log relevant details of the berthing or unberthing operation, including time of arrival or departure, environmental conditions, and any deviations or incidents that occurred. TOPIC 8: Procedures for Berthing and Mooring Berthing Procedures - Brief the pilot thoroughly about the ship's speed and maneuvering characteristics. - - - - **Procedures For Safe Mooring - Deployment and Monitoring of Moorings for Cargo Ship** Mooring and anchoring operations are one of the critical and hazardous tasks routinely carried out on ships. Mooring arrangement, the requirement of mooring equipment, and local weather conditions differ from port to port. Careful preplanning before any mooring operation is therefore essential. In the past many fatal injuries and even death of crew being reported due to unsafe mooring practices onboard. When mooring operation gets out of control, it may lead a vessel to collide with other ships or severe contact damage to shore structure and resulted in a considerable claim to the shipowner. Thus, it is of great importance when conducting any mooring operation to make a comprehensive risk assessment and follow specific steps to ensure the safety of all those doing the operation. When a master receives the name of a port at sea for the next visit, preplanning starts. Ships navigating officers begin getting information about this port from various publications. A \"Guide to port entry\" provides valuable information of more than 6000 ports worldwide, which laid out in a logical sequence. Another source of data is the \"Sailing direction\"- often referred to as \"Pilots\". It helps navigators on all aspects of local navigation on a port. The master needs to make a safety briefing before mooring operations to disseminate all the essential information to the crew- a comprehensive risk assessment made at this stage to ensure safety in all respect. **Deployment and monitoring of moorings** - The master should ensure that mooring operations (including interaction with Tugs) are carried out carefully, and the following items are appropriately addressed: - Suitable planning and supervision - Proper communication - Competency of personnel - Sufficient members in the mooring teams - Familiarity with any specific shore requirements relating to shore moorings, passing traffic and tidal/weather conditions All mooring equipment and practices should comply with applicable guidelines (for Tankers as per OCIMF) and local regulations. Any unsafe situations should be identified, evaluated, and recorded in the Safety & Health Committee Meeting. Corrective actions need to be implemented as necessary. Before conducting any mooring operation all mooring gears and communication systems should be tried out. When a pilot arrives mooring plan should be discussed and agreed. Officers in charge of mooring operations must clearly understand the plan and prepare accordingly. For safely moor a ship the effects of wind, underwater current, effects of tide, under keel clearance concerning ships draught, and surging effect of passing ships all must be properly taken into account. Ropes are not arranged on split type drum correctly. The smaller drum must have 4-5 turns and rest of it should be on larger Before arrival, the berth deck crew should arrange all mooring lines in such a manner so that these are readily available to deploy. Definition of common mooring lines explained below: **Breast lines** -- Mooring lines leading ashore as perpendicular to the ship fore and aft line. Breast lines restrain the ship in one direction (off the berth). Note: Due to collision with shore gantry cranes, breast lines are not usually used in container terminals. **Head lines** -- Mooring lines leading ashore from the fore-end or forecastle of a ship, often at an angle of about 45 degrees to the fore and aft line. **Spring lines** -- Mooring lines leading in a nearly fore and aft direction, the purpose of which is to prevent longitudinal movement (surge) of the ship while in the berth. Spring lines restrain the vessels in two directions: headsprings prevent forward motion and back springs aft motion. **Stern lines** -- Mooring lines leading ashore from the after the end or poop of a ship, often at an angle of about 45 degrees to the fore and aft line. **Safety of crew during mooring operations** The Company's Risk Assessment procedure shall be utilized to ensure that during all anticipated mooring arrangements and equipment use, the safety of crew is ensured. As the ship moves near the berth all mooring equipment need to tested for appropriate working condition. Tanker vessels engaging in different mooring patterns should be particularly careful with the mooring arrangement and preparation onboard with particular emphasis on: - Use of remote control position for operating winches (where applicable) - Clear layout on deck prior operations - The use of proper personal protective equipment - Identification and monitoring of dangerous zones during mooring operations - Quick and close communication between stations Tanker vessels engaging in different mooring patterns/arrangements should carry out a Formal Risk Assessment for each type, to assess and minimize the crew associated with the operation. Such risk assessments are to be reviewed before similar subsequent operations and any additional identified risks suitably managed and recorded. **Mooring operation in port** - The master should ensure that all important factors affecting safe mooring of the vessel throughout the duration of port stay are monitored and recorded. These may include: - Weather conditions, both present and forecasted - Tide and Current ranges - Traffic movement in the vicinity (where applicable) - Interval of mooring patrols depending upon above factors **Maintenance of mooring equipment (Tankers)** **Brake Testing**: Mooring equipment onboard should be maintained in good working condition so as to secure safety in mooring operations. Planned Maintenance Schedules include a requirement for Annual Brake Testing of all mooring winches using the test kit provided onboard. This includes testing Brake Holding Power / Rendering and adjustment to ensure rendering of mooring winch brakes at optimum stress to reduce the risk of injury from an overstressed mooring. Such procedures must meet applicable OCIMF guidelines, and winch brake should be marked after testing and brakes to be set at the correct tension setting while in use. Record of spare inventory is to be kept on board and used spares replenished. **Replacement of Wires, Ropes and Tails (Tankers)** - - - **Maintenance of mooring equipment (Container ships)** - Characteristic of Mooring ropes below mentioned in use should be acknowledged by all staffs who are engaged in the mooring operation. - Material and Type of Thread - Safe Working Load - Stretching ratio - Anti-abrasion, Water-tightness against Sea water, etc - For all mooring ropes, a record of certificates, replacement date, and specific winches to which they are fitted, is to be maintained. If mooring ropes are observed major damage or heavy corrosion, report to the Company for the replacement. **TOPIC 9** Man overboard Maneuvers for the Rescue of a Person Overboard Distinguish the three situations requiring the ship's use of a specific Man Over Board Maneuver.1 Immediate Action.2 Delayed Action.3 Person Missing Action **3 Important Man Overboard Recovery Methods Used At Sea** Man overboard is a potentially dangerous situation for a ship at sea. Among the many threats that could undermine the proper course of the voyage of a vessel, accidents related to man falling overboard is one of them. Unfortunately, according to a report, a high percentage of all overboard incidents end in death. It is therefore very important for the ship personnel to act immediately and execute the correct recovery methods so that the life of the person in water is not endangered. Some of the reasons why seafarers go overboard in the sea are: - - - - - - Three most common manoeuvres - The Williamson Turn - The Anderson Turn or Single Turn - Scharnov Turn **THE WILLIAMSON TURN:** To execute a Williamson turn: 1\. Put the rudder hard over towards the side from which the man went overboard, to reduce the chances of the vessel's propeller striking the MOB 2\. After deviation from the original course by 60 degrees, the rudder is put hard over to the opposite side In the figures, given below, the original course of the ship is 110 degrees. Man overboard is on the starboard side and therefore the turn is to starboard. When the course is 170 (110 + 60) degrees after deviation from the original course which was 110 degrees, rudder is put hard over to port side. 3\. When the heading is 20 degrees short of the reciprocal course, the rudder is brought to midship position. The reciprocal course of 110 degrees is 290 degrees. Reciprocal course can be obtained by simply adding 180 degrees to the original course if original course is less than 180. When the heading shows 310 degrees ( i.e. 20 degrees short of 290 degrees) rudder is put to midship. Williamson turn is ideal method in reduced visibility. If executed properly it positions the ship on a reciprocal course on its exact original track thereby allowing the search to commence on the track the victim fell over, not from a parallel track. Speed should be maintained during the turn as any changes in speed may bring the ship on a reciprocal course in a different position than the line of the initial course. However, this turn takes the ship further away from the scene of incident. **1. Williamson Turn** When to Use: The Williamson Turn is best utilized in Immediate Action scenarios, where a person has fallen overboard, and the ship is close to their last known position. It is particularly effective when visibility is good and the vessel can execute a rapid maneuver to return to the person\'s location. Description: This maneuver involves turning the ship away from the person initially, followed by a turn towards the original course to return to the point where the person fell overboard. The result is that the ship effectively retraces its path while maintaining a safe distance from the overboard individual, facilitating a safe recovery. **ANDERSON TURN/SINGLE TURN:** This is the fastest recovery method. It is most appropriate turn for ship in clear visibility. In case of this turn, rudder is put hard over to the side of the casualty. After deviation from the original course by 250 degrees, rudder is put to midship position. Revolution needs to be modified at the end of the turn and stopping manoeuvre is initiated. In the below example, the original course of the ship is 290 degrees. Man overboard is on the starboard side. Rudder is put hard to starboard until deviation from the original course is 250 degrees i.e 290 + 250 = 540 degrees (greater than 360) 540 -- 360 = 180 degrees Therefore when the ship's heading is 180 degrees, wheel is brought to midship. It can be noted that Williamson turn was commenced at 08:10 local time and completed at 08:21 local time. The turn lasted about 11 minutes. Anderson turn commenced at 08:22 local time and was over by 08:28 local time. The above manoeuvre demonstrates the superiority of the Anderson turn over the Williamson turn in the immediate rescue operation. This is due to the simplicity of the 270 degrees turn, which translates directly into its duration and also efficiency. Under favourable daylight conditions single turn is the best way to get back to a man overboard in a hurry. This turn is good for ships with tight turning characteristics. **2. Anderson Turn (Single Turn)** When to Use: The Anderson Turn is suitable for Delayed Action scenarios, especially when the crew has recognized that a person has fallen overboard but may not have the immediacy of the Williamson Turn. It's effective in conditions where the crew may need to assess the situation before executing a rescue maneuver. Description: The ship performs a single turn in the direction of the person who has gone overboard. The maneuver involves turning towards the side where the person is located, allowing the ship to come back around to the original course and approach the individual efficiently. This turn is advantageous in situations with limited visibility or when the ship is farther away from the victim. **THE SCHARNOV TURN:** The Scharnov turn takes back the ship into her wake. However it cannot be used in an immediate maneuver. This turn cannot be carried out effectively unless the time elapsed between the person falling overboard and the commencement of the maneuver is known. The rudder is put hard over on to the side of the casualty to swing stern away from the man. After deviation from the original course by 240 degrees rudder is put hard over to the opposite side. When the heading is 20 degrees short of the reciprocal course, wheel is brought to midship position. In the illustrations given below, the original course of the vessel is 180 degrees. The wheel is put hard to starboard to deviate 240 degrees from original course. 180 + 240 = 420 degrees (greater than 360) 420 -- 360 = 060 degrees Therefore when heading is 060 degrees, the rudder is put hard to port. Reciprocal of original course is 000 degrees. When the ship's heading is 020 degrees, the wheel is put to midship. Once ship is brought to reciprocal course, speed should be reduced and preparations should be taken to launch rescue boat. The emergency boat's crew should standby and be ready to launch the rescue boat. It might not be possible to launch rescue boat during worse sea conditions. In such case alternative recovery methods including the following can be adopted: Passing lines to the casualty so that they can be pulled alongside the ship. Rescue throw lines and heaving lines may be used. Buoyant appliances such as life buoys or an inflated life raft may be deployed on secure lines and then pulled back to the ship. If none of these options is feasible, the ship must standby until a helicopter or rescue vessel arrives. Every vessel must be able to carry out man overboard rescue methods efficiently. When someone falls overboard it is invariably unexpected and under difficult conditions. Even the best swimmers can become disoriented when unexpectedly falling into the water. At such moments there is no time to think. Decisive action is of primary importance when a person falls overboard. One begins to act automatically and these actions are based entirely on the knowledge and training gained previous to the accident. Ship's crew cannot cope with such a situation unless they are fully prepared for this. It is therefore vital that drills are conducted frequently onboard a vessel. **3. Scharnow Turn** When to Use: The Scharnow Turn is particularly useful in Person Missing Action scenarios, where the person's location is uncertain, or in cases where the ship is far from the last known position. It is ideal for situations involving poor visibility or when there is a need for a systematic search pattern. Description: This maneuver involves a series of turns that create a larger loop around the last known position of the person overboard. The ship makes a turn towards the side where the individual is believed to be located, then completes a U-turn and continues on a new course, effectively sweeping the area in a broader search pattern. The Scharnow Turn provides a methodical approach to searching for the missing person while maintaining a safe distance from the area of potential danger. **SUMMARY** ***Williamson Turn:*** Best for immediate response when the person is close to the ship. ***Anderson Turn:*** Ideal for delayed response situations when the person is farther away but still within reach. ***Scharnow Turn:*** Suitable for scenarios where the person is missing or the last known position is uncertain, allowing for a systematic search pattern. **Safety Measure To Prevent Man Overboard Situation** - - - - - -