mooring and anchoring

8/3/2019 Mooring and Anchoring

1/93

NS302

Mooring and Anchoring

Procedures


2/93

Mooring

Challenging evolution in which it is vital as

a conning officer or deck safety officer to

know the deck equipment, deck fittings, andproper use of mooring lines


3/93

Learning Objectives

Describe the different type of deck equipment

Recite standard linehandling commands used in

anchoring evolutions Describe the safety precautions associated with

mooring and anchoring procedures

Outline the steps in preparing to anchor, includingthe events leading to anchoring, readying the

anchor and letting go the anchor


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Learning Objectives

Describe procedures for weighing anchor

List two methods for mooring to buoy


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Deck and Pier Fittings

consist of the following

Cleats Bitts

Bollards

Chocks Towing Pads


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Cleat - Consists of a double-ended pair of horns, usedfor securing a line or wire.

Bitts - Pair of heavy vertical

cylinders implanted on shipsdeck, used for makingfast lines led through chocks.

Bollard - Strong cylindrical

upright on a pier, about whicha moorin line is laced.


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CLEAT


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Bitts - Pairs of heavy vertical

cylinders inplanted on shipsdeck, used for making

fast lines led through chocks.


upright on a pier, about whicha moorin line is laced.


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BITTS


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Bitts - Pairs of heavy vertical

cylinders inplanted on shipsdeck, used for making

fast lines led through chocks.


upright on a pier, about whiche e of moorin line is laced.


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BOLLARD


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3 Types of Chocks

Chock- Heavy fitting with smooth surfaces

through which mooring lines are led.

Open Closed

RollerRollers help

reduce friction.


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Padeyemetal plate with an eye

attached to the deck to distribute a load

over a large area in which block is

attached

Towing pad - large pad eye of extrastrength used in towing operations


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Mooring lines are typically run through bits

on deck then through chocks to bollards on

pier


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Other Mooring Equipment

Capstan - Separate vertical machinery units or

part of the anchor windlass around which

lines are passed, commonly used inmooring and anchoring evolutions.

Capstan

Wildcat


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Anchor Windlass

Capstan

Wildcat

Each works as an independent unit


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Rat guards

- Shields secured around mooring

lines to prevent rats from coming aboardships.

- Circular metal disk in halves lashedtogether by lines

- Concave side faces pier


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Chafing gear - Canvas or other material placedaround mooring lines to prevent wear.

Fendersshock-absorbing device used tocushion the shock of contact between twoships or a ship and a pier


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Three types of fenders

pneumatic - most frequently used, inflatable

rubber barrel lowered from ship to point just

clear of water abeam cylindrical - available for immediate use on

forecastle/fantail

ball - manila ready for placement at anyother point of contact between side of ship

and pier


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Camel - A large float or raft used to separate

ship from pier face in order to prevent

contact between pier and ships side*allow crew to paint sides of ship.


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Dip the eye - When two mooring lines are placedover the same bollard, the second one is ledup through the eye of the first before beingput over the bollard. This allows either tobe cast off independently.


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Heaving lines - lightweight lines thrown across

ship or pier to act as messenger for mooring line Bolo lines - nylon line with padded lead weight

attached at end thrown from ship to ship or ship topier

reach two times the distance

not affected by environmental conditions

hazardous to people on pier

Line-throwing gunseldom used as last resort


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Deck Related Equipment

Lifelines - Lines erected around the edgesof decks, referred to as follows:

Top- LifelineMiddle - Housing lineBottom - Foot rope

Snaking - Netting rigged between foot rope

and deck for safety of personnel


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Leadline - Marked line used to determine

water depth in fathoms.

Boatswains chair- Used for sending oneperson over-the-side*helmets and life preserver required

*hand-tended safety line tended from deck above

Jacobs ladder- Rope ladder w/wood rungs

rigged over the side for temporary use


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Pilots ladder- Flexible portable ladder, usuallyconstructed of metal, sturdier than aJacobs ladder.

Sea ladder - Rigid, portable ladder that maybe mounted and secured to the side of theship.

Accommodation ladder - Rigid, inclined ladder

rigged to the side of the ship to allowboarding of a moored or anchored ship.


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Mooring Lines

Mooring lines are the lines used to secure theship to a wharf, pier or another ship.

Definition of lines:Breast lines - Run at right angles from the ship,

control distance of ship from pier

Aft spring lines - Tend aft from ship, controlforward movement.Forward spring lines - Tend forward from the

ship, control aft movement


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Mooring LinesNumbering of lines:

#1 - Bow line #6 - Stern line

#2 - Aft bow spring line

#3 - Forward bow spring line#4 - Aft quarter spring line

#5 - Forward quarter spring line

1 3 4 5 62


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Mooring Line Terminology

Hawser - heavy line over 5 inches incircumference used for towing/mooring

Small stuff- fiber line less than 1 3/4 inches incircumference

Marline - two-strand, tarred hemp small stuff

Destroyers and smaller ships typically use 5-inch

or smaller mooring lines Larger ships may use 8-inch or 10-inch mooring

lines


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Bight - a loop of line or chain

Bitter end - free end of a length of line,

wire, chain, or cable Eye - closed loop in the end of line


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Mooring lines vary with size and

characteristic of ship

Two requirements;

Light as possible for ease of handling

Strong enough to take considerable strain

during a mooring evolution, heavy weather,

etc

Li h dli f M i E l i


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Linehandling for Mooring Evolution

Well in advance to linehandling evolution

mooring lines faked down fore and aft on deckeach near chock through which it will pass

end of eye is passed through chock and loop laid

back over lifeline Fenders are made ready to go

pass heaving lines to pierside linehandlers upon

order from conning officer

pierside linehandlers will place eye of each

mooring line over bollards

Li h dli f M i E l i


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Lines handled with linehandlers or capstans

at the direction of the conn. Safety Officers

will monitor line strain with tattletale cords

light strain - tattletale is not under tension

moderate strain - tattletale is under moderate

tension

heavy strain - tattletale is taught and line is at

maximum working load


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mooring lines should be secured to bitts withround turns (figure eight commonly used)

when ships position is secured, all lines will be

doubled up by sending a bight of each line to the

pier with heaving lines (dipping the eye)

mooring lines will be birdnested after doubling

all lines will be frapped rat guards will be placed on all mooring lines


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Linehandling for getting underway

from pier

Remove rat guards and frapping prior to seaand anchor detail

single up all lines with pierside linehandlers

when ordered by conn take in all lines when ordered and stow for

sea

M i Li


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Mooring Lines

DO NOT MIX MOORING LINE

Never mix lines of different constructions

or material . Each type of rope exhibits

different elongation characteristics and

mixing will result in an unequal load

sharing

M i Li


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Mooring Lines

Nylon replaced manila line:

Advantages: lasts longer

easier to maintain and handle

more resistant to weather,grease, oil

2.5 times stronger

stretches moreDisadvantages: lethal hazard if breaks

expensive


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Mooring Line Detail

Deck Safety Officer

Line Captains

Phone Talker

Corpsman

Gunnersmate

Anchor windlass detail (EN and EM)


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Standard Commands

to Line Handlers Orders relayed from conning officer to

forecastle phone talker

orders must be obeyed promptly

Lines referred to as numbers becausenumbers are shorter and more precise thannames


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Standard Commands

to Line Handlers

Stand by your lines

Send lines over

Take a strain

Slack line

Take line X to capstan/power

Heave around

Avast heaving

S d d C d


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Standard Commands

to Line Handlers

Hold X

Check X

Surge lines

Single up all lines

Double up all lines

Take in all lines

Cast off all lines


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Line Handling Safety Precautions never stand in bight of line

do not try and check line that is running out

rapidly by stepping on it

standing part is faked down to prevent

fouling in case of rapid movement

do not stand in direct line of pull of nylon

line or when applying heavy loads (snap

back zone)

Be in proper battle dress at all times while

handling lines


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Anchoring

ship held into position by anchor on sea

bottom

understanding for deck machinery andequipment available for evolution


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Ground Tackle

Collective term applied to all equipment

used in anchoring. Includes:

Anchor chain Connecting fittings

Anchor windlass

other gear used to

secure/house anchors

Anchoring Terminology


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Hawsepipeheavy casting in bow through which

anchor chain runs out and where anchor is securedwhen not in use

chain pipepipe in which chain runs from

windlass down to chain locker

chain locker - place where anchor chain stowed

anchor buoy - small float attached to anchor to

mark position

port/red, stbd/green

Line adjusted to 2-3 fathoms greater than

depth of water


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flukes - dig anchor portion in sea bottom

shank- vertical portion connecting flukes

and the top ring

crown - base of anchor

stock- prevents rolling of anchor on

bottom


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Anchors

Three types

Usually made of cast steel with forged steelfittings

Weight from 30-60,000 lbs

Edges of flukes are smooth to prevent damageto ships hull


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Anchors

Stockless

Navy

standard

LWT type

Lightweight

type

Mushroom

Permanent

Anchorages


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Stockless

most common

standard bow anchor for most combatant ships

ease of stowage and handling, lightweight

raises directly into hawsepipe

flukes pivot on shank and swing up to 45 degrees on

either side to permit anchor to dig into sea bottom

Disadvantage - tendency to disengage flukes by

gradually turning over


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Mushroom

used to anchor buoys, small boats, and

special barges

Lightweight type


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Lightweight type two types:

Northhill - small boat anchor

Danforth - small boats, stern anchors for landing craft

high holding power is comparable to stocklessanchor of two times its weight

sharpness of flukes enables it to dig in faster andeasier

reduced weight requires lighter, less costly gear tohandle

Disadvantage - difficulty breaking free from bottomat times

Anchor Chain


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Anchor Chain made of die-lock or high strength welded steel

stud links

studded - solid piece welded in center to eliminatedanger of chain kinking and pounding of links onadjacent links

size of link designated by its diameter ranging

from 3/4 to 4 3/4 inches chain comes in 15 fathom (90 feet) lengths called

shots connected to each other by specialdetachable links

constructed so they can be disassembled, allowing forshots to be removed/replaced Destroyerminimum length of 105 fathoms

Larger ship200+ fathoms in length


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Chain Measurement

1 shot = 15 fathoms

1 fathom = 6 feet

*chain measured in shotsconnected with detachable links

S i l h i fitti D h bl li k


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Special chain fittings = Detachable link

*C-shaped and connects two shots together

*different colors allow for quick determination of how muc

chain is paying out

A h Ch i M ki


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Detachable links and adjacent links are color coded to allow

for quick determination of how much chain is payed out Detachable links: Red, White, Blue, Red . . .

Adjacent links: # white links on either side = # of shot

Last link of adjacent links on each side will have # of wireturns indicating the # of the shot

Anchor Chain Markings


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Anchor Chain Markings

Shot # Color of # of White TurnsDetachable Adjacent ofLink Links Wire

1 (15 fathoms)

2 (30 fathoms)

3 (45 fathoms)4 (60 fathoms)

5 (75 fathoms)

6 (90 fathoms)

red 1 1

white 2 2

blue 3 3red 4 4

white 5 5

blue 6 6


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Scope of Chain15 fathoms

1 shot

30 fathoms 2 shots

45 fathoms 3 shots

60 fathoms 4 shots


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Scope of Chain

Next to Last Shot all yellow

Last Shot all red


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Scope of Chain

3rd shot: W/W/W/B/W/W/W

Second to last shot: entirely yellow

Last shot: entirely red

*Warning of approach of bitter end of chain

Chain Stopper


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Chain Stopper used to hold anchor taut in the hawsepipe

and hold anchor when its chain isdisconnected

consists of turnbuckle inserted in shortsection of chain with pelican hook attached

to one end and shackle to other Two stoppers per chain

housing stopper - stopper nearest hawespipe,bent to anchor chain when anchor is ready forsea

riding stopper - stoppers aft of housing stopper


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Shackle

Chain Stopper

Detachable Link

Turnbuckle

Pelican

Hook


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Anchor Windlass

Anchor Windlass


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Anchor Windlass machinery used to hoist the anchors

types horizontal - all machinery and controls located above deck

vertical - machinery and controls located both above and below

decks

Most combatants

components

capstan - line handling drum above a wildcat on a vertical

windlass used for handling lines when mooring

wildcat - drum located below capstan containing grooves that

engage chain links

locking handwheel - used to engage/disengage wildcat to/from

capstan

friction brake - mechanical brake that holds wildcat

Machine controlsallow for 5 positions (fast fwd, slow fwd,

stop, slow reverse, fast reverse)

Capstan


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HousingStopper

RidingStopper

Wildcat

Brake

Dead man switch

Capsta

Horizontal Capstan

Anchoring: Personnel involved and


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Anchoring: Personnel involved and

their Duties

1. Navigator - during pre-anchorage brief willdetermine:

a. Identify anchorage and approach track,

landmarksb. letting go circle/head and drop bearings

c. Depth of water at anchorage

d. Range of tide, current, wind direction and

speed

e. Type of bottom

f. Proposed track


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2. First Lieutenant - conduct inspection

of deck equipment

1st LT or Deck Safety Officer in charge

Assisted by ships BOSUN and senior BMs

Brief forecastle evolution

Designated BMs and SN at positions

Engineman (EN) and electrician (EM) present in

anchor windlass to take care of mechanical orelectronic failures

phone talker on 1JV w/ bridge to relay orders

3.Anchor detail -


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4. OOD - ensure anchor detail, navigation

detail, and helm safety officer on station

- keep CO informed

- control approach to anchorage by assisting

Conning officer

5. Piloting Teams will be set on Bridge and in

CIC

Anchorage PlotN

TR


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Anchorage Plot

100200

300

400

500

600

700

800

9001000

1200

1500

TR

004

HB004

Stack

TR

Tank

As ship nears anchorage,

gradually reduce speed

Ex: 1500 yds10 kts

1000 yds5 kts

500-300 ydsstop

Ship moving slowly when

anchor dropped

Techniques of Anchoring


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Anchor is ready for letting go - report

from anchor detail to bridgeEngage wildcat and take strain on chain

riding stoppers removed

anchor walked out of hawsepipe using wildcatto ensure no hang-ups

remove all but 2-3 turns of mousing on lockingpin of pelican hook of housing stopper

wildcat disconnected and brake setchain locker checked for loose gear



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Techniques of Anchoring Standby the anchor - report from bridge to

anchor detail

- brake partially released two seaman, one with sledge hammer, take station at

housing stopper

As ship passes through letting go circle, command

Let go the anchoris ordered from the bridge toanchor detail

one seaman will pull pin from housing stoppers pelicanhook and remove mousing

second seaman will knock bail off pelican hook withsledge hammer and clear

brake released causing chain to run out

Colors are shifted from mast to flagstaff and jackstaff



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Techniques of Anchoringanchor buoy thrown ovbd/colors shifted

Attached to anchors fluke As buoy floats, its said to be watching

Once anchor hits bottom, noticeable slack in

speed of chain



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Techniques of Anchoring Set the anchor - from bridge to anchor detail

brake is set flukes dig into sea bottom

motion of ship is stopped, indicating anchor is holding

once anchor is set, brake is released and chain is veered

(run out) to the desired scope (length) Pass the stoppers - from bridge to anchor detail

both riding and housing stoppers connected and strain

equalized

T h i f A h i


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Desired scope of chain- much of the holding power of an anchor

derives from the amount of chain on the

bottom.- Rule of thumb: 5-7 times the depth of

water.

- A lesser amount of chain is put out atfirst to set the anchor.

- normally anchor in water < 20 fathoms

- > 20 requires walking out anchor



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q g Anchor chain reports from anchor detail to

bridgeamount of chain veered based on color code

read at waters edge, hawsepipe or on deck

direction chain tends using clockwise reference

system relative to ships head

amount of strain on chain (light, mod, heavy)

EX: Sixty fathoms on deck, chain tends one

oclock, moderate strain

Anchor Watch


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Anchor Watch

Forecastle Watch - BM or SN making

anchor reports to bridge watch every 30

minutes to OOD

Bridge Watch - QM or OS taking visual

fixes every 15 minutes

may assign OOD depending on conditions

CIC - OS taking radar fixes every 15

minutes to compare with bridge visual fixes

Dragging Anchor


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Dragging Anchor consecutive fixes falling outside drag circle

chain alternately getting taut and goingslack

actions:

call CO, CDO, and NAV

veer additional chain

drop another anchor

alert engineroom in case of u/w

Techniques of Weighing


76/93

q g gAnchor

Ready to heave in - report from anchor

detail to bridge

anchor detail manned and ready

anchor windlass energized and tested

wildcat engaged and take light strain on chain

brake is set and all stoppers but one

disconnectedGrapnel to retrieve buoy and hose to wash

sediment off chain and anchor standing by


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Techniques of Weighing


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q g gAnchor

heave around - report from bridge to

anchor detail

All stoppers cast off and start to retrieve anchor

Reports from Forecastle Detail


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Anchor at short stay = just short of

breaking free of sea bottom

Chain is nearly vertical but flukes are not

broken out of ground

AT SHORT STAY


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Almost=

Length ofchain

Depthof

water

AT SHORT STAY



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Anchor up and down - flukes of anchor

have broken free but crown still rests on

bottom

UP AND DOWN


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UP AND DOWN



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Anchor aweigh - anchor is clear of

bottom and ship underway

AWEIGH


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AWEIGH



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Anchor is in sight, clear/fouled anchor

Anchor is first sighted when bringing it in

use hose to clean it off

Anchor clear of the water - anchor no

longer submerged

Anchor is housed - shank of anchor is in

hawsepipe and flukes are against ships side



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Anchor is secured for sea - Brake set and stopperspassed. Strain equalized between the stoppers.


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Safety Precautions

Ensure anchor detail personnel on forecastle

are wearing goggles, hard hats, steel toed

shoes, pants tucked into socks Anchor is ready to let go, no one step over

chain

Personnel stand clear of chain pipe whenchain is paying out


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Mooring to a Buoy

Advantages:

safer in storm because buoy secured to bottom

smaller berths with shorter chain requirements Disadvantages:

requires putting small boat in water

more prep time and personnel needed

Mooring to a Buoy


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Mooring to a Buoy

1. Dip Rope Method - The buoy party

attaches the buoy wire, then passes the

messenger through the eye of the buoy

and attaches it to the dip rope. The diprope is connected to the end of the anchor

chain and by pulling on the messenger, the

anchor chain is pulled to the buoy.2. Trolley Method - A trolley is attached to the

buoy wire and used to ease the anchor

down to the buoy.

Dip Rope Method


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61Buoy Wire

Dip Rope Method

Dip Rope Method


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61

Dip Rope

MessengerBuoy Wire

Dip Rope Method

Dip Rope Method


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61

Dip Rope Method

Messenger

Buoy wire

Anchor

chain

Trolley Method


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61Trolley

Trolley Method

mooring and anchoring

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