anchorage Fondeo

NS302

Mooring and Anchoring

Procedures

Mooring

• Challenging evolution in which it is vital as

a conning officer or deck safety officer to

know the deck equipment, deck fittings, and

proper use of mooring lines

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, including

the events leading to anchoring, readying the

anchor and letting go the anchor

Learning Objectives

• Describe procedures for “weighing anchor”

• List two methods for mooring to buoy

Deck and Pier Fittings

• consist of the following

Cleats Bitts

Bollards

Chocks Towing Pads


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

Bitts - Pair of heavy vertical

cylinders implanted on ship’s deck, used for making fast lines led through chocks.

Bollard - Strong cylindrical

upright on a pier, about which a mooring line is placed.

CLEAT



Bitts - Pairs of heavy vertical

cylinders inplanted on ship’s deck, used for making fast lines led through chocks.


upright on a pier, about which a mooring line is placed.

BITTS



Bitts - Pairs of heavy vertical

cylinders inplanted on ship’s deck, used for making fast lines led through chocks.


upright on a pier, about which eye of mooring line is placed.

BOLLARD

3 Types of Chocks

Chock - Heavy fitting with smooth surfaces

through which mooring lines are led.

Open Closed

RollerRollers help

reduce friction.


Padeye – metal 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 extra

strength used in towing operations


• Mooring lines are typically run through bits

on deck then through chocks to bollards on

pier

Other Mooring Equipment

Capstan - Separate vertical machinery units or

part of the anchor windlass around whichlines are passed, commonly used in mooring and anchoring evolutions.

Capstan

Wildcat

Anchor Windlass

Capstan

Wildcat

Each works as an independent unit


Rat guards

- Shields secured around mooring

lines to prevent rats from coming aboardships.

- Circular metal disk in halves lashed together by lines

- Concave side faces pier


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

Fenders – shock-absorbing device used to cushion the shock of contact between two ships or a ship and a pier

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 any

other point of contact between side of ship

and pier


Camel - A large float or raft used to separate

ship from pier face in order to prevent

contact between pier and ship’s side

*allow crew to paint sides of ship.


Dip the eye - When two mooring lines are placed over the same bollard, the second one is led up through the eye of the first before being put over the bollard. This allows either to be cast off independently.


• 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 to pier

– reach two times the distance

– not affected by environmental conditions

– hazardous to people on pier

• Line-throwing gun – seldom used as last resort

Deck Related Equipment

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

Top - Lifeline

Middle - Housing lineBottom - Foot rope

Snaking - Netting rigged between foot rope and deck for safety of personnel


Leadline - Marked line used to determine

water depth in fathoms.

Boatswain’s chair - Used for sending one person over-the-side*helmets and life preserver required

*hand-tended safety line tended from deck above

Jacob’s ladder - Rope ladder w/wood rungs

rigged over the side for temporary use


Pilot’s ladder - Flexible portable ladder, usuallyconstructed of metal, sturdier than a Jacob’s ladder.

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

Accommodation ladder - Rigid, inclined ladder

rigged to the side of the ship to allow boarding of a moored or anchored ship.

Mooring Lines

Mooring lines are the lines used to secure the

ship 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, control forward movement.

Forward spring lines - Tend forward from the ship, control aft movement

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 56

2

Mooring Line Terminology

• Hawser - heavy line over 5 inches in circumference used for towing/mooring

• Small stuff - fiber line less than 1 3/4 inches in circumference

• 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


• 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


• 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…

Linehandling for Mooring Evolution

• Well in advance to linehandling evolution mooring

lines faked down fore and aft on deck each 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


• 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


• mooring lines should be secured to bitts with

round turns (figure eight commonly used)

• when ship’s 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

Linehandling for getting underway

from pier• Remove rat guards and frapping prior to sea

and anchor detail

• single up all lines with pierside linehandlers

when ordered by conn

• take in all lines when ordered and stow for

sea

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

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 more

Disadvantages: lethal hazard if breaks

expensive

Mooring Line Detail

• Deck Safety Officer

• Line Captains

• Phone Talker

• Corpsman

• Gunnersmate

• Anchor windlass detail (EN and EM)

Standard Commands

to Line Handlers• Orders relayed from conning officer to

forecastle phone talker

• orders must be obeyed promptly

• Lines referred to as numbers because numbers are shorter and more precise than names

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”

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”

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

Anchoring

• ship held into position by anchor on sea

bottom

• understanding for deck machinery and

equipment available for evolution

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

• Hawsepipe – heavy casting in bow through which

anchor chain runs out and where anchor is secured

when not in use

• chain pipe – pipe 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


• 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


• Anchors

– Three types

– Usually made of cast steel with forged steel

fittings

– Weight from 30-60,000 lbs

– Edges of flukes are smooth to prevent damage

to ship’s hull

Anchors

Stockless

Navy

standard

LWT type

Lightweight

type

Mushroom

Permanent

Anchorages

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

Mushroom

• used to anchor buoys, small boats, and

special barges

Lightweight type• two types:

– Northhill - small boat anchor

– Danforth - small boats, stern anchors for landing craft

• high holding power is comparable to stockless anchor of two times its weight

• sharpness of flukes enables it to dig in faster and easier

• reduced weight requires lighter, less costly gear to handle

• Disadvantage - difficulty breaking free from bottom at times

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

stud links

– studded - solid piece welded in center to eliminate danger of chain kinking and pounding of links on adjacent 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 special detachable links

– constructed so they can be disassembled, allowing for shots to be removed/replaced

• Destroyer – minimum length of 105 fathoms

• Larger ship – 200+ fathoms in length

Chain Measurement

1 shot = 15 fathoms

1 fathom = 6 feet

*chain measured in shots connected with detachable links

Special chain fittings = Detachable link

*C-shaped and connects two shots together

*different colors allow for quick determination of how much

chain is paying out

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 wire turns indicating the # of the shot

Anchor Chain Markings

Anchor Chain MarkingsShot # Color of # of White Turns

Detachable Adjacent of Link 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 3

red 4 4

white 5 5

blue 6 6

Scope of Chain15 fathoms – 1 shot

30 fathoms – 2 shots



Scope of Chain

Next to Last Shot – all yellow

Last Shot – all red

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• used to hold anchor taut in the hawsepipe

and hold anchor when its chain is disconnected

• consists of turnbuckle inserted in short section 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 for sea

– riding stopper - stoppers aft of housing stopper

Shackle

Chain Stopper

Detachable Link

Turnbuckle

Pelican

Hook

Anchor Windlass

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 controls – allow for 5 positions (fast fwd, slow fwd,

stop, slow reverse, fast reverse)

Housing

Stopper

Riding

Stopper

Wildcat

Brake

Dead man switch

Capstan

Horizontal Capstan

Anchoring: Personnel involved and

their Duties1. Navigator - during pre-anchorage brief will

determine:

a. Identify anchorage and approach track,

landmarks

b. 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

2. First Lieutenant - conduct inspection

of deck equipment

– 1st LT or Deck Safety Officer in charge

– Assisted by ship’s 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 or

electronic failures

• phone talker on 1JV w/ bridge to relay orders

3. Anchor detail -

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

100

200

300

400

500

600

700

800

900

1000

1200

1500

TR

00

4H

B 0

04

Stack

TR

Tank

As ship nears anchorage,

gradually reduce speed

Ex: 1500 yds – 10 kts

1000 yds – 5 kts

500-300 yds – stop

Ship moving slowly when

anchor dropped

Techniques of Anchoring

• “Anchor is ready for letting go” - report from anchor detail to bridge

– Engage wildcat and take strain on chain

– riding stoppers removed

– anchor walked out of hawsepipe using wildcat to ensure no hang-ups

– remove all but 2-3 turns of mousing on locking pin of pelican hook of housing stopper

– wildcat disconnected and brake set

– chain locker checked for loose gear

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 anchor”is ordered from the bridge to anchor detail

– one seaman will pull pin from housing stopper’s pelican hook and remove mousing

– second seaman will knock bail off pelican hook with sledge hammer and clear

– brake released causing chain to run out

– Colors are shifted from mast to flagstaff and jackstaff

Techniques of Anchoring– anchor buoy thrown ovbd/colors shifted

• Attached to anchor’s fluke

• As buoy floats, it’s said to be “watching”

– Once anchor hits bottom, noticeable slack in

speed of chain

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

Techniques of Anchoring

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 at

first to set the anchor.

- normally anchor in water < 20 fathoms

- > 20 requires walking out anchor

Techniques of Anchoring• Anchor chain reports from anchor detail to

bridge

– amount of chain veered based on color code

read at water’s edge, hawsepipe or on deck

– direction chain tends using clockwise reference

system relative to ship’s head

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

– EX: “Sixty fathoms on deck, chain tends one

o’clock, moderate strain”

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• consecutive fixes falling outside drag circle

• chain alternately getting taut and going

slack

• actions:

– call CO, CDO, and NAV

– veer additional chain

– drop another anchor

– alert engineroom in case of u/w

Techniques of Weighing

Anchor

• “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

disconnected

– Grapnel to retrieve buoy and hose to wash

sediment off chain and anchor standing by

Techniques of Weighing

Anchor

• “heave around” - report from bridge to

anchor detail

– All stoppers cast off and start to retrieve anchor

Reports from Forecastle Detail

• “Anchor at short stay” = just short of

breaking free of sea bottom

– Chain is nearly vertical but flukes are not

broken out of ground

Almost

=

Length of

chainDepth

of

water

AT SHORT STAY


• “Anchor up and down” - flukes of anchor

have broken free but crown still rests on

bottom

UP AND DOWN


• “Anchor aweigh” - anchor is clear of

bottom and ship underway

AWEIGH


• “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 ship’s side


“Anchor is secured for sea” - Brake set and stoppers

passed. Strain equalized between the stoppers.

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 when

chain is paying out

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

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 dip

rope 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.

61Buoy Wire

Dip Rope Method

61Dip Rope

Messenger

Buoy Wire

Dip Rope Method

61

Dip Rope Method

Messenger

Buoy wire

Anchor

chain

61Trolley

Trolley Method

Education

anchorage Fondeo