Professional Documents
Culture Documents
Anchoring Large Vessels. A New Approach (The Nautical Institute) PDF
Anchoring Large Vessels. A New Approach (The Nautical Institute) PDF
• The
autical nstitute
•
•
•
•1 A CHORING LARGE
VESSE S
A new approach
By
Captam C A Mc00\ taH MSc C.Eng Mr Mech F.: r.~R~ N.A fNI
1
THEAUTHOR
Capta in Allan McDowall was educated at HMS Worcester and has a sea career spanning 45 years with 78 years in command, mainly
of VLCCs and very large tankers. He spent 72 years ashore in engineeringfrom a shop jloor apprentice at Stothert & Pitt through the
design office to R&D. He took HNC, endorsements and the !MechE direct examination to degree leve/, befare being sent to Loughborough
University by Stothert & Pitt to do a MTech in engineering design under the Últe Professor D.H. Chaddock CEE, of the Fighting
Vehicles Research Establishment at Shrivenham.
Following R&D at Stothert & Pitt he was project leader with Rotork; development engineer, then chief design engineer with
consultants Walters Engineers ofBath; then assistant works engineer at the Avon Rubber Company befare returning to sea.
His MSc was in naval architecture (The behaviour of very large ship hulls) at the University ofBath in his spare time while at sea
with Esso as second mate. He has done research into mechanisms (Studies of elastic joints) and also anchor performance, took out a
patent on one anchor and a registered design on another. .
Allan McDowall is Hon. Secretary of the Solent Branch of The Nautical Institute. Recently retired from deep sea, he sails an
Evolution and jlies a C752 in his spare time.
ISBN 1 870077 56 3
A NEW APPROACH TO ANCHORING LARGE VESSELS
CONTENTS
Appendices ·
Difference ín horizontal movements ...................................................................................................... 22
Figures
A modern windlass installation ................................................................................................................. 4
2 From up and clown to bar taut is only one ship's width in 50 metres water depth ............ :............... 8
6 Bird's eye view of a 150,000 dwt S.B.T. windlass and stopper ............................................................ 18
Summary
ANCHORING SYSTEMS ON LARGE VESSELS are designed within the following general parameters. The anchor and
cable are capable of holding a loaded vessel in a current of three knots and a wind of 28 knots, maximum.
They are not designed to stop a vessel with way on, as this momentum exceeds the limit of the system.
There are generally 13 shackles on the starboard anchor and 12 shackles on the port anchor. The windlass
motor is designed to lift three shackles vertically plus the we~ght of the anchor, with a 50% allowance on test
when new. The cable stopper should be able to carry approximately twice the proof load of the cable and the
windlass brake holding power is approximately half the breaking strength of the cable.
The usual way of anchoring a VLCC is to stem the wind and tide, stop the ship and put the engines astern.
The anchor is walked out to just above the bottom, after which it is let go or walked out until the required
length of cable is on the bottom. This approach to anchoring gives heavy wear to the anchor system and can
take a long time. A better and more effective approach is to attempt to keep the cable leading at right angles to
the bow so controlling the change in axial inertia rather than controlling ship momentum.
To achieve this the bow should be about 20º off the weather and moving sideways when the anchor is let
go. This must occur at the end of a tightly executed tum of about 135º. To achieve this the anchorage is
approached clown weather at slow speed. On reaching the position abeam of where the bow is desired to be;
the engine is put on dead slow ahead and the helm put hard over towards the anchoring position. As soon as
the turn is initiated the engine is stopped. Let go the anchor {it may need walking out to free the cable) but
control the speed of descent with the brake. Control the direction of the anchor cable at right angles to the bow
until sideways ni.otion has stopped and allow the vessel to rotate about the anchor until brought up.
This monograph describes the principies behind this manoeuvre and discusses limitations in anchoring
systems about which the prudent mariner should be aware.
Introduction
Anchoring by walking the anchor and cable back excessive, windlass brake not maintained, cable not
the whole way is permissible, providing the cable is kept abeam and failure of associated equipment also
kept up and clown the whole time and providing the due to lack of maintenance. Occasionally equipment
design speed of the windlass is not exceeded. Because may fail unexpectedly, but this is really blaming the
putting 10 shackles out in this manner takes in excess gear design rather than causal lack of maintenance.
of half an hour, it is exceedingly difficult to do in Using the brake rather than the motor has two main
practice withou t damaging the windlass motor. advantages:
However, the problem of speed control of the cable
l. In an emergency, having the skiU to drop will save
does not arise with this method as it <loes with the
the day.
brake, which is why many people do it.
2. Using the motor rather than the brake and having
Alternatively, the brake designed for the purpose an accident as a result could lead to problems of
can and should be used with care, as described below. insurance, because the equipment is not being
The brake has a rated static applicable force typically used for its designed purpose. The motor can only
10 to 12 times that sustainable by the motor. Dynamic be used with the ship stopped over the ground
force is reduced by a factor of about six, so the brake and with power available, so walking back is not
is about twice the available force of the motor. The an emergency option. Habitually walking back, it
problem with the brake method is that speed control has been found, only leads to an inability to drop
and the force ofbrake application rest with the skill of the anchor at ali due to the progressive seizure of
the fo'c'sle crew. Maintenance of the brake in an as- parts.
new condition is also necessary.
Recommendation
Anchoring with the brake is a team skill on the The brake should be used with due care. Practice
part of the crew and the master. Despite the stories of should be a minimum of monthly for each windlass.
accidents, these are mainlv caused bv human error of This will involve dropping both anchors at each
one kind or another - water too de;p, only one man voyage end, Arabian Gulf to Europe via the Cape.
operating the brake, cable speed excessive, ship speed Less frequent practice is considered inadequate.
Figure 2 From up and down to bar taut is only one ship's width in 50 metres water drpth
ballast, at 19 knots when the starboard anchor was Axial inertia allows only the cable slack for
accidentally Jet go. Due to the great beam and the deceleration of the whole mass of the ship
bluff hull form forward, the cable was deflected to the Taking the case of the coaxial push in the fore and
ship's side and the ship was turned by the cable 180º aft line first, force = mass x acceleration (F = MA).
without the bitter end parting. How can this possibly Let the available distance for the ship to come to
happen? Is there a clue here in a safer way to anchor? rest =S. Then, by the standard equation of motion:
The secret lies in separating the momentum of V 1 = U 1 + 2AS, where U = final velocity = zero and
the ship's hull from the forces necessary to V = Initial velocity = coaxial speed astern when the
control the movement of the cable anchor is let gol commenced walk out,
The reason is the difference between momentum A = deceleration of bow and S = distan ce required in
of translation and momentum of rotation. This which to stop the ship. Therefore the available distance
principle is seen in the operation of salvage tugs. When to stop ship's translation is:
the load is taken up, it is observed that the tugmaster
always aligns bis tug at right angles to the fore and aft S=Y1 and A =Y1 so F = WV'!. (newtons)
line of the ship towed. The ship is easily canted and 2A 2S 2gS
the tug is then gradually aligned in the fore and aft
between V= V, V= O, where W = weight (that is
line. This effect is well known. It avoids snatch of the
displacement) and g = acceleration due to gravity.
tow wire.
Although it is correct to express force in newtons,
To demonstrate this, you can take a walk into a
a more realistic unit for calculations of this sort is
marina and choose a small yacht. Push hard on the
tonnes (force). One newton is the force required to
stem with your foot in the fore and aft line and the
accelerate one kilogram-mass by one metre per second
yacht will not move - you are trying to shove about
per second (kilogram-mass = kilogram-weight/
five tonnes in a straight line. Now move round to the
side and push at the end on the stern (or the bow) at acceleration due to gravity)
right angles to the fore and aft line. The hull is easily = 1 kg/9-81 m/sec
deflected because the inertia, instead of being five
tonnes, is now one tonne, with no friction and this So one newton is approximately 119·81 kilograms,
can be moved quite easily. One can also make a small or 2-2/9·81 pounds force = 0·22426 lbs force,
desktop model to demonstrate this (see model.) How depending where on the earth's surface. (A quarter of
does this work? a pound is the size of an apple, hence the name).
'---!--____..
Figure 3 17ze ship's hull plan section area is less than a rectangle, but more than a diamorui ofhalfthe area
took a very long time to get a steam engine going after The correct procedure for anchoring using the
it had stopped due to blackout; once fourteen hours cable at right angles deployrnent method
and once no less than four days and nights. On man y (orthogonal anchoring}
occasions, both the motor or steam engine has blacked The objective is to !et the anchor go with the bow
out for short periods. moving sideways over the sea bed, at about 0-5 knots.
One also needs to be able to anchor on the run The actual speed of the bow may be mu ch greater by
when doing a Mediterranean moor, such as atjebel this method. The writer has done it successfully with
Dhana, or very similar facilities in North-West no problems at all at speeds in excess of 4 knots, in an
Australia. Had the tanker Braer been able to use her emergency. But four knots sideways, not ahead or
anchors, the ship would have been less likely to go astern.
ashore on the Shetland Islands. The bottom was only The cable must lead out on the beam - it is not
60 metres clown, well within the capability of a ship's possible to overemphasise this - and be maintained
brake, properly maintained. With the confidence on the beam until the speed of the ship is zero. The
imbued by lots of practice, the master could have used ship will not maintain her way sideways, owing to the
his anchors, despite the weather. He could at least have great projected area and un-hydrodynamic form.
trie d.
Prepara/ion
Having the anchor ready, knowing how to drop it The equipment was tested when the ship was new.
from the pipe, is a very large plus in one's safety Every new ship undergoes anchoring trials and the
equipment skills arsenal. Dropping the anchor from anchors are dropped and recovered several times to
the pipe is a skill that can save the ship - possibly ensure that they operate as designed, with very rare
your life and your job. If the anchor is dropped, it exceptions. Good seamanship is ninety nine per cent
should never hit the bulb, provided the brake is held preparation. It is therefore necessary to make careful
open, because the hawse pipe leads outwards. In an pre-operational checks, including these:
emergency, if it does hit the bulb, it does not matter.
The writer has personally never served in a ship where l. The brake drum should be in good condition - not
this has been a problem. coated with rust and resin.
i·
i:
Figure 5 All the wire on the starboard reeL Ifthis wire is pulled, the torque is applied to lift the anchor
(A 267,000 dwt S.B.T. ship windlass)
It is clearly necessary to separate the mass of the the speed is not allowed to build up in the first place,
ship, the mass of the anchor and cable and the kinetic heat generation is limi,ted. However, it is necessary to
energy stored by allowing the cable speed to build be able to render the cable at a mínimum of four knots,
up. The solution to separating the mass of the ship otherwise no benefit exists in emergencies - they tend
has been exhaustively described here, namely by to happen rather quickly. Adding a spring actuator to
keeping the cable at right angles to the hull. Control windlasses not so equipped would appear to be the.
of the mass of the anchor and cable could be managed conceptual way ahead.
by radically rethinking the cable locker arrangement. Adding a speed limiter to the main spur gear is
At present, the cable locker is just a box close under simple apart from the tooth loading limitation. This
the deck, wherein the cable is stored - it has no can be solved conceptually in three ways:
engineering significance in the calculations.
l. By fitting a slipping clutch to limit tooth load -
With a depth of hull of 30 metres, use could be which will not help when it is most needed.
made of this height to utilise the mass of the cable 2. By multiple offtake around the perimeter of the
differently. If the cable locker is in a tu be which reaches spur gear. Tooth load is a limiting factor.
right clown to the bottom of the ship and the cable 3. By a coaxial addition to the main shaft.
fills the tube right up, then the more depth of water
and the more ·cable out, the more counterbalancing This is simple in concept but actually difficult and
weight of cable would remain in the locker. Although costly to engineer on existíng windlasses, because it
the windlass scales up linearly for the mass of anchor involves remo val of the cable from the gypsy and then
and cable, the strength of the man on the brake removal ashore of the main spur and gypsy complete
remains the same. Increase in the force of brake to have a lengthened shaft and coaxial pump fitted. If
application is necessary, because friction is the speed limiter is a direct pump, then more than
independent of area. This increase in force is easily one would be necessary - four for a VLCC have been
applied by a very powerful spring. Release of the brake suggested. Yet there are several VLCCs that have been
is by means of compression ofthe spring by hydraulic fitted with only one pump, which fed a hydraulic
cylinder. Adjustment of the spring tensíon is not cylinder concentric with the spring actuator. The faster
necessary, providing compression is adequate. the cable runs, the greater the pressure available on
this secondary actuator, to back up the spring. The
It is not practica! to puta brake further back in the advantage of this configuration is that the pump can
gear train, because the gears are sized for the motor, be quite small and can be taken off the gear train
and that is 1/i 2 the force exerted by the brake. For the anywhere, because ali it is doing is supplying the
same reason, adding an hydraulic speed limiter is best pressure for a high pressure cylinder. Indeed, the writer
done from the coaxial shaft of the gypsy and main once sailed on a VLCC that had no spring, only this
spur. The alternative is a massive increase in gear size, device. Without the spring, such an arrangement is
if the stresses are to be correctly managed. Providing not fail-safe.
Figure 6 Bird's eye view ofa 750,000 dwt S.B.I windlass and stopper
A. PRE-OP MAINTENANCE
l. Has the windlass been tested within the last 30 days? D D
If NO, then extra care needs to be taken.
2. Has maintenance been done as per the makers instruction book? CJ o
If there are NO instructions, do the Jollowing:
a) Ensure the brake lining is 7mm or more. o o
b) Ensure the brake drum is smooth, with no build up of rust or resin. o o
(Use frequently, or use needle gun plus pneumatic wire brush) .
e) Ensure ALL bearings and joints are FULL of grease, with no grit or rust in. o o
d) Ensure that hydraulic oil is at the correct leve] (if applicable). o o
e) Ensure hydraulic filters are clean, with no metal particles in. o o
(Metal particles are an indication of past overload)
f) Ensure the brake lead screw and nut are clean and gteased. o o
3. Have the owners' managers' instructions been read? o o
4. These instructions should be in accordance with the maker's instructions. Are they? o o
5. Are the brake adjustments in the middle of the range? o o
If NO, then operation is near the edge ofpermissible limits.
2. Is the depth less than the owners stipulated depth far using the brake? i:J o
If more than owners stipulated depth then walk back, using the brake also.
Never wafk back without using the brake afso
If no instmctions, regard 60 metres as the /imit far brake on!J
3. Is the nearest grounding line more than 1 mile away?
o o
Alfowingfar the tide to go down
4. Is the weather/tide NOT onshore? ar drag will result in grounding. o o
If the weather is onshore and anchorage close, do not anchor.
5. Is the sea bed suitable? Not rock or coral, e.g. Tokyo Bay. o o
6. Is there enough room to turn 180°/360º? o o
7. Is the wind less.than 28 knots? o o
Is the current less than 3 knots? o o
These are Classification Society limits. You may trade wind for current:
i.e. 7 knot current = 9 knots wind.
8. Is the sea sufficiently calm? Excess motion of the hull.
5(t) When the ship is stopped, walk back the anchor to just touch the sea bed. The o o
fo'c'stle crew observe the lead, informing the bridge when leading out on the beam
and clear of the hui!.
6(t) When the cable is leading in the desired direction, !et go/walk back to the o o
required scope - 3.5 to 4 times the depth, 5 times if possible.
7(t) Put the stopper on and engage the securing pin with the cable up and clown. o o
Do not attempt to bring the ship up on the brake or the motor - doing so is
against the m~ker's and class limits.
S(t) Ensure the ship is brought up with the cable abeam befare allowing the cable o o
to draw ahead, far inertia and scope reasons, the same as far the 'U' tum.
In both cases, when the depth is shallow and the bottom is soft, o o
practice letting go the anchor from the hawse pipe. In an emergency you will
have to. It is surprising how few ships can do this.
If you cannot, the necessary maintenance needs to be done.
Appendix 1 Appendix 3
Difference in horizontal movement Derivation of coaxial force
If the depth of water is in the arder of 50 metres Taking the case of the coaxial push in the fore and
(two shackles being equal to 55 metres) and the final aft line first, force= mass x acceleration (F = MA).
length of cable is 10 shackles, then the difference in
Let the available distance far the ship to come to
horizontal movement of the ship from the moment
rest = S, then:
that the cable is up and clown to the moment that the ·
cable is bar taut is, by Pythagoras (maximum stress v 2·=U1 +2As
would be exceeded):
where U= final velocity = zero, V= initial velocity
= (( / {10 - 2)) - 8) X 27·432m = coaxial speed astern when anchor is let gol
= (( / 96) - 8 X 27·432m commenced walk out, A = deceleration of bow and
= {9·797958971 - 8) X 27·432m · · S = distance required in which to stop ship. Therefore
= (1·797958971) X 27·432m the available distance to stop ship's translation is:
= 49·32 metres
S = V 2 and A= V 2 so F = WV2 {newtons)
2A 2S 2gS
between V=V, V=O, where W = weight, that is
displacement and g = acceleration due to gravity.
Although it is correct fo express force in newtons,
Appendix 2 a more realistic unit for calculations of this sort is
Rotational inertia is less than axial inertia tonnes {force). One newton is the force required to
Considering the same rectangular section body accelerate one kilogram-mass by one metre per second
being accelerated not axially, but rotationally, the per second.·
variables are expressed as fractions of length (L) in
the same way as the axial case, so that the result is (kilogram-mass = kilogram-weight/ acceleration
directly comparable, independent of integer values. dueto gravity) = l kg/9·81 m/sec 2
Let:
So one newton is approximately l/9·81 kilograms
T = torque, = force x radius, FR or 2-2/9-81 pounds force= 0·224 pounds, the weight
I = angular moment of inertia of an apple.
@=angular acceleration, in radians per second {alpha)
So, F=MV2
There is a relationship that T = l@, 2S
so F =l.@ where T = FR
R or, momentum equals half the mass divided by the
square of the velocity and the force to exert is inversely
The ·radius of gyration 2 of a rectangle about its axis proportional to the available distance. The comparison
through the centroid is: between linear deceleration and angular deceleration
is as follows:
I/
12 therefore, Axial case:
F = MU.V2 = MU(L/m//2/LF F=MV1 F=M(L/m)2
12R 2S {12L/2).2.(L/n//2/L) 2S 2L/n
where L/2 = R and n, m are factors as befare. where mis a number such that L/m:;:: V, M = 'o/s
Therefore: mass, where n is a number such that L/n=S, and
where L is the ship's length, whence:
1 2 12
F = ML J__.m 1 so F= ML4n F=MLn
6 2 21 6x4m~
1 X 2m2
1 n 1
The force to decelerate the rectangular block in a
whence F = MLn straight line (block coefficient of l).
6m"
the force required to decelerate the rectangular
block through the same distance angularly as to
decelerate the block in a straight line. This is one third
of the force to decelerate the block in a straight line.
2
= b(d) 1
3 4 X
3 d
Ü
= bd3
12
For a diamond, find as in a) then second moment
of area:
- (D) 3 =
2b - -2b -D 3 = -bD 3
12 (2) 12 8 48
Area = bD whence k 2 = D 2
2 24
This can also be shown by the mid-ordinate rule,
a process similar to Simpson's rules. Mid-ordinate is
the mean height of each ordinate.
I, = 1(1+27 + 125 + 343 + 729 + 1331) =2556=213 0-5 is 2.·8% of 18. This is less than 5°/o, so less than
12 12 the limits of experimental error and can be ignored.