General Aspects

Ships may anchor inside or outside the harbour. All vessels approaching anchorages must be aware
of the potential incidents and take all appropriate precautions.
Before anchoring it is necessary to slacken speed. When the vessel is approaching the anchorage
or her designated berth, the anchor has been thoroughly checked and prepared: windlass and
hinging parts have been greased, band brakes tested, hawse pipe-closing plates removed, etc.
In order to avoid any unexpected situations, it is customary to prepare both starboard and port
anchors for letting go. Use of two anchors is possible where weather is causing problems and the
second anchor is employed to provide added weight, usually to prevent a vessel from dragging her
single anchor. Bad holding ground, such as marsh, soft sand, rock, pebbles and broken shells, will
cause the anchor to drag.
Letting go a single anchor is the simplest method of securing a ship to the bottom. If the holding
ground is good a vessel should raise it easily even in bad weather provided sufficient scope of chain
is used.
But in a strong current or in a gale a vessel may sheer considerably. Therefore it is necessary to
have an unobstructed area equaled to a circle which radius is the length of the ship plus the scope of
chain used. If for some reason, the anchorage doesn't afford such an area, the ship mustn't be
moored.
In modern ships the anchors are housed in the hawse pipe and secured by chain stoppers. The
anchors may be required unexpectedly when on soundings, in narrow channels, in restricted waters
or working around docks, etc. The Master or the Watch Officer must determine how much of chain is
to be paid out in each case.
The length of chain that is put out is indicated by the number of shackles (1 shackle equals 15
fathoms=27,5m=90ft). In practice, it is considered that the force of the anchoring will be sufficient if
the given number of anchor chain links is equal to the square root of the depth of water to anchor in:
h = √H (where H is the depth of the anchor position, h is the number of anchor shackles)
More shackles must be put in the water:
-           when the water is very deep (more than 25 fathoms)
-           in adverse weather
-            when barges are passing close to the vessel
-            when the anchor chain has a low tensile strength
-            when the anchor chain is leading ahead
When the anchor is holding, the anchor lights must be switched on and the anchor ball is hoisted.
A vessel in dependence of her length shall carry one or two white lights visible all round the horizon,
one at the foremast stay and the other at the stern.
The anchor position must be checked by bearings at regular intervals. When the vessel is at anchor
at night one or more men should be posted on anchor watch. It is also important that anchoring
check list is followed and carried out.
It should be also mentioned about a drag circle and a swing circle. A swing circle is the circle from
anchorage with radius that comprises the scope of anchor chain and the ship's length. A drag
circle is the circle from anchorage with radius that equals to the length anchor chain and the
hawespipe length to pelorus. It is less than swing circle.
Anchoring Equipment
The anchor gear (or ground tackle) is located on the forecastle and consists of all the equipment
used in anchoring. This includes the anchors, the anchor windlass, anchor cables or chain, chain
stoppers and the connecting devices (shackles, swivels), etc. When the ship is underway, the
anchor is stowed in the hawse-pipe. It is attached to the anchor chain or cable by means of an
anchor shackle and a swivel shackle. The chain then goes through the hawse-pipe onto the windlass
(anchor winch) fitted on the forecastle deck. A ship is normally fitted with ten shackles (shots in US)
of cable, each shackle about 25 metres in length, and connected to another shackle (length of chain)
by an accessory fitting called kenter joining-shackle. The cable is lifted and lowered by the cable
lifter (‘gipsy’ or ‘wildcat’) from where it falls down through the spurling gate and spurling pipe into the
chain locker. The cable is secured on the forecastledeck by stoppers, devil-claws and anchor
lashings. The chain is held by the windlass brake. The windlass also consists of one or two drums
on the sides of it for warping and heaving on the mooring lines.
When preparing to anchor, it is necessary to take to forecastle a hammer, an oil can, safety goggles,
gloves and hard hat. Before going to the forecastle, ask the engine room for power and water on
deck.
First, take off the covers from the hawse pipes and clear the spurling pipes, Then, make sure that
the windlass is out of gear and the brakes are on. Next, turn the windlass over slowly. While you are
doing this, oil all the moving parts. On a steam windlass, drain cocks must be opened and the water
drained off before the cocks are closed again. After seeing that the gears are free to engage, put the
windlass into gear. Then remove the devil's claw and the compressor,
On receiving the order to lower away, lower the anchor until it is clear of the hawse pipe. When you
are sure that the weight of the anchor is held by the brake, take the windlass out of gear.
When the order to let go the anchor is received, release the brake. After seeing that enough cable
has been paid out, apply the brake and put on the compressor, hoist the anchor ball or switch on the
anchor lights. Then inform the engine room that power and water are finished with. Finally return all
the equipment.

Duties and Responsibilities of the Ship's Crew

Every ship’s master writes their own standing orders based on the ship, the experience of its
officers, the trade patterns which in turn determine the standing orders. These orders reflect the
Master’s requirements based on past experiences with the ship and his contemporary workforce,
therefore making it imperative that the orders are followed to prevent any anomaly or to maintain a
set grade of performance. Clearly, the master puts faith in the officer when saying “Call me if in
doubt” and expects the officer to do so if required and in ample time.
Keep a close watch on your ship and other ships in the vicinity lest they start dragging after
anchoring. Dragging might occur due to changes in tidal levels, changes in weather or due to the
brake giving away to a lot of yawing. The danger here is primarily to ensure that your own vessel
does not drag and also to double-check if there are other vessels drifting towards your vessel. Use
the bow stopper when at anchor to minimize any probability of a blunder.
In short, a close watch on other vessels' positions and movements must be maintained. Use all
available means, including visual, radar, and the AIS. In particular, utilize the radar facility to plot
vessels which are close by.