What is an anchor for? Types of anchors and their application

In almost every port city, an impressive anchor is permanently laid up as an attraction. These black giants radiate the calm power with which merchant and warships plied the sea. The world's largest anchor is cast by special order and weighs 40 tons. Learn all about heavy and strong anchors, take a look at the photos of these secretive sea workers.

Heavyweight record holder

To build a strait crossing or an offshore oil rig, a floating crane capable of moving bridge spans is required. The vessel on which the floating crane is located must stand in place like a glove, otherwise it is impossible to ensure the accuracy of transshipment operations. The task of keeping it in place is entrusted to giant anchors.

In 1991, the Dutch company Ballast Nedam, specifically for the construction of the Great Belt Bridge in Denmark, ordered the Svanen cyclopean floating crane, the engineering features of which allow it to lift and move loads of over 8 million tons. How much does the anchor of such a structure weigh? As much as a modern tank or a humpback whale - 40 tons.

What do crane anchors look like?

These are constructions of a spindle and flat paws on spreading horns, unusual for illustrations in books about pirates. The anchors of floating cranes, especially those that mount bridge spans, look like hemispheres that can stick to the ground with hoses to remove water.

Similar suckers are put on floating cranes by another Dutch company - Balder. Its cranes have a lower lifting capacity - up to 3 million tons, but they work in conditions of strong currents and waves.

The memory of a sea giant

Among the outlandish exhibits in the courtyard of the Hong Kong Maritime Museum is the anchor of the supertanker Knock Nevis, picked up off the coast of India. The rusting titanium weighs 36 tons, is 10 meters long and is the world's first in a class of Danforth designs with their flat knife-shaped paws. This anchor is one of the anchors - necessary to keep the ship out of the drift with the engines turned off.

Its dimensions are related to the dimensions of the tanker:

• length - 458 m;
• width - 69 m;
• stopping distance - 10 km;
• draft at full load - 30 m.

Knock Nevis was launched from the stocks in 1976, resold and rebuilt several times: either the vibration of the owners did not suit them, or the lack of a double side, or the inability to pass the Panama Canal. He spent the last 6 years of his life as a storage tanker, and in 2010 was scrapped. The gigantic anchor that held the giant in place is the only memory of this outstanding vessel.

What are aircraft carriers based on?

In 1982, the largest aircraft carrier in the history of shipbuilding was introduced into the US surface fleet with pathos befitting the moment. Unrivaled in size, crew size and investment, Carl Vinson also owns the corresponding dead anchors weighing 30 tons each.

They do not have stocks, but the swivel paws are securely buried in the ground and tightly retracted into the hawse when lifting. Engineer Frederick Boldt, who came up with such a solution back in 1898, could not have imagined that floating air bases of the 21st century would use it. American aircraft carriers Saratoga and Forrestal, the French oil tanker Batillus, are ships whose anchors, designed by Boldt, weigh between 27 and 30 tons.

Champions of the Russian fleet

In Nikolaevsk-on-Amur, an old wrought iron Tsar-anchor weighing 6.1 tons is available for public viewing. Its length from eye to heel is 4.8 m.

And in 2012, during the reconstruction of a shipyard in Vladivostok, a six-ton ​​colossus was discovered from those that were installed on battleships during the Russo-Japanese War. Its length is 6 m, and its paw span is 4 m.

Flipper delta - Boldt's rival

The Dutch inventor Peter Claren in 1975 proposed to reinforce the anchor with three triangular planes, which gave the structure the appearance of a hang glider.

The idea turned out to be successful, and the company that produced the novelty sold products with a total weight of 0.5 million tons in the first year. Flipper Delta weighing 27.2 tons to this day holds floating cranes, and smaller models are supplied by sea rescue tugs.

Dead anchors - no equal in strength

When developing oil wells in the Gulf of Mexico, engineers were faced with the problem of silty soils: anchors in them did not hold pontoons. In the 50s of the last century, three new solutions were proposed at once, united by the name "dead anchors". They are small, within a ton of weight, but are able to hold a drill projectile.

Dead anchors: with a reinforced paw (left) and a kite (right)

The model called "kite" is especially strong. It plunges into the silt to a depth of 10-15 m. True, it is impossible to pull it out of there. Given the low cost, it is simply left in the ground.

How to hold 4 ships at the same time

In 1848, the English engineer Mitchell came up with a brilliant idea: he came up with an anchor that is screwed into the bottom soil with a lever. Guided by this idea, the Newcastle Port Authority built a number of mooring barrels in the roadstead, each of which was held on one anchor-screw and received 4 ships.

The next storm scattered the ships in other ports, and in Newcastle the captains found the ships where they had been left. Floating port facilities, such as lighthouses, are still placed on screw anchors.

New operating principle

Calculations show that with a hurricane wind, even an anchor weighing 90-100 tons will not hold an oil tanker 400 meters long. And if there are corals under the keel, the paws of the anchor will completely slide helplessly over them. The solution was proposed by American military engineers. Their jet anchor weighs 6.8 tons, yet has such holding power as if it weighed 19 tons. It is equipped with a rocket that explodes when it hits the ground and deepens the anchor by 8-10 m. In order for the tanker to resume movement, the anchor chain is opened, because it is unrealistic to pull the jet model out of the ground.

Unsurpassed in area

It is easy to gain a foothold near the shore, but what if a small ship is caught in bad weather on the high seas? The main task of the captain is to keep the watercraft bow to the wave, and the assistant for this is a floating anchor, which is thrown from the bow. This is a canvas cone with a metal cross at the base. The structure looks like an elongated parachute, an umbrella or a trawl for bottom fishing. The diameter of the inlet of the cone is half the width of the vessel. The outlet is 10 cm, which creates a decent resistance force.

To increase the strength of floating anchors, ballast is suspended from below, and a buoy is attached from above. Together, the ballast and buoy hold the anchor at the correct depth.

The history of anchors begins from the time when for the first time a heavy stone was tied to a vine and thrown to the bottom. Since then, these devices have become more convenient and heavier. However, at 40 tons, gigantomania ended. Screws, suction cups, jet devices are replacing the usual wide-legged giants that adorn the squares of cities of ship glory.

There are many legends about the extraordinary properties of different designs of anchors. How believable are they? Which of the famous anchors to choose? Consider the most popular types of anchors, their advantages and disadvantages, however, it must be understood that there can be no universal recommendations.

Admiralty anchor

The Admiralty anchor is most adapted to all types of soil, although it does not have the largest holding force, since, unlike other structures, it clings to the bottom not with two, but with only one paw. For amateur fishing boats, models weighing 5; 10 and 12 kg, which can be installed on ships with a displacement of more than 1000 kg. The design of such an anchor involves a return, as a rule, manually. It can be installed using a tombuoy on a buoy rope marking the position of the anchor. If the anchor is stuck and it is not possible to lift it by the anchor rope, it is enough to pull the buoyrep to free it. As a buoy, anglers often use a piece of foam or an empty plastic bottle. The use of this anchor on small vessels is impractical due to its bulkiness.

Anchor Hall

The Hall anchor is a time-honored classic. Developed by the Englishman Hall, he was the leader in ground grip speed and was the most common in the 20th century. True, now it is gradually being replaced by more advanced designs. For reliable fixation, this anchor is given on the move. When it moves on a rope along the bottom, the paws turn downwards, while a reliable grip of the soil occurs. The Hall anchor is usually made of cast iron. According to its principle, many analogues are made, but not all of them should be used.

Anchor plow

Not too often, but still it is found on sale. It is good because it has a holding force of up to 25 kg per kilogram of its own weight. Properly chosen geometry, design and weight of the anchor guarantee good penetration in any case of falling on the ground, but it shows the best results on soft soils. Its geometry is suitable for placement on large boats with a displacement of over 3000 kg, equipped with an electromechanical anchor winch. The setting of such an anchor presupposes the obligatory presence of a buoyrep. But there are often problems with extraction. Not suitable for use on small boats.

Anchor cat

Another common category of anchors, which, although not a "recognized type", still has a right to exist. In a small fleet, this anchor has become very widespread, since it is the most compact and suitable for almost any soil. It folds easily and takes up little space during transportation, but this is where its advantages end. It can only be considered as an auxiliary due to the small holding force. With it, it is convenient to anchor behind a shore overgrown with reeds, it can be successfully used for trawling when searching for drowned gear, but it cannot be used as a reliable main anchor, especially in a current. It is made of cast iron or steel and is usually galvanized. Folding blades are easy to unfold, however, this anchor can damage the inflatable boat. IN trading network anchors are offered with a weight of 1.5 to 12 kg with a resolution of 0.5 kg. For boats with a displacement of 200-400 kg, an anchor-cat weighing 4-5 kg ​​is sufficient.

Rodless anchors

many these deficiencies modern rodless anchors are deprived. They are compact, do not have parts for which the anchor cable can catch on the bottom, and most importantly, they have great holding power.

The Danforth anchor provides up to 50 kg of holding force for every kilogram of its own weight. This is achieved due to its ability to burrow into the ground to a depth of three to four times the length of the paws. But such anchors are not without drawbacks. Burrowing deep into the soft sandy bottom, the lower-weight Danforths move in leaps and bounds on the pebbly bottom. Because of thin paws large area these anchors glide in the water column and lie away from the recoil point. Even a light anchor digs so deep into the ground (picks up) that it is often difficult to lift it manually.

"Non-loss"

Recently, Nepoteryayka anchors have appeared on the market, developed on the basis of patents for Danforth and Matrosov anchors. Due to the thoughtful calculation of the length of the spindle and paws, the location of the centers of the paw areas from the axis of rotation of the spindle, the distance between the centers of the paw areas, the angle of attack, the angle of the lapel and the paw area, this anchor has a very impressive holding force. Similar anchors with a sliding element attached to the forearm of the anchor with a halyard have been known for many years. However, for their effective operation, it was necessary to load the forearm with a piece of heavy chain, which led to an increase in weight and size characteristics.

The manufacturer of Nepoteryayka, when designing, took into account these shortcomings and produces a line of anchors with a mass of 3; 4.2 and 6.5 kg.

The know-how lies in the fact that a compact load is installed at the end of the forearm, pressing it to the bottom. When anchoring, the paws deviate from the axis of the spindle and engage with the ground. At the same time, the limiters installed on the sleeve do not allow the paws to deviate by more than a given angle. When the paws are hooked on a solid object at the bottom of the reservoir, such an anchor design will always allow you to remove it. To do this, it is necessary by maneuvering the floating facility to ensure entry from the side opposite to the casting of the anchor. A weight attached to the upper end of the spindle keeps the anchor as horizontal as possible. Under the action of a traction force directed opposite to that which the anchor experienced when holding the floating facility, the movable annular element slides along the anchor spindle to its lower end; in this case, the point of application of the traction force changes and the legs of the anchor disengage. The absence of sharp edges allows the use of such an anchor, first of all, during operation. inflatable boats, and flat-folding ensures easy and convenient transportation and storage.

Anchor sucker

Another interesting novelty is the suction cup anchor. Looking at it, it is difficult to understand what it is, but if you read the corresponding inscription on it, its purpose becomes clear.

Have you ever tried to pick up a plate upside down from a sandy bottom, especially if the plate is cast iron? This anchor consists, as it were, of two such plates connected by bottoms, and the ratio of overall dimensions always ensures its landing on one of the two concave spherical surfaces. Therefore, on silty or sandy soil, its holding force increases several times.

The lateral concave surface is an additional lugs during silting and serves as a place for winding the anchor line during storage. For various conditions operation, reserve attachment points for the halyard are provided: holes and jumpers from the side of the suction surfaces.

Anchor processed according to modern technology thermopolymer coating that prevents metal corrosion. Complete with a 25 m long halyard Russian production and transport bag. Anchor overall dimensions: 220x220x70 mm; weight - 4 and 5 kg. With such an anchor, you certainly won’t damage the boat!

Only in the Middle Ages anchors began to take on a modern form. They were made of iron, and the stem could be wooden or iron. They had straight horns with shovels, which eventually led to their abandonment due to frequent accidents. courts, when using them. (Fig. 15)

The real revolution in anchor business was Roger's anchor, named after the inventor himself in 1830. He was an officer in the Royal Navy of Great Britain and stubbornly pursued research and experiments in this area. Anchor differed from its predecessors by the presence of an iron rod with a square hole in the middle. With this hole, the rod was put on the spindle collar, and then cottered. In order to remove the stem, it was necessary to remove the eye, which was soon replaced with a bracket. (Fig. 16)

In 1852, William Parker developed admiralty anchor. It owes this name to the British Admiralty. The spindle and horns of this anchor, as well as the stem in cross section elliptical; the horns are curved in a circle; paws are much smaller, the iron rod is movable. It worked in the following way. The anchor fell to the bottom and touched the ground with the heel of the trend. Under the tension of the anchor rope, the anchor lay on the ground, and if its stem is horizontal, the paw burrowed into it. If the end of the rod touched the ground, then under the tension of the rope, the anchor turned on it, and the paw anchors entered the ground. The rod served to ensure that the horns of the anchor did not lie horizontally on the seabed. (Fig. 17)

Modern anchors appeared from the beginning of 1821, and the first inventor was Gaukins. A feature of this anchor was swivel horns and the absence of a stock. At the end of the horns were arrow-shaped tips. (fig.18)

Over time, this anchor was finalized by the Frenchman F. Martin and the Englishman Trotman, who proposed to make the horns of the anchors swing, respectively, they found application on ships with a steam engine. At this anchor, only one paw went deep into the ground, while the other turned and pressed against the spindle, due to which the holding force increased. (fig.19)

In 1891, the British Admiralty tested several anchors on one ship at once to determine the best in all respects. It turned out to be Hall's anchor - deep enough and quickly burrowing into the ground. Anchor Hall sow day applies on . (fig.20)

On (Fig. 21, 22) shows some types of anchors used today.

types of "dead anchors"

In addition to these, there are other types anchors for various kinds of activities. A one-horned anchor is used to install barrels. Small four-horned anchors without a stem and without turning horns are called "cats" or verts. (Fig. 23)

(Fig. 24) shows what happens to the anchor when it is immersed in depth and lifted from the bottom of a river or sea. The anchor descends, slides along the ground, hooks and burrows into it. For lifting, the anchor chain is pulled and pulls the anchor out of the ground, and then rises.

And there are even more interesting anchors - floating, which are used in case of bad weather or stop ship at great depths to keep them against the wave. They are made from a square piece of canvas, which is stretched between two beams. Their length should be half the length of the beams at the mainmast. A cable is drawn from the ends of the beams, which is attached to a thick perlin in the middle. A load is suspended from the lower end of the floating anchor, and an anchor buoy is suspended from the upper end so that the anchor is in the water at a certain depth. (Fig. 25)

Anchor, as a rule, is lowered on a rope or anchor chain. An anchor rope is a strong cable that serves to anchor the ship and turn it around (to turn it means to pull the ship with the help of an anchor). Soon, chains began to be used on ships for the same purpose. To avoid twisting of the chain, in cases where the ship is sailing around the anchor, the links are connected with a swivel. The device of the chain of links is shown in (Fig. 26)
The chain is kept ship in a special room - a chain box.

August 19th, 2016

There is a service in the sea church.
The pastor is ruined:
- And now, you see that your boat has lost its sails and rudder, by the will of the wind and waves you are carried to the rocks!
What? What should you do in this situation?
Right! Fall on your knees, and raise your hands to the sky, ask for help from our Father Almighty!
And our father...
From the last bench came a hoarse, smoky whisper:
- Anchor! Anchor, damn it, you need to throw!

The most common and recognizable marine symbol is the anchor.
But I would like to tryndet not about the anchor.
What's an anchor? Anchor, he is an anchor. The iron is heavy.

The anchor itself is only in the pictures and at the factory at the time of manufacture.
In all other cases, the anchor is component anchor device.

Bow anchor device: 1 - anchor winch (windlass); 2 - stopper for anchor chain; 3 - pipe anchor hawse; 4 - anchor; 5 - anchor niche; 6 - chain box; 7 - device for attaching the anchor chain; 8 - chain pipe.

Well, and if the anchor is spare. Idle a place on the ship.
Anchor type AS-14, 10 125 kg.

Or lies:

On the move of the vessel, the anchor is raised in the hawse and securely fastened.

So, nothing interesting with the anchor.
Something else is much more interesting.
Have you ever wondered how long the anchor chain is?
Well, I'll tell you - the length of the chain is measured in bows.
Bow - 25-27 meters.

Marked anchor-chain bows. Mark for ease of counting: - how many bows are in the water, and how many bows are left on board.

And the bows can be from 7 to 10.
Let's take the average - 8 bows of 27 meters.

And then the length of the chain will be - 216 meters.
216 meters of chain for the anchors of the starboard and port sides.

And the chain link size is like this:

So in fact, in addition to length, it is also weight.
And where is all this stored when the anchor is selected and the ship goes to sea?

In a chain box.
Or in another way, in a rope box.
The rope is archaic. This is from those times when a rope was used instead of a chain.
And now they still continue to use this name, for example, asking for a tank - what is the tension of the rope? Rope direction?

How does the chain get into this box?
And when sampling an anchor from the water.
The chain is chosen by mechanisms under the names - capstan and windlass.

A bit of history.
When the ships began to grow larger, the anchors also began to grow larger.
And the weight of the anchors gradually reached such a limit that a hotel mechanism was needed to lift the anchor. In two or three hari, it was no longer possible to choose anchors.
This is how the capstan, or spire, appeared.
Well, since there were no steam or electric spire drives yet, the anchor was pulled by the muscular strength of the sailors.
They inserted special sticks into the spire and twisted it.
Of course, stick-levers immediately got the names - embossing.

The process itself was called - "to nurse the spire" or "to nurse the anchor."
But there were also bows on the ropes, or rather, not bows, but marking the length of the rope.
And since there were no VHF radios then, and in order not to tear the throat, reporting how many bows are on the spire now, they reported by blowing the bell. Therefore, even now the ship's bell is placed on the forecastle. And sometimes they are even used for their intended purpose by those stoned and yearning for a white sail.
It's hard to see, but it's in the center of the photo.

When the iron horse replaced the peasant horse, they thought of making mechanical drives for the spire, they immediately thought of using the spire to tension and select the mooring ends. Sailors are lazy and cunning.

So. The spire is vertical and has a horizontal chain sprocket.
The windlass is horizontal, but the location of the chain sprocket is vertical.

Spiers are now mainly used by warriors.
And the commercial fleet uses windlasses.
And there are many reasons for that.

Windlass of a 100,000 tanker.

Warriors save space on the ship, and cannot afford to place a couple more strategic installations in the form of windlasses on the forecastle.
Mooring winches are still hung on the windlass, which immediately makes a dozen organisms from the ship's boatswain team redundant. The reduction of the crew for the warriors is the gnashing of teeth and nightly howls at the moon.
The merchant fleet cannot afford to have a dozen extra parasites of dashing sailors on board, so automation is our everything.

How many organisms do you need on a merchant ship to anchor/unmoor?
Two or three people.
The commander is usually the third mate. General management and communication with the bridge.
Boatswain - manages the windlass and generally helps.
Well, sometimes AB is a sailor. Pomogayka everyone gets confused under their feet.
And in principle, one person can handle it. Only smart.
And with sensible - tight.

How many people do you need on a warship?
I'll show you right now.
USS DDG-60 PAUL HAMILTON, Honolulu, Hawaii. At the entrance to Pearl Harbor.

Anyone who decides to scoff about the "stupid" Pindos will break off immediately.
This is the case in all navies of the world. RF is no exception.
Military sailors are the product of one mother, and they are all twin brothers.
The Navy of any country, the sacred refuge of boobies, cunning and thieves.

Distracted.
However, sometimes spiers are also used in the commercial fleet, but as a rule, they are installed on ships of small tonnage, and mainly at the stern. Sometimes this is due to the fact that some ships have an auxiliary stern anchor. But they still try to install ordinary in-line mooring winches .

The first windlasses were powered by steam, then were supplanted by hydraulics and electricity.
Both hydraulics and electricity have their advantages and disadvantages. So far, no one has invented ideal mechanisms.
Hydraulics are sensitive to temperatures, limited in tractive effort.
Electricity can fail at the right time, and it’s good if it just knocks out the automatic loader.
And there are slip hubs, damn...

The design of the windlass itself is simple to the point of impossibility.
Drive - reducer - chain sprocket.
Belt brake.
The sliding drive of the message/disengagement.
Mooring winches are also connected by a sliding drive.

Windlass not needed?
Disunited.
Need winches? We were told that we were working with winches.

Windlass of a 50-thousander tanker.
Electric drive.
In the left corner of the electric motor.

Yeah, it's the birds that did him that, yes.
Birds love to ride on the boat:

Sometimes they are frightened by buzzing with a typhon, but the birds are somehow not afraid.
The boatswain loves these birds very dearly.

Do you know how nice it is to carry out maintenance and repair work on the windlass in the company of these cute feathered friends?
Then you have to wash everything. Both a jacket and a jumpsuit. Wash the helmet separately.

There were a lot of questions in the comments to the initial post on this topic. And these questions cannot be answered briefly, otherwise new questions will arise, and ... so on in a circle.
Therefore, the post will be made from answers to questions.

But first, a little clarification.
I somehow go through the engine department more, so I am not familiar with the intricacies of some issues related to the navigational operation of the vessel. But I don’t want to resort to cheating either, so if I don’t know something, then I’ll write it like that - I don’t know. Or use my friend's answers guardlancer , he is a real first officer of a real tanker and into such secrets of navigational science as anchoring / unanchoring, possible problems at the same time, etc., is also truly dedicated. And our business is oil-bellied, to turn nuts and look into the mouths of our smaller navigator brothers when they are in command.

Therefore, I know and know how to disassemble the windlass and winch to the last nut, and even how to assemble it later without unnecessary remaining spare parts, but how to choose a place for anchorage and competently anchor, no longer. But I will try to supplement the answers of the friend. I hope he will correct me if I write something wrong.
But it won’t work completely without cheat codes, I had to google something.
Well, I'll try.

1. History of the anchor, its evolution from ancient times to ours.
To write about this is to rewrite Lev Skryagin's book Anchors.
You can read this book here - http://coollib.com/b/267577/read
Anyone interested, please. There is not much, but intelligibly and with pictures.

2.What is an anchor in general
Anchor (from Germanic, OE ankari "anchor", OE akkeri from Latin ancora from Greek agkyra) is a special form of cast, forged or welded structure designed to hold a ship, submarine, raft or other a floating object in one place due to interaction with the ground and connected to the object of retention by means of an anchor chain or cable. The force that the anchor can take without moving or leaving the ground is called the holding force. The effectiveness of the anchor is estimated by the holding force coefficient - the ratio of the holding force to the weight of the anchor.
https://ru.wikipedia.org/wiki/%D0%AF%D0%BA%D0%BE%D1%80%D1%8C

3. How the anchor is arranged.
Here are the accepted names for the parts of the anchor.

Models, so to speak, may differ, but the names and purposes of the parts are still the same.

4. Types of anchors.

And that's what I have to say about the types of anchors.
Although they really are the sea, but in my marine life I came across only two or three types of anchors. I worked on ordinary transport ships, ordinary mass production, no exotic and special purpose. True, there were special ice anchors on ice navigation ships, but I never had to use them. With me, at least.

5. How to choose an anchor for a ship.
It must be said right away that the anchor device is under the close supervision of supervisory authorities. All sorts of classification societies have long developed their own rules and requirements for this device. These requirements are based on the experimental relationship of the weight of the anchor to the size of the vessel or depending on the tonnage of the vessel.
And, based on these rules, they also design mechanisms for lifting anchors - windlasses and spiers.

6. How to attach the ship to the anchor.
Chain, obviously.
The anchor chain is not continuous, as I wrote in the last post, but composite.

Elements of the anchor chain: a - zhvaka-tack bow; b - root bow; c - intermediate bow, d - anchor bow. 1 - a common link with a spacer; 2 - enlarged link without spacers; 3 - connecting link; 4 - end link; 5 - swivel; 6 - end bracket; 7 - verb-gak zhvaka-tack.

The root end of the anchor chain, opposite the anchor, is attached to the hull with a special device - a zhvaka-tack, with a folding device - a verb-hook, which allows, in case of emergency, to quickly give up the end of the anchor chain. When lifting the chain from the water, it descends into a specially equipped room called a chain box, where it is stored.

7. Chain box.
Now you can start laughing.
In general, I started the last post in order to show the chain box from the inside, and how much dirt accumulates in it. But I went from afar, through the windlasses. For logic.
I'll show you later

8. Question in the comments - Why do anchors need horns?
With these horns, the anchor burrows into the ground.
But there is more fun.
With these horns, that is, with paws, the anchor can "butt".
It happens like this.
When lifting the anchor into the hawse, the paws of the anchor can lean towards the side of the ship. And if the contours of the ship's cheekbone are too steep, the anchor rests with its paws on the side.
If the contours are smooth, it's okay, the paws will also smoothly swing in the other direction.
But on some ships this does not happen, the reason, as I already said, is the steepness of the cheekbones.
This is called - "the anchor is a goat", "goes like a goat".
We had a series of tankers where this goat was fun with almost every selection of anchors.
The way out of this situation was found like this. They picked up the anchor to the side, and before the paws began to rest on the side, as sharply as possible, the anchor was driven. But not much, a meter or two. And then sharply, as far as it was possible, the anchor was vibrated. If everything went well, then two or three attempts were enough to turn the paws towards the sea.
As sharply as possible, because the windlasses there were hydraulic. But in hydraulics, it doesn’t always work out sharply.
How it looks like, here in the picture.
Attention to the left anchor.
And I'm telling you, it's about.

9. Application of anchors.
Well, we have already agreed that the story is about the usual anchors of an ordinary ship, right?
So, here - the main anchors are called - deadlifts.
And the main purpose of the anchor device is to ensure the reliable parking of the vessel in the roadstead and in the open sea at permissible depths.
But they also use anchors when mooring with a lag to the pier in some cases.
When mooring stern to the barrels and the pier.
With a given anchor, you can "slow down", extinguish the inertia of the vessel, stop the vessel.

They brake with anchors.

With the help of an anchor, you can reduce the circulation and make a turn, especially in a narrow place.
Another anchor device is sometimes used for mooring and towing operations.

So, for example, they acted in the town of Baj-Baj, a suburb of Calcutta. It was from there that the monkeys Stepan came from.
Mooring there to the river bank, the current is quite strong. Therefore, the anchors were riveted, leaving them suspended in the fairleads, and the chains themselves were brought ashore as mooring ends.

10. How the ship is anchored, and how the anchor holds the ship.
Here is the answer guardlancer : It does not hold the anchor, it holds the combination of the anchor hook on the ground + the mass of the anchor + the mass of the chain.
It looks something like this:


That is, the anchor is not just lowered from the side to the ground, but also the designated number of bows is etched into the water.
But the anchor does not just lie on the surface of the ground.
He "takes" the ground, paws entering the depth.

Again guardlancer - There is a whole complex here. Firstly, yes, the mass of the armature itself plus the mass of the chain. The second is soil. There are weakly holding soils (sand), there are good holding ones (small tracing paper, shell). If the soil is rocky, no one will throw. For you can immediately say "goodbye" to the anchor. The grip on the ground still gives a certain percentage to the holding force.

In general, it seemed to me that the greatest bewilderment was caused by the incompatibility of the masses of the ship and the anchor. Moreover, a tiny piece of iron holds such a colossus.
And here he was right azfg - After all, it is not the mass of the vessel that is important (it is completely balanced by the force of Archimedes), but only the force with which the vessel is blown away by the wind. And it is relatively small and is quite balanced by a (not so small) hook, which also clings to the ground.

Well, like a car on a handbrake is on a hill and does not go because of the friction of the tires on the highway. In a storm, the strength of the wind increases, but therefore, ports and shipyards are equipped in bays protected from the wind, where the storm will not reach them. In the event of a storm warning, all ships anchored outside such safe bays are urgently transferred to a safe anchorage or are removed from anchor and sent to the open sea to endure the storm there (and not crash on the shore).

Yes, in bad weather, when anchoring, they declare a mode of constant readiness. Just a little, the car is started right away, the anchors are flying into the sea, storming.

This was not lucky, the anchors were not kept.

But the watch on the bridge is kept constantly, and the position of the ship is constantly checked.
Not only the wind can pull on the anchors, the current can also add.
There is such a thing - "anchor creeps." It seems to be imperceptible to the eye, slowly, but the ship shifts from position and the anchor at this time creeps along the bottom after the ship.
Sometimes it is felt by blows on the hull of the ship. The current or the wind pushes the ship, the anchor-chain is pulled, then the anchor pulls out of place, the chain sags sharply and such a push with a blow is obtained. But the anchor manages to pick up the soil again, again the chain tension, and again the breakdown.
On such shanezhki we got on the roads of Shanghai, at the mouth of the river.

11. Place of anchorage. How to anchor and how to choose an anchor.
Well, firstly, yes .. just like that, jumping somewhere and anchoring where you like it will not work. Although there are cases.
There are specially designated mooring places, and a specific place for your vessel, a mooring point, will be given by the port traffic controller.

By the way, the question of sea charts was also raised in the comments.
Yes, the maps have the necessary information. Depths, soil quality, interference, prohibited and closed navigation areas, etc. The information is constantly updated, corrections are sent to the vessel, and according to these notices, charts are corrected.
The map looks like this:
(Highly magnifying, there are warnings in the upper left corner)

However, despite the information content of the map, sometimes there are very ... uh .. funny cases.
But about them later.

Well, the anchoring itself.
Most often these beauties, like in a movie - at full speed, the telegraph - ding - full back! .. get out of the bay, anchor!
The procedure is solid and serious.

Although you can fool around, scare someone -thread:

Here is a more complete description of this moment:
Further preparation of the anchor for recoil depends on the depth of the anchorage. If the anchor will be released at a depth of up to 30 m, then it is usually limited to moving the anchor from its place with a windlass in order to avoid its unforeseen delay in the hawse during recoil, after which the tape stopper is clamped, the sprocket is disengaged and the bridge is reported to the bridge about the readiness of the anchor for recoil.

On vessels with a bulbous shape of the bow, it is imperative to bleed the anchor to the water with a windlass to avoid damage to the bulb formation when the anchor is released from the hawse.
If the anchor will be released at great depths or in an area with rocky ground, the windlass will not disengage, since when the anchor is released, the chain is initially pitted by the windlass.
The anchor is released by the boatswain under the guidance of the assistant captain. The ship approaches the anchorage at the slowest speed or by inertia with a stalled machine. The command is given from the bridge: “Stand at the right (left) anchor!”

Before the anchor is released, the car is reversed. When the ship, having extinguished inertia, begins to move back, a command is given from the bridge: “Give up the right (left) anchor!”
Releasing the anchor when the vessel moves slowly backward allows the anchor to quickly pick up the soil and, in addition, prevents the bulk of the anchor chain on the anchor and the vessel on the anchor chain. The order of release of the anchor depends on the depth of the anchorage.

When the anchor is released at a depth of up to 30 m, the tape stopper is pressed out, and the anchor chain begins to etch. The anchor chain should be hauled at a moderate speed so that it can be quickly locked up the moment the anchor hits the ground.
With a quick release, the anchor chain can fall on the anchor and get tangled around its paws. Taking into account the depth, nature of the soil, wind, current and other circumstances, it is determined from the bridge how many bows of the anchor chain should be released into the water or left on the windlass.

The assigned number of bows is etched slowly, as the chain is pulled. The number of bows etched into the water is reported to the bridge by communication or the corresponding number of strokes on the bell. When the prescribed number of bows is etched and the vessel is held at anchor (“goes to the anchor chain”), the tape stopper is clamped.
Anchor recoil at great depths differs from that described in that the anchor is bled to the ground with a windlass.

After that, the tape stopper is clamped, the windlass is disengaged and further etching of the designated number of chain bows is carried out with a tape stopper.
The return of the anchor from the hawse from the tape stopper is unacceptable, since in this case the anchor with the anchor chain develops such a speed at which the stopper heats up from friction, and it is difficult to lock the chain drum if necessary. If this can be done, then the anchor chain will begin to slip over the sprocket, which can lead to a chain break and damage to the sprocket itself.

As soon as the vessel has anchored, a navigation figure rises on the bow mast - a black ball - meaning that the vessel is at anchor.

Find the black ball.

Here is the answer why the cleuses are made very convex, like the eyes of a goldfish.
So that in case of an emergency return of anchors not to damage their own hull and bulb, therefore they take out the hawse to the sides.

How to choose an anchor.
guardlancer - How to choose an anchor. When the anchor is retrieved, the ship is pulled up to the anchor. And not vice versa. Pull and pull until the spindle is vertical. When it is vertical, then the paws come out of the ground. This position is called "paner". Rather, first comes the report "anchor has risen", and then "rope paner". That is, everything, the ship does not connect anything with the earth. You can give a small move, if necessary.

I will supplement and answer the question why water can flow from the anchor hawse.
The fact is that the anchor chain and the anchor lie on the ground. Sometimes it is silt. It's a lot of dirt.
In order to knock down and wash off this dirt, an anchor washing system is connected to the hawse.
It is powered by a fire pump, but sometimes it has its own, specially installed pump.
How this happens, you can even see.
And evaluate the noise during this action.
Photographed in some detail.

Another such thing. Even being in your cabin, without looking out the porthole, you can find out about the moment of lifting the anchor. The ship begins to bounce slightly. Although it would seem ... only 10 tons of iron per hundred thousand tons of cargo.

Continued today at 12.02 Facebook, VKontakte,classmates and in google+plus, where the most interesting things from the community will be posted, plus materials that are not here and a video about how things work in our world.

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An integral part of any vessel is the anchor. Since the time of ancient sailing ships, sailors have treated him with respect, calling him the Anchor of Hope or the Sacred. They were used not just to keep the ship in the roadstead, but for braking, sometimes moving. And in the modern world, the device is indispensable - going to sea without an anchor is impossible.

Purpose

Anchor is a structure made by forging, casting or welding, designed to hold the vessel in place by anchoring it to the ground, connected to the vessel by a chain or cable. The ship is held in place due to the holding force (DS) - this is the force that prevents the anchor from breaking out of the sea soil and moving. The effectiveness of the design is estimated by the coefficient of this force, calculated as the ratio of the DS to the weight of the anchor, i.e. how many times the force exceeds its own anchor weight.

Design

The first designs were a heavy stone attached to a boat with a rope and dropped to the bottom. Gradually, the design improved. The most famous version consists of several parts.

The basis of any design is a spindle rod. In its upper part there is a bracket, a ring that fastens the anchor to the chain, rope. Below - the horns responsible for deepening into the ground and holding the vessel at one point. At the end of the horns are paws with sharp ends, called socks. The horns are fixed on the spindle either motionless (trend) or hinged, then they are movable. One more detail: the stock is not available in all designs. It serves as a kind of turning mechanism. At the moment the anchor sinks to the bottom, the rod turns it over and lays it horizontally. This helps to get a good foothold on the sea soil. It is located perpendicular to the horns.

Differences by species

Anchors are divided into several types:

• ● According to the type of fixation of the paws: they are fixed motionless or made swivel;
• ● According to the method of fixing on the ship after removing it from the anchor: with rods (collapsing) and without rods (retractable).
• ● By the number of horns, paws: the most common options are two-horned.

In addition to design features, the mass of the anchor is important to keep the ship in the parking lot. The usual weight is several tons, and on separate large ships, such as cruise liners, aircraft carriers, where there is a large windage, the weight of the anchor reaches 30 tons. Despite such impressive masses, they make up less than a percent of the weight of the ship itself.

Principle of operation

The anchor, descending to the ground, is loaded by one of the horns into the ground. It falls flat, so without a rod, it will not be able to gain a foothold, and will be dragged along the seabed. Falling on the rod, under the action of the tension of the chain or rope, it unfolds at the bottom and is hooked by the horn to the ground.

The ship is held in place by the holding force of the entire device: anchors and chains. The first interacts with the seabed, fixing on it. Chain - falls to the bottom. Section length for sea ​​vessels reaches 50 meters.

However, it is not possible to provide parking with anchor devices in all weather conditions. Much depends on the depth of the water area, wind speed, currents in the parking lots. The maximum hurricane wind speed is 12 on the Beaufort scale. Most ships can anchor in winds not exceeding 6.7. In stronger winds, ships raise anchor and drift.

The most famous models

There are many models of anchors in the world, many countries have their own preferences and centuries-old traditions in shipbuilding, including anchor building.

Admiralteisky

The classic option in anchor building is the Admiralty anchor, approved for use on ships by the British Admiralty in 1821. It is very large and bulky. When retracted on board, the rod interferes, so it must be removed and then rolled over the side. Despite these inconveniences, it is still one of the most used.

Hall

Later, new, more advanced models were patented. For example, the stem was removed, the paws were made swivel - the whole design has changed and has become more convenient for use. A typical anchor with such changes was the Hall anchor. He does not need a rod for loading into the ground - he enters there immediately with two flat swinging paws. The holding force of the Hall is less than the Admiralty Hall, but the ease of use and the speed of deepening make it possible to put up with this disadvantage on many types of ships.

Danforth

The inventor Denfont brought the idea of ​​Mastrosov's anchor to perfection. He made the anchor legs more straight, which gives tangible advantages in holding power, while making the anchors lighter.

The Danforth design has flat legs close to the spindle, the stem is there, but it is located at the bottom. Its convenience is in reliable fastening even with 360-degree turns on unstable ground.

Modern navigation and shipbuilding offers new perfect holding mechanisms for ships, however, anchors will remain a simple and reliable device for keeping a ship in place for many years to come.