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Admiralty manual of seamanship volume 1 pdf free download |
Admiralty manual of seamanship volume 1 pdf free download
If the locker is not self stowing it must be stowed by hand. The inboard end of the cable is secured to a cable clench at the bottom of the locker by a lugged joining shackle. The clench is tested to 20 percent above the proof load of the cable. Joining Shackles. The shackles which join lengths of cable together may be either lugless or lugged; all warships' cables are fitted with the lugless type, but some auxiliary vessels have the lugged type.
Joining shackles are also used in evolutions such as towing and buoywork. Both types are described below. I Lugless Joining Shackle. A lugless joining shackle Fig i is of alloy steel and made in three parts, one of which is the stud. The two main parts are attached to the ends of the cable and then fitted together, and the stud then slides in place and locks the whole.
The stud is secured by hammering a tapered pin and lead pellet into the hole drilled diagonally through all three parts of the shackle. The hole is tapered, and when the pin is driven right home a small conical recess called the dovetail chamber is left clear above its head. The lead pellet is hammered broad end first into this chamber so as to fill it completely and thereby keep the pin in place.
To avoid danger from pieces of lead flying from the shackle during hammering goggles must be worn by personnel assembling the shackle. Before inserting a new pellet the remains of the previous pellet must be scraped out of the chamber, otherwise the new pellet may work out; this is done by a small tool called a reamer.
When parting a lugless joining shackle a top swage must always be used between the hammer and shackle. It is shaped to the curvature of the shackle so that the machined surfaces of the shackle shall not be damaged. A lugged joining shackle Fig ii is a straight shackle whose bolt is secured by a tapered pin and a lead pellet. The pin fits into a tapered hole drilled through the bolt and one lug of the shackle.
Except for the anchor shackle all lugged shackles should be fitted into the cable with their lugs facing aft, so that they will not foul any projections on the deck as the cable runs out.
Since the anchor shackle is already in the hawsepipe, there is no danger of fouling anything on the way out, but it may foul the stem or some projection on the ship's side as the anchor is being hove in, so it should be fitted with its lugs facing outboard. Securing-to-buoy Shackle Fig 2-lO iii.
The securing-to-buoy shackle is supplied for securing the ship's bridle s to the buoy shackle or reducing link of a mooring buoy, and is therefore especially wide in the clear. It can be used with either lugless or lugged joining shackles, and is tested to the proof load of its largest associated cable.
The width of the shackle in the clear for cable of all sizes is given below in Table 2- Lugged Anchor Shackle Fig 2-lO iv. A lugged anchor shackle is used to join the swivel piece at the outboard end of the cable to the ring of the anchor.
It is wider in the clear than the lugged joining shackle and its bolt is oval in cross- section whereas the bolt of the lugged joining shackle is egg-shaped in cross section. Towing Shackle. Similar to, but longer than, the lugged anchor shackle, the towing shackle is designed to take the tongue of a towing slip. It is fitted between the SWR towing pendant and the chafing piece in the 'bollard and clench' towing method.
Joggle Shackle Fig 2- 1 O v. The joggle shackle is long and slightly curved, and shaped to fit across a link of cable; it is used for attaching a wire rope to a bight of cable, or for securing the top two turns of a cable that has been turned up around bollards. The bolt fits easily in the lugs and is held in place by 'feathers' protruding from it. To remove or insert the bolt it must first be turned until the feathers are in line with the featherways cut in the lugs of the shackle.
Table gives the size of shackle supplied for different sizes of cable:. Table Adaptor Piece Fig 2- 11 i. An adaptor piece consists of an intermediate link and an end link together and is used to adapt the end of the cable to accept a lugged shackle which will not pass through a common link.
Its principal use is for adapting the cable to accept the towing hawser. Swivel and link assemblies are fitted to prevent the chain cable from twisting when the ship is at anchor. A swivel piece is fitted at the outboard end of the chain cable for attachment to the anchor and inboard between the end of the chain cable and the cable locker. The inboard swivel piece is always secured to the cable clench with a lugged joining shackle.
Box swivels are usually fitted to cable above 28mm, cup swivels are fitted to cable 28mm and smaller. Cable stoppers, usually known as slips, are provided to hold the cable prior to letting go an anchor, or to act as preventers when the ship is riding on the brake of the cable holder, or to hold the cable temporarily so that the inboard part of the cable can be handled, or to house the anchor securely in the hawsepipe.
A Blake slip Fig l iv is a general purpose slip. Its primary use is holding the cable prior to letting go an anchor in the RN an anchor is always let go from the Blake slip. It can also be used as a preventer, or to hang the cable whilst working on its inboard part.
It is tested to half the proof load of the cable. The clench plate to which the Blake slip is secured is tested to 60 percent of the proof load of the cable. A Blake bottle screw slip Fig 2- 1 1 v differs from the Blake slip only in that a bottle screw is incorporated in the chain between the slip and the deck clench. The bottle screw enables the anchor to be hove close home in its hawsepipe when secured for sea. Test details are as for the Blake slip. A riding slip is a Blake slip, normally shackled to a deck clench on the upper deck between the navel pipe and cable holder.
It is put on the cable when the ship is at anchor or secured to a buoy, and acts as a preventer should the brake of the cable holder fail to hold the pull of the anchor. In some ships the riding slip is replaced with a compressor or guillotine. Cable Deck Fittings The fittings described below are used in conjunction with anchors and cables and associated gear. Navel Pipes Fig i. Navel pipes are fitted forward of the cable holder, or incorporated in the base of a windlass, for the passage of the anchor cables to and from the cable lockers.
Their upper ends stand proud of the deck to ensure smooth working of the cable and prevent wash deck water finding its way below. Bonnets Fig i. A bonnet is a fixed or portable cover for a navel pipe or compressor, to stop water from flooding the cable locker. The opening, which faces aft, is made reasonably watertight by a portable steel cover, slotted to slide down over one link of the cable. In ships fitted with a windlass the opening of the navel pipe at deck level is fitted with a steel plate or PVC cover.
Compressor Fig ii. Some ships with fixed bonnets have compressors fitted into the bonnets to take the place of riding slips. A compressor consists of a wedge of steel operated by a lever or handwheel; the wedge can be moved down across the mouth of the navel pipe until it nips a link of cable against the lip.
A portable cover fits over the mouth of the bonnet. Guillotine Fig iii. The guillotine, which can take the place of a riding slip or compressor in vessels fitted with a windlass, is commonly found in Merchant Navy ships, but is relatively rare in Royal Navy ships. Bullring Fig iv. In most destroyers and below, a bullring is fitted to give a fair lead for the head line, picking-up rope and ship-to-buoy bridle. Hawsepipes Fig v. A hawsepipe is a steel tube which houses the anchor in its stowed position or gives a lead for the cable during anchor work.
Most ships are fitted with port and starboard hawsepipes to house their bower anchors, but some have a third hawsepipe in the stem called a stem hawsepipe for giving a fairlead to the cable when the ship is secured to a buoy, or being towed. Ships fitted with a bow dome have a stem hawsepipe for the main anchor and a starboard bow hawsepipe for the sheet anchor. Cable washing sprayers are fitted in the hawsepipes of modern warships and grills are provided at the inboard end for the safety of personnel.
Fig shows a typical after capstan. A capstan in its simpler form has a barrel or rundle mounted on a vertical shaft which is driven by a hydraulic or electric motor and is used for working berthing lines and other ropes. The barrel is waisted, ie made smaller in diameter at its middle than at its top or bottom, with the object of checking the tendency of the turns of rope to work up or down and so form a riding turn as the capstan revolves.
Standing out at intervals from the barrel, and extending from top to bottom, are slight projections called whelps, which are cast with the barrel and help it to grip the rope.
The same rules apply for a riding turn on a capstan as for a warping drum. If the turns of rope are reluctant to slip towards the middle of the barrel, slight surging of the rope will usually induce them to do so. If surging has no effect upon the turns building up towards the top or bottom of the barrel then it is likely that too many turns have been taken round the barrel.
Onboard documentation must be checked to ascertain performance details of individual capstans. Combined Capstan and Cable Holder Fig A cable holder is designed solely for working cable and is an integral part of the capstan, which is mounted above the cable holder on the same shaft and is therefore driven by the same motor which can be either electric or hydraulic.
The cable holder consists of a sprocket with snugs to carry the links of cable. The sprocket can revolve freely on the shaft or be connected to its shaft by a dog clutch situated in the head of the sprocket. The capstan is mounted on a square-section shaft on which it can slide up or down. The head of the shaft is cut with a screw head which works in a nut fixed to the centre of an engagingidisengaging handwheel secured to the crown of the capstan, so that when the handwheel is revolved the capstan is raised or lowered on its shaft.
A number of dogs project at intervals round the bottom of the capstan barrel, and when the capstan is lowered on to the cable holder they engage in slots cut in the head of the cable holder sprocket, thereby locking the cable holder to the capstan. When the capstan is raised by turning the handwheel the dogs are disengaged from their slots thereby freeing the cable holder.
To connect the cable holder to the capstan the capstan motor is turned until the indicating mark on the bottom of the capstan barrel is in line with a corresponding mark on the head of the cable holder; the capstan is then lowered onto the cable holder by turning the handwheel on the crown of the capstan in the required direction, and the dogs then engage in their slots and lock the capstan and cable holder together.
Each cable holder is fitted with a simple band brake, which bears on the skirt of the sprocket and is operated by a handwheel. Rotation of the handwheel in a clockwise or counter clockwise direction applies or releases the brake at the cable holder sprocket Fig The motor of the combined capstan and cable holder is usually controlled either by a T-handle or a hand wheel. An emergency stop button is located close to the controls. Cable Holder Band-brake.
Fig The chief difference between a windlass and a combined capstan and cable holder is that the windlass is mounted on a horizontal shaft whereas the other is mounted on a vertical shaft. Although its primary function is to work the bower cables, the windlass is also fitted with warping drums for working hawsers. Most merchant ships are fitted with some form of windlass, but they are fitted in only smaller warships because their height above the deck obstructs ahead gunfire at low angles of elevation.
The motor of a windlass is usually situated directly abaft the windlass on the foc'sle deck, and for the normal requirement of anchor work both motor and windlass can be operated by one man. The shaft and warping drums are driven by the motor through gearing.
The two sprockets for taking the bower cables are mounted on the shaft outside the gear wheel, and are called gypsies; they are exactly similar to the sprocket of a cable holder, and the joining shackles must pass over them in the correct slew. Each gypsy can revolve freely on the shaft, or be clutched to the shaft.
To connect the gypsy to the shaft the motor is turned until the slots in the gypsy are in line with the dogs, and the wheel inside the warping drum is turned until the dogs engage in the gypsy, and the wheel is then locked.
To disengage the gypsy the brake is applied and the wheel turned in the other direction until the warping drum dogs are clear of the gypsy slots, and the wheel is then locked.
Each gypsy has a simple hand brake, operated by a handle. The windlass is operated either by a hand lever, or a T-handle inserted in a deck fitting. An emergency stop is provided. The motors of windlasses and combined capstan and cable holders are designed to heave in both bower anchors simultaneously.
A Typical Electric Windlass. Cable Deck Layouts In recent years the arrangement of anchor and cable equipment on the foc'sle of certain warships has been influenced by the introduction of bow dome sonars, and, in some cases, the need to reduce topweight. The various arrangements found throughout the Fleet are as follows:.
Traditional Layout of Frigates and Above. Fig shows the traditional arrangement of equipment on the foc'sle of frigates and above for working the anchors and cables. From each hawsepipe each cable leads aft to its cable holder, then forward to its navel pipe, and down this pipe to the cable locker.
The cable holders each have a capstan drum fitted above them and these are driven in either direction by the capstan engine which is fitted in the compartment below.
The capstan drums are permanently connected to the capstan engine but each cable holder can be mechanically connected to or disconnected from its capstan drum. Cable can be hove in or veered under power by connecting up its cable holder and setting the capstan engine in motion in the required direction; or cable can be allowed to run out freely by disconnecting its cable holder. When both cables are being worked, this arrangement enables both of them to be hove in or veered simultaneously; it also allows either cable to run out freely while the other is hove in or veered under power.
Each cable holder is fitted with a band brake, operated by a handwheel just abaft the cable holder. This brake controls the speed at which the cable is allowed to run out when the cable holder is disconnected; it also holds the cable holder fast when the ship is riding at anchor or made fast to a buoy.
The cable can be stoppered ie held temporarily or secured by means of the slips. Abaft each hawsepipe is the Blake screw slip, used for heaving the anchor close home in its hawsepipe. It may also be used as a preventer. Between the cable holder and the navel pipe is the riding slip which is put on the cable when the ship is at anchor, or secured to a buoy, and acts as a preventer should the brake of the cable holder fail to hold the pull of the cable.
A removable bonnet is clamped over each navel pipe to prevent water running down to the cable locker. Each cable is provided with two swivel pieces, one next to the anchor and one on the inboard end which is shackled to a cable clench at the bottom of the cable locker. The foc'sle deck is strengthened and protected beneath the cable run by a strip of steel plating called a scotsman. In the stem is a centreline or stem hawsepipe through which the bridles are led when the ship makes fast to a buoy.
Centre-line bollards are provided for use with tugs and for securing a second bridle when the ship is made fast to a buoy. Eyeplates are fitted at each side of the port and starboard hawsepipes. The anchor strop, which acts as a preventer when the anchor is home in the hawsepipe and secured by the screw slip, is shackled to these eyeplates. In some ships the navel pipe bonnets are fixed and have compressors fitted to them. When screwed down, the compressor nips a link of cable and acts as a preventer.
This obviates the need for riding slips. When anchoring or secured to a buoy, the ship rides by the cable-holder brake with the riding slip or compressor acting as a preventer. The Blake slip is put on slack as an additional preventer. Type 42 Destroyers.
Type 42 Destroyers are fitted with only one bower anchor, on the starboard side Fig 2- A spare anchor is supplied and is secured to the foc'sle screen.
From the hawsepipe the cable leads aft to one combined capstan and cable holder on the centreline and then for'ard to the navel pipe.
The cable then passes down to a self stowing cable locker which is constructed in the form of a circular trunk. The inner end of the cable is fitted to a swivel piece and secured to a cable clench at the bottom of the locker.
An anchor strop, a Blake bottle screw slip and a Blake slip are fitted between the hawsepipe and the cable holder, for working the chain cable.
No centreline bollards are fitted but an additional Blake slip is fitted just abaft the hawsepipe and slightly to port of the centreline. A bullring, to pass cable out over the bow, is fitted instead of a stem hawsepipe. Type 22 Batch 3 and Type 23 Frigates.
Type 23 and Type 22 batch 3 frigates are fitted with two bower anchors, one stowed in a centreline hawsepipe, and the other, for use only in an emergency and known as the sheet anchor, on the starboard side Fig Other arrangements are generally as described for the traditional layout, although a single cruciform bollard staghorn replaces the centreline bollards, compressors are fitted in lieu of riding slips, and a bullring is fitted in addition to the centreline hawsepipe.
Minor War Vessels. The foc'sle arrangement in these vessels is shown in Fig The capstans and cable holders are replaced by a windlass, which revolves on a horizontal shaft driven by a reversible electric engine situated just abaft it on the foc'sle deck. Two gypsies, which take the place of cable holders, are mounted on the shaft and each is provided with a band brake.
As with a cable holder, each gypsy can be connected to, or disconnected from, the shaft by a clutch. Warping drums, which take the place of a capstan, are keyed and usually clutched, one to each end of the shaft and revolve with it. A Blake slip is fitted as in the traditional foc'sle layout, and the anchor is hove hard home in the hawsepipe by a Blake bottle screw slip. The ship rides by the windlass brake, with the Blake slip on as a preventer, when anchored or secured to a buoy.
Merchant Ships. A merchant ship's anchor and cable arrangements are generally very similar to those of a minor war vessel equipped with a windlass, except guillotines replace the Blake slips. Anchor Strop. An anchor strop Fig v is used as an additional preventer when securing the anchor for sea; it consists of a wire strop rove through the ring of the anchor and shackled to an eyeplate on each side of, and just abaft, the hawsepipe.
Anchor Buoy. An anchor buoy is used when it is necessary to mark the position of the anchor when it is on the bottom; on such occasions it is streamed just before the anchor is let go.
It is particularly useful in crowded anchorages to enable other vessels to keep clear of your anchors and cables. A danbuoy float pellet, bearing the ship's name in 50mm black lettering, is suitable for the purpose, although any similar float may be used. One end of the buoyrope 4mm-8mm polyester or polyamide is suitable is bent to the float and the other end secured to the anchor ring. A floating line should not be used for a buoyrope as it may become a hazard to boats during low water.
The length of buoy rope must be sufficient to ensure the buoy will continue to watch at high water. A buoy is said to watch when it floats, and is not watching when carried under the surface by the stream or the rise of the tide. Deck Tackle. In the past a large tackle, known as the deck tackle, was carried by all surface warships as a means of weighing anchor if the combined capstan and cable holder broke down.
Modem warships are no longer provided with this equipment, and an alternative method of weighing the anchor using other available winches or forms of power must be devised by individual ships. In extreme circumstances the cable can be broken parted and slipped, having first attached an anchor buoy to the end. A bullrope sometimes called a heaving-out wire is a wire used in large ships for ranging cable, lighting cable through a stem hawsepipe or bullring, and adjusting the height and position of the end of a ship's bridle to enable it to be shackled to a buoy.
Made from 14mm SWR, the bullrope is fitted at one end with a wire grommet strop and a spring hook as described below for the picking-up rope. Cable Jack. A cable jack Fig is supplied to capital ships only.
It is a handspike mounted on a pedestal which functions as a fulcrum. It is used as a lever to lift up heavy cable so that, for example, the tongue of a slip can be passed under it. Picking-up Rope. A picking-up rope is a wire or polyester rope Fig which has a spring hook and a long steel wire rope grommet strop at one end to hold the buoy under foot so that the bridle may be shackled on; and a soft eye at the other end so that it can be used as a sliprope to take the weight off the bridle when unshackling.
To rig the picking-up rope as a slip rope the soft eye is rove through the buoy shackle then back inboard to a slip.
In practice the wire picking- up rope only is used as a slip rope. Ship's outfits are shown in Table In the near future it is likely that polyester picking-up ropes will become obsolescent, being replaced with an additional SWR version. The Rigging Warrant should be consulted for pattern numbers of the materials used and for the hooks and shackles jilted to picking-up ropes.
Braidline Ship-to-buoy Securing Bridle. These bridles enable ships fitted with a single anchor, and ships with bow domes, to secure to a buoy and still have the bower anchor available for letting go. They are also used by the Hong Kong Patrol Craft as a precaution against typhoons. The bridles are made of double braided polyamide, one end of which is fitted with a soft eye incorporating either a buoy securing shackle, or an adaptor piece to which a buoy securing shackle can be attached using a lugless joining shackle; the other end of the bridle is whipped and heat fused.
A sliding gaiter is fitted to protect the bridle from chafing at the bullring or fairlead. Two bridles are supplied to eligible ships as follows:. Bridles supplied to Type 23 frigates are fitted with an adaptor piece Pattern No This allows the attachment of a SWR pendant when the bridle is used for bow dome anchoring. Type 22 batch 3 frigates, currently supplied with bridles end fitted with a buoy securing shackle, are to request replacement bridles that conform to the Type 23 configuration when existing bridles become unserviceable.
Bridles should not be dragged over nonskid decks. They must be checked for damage before and after use, and the leather gaiter is to be in place to protect the bridle during use. Braidline ship-to-buoy bridle are not to be used when compass swinging.
Braidline Anchoring Bridle. This bridle Fig is used to enable ships with a fixed bow dome to avoid damaging the dome with the cable when the ship is at anchor. It consists of the braidline ship-to-buoy securing bridle, modified with a 28mm x 7m SWR pendant with a hard eye in each end, one end of which is shackled to the braidline bridle with the buoy securing shackle or a lugless joining shackle if the bridle is end fitted with an adaptor piece, and the other end, after the ship has anchored, to a bight of the cable using a joggle shackle.
Cable is then veered, and weight transferred to the bridle. Detailed drill procedures are given later in this chapter. BR 1 , Working, Handling, Survey and Repair of Anchors, Cables and Associated Equipment, is the authoritative publication regarding the testing, survey and marking of anchors, cables and associated equipment; the Maintenance Management in Ships system MMS is also a source of information.
The following data provides a broad outline of the rules for ships in commission. Requirement to Test. Equipment is tested to a proof load on manufacture, or after repair, or as the result of a survey. There is no requirement to test periodically.
Survey Periodicity. The strength of cables may eventually decrease through wear, corrosion or fatigue. Fatigue is caused chiefly by the battering to which the cable is subjected when running out through the hawsepipe and the navel pipe, and when being hove in under strain. Equipment is therefore surveyed periodically. The survey should bring to light any deterioration caused by wear or corrosion, and should detect any flaw or crack in a link.
The survey also provides an opportunity for rectifying minor defects, cleaning and overhauling joining shackles, and transposing the harder worked lengths with others so that the whole cable will wear evenly. Web icon An illustration of a computer application window Wayback Machine Texts icon An illustration of an open book.
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Views 1, Downloads File size 19MB. Cahyono, M. Sc, Ph. The purpose of this book is to provide the Seaman Specialist with detailed information on all aspects of seamanship appertaining to the Royal Navy. It is also a source of information on seamanship matters for officers and ratings of other branches. Other publications referred to within this book are not available outside the Ministry of Defence.
Users wishing to comment on, or propose changes to, the contents of this publication should use a duplicate of the form overleaf, copies of which are to be forwarded to the addresses shown on page ii. Originating Dept Terms Relating to a Ship - Parts of a Ship.
Terms Defining Position and Direction in a Ship.
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