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Anchor windlass

An anchor windlass is a mechanical device installed on ships to raise and lower heavy anchors by winding or unwinding the attached chain or rode, significantly reducing the physical effort required compared to manual methods.^[1]^[2]^[3] The windlass concept traces its origins to ancient Greece, where the scientist Archimedes invented an early form of the device in the 3rd century BCE, initially for tasks such as drawing water from wells or lifting loads using a combination of gears and pulleys.^[1] Over centuries, this evolved into specialized anchor-handling equipment on vessels, with horizontal designs becoming standard for maritime anchoring by the 19th century to manage increasingly heavier anchors and chains as shipbuilding advanced.^[1]^[4] Modern anchor windlasses are typically powered by electric or hydraulic motors and feature components such as a chain wheel, gypsy (for gripping the chain), and brakes to control the anchor's descent and ascent.^[2]^[3] They come in types like single windlasses for smaller vessels, split configurations for larger ships handling port and starboard anchors separately, and vertical or horizontal orientations depending on deck space and maintenance needs.^[1]^[3] These devices are positioned on the forecastle or in dedicated chambers, often incorporating safety features like overload clutches and pawl systems to prevent chain slippage or overload during operations.^[2]^[1] In operation, the windlass uses reduction gears to generate high torque at low speeds (typically 5–10 RPM for hydraulic models), allowing precise control over anchoring in various conditions, from free-fall lowering to powered retrieval, which is crucial for vessel stability and crew safety.^[2] Regular maintenance, including checks on brakes (rated up to 80% of chain breaking strength) and corrosion prevention, ensures reliability, especially in harsh marine environments.^[2]

History

Early Developments

The anchor windlass traces its origins to ancient Mediterranean maritime practices, where early sailors developed simple lever-based mechanisms around the 3rd century BCE to facilitate the raising of heavy anchors on vessels. The Greek scientist Archimedes is credited with inventing the windlass, a horizontal winch featuring a cylinder rotated by handles or spokes, which allowed for the efficient lifting of substantial loads with reduced human effort compared to direct hauling.^[5]^[1] This device, documented in use as early as the 5th century BCE, represented a key advancement in mechanical advantage for seafaring, enabling ships to manage anchoring operations more effectively in varied conditions.^[6] Precursors to the modern capstan emerged as manual wooden windlasses, characterized by a central barrel with protruding spokes gripped by crew members to push or pull collectively, thereby winding in anchor ropes or chains. These rudimentary systems were integral to early merchant ships, where teams of sailors or oarsmen operated them to retrieve anchors weighing hundreds of pounds without reliance on engines or sails alone.^[6]^[7] A notable aspect of these early systems is the origin of nautical terminology, such as "bitter end," which refers to the inboard extremity of the anchor cable secured to the bitts—vertical posts on the deck of early sailing vessels that prevented the line from fully running out.^[8]^[9] This term, first recorded in 17th-century maritime lexicons but rooted in practices from the Age of Sail, underscored the critical role of secure fastening in manual anchor handling on galleys and merchant craft.^[8] These pre-industrial designs, reliant on human power, were essential for the operational efficiency of ancient fleets, paving the way for subsequent mechanical enhancements.

Evolution to Modern Designs

The transition from manual to powered anchor windlasses marked a significant advancement in maritime technology during the mid-19th century, driven by the needs of larger vessels and ironclad warships. Steam-powered windlasses were introduced around the 1850s, with British engineer Robert David Napier developing the Napier windlass, a steam-driven device that facilitated efficient anchor handling on early iron-hulled ships. These systems replaced labor-intensive capstans, reducing crew requirements and enabling faster operations on warships like those built during the Crimean War era.^[10] By the early 20th century, the shift to electric motors began, enhancing reliability and ease of use on naval vessels. The U.S. Navy installed some of the first electric anchor windlasses around 1910, transitioning from steam to integrate with emerging electrical systems on battleships such as the Mississippi-class, which initially retained steam but paved the way for electrification. This change allowed for more precise control and reduced maintenance compared to steam engines, aligning with the broader electrification of shipboard machinery.^[11] Post-World War II developments focused on hydraulic systems for handling the demands of massive commercial ships, enabling remote operation from the bridge and seamless integration with automated controls. Hydraulic windlasses became standard on larger vessels by the 1950s, offering superior torque for heavy anchors and improved safety through fail-safe brakes. This era saw innovations like variable speed controls, which optimized performance during anchoring in varied sea conditions.^[12] Since the 1980s, modern designs have incorporated split-drum configurations for port and starboard anchors, particularly on supertankers and cruise ships, allowing independent operation and accommodation of both chain and synthetic lines. These systems often include self-tensioning features, such as automatic chain stoppers and load sensors, to maintain optimal tension without constant manual adjustment, enhancing efficiency on vessels exceeding 200,000 gross tons.^[1]

Types and Configurations

Horizontal Windlasses

Horizontal anchor windlasses feature a design where the gearbox and motor are mounted entirely above the deck, allowing for straightforward operation and visibility during use. This configuration typically includes dual horizontal wheels, or gypsies, positioned to handle chain from both port and starboard anchors simultaneously, facilitating efficient management in dual-anchor setups common on vessels with bow roller arrangements. The horizontal orientation ensures that the chain engages the gypsy at a 90-degree angle, promoting smooth feeding without excessive wrapping.^[13]^[14]^[15] One key advantage of this setup is the enhanced accessibility for maintenance, as all components are exposed above deck, enabling quick inspections and repairs without needing to access below-deck spaces. Their compact footprint makes them particularly suitable for smaller vessels, such as yachts and fishing boats, where space constraints limit the use of bulkier systems. In contrast to vertical designs, horizontal windlasses require no below-deck mounting, simplifying their integration on boats with shallow chain lockers.^[14]^[15]^[16] These windlasses are commonly applied on recreational boats and mid-sized commercial ships, where their above-deck placement aligns well with chain lockers positioned directly below the installation site to minimize rode fall and prevent jamming. Manufacturers like Maxwell and Lewmar produce models tailored for vessels ranging from 6 to 30 meters, emphasizing reliability for frequent anchoring in coastal or short-range operations.^[16]^[14]^[3] Installation of horizontal windlasses often involves surface mounting directly onto the deck plating, secured with bolts for stability, which allows for easy replacement or upgrades. Proper alignment with the hawsepipe is essential to ensure smooth chain feed, typically requiring a minimum 12-inch drop from the gypsy to the locker to accommodate chain or rope rodes without binding. This integration supports their use in compact deck layouts, though it demands precise positioning to avoid interference with other deck hardware.^[14]^[13]^[3]

Vertical Capstans

Vertical capstans, also known as vertical shaft windlasses, utilize a vertical shaft configuration where the motor and gearbox are positioned below deck, exposing only the capstan head above the surface for operation. This setup incorporates wildcats to engage anchor chain links and a disengageable capstan drum for handling lines or wire, enabling versatile chain retrieval and auxiliary pulling tasks. The design facilitates multi-directional operation through the central capstan head, which rotates to accommodate various load angles without restricting movement to fore-and-aft directions.^[17]^[1] Key advantages of vertical capstans include their space-efficient footprint on deck, which minimizes obstruction on larger vessels, and the protection of sensitive mechanical components from environmental exposure by housing the motor and gearbox below deck. Additionally, the capstan drum supports warping functions, such as mooring line handling, enhancing overall utility during docking and anchoring maneuvers. These features contribute to reduced maintenance needs and improved durability in harsh marine conditions.^[1]^[3] Vertical capstans are typically applied on large commercial and naval vessels, including supertankers, cruise ships, and combatant naval ships, where they are often installed in dedicated windlass rooms to enable centralized control and high-load operations. In these environments, the system's robust construction handles heavy anchors and extended chain lengths efficiently, supporting precise maneuvering in ports or open water.^[17] Installation of vertical capstans emphasizes below-deck integration for the drive components, with the capstan head mounted to allow flexible pull angles up to 360 degrees via the rotating drum, accommodating lines from any direction. Chain is guided through deck fairleads to direct it into anchor lockers, ensuring smooth retrieval and storage while preventing tangles or misalignment during use.^[1]^[18]

Components

Chain Handling Devices

The gypsy is a toothed wheel integral to the anchor windlass, featuring precisely machined pockets that conform to the dimensions of anchor chain links, enabling secure gripping and rotation of the chain without slippage during retrieval or deployment.^[19] These pockets are calibrated to match standardized chain profiles, such as those defined in ISO 4565:1986, which specifies nominal diameters from 6 mm to 12 mm, a pitch of 3 times the diameter, and tolerances ensuring compatibility with windlass systems for small craft.^[20] This design allows the gypsy to engage the chain's links effectively, providing controlled movement while minimizing wear on both the chain and the windlass components.^[21] The wildcat serves a similar role to the gypsy but is adapted for handling mixed anchor rodes consisting of chain and rope, featuring a segmented construction where the toothed section for chain engagement can include removable or interchangeable elements to facilitate smooth transitions to rope portions.^[22] This configuration prevents jamming at the chain-to-rope splice, allowing the windlass to manage combination rodes commonly used in recreational and smaller commercial vessels.^[1] Gypsies and wildcats are typically constructed from durable materials such as cast steel or bronze to withstand the abrasive forces of chain interaction and corrosive marine environments, with cast steel providing a surface hardness of approximately 150 HB for enhanced longevity.^[23] Sizing is determined by the anchor chain diameter, ranging from 16 mm to 114 mm for merchant ships, ensuring the pockets align precisely with link dimensions to avoid slippage or damage.^[24] Bronze variants, often chrome-plated, offer additional corrosion resistance for prolonged exposure in saltwater conditions.^[25] These devices are mounted directly on the windlass drum or shaft, positioned to engage the chain as it emerges from the hawsepipe and directs it toward the chain locker below deck, ensuring seamless integration within the overall anchoring system for efficient chain management.^[1]

Anchor Connections

The anchor connections in an anchor windlass system encompass the physical interfaces that link the windlass to the anchor, ensuring secure handling and load transfer. Central to this are the bitts, which serve as robust vertical deck fittings, often installed in pairs on the port and starboard sides, designed to secure the bitter end—the inboard termination—of the anchor chain or cable. By cleating the chain around these posts, the bitts prevent unintended payout of the rode when the windlass is disengaged, maintaining vessel stability during anchoring operations.^[26]^[27] Stud-link anchor chains predominate in these connections due to their enhanced durability and resistance to kinking, featuring a central stud in each link that boosts tensile strength. Classification societies approve Grade 3 chains, produced from alloy steel with post-manufacture heat treatment, for their superior breaking loads compared to Grade 2 variants, making them ideal for large vessels under high loads. Each chain segment, termed a shot or shackle, spans 27.5 meters (15 fathoms or 90 feet), with total lengths per anchor typically comprising 12 to 13 shackles on cargo ships to provide adequate scope for secure holding.^[28]^[29] Connection methods involve shackling the chain's outboard end to the anchor's shank ring using a specialized anchor shackle, while the chain leads aft to engage the windlass gypsy for raising and lowering, routing forward through the hawsepipe—a deck-mounted pipe that guides the rode to the anchor. On smaller vessels, synthetic rope rodes, such as nylon or polyester, may substitute for chain, connected similarly but offering greater elasticity at the cost of abrasion resistance. The chain briefly references gypsy engagement for propulsion but focuses on static linkages here.^[30]^[29] Load distribution relies on bitts engineered to bear the complete suspended weight of the anchor and rode, alleviating stress on the windlass during prolonged mooring or emergency stops. For large ships, this capacity accommodates anchors weighing up to 30 tons, as seen in supertankers, ensuring the fittings withstand dynamic forces without deformation.^[31]^[32]

Auxiliary Mechanisms

Auxiliary mechanisms in anchor windlasses include several supporting devices essential for safe operation, load control, and securing the chain or rode during anchoring and mooring activities. These components work in tandem with the primary chain-handling elements to prevent accidents such as chain runaway or unintended anchor drop, ensuring the system's reliability under heavy loads. Brake systems are critical for holding the anchor load when the windlass is disengaged from its power source, thereby preventing uncontrolled chain descent. Modern windlasses commonly employ band brakes, which consist of a flexible band that tightens around the drum or shaft to create friction and arrest motion, capable of supporting loads up to 40 tonnes for chains of 32 mm diameter. Disc brakes, an alternative design, use caliper-like mechanisms to clamp onto a rotating disc, offering precise control and rapid engagement for dynamic stopping during deployment or retrieval. These brakes transfer torsional loads to the vessel's structure, with manual override options available for emergency situations.^[33] The pawl mechanism functions as a ratchet-like safety stop that engages with the gypsy's teeth to lock the chain in position during operational pauses, restraining the rode and preventing backslip under tension. Typically, the pawl bar grips an anchor link directly, serving as a secondary restraint that can be released only after relieving tension from the chain wheel. In emergency scenarios, such as power loss, the riding pawl in the riding chock catches chain links to halt movement abruptly.^[1]^[34] Devil's claws provide an additional securing method, acting as hook-shaped chain stoppers clamped onto specific links near the hawsepipe to transfer the anchor's load from the windlass directly to the deck structure. This device, often equipped with a turnbuckle for tension adjustment, holds the chain securely during extended anchoring periods or when the vessel is underway, relieving stress on the windlass components. Unlike pawls, devil's claws cannot be disengaged under load and are positioned to guide the chain while distributing forces evenly across the deck fittings.^[34]^[1] The warping head, a smooth cylindrical drum integrated into the windlass assembly, facilitates rope handling for mooring operations, distinct from the gypsy's chain-specific functions. It allows multiple turns of synthetic or natural fiber lines to be wound around its surface for tensioning and control during docking or undocking, providing mechanical advantage without damaging the ropes. This component enhances the windlass's versatility for non-anchoring tasks, such as securing bow or stern lines.^[35]

Operation

Raising and Lowering Procedures

Before operating an anchor windlass, thorough preparation is essential to ensure safe and efficient deployment or retrieval of the anchor. Clear the deck of any obstructions such as lines, fenders, or personnel to prevent entanglement or injury during chain movement. Check the chain locker for adequate space to accommodate the incoming chain without overflow, which could jam the gypsy or cause flooding risks; the locker should be at least 12 inches deep from the deck to the top of the heaped chain pile. Engage the gypsy by tightening the clutch mechanism, such as a wingnut or nut, until resistance is felt to securely grip the chain links, and disengage the brake by loosening the handwheel or clutch to allow free rotation. Additionally, verify that the circuit breaker is on, batteries are charged, and the chain stopper or pawl is disengaged to permit smooth operation.^[36]^[37]^[1] The raising procedure begins with powering the windlass to rotate the gypsy and retrieve the chain. Start the vessel's engine to assist by slowly motoring toward the anchor position, reducing load on the windlass, and activate the "up" control—either a remote button or footswitch—to engage the electric or hydraulic motor. Monitor chain tension through visual indicators like chain markers or tension gauges, stopping intermittently to avoid overloading the system or damaging the bow roller; retrieve the final meter of chain slowly to prevent the anchor from slamming into fittings. Once the anchor breaks free, continue until it reaches the hawsepipe, then secure the chain with the pawl to prevent backsliding during operation, followed by the chain stopper or Devil's Claw upon full retrieval to maintain control. After full retrieval, engage the chain stopper, disengage the gypsy if needed, and stow the anchor securely in its roller or pulpit.^[1]^[36]^[37] Lowering the anchor involves a controlled release to achieve the desired scope, typically a 5:1 ratio of chain length to water depth for optimal holding power in moderate conditions. Position the vessel bow into the wind or current, disengage the brake and chain stopper or pawl, and activate the "down" control to power out the chain slowly, using short bursts to maintain control and prevent pile-up in the locker. The brake or clutch modulates the payout speed, allowing gradual deployment; for free-fall on equipped models, loosen the clutch fully after initial payout but monitor to avoid excessive speed. Once the desired scope is reached—calculated from depth soundings and marked chain links—stop the windlass, set the anchor by reversing briefly, and secure the chain with a snubber, chain hook, or stopper to transfer load from the windlass. Re-engage the brake and gypsy, then turn off the power source.^[38]^[36]^[37]^[39] In emergencies, such as power failure on unpowered or auxiliary vessels, manual fallback methods allow continued operation using integrated levers or handles. Insert a crank handle into the windlass's emergency wheel or spigot on the chainwheel, then alternate forward and backward motions to rotate the gypsy and raise or lower the chain incrementally; for lowering, disengage the pawl and control descent with the brake lever. On some designs, a separate winch handle can engage the clutch for added leverage. These methods are slower and labor-intensive, suitable only for short distances or until primary power is restored, and require engaging the pawl periodically to secure progress.^[1]^[36]^[37]

Power Sources and Controls

Anchor windlasses commonly employ electric motors as their primary power source, particularly 3-phase AC motors rated between 5 and 50 kW for commercial and larger recreational vessels, enabling efficient operation under varying loads.^[40] These motors, often configured at 208V or 400V, drive the windlass through integrated gearboxes, providing reliable torque for chain retrieval on boats up to 90 meters in length.^[40] Deck-level control is typically achieved via foot switches or wireless remote joysticks, allowing hands-free operation during anchoring maneuvers.^[41] Hydraulic drives are favored for high-torque applications on large ships, where pump-driven systems deliver pressures of 50 to 230 bar and flow rates up to 80 liters per minute, often integrated directly with the vessel's central hydraulic network for seamless power sharing with other deck machinery.^[40] This setup ensures consistent performance in demanding conditions, such as heavy anchor weights exceeding several tons, by converting hydraulic fluid energy into rotational force via dedicated motors.^[1] Manual options, suited for smaller boats under 15 meters, utilize hand-cranked gears with reduction ratios typically ranging from 1:10 to 1:20, multiplying user input to handle loads up to 500 kg without electrical dependency.^[42] These systems incorporate simple lever mechanisms for emergency or low-power scenarios, ensuring accessibility on vessels without complex power infrastructure.^[43] Control features enhance operational safety and precision across all power types, including overload sensors that monitor motor current or hydraulic pressure to prevent damage from excessive loads, often tripping at 150-200% of rated capacity.^[44] Auto-stop functions, integrated via chain counters or rode sensors, halt retrieval upon reaching a preset length, typically accurate to within 0.5 meters.^[45] On larger vessels, bridge interlocks synchronize windlass controls with the ship's navigation systems, requiring operator authorization to engage and incorporating tension monitoring for coordinated mooring.^[46]

Mechanics and Principles

Mechanical Advantage

The mechanical advantage in an anchor windlass is fundamentally provided by gear reductions that multiply the input torque, enabling the lifting of heavy anchors with loads up to 20 tons or more. These reductions typically employ gear ratios ranging from 50:1 to 75:1, where the output torque at the drum is amplified relative to the input from a motor or manual crank, balancing speed and power for efficient operation.^[47]^[48] This amplification allows smaller power sources to overcome the substantial gravitational and frictional forces encountered in anchor handling. A key aspect of this advantage involves frictional effects governed by the capstan equation, T_\text{load} = T_\text{hold} \cdot e^{\mu \phi}, which relates the load tension (T_\text{load}) to the holding tension (T_\text{hold}) through the coefficient of friction (\mu = 0.5 for steel chain on steel gypsy, per classification society standards) and the wrap angle (\phi) in radians.^[49]^[50]^[51] The equation arises from analyzing the drum as a series of infinitesimal contact elements, where frictional shear forces cause tension to build exponentially around the circumference, permitting a modest holding force to restrain or control a significantly larger load without slippage.^[49] In practice, this combination of gearing and frictional mechanics ensures that operators or automated systems can manage anchor weights with reduced effort, enhancing control during deployment and retrieval while minimizing strain on components.^[47]

Load Management

Load management in anchor windlasses focuses on monitoring, distributing, and limiting forces to ensure safe operation without exceeding equipment capacities. Tension monitoring is achieved through chain sensors or load cells integrated into the windlass system, which measure real-time loads on the anchor chain. These sensors, such as those employed in anchor winch monitoring systems, provide accurate data on chain tension, payout length, and speed to operators in control rooms or locally at the windlass.^[52] Systems like those from LCM Systems use load pins or tension links for chain applications, enabling precise force assessment during heaving or veering.^[53] Optimal scope adjustment plays a key role in load distribution by paying out sufficient chain length to minimize vertical pull on the windlass, thereby sharing the holding forces between the windlass and the seabed anchorage. According to ABS guidelines for deepwater anchoring, a scope ratio of 3 to 4 is recommended for water depths up to 120 meters under typical environmental conditions, such as winds of 14 m/s and currents of 1.54 m/s, which reduces the catenary angle and eases the load on the windlass during retrieval.^[54] This adjustment prevents excessive strain by leveraging the chain's horizontal component to assist in holding. Overload prevention mechanisms, including slip couplings or hydraulic relief valves, automatically disengage or limit torque when loads exceed safe thresholds, protecting the windlass from damage. Classification society standards, such as those from ABS, require windlasses to handle a short-term overload of at least 1.5 times the continuous duty pull for a minimum of 2 minutes, with protective devices ensuring compliance during peak operations.^[54] Similarly, Bureau Veritas rules specify this 1.5 times factor for temporary pulls.^[51] On large vessels, multi-anchor coordination involves split windlasses or dual systems to balance loads between port and starboard anchors, preventing uneven stress on the hull or deck structure. ABS requirements mandate that windlasses support heaving in either chain independently, with two bower anchors ready for simultaneous or sequential use to maintain stability during mooring or anchoring maneuvers.^[54] This coordination ensures distributed forces, particularly in dynamic conditions where one anchor may experience higher tension.

Safety and Maintenance

Common Hazards and Precautions

Operating an anchor windlass involves several inherent hazards that can lead to equipment failure or personal injury if not properly managed. One primary risk is chain snapping or parting due to overload, which occurs when the windlass is subjected to excessive tension from a fouled anchor, strong currents, or winds exceeding the system's capacity, potentially causing the chain to whip violently and strike personnel or damage the vessel.^[55]^[44] Pinch points around the gypsy, chain, and moving parts present another danger, where fingers, clothing, or limbs can become caught, leading to crushing injuries during raising or lowering operations.^[56] Electrical faults, such as circuit breaker trips from motor overload or wiring failures, can result in uncontrolled chain descent if brakes fail, exacerbating risks in rough seas.^[57]^[58] To mitigate these hazards, operators must adhere to strict precautions during windlass use. Personal protective equipment (PPE) is mandatory, including gloves to prevent rope burns or cuts and safety glasses to shield against flying debris; helmets may also be required in high-risk shipyard environments to protect against falling objects.^[59]^[56] Establishing clear exclusion zones around the windlass ensures no personnel or loose gear are within reach of moving parts, with all workers and equipment cleared before activation.^[56]^[60] Pre-use operational checks, such as verifying chain condition for visible wear and confirming power supply integrity without full disassembly, help identify immediate risks before engagement.^[3] Environmental factors, particularly exposure to saltwater, accelerate corrosion on windlass components and chains, weakening metal through galvanic action and promoting microbial growth in chain lockers, which can lead to sudden failures during critical operations.^[1]^[61] These risks are mitigated by applying galvanizing coatings to chains and steel parts for sacrificial protection against rust, or installing cathodic protection systems like sacrificial anodes on the hull and windlass to shift corrosion away from vital components.^[62]^[63] Routine rinsing with fresh water after saltwater exposure further preserves integrity, though this ties into broader maintenance practices.^[61] In emergencies, such as power loss or jamming, windlasses are equipped with manual override mechanisms, including hand cranks or torque limiters that allow operators to disengage the gypsy and retrieve the chain manually without relying on electric or hydraulic power.^[1]^[39] For severely jammed systems where retrieval is impossible, abandon protocols involve using manual tools such as bolt cutters or hacksaws to sever the rode and prevent vessel drift into hazards, or slipping the chain using safety releases if equipped, followed by immediate communication to the bridge for repositioning.^[61]^[60]^[64]

Inspection and Upkeep

Regular inspection and upkeep of an anchor windlass are essential to ensure operational reliability, prevent mechanical failures, and extend service life, particularly in harsh marine environments. Daily checks form the foundation of maintenance routines, focusing on visual and functional assessments to identify early signs of wear or malfunction. Operators should inspect the windlass for external damage, such as cracks in the housing or deformation in moving parts, and verify the condition of the chain or rope for wear, including elongated links or fraying that could indicate excessive stress.^[65]^[66] Lubrication is a critical daily or pre-use task, involving the application of appropriate grease to gears, gypsies (chain wheels), bearings, and sliding components to reduce friction and protect against saltwater corrosion; for hydraulic models, this includes checking oil levels and quality to prevent overheating of the motor or pump.^[65]^[66]^[67] Periodic maintenance builds on these daily practices with more thorough interventions scheduled at intervals based on usage and manufacturer guidelines. Weekly lubrication of plain bearings and gear teeth via grease nipples helps maintain smooth operation, while monthly or quarterly inspections should cover brake linings for thickness and even wear, hydraulic valves and piping for leaks, and couplings for corrosion, often applying anti-corrosive tape as needed.^[66] Annually, the windlass requires disassembly for bearing replacement, gear inspection (ensuring at least 70% contact area), and alignment verification to manufacturer specifications, which may involve adjusting clearances and tightening bolts to prevent misalignment-induced failures.^[66] Every three years, a full transmission disassembly allows for seal checks, oil changes, and filter cleaning to address accumulated contaminants.^[65] Corrosion control is particularly vital for windlasses exposed to saltwater, with horizontal models being more susceptible due to their deck-mounted design and constant exposure. Routines include regular cleaning with fresh water to remove salt buildup, followed by rust removal using a soft brush or degreaser on affected areas like the gearbox, motor, and chain path; touch-up painting with marine-grade coatings should follow to restore protective barriers.^[65]^[68] For added protection, apply specialized corrosion inhibitors to fasteners and electrical connections after cleaning.^[67]^[68] Effective record-keeping supports compliance and proactive upkeep by documenting all inspections, repairs, and load histories. Vessel operators must maintain logbooks detailing maintenance activities, including dates, findings (e.g., wear measurements or oil samples), and corrective actions, in accordance with International Maritime Organization (IMO) guidelines under the International Safety Management (ISM) Code and SOLAS Chapter II-1 requirements for machinery maintenance.^[69]^[70] These records, often verified during port state control inspections, also include retention of certificates for the windlass, chain specifications, and test results to ensure traceability and regulatory adherence.^[65]

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A Deep Dive Into Anchor Windlass Braking Systems With Muir's Max ...
May 12, 2025 · If the devil's claw was engaged, release it. Next, loosen the brake band by turning the brake handle anti-clockwise. Then, release the load ...Missing: head | Show results with:head
[34]
FM 55-501 CHAPTER 21 - GlobalSecurity.org
The devil's claw is put on a link of the anchor chain, and the turnbuckle is set up, acting as a permanent stopper. Slack off anchor chain stopper (Figure 21-16) ...Missing: warping | Show results with:warping
[35]
The Anchor Windlass - SS Explorer
The Explorer's anchor windlass is a piece of machinery designed for anchor and line handling. The anchor windlass is powered by steam which is fed into two ...
[36]
None
### Step-by-Step Procedures for Raising and Lowering the Anchor Using the Lofrans Titan Windlass
[37]
None
### Summary of Windlass Operating Procedures (1000 & 1500 Windlass Manual)
[38]
https://www.anchoring.com/blogs/anchoring/anchoring-your-boat-all-about-scope
[39]
https://www.mantusmarine.com/mantus-anchor-knowledgebase/windlasses/
[40]
[PDF] Lewmar Boating & Marine Equipment Guide - CARiD.com
Lewmar's CPX0 anchor windlass is aimed at the ever increasing number ... □ DC motors from 3–15 kW. □ Multi motor combinations. □ 3 phase AC versions up to 15kW.
[41]
Muir Windlass, Parts, Kits, and Capstans - Imtra
Muir manufactures a range of horizontal and vertical windlasses to fit vessels from 16'-105' in length. Created with the finest-quality, marine-grade materials ...
[42]
3000 Manual | PDF | Anchor | Electrical Wiring - Scribd
This document provides installation and service instructions for Anchor Windlass ... gearbox (7:1 reduction ratio). The Motor/Gearbox is not self-sustaining and ...
[43]
https://www.etrailer.com/faq-hand-winches.aspx
[44]
https://www.lippert.com/blog/how-to-choose-an-anchor-windlass
[45]
Learn Windlass From Best Marine Windlass Supplier in China
Generally, horizontal windlass are used in general ships; the sprocket shaft of vertical windlass is perpendicular to the horizontal plane, as shown in Figure 3 ...
[46]
[PDF] Requirements for Position Mooring Systems
Jul 1, 2022 · ○ ABS ... Means are to be provided at the individual winch or windlass control positions to monitor anchor line tension, winch or windlass power ...
[47]
Technical Information on Lofrans Anchor Windlasses
Our gearbox at high mechanical efficiency are designed and made for marine use. The ratio from 1/50 up to 1/75 is the right compromise between performance and ...
[48]
Anchor and Mooring Winches | PALFINGER MARINE
PALFINGER anchor windlass winches are designed for up to 160 mm chains with a wide range of drive options available.
[49]
[PDF] Capstan as a Mechanical Amplifier - Ohio University
With both states of friction, the generalized capstan equation (Attaway 1999) determines the tension in both ends of the rope. The capstan equation is shown in ...Missing: windlass | Show results with:windlass
[50]
Friction - Coefficients for Common Materials and Surfaces
Find friction coefficients for various material combinations, including static and kinetic friction values. Useful for engineering, physics, and mechanical ...
[51]
Anchor Windlass Monitoring
Our Anchor Winch Monitoring Systems can be utilised to monitor most winch types. The Systems are primarily used to monitor anchor chain. Tension, Length and ...
[52]
Wire, Rope or Chain Winch Tension Monitoring & Control
LCM Systems winch tension monitoring and control systems have been designed to deliver critical information that is required for safe winch operation.Missing: dynamometers | Show results with:dynamometers
[53]
[PDF] Deep Water Anchoring for Oil Tankers and Bulk Carriers (DWA)
Sep 1, 2021 · This Guide specifies the ABS requirements and criteria for obtaining the optional class notation Deep. Water Anchoring (DWA). Included within ...
[54]
[PDF] ANCHOR WINDLASSES AND CHAIN STOPPERS - eRules
Apr 5, 2025 · 1 A windlass brake is to be provided with sufficient capacity (holding load HL) to stop the anchor and the chain cable when paying out, and ...
[55]
Hazards during anchoring for extended periods - SAFETY4SEA
Jul 26, 2023 · When the vessel is expected to remain at anchorage for a long period then this may cause the anchor or its chain to get fouled or to be dragged.
[56]
eTool : Shipyard Employment - General Requirements - Machinery and Piping Systems | Occupational Safety and Health Administration
### Hazards and Safety Precautions for Anchor Windlasses, Chains, and Winches
[57]
https://www.p2marine.com/windlass-troubleshooting
[58]
Troubleshooting Common Anchor Windlass Issues
Jan 11, 2024 · Common windlass issues include rode not moving (clutch/gears), no power (electrical/solenoid), clunking (tangle), and one-way operation (stuck ...Missing: chain points
[59]
Manual Anchor Windlass on a Boat: How to Operate and Maintain It
Jul 28, 2025 · Before operating the manual windlass, make sure to wear protective gear such as gloves and safety glasses. This will protect your hands from ...
[60]
Windlass Safety Tips
### Windlass Safety Tips, Devices, and Hazards
[61]
[PDF] ANCHOR WINDLASS - South Pacific
Emergency manual retrieval: For W700 and W1100 without capstan: If there is a power failure or unit failure, you can remove the gypsy cover and ...<|control11|><|separator|>
[62]
https://www.belmontmetals.com/cathodic-protection-processes-prevent-sea-salt-related-corrosion/
[63]
Sacrificial Anodes vs ICCP for Ship Corrosion Protection
How sacrificial anodes and ICCP systems prevent ship corrosion in hulls, propellers, and ballast tanks. Key differences, costs, and regulations explained.Sacrificial Anodes Vs Iccp... · Preserving Ship Structures · Iccp - Active Protection
[64]
Daily Inspection and Maintenance of Anchor Windlass - OUCO
Sep 16, 2022 · In daily use, you need to check the hydraulic oil and the overheating motor. Checking the quality of hydraulic fluid can be a good way to protect hydraulic ...What should be paid attention... · How often should you check...
[65]
Important Points For Windlass Maintenance On Ships - weitong marine
A weekly schedule for windlass should involve lubricating all the plain bearings through the grease nipples and the gear teeth. Monthly or quarterly checks ...Missing: daily | Show results with:daily
[66]
Windlass Maintenance | BoatUS
STEP 1. Secure anchor to a cleat with chain hook or other means, leaving it free from windlass and out of the way. Use large nail or Phillips-head screwdriver ...Missing: precautions | Show results with:precautions
[67]
Windlass wisdom - Maintenance and Installation Guidelines - Vetus
Check and remove rust buildup. Remove any corrosion that has built up. Clean the affected areas and touch up the paint if needed. This is particularly important ...Missing: control | Show results with:control
[68]
[PDF] Onboard Routine Maintenance Check Sheet
This check sheet is provided to owners to use in drafting and refining their own operation and maintenance procedures. ... Has the anchor windlass been checked ...
[69]
[PDF] SHIP MAINTENANCE CHECKLIST - IR Class
2.4. SOLAS III / 20.6. Test of general emergency alarm. Page 15. Ship Maintenance Checklist ... Windlass. MONTHLY. All vessels. Page 37. Ship Maintenance ...