AKRON RISK ASSESSMENT R/A NO : 101

TYPE OF ACTIVITY: ROUTINE / NON- DESCRIPTION OF ACTIVITY : ANCHORING AND WEIGHING ANCHOR
ROUTINE

RISK ASSESSMENT GUIDE : RISK MUST BE REDUCED TO AS LOW AS REASONABLY PRACTICABLE (ALARP)
STEP 1 : CONSIDER SEVERITY OF HARM (S) STEP 2 : CONSIDER LIKELIHOOD (L) STEP 3:CALCULATE RISK
1: NEGLIGIBLE: Near Miss or Simple First Aid/ Simple Repairs by ship staff/ Spill within spill trays 1: IMPROBABLE-Event not expected to occur RISK RATING RR = S x L
2: MINOR : Injury require Medical Treatment; MTC/ Repair need external assistance / Spill on deck < 1 m3 2 : RARE: Expected to occur in exceptional situations RR RISK CATEGORY
MODERATE: Serious injury or multiple minor injuries; LTI / Repairs affecting seaworthiness of ship leading to CoC / Spill on
3: 3: POSSIBLE: May occur at some time / occurred in the past
deck > 1 m3 1- 5 L - LOW
CRITICAL : Single fatality, Serious injuries, permanent disability / Requires lay up repairs or extensive drydockings, 3rd party
4: 4: LIKELY : Possibility of occurrence of isolated incidents
claims/ Spill overboard < 100L 6 - 10 M - MEDIUM
CATASTROPHIC : Mutiple Fatalaities or Long Term disabilities/ Total Loss of ship or immediate layup/dry-docking for major
5: 5: CERTAIN: Is expected to occur in most situations
repairs / Major overboard spill > 100 L 11 - 25 H - HIGH

NO HAZARD DESCRIPTION RISK EXISTING CONTROLS RISK RATING RISK ADDITIONAL CONTROLS RESIDUAL RISK RESI-
(WITH CONTROLS IN CATEG (IF NOT REQUIRED, WRITE "N". RATING DUAL
PLACE)
L/M/H IF REQUIRED, LIST OUT THE ADDITIONAL (WITH ADDIT'L RISK
CONTROLS ) CONTROLS)
CAT.
( S x L= RR) (S x L = RR) L/M/H
S L RR S L RR
1 Inadequate planning. Anchor dragging, 1. Prior to anchoring, an anchor plan should be 4 2 8 M Before the operation Is under taken 4 1 4 L
collision with developed by the Master and communicated Bridge team meeting should be
other vessel. effectively to the involved Officers. held, Anchor plan discussed and
Fatality or serious 2.The length of chain that should be lowered should understanding checked.
injury. be calculated taking into account sea depth, quality of
the sea bed, ship’s size, loaded/ballast condition,
weather conditions, prevailing current conditions, sea
space radius available and duration of the stay at the
anchorage.
3. The anchor party should have all necessary
preparations made - anchors cleared, hydraulics on,
anchor light/shape prepared etc.

FORM NO: S-20 / REV. 0 / 01 MAR 2010 Page 1 / 6 R/A NO :101

NO HAZARD DESCRIPTION RISK EXISTING CONTROLS RISK RATING RISK ADDITIONAL CONTROLS RESIDUAL RISK RESI-
(WITH CONTROLS IN CATEG (IF NOT REQUIRED, WRITE "N". RATING DUAL
PLACE)
L/M/H IF REQUIRED, LIST OUT THE ADDITIONAL (WITH ADDIT'L RISK
CONTROLS ) CONTROLS)
CAT.
( S x L= RR) (S x L = RR) L/M/H
S L RR S L RR
2 Defective anchoring equipment. Injury to eyes and 1. Pre-arrival checks to be done. check, in particular: 2 2 4 L N
body the oil level in the windlass hydraulic system, the
condition of hydraulic piping/hoses, the proper
condition of hydraulic controls/brake/brake lining.
2. Proper greasing of windlass moveable parts to be
ensured.
3 Improper windlass operation. Damage to ship, 1. Before using the anchor(s), it should be first 2 2 4 L N
windlass, Injury checked that the brakes are securely on/tight and
then remove the securing pendants.
2. In no circumstances must the windlass be allowed
to operate at a rate in excess of the manufacturer's
recommendations.
3. Use main engine to manoeuvre the vessel to
relieve tension in the anchor chain during anchor
lowering or before ‘heaving up’.
4. Taking into account that movement of the vessel
may cause major damage to the vessel’s windlass,
the movement of the vessel over the ground must be
accurately monitored (by using also visual
observations of landmarks/nearby anchored vessels)
5. During approaching both anchors should be ready
and the anchor to be dropped should be lowered up
to almost one meter above the sea level and remain
on brake and stopper.
6. Unless in case of an emergency or unless required
by port regulations, the anchor should always be
lowered on gear.
7. Where it is required to let the anchor from stowed
position the following should be taken into account:
- As a safety precaution it is recommended that the
anchor is “walked out” clear of the pipe before letting
go;

FORM NO: S-20 / REV. 0 / 01 MAR 2010 Page 2 / 6 R/A NO :101

NO HAZARD DESCRIPTION RISK EXISTING CONTROLS RISK RATING RISK ADDITIONAL CONTROLS RESIDUAL RISK RESI-
(WITH CONTROLS IN CATEG (IF NOT REQUIRED, WRITE "N". RATING DUAL
PLACE)
L/M/H IF REQUIRED, LIST OUT THE ADDITIONAL (WITH ADDIT'L RISK
CONTROLS ) CONTROLS)
CAT.
( S x L= RR) (S x L = RR) L/M/H
S L RR S L RR
- If upon release of the brake, the anchor does not
run, personnel should NOT attempt to shake the
cable, but the brake should be re-applied, the
windlass placed in gear and the anchor walked out
- the maximum sea water depth when letting the
anchor go must not exceed the length of approx. 2
cables.
4 Inadequate anchor chain monitoring. Damage to ship's 1. Anchor chain should be closely monitored when 3 2 6 M The Chief officer should be closely 3 1 3 L
hull, anchor weighing/lowering and windlass operation should be monitor the anchor cable. Special
chain, anchor stopped as soon as any significant tensioning is care should be taken when the
chain parting. observed or difficulty is experienced. cable comes on load and when the
Injury 2. Accurate and frequent information regarding the anchor is about to leave the bottom.
direction/tension of chain should be relayed to bridge.
Any change should be immediately reported.
5 Adverse weather/sea/current condition. Damage to 1. In case of adverse weather/strong currents a safe 3 1 3 L N
vessel, Injury distance of at least 1 nautical mile from the charted
dangers and the other anchored vessels should be
ensured.
2. In case of adverse weather, lowering of anchor
should be suspended and the vessel should remain
adrift.
3. During heaving up the anchor, the chain stopper
should be always placed on engagement position.
4. In cold/freezing weather conditions, precautions
should be taken to ensure proper operation of
windlass system/machinery (i.e. pre-
heating/circulation of hydraulic oil).
5. In cold/freezing weather conditions, the forecastle
area should be cleared of any ice on deck.
6. The Master must assess the wind and sea
conditions and get the vessel promptly under way
whenever necessary. He should not wait for
instructions from the Harbour VTS or Port Authority or
even from the Office, if the Master considers the
safety of the ship requires such action.
FORM NO: S-20 / REV. 0 / 01 MAR 2010 Page 3 / 6 R/A NO :101
NO HAZARD DESCRIPTION RISK EXISTING CONTROLS RISK RATING RISK ADDITIONAL CONTROLS RESIDUAL RISK RESI-
(WITH CONTROLS IN CATEG (IF NOT REQUIRED, WRITE "N". RATING DUAL
PLACE)
L/M/H IF REQUIRED, LIST OUT THE ADDITIONAL (WITH ADDIT'L RISK
CONTROLS ) CONTROLS)
CAT.
( S x L= RR) (S x L = RR) L/M/H
S L RR S L RR
6 Dangerous sea bottom. Damage to 1. Anchoring in a dangerous/rocky bottom should be 1 2 2 L N
anchor, windlass, avoided. If, however, anchoring has to be carried out
ship's hull extra attention is required to prevent ‘shock loading’
to the mooring equipment in case the anchor is
snagged in the sea bottom.
7 Anchoring in deep waters. Loss of anchor, 1. The sea depth should be cross checked with the 3 2 6 M Before the operation Is under taken 3 1 3 L
damage to echo sounder. Bridge team meeting should be held
windlass, injury 2. Anchoring should be carried out: and understanding of the plan be
checked.
- with a near to zero speed over the ground;
- anchor chain to be at all times engaged during
lowering;
- one A/B should be stand-by at the windlass brake.
3. Capacity of windlass in relation to the anchor/chain
shackles weight to be considered.
4. Extra close monitoring of the anchor chain
direction/tension is needed and any change to be
immediately reported to Bridge.
8 Improper vessel’s speed. Loss of anchor, 1. Approaching for anchoring should be carried out 2 2 4 L N
damage to with the minimum safe speed.
windlass, injury
2. Anchoring must be carried out with a speed over
the ground as near to zero as possible, unless in case
of emergency or otherwise required by port/terminal
regulations.

FORM NO: S-20 / REV. 0 / 01 MAR 2010 Page 4 / 6 R/A NO :101

NO HAZARD DESCRIPTION RISK EXISTING CONTROLS RISK RATING RISK ADDITIONAL CONTROLS RESIDUAL RISK RESI-
(WITH CONTROLS IN CATEG (IF NOT REQUIRED, WRITE "N". RATING DUAL
PLACE)
L/M/H IF REQUIRED, LIST OUT THE ADDITIONAL (WITH ADDIT'L RISK
CONTROLS ) CONTROLS)
CAT.
( S x L= RR) (S x L = RR) L/M/H
S L RR S L RR
9 Congested anchorage Loss of control, 1. Anchoring in a congested anchorage should be 2 2 4 L N
collision, injury avoided. If, however, anchoring has to be carried out
then:
-approaching should be carried out with the minimum
safe speed and higher Bridge Condition;
-ship’s position during approaching/sailing should be
also monitored by Radar PI and bearings
10 Dirt/rust particles/debris thrown off, Injury to eyes and 1. Crewmembers involved in the anchoring operation 2 2 4 L N
sparks generation body should, wherever possible, stay in a protected area
(preferably aft of the windlass) while lowering of
anchor.
2. It should be checked that the anchor party
personnel wear all required PPE (including safety
glasses / safety visor).
11 Inadequate supervision Damage to ship's 1. The anchoring operation shall be planned, co- 2 2 4 L N
/coordination/communication. hull, anchor ordinated, supervised by the Master.
chain, Injury
2. The Chief Officer should be in charge of the
anchor party.
3. Efficient communication between the Bridge and
the bow should be tested before the operation and a
back up system (i.e. availability of a second UHF)
should be ensured.
4. The OOW should check that the anchorage
position is clear of small crafts, fishing nets/tools. C/O
should also ensure that the area under the bow is
clear prior lowering the anchor.
5. The OOW should check that the anchorage
position is clear of small crafts, fishing nets/tools. C/O
should also ensure that the area under the bow is
clear prior lowering the anchor.

FORM NO: S-20 / REV. 0 / 01 MAR 2010 Page 5 / 6 R/A NO :101

NO HAZARD DESCRIPTION RISK EXISTING CONTROLS RISK RATING RISK ADDITIONAL CONTROLS RESIDUAL RISK RESI-
(WITH CONTROLS IN CATEG (IF NOT REQUIRED, WRITE "N". RATING DUAL
PLACE)
L/M/H IF REQUIRED, LIST OUT THE ADDITIONAL (WITH ADDIT'L RISK
CONTROLS ) CONTROLS)
CAT.
( S x L= RR) (S x L = RR) L/M/H
S L RR S L RR
12 Darkness/inadequate illumination. Slips,Trips, fall 1. During night time, the forecastle area should be 2 2 4 L N
and injury adequately illuminated.
13 Transport of unwanted marine Damage to 1. During weighing, the chain itself should be 1 2 2 L N
organisms environment properly cleaned by using the firemain system. Unless
safety reasons dictate otherwise, the anchor should
be heaved up slowly so as a more thorough wash
down to be performed, effectively preventing the
transport of marine organisms between water bodies.

Final Asesssment : Provided no deviations from the recommended control measures, the residual risk assessed is As Low As Resonably Practicable (ALARP).
Supplementary measures include correct use of PPE & Tool Box talks that ensure all workers are fully aware of the control measures.

Residual risk - HIGH : If RR is "High" category, written instructions for conducting the job and approval shall be obtained from the shore office to commence the operation.
Residual risk - MEDIUM: If RR is "Medium" , a constant monitoring of events shall be maintained and ensure all identified preventative and mitigating measures are always in place.

PREPARED BY: OPERATION DEPT , S & Q DEPT. APPROVED BY: S & Q MANAGER
01 03 2010

FORM NO: S-20 / REV. 0 / 01 MAR 2010 Page 6 / 6 R/A NO :101