ANCHORING INCIDENT-FREE CAMPAIGN

SEPTEMBER 04 2017 – OCTOBER 31, 2017

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FOREWORD
The need for an anchoring incident-free campaign was felt due to the rising number of repeat
incidents involving the Anchor & Windlass.
These incidents could be traced to mainly operational but also, maintenance related issues and
were thus, preventable.
It is felt that by adherence to correct and safe operational and maintenance procedures,
including the assessment and mitigation of risks present due to circumstances such as heavy
weather, exposed locations, poor holding ground etc., anchoring incidents can be minimized, if
not eliminated.
CAMPAIGN METHODOLOGY
1) Guidance on safe anchor operations to be sent to the fleet (vide this document);
although guidance is already provided in the Company’s SMS manuals, this will serve as
a reminder of the most important issues.
2) Tool-box meeting to be held prior anchoring and prior heaving anchor. This will also
serve as a risk assessment. Matters to be discussed during the meetings will be outlined
in this document.
3) Minutes of tool box meetings, feedback regarding experience while anchoring, at anchor
and while heaving anchor and other information as requested in this document, to be
sent to office after departure from anchorage. Send to e-mail addresses:
anchorcampaign2017@fleetship.com, with copy to vessel’s technical group.
TOOL-BOX MEETING
Participants: Master, OOW, all members of the anchor party.
Items for discussion during the Tool Box meeting:
1) Expected wind force when anchoring or heaving anchor.
2) Expected wave height when anchoring or heaving anchor.
3) Expected rate of tidal stream or current.
4) Tidal stream timings, if available, to be printed out and consulted in order to plan
anchoring or heaving operations close to slack water.
5) Expected depth of water at anchoring location (prior anchoring).
6) Limitations of Windlass – maximum number of shackles plus Anchor that can be heaved,
as per the manual.
7) Nature of holding ground.
8) Is Anchoring location open or in a sheltered location.
9) Whether any anchoring incidents have been reported at the planned anchorage and
whether identified countermeasures have been taken.

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 10) Planned anchoring method (letting go Anchor from water level / walking back Anchor to
a few metres above the sea bed, then transferring to the brake and letting go / walking
back fully under power).
11) All members of Anchoring party must understand the following:
a) When heaving anchor, cable must be up and down. If cable begins to lead away from a
vertical direction, Bridge must be informed and Master must use main engine to relieve
the stress on the cable / return the cable to a vertical position.
b) When heaving anchor, the hydraulic motor control lever must not be placed in the
Neutral position unless the Brake is first fully tightened.
c) Anchor operations will only be done under the supervision of an officer. This includes
lashing and un-lashing of Anchors.
12) The Bridge must be fully manned when arriving at or departing from an anchorage, or
while shifting anchor location.
13) The Anchor must not be heaved if wave height is above 3 metres or if the ship is
heaving. Vertical ship motion due to wave action while heaving anchor imposes higher
loads on the hydraulic motor that could lead to catastrophic motor failure.
14) Personal protective equipment must be worn by all members of the Anchor party,
including Helmet, eye protection and gloves.
15) Persons present forward must not attempt to place fingers or other body parts on to
moving Windlass components.
GUIDANCE FOR ANCHORING OPERATIONS – IMPORTANT POINTS (refer to the Company’s
Safety Management System for more information)
ANCHORING
1) In water depths of up to 20 metres, the Anchor may be let go from just above the
waterline.
2) In water depths of between 20-40 metres, the Anchor should be walked back until it is a
few metres above the sea bed, then transferred to the Brake and the Anchor let go from
the Brake.
3) When letting go from the Brake, the Brake must be tightened at intervals of not more
than half shackle, to prevent momentum being built up and the cable running out till
the Bitter end.
4) In depths above 40 metres, the Anchor plus full length of cable should be paid out under
power. In this case, the vessel’s speed over the ground (as measured by GPS / bottom
track Doppler log) must not exceed 0.3 kts.
5) To prevent the cable piling up on to the Anchor, a very slight stern way should be
maintained once the Anchor has touched the bottom, to allow the cable to be laid out
on the sea bed.
6) Do not anchor in open anchorages that are exposed to the Ocean, without a risk
assessment using BCL-14 and only after approval by the office.

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7) Do not Anchor in heavy weather. It is safer to drift or steam at slow speed, offshore.
8) Pay out sufficient scope of cable. A thumb rule for the length of cable to be paid out is 6-
10 times water depth or using the formula 39 X Square root of D, where D is water
depth.
9) Ensure that the Brake is fully tightened, the Bow stopper securely fastened over the
cable with Bow Stopper securing pin locked in place and the clutch disengaged.
WHILE AT ANCHOR
1) Draw a turning circle around the position of the Anchor and set up the Anchor watch
alarm on ECDIS and GPS.
2) Set up the guard zone alarm on ARPA, so that if any anchored vessel drags and
approaches own vessel with risk of collision, the alarm will sound.
3) Maintain Anchor watch and frequently monitor anchored position.
4) Main engine should remain on short notice throughout the duration at Anchor.
5) Where tidal streams are strong and vessel swings around periodically to the tide,
increase frequency of position monitoring at times of change of tide, as the risk of the
Anchor dragging is higher when the ship is swinging around.
6) If the tidal stream is strong – say above 5 knots – it may be necessary to use the main
engine to relieve stresses in the cable, to prevent the vessel dragging. Where the
holding ground is poor, the Anchor may drag at lower tidal stream rates.
7) If the vessel is at anchor for more than a week, the anchor should be weighed and
sighted to confirm that it is not fouled, at weekly intervals.
8) Monitor weather forecasts carefully. If weather is likely to deteriorate beyond the
tolerances for which the anchoring equipment was designed, weigh anchor and proceed
to open waters before the weather worsens.
9) Class societies have unified rules for the design of anchoring equipment.
The maximum environmental loads are:

• Current: max. 2.5m/s (5 knots).

• Wind: max. 25m/s (49 knots or BF 9/10).
• No waves (sheltered waters) – the limits above will need to be reduced if waves
are present.
HEAVING THE ANCHOR & LASHING ANCHORS FOR SEA
1) The hydraulic motor protection cover must be in place around the motor, to prevent
injury from an explosion of the hydraulic motor (due to excessive stresses).
2) Do not heave anchor in heavy weather, particularly when the ship is moving vertically
due to swell / seas. The motor can be stressed beyond its tolerance and may suffer
catastrophic damage.

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3) The cable must be up and down when the Anchor is being heaved. Do not pull the ship
forward with the Windlass. Use the main engine to bring cable back to the up and down
direction.
4) Do not bring the windlass control lever to the Neutral position unless the Brake is fully
tightened.
5) Anchors must be effectively lashed prior proceeding to sea to prevent them from
moving in a seaway. The Spurling pipe must be covered and cemented to prevent water
ingress into the chain locker.
6) If Anchors are to be kept ready for use in an emergency when navigating in the
proximity of hazards, the Bow Stoppers must be secured as a precaution against
accidental release of the Anchors.

MAINTENANCE OF ANCHORING EQUIPMENT

1) Check the anchor carefully when in dry-dock for wear and tear.
2) Check the securing of the D-shackle pin as often as possible.
3) Adjust the brake band when the lining is worn. Read the instructions.
4) Ensure that greasing points are prominently marked and that greasing is done
effectively, to ensure that the pins in the brake band and associated levers and devices
allow free movement. The objective should be to ensure that the tightening force of the
Brake wheel is communicated efficiently to the Brake Band and results in the Band
effectively preventing movement of the Gypsy.
5) Replace the brake lining when required, without delay.
6) Check and confirm that the hinge pin and locking pin of the Bow Stopper are not
thinned down or bent or that the Bow Stopper is not excessively grooved. Any or a
combination of these conditions could result in the cable slipping out from below the
Bow Stopper.
7) Check and confirm that Anchor lashing equipment is in good condition, can efficiently
tighten around the cable and prevent movement of the Anchor in a seaway. This
includes the anchor lashing wire, turnbuckles and securing points.
8) Ensure that periodic inspections and maintenance of anchoring equipment are carried
out.

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