Fleet QHSE Alert

No. 024 31st July 2017

ANCHORING & MOORING

Incident: After disembarking the Reef Pilot off Hay Point,

Australia, the deck crew (AB, OS, RPFW) were instructed from Bridge
to secure the anchors for sea. During securing, the anchor ran out
damaging the windlass motor, shaft and gear and finally held on to
the Bitter end, also damaging the chain locker plating. All attempts to
retrieve the anchor failed as the windlass had extensively damaged.
The Anchor along with the cable had to be jettisoned before the
vessel could proceed on her voyage.
What went wrong?
Failure to secure Bow stopper – While securing the anchor in fully housed position, the ship staff
were not able to secure the Bow stopper due to the position of the anchor chain not fully horizontal in
way of bow stopper. It was decided to secure the anchor on brake and anchor lashings, without
assessing the full situation and taking adequate precautions.
Inadequate brake tightening - The windlass brake was not adequately tightened and anchor lashings
were not taken, before the windlass power was switched off. As soon as the power was switched off, the
anchor ran out freely under its own weight with slight jerk, while vessel’s speed was more than 11kts.
Failure to disengage the windlass gear– The windlass gear was not disengaged prior putting off the
power. As a result, the motor, gear and shaft were also extensively damaged, as the anchor ran out.
Eccentric design for Brake tightening - The brake tightening on the vessel was Anti-clockwise
direction, instead of conventional system of clockwise tightening, which could contribute to human
error. There was no marking on the brake for direction of open/close. An additional placard was not made
available to warn the ship staff regarding the eccentric design for brake tightening.
Inadequate supervision / delegation – Master did not delegate the Chief Officer/experienced officer
to supervise the operation of securing the anchors at sea. Speed was increased before the anchors were
fully secured.
Learning from Incident (LFI)-
Securing procedure and Windlass Power - The windlass power to be switched off only after the bow
stopper has been secured, windlass brakes adequately tightened, anchor lashings taken and windlass
gear disengaged.
Checking of Bow stopper - After picking up anchor in Port, the crew shall check whether the bow
stopper would sit properly in its position. In case not, vessel shall take necessary action to correct the
situation in the port itself, while the vessel is stopped.
Underway securing – Due diligence to be observed by placing senior/experienced officer and ratings at
anchor stations to secure the anchor while vessel is underway. Speed to be increased only after the
anchor has been properly secured for sea.
Markings / warnings - The direction of opening & closing of the windlass brake to be marked on the
brake. Where the brake tightening is in anti-clockwise direction, instead of conventional system of
clockwise tightening, a special placard to be put to warn the ship staff.
Supervision and Familiarization - Securing of anchor is as critical as anchoring operation. Senior/
experienced officers shall supervise such operations. Crew shall be trained for proper use of the
anchoring equipment.
Key learning from incident ‐ Securing of anchor is as cri cal as anchoring opera on. Senior/
experienced officers shall supervise such opera ons. Mark the brakes with the open/close direc ons.