The master should also determine the operation mode of the engine according to the type of anchorage, weather conditions and the distance from other vessels, shoals and navigational hazards. The anchor to be used with the condition of anchor, anchor chains, windlass, brake band, chain stopper, lashing devices, etc.An alternative anchorage if the initial selected anchoring position is unavailable.An adequate safety distance to the nearest vessels and navigational facilities. The proximity of navigational hazards.The safety swinging circle of the vessel: A circle with a minimum radius including length of anchor chain and the vessel's Length Over All. The availability of adequate sea floor.The immediate and predicted weather, wind direction and strength, visibility, sea condition of wave, swell, etc.Tide, direction and strength of the current in the anchorage area.Location of the anchorage designed for the vessel. The minimal Under Keel Clearance: in a calm weather and smooth seas condition, the UKC should be at least 20% of maximum vessel's draft in loaded condition.Do not anchor in depths beyond windlass hauling capacity with allowance of efficiency reduction for old windlass. Maximum depth of anchoring must be applied. The available depth and type of holding ground at this anchorage.The limitation of the anchoring equipment: It is only designed to hold the vessel in good holding ground, and not to hold the vessel off fully exposed coasts in rough weather.The anchor plan should be prepared by the master considering the following elements: An alternative anchorage should also be prepared if the initial selected anchoring position is unavailable. If you expect wind force to increase, the possibilities of anchor dragging must be part of the risk assessment. An effective anchoring plan can prevent anchor accidents and avoid any operational failure.Ī detailed risk assessment of the anchoring operation should be carried out to formulate an effective plan and to make prudent decisions when facing emergencies. Risk assessment and plan to anchorĪnchoring operation is part of a passage plan, which must be carefully planned, executed and monitored. Some newly laid oil pipelines or gas pipelines might not be marked/updated on the navigation chart and Notices To Mariners.Įmergency anchor dropping might also be necessary in case of steering failure, probable collision, maneuvering in shallow waters, etc. The ICPC (International Cable Protection Committee) bulletin point out that anchor dragging whilst at anchor or under way can cause underwater cable damage, and the cause of such damage around the world has been closely monitored since the formation of ICPC. There are no definite criteria to measure it. The distance to the nearest grounding line should be no less than one nautical mile.Ī safe distance between vessels depends on vessel's maneuverability that could be restored from anchor dragging. To avoid accidents like anchor dragging, vessels should keep a safe distance from other vessels, navigational hazards, underwater cables and pipelines. Surroundings of anchoringĪlong with evaluating the nature of the seabed when anchoring, these are the elements to be considered: direction and strength of wind and current, sea condition, shallow water, prohibited areas, navigational aids and facilities, underwater cables and pipelines, swinging room, other anchoring vessels in the vicinity. Ship companies should set up procedures for these critical tasks and incorporate them into the safety management system. It includes anchoring planning, risk assessment, best anchoring practices, anchoring watch keeping, etc. Good bridge management in anchoring operations is the key to achieving safe anchoring and avoiding accidents. Damage to the marine environment (e.g.
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