Poor Anchoring Practices A First Hand

Experience
What can I say? Poor anchoring practices persist despite the
numerous publications which have been published on correct
anchoring techniques. I am seriously beginning to believe that this
will very soon become a lost art.
Experienced masters who have clocked several years of sea time
still persist in doing what is wrong. Either there is a serious lack of
knowledge, understanding & the capabilities of the anchoring
equipment and a serious failure to understand the size of the anchor
in relation to the size of the vessel.
I am serving onboard a 100KDWT crude tanker which is trading in
the Far East & Australian ports. I will refrain from naming the vessel
or the company for which I work, because I believe that this
company is a Standard Company and is unaware of such
practices.
I took over as Chief Officer in Singapore (Eastern Petroleum
anchorage) in the month of April06. When we started heaving the
port anchor, the windlass started making a real racket which
sounded like the grinding of metallic parts. This was the first
indication that poor anchoring practices were followed. Thankfully
the vessel managed to heave up anchor and proceed to sea.
Greasing schedule of the windlass was as per the PMS, and visual
inspection & re-greasing of same confirmed that maintenance was
carried out periodically. However there was something seriously
wrong with the bearing of the port windlass.
In June06 we were fixed for a voyage, loading at Cossack Pioneer
Australia & discharging Dalian China. Since we had arrived almost
a week in advance of our laydays, we had to anchor off Dampier. We
were instructed to anchor in EA3. Again anchoring operations were
carried out under power.
At the time of anchoring the weather was forgiving and vessel
managed to anchor (port anchor) and was brought up to 8 shackles
on deck. Depth below keel was 30-35m.
Weather at this time of the year in NW Australia can be a real bitch.
The general SE/E trade flow, with winds gusting up to 40kts.
Moderate seas and 2-3m swell. Additionally the sea bottom at this
anchorage is coarse sand which is not the best of holding ground.

Around 2200hrs on the same day the 2/off noted that the vessel had
dragged almost a ships length but was now maintaining her new
position. Between midnight and 0600hrs, vessel maintained her
position. Around 0615hrs the wind speed increased to 35kts from
the earlier 20kts. Anchor bearings and positions were checked,
vessel was still holding her position.
This is the first time I have seen a vessel drag her anchor so quickly.
In a period of 20mins the vessel shifted position by 2-3 ship lengths.
Vessel was lying in a totally different anchorage EA5. Notice as
given to E/R and master was called up to the bridge. Anchor stations
at 0700hrs.
Soon afterwards vessel commenced to heave up her anchor. Engine
movements were given to ease the weight of the cable before the
windlass was engaged. Anchor was heaved up and vessel proceeded
to re-anchor in EA3. Once again master was inclined to anchor
under power. I however was reluctant but did not express my
concerns over radio.
Vessel was making way against Ely winds of 25-30kts on a heading
of 080. Master instructed me to walk back the port anchor to 1
shackle outside the hawse pipe. Once he ascertained that the vessel
was in a position to re anchor he instructed to walk back the anchor
under power. Once the anchor touched the bottom, the cable was
seen to go from up & down to 9 oclock on a very long stay. The
windlass could barely cope with this and started to make the very
same screaming sound. The cable links were slipping off the gypsy
due to the tremendous weight. My concerns were answered back
with This is normal & is good as it shows that the anchor flukes
have dug into the sea bed. The final icing on the cake was that the
master preferred to bring up the vessel using the windlass motor
and not the windlass brakes/chain stopper. This I refused to do,
telling him that there was excessive weight on the cable and this
would surely damage the windlass beyond repair.
His thinking was that if we needed to pay out a couple of meters it is
safer to do under power rather than on a brake. Very disturbing isnt
it?
We paid out to 9 shackles on deck. Even though we had a strong
pull on the cable I could see that the vessel was falling back against
the backdrop of landmarks Legendre Island lighthouse.
Once again we heaved up anchor and proceeded to re anchor. This
time master instructed that vessel will let walk out the starboard
anchor. He followed the exactly same method as before but
subjected the windlass to even worse conditions. Vessel did not hold

her position. We wasted 4 hours doing nothing but damaging the

anchoring equipment.
Anchor party was sent for a coffee break and I was summoned to
the bridge. Excuses anchoring ground not a decent holding
ground, anchor flukes and tripping palms may not be functioning as
they should, windlass in poor condition (why I wonder?).
His ideas of anchoring were very disturbing and to think he had
never lost an anchor before. Probably his relievers were subjected to
that honour. Finally I had to coax him into letting go the starboard
anchor on a northerly heading. Anchoring operation was carried out
like the books says and vessel was brought up to 9 shackles in
water.
Still refusing to admit that the method of letting go the anchor is the
right way, he convinced himself into believing that the anchor must
have snubbed itself on a rock. He truly believed that letting go the
anchor was a dangerous thing, the brakes would not hold and the
anchor would be lost. He says we were Lucky.
Well I just hope I do not loose an anchor during my tenure onboard.
But any more of this anchoring and we wont be able to heave up
the anchor or even worse wont be able to let go the anchor in an
emergency.