The ongoing issue of ship anchor loss not only compromises a vessel’s ability to anchor safely until repairs or replacements are made, but also has significant commercial repercussions. These can include the inability to dock at certain ports and the need to arrange alternative safety measures, such as employing escort tugs when entering port.
Also, depending upon the location of any anchor and/or anchor chain loss, the shipowner will be ordered to remove this material from the seabed, resulting in a costly retrieval exercise.
Research of recent anchor losses suffered by Members suggests that the most common causes are:
- Windlass machinery failure preventing recovery of the anchor and chain
- Failure of anchor connections to chain
- Excessive loading of anchor chain due to operational error
We would like to draw attention to our articles on anchoring in general, and the prevention of anchor dragging, that provide useful information on safe and efficient anchoring.
Here are some general guidelines that can help reduce the likelihood of anchor loss and assist in case of such an event:
- Perform maintenance in accordance with manufacturer’s instructions for windlass motors and conduct sufficient operational testing before deploying the anchor
- Regularly conduct visual inspections of windlass parts. If any misalignment, uneven wear, or damage is noted, seek technical advice
- Ensure adequate greasing and lubrication of the windlass components is conducted, where necessary this may involve removal of guards or rotation of the windlass to enable full coverage. This can be accomplished safely with proper planning and controls
- When using the windlass motor, confirm the operation is smooth, no unusual noises are experienced and investigate any deviation from the norm
- If excessive loads are experienced during anchor recovery, and/or the gypsy is forced backwards during heaving, damage may have occurred and should be the subject of further checks and testing
- Frequently inspect the anchor chain parts that are accessible, look for any missing or dislodged securing pins, ensure that any swivel is free and well-greased, and check for any substantial corrosion of chain links
- When lowering or weighing the anchor, take the opportunity to visually examine the anchor and the anchor chain parts for any distortion, excessive movement or missing/dislodged studs. If this is noted, we recommend taking pictures or videos if possible and recording the position of the identified anomaly, before seeking advice from your classification society
- When weighing anchor, use the anchor wash and if possible direct additional water spray at the anchor crown to help remove any foreign material that may prevent the crown pin from moving freely. When conditions and facilities allow, we recommend controlled lowering and visual inspection of anchors from quayside or boat
- Confirm the expected environmental conditions that the onboard anchor system is designed to withstand. Incorporate this into the anchor plan prepared onboard. Consider and account for the extra load that may be expected when conducting ship to ship or lightering activities
- Accurately plot the position that the anchor is deployed, noting that the position displayed at the ship’s wheelhouse is generally the position of the receiver’s antenna, which can be substantially different from the anchor position
- When weighing anchor, use the ships engines to reduce loading on the anchor and chain. Manoeuvring towards the anchor position will reduce the likelihood of dragging the anchor. The goal should be to recover towards the anchor, rather than pulling the anchor towards the ship
- We would recommend that ships check to confirm the availability of the anchor(s) and anchor cables certificates, to enable identification should an anchor be lost.
Anchor loss is a disruptive and costly event that can also jeopardise the safety of both the crew and the ship. To minimise preventable failures, it’s essential to follow best practices and treat the anchoring system as the critical equipment it truly is.