Use of Anchors Procedure

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SP0242

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Standard Operating Practices

Purpose
To outline the procedure when using the vessels anchors.
Refer to Anchoring-Operational Precautions and Procedures (PT0072).

Scope
This applies to all vessels managed by Teekay Shipping Limited.

Responsibilities
Master

Ensuring that anchoring of the ship is carried out with due regard to the safety of personnel, the
vessel and the environment.

Pre planning anchoring operations. Determining a suitable anchorage based on charts, sailing
directions, prevailing and expected weather, navigational warnings, depth of water, nature of
holding ground, expected currents, and proximity of other ships and hazards.

Holding a pre anchoring meeting on the bridge explaining to all personnel involved in the use of
anchors the methods to be employed and the safety parameters, and limitations of the
equipment in use.

Delegating the Chief Officer or designating a deck officer to take charge of the operations
forward. If anchoring conditions are difficult, due to, for example, deep water, strong currents,
rough weather or restricted waters, the Chief Officer must be the officer in charge of party
forward.

Chief Officer

Ensuring that the anchor and associated equipment are operating efficiently, the brake is
adjusted correctly, and the brake band thickness adequate.

The anchor and cable checked at regular intervals, as far as possible prior to and during each
use, for any defects including defective shackles and loose lugs.

Lubricating program for the windlass and anchor gear is executed properly and the equipment
maintained in optimum condition.

Ensuring that the officers and crew forming the anchor party forward are trained properly in
every aspect of the operation.

Officer in charge of anchoring

Executing the Masters orders during anchoring operations.

Being aware of the varying capacities of the windlass, including hydraulic motors and anchor
brakes and using them judiciously.

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Use of Anchors Procedure

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Advising the Master of the relative direction in which the anchor cable is leading, the weight or
strain on the cable, and any other information, which the officer or the Master may consider
pertinent.

Ensuring the safety of the personnel involved in anchoring, through the use of appropriate
personal protection equipment. Personnel operating the windlass should wear a face visor /
shield in addition to safety goggles. Refer to Safe Workplace Procedure & PPE (SP0144)

Ensuring that there are always two seamen operating the windlass brake (the rated force cannot
be applied by one man alone).

Procedures

Refer to the publication: Recommended Nautical Publications Standard (SP0607) and

Anchoring Considerations (RF0153).

Plan anchoring well in advance having due regard for:

! Available room at the anchorage.
! Other vessels at anchor.
! Areas to avoid.
! Prevailing and forecasted weather.
! Local tides and currents, their direction and strength.
! Water depth and nature of bottom.
! Possibility of underwater obstructions
! Degree of shelter afforded.
! Proximity of land or other dangers.
! Length of stay at the anchorage.
! Emergency and contingency situations.
! Any vessel constraints.
! Approach speeds and direction.
! Suitable communication with the anchoring party.
! Any caution noted on the charts in use.

Explain in detail, anchoring method, options, limitations of the equipment, and safety parameters
to officers and crew involved. Suitable instructions and guidance should be provided to the
anchoring party. Reference of this pre anchoring meeting should be entered in the logbook.

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Carry out a Job Hazard Analysis or Take Five if required.

If a pilot is onboard, discuss the anchoring plan as a part of the overall passage plan. The
Master must be in full agreement with the plan.

Test the main engine in the astern direction, prior to approaching the anchorage.

Test radio and other communications with the anchor party well in advance. An emergency back
up, such as the vessels talk back system, should also be tested.

Avoid anchoring in rough seas or heavy swells.

Avoid anchoring in or near ice.

Under normal circumstances the anchor should be walked back under gear to a position just
above the water level prior to letting go on the brake.

Be aware of the varying capacities of the windlass, including hydraulic motors and anchor
brakes and control their judicious use.

In deeper waters, e.g. when depths exceed 40 metres, the anchor should be walked back to a
position close to the seabed prior to letting go on the brake.

Only on occasion and if thought necessary by the Master the anchor may be walked back under
power.

After the required scope of cable has been paid out secure the brake, when possible while the
cable is vertical and without any weight on it, and then secure the cable stopper (pawl/guillotine).

Once the vessel is brought up, establish Anchor Watch Procedure (SP0243).

Caution
Letting Go the Anchor

Only in an emergency should the anchor be dropped from its stowed position in the hawse pipe.

As it is extremely difficult to judge the vessels movement over the ground, it is recommended
that wherever possible, vessels should avoid walking back the cable after the anchor has
reached the seabed.

In case the Master decides to walk back the anchor through the entire process the vessel should
be stopped over the ground at the time that the anchor reaches the seabed and thereafter there
should be very minimal way over the ground. Strain on the cable is to be closely monitored. Only
one hydraulic pump should be in operation to prevent over-speeding of the hydraulic motor.

When anchoring under power keep a close watch on any strain coming on the cable and advise
the Master. Consider ceasing to pay out the cable, secure the windlass brakes and if deemed
necessary remove the windlass from gear till such time as the strain has been relieved.
Thereafter consider paying out on the brakes.

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Deteriorating Weather Conditions

If the weather deteriorates while at anchor, to avoid dragging, damage to cable, windlass,
possible loss of anchor, and the possibility of running into danger, Masters are urged to depart
early from anchorage and proceed to sea until conditions improve sufficiently to enable the ship
to return and re-anchor safely.

Dragging Anchor

Paying out additional cable should be done in anticipation of anchor dragging, when the anchor
is still holding the ground well. If an anchor has dragged, even if the dragging has been
controlled or ceased, lift up the anchor and anchor again.

In such circumstances, if deemed necessary, vacate the anchorage.

Where there is difficulty in getting underway, consider use of the other anchor to prevent the
vessel dragging into danger.

If Loss of Anchor Occurs

If the vessel is left with only one anchor, do not anchor except in emergencies or in ideal
conditions.

When Heaving the Anchor

Check and ease the strain on the cable by use of the vessels engines.

Engage the gear, but do not release the windlass brakes till it is apparent that there is no
excessive weight on the cable.

Use the windlass to heave the cable while keeping a careful check on the strain on the cable.

In case of the possibility of excessive strain coming on to the cable, i.e. if the cable is nipped
across the bow, underfoot, or running well astern; cease heaving the cable, secure the windlass
brakes and if deemed necessary remove the windlass from gear till such time as the strain has
been relieved. Heaving may be resumed once the strain is off the cable.

If the hydraulic motor stalls during heaving of the anchor, immediately move the control lever to
the pay out direction. Remain aware that moving the control lever to a neutral position does not
relieve high pressure from building up in the hydraulic system.

Anchoring in an Emergency

In case the vessel is in anchoring depths and if there is sufficient sea room, consider allowing
the vessels speed to reduce before anchoring.

In case anchoring while there is still way on the vessel, consider paying out only sufficient cable
to check the speed of advance and not overcome the effectiveness of the windlass brakes.
When possible, only after the speed has reduced sufficiently should more cable be paid out and
the vessel brought up.

Always keep in mind the safety of the persons on the forecastle deck.

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If drifting towards danger and required to anchor in excessive depths, consider lowering both
anchors under power to sufficient depths and then securing the brakes, guillotine pawl and other
lashings. Once the vessel moves into anchoring depths, the anchors may help reduce the rate
of drift to that which can then be controlled by the further use of anchors.

Where possible, main engines should be used in conjunction with the deployment of anchors.

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