Approved General Manager

Date 20.08.2015
B.M.M Chapter
Revision
8.0
0
ANCHOR Page 1 of 9

8.0 ANCHORING

8.1 General

The maximum water depth in which routine anchoring may be carried out is 73 metres (40 fathoms).
Anchoring in deeper water is only to be carried out in an Emergency situation in which the Master considers
it acceptable that the windlass may not be capable of recovering the anchor.

Anchors to be cleared for immediate use when;

- prior to arrival port
- prior departure from the port
- Navigating in restricted or confined waters, both anchors are to be cleared for immediate use.

Routine anchoring is to be carried out at the Master's discretion by either:

- A combination of walking out the anchor to a predetermined depth and then controlling the
length of chain paid out on letting go by using the windlass brake.
- By walking out the full intended scope of the chain under power.

Generally, vessels may generally use any one of the following methods;

a) “Dropping” or “letting go” anchor from the hawse pipe or just above the water line.
b) “Walking back” anchor just above the sea bed.
c) “Paying out under power”

a) “Dropping” or “letting go” anchor from the hawse pipe or just over the water line.

1. This method of anchoring is normally used in depths of up to 12 meters.

2. The anchor is lowered just above the water line. The brakes must be tightened and gear disengaged.
3. Look over the side before letting go anchor. (check below anchor to be sure that clear from any
objects, such as small boats etc) Display anchor signals.
4. Once anchor is let go, the speed of the cable should be controlled by applying brakes (snubbing the
cable) in order to prevent running out of the cable.
5. When the brakes are secured, the anchor digs into the seabed, preventing the vessel from moving any
further astern over the ground.
6. The sternway is stopped by the action of the anchor as strain comes onto the chain. Then, due to the
catenary of the chain, the vessel moves forward and stops.
7. The vessel is then described as being "Brought Up."
8. After anchoring and tightening the brakes the cable stopper must be used.
9. Cable stoppers must be flush over a horizontal link and should be secured in position to prevent it
from jumping under load. Do not leave the windlass gear engaged.

b) Walking back anchor

1. This method of anchoring is normally used in depths between 12 to 30 meters.

2. The anchor must be walked back all the way to just above the seabed.
3. The brake should then be secured and the windlass taken off the gear.
4. The anchor should be let go taking care that the vessel is moving astern such that the anchor cable
will not pile up in a heap on the sea bottom.
5. The required scope of the anchor cable must be paid out. Care is to be exercised in controlling the
paying out speed and Master must ensure that vessel speed over ground is less than the paying out speed.
Increased vessels speed over ground or uncontrolled paying out of the cable can cause the cable to be
inadvertently paid out till the bitter end, thereby causing damage to the bitter end release arrangement,
spurling pipe, windlass and finally to losing the anchor along with the cable.
6. Repeated applications of the brake after short lengths of cable have been paid out can keep the
system under control and prevent excessive acceleration of the gypsy.
7. When the brakes are secured, the anchor digs into the seabed, preventing the vessel from moving any
further astern over the ground.
8. The sternway is stopped by the action of the anchor as strain comes onto the chain. Then, due to the
catenary of the chain, the vessel moves forward and stops. The vessel is then described as being "Brought
Up."
 Approved General Manager
Date 20.08.2015
B.M.M Chapter
Revision
8.0
0
ANCHOR Page 2 of 9

9. After anchoring and tightening the brakes the cable stopper must be used. Cable stoppers must be
flush over a horizontal link and should be secured in position to prevent it from jumping under load.
10. Do not leave the windlass gear engaged. Most of the losses related to anchor have been attributed to
too high speed over ground, too little cable being paid out during the walking back of the anchor prior to
letting go or allowing too much chain to pay out when the brake is opened.

c) Paying out under power

1. This method of anchoring is normally used in depths more than 30 mt.

2. The anchor must be walked back all the way in power.
3. Generally, the winding load of the windlass is weaker than the static brake power of the same. And in
case of walking back until sea bottom or heaving up the anchor in the deep water, if the chain has excessive
load due to the current and/or the wind, there is a strong possibility that the windlass (hydraulic motor) will be
seriously damaged.
4. In order to avoid such a critical situation, the chain shall be tightly secured by the brake. Repeated
applications of the brake after short lengths of cable have been paid out can keep the system under control
and prevent excessive forces on the gypsy.
5. Needless to say, in that case, the Master shall minimize the tension of the chain with using her main
engine, rudder, and bow-thruster properly as well.

"Dynamic brake power (stopping power)" and "Static brake power (Holding power)"
The dynamic brake power is weaker than the static brake power. And in case of "dropping anchor after
walking back until 5-10m above the sea bottom" in the deep water, if the chain goes out too fast due to the
heavy weight of the chain, there is a possibility that the brake would not hold the chain. In order to avoid
such a critical situation, the running speed of the chain shall be well controlled by proper/frequent use of the
brake.

8.2 Precautions for Anchoring

a) Before anchorage
 VTS communication should be carried out and shall be request anchoring position especially in the
congested and/or unfamiliar waters.
 Pre planning of arrival into the anchorage should be carried out. Contingency plan should be available
for the anchorage
 Prior to anchoring, the chart should be studied to ensure that the anchor will not foul any obstruction on
the sea bed
 The vessel should not anchor in prohibited anchorages or near sea cables and pipelines. Cables and
pipelines may be damaged by the vessel’s anchors and cause pollution which would incur considerable repair
costs. They could also foul the anchor.
 Bridge team members should be well familiar with vessel’s manoeuvring characteristics
 If anchorage area congested safe drifting or traversing possibility should be evaluated and discussed
with the VTS centres.
 Special attention should be paid that not to anchor outside anchorage area, TSS, fairways, specially
outside port limits where there is high traffic density
 Tidal and local currents shall be taken in to consideration for anchorage planning.
 Weather condition shall be taken in to consideration
 Minimum distance from danger or other vessels shall be not less than 0,2 nm after turning circle at
anchorage
 Anchorage area should be sheltered place in case of heavy weather
 Planned anchorage area should be checked that there is no any other vessel under manoeuvring
operation, where possible. If there is any other vessel under manoeuvring waiting of their manoeuvring option
shall be considered. VTS communication should be conducted.
 Auxiliary equipment shall be ready for immediate use such as bow thruster, back rudder where
applicable
 Both anchors shall be ready for immediate use.

Special Note : The vessel should not anchor in all areas in the Straits of Malacca and Singapore between
the landward limit of the ‘Traffic Separation Scheme’ (TSS) or precautionary areas, and adjacent port limits.
Vessels are to anchor in the appropriate anchorages designated by the three littoral states.
 Approved General Manager
Date 20.08.2015
B.M.M Chapter
Revision
8.0
0
ANCHOR Page 3 of 9

b) At Anchorage
 Weather reports shall be followed and all weather changes shall be monitored.
 Leading of anchor chain and its tightness shall be controlled in a regular base.
 GPS anchorage position alarm shall be set and swinging circle is established soonest after anchoring and
then plotted on the ECDIS and or the paper charts. Full and efficient anchor watch shall be maintained
and movement of other vessels shall be monitored
 Vessel position shall be checked by visual and radar fixing in a regular intervals
 Distance from other vessels shall be checked. Their distance from our vessel should be monitored.
 Main engine and necessary aux engines should be ready for immediate start
 Do not leave the windlass gear engaged. It should be considered that High loads on anchoring
equipment during anchoring have resulted in damage to windlass equipment and motors. In case of anchor
dragging windlass motor can be damaged if engaged.
 When sailing from an anchorage the anchors are to be heaved home and secured prior to proceeding
into deeper water. The Anchor and cable is to be washed clean of all mud residues prior to heaving home
and securing.

8.3 Preparation for Anchoring

Both anchors must be cleared ready for use prior to arrival at or off port, or when navigating
in restricted or confined waters. The time of anchors being cleared is to be recorded in the Bell Book and the
Deck Log Book.

Anchors must not be cleared as long as the vessel is in deep water where retrieval of an anchor and cable, if
lost, would not be possible.

The following procedure should be followed when clearing anchors for use:
1. Place the windlass in gear
2. Clear the plugs in spurling pipe and hawse pipes
3. Clear the chain stopper/Locking Bar and/or any other lashings
4. Loosen the brake and walk the anchors out of the hawse pipe up to water level
5. Re-secure the brake
6. Put the windlass out of gear
7. If the windlass is to be unattended, the chain stopper / locking bar is to be re-secured

A) Before Anchoring

The Master is to ensure that an experienced Officer is in charge on the forecastle during anchoring. It is
essential that all personnel involved anchoring operation are familiar to use, capabilities and limitation of the
equipments.
All Crew on forecastle should use required PPE as per Ship Operation Manual.

Limitations of anchor equipment’s including the chains, D shackles, swivels should be very well known.
Fittings and Accessories of anchor should be checked visually Before every use. Special attention should be
paid for followings:
 Failure of Kenter shackles
 Failure of common links in part due to wear
 Failures of Crown and/or End "D" shackles (i.e. the bolt coming out)

BCL 4110 is to be followed / completed.

Prior to anchoring the Master must prepare an anchoring plan, which is to be discussed with the relevant
officers.

Master to brief Officer (duty on forward) for routine anchoring at least below but not limited to;
a) Water depth
b) Method of anchoring
c) Amount of chain to be walked out under power and,
d) Total cable is to be used
 Approved General Manager
Date 20.08.2015
B.M.M Chapter
Revision
8.0
0
ANCHOR Page 4 of 9

Master to brief Officer (duty on forward) for deep water (depths exceeding 30meters) anchoring (in
addition to above)

a) details of the timing and staging of walking out the anchor and proposed engine movements
b) The direction and speed of the current or tidal stream is to be verified. Attempts must not be
made to anchor across the current or tidal stream. When all way has been taken off the vessel the
vessel's head should be close to the direction of the stream and the bow should not be swinging excessively.
c) Communication system to be tested and to be maintained during anchoring.

B) Immediately Before Drop Anchor

a) Before the anchor touches the bottom, the Master is to ensure that the water depth indicated by
the echo sounder corresponds to the charted depth in the planned anchor position and that the vessel's
speed over the ground has been reduced to an acceptable minimum value ( maximum 0,3 knts)
b) The Master is responsible for ensuring that there is no possibility of the anchor getting fouled in the
seabed whilst the vessel is still making way.
c) Before letting go, OOW must checked that area clear from any boat, obstruction etc.
d) Where the vessel rolling or pitching, irrespective of the water depth, anchor to be lowered below to
the water to prevent damage to vessel’s structure.

ATTENTION
It should be considered that letting go the Anchor above the water may damage anchor fittings,
connections and decrease life time of brakes. Therefore using of “Letting Go” method is not
recommended.

It is strongly recommended that, anchor to be walked out by gear 5-6 meters above the bottom, then out of
gear and let go.

C) Additional Precautions when anchoring in deep water (exceeding 30 meters depth)

There have been many incidents in the industry that resulted in the loss of anchors or severe damage to the
anchor windlasses. When anchoring in deep water (depths exceeding 30meters) great care must be taken to
ensure the anchoring manoeuvre is carried out safely and the anchor is holding well.

In general anchor windlasses are designed to hold the weight of four lengths of chain, the swivel and the
anchor. This is the ideal condition of a windlass but this may deteriorate with age, level of maintenance and
wear and tear. This must be considered when planning anchoring in deep water.

The following would need to be considered when anchoring in deep water anchorages:
1. The vessel should be stopped over ground when walking out the anchor
2. The water depth must be ascertained before anchoring in deep water
3. The anchor and chain should be walked out until the anchor is fully deployed. The anchor should not
be led go by gravity as this can damage the brake lining and result in the letting go not being fully
controllable.
4. The extended turning circle of the vessel must be considered when dropping anchor in narrow
anchorages. A dragging anchor could result in close quarter situations developing fast.
5. The holding ground must be considered. Anchoring should not be attempted when the holding ground
is poor. Mud is the best ground type and holds the anchor better. Shell and Sand ground are poor holding
ground types.
6. The condition of the windlass brake must be fully considered this can be obtained from the latest
brake holding capacity test and a visual inspection of the lining and the brake arrangements.

8.4 Anchor Watch

An anchor watch is always to be kept when the ship is at anchor. Machinery and personnel must be kept
in a sufficient state of readiness to deal with conditions which may arise. The Master is to inform the Chief
Engineer of the degree of readiness required for main engines, steering gear and deck machinery. The
strength of the watch must at all times be adequate for the prevailing conditions, bearing in mind the need
for preservation of the ship's safety and security.
 Approved General Manager
Date 20.08.2015
B.M.M Chapter
Revision
8.0
0
ANCHOR Page 5 of 9

The approach of passing traffic is to be closely monitored when at anchor. Should risk of collision be
deemed to exist, or doubt arises as to any vessel's intentions, immediate contact must be established with
the other vessel by means of whistle, signal lamp or VHF.

The Officer of the Watch is to:

 Ensure that the vessel exhibits the appropriate lights and shapes and that in restricted visibility
the appropriate sound signals are made;
 Ensure that an efficient lookout is maintained;
 Ensure that the state of readiness of the main engines and other machinery is in accordance with the
Master's instructions;
 Determine and plot the ship's position on the appropriate chart as soon as practicable, and at
sufficiently frequent intervals check this position by taking bearings of fixed navigational m arks and/or
marks monitored by automatic radar plotting aids or readily identifiable shore objects;
 Observe weather, tidal and sea conditions;
 Notify the Master if the vessel drags its anchor and undertake all necessary remedial measures;
 Notify the Master if visibility deteriorates;
 In appropriate circumstances maintain anti-piracy precautions as laid down in the Master's standing
order

8.5 Securing of Anchor

A) Securing method

Improper securing of Anchor may cause Loss of Anchor. When securing an anchor the following procedure
is to be followed:

 Anchor is to be heaved fully in home position.

 Windlass brake is to be applied fully/tightly.
 Anchor securing wires are to be fitted and tensioned such that the anchor is held secure in the hawse
pipe for the voyage. Nails of anchors should be fully closed on hull.
 The chain stopper / Locking Bar should be engaged and secured across the cable
 The windlass gear is to be disengaged
 Covers and plugs are to be placed on the spurling pipes and the hawse pipes are to be closed where
a closing arrangement is fitted
 Regular controls of the anchor stowage and securing arrangements are to be carried out during sea
passages especially securing wires, D shackle, kenter shackle, swivel shackle and their spile and secure
pins and common links
 Should the vessel encounter heavy weather, then Additional lashings are to be made and inspections
of the anchor securing arrangements are to be carried out as frequently as the Master considers safe.

Please note that in marginal and heavy weather no person is to venture on to the open deck
especially the main deck and forecastle head without the permission of the Master!!! Please refer to
related procedure BMM Chapter 5.2 Navigation under adverse weather conditions and Form 3611
Permit to go open deck & unprotected space at heavy weather

B) Anchor Securing Wires

At least 2 independent anchor securing wires should be used for lashing of anchor. Each Anchor securing
wires are to have a SWL of at least 3 times more than weight of the anchor. Wires should be ferrule spliced
and must be properly certificated. D shackles, turnbuckles and any equipment which using together with
wires should be at the same SWL with wires and certified.

Wires should be fixed/connected to a designated support point on windlass .

Wires and equipment should be well maintained and without and damage. Heavy rusty and damages wires
should not be used to secure anchors. There should be adequate spare to replace damaged wires

C) Chain Stopper / Locking Bar

 Approved General Manager
Date 20.08.2015
B.M.M Chapter
Revision
8.0
0
ANCHOR Page 6 of 9

When the vessel is brought up, the chain stopper is to be properly engaged across and bearing on the cable
and the device for securing the bar or tongue inserted in its closed position. The windlass is then to be left
out of gear with the brake firmly secured as a back-up to the chain compressor.

Fit and tension the anchor lashing to ensure that the anchor is held secure in the hawse during the
voyage. Engage and secure the chain stopper across the chain, if possible, as a back-up during the
voyage. If the chain stopper/locking bar does not engage properly on the chain, then it is to be lowered
across the chain as far as possible and lashed down in this position in such a manner that, if the cable does
slip, the bar or tongue will fall into place across the chain;

It should be noted that the chain stopper is designed to take the weight of the anchor.

Chain stopper should be able to close fully on the vertical chain unit and nails of the stopper should be in a
position to hold the horizontal positioned chain units.

Chain stopper should be fixed with a pin to avoid opening when loaded. There should be an arrangement to
lock the pin. Stopper hinges to be greased every month. The distance plates fitted should ensure snug fit of
the stopper. Chain stopper pin and stopper hinges to be checked every anchor controls for deformation.

D) Windlass Brakes

The brake lining thickness , surface quality and the brake adjustment is extremely important for safe
operation of the cable lifter brake performance. As the brake lining wears off, the diameter inside the brake
band increases. To keep constant diameter, the extra length must be adjusted regularly. Brake liner
efficiency is affected by presence of moisture, grease and corrosion.

Windlass brakes have been designated to hold vessel load at anchor. Therefore each brake has a greater
Brake Holding Capacity under normal circumstances.

Condition of brakes should be checked visually before every anchoring and Brake band should not be thinner
than manufacturer’s recommendations. Continuously dropping the same anchor may finish life time of brakes
quickly. Anchoring with Let go the anchor may burn the brake surfaces and reduce BHC.

Brake lining holders/halves deformation/ovality controls to be checked visually every anchoring. All moving
parts of brake system to be well maintained. If the moving parts freeze, brake lining will work irregularly and
life of brakes will decrease.

8.6 Anchorage at Adverse Weather and Sea Conditions

Staying at Anchor at the adverse weather and swell conditions is not recommended. Vessel can drag
anchor or anchoring system; materials can be damaged or can be faced with some difficulties when heaving
up. If ships are at anchor in adverse weather and swell condition, the following minimum precautions
 Approved General Manager
B.M.M Date
Chapter
20.08.2015
8.0
ANCHOR & Revision 0
AT THE ANCHOR Page 7 of 9

should be taken. In the case of heavy weather condition or if there is any heavy weather possibility Master
shall be evaluate below consideration;

 The vessel shall not dropped anchor if the weather force 7 bf or more from the unsheltered area and
wave’s height reaches to 4 metres or more.
 The vessel shall heave up anchor and commence the drifting if wind speed reaches 7bf.
 However the Master has authority proceed to steaming less than 7 bf.
 Take sufficient ballast on board so that the propeller is well submerged and the Windage area is
reduced the vessel shall try to drop anchor in to the sheltered area as much as practical.
 The minimum distance from the other vessels shall not less than 4 cables if the weather forces 6 or
more from unsheltered area.
 The sufficient length of chain shall be used at anchorage, leading of anchor chain and its tightness
shall be controlled in a regular base, in the case of necessary giving more cable in to the sea shall be
considered.
 At the anchorage second anchor shall be readily available in the case of any emergency situation.
 Prevailing weather conditions shall be monitored to take early decisive action to go out and waiting at
drifting with Engine. In case of adverse weather, it is prudent to pick up anchor and commence slow steaming
to ride out the bad weather. Delayed response can result in slipping of the cable, damage to stopper and
damage to the windlass motor due to excess dynamic loads being experienced when heaving.
 Inform Engine Room about weather/sea situation and keep the ME at stand by condition.
 The windlass design capability shall be considered to heave up anchor cables and anchor.
 If the drag anchor due to weather conditions or above criteria could not met the Master shall proceed
to steaming out to sea, particularly before the sea and swell become too high to prevent safe recovery of the
anchor.
 If the main engine is immobilised, contact the concerned superintendent and ask for a tug to be stand
by at the ship to assist if required Establish contact with ships in the vicinity, inform them that your main
engine is immobilised
 Record all your actions in the relevant log books

When "heaving-up anchor" at adverse weather or in deep water, the master shall pay attention to a
possibility that the windlass will have an excessive load by the chain due to following causes:
 Increase of the load due to heavy weight of the chain with long catenaries.
 Increase of the load due to drifting of the vessel by unexpected current and/or wind to striking force by
swell.

As of the countermeasures for above, Master is advised to act as follows:

 During heaving-up anchor, the tension of the chain can be minimized with using vessel’s main engine,
rudder, and bow-thruster properly.
 The master must pay special attention to an increase of the load to the windlass due to striking force
by swell. If the tension of the chain could not be minimized, then stop heaving-up anchor and hold the chain
by the brake.
 Due caution is to be exercised when heaving in adverse weather, to avoid windlass motor damage /
failure. It is very important that Officer in charge of the anchor party advises the correct position & weight on
the cable to the Bridge party & keeps on updating as the position & weight of the cable changes while the
Bridge party is using Engines to maintain as little stress on the cable as possible.

8.7 Checking Anchors at Sea

During sea passages a thorough inspection of the anchor stowage and securing arrangements is to be
carried out daily. During heavy weather this inspection is to be carried out as frequently as the Master
considers it necessary, prudent and safe.

8.8 Immobilization at Anchor

Unless it is considered essential, maintenance work which immobilises the main propulsion system should
not be carried out when the ship is at anchor.
 Approved General Manager
B.M.M Date
Chapter
20.08.2015
8.0
ANCHOR & Revision 0
AT THE ANCHOR Page 8 of 9

Vessels may perform maintenance work while the ship is at anchor only if permitted by the local
Authorities. Masters shall request the necessary information from the shore Authorities before commencing
the maintenance work.

When the Chief Engineer deems that maintenance work is necessary, the following instructions must be
followed:

 The Fleet Superintendent is to be informed.

 The Master shall give his approval based on the evaluation of: availability of both anchors,
suitability of seabed for anchoring and anchored position i.e. whether in open sea or
sheltered waters
 Good weather forecasts for the time required for the maintenance work
 All the weather forecasts available should be listened to during maintenance operations.

8.9 Open Sea Anchorage

Definitions of Open Sea Anchorage - Anchorages which are not designated as safe anchorages by the Local
Harbour authorities, not sheltered by a landmass or breakwater and / or are open to effect of wind,
sea and swell.

Where the situation demands (for e.g. for tendering Notice of Readiness, Pilot / Port Authority orders, Ships
Condition etc.) & the vessel is left with no other option other than anchoring at open sea anchorages,
PERMISSION must be obtained from Company at least 12 hours prior .

During stay at open anchorage, engines must be kept in constant readiness and careful watch is to be
maintained on vessel's position and on weather conditions.

Master's must Endeavour to minimize the duration at open anchorages, and wherever possible should leave
the anchorage & drift safely off the port in deep water clear of dangers after completing the required
formalities.

ANCHORING AT OPEN SEA ANCHORAGE IS PROHIBITED WITHOUT PERMISSION FROM HEAD

OFFICE.

8.10 Limitations of the Anchoring System:

It is of utmost importance to understand the limitations of the anchoring equipment and the following must be
borne in mind every time the anchoring equipment is put to use :

1. The anchoring equipment is intended for temporary mooring of a vessel within a harbour or sheltered
area, when the vessel is awaiting berth, tide etc.
2. The equipment is not designed to hold a ship off fully exposed coasts in rough weather or to stop a ship,
which is moving or drifting. In these conditions, the loads on the anchoring equipment increase to such an
extent that its components may be damaged or
lost owing to the high-energy forces generated, particularly in large ships.
3. The anchoring equipment is designed to hold a ship in good holding ground in conditions such as to avoid
dragging of the anchor. In poor holding ground, the holding power of the anchors is significantly reduced.
4. For design strength criteria of the anchoring equipment, a current speed of 2.5 m/sec and wind speed of
25 m/sec is assumed, based on a scope of chain between 6-10 times the water depths.

Basis design strength, following components of the anchoring gear are likely to get damaged in case of an
accident in chronological order:
1. Hydraulic motor
2. Brake bands
3. Anchor stopper
4. Anchor cable
To avoid any damage or loss of anchor Master should be very familiar with the Anchor specs and
capabilities. It should be considered that exceeding the anchor specs may cause loss of anchor.
There are some defects and incidents reported at industry due to in familiarity with anchoring equipment.
 Approved General Manager
B.M.M Date
Chapter
20.08.2015
8.0
ANCHOR & Revision 0
AT THE ANCHOR Page 9 of 9

Main factors to damage incidents identified were:

 Poor seamanship with regard to anchor handling
 Excessive loads placed on cables while remaining anchored or attempting to recover anchors in extreme
conditions
 Damage to windlass motors caused by transmission of excessive loads while the windlass is in gear

Limitations of anchor equipment’s including the chains, D shackles, swivels should be very well known.
Fittings and Accessories of anchor should be checked visually Before every use. Special attention should be
paid for followings:
 Failure of Kenter shackles
 Failure of common links in part due to wear
 Failures of Crown and/or End "D" shackles (i.e. the bolt coming out)
And their secure/spile pin and lead applications. It is not acceptable any deformation and/or loss of these
equipment.

During the checking of equipment it should be checked well greasing of equipment.

Bitter end Quick Release Mechanism: It is important that the quick release mechanism at the bitter end
outside chain locker is maintained adequately and is operable so that it can be readily deployed in an
emergency.

In case of any failure/abnormal condition observed on anchor equipment, company must be informed
immediately.

Please refer to Shipboard Emergency Contingency Manual chapter 3 for Emergency Anchoring and Loss of
Anchor subjects.