Answer
Step 1: Immediate actions
- Inform the bridge instantly and stop the engine.
Stopping the engine protects the propeller and reduces headway. Do not wait to investigate first. Engine on standby / manoeuvring condition
- Place Engine Room on Standby:
- Call the Engine Room emergency team to manoeuvring stations.
- Auxiliary System Preparedness:
- Ensure additional diesel generators (DGs) are synchronized and running on the switchboard to handle sudden load shifts, manoeuvring equipment, or high-capacity bilge/fire pump operations.
- Do not let anyone slam on the windlass brake at speed.
It will burn the lining and may fail completely. If it is running, in deep water it is usually safer to let it run out to the bitter end than to try to snub it.
Step 2: Technical Support & Structural Integrity Verification
- Dispatch Technical Assessment Team:
- Send the Second Engineer (with proper PPE, UHF radio, and safety gear) to assist the Chief Officer on the forecastle deck once it is safe to approach.
- Inspect Windlass & Cable Handling Gear:
- Check the windlass cable lifter (wildcat), manual band brake assembly, and drive gearing for signs of mechanical distortion, cracked castings, or friction fires caused by rapid payout.
- Inspect hydraulic supply lines and control valves on deck for high-pressure leaks or structural damage.
- Verify Hull & Forepeak Tank Integrity:
- Forepeak Tank Soundings: Take immediate manual soundings of the forepeak tank and forward cofferdams/deep tanks to verify that the swinging anchor or chain did not puncture or fracture the bow shell plating below the waterline.
- Forward Bilge Alarms: Check engine room/forward bilge alarms for any signs of water ingress.
Step 3: Managing the System (Partial Payout vs. Complete Loss)
Scenario A: Chain is Still Attached (Partial Payout)
- Relieve Load: Allow the Bridge to maneuver the vessel to take the strain off the cable.
- Secure Cable: Assist deck officers in applying the manual band brake and dropping the chain stopper (guillotine / devil's claw).
- Isolate Power: Once secured, isolate electrical/hydraulic power to the windlass (Lock-Out / Tag-Out) to prevent inadvertent operation until a full inspection is performed.
Scenario B: Anchor and Shackle Completely Lost (Parted at Bitter End)
- Chain Locker Inspection: Carefully inspect the clinch bracket (bitter end) inside the chain locker to confirm it released cleanly without tearing or deforming the chain locker bulkhead.
- Secure Hawse Pipe: Lock and secure the spurling pipe cover with cement/canvas as per standard seamanship to prevent sea spray and water ingress into the chain locker during the remainder of the voyage.
Step 4: Reporting
The Master reports, but you supply the technical facts:
- Company / DPA and Superintendent
- Flag State and Classification Society — this is a condition of class; the ship may need a dispensation to proceed with one anchor
- P&I Club and Hull & Machinery underwriters
- Nearest coastal State if the anchor and cable are lying in a fairway or traffic lane — it is a navigational hazard, and the position must be marked and reported
- Next port in advance so repair or replacement can be arranged
- Entries in the Official Log Book, Deck Log and Engine Log, with photographs and a written damage report