How not to drop anchor
- Thread starter cb32863
- Start date
Rusted break and then operator over released it, followed by a very rapid chain lowering exceeding the capabilities of the break to stop it. Unfortunatly this happens a lot in big ships that only dock at slips and don't anchor much
Hopefully there will be no objections to my injecting a humorous story of how not to anchor into this thread, but some opportunities are just too good to let pass. It was claimed to be a true story, but that claim is in dispute:
DONT PANIC- - -WRITE A REPORT!
The following report, from a ship's master is reproduced by kind permission of the anonymous author who appears to be gifted with remarkable sang froid.
.....................................................................
It is with regret and haste that I write this letter to you; regret that such a small misunderstanding could lead to the following circumstances, and haste in order that you get this report before you form your own pre-conceived opinions from reports in the world press, for I am sure that they will tend to overdramatise the affair.
We had just picked up the pilot and the apprentice had returned from changing the "G" flag for the "H" and, it being his first trip, he was having difficulty in rolling the "G" flag up. I therefore proceeded to show him how. Coming to the last part I told him to "let go!" The lad, although willing, is not too bright, necessitating my having to repeat the order in a sharper tone. At this moment the Chief Officer appeared from the chart room, having been plotting the vessel's progress, and, thinking that it was the anchors that were being referred to, repeated the "let go" order to the Third Officer on the forecastle. The port anchor, having been cleared away but not walked out, was promptly let go! The effect of letting the anchor drop from the" pipe" while the vessel was proceeding at full harbour speed, proved too much for the windlass brake and the entire length of the port cable was pulled out "by the roots." I fear that the damage to the chain locker may be extensive.
The braking effect of the port anchor naturally caused the vessel to sheer in that direction, right towards the swing bridge that spans a tributary to the river, up which we were proceeding. The operator of the swing bridge, showed great presence of mind by opening the bridge for my ship. Unfortunately he did not stop the vehicular traffic first, the result being that the bridge partly opened and deposited a Volkswagon, two cyclists and a livestock truck on the foredeck. My ship's company are at present rounding up the contents of the latter, which from the noise I would say are pigs. In his efforts to stop the progress of the vessel, the Third Officer dropped the starboard anchor, too late to be of practical use, for it fell on the swing bridge operator's control cabin.
After the port anchor was let go and the vessel started to sheer, I gave a double ring "Full Astern" on the engine room telegraph and personally rang the Engine Room to order maximum astern revolutions. I was informed that the sea temperature was 53 degrees and asked if there was a film tonight. My reply would not add constructively to this report.
Up to now I have confined my report to the activities at the forward end of the vessel. Down aft they were having their own problems. At the moment the port anchor was let go, the second officer was supervising the making fast of the after tug and was lowering the ship's towing spring down on to the tug. The sudden braking effect on the port anchor caused the tug to "run in under" the stern of my vessel, just at the moment when the propeller was answering my double ring to "Full astern." The prompt action of the second officer in securing the inboard end of the towing spring delayed the sinking of the tug by some minutes, thereby allowing the safe abandoning of that vessel.
It is strange, but at that very same moment of letting go the port anchor, there was a power cut ashore. The fact that we were passing over a "cable area " at the time might suggest that we touched something on the bottom of the river bed. It is perhaps lucky that the high tension cables brought down by the foremast were not live, possibly being replaced by the underwater cable, but owing to the shore blackout, it is impossible to say where the pylon fell.
It never fails to amaze me, the actions of foreigners during moments of minor crisis. The pilot, for instance, is at the moment huddled in the corner, having consumed a bottle of gin in a time worthy of inclusion in The Guiness Book of Records. The tug captain on the other hand reacted violently, and had to be forcibly restrained by the steward, who has him handcuffed in the ship's hospital, where he is now, telling me to do impossible things with my ship and crew.
I enclose the names and addresses of the drivers and insurance companies of the vehicles on my foredeck, which the third officer collected after his somewhat hurried evacuation of the forecastle. These particulars will enable you to claim for the damage that they did to the railings of the No 1 hold.
I am closing this preliminary report, as I am finding it difficult to concentrate with the sound of police sirens and flashing lights. It is sad to think, that had the apprentice realised that there is no need to fly pilot flags after dark, none of this would have happened.
For weekly Accountability Report I will assign the following Casualty Numbers.... T17501010 to T 1750199 inclusive.
Yours truly,
(name withheld)
MASTER.
DONT PANIC- - -WRITE A REPORT!
The following report, from a ship's master is reproduced by kind permission of the anonymous author who appears to be gifted with remarkable sang froid.
.....................................................................
It is with regret and haste that I write this letter to you; regret that such a small misunderstanding could lead to the following circumstances, and haste in order that you get this report before you form your own pre-conceived opinions from reports in the world press, for I am sure that they will tend to overdramatise the affair.
We had just picked up the pilot and the apprentice had returned from changing the "G" flag for the "H" and, it being his first trip, he was having difficulty in rolling the "G" flag up. I therefore proceeded to show him how. Coming to the last part I told him to "let go!" The lad, although willing, is not too bright, necessitating my having to repeat the order in a sharper tone. At this moment the Chief Officer appeared from the chart room, having been plotting the vessel's progress, and, thinking that it was the anchors that were being referred to, repeated the "let go" order to the Third Officer on the forecastle. The port anchor, having been cleared away but not walked out, was promptly let go! The effect of letting the anchor drop from the" pipe" while the vessel was proceeding at full harbour speed, proved too much for the windlass brake and the entire length of the port cable was pulled out "by the roots." I fear that the damage to the chain locker may be extensive.
The braking effect of the port anchor naturally caused the vessel to sheer in that direction, right towards the swing bridge that spans a tributary to the river, up which we were proceeding. The operator of the swing bridge, showed great presence of mind by opening the bridge for my ship. Unfortunately he did not stop the vehicular traffic first, the result being that the bridge partly opened and deposited a Volkswagon, two cyclists and a livestock truck on the foredeck. My ship's company are at present rounding up the contents of the latter, which from the noise I would say are pigs. In his efforts to stop the progress of the vessel, the Third Officer dropped the starboard anchor, too late to be of practical use, for it fell on the swing bridge operator's control cabin.
After the port anchor was let go and the vessel started to sheer, I gave a double ring "Full Astern" on the engine room telegraph and personally rang the Engine Room to order maximum astern revolutions. I was informed that the sea temperature was 53 degrees and asked if there was a film tonight. My reply would not add constructively to this report.
Up to now I have confined my report to the activities at the forward end of the vessel. Down aft they were having their own problems. At the moment the port anchor was let go, the second officer was supervising the making fast of the after tug and was lowering the ship's towing spring down on to the tug. The sudden braking effect on the port anchor caused the tug to "run in under" the stern of my vessel, just at the moment when the propeller was answering my double ring to "Full astern." The prompt action of the second officer in securing the inboard end of the towing spring delayed the sinking of the tug by some minutes, thereby allowing the safe abandoning of that vessel.
It is strange, but at that very same moment of letting go the port anchor, there was a power cut ashore. The fact that we were passing over a "cable area " at the time might suggest that we touched something on the bottom of the river bed. It is perhaps lucky that the high tension cables brought down by the foremast were not live, possibly being replaced by the underwater cable, but owing to the shore blackout, it is impossible to say where the pylon fell.
It never fails to amaze me, the actions of foreigners during moments of minor crisis. The pilot, for instance, is at the moment huddled in the corner, having consumed a bottle of gin in a time worthy of inclusion in The Guiness Book of Records. The tug captain on the other hand reacted violently, and had to be forcibly restrained by the steward, who has him handcuffed in the ship's hospital, where he is now, telling me to do impossible things with my ship and crew.
I enclose the names and addresses of the drivers and insurance companies of the vehicles on my foredeck, which the third officer collected after his somewhat hurried evacuation of the forecastle. These particulars will enable you to claim for the damage that they did to the railings of the No 1 hold.
I am closing this preliminary report, as I am finding it difficult to concentrate with the sound of police sirens and flashing lights. It is sad to think, that had the apprentice realised that there is no need to fly pilot flags after dark, none of this would have happened.
For weekly Accountability Report I will assign the following Casualty Numbers.... T17501010 to T 1750199 inclusive.
Yours truly,
(name withheld)
MASTER.
I thought the whole process was proceeding reasonably well until I saw the unattached bitter end fly by
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The video shows the wind was blowing pretty high. I suspect they "followed procedure" in putting the engine in neutral, drop the anchor, let out x meters and lock to set the anchor. Which would work well if the wind wasn't blowing the ship along at 10 knots or so. I think the problem started when the anchor caught on the bottom but with the wind it could not stop the ship's way. And I don't think ANY fastener would save the bitter end at that point!
Goes to show that blindly following procedure is often not a Good Idea...
druid
Goes to show that blindly following procedure is often not a Good Idea...
druid
The fellow (power boater) two slips down from me on F dock doesn't blame the boat. ................... he blames his wife. Rips a strip off the poor woman every time he comes in and hits every boat in sight while docking
.
I'm glad I'm halfway down on E dock.
About five years ago I saw an Oriental new power boat owner (I had talked to him at the dock before he departed) go down one of the other fairways bumping boats on the south side then on the north side about ten times because he over compensated and kept gunning his engines. Pointed it out to the marina management. I later heard he had to pay for damages and then was banned from our marina.
About five years ago I saw an Oriental new power boat owner (I had talked to him at the dock before he departed) go down one of the other fairways bumping boats on the south side then on the north side about ten times because he over compensated and kept gunning his engines. Pointed it out to the marina management. I later heard he had to pay for damages and then was banned from our marina.
(getting off-topic but what the hell...)
My fav Powerboat Hitting Stuff Story was at Mosquito Creek Marina - guy was checking out his engine work: not perfect, since every time he put the boat in gear (fwd or rev) the engine stalled. So... reverse. Stall engine. Boat drifts backwards into another boat while he tries to restart the engine. Starts engine, puts it in fwd. Stall engine. Boat drifts forwards into another boat while he tries to restart the engine. ... (rinse and repeat... about 10 times)
druid
My fav Powerboat Hitting Stuff Story was at Mosquito Creek Marina - guy was checking out his engine work: not perfect, since every time he put the boat in gear (fwd or rev) the engine stalled. So... reverse. Stall engine. Boat drifts backwards into another boat while he tries to restart the engine. Starts engine, puts it in fwd. Stall engine. Boat drifts forwards into another boat while he tries to restart the engine. ... (rinse and repeat... about 10 times)
druid
More off-topic, yet very interesting with regards to inexperience within an anchorage, and loss of anchors, chain, or rodes, as well as pissing everyone off in the mooring field, I present this very memorable posting of a "Credit Card Captain" that I can't stop laughing about. Caution: Bikini clad hotties. I hope this link works. If not, just go online and check out Ode to credit card captains.
https://search.yahoo.com/search?p=ode+to+credit+card+captains&fr=ipad
https://search.yahoo.com/search?p=ode+to+credit+card+captains&fr=ipad
