Cruise Ship Safety Warning Issued Over Anchoring

A cruise ship safety warning has been posted to passenger ships anchoring around the UK coast.

6 Cruise ships in Weymouth Bay Dorset. There were 10 at one stage.

The Marine Accident Investigation Branch has issued a safety bulletin.  After being concerned by multiple failures of anchoring during the recent pandemic.

Places like Torquay Bay, Weymouth Bay and Poole Bay.

For instance there have at times had as many as ten cruise ships at anchor.  Weymouth Bay for example during the Covid-19 lock down.

Cruise companies had to lay up their passenger ships.  And find places where the ships could stay for prolonged periods. Plus, where they did not have to pay out large port or harbour fees.

Close up of anchor chain being replaced in Weymouth Bay. MAIB issue cruise ship safety warning.

However, it was noted that during those periods there was an increase in anchor equipment failures.  With the MAIB deciding to warn the cruise industry.

Captain Andrew Moll, Chief Inspector of Marine Accidents sent out this message:

‘The MAIB has become concerned at the number of recently reported marine incidents involving cruise ship anchor systems failures. And would like to bring this issue to the attention of the cruise industry.  And to highlight the lessons that can be learned to prevent future incidents.’

Cunard’s Queen Mary 2 at anchor in Weymouth Bay.

Warning About Anchoring  For Extended Periods

With the cruise ships being at anchor for extended periods.  And, often in conditions that would be far worse than normal too. Plus, in areas where there were significant tidal streams and currents.

Concern by the MAIB  that such operations were accelerating wear rates of the anchoring systems and such adverse conditions were exceeding the design limits of them too.

Failures have occurred in what are called joining links, anchor chain common links, D-links and across the anchor crown causing the flukes to be lost.

Queen Victoria having its anchor chain installed in Weymouth Bay.

Of the failures reported so far, the most frequent has been failure of the joining links connecting two shackles of cable.  Often when a significant amount of cable was out.  In some cases as much as 11 shackles on deck.

Although the additional weight of the cable can prevent the vessel dragging anchor. In adverse conditions it will also increase the forces acting on the cable and anchor.

Losing an anchor can very much reduce the overall safety of the ship.  As they provide vital back-up. Should the ship be unable to steer or lose it’s engine power.

MAIB SAFETY LESSONS:

1. Operational limits for anchoring must be sufficiently cautious to ensure weighing anchor is not left too late, risking overloading anchor equipment. If strong winds are forecast, proactive action should be taken to seek a more sheltered anchorage in good time or proceed to sea and ride out the weather. Do not wait until the anchor drags or until most of the anchor cable has been paid out before weighing anchor.

2. Steps should be taken to minimize the wear on the anchoring equipment as far as possible. When the opportunity presents itself, the anchor in use should be rotated and the scope of cable varied on a regular basis to minimize single point loading. An appropriately experienced crew member should also carry out regular checks on the windlass brake condition and areas where the cable is in contact with the ship.

3. While at anchor for significant periods, ensure all watchkeepers are confident in the actions to be take in the event of dragging or losing an anchor and there is a contingency plan ready for implementation in the event of having to proceed to sea or re-anchor. Also, watchkeepers and senior officers must be aware of the reporting requirements to the coastal state in the event of losing an anchor so that mitigation measures can be put in place if required.

 4. As the restrictions on the cruise industry ease, it must be remembered that this period of prolonged anchoring may have decreased the life span of the anchoring equipment. A full assessment of the future suitability of the anchoring equipment should be undertaken at the earliest opportunity or the next dry-docking period.