Anchoring, docking and mooring

19. Anchoring, docking and mooring1
19.1. General provisions
19.1.1. All anchoring, docking and mooring work should be supervised by a
competent person, who must be in constant communication with the bridge.
19.1.2. (1) The windlass, anchors, chains, mooring lines and wires should be
carefully maintained and regularly inspected for damage and defects.
(2) They should be periodically tested in accordance with the requirements of the
competent authority.
19.1.3. Appropriate personal protective equipment should be provided to all
seafarers involved in these operations.
19.1.4. Seafarers should be aware that it is usual for capstans, winches, or
windlasses to be designed so as to stall or pay out before exceeding the safe working
load of the weakest part of the system. Seafarers should not tamper with such
19.2. Anchoring
19.2.1. Any anchor or chain showing defects should be withdrawn from service
and repaired only by properly qualified persons.
19.2.2. In general, the anchor should not be dropped from the hawsepipe but
should be walked back to a suitable position and let go from that position.
19.2.3. Anchors may be let go at inappropriate moments due to the wrong
message being received on a portable transceiver. All instructions should be
"identified" by some means, e.g. by including the name of the vessel in the instruction.
19.2.4. Seafarers engaged in operating the brake, and others in the vicinity should
wear goggles and safety helmets for protection from dust and debris thrown from the
19.2.5. Seafarers engaged in stowing an anchor chain into the locker should stand
in a protected position and should keep in constant communication with the windlass
19.2.6. Anchors housed and not required should be properly secured to guard
against accidents or damage should the windlass brake be released inadvertently.
1 The publication Effective mooring (London, 1989) of the International Chamber of Shipping
provides further guidance on this topic.

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