Loss of Anchor and Chain Cable - Univan

Hull & Machinery Accident Cases 08-June-2011 

File No CR-09-006 Prep: AKD Rev: VM 

Case Name Preliminary Investigation report –Loss of Anchor and Chain Cable 

off Dahej-India Anchorage 

Device Name Port anchor cable 

Maker Name Jiangsu Model NA Working Hrs. / NA 

Lanbo 

shipbuilding 

co. Ltd 

Built 

Kind of Ship Bulk carrier Date 4 th June Place Dahej 

2011 

anchorage, 

India 

Cause of 

incidents 

As detailed below 

NOTE: 

The name of the vessel concerned has not been disclosed. 

Events leading to the accident: 

On 3rd June 2011 at 1520 Hrs LT, the vessel arrived at Dahej (West coast- 

India) anchorage with arrival draft of 10.30M even keel. She anchored with Port 

anchor with eight shackles in water and was waiting for berthing. The cargo of 

Copper concentrate was to be discharged at alongside berth (Birla Copper jetty). 

The pilot for berthing was cancelled on 3rd June afternoon as she was 

unable to pick up anchor because Main engine was not available for 

maneuvering. It was reported that the Air starting valve of Main engine was stuck 

in open position. On 3 rd June at 1645 Hrs main engine problem was rectified, 

same was tried out and found satisfactory. 

Thereafter main engine was kept on stand-by at all times and was used 

for easing excessive weight on anchor cable whenever necessary. It was 

observed that the vessel was subjected to very strong tidal currents causing 

strain on the anchor chain. The nature of seabed as marked on chart was largely 

soft mud and free sand. 

Duty AB was stationed on the forecastle with walkie talkie at all times. He 

was reporting the direction (by clock), stay (short/medium/long) and weight 

(less/moderate/huge) on the anchor chain to the bridge. Anchor party was briefed 

about the possibility of proceeding to forecastle quickly if required. In his 

instructions, master had clearly mentioned to the duty officers to call him on 

bridge whenever required. 

On 4 th June at 1130, it was noticed that the link on the hosepipe edge on 

outboard side has got deformed. The anchor chain was heaved up by about five 

meters and the deformed link was taken inside. The deformed link was brought 

Page 1 of 11


inboard side before the bow stopper. The watches, precautions and use of main 

engine to ease off strain on anchor chain were continued. 

On 4 th June at 1415 hours, Master was on bridge after receiving a call 

from second officer. Vessel was heading south, frequent yawing of ship’s head 

was observed upto 40 degrees on either side. Strong currents peaking upto 6.0 

knots were seen on Doppler speed log. Engine and helm were used to ease 

weight on the cable. There was no sign of anchor dragging and vessel was able 

to maintain it’s position. 

At 1450/4 th June, it was noticed that cable stay increasing rapidly with 

excessive weight. At 1453 hrs, port anchor cable parted. 

Anchor party was called to forward immediately and vessel proceeded for 

re- anchoring, while stemming the tide with the use of main engine. At 1815 

hours, after change of tide vessel re-anchored at a position 1 mile south of initial 

position using her starboard anchor. 

Later in the night, vessel again picked up anchor after informing VTS and 

proceeded out of the port area as a safety measure. 

Chronological Statement of Events: 

3rd June 2011 

(All times in Local Time unless otherwise state) 

1430h - Notice to engine room 

1445h - Bridge controls tested 

1505h - M/E blown through 

1510h - M/E tried out ahead and astern 

1515h - Ch Engr informed bridge that air starting valve is stuck 

in open position, will have to replace. 

1520h - Vessel payed out upto 8 shackles in water 

1540h - Asked port control to delay pilot as vessel 

cannot pick up anchor. 

1645h - M/E tried out ahead and asterns 

1712h - Dahej port control informed that vessel will miss the 

tide, await further instructions.M/E kept stby to release weight off the 

anchor cable. 



4th June 2011 

(All times in Local Time unless otherwise state) 

1130h - Noticed one link chaffing and slt deformed. 

1140h - Heaved up 5 mtrs cable and brought weak link on 

deck 

1410h - Got call from 2nd officer, vessel experiencing 

stronger current peaking upto 6 knots. 

1415h - Gave bold engine and helm moments 

1435h - Eased weight on the cable. 

1445h - Cable short stay with weight, continued engine 

and helm 

1450h - Cable growing rapidly with too much weght. 

1453h - Port anchor cable parted.Announced on PA 

VTS informed 

1500h ~ 1800h - Held vessel position stemming current 

waiting for next change of tide 

1815h lt - Re anchored at a position 1 mile south of previous 

position using stbd anchor. 

Environmental conditions 

Daylight 

Sea State-Moderate sea and swell 

Good Visibility 

Strong Flooding Tide 

Sea bed- Soft mud and free sand 

Sea bed known to have several anchor chains lying from previous 

incidents of loss of anchor from other vessels in past. 

Strong Northerly tidal currents peaking up to 6.0 knots. 

Accident details 

Time and date : 4 June 2011, 1453 LT 

Location of incident : Dahej anchorage, 21 37.7 N 072 25.2 E 



Persons on board : 22 

Injuries/fatalities : None 

Damage : Anchor chain parted, Port anchor and chain of about 

Eight shackles length lost. One link seen deformed, 

deformation and loss of strength of remaining links 

to be assessed. 

Equipment in use : Port Anchor 

Design dimension/type of links of anchor chain: ø 64 Grade3 JH 433-211-03 

Analysis of the accident 

Root Cause 

Main engines were used to ease off excessive weight on the anchor chain 

as advised by local pilots and exercised by other anchored vessels in the area. 

Still it was apparent that the avoiding action of picking up anchor and leaving the 

port was delayed. The vessel was experiencing difficulty in countering yawing 

and strain on her port anchor cable caused by very strong tidal currents. 

Adequate in depth analysis of handling the conditions in this port 

was not carried out. 

Material failure. 

Contributory causes 

At no point of time, there was any evidence of vessel dragging anchor, 

which would usually happen when vessel experienced currents of this 

magnitude. As the sea bed is having presence of several anchors/anchor chains 

in the area, the possibility of severe fouling of her port anchor with any such 

object cannot be ruled out. 

Preventive action 

Port information report (company form no. 11.4) has been prepared in 

detail for this experience at Dahej port. Same is being circulated to other 

vessels. This will be of significant help for vessels calling this port in future. 



Lesson Learnt: 

A full appraisal of the conditions (including nature of tidal currents) must 

be carried out when preparing for anchoring operations. 

If situation is difficult to counter, decision of leaving the anchorage area 

and proceeding to safe location must be considered and Masters must not 

hesitate in taking such decisions if needed. 

Main engine readiness at all times during the entire approach and stay is 

paramount. 

Deformed Link 



Sheared off link which gave way 

Doppler log photo taken prior parting of anchor chain showing current 



Layout of the area of incident 



Chart of the area 



Record of engine movements on 4 th June 2011 





Night Order/instructions by master 


UNIVAN SHIP MANAGEMENT LIMITED 

ISSUE 0 REV 0 PAGE 1/3 

SHIP’S FILE NO M40 OFFICE FILE NO 180.1.3 FORM NO: 11.4 DATE 01.01.2005 

OTHER CARGO SHIP OPERATIONS –PORT INFORMATION 

REPORT 

Copyrights: Univan Ship Management Limited, Hong Kong. All rights reserved 

Any unauthorized reproduction of this manual, in any form is prohibited 

APPLICABLE FOM SECTIONS 

Vessel’s Name: M.V.XXXX Dated: 08.06.2011 

Port of: DAHEJ Berth No: BIRLA COPPER JETTY 

Contact Details: 

Agent’s Name with contact details 

Shipper’s Name with contact details 

Consignee’s Name with contact details 

MONSON SHIP AGENCY 

BIRLA NIFTY PTY LTD AND 

OZ MINERALS PROMINENT 

HILL P/L 

HINDALCO INDUSTRIES LTD 

Approaches: 

Minimum depth (Bar) in the approach channel 14.1 

Position of bar 21-26.7N , 071-24E 

Width of approach channel 2 NM 

Reporting requirement for any Vessel traffic 

Information Service 

Please give details of Station Name, VHF channels and AlRS page no for 

reporting format. 

Pilots: 

Pilot boarding position 

Latitude / Longitude or bearing and distance off from a land mark 

Please give details which side pilot ladder, height above water level and 

method of boarding by boat, tug or helicopter 

VTIS KHAMBHAT (VTIS W-CH 

10 , VTIS E-CH 09 , VTIS N- 

CH 69) , ALRS VOL 6(4) PG 

119 

21-41.5N , 072 29.5 E 

VHF Channels for Pilots 16/11/12/14 

Method of Pilot Boarding 

PILOT LADDER STBD SIDE 

2M ABOVE WATER LINE 

Competence of Pilot 

If poor specify name of the pilot and give justification for your comment 

Good / Satisfactory / Poor 

Anchorage Area: 

Approximate location of anchorage 21-37.6N . 072-25.4E 

If Pilot is required for anchorage YES 

The average distance between the vessel in the 1 NM 

anchorage 

Any limitation to size or type of vessel NO 

Range of depth available at anchorage 15.8-33 MTRS





REPORT 

Tugs: 

Tugs used while Berthing 

Location Number of 

tugs 

Power 

BHP or Bollard Pull 



APPLICABLE FOM SECTIONS:11.4 

Line 

Tug or ship’s line, if tug line specify wire or 

rope and condition of line 

Fwd Center Lead 

Fwd Bow 

Fwd shoulder(break of focsle) 1 --- 2 TUGS LINE 

Midship 

Aft break of Acc 1 ---- 2 TUGS LINE 

Quarter 

Aft Centre lead 

Stand by tug for pushing 

Tugs used while unmooring 

Location Number of 

tugs 

Power 

BHP or Bollard Pull 

in MT 

Line 

Tug or ship’s line, if tug line specify wire or 

rope and condition of line 

Fwd Center Lead 

Fwd Bow 

Fwd shoulder(break of focsle) 

Midship 

Aft break of Acc 

Quarter 

Aft Center lead 

Stand by tug for pushing 

Moorings: 

Forward mooring Pattern 

Location Head Lines Breast Springs 

No of ropes 5 1 3 

Make a remark if the bollard position is such that it is making breast line is vertical or not perpendicular to the vessel’s fore and aft line 

Aft mooring Pattern 

Location Head Lines Breast Springs 

No of ropes 5 1 3 

Make a remark if the bollard position is such that it is making breast line is vertical or not perpendicular to the vessel’s fore and aft line 

If offshore anchor for berthing/ unberthing 

If yes then specify length of chain in shackles 

Yes 

θs 

No





REPORT 

Berth facility 

Name or number of the berth BIRLA COPPER JETTY 

Depth available alongside in metres 10.5 

Any Restrictions on the size of 

vessel 

such as drafts, length or dwt 

Which side along side port, stbd. or stern 

foremost 

Type of fenders 

Yolkohama, Bert or tire 

Condition of fenders 

good, bad in case of tire fender diameter of fenders 

Cargo details 

Nature of cargo operation 

if loading or discharging 

NO 

PORT SIDE 

YOKOHAMA 

GOOD 

DISCHARGING 

Cargo Names 

COPPER 

CONCENTRATE 

UN No: 3077 

Ems No: 

MFAG numbers 

Threshold Moisture limit 10.5% M3/MT 

Moisture content of cargo 10.18% M3/MT 

What is the Minimum loading 

rate can be given by the 

What is the sequence of notices 

required for final stoppage? 

If Bill of lading by ship figure or 

shore figure? 

Any restriction on ballasting 

deballasting 

Any requirement of restriction on 

drafts 

NA 

NA 

NA 

NO 

NO 



APPLICABLE FOM SECTIONS:11.4





REPORT 

Emergency Contacts 

Harbour Master Office 9904402629 

Fire 

Ambulance 

Police 

Terminal Security 9723709828 

Clean up contractor 




Remarks: 

ALL VESSEL ARRIVING DAHEJ PORT MUST AVOID ANCHORING IF STAY 

MORE THAN 24 HRS . ELSE VESSELS TO STEAM (NOT DRIFT) DEFINED 

BY FOLLOWING COORDINATES: 

BETWEEN LAT 21DEG 17'N , AND 21 DEG 26'N AND LONGITUDES 

072DEG 16.5'E AND 072DEG 27.5'E. 

THIS GIVES AN AREA OF ABOUT 8 X 6 NM.HOWEVER,CAUTION IS TO 

BE EXCERCISED AS NUMEROUS WRECKS IN THE VICINITY.





REPORT 




Please note all those details which you feel may be important for reference in the subsequent voyages for your vessels and other company 

vessels calling this port. 

Ch/Officer Master

Loss of Anchor and Chain Cable - Univan

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