I was in command of MV - - - Performer when I received voyage instructions to proceed to Motril, Spain for loading of Celestite (2 Grades) for Rotterdam, Netherlands.
We steamed from Cartagena, Spain to Mortil, Spain 30 hours to reach the laycan signed in the charter Party; and we arrived at Motril Pilot Station ahead of schedule with holds are cleaned plus readied for loading.
I called Motril Pilot Station on VHF Ch 12, (0900H LT 1st of December 2011) giving 2 hours before arrival time and send emails to the Agent assigned to the vessel same as to my owners /operators that vessel is ready for loading as per charter party.
The Motril Port Control informed us that the vessel will drop her anchor on the Motril Anchorage area, snd waited for the berth which is still occupied by the another vessel.
As we reached the anchorage area, I gave one hour notice to the engine for additional auxillary generator and for manuevering. Deck crew went forward to unlash the anchors (Port & Starboard) and prepare the mooring lines.
I proceeded to the area in safe speed, lowered the starboard anchor one meter above the water as a standard seamanship. When I reached the anchor position that I planned, I put the engine on STOP..... DEAD SLOW ASTERN.... SLOW ASTERN.....finally HALF ASTERN..... when the vessel had no leeway or speed, I STOPPED the engine and ordered to drop the anchor three shackles first to the water and hold. The depth of the water was 45-50 meters.
I planned to drop six shackles in the water as for the computation of it is :
Formula:
No. of shackles to drop = square root ((depth of water in meters x 25.0) / 27.40)
1 shackle = 90 feet = 27.40 meters = 30 15 fathoms
Back to my story; I gave orders to drop the starboard anchor. The crew opened the anchor brakes.....the anchor dropped and suddenly stopped at about 1.5 shackles only.... The heading of the chain was up and down and it had no movements. They reported to me the situation. I ordered them to open the brakes, and they replied the brakes were fully open.
I asked them, how many shackles had they dropped? They replied estimated 1.5 shackles...I asked are they sure? They said yes...
In my mind, 1.5 shackles is equal to 41.1 meters and therefore the anchor haven't reached the sea bottom / sea bed.
I ordered them to engage the gear then lower it by gear. They complied but still there were no movements on the chain. I ordered them to heave the anchor all the way up and after that we will drop the port anchor instead same six shackles in the water.
Port anchor went smoothly, after all was fastened at anchor and engine was finished. I called the Chief Officer to check the starboard anchor.
Formula:
No. of shackles to drop = square root ((depth of water in meters x 25.0) / 27.40)
1 shackle = 90 feet = 27.40 meters = 30 15 fathoms
Back to my story; I gave orders to drop the starboard anchor. The crew opened the anchor brakes.....the anchor dropped and suddenly stopped at about 1.5 shackles only.... The heading of the chain was up and down and it had no movements. They reported to me the situation. I ordered them to open the brakes, and they replied the brakes were fully open.
I asked them, how many shackles had they dropped? They replied estimated 1.5 shackles...I asked are they sure? They said yes...
In my mind, 1.5 shackles is equal to 41.1 meters and therefore the anchor haven't reached the sea bottom / sea bed.
I ordered them to engage the gear then lower it by gear. They complied but still there were no movements on the chain. I ordered them to heave the anchor all the way up and after that we will drop the port anchor instead same six shackles in the water.
Port anchor went smoothly, after all was fastened at anchor and engine was finished. I called the Chief Officer to check the starboard anchor.
And this is what they found.The chain inside the chain locker, formed like a knot that no matter how the brakes were opened or lowered by gear, it still stuck on the haus pipe.
My question was, how did was the knot formed inside the chain locker?
The anchor was last used a month ago, when the vessel was in Paramaribo, Suriname.
I reported the matter to the vessel owners. But since the vessel was traiding in short voyages, we were not able to fix the chain.
We had this problem since 1st of December 2011. We finally managed to clear the knot while the vessel was at anchor at Ijmuiden Outer Anchorage 25th of December 2011 with the efforts of my deck crew AB Aldy Paglinawan, AB Dennis Laurente & OS Galenn Fabila.
The anchor was last used a month ago, when the vessel was in Paramaribo, Suriname.
I reported the matter to the vessel owners. But since the vessel was traiding in short voyages, we were not able to fix the chain.
We had this problem since 1st of December 2011. We finally managed to clear the knot while the vessel was at anchor at Ijmuiden Outer Anchorage 25th of December 2011 with the efforts of my deck crew AB Aldy Paglinawan, AB Dennis Laurente & OS Galenn Fabila.
Such scenario is not uncommon amongst vessels faring the seas all over the world. In my career as Master however, it was my first time to encounter such problem. Albeit seemingly trivial, a knot in the chain, very much like a lump in the throat, can hamper one's efficiency and productivity. But knots such as the one we hurdled, present an opportunity to challenge one's wits, patience, skill, and yes, leadership. Afterall, it isn't easy to loosen a knot of steel.
