錨泊作業與緊急應變

錨泊作業與緊急應變
Anchoring operations and emergency responses

尚作仁船長 編著
Composed by Captain David Shang

 

錨泊作業一向被視為是關鍵性的操作，因為任何人為疏失或設備故障，都可能會造成立即且嚴重的意外事故，而面對流錨時的緊急應變措施，無論是本船或它船流錨，若能處理得當也能將災害或損失減至最輕，因此本文將闡述有關錨泊的安全作業程序及流錨時的緊急應變程序。
Anchoring always represents a critical operation in that human errors or equipment failure may produce immediate and significant accidents, and the emergency responses for dragging anchor whether own ship or other ship. If can handled properly, it will effectively minimize the damages or losses. Thus, this article not only provides information on safe anchoring procedures but also the emergency responses procedures for dragging anchor.

 

錨泊作業注意事項
Precautions of Anchoring

1. 錨泊作業的拋錨/絞放錨鍊及起錨操作，必須在大副的監督指揮下，由水手長帶領有經驗的水手參與作業。
The C/O should supervise the letting go / walking back and weighing of the anchor. Only Buson and experienced crew members should be assigned to anchor work.

2. 在接近錨區時，雙錨都必須備便並保持隨時可用的狀態。
On approaching anchorage area, both anchors must be cleared and kept ready for use.

3. 除了緊急情況外，如果錨距離海床的高度超過20公尺以上時，應避免以直接鬆開煞車的方式(Letting go)拋錨。
Anchors must not be dropped by brake (Letting go) from a height of more than 20 meters above the sea bed, other than in emergencies.

4. 而以錨機將錨鍊絞放至海床上也是同樣的危險，因為任何拖行錨鍊所施加的外力，最終其負荷將傳導至錨機馬達上，但錨機馬達在設計時並未考量此種額外的負荷，很可能會因為超過其安全負荷而導致毀損，因此在作業時亦須注意此點。
Walking back the anchor until it is touching the sea bad is equally hazardous as any weight on the chain will then be transferred to the windlass motor which not being designed for such loads could be damaged due to overloading. Hence care must be taken during such operations.

5. 最適當錨泊的水深約為20~40公尺之間，如果需要在水深超過50公尺的地方下錨，船長就應當視為「深水拋錨」。
The most appropriate water depth for anchorage are between 20~40 meters. If the area where water is depth beyond 50 meters, the Master should be considered he is going to anchor into the "Deep water".

6. 在水深超過80公尺以上的海域拋錨，可能會面臨錨機馬達無法絞起錨及錨鍊的情況，因此應該盡量避免在此種深度的水域拋錨。
Anchoring in depths over 80 meters can lead to situations where the windlass motor is unable to pick up the weight of the anchor and chain. Hence anchoring at such depths should be avoided as far as possible.

7. 船上的錨泊設備不可因冰封的緣故而受到影響，因此除非是緊急情況，否則應避免在冰封的情況下拋錨。
The force exerted by ice cannot be restrained by the ships’ anchoring equipment. Anchoring in ice should therefore be avoided except in an emergency.

 

錨泊設備的限制
Limitation of Anchoring Equipment

對船長而言，了解錨泊設備的限制是一件至關重要的事，每當使用錨泊設備時，下列事項應謹記在心:
For Master, it is of utmost importance to understand the limitations of the anchoring equipment and the following must be borne in mind every time the anchoring equipment is put to use:

1. 錨泊設備僅供船舶為了等碼頭泊位、等候潮水等，在港內或庇護水域作短暫停留之用。
The anchoring equipment is intended for temporary mooring of a ship within a harbour or sheltered area, when the ship is awaiting berth, tide etc.

2. 錨機不是設計用來停止或制止船舶漂流之用的，因為錨機最大的的拉力通常僅為錨鍊最小破斷力的10%，因此必須使用主機來緩和錨鍊張力，當起錨時，錨鍊必須是接近垂直的狀態，以保持最低的張力。
The windlass is not designed for stopping or holding a ship which is drifting as the maximum pulling capacity of the windlass is usually about 10% of the chain Minimum Breaking Load (MBL). So it is important that the main engine is used to ease the strain on the chain and relieve the tension completely when heaving in the anchor, the chain must be nearly vertical to ensure low tension.

3. 錨機的設計通常可以從82.5公尺的水深將錨絞起(大約3節錨鍊長度)，船長應參考製造廠商的手冊，以熟悉船上各種特定設備的要求。
The windlass is usually designed for heaving a free hanging anchor from a depth of 82.5 meters (approximately 3 shackles length). Master should be familiar with the requirements of his ship specific equipment, for which he should be guided by the maker’s manual.

4. 海浪及長浪可能對錨泊系統產生動態性的外力，當錨泊船因惡劣天候造成縱向擺動或左右搖擺時，錨鍊的張力可能會達到三倍。
Waves and swells can induce hazardous dynamic forces in to the anchoring system. When an anchored ship is pitching and yawing due to heavy weather the tension of anchor chain can triple.

5. 當錨機運轉，特別是在絞起錨時，液壓馬達是整個錨泊系統中最弱的一環，因此萬一錨鍊被反轉拉出時，即便是只拉出一點點，都很有可能會造成液壓馬達完全毀損的程度。
With the windlass engaged, especially when heaving anchor, the hydraulic motor is the weakest link in whole anchoring system. So if the anchor chain runs out, even very small, then the motor in most cases gets completely damaged requiring replacement.

6. 錨泊設備是設計用來將船固定在有良好抓地力的底質上(沙地、泥地、黏土地等)，以防止走錨，在抓地力不良的底質上(岩石、卵石、石塊等)，錨的抓地力將會大幅的減少。
The anchoring equipment is designed to hold a ship in good holding ground (sand, mud, clay, etc.) so as to avoid dragging of the anchor. In poor holding ground (rocky, boulders, stones, etc.), the holding power of the anchors is significantly reduced.

7. 錨泊設備的強度設計標準，是假設流速每秒2.5公尺，風速每秒25公尺，錨鍊長度在6-10倍水深之間，根據這個設計強度，在意外發生時錨機可能受損的元件，從弱到強排列如下:
For design strength criteria of the anchoring equipment, a current speed of 2.5 m/sec and wind speed of 25 m/sec is assumed, based on a scope of chain between 6-10 times the water depth. Basis design strength, following components of the anchoring gear are likely to get damaged in case of an accident in the following sequence (weak to strong):

(1) 液壓馬達
Hydraulic motor

(2) 剎車皮
Brake bands

(3) 錨鍊擋
Anchor chain stopper

(4) 錨鍊
Anchor chain

8. 所有的船員都應根據製造廠商手冊，熟悉船上錨機/錨泊設備以及其設計/操作上的限制。
All crew to be familiar with design / operating limitations of windlasses / anchoring equipment fitted on ship as per maker’s manual.

 

下錨前準備
Preparation for anchoring

在下錨前，船長與負責下錨的大副須進行作業前簡報，船長須對下列事項納入考量:
An operational briefing should be conducted before anchoring between the Master and C/O who in charge of anchoring. The Master must take the following into consideration:

1. 在下錨前，船舶應有充分的減速時間。
Ship’s speed is reduced in ample time before anchoring.

2. 需觀察風向風速與流向流速。
Direction and strength of wind and current have been observed.

3. 錨泊水域應有足夠的運轉空間，特別是朝向外海的方向。
The sea room available for anchoring manoeuvring, in particular to seaward.

4. 應了解預定錨地或指定錨地的海水深度及海床底質。
Depth of water and type of seabed on planned or advised anchor drop position.

5. 預備拋哪一舷錨(兩舷的錨應交替使用，除非視天候狀況或一些特別需求如調頭、靠碼頭或船靠船的情況)。
Which side anchor will be used (both sides anchors should be used alternately unless warranted by weather or some specific requirements for turning, berthing or during STS).

6. 需要拋幾節錨鍊(錨鍊的長度需視風/流狀況、海床底質、錨泊時間長短而定)
The length of anchor chain required (the required length of anchor chain is depending on wind / current condition, type of seabed, duration of anchorage)

討論:
Discussion:

關於錨鍊長度的考量，如海況良好(蒲福氏風級3級以下)，海床底質抓地力好，僅是短暫停留(不超過一天)，錨鍊長度約三倍水深即可，如同樣的條件但錨泊超過一天，可拋五倍水深之錨鍊，若風/流強勁(3~5級風浪)且海床底質抓地力差，則錨鍊長度需超過八倍水深，若風力已達到蒲福氏風級6級以上(強風、大浪)，則不適合下錨(若已經錨泊，船長應在海況變差前盡快起錨)。
Regarding the length of anchor chain, if in good sea condition (below Beaufort scale 3), in good holding ground, just short stay (less than one day), the length of anchor chain about 3 times the water depth is enough. If under the same condition but anchoring time over one day, the length of anchor chain should be increased to 5 times the water depth. If strong wind / current (3~5 scale) and in bad holding ground, the length of anchor chain should over 8 times the water depth. If wind force had reached to Beaufort scale 6 (Strong Breeze, Larger waves), under this condition, the ship is not recommended for anchorage (if already anchored, Master should pick-up anchor as soon as possible before weather condition become worse)

7. 應適時通知機艙及下錨組員備便。
Adequate notice must be given to the engine room and anchor party as to when it needs to be called for “stand-by”.

8. 錨機馬達必須測試運轉正常，錨機煞車間隙及剎車皮狀況必須予以確認處於良好的狀態。
Windlass motor must be tested in good order, windlass brakes gap as well as the brakes lining must be checked for efficient operation.

 

下錨程序
Anchoring procedures

1. 當來到錨地時，應在錨泊區域內選擇一個清爽的錨泊位置，到達錨地之後應盡快利用交叉方位來測定船位、確認水深並對照潮汐表。
On coming to an anchorage, a clear berth is to be chosen within the anchorage limits. The ship’s position shall be fixed, as soon as possible after arrival at the anchorage, by cross bearings and the depth of water ascertained and checked with the tide tables.

2. 注意潮流對船舶低速運轉時的影響，在接近錨位時應盡可能避免橫越其他錨泊船的船艏，因為本船在慢速行進時，容易受風/流的影響而漂移至錨泊船。
Beware of tidal stream affects when ship manoeuvring at low speeds. When approach to the anchoring position at low speeds, avoid passing ahead of other anchored ships as the ship will tend to drift on to the anchored ship due to wind/current.

3. 應設法頂流接近錨地，可參考附近其他錨泊船的船艏向來確認水流方向。
Making the approaching direction stemming the tide. To check the current direction from the headings of other ships anchored nearby.

4. 最好能避免順流下錨，如果無法避免，應盡量降低船舶前進速度，順流下錨應選擇預定迴旋側的錨(例如: 向右迴旋則下右錨)以避免錨鍊在迴旋時絞纏船身，並在到達預定錨位前的少許距離就要下錨。
As far as possible, avoid current from astern. However, if it is unavoidable, reduce the headway of the ship as low as possible, anchoring with fair current should choose the turning side anchor to prevent anchor chain tangle with the ship, (e.g. turning to portside, using portside anchor) and let go anchor at a short distance before the scheduled anchorage spot.

5. 當水流或風向來自船的側邊時，應使用上風/流一側的錨，讓船在下錨後可借助風/流的力量拉開錨鍊，避免與船身絞纏，為使船能慢慢迴轉到正確的方向，可能須借助車舵的使用。
When current or wind is from the side of the ship, using the anchor towards the side of wind/current is from so that as the anchor holds the ship swings away from the chain to prevent anchor chain tangle with the ship. You may need to use the engines/helm to assist the ship to slowly swing in the correct direction.

6. 注意附近的航行險阻及其他船舶動態。
Beware of the proximity of navigational hazards and other vessels movement.

7. 與鄰近船的最近距離最好大於0.5海浬(如果可能，大型船應保持1海里的距離)，並且依此來決定放出錨鍊的長度。
The clearance from the nearest vessel is preferable to be more than 0.5 NM (For large ship, at least 1 NM distance if possible) and so the anchor chain to be paid out should be decided accordingly.

8. 下錨前應先將預定下錨位置報告給港口當局或交管中心，取得下錨許可。
Prior to anchor, report the estimate anchoring position to the port authority or VTS to get anchoring permission.

9. 下錨時，船舶對地的速度應為零或接近零。
During anchoring, ship’s speed over ground to be zero or nearly zero.

10. 大型船舶即使在水深不超過50公尺的水域下錨，也應避免直接以「自由落體」(Letting go)方式從水面上拋錨(因為錨距離海床的高度一定會超過20公尺)，應輔以「錨機絞放」錨鍊(Walk-back)的方式，先將錨絞放至離海床不超過10公尺的高度後，再以煞車固定錨鍊並脫開錨機離合器，然後才以鬆開煞車的方式拋錨(Letting go)。
Although anchorage where water depth is less than 50 meters, the large ship should not drop anchor directly from the water (Because the anchor height must be over 20 meters above the sea bed), it should be supplemented drawn out chain by "Walk-back Style" to the distance not more than 10 meters above the sea bed, thus tight up the brake to secure chain and off the gear from windlass, then drop anchor by brake (Letting go).

11. 下錨人員應小心控制煞車，緩慢的放出錨鍊使其平躺在海床上，注意錨鍊鬆出的速度不要太快，否則容易在錨桿躺平之前，錨鍊就在錨的四周形成環狀堆積，致使錨桿無法倒下形成水平狀態(讓錨桿躺平，錨爪才能抓地)，可能會造成流錨現象。
Anchor party should control brake carefully paying out anchor chain to lay it across sea bed slowly, don’t release too much to result anchor chain piling up forming a loop around the anchor before the shank becomes horizontal (the horizontal shank let the anchor claw to grip ground), it may cause the anchor to drag.

12. 如果錨鍊太吃力，應使用車來減少錨鍊張力。
Use the engine to ease pressure if there is too much tension on the chain.

13. 船舶只能錨泊在指定的錨區，並且絕對不要在港區以外下錨。
Vessels shall only anchor at designated anchorages and NOT anchor outside the port limit.

14. 船長應謹記，當情況緊急時，船長對於人命、船舶及環境的考量，有至高無上的授權。
Master must be borne in mind, in case of emergency, Master has overriding authority in consideration of safety of life, vessel and the environment.

 

緊急下錨
Emergency Anchoring

在某些情況下，為了拯救船舶，錨是很有效用的工具，關於緊急下錨，基本上可分為兩種情況: 一是我們還有時間做下錨計畫，或者是必須立即採取行動。
In certain situations, the anchors are highly valuable assets in order to save the ship. There are basically two scenarios in emergency anchoring – either we have time to plan the actions or we need to act immediately.

緊急下錨可能包括以下狀況但不限於此:
Emergency anchoring procedure may include, but are not limited to, the following:

1. 如果危險已經迫在眉睫:
If danger is imminent:

船長必須果斷行動並且同時下双錨，讓兩舷錨拖出足夠的錨鍊直到錨可以抓住為止。
Master shall act decisively and use both anchors simultaneously. Allow both anchors to run out their chains until sufficient is out to enable the anchors to hold.

注意:
Pay attention:

如果船的前進速度相當大時，以上述方式緊急下双錨會導致錨鍊被快速的拉出去。
A ship with quite considerable headway may be brought up quite rapidly with two anchors used in above fashion.

大型船舶若船速超過一節時下錨可能會拉斷錨鍊，但若僅使用單錨做緊急下錨，也很可能會快速的拉斷錨鍊並造成危險。
Large ships may well part their chains when anchoring at speed above 1 knot. But if a ship uses only one anchor for emergency anchorage, she is likely to part the chain very quickly and then forge ahead into danger.

2. 如果有時間評估狀況並能事前計畫:
If we have time to assess the situation and to plan ahead:

(1) 呼叫協助 – 通知岸上人員。
Call for assistance – notify shore staff.

(2) 研讀海圖，特別是水深資訊及漂流途徑的海底地形。
Study the charts and in particular notice depths and topography of the drifting path.

(3) 盡可能達到1:3水深/鍊長比例(或更佳的比例)
Strive to achieve a 1:3 depth/ chain ratio (or better)

雖然緊急的情況並不常見，而且即使有定期接受最壞情況的應變訓練，但真實的狀況總是會不一樣，然而良好的訓練仍然能加強船員的技能及應付緊急下錨的能力。
Emergencies are rare and even if you regularly train for the worst, a real situation will always be different. However, well training will enhance the crews’ skills and their ability to deal with an emergency anchoring.

 

緊急下錨程序:
Letting Go (Dropping) Anchor in an Emergency:

在緊急下錨前，通常必須完成下列準備工作，也就是雙錨必須處於隨時備便的狀態:
The following preparations must be down before emergency anchoring, that is to say both anchors should be prepared under immediate use conditions:

1. 大副必須攜帶無線對講機、手電筒，與其他下錨組員在船艏先拆除錨固定鋼索及錨鍊檔等備便下錨。
The C/O should bring walkitalki and torch with his dropping anchor team at the forward desk to release anchor securing wires and stoppers first for ready to use.

2. 當完成下錨前準備時，錨機馬達必須測試運轉正常，錨機煞車間隙及剎車皮狀況必須予以確認處於良好的狀態。
While clearing away anchors in the previous operation, the windlass motor must be tested in good order, windlass brakes gap as well as the brakes lining must be checked for efficient operation.

 

在緊急下錨時，下列要點需謹記在心:
The following points must be kept in mind when letting go anchor in an emergency:

1. 下錨前須確認船舷外側清爽，沒有小船或其他類似障礙物，特別是錨的下方處以避免傷及無辜。
Before dropping anchor, the ship’s sides must be checked for small boats and other such obstructions, especially below the anchor to prevent harm to a third party.

2. 當收到下錨指示時，大副應命水手長鬆開煞車讓錨直接從錨鍊孔滑出，因為在緊急下錨的狀況，面對可能迫在眉睫的危險，已經沒有時間讓錨在絞機上慢慢絞放至水中。
The C/O must order Bosun to open the brake and let the anchor run out directly from the hawse pipe, as and when the required information is received. There is no time to walk back the anchor in case of an emergency due to probable imminent danger.

3. 緊急下錨時，錨鍊放出的長度通常約在水深的兩倍到三倍之間，其主要目的是讓船錨沿著海床上拖行，為船舶提供最大的制動力(煞停或減速)，以避免損傷錨或船舶。
The number of shackles paid out for emergency dropping anchor is normally in the region of two to three times the depth of water. The whole point of this emergency operation is to enable the ship anchor to drag along the seabed bottom, providing maximum resistance to the movement of the ship (to stop or reduce speed) to prevent causing damage to the anchor or the ship.

4. 大副必須持續與駕駛台保持聯絡，將正確的資訊回傳並且接收船長的命令。
The C/O must be continuously in contact with the bridge to relay correct information to and receive orders from the Master.

5. 錨鍊必須持續監控放出的節數，並根據駕駛台的要求回報。
The chain must be checked at all times to count the number of shackles passed as per orders from the bridge.

6. 如果不注意而一下放出了太多節錨鍊，很可能會造成錨緊抓住海床，致使錨鍊因船的動能而拉斷。
In case there is too much chain paid out without keeping an eye on it, the anchor tends to hold tight causing the chain to part by the ship’s momentum.

7. 如果錨鍊放得太短致使錨無法與海床充分接觸，也將無法達到其最初下錨的目的。
In case there is less chain paid out, the anchor won’t really make the required full contact with the seabed, defeating the very purpose of dropping it in the first place.

8. 假如海域有限因而無法放出足夠的錨鍊，錨鍊必須在放出大約兩節之後打住，然後讓錨沿著海底拖行來降低船前進速率，然而在港內此舉有可能會危害海底管線。
If there is insufficient sea room, in which to payout a good scope, the chains must be snubbed after approx. 2 shackles have run out and then the anchor dragged along the bottom to reduce headway. However, this may be dangerous in harbours, where there are submarine chains.

如同任何緊急操作，在緊急的時刻必須動作迅速，以避免立即性的危險，雖然操船與下錨的程序會因船型與錨機而略有不同，但上述幾點乃是針對這種狀況所提供的共通性指導。
As with any emergency operation, dropping anchor under the circumstances requires swift action that can prevent any imminent danger. The handling of the ship and her anchors will differ as per the characteristics but the above points give a general direction to the procedure that is required in such a case.

 

使用錨機鬆出錨鍊(深水拋錨)
Paying Out Under Power (Deep Sea Anchoring)

1. 這個下錨方法一般適用於水深超過50公尺之水域。
This method of anchoring is normally used in depths above 50 meters water area.

2. 錨必須靠錨機馬達的動力一路絞放到海床上。
The anchor must be walked back to sea bed all the way under power.

3. 船舶對地速度必須接近零。
The speed over ground of the ship must be close to zero.

注意:
Pay attention:

一般來說，在同樣的條件下，錨機絞盤的荷重能力比靜態煞車要弱，而且如果將錨絞放至海底或從深水絞起錨時，如果錨鍊因風/流的影響造成過度負荷，將非常有可能會對錨機(液壓馬達)造成嚴重損壞。
Generally, the winding load of the windlass is weaker than the static brake power of the same. And in case of walking back until sea bottom or heaving up the anchor in the deep water, if the chain has excessive load due to the current and/or the wind, there is a strong possibility that the windlass (hydraulic motor) will be seriously damaged.

為了避免發生這種危急的狀況，必要時，錨鍊必須靠煞車緊緊的打住，在放出一小段錨鍊之後，重複的使用煞車來控制錨鍊下放的速度，並防止錨機絞盤過度吃力。
In order to avoid such a critical situation. If necessary, the chain shall be tightly secured by the brake. Repeated applications of the brake after short lengths of chain have been paid out can keep the system under control and prevent excessive forces on the gypsy.

無論如何，在有風/流影響的狀況下，船長應適當的使用主機、舵及艏車，盡量的使錨鍊的張力能減至最小。
Needless to say, in that case, the Master shall minimize the tension of the chain with using her main engine, rudder, and bow-thruster properly as well.

應盡量避免在水深超過80公尺的水域拋錨，然而有些錨地例如Fujairah (阿拉伯聯合大公國富吉拉港錨地)，必須要在超過80公尺水深的區域下錨時，船長必須先謹慎評估其風險。
Anchoring in depth above 80 meters should be avoided, as far as possible. However, in some cases such as anchoring at Fujairah, if anchoring has to be done in depth above 80 meters, Master should carry out risk assessment carefully.

 

深水起錨作業
Heaving-Up Anchor in the Deep Water

當從深水區起錨時，船長須對下列可能會造成錨機額外負荷的因素特別注意:
When “heaving-up anchor” in the deep water, the Master shall pay attention to a possibility that the windlass will have an excessive load by the chain due to following causes:

1. 錨鍊因過長的懸垂曲線所造成的額外重量負荷。
Increase of the load due to heavy weight of the chain with long catenaries.

2. 船舶因無預警的風/流、長浪拍打使船舶漂移所增加的負荷。
Increase of the load due to drifting of the ship by unexpected current and/or wind to striking force by swell.

根據上述原因，建議船長應採取下列對策:
As of the countermeasures for above, Master is advised to act as follows:

1. 在起錨時，可適當的使用主機、舵及艏車，盡量使錨鍊的張力減至最小。
During heaving-up anchor, the tension of the chain can be minimized with using ship’s main engine, rudder, and bow-thruster properly.

2. 船長應特別注意因長浪拍打對錨機所造成的額外負荷，如果錨鍊張力無法減少，應立即用煞車打住錨鍊並停止絞錨，以避免錨機馬達毀損。
The Master must pay special attention to an increase of the load to the windlass due to striking force by swell. If the tension of the chain could not be minimized, then stop heaving-up anchor and hold the chain by the brake immediately to prevent windlass motor damage.

3. 在起錨時應測繪並記錄船位。
Plot and record the ship’s position during heaving-up anchor.

4. 在惡劣天候起錨時更應特別注意，為避免錨機馬達損壞或故障，負責起錨作業的大副正確回報錨位方向及錨鍊吃力狀況給駕駛台是至關重要的事，並且當駕駛台動車時應持續回報錨位方向及錨鍊吃力變化，以盡可能的保持錨鍊處於最小的吃力狀態。
Due caution is to be exercised when heaving in adverse weather, to avoid windlass motor damage / failure. It is very important that C/O in charge of the anchor party advises the correct position & weight on the chain to the bridge party & keeps on updating as the position & weight of the chain changes while the bridge party is using engines to maintain as little stress on the chain as possible.

5. 錨機馬達的拉力取決於錨及錨鍊的重量，該資料能從船廠所提供的手冊中獲得，錨機通常設計為可以從82.5公尺水深將錨絞起(大約3節錨鍊長度)。
Hauling power of the windlass is determined on the basis of weight of the anchor and anchor chain and can be obtained from the yard manual. The windlass is usually designed for heaving a free hanging anchor from a depth of 82.5 meters (approximately 3 shackles length).

 

流錨處理
To Deal with Dragging Anchor

總體來說，當發生流錨現象時，當值船副應立即通知船長、通知機艙備便主機、通知下錨組員船艏備便並警告附近船舶，船長於必要時應尋求港務局或領港及拖船的協助。
Generally, when ship has dragging anchor, the OOW should inform Master, inform engine room to stand by main engine, call anchor party to forward stand by and warn other ships in the vicinity and, if necessary, Master should seek help from port authority or port pilots and tugs.

當本船流錨並與其它錨泊船有碰撞危機時:
When own ship is dragging anchor and have risk of collision with another anchoring ship:

1. 如果時間及狀況許可，船長應應立即動車，設法起錨並避開它船。
If time and circumstances permit, Master should start main engine immediately, then try to pick-up anchor and move away from other ships.

2. 如果時間或情勢無法順利起錨，則只能動車強行拖著錨運轉本船以避免碰撞，在這種情況下，下錨組員必須處於安全區域遠離錨機及錨鍊。而此舉最壞的後果，就是當主機全速運轉時的動量，有可能會導致錨鍊從錨鍊擋處被拉斷而失去錨，然而兩害相權取其輕者，掉錨的損失總比與它船碰撞的損失要輕微。
If time or circumstances do not allow for picking up the anchor then use engine boldly to dredge the anchor for avoiding collision, in which case the crew should be in a safe area well clear of the windlass and anchor chain. In the worst-case scenario a movement (full) on the engines will only result in the chain snapping at the stopper and being lost with the anchor. However, the lesser of two evils, the losses of being lost with anchor is less then collision with other ship.

3. 拋下另一舷錨以制止船舶走錨也許能奏效，然而在大型船舶並不建議如此做，因為在流錨的狀況下貿然拋下另一舷錨，很可能會造成兩舷錨鍊互相絞纏，大型船的錨鍊一旦發生絞纏，船上船員將沒有能力自行解脫，最後可能導致雙錨都必須脫開錨鍊(拋棄雙錨)的後果。
Letting go the other side anchor to hold the ship maybe it will work. However, on large ship, this action is not recommended because under dragging anchor situation, if let go another side anchor hastily, it may cause both sides anchor chains entangled, and once this case happened on large ship, the shipboard crew will not be able to get out of the trouble, and then forged the consequence of slipping off both sides anchor chains (abandon two anchors).

 

當它船流錨並朝向本船逼近時:
When other ship is dragging anchor and closing toward own ship:

1. 當它船流錨並朝向本船逼近時，船長通常只有兩種方案可供選擇，並且須在短時間內下定決心採取行動。一是本船立即起錨並設法避開流錨船，或放長/脫開錨鍊以爭取空間及時間。
When other ship is dragging anchor and closing toward own ship, Master normally has only two options to be taken within the short time available. i.e. own ship pick-up anchor immediately and try to move away from the dragging anchor ship, or paying out / slipping the chain to increase the distance / time from contact.

2. 如果時間及狀況許可，船長應應立即動車，設法起錨並避開流錨船。
If time and circumstances permit, Master should start main engine immediately, then try to pick-up anchor and move away from the dragging anchor ship.

3. 如果時間或情勢無法立即起錨，則應設法放長/脫開錨鍊以爭取空間及時間。
If time or circumstances do not allow for picking up the anchor then try to pay out / slip the chain to increase the distance / time from contact.

a. 試著將剩餘的錨鍊鬆出以拉長距離。
Try running out the rest of the chain to increase distance.

b. 如果此舉仍然無法避免與它船發生碰撞，則可考慮將錨鍊從尾端脫開後，動車運轉本船脫離險境。
If this is likely not to or will not avoid contact with other ship then chain may be slipped from the bitter end and the ship manoeuvred by main engine out of the danger.

註釋:
Note:

這就是為何船上錨鍊必須有快速脫離裝置並且須保持備便狀態(大槌需位在錨鍊快速脫離栓附近)，再者，船員必須受過訓練如何使用此裝置，以便在緊急時能迅速脫離錨鍊。
This is why ships must always have a quick release device readily available for cutting the anchor chain (A hammer is located by the quick release pin) In addition, crew members must be trained in the use of this device so that the anchor can be cut loose quickly in the event of an emergency.

 

4. 如果時間或情勢無法順利脫開錨鍊，則只能動車強行拖著錨運轉本船，在這種情況下，下錨組員必須處於安全區域遠離錨機及錨鍊。而最壞的結果，就是當使用主機全速倒車時，會導致錨鍊從錨鍊擋處被拉斷而失去錨。
If time or circumstances do not allow for slipping of the anchor then use engines boldly to dredge the anchor, in which case the crew should be in a safe area well clear of the windlass and anchor chain. In the worst-case scenario an astern movement (full) on the engines will only result in the chain snapping at the stopper and being lost with the anchor.

討論:
Discussion:

在緊急狀況下，如果碰撞已迫在眉睫，則寧願失去錨也總比與它船碰撞來得好。在許多案例中，我們發現即使碰撞危機已經逼近了(例如: 當其它船流錨並接近本錨泊船時)，船長們大多傾向於起錨，企圖讓本船恢復運轉能力以避讓它船，但往往還來不及起錨就發生了碰撞，因為隨著錨鍊被收回，船會朝前方錨位移動，如此將更加縮短本船與流錨船的距離，起錨的動作只會造成寶貴的時機流逝，並無助於避免碰撞。
In an emergency, if collision is imminent, it is preferable to lose the anchor than to have contact with another ship. In many cases it has been observed that even when collision risk is imminent (where another ship is dragging on to own ship at anchor, etc.) most Masters tend to be intent on picking up the anchor for recovering own ship’s manoeuvrability to avoid another ship. But it happens frequently that have not enough time to pick up anchor to avoid collision, it is just because the ship will move ahead toward anchoring position whilst heave up anchor chain to lead own ship is closer to the dragging anchor ship. This will only result in precious time being lost and will do very little to avert an impact.

在這種情況下，船長若能果斷地採取放長錨鍊，甚至不惜採取脫開錨鍊的手段以爭取空間與時間，可能要比起錨來得有效，畢竟錨及錨鍊的損失將遠小於發生碰撞的損失。因此，如果迫於情勢必須脫開錨練時，就應果斷執行「不要遲疑」。
In such cases, if Master act decisively paying out the rest of the chain or even slipping the chain to increase the distance / time from contact. It may be better than picking up anchor. After all, the losses of being lost with anchor and chain are less then collision with other ship. So, if the situation warrants “DO NOT HESITATE” to slip the anchor.