Anchoring, Mooring & Yacht Operations

Anchoring is an evolution with a sequence, and the oral expects you to talk it through as one. Approach head to wind or tide — whichever governs — and stop the vessel over the intended spot. In depths beyond about 15–20m, walk the anchor back on the gypsy to near the seabed rather than letting go from the hawse: free-falling in deep water risks a runaway cable, brake damage, and a heap of chain piled foul on top of the anchor. Then come dead slow astern, veering as she gathers sternway, so the cable lays out along the seabed pointing at the anchor.

Log the position, depth, scope and bridge marks. The evolution is not finished until the anchor watch is set up to detect a drag — which is a planning act, not a hope.

An anchor watch is a navigational watch — STCW says so. The content: position verified continuously against prepared references — anchor bearings and a transit on fixed shore objects (instant and power-free), a GPS anchor ring sized to the true swinging circle (scope + LOA), radar ranges to fixed points — plus the cable's behaviour, the weather TREND, and the neighbours' circles. Escalation triggers are briefed: at what wind, at what position change, the master is called.

Response ladder once dragging: master called; engines started and used to ease the load — steaming gently up toward the anchor cuts the cable tension and can save the hold; veer more scope if room allows; then the real decision, made early — re-anchor with better scope and holding, or weigh and put to sea. A dark, crowded roadstead in a gale is often more dangerous than open water. A second anchor is a plan (fouling risk, doubled recovery), never a reflex. Rule 30 lights/shapes and Rule 35 fog signals remain correct throughout.

Springs also do the handling work: slow ahead against a fore spring with helm toward the quay levers the stern off — the standard single-screw departure with onshore wind (fenders at the pivot). Lines are tended for tide, chafing gear rigged, and load shared deliberately as wind builds — a line eased at 50% never parts at 110%.

Med mooring is an anchoring problem wearing a berthing costume: the anchor and cable are the entire off-the-quay force. Geometry first — the anchor laid 3–4+ boat lengths out, dropped up-wind of the slot's centreline in any crosswind. Back down under control laying cable — sternway puts the pivot point aft, so the BOW is the wide-swinging end and the thruster earns its keep holding it up-wind; the cable, snubbed judiciously, is a steerable brake. Stern lines ashore both quarters, then tension cable against stern lines to hold her off the wall, passerelle gap set.

The tender is where a yacht OOW's COLREGS, load line and safety knowledge gets exercised daily — and where the MCA examiner knows yacht candidates actually live.

Yachts host helicopter transfers and medevacs; the OOW's brief: comms established on the agreed channel and the aircraft's instructions govern; steady course and speed as directed (typically wind fine on the port bow); the operating area stripped of loose gear — downdraught turns towels and cushions into missiles; crew briefed, nothing loose on their persons; fire party standing by.