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Mooring ships on the move. Small boat mooring Ship mooring

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In all cartoons and movies about the sea, ships, pirates, we hear the captain of the ship or his assistant shouting the command “Give up the moorings!”. This phrase is clearly associated with works of art, but it is still used on real ships to this day, not only on sea, but also on air.

The meaning of the word "mooring"

Most of the maritime terminology associated with the types of ships, navigation methods, has Arabic roots, including the words "ship", "galley", "admiral". This is not surprising, since Arab navigators were the first to connect the Arabian Peninsula with Madagascar, Ceylon, India and even China by trade routes back in the pre-Islamic period.

And various devices, mechanisms - belong to the Dutch and English, For example galley, bollard, mast, rigging. The Europeans were engaged in the technological development of shipbuilding, and it was not for nothing that the future Emperor Peter I studied maritime business in Holland and England. He personally created the first in Russia "Naval Charter » in 1720, where it is mentioned mooring lines .

There are two versions of the origin of the word "moorings":

  1. The Dutch "zwaar touw" means "heavy rope";
  2. The English words "shore" and "tow" mean shore and tugboat.

In this way, mooring rope - a device for tying a ship to a pier or another ship during docking.

The word is used not only in maritime affairs, but also in aviation. So the planes are moored at the parking lot so that they are not blown away by a strong gust of wind.

In Dahl's dictionary, in addition to the already indicated meaning, the mooring is called the sea berth, to which the ship docks. Synonyms: sheima, jamb.

Also in the speech of sailors, the word "mooring" is used, which means a spare anchor.

In the device of the vessel, there are many ropes, cables, ropes and chains, which together hold the individual parts in a single whole, and are also used to transport goods, control the ship. Together they are called rigging.

Separately, the ropes that control the sails are distinguished - they are called tackle.

Mooring ropes, like other cables on a ship, are made of the following materials:

  • steel chain;
  • hemp;
  • Synthetics (polypropylene, terylene);
  • vegetable fibers;
  • sailcloths;
  • In ancient times - coir, fibers of the coconut palm;
  • Wires.

On the ship there are such ropes:

  1. Bakshtov. Used for fastening small vessels to the ship, including boats;
  2. Slings. Suitable for handling loads, hanging, tying and moving, both within the board and during unloading ashore;
  3. Buyarep. It is attached to the anchor and, due to a special wooden float, determines its location;
  4. Sorlin. Controls the operation of the steering wheel and helps in case of breakage;
  5. Springs. One of the types of mooring cables is fed in such a way as to keep the ship in a given position when moored at the pier.

What does it mean to give the moorings?

The command to “give up the mooring lines” or “give up the ends” sounds on the ship at the moment when the ship is preparing to moor. At this moment, at the pier they “take mooring lines”, that is, they catch the end of the rope and fasten the ship to the shore. At the same time, the sails are lowered, the anchor is dropped.

Types of ends or throws:

  • Root;
  • Running.

The end consists of fire, tench, that is, a plant cable, and lightness- a canvas bag filled with sand.

Mooring operations

Mooring to the shore and leaving it by ship is one of the most complex operations that require well-coordinated work of the ship's crew and sailors on the pier. Collectively they are referred to as "mooring operations".

The process of mooring, that is, mooring, occurs as follows:

  1. Senior members of the team: captain's assistants, mechanic, senior sailor - take their places on the bow, stern.
  2. At the end of the mooring rope, which is attached to the pier, there is a loop called fire - from the Dutch "eye";
  3. On the deck and the pier there are paired bollards for fastening the cable - bollards;
  4. The end is passed through special holes in the deck - hawse, bale planks;
  5. Having laid the rope with canvas in places of friction, the ends, on command, are thrown first from the bow, then the rest;
  6. After the ropes are attached to the marine knot, the attachment points are covered with anti-rat shields.

Fenders are laid between the side of the ship and the pier - rubber balls or used tires filled with air. They are needed so that the ship's hull is not damaged.

In cases where it is not possible to moor to the shore, the vessel is secured to one or more mooring barrels.

When unmooring, that is, setting off from the shore, the process differs only in that the mooring lines are given from the berth, and they are taken on deck and pulled in.

Maritime knots and ship securing

Naturally, when fastening a ship to the shore, one cannot do without sea knots. During mooring, the following types are used:

  • Vyblochny knot with a loop. It got its name thanks to vyblenkami - rope steps along which sailors climb the mast. Used for tying ropes on objects with a smooth surface;
  • Knot half bayonet. Safety knot, strengthens the root in case of increased load.

As we can see, mooring is a labor-intensive process associated with navigation and aviation. It shows the teamwork of the crew, the perfection of technological devices on the ship. Despite the fact that the term is at least three hundred years old, in the Navy you can hear the command “Give up the moorings!” daily until now.

Video: how the ship is launched

This video will show the most spectacular launches of giant passenger and cargo ships:

The mooring operations of a ship can be classified into the following:

mooring / unmooring of the vessel to the berth (independent, with tugs, in various conditions);

mooring / unmooring of a vessel to another vessel (on the move, to a vessel at anchor, to a vessel lying in a drift);

mooring / unmooring of the vessel to specialized buoys and barrels.

Depending on the prevailing forces and factors, the method of maneuvering the vessel is chosen when approaching the berth and at the berth.

The nature of maneuvering in each particular case is determined by the size of the water area and its tightness, the influence of external factors and, of course, the maneuverability of the ship.

Due to the variety of combinations of factors affecting the conditions for performing safe mooring operations, it seems difficult to give a single maneuvering scheme suitable for all cases of mooring operations.
At the same time, marine practice has developed and tested a number of provisions, the knowledge of which will allow the navigator to draw up an optimal maneuvering plan, taking into account the specific situation.

1. By the time the maneuvering begins, the ship must have the minimum possible speed under the given conditions.

2. When the vessel is moving at low speed, the rudder exerts greatest influence on the behavior of the vessel when the propeller is running forward, and has practically no effect when the propeller is running astern (with the classic passive type of rudder).

3. At the moment of reversing and with the screw subsequently working in reverse, the stern tends to deviate to the left for ships with a VFS. This trend is enhanced if the ship has a trim to the stern.

4. The specified effect of the propeller on the controllability of the ship should be taken into account when turning the ship in a limited water area, when it is impossible to turn the ship under the influence of only one rudder due to the fact that the circulation diameter exceeds the size of the water area. Under such conditions, it is expedient to make a turn of a vessel with a right-hand rotation propeller through the starboard side with a periodic engine reverse.

5. When turning the vessel with the help of the rudder near berthing facilities, underwater and surface hazards, signs of navigational fencing or other watercraft, it should be taken into account that the vessel acquires a drift during the turn in the direction opposite to the rudder shift.

6. The first contact of the ship with the berth should take place in the area of ​​one of its extremities, which is located farther from the ship's CG. For a single-rotor ship without a thruster, the tip is brought to the berth first, which in this moment worse controlled - this is the nose.

7. Optimally, when at the final stage of the approach of the vessel to the berth, it has a lateral displacement towards the berth with the simultaneous presence of rotational motion.

8. When the ship is in close proximity to a solid berth wall, the propeller working in reverse will always throw the stern away from the berth, regardless of the direction of its rotation.

9. Regardless of whether the mooring operation is planned with or without release, the anchors must be prepared for release before maneuvering.

10. Prior to mooring, all mooring mechanisms must be prepared for work and tested at idle, and the mooring mechanisms themselves are rolled out of coils or mooring views and spaced by long hoses along the deck.
Mooring lines should be led through hawsers to the outside and bent inside the vessel along the side of the vessel's mooring. At the bow and stern of the vessel, at least 3 - 4 throw lines, as well as the required number of fenders, should be prepared.

The cable stoppers must be attached to the corresponding bollards. It is recommended to have a pre-designed scheme for the optimal mooring of moorings. In advance, it is necessary to make a general preparation of the vessel for mooring, as well as when anchoring the vessel.

Scheme of winding mooring lines on a ship standing side to the berth:

1 - nasal longitudinal; 2 - bow pressure; 3 - nasal spring; 4 - stern spring; 5 - stern clamp; 6 - aft longitudinal

11. Under circumstances that complicate the maneuvering of the ship (hydrometeorological situation, cramped conditions when approaching the berth), it is recommended to moor with the anchor pulled from the "outside" of the ship.
The length of the anchor chain is calculated as one and a half heights of the fairlead from the ground. Dragging the anchor on the ground during mooring operations is permissible if the depths allow and there is confidence that the ground is clean and suitable in its characteristics for pulling the anchor.

Mooring the ship side by side to the pier

Mooring sea ​​vessels lag (board) to the pier is the most common way. Mooring is carried out both left and right sides.

Depending on hydrometeorological conditions, water area, propeller pitch, mooring side and the presence of other vessels, they approach the mooring place at different angles. Sometimes this angle reaches 40-60°.

At a distance sufficient to cancel the inertia, the engine is switched to reverse (Fig. 189, position 1). If the inertia is significant, the stroke is increased to<среднего назад>. With a correctly calculated maneuver, the ship should stop parallel and close to the berth (Fig. 189, position II). Advance warning shout<Берегись>, served from the tank and stern throwing ends.

Basically, the supply of mooring ends is carried out in the following order: bow spring, bow and stern longitudinal, stern spring, bow and stern pressure. Depending on the mooring conditions, other combinations in the supply of mooring lines are also possible. After their filing, the ship is pressed to the pier and secured (Fig. 189, position III).

When feeding the mooring lines from the stern, be careful not to get the mooring lines under the stern, as they can wrap around the propeller. After attaching the main ends, the required amount of additional ones is served.

The order of work during mooring operations is as follows. From the bridge, a command is given to the forecastle or poop to supply one or another mooring line. The assistant captain, having received a command from the bridge, rehearses it, and then instructs the sailor to bring to the berth that throwing line that is fixed (or will be fixed) for the fire of the supplied mooring cable. Mooring linemen on the quay with a winch or manually select the throwing line, and then the mooring cable, the light of which is placed on the bollard. On the ship, the mooring cable is taken to the winch or to the windlass cranks and, picking up its slack or etching, level the ship at the parking lot and pull it to the pier. If the cable only needs to be etched (to give slack), it can be immediately put on the bollard. Pulling the ship to the berth, a stopper is applied to the cable. Having applied, fixed and tightened the stopper, the mooring lines are eased and put on the bollard (at least six hoses) or left on the drum of the automatic winch. A fight from shkimushgar is superimposed and attached to the upper hose.

Rice. 189 Approach of the vessel to the berth by the left side in the absence of wind and current

Soft and hard fenders are prepared in advance and carried to places where it may be necessary to lower them overboard when approaching the berth. Most often it is the bow and stern.

If the vessel is moored on the side of the same name with propeller pitch (starboard side, starboard pitch), then it is necessary to approach the berth at an acute angle with minimum speed and closer to the berth. The stern of the vessel must be brought closer to the berth, as when working in reverse, it will begin to move away from the berth. When working in reverse, care should be taken, because the bow of the vessel, which will go to the berth, can damage itself or shore structures.

When mooring side-by-side to the side of the vessel, standing at the berth, it should be approached in a parallel course or at an acute angle to its diametrical plane. If necessary, anchor from the opposite side of the mooring.

The mooring of the vessel is complicated by a fresh wind, if the vessel is in ballast or with a high side and is carried out with the help of port tugs.

Mooring of the vessel to the berth with the return of the anchor. In cramped port and difficult hydrometeorological conditions, it is recommended to moor to the berth with anchor release. The released anchor does not allow to develop speed, dampens inertia, improves controllability, helping to hold the bow of the vessel and move it towards the released anchor, ensures the safety of anchorage in case of downwind, draft and current, ensures the vessel's departure from the berth.

Mooring with anchor release in good weather or squeezing wind is carried out as follows. The vessel at a certain angle, having a low speed, follows the berth. At a distance of about five hull lengths from the berth, the engine is stopped and the movement continues by inertia (Fig. 190, a, position I). Before reaching the berth at a distance equal to approximately one hull of the vessel, they anchor from the side opposite the mooring side (see Fig. 190, a, position II).

At depths in the port of up to 10-12 m, about one link of the anchor chain is etched, if the depth is greater, then the anchor chain is etched by more than one link, depending on the nature of the soil, current, direction and strength of the wind. After releasing the anchor, they maneuver so that the vessel approaches the berth at an acute angle. As soon as the bow of the ship approaches the berth at a distance of the length of the throwing line, they begin to feed the mooring lines (see Fig. 190, a, position III). The first to serve the nasal longitudinal and nasal springs. Attach bow mooring lines and anchor chain. The rudder is shifted to the side opposite the berth, and the smallest forward speed is given. Under the influence of the rotation of the propeller and the forces acting on the rudder with tightly wrapped bow mooring cables and anchor chain, the stern will begin to approach the berth. To improve the movement of the stern to the berth, the bow spring is tightly etched. If the anchor chain prevents the vessel from being pressed to the berth, it is eased. Throwing ends, and then the stern and longitudinal springs are served at the first opportunity. The ship is leveled at the mooring place at the berth and the mooring lines are fixed. The last to serve and fasten the clamping and additional ends.

Rice. 190. Vessel's approach to the berth: a - with a squeezing wind; b - on the course

It is recommended to drop the anchor from the lee side under the hull in case of strong downwind. In this case, the anchor chain is poisoned no more than 3/4 of the length of the vessel so that it does not fall under the propeller. A creeping anchor under the bottom of the hull slows down the movement and improves the handling of the vessel.

Mooring of the vessel with a lag to the berth in the current. In rare cases, small vessels moor along the stream. In the presence of a current, the main type of mooring, as the safest, is against the current. If the vessel follows the current, then it passes the parking lot, turns around in the current and follows the mooring. The turn of the vessel is carried out in the presence of the water area with the help of its own power propulsion unit, both with and without anchor release. If necessary, if there is not enough water surface for a turn, it is made with the help of a tug (tugs). Mooring operations on the current are carried out both without anchor release and with anchor release. The mooring operations of the vessel on the course are as follows.

At an acute angle of less than 30 °, the ship follows the mooring place, reduces the speed to the smallest one so as to get as close as possible to the mooring place abeam and by this moment have the ship speed equal to the current speed (Fig. 190, b, position / ). By shifting the rudder, the ship is slowly brought closer to the berth, holding against the current (see Fig. 190, b, position II). The bow longitudinal and stern springs are fed to the berth first, then the clamping springs, the last - the bow spring and the stern longitudinal. Equalize the ship at the berth and tighten the mooring ends (see Fig. 190, b, position III).

Mooring with anchor release is safer and you can approach the berth at a greater angle, especially when other vessels are moored at the berth in front and behind the mooring.

Rice. 191. Mooring a vessel to the berth with the help of two tugs

After the anchor is released from the outer side, the rudder is shifted towards the berth. On the ship, the anchor chain is slightly loosened, and the ship slowly approaches the berth to the mooring place. Mooring is carried out in the same way as when approaching the berth, without an anchor. When mooring, it should be remembered that the bow of the vessel deviates towards the rudder. At the end of the mooring, the rudder blade is placed in a straight position. Mooring on the right side of the current is similar to mooring on the left side. If necessary, in a difficult environment, you should use the help of tugboats.

Mooring to the pier with the help of tugboats. There are ports where mooring without tugs is prohibited. The number of tugs is ordered based on weather conditions, tightness of the water area and the complexity of mooring. The captains of port tugs carry out the commands of the captain of the mooring vessel and the pilot. Towing ropes can be fed both from the side of the mooring vessel and from the tugboats. The dimensions of the towing rope depend both on the size of the transport vessel and the tugboats and the mooring conditions. Steel or reliable synthetic cables are used as towing cables. From the tugboat, a tugboat is delivered to the ship, which pounces on the bollard with fire. The other end of the tug remains on the automatic towing winch. Communication between ships is carried out with the help of transistorized duplex communication and via VHF radio station on one of the working channels.

The name of the tugboats, the time of delivery and return of the towing cables are transmitted to the bridge by the captain's assistants, located on the forecastle and stern. When supplying (receiving) towing ropes, the transport vessel must have a minimum course at which the vessel obeys the helm. Particular care must be taken when feeding the stern towline to avoid getting it under the propeller. If circumstances permit, then in this case it is better to stop the rotation of the screw. There are many different ways of mooring operations with harbor tugs. Let's consider the most common method of mooring a vessel using two tugs for setting a transport vessel with a log to the berth (Fig. 191).

The captain orders two port tugs in advance, proceeds to the meeting point with them, reducing the speed so that it is minimal by the time the tugs arrive. Towing vessels approach the bow and stern at a certain distance (see Fig. 191, position /), from which towing ropes can be supplied or received. After the towing ropes have been delivered and secured according to the commands from the bridge, work on mooring operations begins. The bow tug begins towing the transport vessel, and the stern tug follows the stern in tow or follows a parallel course with the tow line loosened (see Fig. 191, position II). In position III (see Fig. 191), the tugboats begin to turn the ship around. The bow tug turns the bow of the mooring vessel to the left, and the stern tug turns the stern to the right. After turning the vessel (see Fig. 191, position IV), the tugboats begin to slowly bring it to the berth to the mooring place to the distance of throwing and mooring lines. From the moment they are delivered to the berth, the towing ropes are released, and the towing vessels are released or they approach the outer side of the mooring vessel and the place indicated from the bridge, and help to pull the vessel to the berth (see Fig. 191, position V). All work and teams to assist in mooring operations are recorded in detail in the logbook of both the mooring vessel and the tugs from the moment the tugs arrive and until the end of their mooring work.

All components and parts of the mooring device (bollards, bitings, ducks, etc.) must be securely fastened to the hull set. Mounting slack (rocking) is not allowed.

In the bulwarks, near the bollards, holes are made - mooring hawsers. If there is no bulwark, then bale planks are installed instead of clews, less often staples or ducks. The fairleads, bale straps, staples are used to guide the mooring lines in the right directions.

All bollards, cleats, bales, etc. must match the cable diameters.

Mooring cables can be vegetable, synthetic and steel. On small boats it is better to use vegetable and synthetic mooring cables. Work with mooring cables should be carried out without undue fuss, but quickly and correctly. Care must be taken to ensure that hands or feet do not fall into the loops (pegs) of the cable.

You should know the meaning of the terms "poison" and "select". Loosening the mooring cable is called etching it, and pulling up the cable or stuffing it is called picking it up.

When mooring, the cable must be laid on the bollards, ducks and other devices with a sufficient number of hoses so that at the place of laying the cable resists the forces that may be applied to it from the outside.

At the same time, the person working with the cable must have enough strength to hold or move the cable with his hands. Whether the cable is being etched or hauled out, or it is already fixed at the end of mooring, you must always be ready to immediately release or release the mooring cable, remove the last of the imposed hoses, or, conversely, throw a hose to prevent the cable from bleed. All this is achieved by practice.

During the mooring of the boat, the sides must be protected from hitting the pier or the hull of another vessel, for which fenders are thrown from the sides of the boat.

Fenders can be soft and wooden. Soft ones are woven from cables or made from scraps of tires. A wooden fender is made from a short round log and is vertically suspended on a cable from the side or superstructure of the vessel.

Wooden fenders should not be used on small boats. If there is no fender along the side, wooden fenders cannot be used, as the side may be pressed through or the collar on the boats may be damaged.

During the movement, the fenders must be removed inside the vessel: in no case should they hang from the sides. Fenders or ends hanging unnecessarily overboard are a sign of a low marine culture of the navigator.

Mitigation of shocks and protection of the hull from damage can be achieved by tightening the side - from the stem to the stern - with a thick vegetable cable.

A sufficient number of mooring lines must be given to the shore or to another vessel to ensure the safety of the anchorage. It depends on the size of the vessel, the anchorage, hydrometeorological conditions, etc.

Mooring cables can be frayed and broken from the swings of the vessel during waves, the rise and fall of water, tides, wave formation from passing ships.

An unreleased cable during the loss of water can cause the vessel to hang or roll heavily, and when lowered from a large loss of water (in locks), the vessel may capsize. A cable that is not released in a timely manner during the arrival of water causes the boat to touch the ledges of the pier and damage the hull from roll and trim.

Immediately upon making a decision on mooring, you need to outline where to moor the boat, what to moor for (are there bollards, mooring devices, palms, eyelets, etc., on the shore). If there are other vessels near the proposed anchorage, you need to make sure that they do not intend to resume movement. Before mooring, you need to check the mooring lines and remove all foreign objects that interfere with mooring.

If the mooring place is unknown and not equipped, then mooring should be done carefully, slow down the boat when approaching the shore, and measure the depths.

It is advisable when approaching an unknown mooring place with the bow to make a slight trim on the bow (for example, moving people to the spit). Mooring and parking near steep, steep banks, especially clayey, sandy loamy and without vegetation, should be avoided, as they are easily deformed and can suddenly collapse into the water.

Particularly dangerous are the landslide sections of the banks, which can be recognized by the cracks along the river edge and small, often located terraces or steps descending to the water.

When approaching the mooring, the moment when the propeller stops working must be chosen depending on the inertia of the vessel so that the vessel approaches the mooring place by inertia.

When approaching the berth with a starboard side with a conventional right-hand rotation screw, you need to wait until you arrive at the place, and then back up to pull the stern to the berth by suction. In this case, the bow will slightly move away from the pier (Fig. 118).

Reverse dampens forward movement, the rudder is set straight, the ends are fed, and the mooring is over. This maneuver allows you to approach the berth sideboard at an angle of up to 25° (the left-hand pitch propeller produces the opposite effect).

When approaching the berth on the starboard side with a right-handed propeller, it is necessary to go to the mooring place at low speed parallel to the berth and, not reaching the place by at least one or two lengths of the ship's hull, stop the car.

If the vessel stops moving forward by inertia and stops obeying the helm, it is necessary to resume the operation of the engine forward for a while. If the vessel begins to pass the mooring place or draws close to it, you need to move back, and put the rudder on the starboard side.

If this is done late or it is clear that this action will not bring positive results, then you need to move forward, turn around and approach the mooring place again.

When changing the mode of operation of the right pitch propeller from forward to reverse and the rudder in the diametrical plane of the vessel, the stern deviates sharply to the left (to the right with the left pitch of the propeller). Knowing this property of the vessel is necessary in case of an unexpected stop or retreat to avoid collisions.

If the mooring site is located in an area with a strong current, mooring, if possible, should be done with the approach to the mooring site upstream.

For example, moving down the river, the boat must land on a concave bank (ravine) in a strong current. The boat must pass the mooring place, make a turn back and dock, following against the current. Turning to the opposite course, as a rule, must be done from a concave to a convex bank.



Rice. 120 Approach of a motor boat bow to the shore

With a headwind, you need to approach at an angle of 10-20 ° to the pier. It is especially necessary to maneuver the boat with special care and correctly calculate its inertia in the case of moldboard and downwind winds (Fig. 119).

If the boat keeps moving forward, then, as a rule, even with a very strong moldboard wind, it has a full opportunity to immediately approach the pier and moor. To do this, you need to approach the pier at an acute angle until the vessel touches its bow. It is only necessary to ensure a quick supply and fastening of the mooring lines. In case of a strong moldboard wind, the premature termination of the propeller operation will cause the ship to be carried away by the wind from the mooring place.

With a downwind, it is much more difficult for a low-speed boat with a small draft and a high freeboard to moor, especially in waves, than with a dump wind. Mooring on such a boat with significant waves and downwind is carried out using an anchor given from the bow or stern of the boat, previously deployed against the wind and waves (see § 56).

The place of release of the anchor must correspond to the place of mooring of the vessel, and the length of the bleed drekt must allow approaching the berth. After approaching the pier, the boat will be moored if it is not hit by a wave near the wall. It is especially difficult to moor a boat with a superstructure that has a large windage.

If on board such a boat there is one person who combines work at the helm and the engine, then it is difficult, and sometimes impossible, for him to simultaneously carry out work on mooring and driving the boat. Even for a short time the helmsman leaves the control post in order to lay the moorings in a strong dump wind, ends in failure, because the boat is thrown away from the berth by the wind.

It is better to approach vessels at anchor from the leeward side, having previously specified the location of the anchor and anchor rope.

To the shore motor boats and boats approach with their bow, or, as they say, with their bow to the shore (Fig. 120). With this approach, you should turn off the engine in advance, taking into account the inertia of the vessel, so that the vessel easily crashes into the sandy soil of the coast. If the boat at the same time approaches the shore in a known place, then it is possible to create a trim to the stern, then the bow of the vessel will come out of the water more onto the shore.

When approaching an unknown part of the coast, it is necessary to check the depth with a measuring rod, which makes it possible to know both the depth and the nature of the soil. It is difficult to do this from a small boat, but it is necessary to do this when a boat approaches.

The depth gauge should be aware that if the vessel suddenly stops from contact with an underwater obstacle, it may fall.

When approaching an unknown place, it is necessary to have a trim on the nose. After approaching the shore, you need to fix the mooring line on the shore, and if this is not possible due to the lack of mooring devices - bollards, eyelets or other suitable items, then you need to bring the anchor ashore.

Rice. 121. Parking of ships


The approach with the bow to the shore can be practiced in a weak current; in strong currents, the ship will turn parallel to the shore so that the stern is downstream. Approach to the shore in rough conditions is carried out in compliance with special rules (see § 56).

Mooring operations can be very diverse and depend on many factors. The ability to properly and quickly make mooring depends on the experience of the amateur and characterizes his nautical skills.

However, when mooring, you should not approach the berth at high speed in order to avoid damage to the vessel (in the event of an engine failure or unforeseen delays in changing the operating mode necessary to complete the maneuver). Unnecessary recklessness often leads not only to damage to own ship, but also to damage to the pier, other ships, injury and loss of life.

From the navigator during mooring are required great attention, ingenuity and experience. Mooring in a pattern is unacceptable, especially for a boat with great maneuverability. The external conditions in which a ship has to be moored are very diverse and it is impossible to foresee all of them in advance.

Mooring should be considered completed when the boatmaster checks the fastening of the moorings on the ship and on the shore, the depth under the bottom, makes sure that the mooring corresponds to changes in the water level and that passing and mooring ships will not damage the boat.

The best position for a vessel during a long stay is the generally accepted parking of small boats in boxes. If there are no boxes, and the shore is flat, then you can put the vessel in a stretch with the bow towards the shore at anchor, given from the stern, and with a bow painter, filed ashore, bridges or piers.

With such a parking, the deep-sitting parts of the vessel and the screw are the most distant from the shore, and the movement of the boat by wind and current is excluded. The ship performs best on the wave.

Rice. 122. Anchoring of ships near the shore

For parking at a deep shore or near a berth, the vessel can be placed with the stern towards the shore. Then a permanent parking lot can be organized as shown in the figure (Fig. 120, b).

At a distance exceeding the length of the ship's hull from the berth or a suitable shore, a pile is driven in, to which an eye, a block is attached, or a groove is made on the pile. The cable from the bow of the vessel is fed to the shore, previously passed through the eye or along the groove on the pile.

The ship must be pulled away from the shore by this bow moving cable to a sufficiently large distance so that its hull or any part does not rub against the berth.

Sufficient should also be a depth that guarantees safety when the water horizon fluctuates from drying out and hitting the ground with the underwater part and, in particular, the rudder. From the stern of the vessel to the berth, mooring lines must be submitted and fastened after fixing the bow mooring line, which also goes through the pile to the berth.

For long-term parking, the boat can be placed in the corner of the berth behind the bow and stern mooring lines, filed on the pier (Fig. 121, d).

Parking of small boats with a lag is used as a temporary or even short-term for boarding, disembarking people on a pier, on another vessel. If it is necessary to become a lag to the berth, the bow and stern mooring lines are strengthened respectively on the berth at an angle forward and backward.

With a strong action of wind or waves, an additional one or two cables are supplied from the sides of motor yachts. Ways of fastening the cable on the berth (pier) when setting the lag are shown in fig. 121 a. Lag-staying, especially during rough seas, should be avoided.

When parking with a lag at the pier, one must constantly monitor the boat, changing its draft, fluctuations in water horizons and, accordingly, poison or choose mooring lines.

Parking can also be organized in the case when there is no specially equipped berth or a larger number of vessels need to be placed on the berth water area. Schemes of such setting of courts are shown in fig. 122. Regulation a ensures the ship's recovery on the wave and prevents it from hitting the shore.

Metal ballast on the anchor line (position b) it is a shock absorber for playing the ship on the wave and, in addition, brings the rope to a vertical position, which is necessary in places of high traffic and congestion of ships. into position v the vessel is driven in a manner similar to that shown in Fig. 122,6, those. moving cable, attached not to the pile, but to the anchor.

On fig. 123 shows the methods of supplying and securing mooring lines from the vessel to the bollard and ring. In all cases of fastening mooring lines to coastal bollards and eyebolts, it is imperative to provide for their quick return in case of emergency.

Small wooden, metal and plastic boats for long-term and sometimes temporary parking should be carried far enough ashore so that the surf cannot turn them over and break them. It is recommended to cover boats and motor boats with tarpaulin so that water from the tarpaulin flows overboard, and not into the vessel.

Rice. 123. Anchoring mooring cables on the shore


The departure of the boat from the pier, as a rule, is not particularly difficult. In any case, moving away from the pier is easier than approaching it. When leaving the berth, when ready or at the moment the engine is turned on, the mooring lines are released and they move forward.

Mooring of ships side by side in the absence of wind and current. In conditions of unconstrained conditions and favorable weather, ships of small and medium tonnage moor without the help of tugs. The ship approaches the berth on the forward momentum at a certain angle. Then they reverse, extinguish inertia and serve mooring lines. The maneuver is considered ideal when, after the reverse propeller stops, the inertia will be extinguished and the vessel will take a position parallel to the berth, in close proximity to it. For single-rotor vessels with a right-handed propeller, the simplest to perform is portside mooring; when the screw is rotated in reverse, the stern of the vessel deviates to the left. The deviation of the stern to the left depends on the speed and duration of the propeller. Therefore, in order for the ship to stop in a position approximately parallel to the berth, the approach angle and forward speed must be in a certain correspondence. If the angle of approach to the berth is small, and the forward speed is too high, then the maneuver will not be performed well enough: the ship will either pass the given anchorage, or the bow of the ship will deviate away from the berth and it will be difficult to complete the mooring.

When mooring on the left side (Fig. 5.5), it is recommended to approach the berth at an angle of 20-25°, heading towards the middle of the berth. The forward speed should be chosen so that the braking distance is somewhat less than the distance from the place where reverse was given to the test of a complete stop. If the boat does not make it to the intended anchorage, it is easy to fix it by pushing the car forward.

If the maneuver is performed correctly and the ship has stopped near the mooring place, pressure mooring lines are supplied from the forecastle and stern. Then the vessel is pulled up to the berth, adjusting its movement so that the first contact with it does not occur with the entire hull. If, nevertheless, it was not possible to completely stop the forward movement, the spring is first served and the vessel's advance along the berth is delayed.

When mooring to starboard (Fig. 5.6), the angle of approach should be 10-15°, and the forward speed should be less than in the case of mooring to port. Keep should be at the near end of the pier. When the ship comes close to the berth to the width of the hull, the rudder is shifted to the port side and given a push forward in order to deflect the bow from the berth. The force of the push must be such that, simultaneously with the rotation of the vessel around its own axis, the approach to the berth continues approximately up to half the width of the hull. Shortly before the vessel takes a position parallel to the berth, a longitudinal spring is fed from the forecastle and reversed. With too much inertia of the vessel, the spring is delayed. When the cheekbone touches the berth, they stop the car, shift the rudder to the left on the side and give the smallest forward speed to draw in the stern.

When mooring sideboard, circumstances may force you to approach the berth at an angle significantly less or more than recommended. Mooring, for example, in the lock chamber, the ship enters it almost parallel to the wall. To prevent the ship from turning around the axis of the lock during engine reversal, the speed is reduced even more, and the inertia of the forward course is partially extinguished with the help of a spring. Starboard mooring is further complicated by the fact that the repulsive force that occurs during the operation of the machine in reverse against a solid wall adds up to the propeller reaction force, as a result of which the stern quickly deviates to the left. Therefore, when mooring to starboard, it is necessary to quickly apply a short longitudinal aft in order to delay this movement.

When mooring at angles greater than those recommended, the danger of a strong pile on the berth increases. The maneuver requires special care. At angles of approach of 30-40 °, it is better to use an anchor. At large angles, the return of the anchor is mandatory. When releasing the anchor, the length of the etched rope should be adjusted so that the anchor is dragged along the bottom at medium propeller speeds and at the same time the holding force is sufficient to hold the vessel in place at lower speeds. When this condition is met, the vessel is provided with practically inertia-free movement and it can be stopped without risk at any desired distance from the berth.

Rice. 5.7. Mooring a medium tonnage vessel with an anchor

Mooring with the help of an anchor (Fig. 5.7), they approach the berth, maintaining the direction to its middle. At a distance of one or two hull lengths from the berth, inertia is extinguished, the anchor is released and further movement is regulated using the machine, the rudder and the tension force of the anchor chain. Simultaneously with approaching the berth, the ship should turn along it. When the bow of the ship comes close enough to the berth, a longitudinal and a spring are fed from the forecastle and the stern is drawn in.

In some cases, it is necessary to use the anchor to facilitate the departure from the pier or to turn around after departing in the desired direction. Then you should approach the pier at an angle of 80-90°. The place of anchor release and the amount of etched anchor chain are determined based on the condition that the anchor must receive a holding force. After the anchor is released, the rope is etched freely. At a distance from the berth, equal to the stopping distance, back up. If the ship is moored to starboard, then before the inertia is completely extinguished, the rope is delayed, and then, when the stern rolls to the pier again, they give slack. When the bow of the vessel approaches the berth, a longitudinal and a spring are served. The stern is pressed, working with the smallest forward stroke on a spring or anchor chain. After mooring is completed, the rope is laid on the ground so that it does not interfere with passing ships.

Mooring sideboard in the wind. In windy weather, maneuvering to berth the vessel becomes more difficult and tugs should be used to ensure safe mooring. However, in case of emergency, ships with a powerful machine and a small sail area can moor on their own.

When choosing a mooring method, the navigator must take into account how the vessel reacts to the wind, i.e. is it self-driving or falling away. Below are the features of mooring ships in different wind directions.

1. Wind wringer. When a ship with a center of sail ahead of the center of gravity stops, the hydrodynamic support force disappears and the trailing moment increases. As a result, the bow of the ship, when approaching the parking lot, tends to avoid the berth. If the vessel is moored to port side, then after the engine is reversed, this process will accelerate and the crew may not have enough time to secure the bow moorings. In a more advantageous position is the ship moored to starboard. During braking, the trailing moment is compensated by the reaction torque of the propeller in reverse. The ship will drift with the wind, but the deviation of the bow from the berth will be significantly slowed down.

For a self-propelled vessel, during starboard mooring, the aerodynamic moment and the moment from the propeller reaction will act in the same direction - clockwise. Consequently, after the engine is reversed, the stern will quickly roll away from the berth. This will not happen when mooring on the left side, since the aerodynamic and propeller reaction moments will be directed towards each other. It is also obvious that it is more difficult for self-propelled ships to tighten the stern while working on a spring, especially if the ship is moored on the port side.

From the foregoing, it follows that with a squeezing wind it is easier to moor on the starboard side than on the left side. If, nevertheless, the vessel is forced to moor on the left side and at the same time the port does not practice the delivery of mooring lines with the help of boats, then it is necessary to drop the anchor and approach the berth at an angle of 40-60 °, dragging it along the bottom.

2 . Wind pressure. With a downwind, the ship is stopped in front of the parking lot at a distance of two or three hull widths, and then drift to the pier. With a leaning vessel, a faster drift of the bow can be achieved with the help of an anchor. If there is a danger of a strong bulk and it is necessary that the anchor be quickly picked up, the mooring boards are anchored. If the ship is self-propelled, then the stern will drift faster. You can control the drift of the stern by strong pushes of the car forward and backward, depending on the side of the mooring. In accordance with this, the vessel is stopped slightly below or above the parking lot. With a headwind, a self-propelled vessel moored in the same way as

Rice. 5.8. Mooring of a vessel of medium tonnage in the current with anchor release

and in calm weather. To stop the vessel does not require intensive operation of the machine in reverse. If the ship is rolling away, then with a very strong wind it may lose control. To prevent this from happening, it is necessary to drop the anchor and approach the pier, dragging it along the bottom.

3. Fair wind. A ship that is moving away should be moored with the anchor released. If the center of the sail of the vessel is shifted far to the stern, then with a strong wind, even with the anchor given, the lateral rudder force may not be enough to counteract the aerodynamic moment. In this case, the ship will lose control.

Mooring along the current. It is relatively easy to moor to the berth against the current, since you do not have to work the machine in reverse to extinguish inertia. It is necessary to approach the parking place in such a way that the vessel does not deviate significantly from the direction of the current. The speed should be reduced gradually. If there is a side jet near the berth, there may be a danger of a sharp deviation of the bow towards the berth and pile on it. In this case, you should go to the traverse of the far end of the pier, equalize the speed of the vessel and the current, drop anchor and lean towards the pier, easing the rope (Fig. 5.8).

Mooring on your own, following downstream, is possible only in exceptional cases, when the current speed is low. In this case, you always need to give anchor.

Mooring stern to the pier. In practice, there are cases when a transport vessel has to moor to the berth astern. Depending on the conditions, one or both anchors are given. If two anchors are released, then the separation angle between them will be determined by hydrometeorological factors affecting the ship during anchorage and the convenience of shooting from anchors. With transverse and variable currents or wind, the separation angle should be greater than in their absence. If it is necessary to raise both anchors simultaneously during the survey, the separation angle should not exceed 20°.

In calm weather and in the absence of a current, they usually approach the place of anchor release, following along the line of berths (Fig. 5.9). Having traveled a distance that provides the necessary spacing of the anchors, they dampen inertia and at the same time delay the rope so that the ship turns stern to the berth. If the ship is turning to the right, then before the stern crosses the line along which the ship will stand, they back up and give up the second anchor. If the ship turns to the left, then the turn continues until the stern crosses this line, and only then they reverse and release the second anchor. Then, continuing to work the machine backwards, they align the ropes and approach the pier. When the stern gets close enough to the pier, the mooring lines are delivered. It should be borne in mind that as soon as the reverse inertia is extinguished under the influence of the tension of the ropes, the vessel will begin to move from the berth. Therefore, immediately, as soon as the ship stops, the ropes must be given slack.

If during mooring a small wind blows along the berth or a weak current operates, then it is necessary to approach the place of release of the anchor along the wind (current), using its influence to turn the vessel. It is necessary to work backwards with the machine in such a way that the stern approaches the berth even before it passes the parking lot. If the ship has to moor, following the wind or current, then after the release of the first anchor, you need to turn around until the stern goes into the wind, and only then back up.

With downwind, mooring to the berth is facilitated, since there is no need to regulate the turn by the operation of the machine.

Mooring stern in the off wind can only be vessels that maintain good controllability in reverse.

Departure of the vessel from the berth

Departure from the pier by the bow. If the stern contours allow, and there are no obstacles ahead, then you can move away from the berth by beating the bow of the vessel (Fig. 5.10). The maneuver is applied when the ship is standing in the direction of the exit. The order of maneuver is as follows: a short longitudinal and spring are left at the stern, they are given on the forecastle

5.10. Departure of a medium tonnage vessel by the bow

all moorings. Detaining the spring and choosing a longitudinal one, they take the bow away from the pier. If it is not possible to turn the vessel at a sufficient angle with the help of mooring lines, then you should shift the rudder on board towards the berth and give the smallest possible move back. Before starting to work with the machine, you need to make sure that the spring is covered. When the ship turns in the right direction, they stop the car, give up the mooring lines and move forward. If the ship was moored on the left side, then before giving a forward course, the rudder is set straight or even shifted to the starboard side in order to compensate for the reaction force of the propeller and thereby maintain the intended direction of withdrawal. If the ship was moored on the starboard side, then there is a danger that under the influence of the reaction force of the propeller, the feed will pile up on the berth. Therefore, at the very beginning of the operation of the machine in forward gear, the rudder should be held in the left position on board.

In case of downwind, departure from the berth in this way is fraught with loss of controllability of the vessel and bulk on the berth or ships in front. Therefore, when planning a departure, it is necessary to take into account that in the first stage of maneuvering in the worst position there will be a vessel moored to starboard, the center of sail of which is located behind the center of gravity, and in the second - a vessel moored to port, with the center of sail ahead of the center of gravity. Indeed, in the first case, immediately after the forward stroke is given, the aerodynamic moment and the moment from the propeller reaction will act in the same direction - counterclockwise. To compensate for this total moment, the steering wheel will have to be shifted to the right side. But shifting the rudder on board may not be enough, and the feed will slide along the pier, heaping on it. In the second case, the aerodynamic moment and the reaction moment of the propeller will also act in the same direction. The ship will begin to roll away rapidly into the wind. If it is not possible to compensate for the bowing moment by shifting the rudder to the starboard side, then the ship will be demolished towards the berth. Approximately assess the behavior of the vessel after giving forward speed can be on the diagram of loss of control. But in all cases, if it is not possible to turn the vessel in relation to the berth at a sufficiently large angle in case of downwind, the maneuver should be abandoned.

With a squeezing wind, the maneuver is not difficult, since under the influence of wind pressure the ship itself moves away from the berth. But in order for the maneuver to be performed accurately, the mooring lines should be given in the sequence determined by the position of the vessel's center of sail. If the center of sail is located ahead of the center of gravity, then it is advisable to leave one hold-down on the stern buoys, then etch them and, when the ship moves away from the berth by about half the width of the hull, give up all the mooring lines; after the ship leaves clean water, give a move and follow to the exit. If the center of sail coincides with the center of gravity or is located behind it, then the mooring lines at the stern should be given last, after the bow of the vessel has rolled away from the berth for a sufficient distance. If necessary, the maneuver can be accelerated by repulsing the bow and stern with the help of a machine.

Rice. 5.11. Departure of a vessel of medium tonnage astern

The current in the area of ​​the berth can both facilitate and hinder the execution of the maneuver. With a counter current, it is enough to slightly deflect the bow from the pier. Further reversal of the ship will occur under the influence of current jets. The presence of a kosojet pressing the bow complicates the retreat. To beat off the nose, it may be necessary to work the machine intensively in reverse. In case of a fair current, if it is small, only twin-screw ships and ships with thrusters can depart independently.

Departure from the pier astern. Departure from the berth by the stern is practiced in cases where the vessel, after mooring, must turn in the opposite direction or the first method is unacceptable due to the risk of damage to the propeller, adverse wind or current. In calm weather, the procedure for shooting from the moorings is as follows (Fig. 5.11).

A pressure (or short longitudinal) and a spring are left on the forecastle, the rudder is shifted towards the berth and, choosing the pressure, beat off the stern. If this is not enough, then they work the machine in forward gear. When the ship turns to the desired angle, depending on the side of the mooring, the rudder is placed straight or shifted to the starboard side, the bow ends are given away and reversed. In the future, the steering wheel and the machine are controlled in such a way as to avoid the bulk of the bow on the pier. With downwind, the maneuver is greatly complicated. If the ship has a large windage, then an accident-free departure without the help of tugboats is practically impossible.

Departure from the berth of the vessel, moored to him by the stern. When there is no wind and current, the departure of a ship moored to the berth astern is not difficult. At the stern, all ends are given and anchor ropes are selected. If the angle of separation of the ropes is large, then raise the anchors alternately, depending on the direction of further movement. When the direction of movement coincides with the initial position of the vessel, the short rope should be selected first. If, after shooting, the vessel needs to turn around sharply, then the anchor opposite to the side of the turn is raised first.

In cases of crosswind or current impact on the vessel, the lee mooring lines are first of all given, and the mooring ropes on the windward side are eased, avoiding slack, until the stern is securely held in the wind. Then they give up all the ends and give a move. To prevent a strong drift of the vessel, the maneuver should be carried out quickly, vigorously, using the rudder and the machine. When the ship enters clear water, you need to let it turn around against the wind (current) and select a lee anchor. Further maneuvering is carried out as in normal anchoring.