Mooring of large ships to the pier. How ships moor. General rules when performing mooring operations
Or why it is necessary to erect monuments to engineers, designers and inventors.
Tanker "Governor Farkhutdinov" at the pier. Port of Foz, France.
A brief background to the issue. It’s brief, because you can write ten posts on this topic, and even then, the topic will not be fully covered. And the background is just to bring things up to date.
Mooring device, one of the most ancient devices on a ship. This device arose with the ship, and will go away with the ship. It is clear that over the centuries the device has changed, but only in technical terms, the purpose itself has remained unchanged - to keep the ship at the berth. Well, not necessarily at the pier, but to hold it.
Once upon a time, mooring lines were made from plant materials, and I can hardly imagine the nightmare of struggling with these lines. Then they invented nylon, but it didn’t make it any easier. Nylon ends too, that's awesome. The nylon gets wet, absorbs water, and sinks in the water.
There is a slight frost, and the wet nylon end bends with difficulty. And at the same time, it stretches a lot, which also does not make it safe. If it is overstretched, it bursts and flies back, along the tension line, with terrible force. If you fall under such a burst end, you won’t just get away with injury; it’s an almost guaranteed disability, or even death. I personally saw someone killed by such an end, what a spectacle. And it seems that it was after the appearance of nylon in the fleet that this safety rule appeared - do not stand on the tension line of the ends. Moreover, despite all the shortcomings of nylon, it is still found in the navy.
Nylon was replaced by another synthetic - propylene. Propylene is much lighter than nylon, it does not absorb water, does not sink, but floats. Doesn't stretch much. Propylene has made mooring much easier; even in severe frosts it remains flexible. And now most mooring ends are made of propylene.
There is also something exotic – Kevlar. In general, this is a miracle, not the ends - thin, light, not subject to strong stretching. But they also have their drawbacks - they are afraid of oil products getting on them. And the fairleads under Kevlar must be carefully polished. Therefore, Kevlar did not become widespread.
On ships of large tonnage, steel ends are used. A so-called “tail” is attached to the working end of the steel mooring end. The tail is made of synthetic material, and one of the purposes of the “tail” is to break when there is excessive load on the mooring end.
In the title photo you can clearly see both the “tails” and the steel ore itself.
Here is “Governor Farkhutdinov” (Farik)) from the stern. The same Fos, France.
Steel ore and “tails” are also visible.
But the tanker is in the same Phos with synthetic ends. Photos are mine, if so, yes.
The mooring lines on a ship have their own names. And the classic diagram of a moored ship looks like this:
There are nuances, for example, in the number of ends, but the classic looks exactly like this.
How does mooring happen?
Tugboats approach the ship and tie themselves to it (usually at the end of the superstructure at the stern, and on the forecastle).
Tugs help the vessel approach the berth, and to work towards the berth. After the tugs move the vessel into the desired position, the ends are brought from the side to the shore. The shore takes the ends, leads them to the shore cannons, after which they begin to stuff (pull) these ends.
If the ship is equipped with mooring winches, then it’s simple - just fill it to the desired tension, put the winch on the brake, and that’s the end of it.
If there are no winches, the bullseye and jig dance begins. The end is tensioned using a capstan or winch head.
Then the end is taken onto the stopper and transferred from the capstan to the bollard - in a figure eight.
That's it, briefly.
Somersaults on the mooring can last an hour, two, or three. Differently. There are enough factors.
And now a device appears that radically changes things.
Ship ends are not used at all.
The suction cup works.
Automoor.
Trelleborg represents, so to speak.
Mooring will now take less than a minute. Tugboats only need to move the vessel to the required position at the berth.
Unmooring will take even less time.
The suction cup is available in two types - with one working area, and with two.
Depends on the berths that serve the tonnage of ships.
The working area of a single suction cup is 5.4 square meters, a double suction cup is 7.5 square meters.
Mooring complex.
Suction cups and defender.
But while the ship is moored at the berth, unloading or loading occurs, and ebbs and flows occur. Therefore, the watchmen monitor the mooring lines, periodically walk around the ship, and, if necessary, loosen, or vice versa, tighten the ends.
The control of the suction cup is computerized. There the computer already monitors changes in draft and other related phenomena.
In general, the appearance of this suction cup is the SmartPort concept from Trelleborg.
What to say? Excellent stray. Now you don’t have to get cold and wet, strain yourself, dragging the ends. Just throw the ladder and you're done. And then, in some ports, the gangway is already supplied from the shore.
Performing the maneuver while mooring requires some experience and knowledge. The most important thing is to protect the ship from collision, so it is necessary to correctly calculate its speed. Usually, braking begins in the immediate vicinity of the pier, but this is wrong, since due to inertia the yacht will still be carried forward for some time, and this, again, is fraught with a collision. Therefore, experienced sailors advise slowing down in advance. The task is to use the machine and steering to set the vessel on such a course that its plane is 10-35° relative to the berth line, while the bow should point to the expected mooring location.
Much in maneuvering depends on the size of the yacht, the degree of its load and the engine, so stopping the machine occurs in advance. In this case, the ship moves by inertia, but is controllable and a collision can be avoided.
If the skipper miscalculates the time and is late in stopping the car, then the inertial motion will be too fast, which can lead to unpleasant consequences. In this case, the most appropriate thing to do would be to slightly slow down the boat, but the main thing here is to do it smoothly and slowly, since the boat may completely lose speed and stop listening to the steering wheel. If this does happen, then you need to increase the forward speed.
Approaching the pier, the car is reversed, thereby slowing down even more. By adjusting the direction, you need to ensure that the bow of the boat goes to the side and the stern approaches the pier.
Mooring is carried out when the yacht becomes parallel to the pier at a distance from the mooring ropes. With the help of throwing ends, the cables are thrown onto the pier and secured. Usually the bow cable is thrown first to stop the ship's progress and the longitudinal cable is thrown first to press the side to the pier. The stern cable is fed almost immediately after the first two in order to prevent movement back. When feeding cables from the stern, you should act carefully, as there is a possibility that the cables will get caught under the propeller.
Mooring in ports with currents
If mooring is carried out in a port where tidal currents exist, then if the yacht is lowered below the berth level, all cables are passed through special eyelets. The rope is thrown from the side, and the shore moorers secure it to the bollard. Often the supplied mooring line is taken onto the windlass drum or using a winch. Slowly remove the slack and apply a chain stopper so that its location is in line with the tension cable or at a slight angle to the cable.
After applying the stopper, it is slowly etched. Then the wound cable is removed from the mooring mechanisms and secured to the bollard, wrapped 5-6 times. After this, the chain stopper is removed. Similar actions are performed with other cables.
How to protect the case?
In order to protect the vessel from chips and scratches that may occur as a result of mooring to the pier, it is necessary to extend the fenders overboard, which absorb the shock. Moreover, it is recommended to hold the ends in your hands, since otherwise a breakage may occur.
When mooring on the starboard side, the bow of the vessel should be parallel or directed at an acute angle in relation to the pier. You need to approach at the slowest possible speed. You need to try to snuggle in such a way that the stern part does not move away from the pier.
When approaching the pier in close proximity, you need to monitor the stream of water from the operating propeller, as it can move the stern. This can cause a collision between the bow and buildings on the shore.
Mooring alongside another vessel
The lag mooring maneuver between two vessels is performed according to the same principle. The bow of a suitable vessel should form an even sharper angle with respect to the other boat than when moored to a pier. If the standing vessel is smaller in size, then it must be moored almost parallel, and an anchor is used.
Mooring a loaded ship
The method of mooring a loaded vessel in windy conditions is practically no different from mooring with a log in a calm. This is due to the small windage and increased draft that results from the load. Under such conditions, the wind does not particularly affect the mooring process.
Mooring becomes more difficult if the wind is strong and presses or pushes away from the pier. In this case, you should secure yourself with an anchor or use the help of tugs. If there are no such boats or they are busy, then it is better to move the mooring to a more favorable time.
Mooring on a vessel equipped with two propellers is much easier, because maneuvering in this case is improved.
Mooring operations at sea.
General provisions. The mooring method is jointly chosen by the captains of the receiving and mooring vessels, depending on the specific conditions. In case of divergence of opinions, the final word remains with the captain of the mooring vessel. Mooring ships while drifting or underway is safer than mooring to a ship at anchor. In the latter case, when the receiving vessel yaws, pile-ups with serious consequences are possible.
The captain of the receiving vessel provides the mooring vessel with the necessary assistance by all means (including maneuvering his vessel). However, assistance using the main engine and rudder must be agreed upon in advance or during mooring.
In the event of an error in the approach maneuver which could lead to further difficulties, the captain of the mooring vessel (if circumstances permit) must move his vessel to a safe distance and repeat the mooring from the beginning.
In all cases, mooring lines must be placed on the moored vessel from the bow and stern. The feeding of the ends during mooring and the release during departure are carried out on command from the bridge of the receiving vessel. The mooring operation is considered completed if the ends are secured and ensure reliable anchorage of the vessel.
From the moment of completion of mooring operations until the release of all mooring lines, the captain of the receiving vessel is responsible for ensuring the safety of cargo operations and the mooring of the moored vessel. All his instructions regarding the safety of joint mooring are mandatory for the vessel moored alongside.
When moored vessels are moored together at sea, the main engines and steering gear must be in constant readiness. Their exit from working condition can only be allowed in exceptional cases with the permission of the captain of the receiving vessel. If the weather worsens, captains must promptly take urgent measures to move the ship away from the side.
Before unmooring, the captain must obtain permission to depart from the captain of the receiving vessel and coordinate his actions with him.
Preparation for mooring operations. Ship captains establish contact via radio, become familiar with the type, size and design features of the ships, their condition, landing, and the presence of heel. The selected mooring option and the sequence of actions of each vessel are agreed upon, and the place and time for the start of mooring is assigned. Get acquainted with the weather and sea conditions and the nearest forecast.
Both vessels are preparing fender protection. The vessels are given a roll of 1-2 0 in the direction opposite to the mooring side, and all parts protruding over the side from the mooring side are removed and piled inside. The captains familiarize the command personnel involved in the emergency with the mooring scheme and the procedure for mooring operations. The crew is assigned to mooring facilities and instructed at the sites of the upcoming work.
Having approached, they clarify the course and speed of the receiving vessel, the nature and amplitude of its rolling, the direction and magnitude of the drift. For a vessel at anchor, the nature and amplitude of yaw is assessed. They once again clarify the order of interaction over the radio and take a position convenient for approaching on a direct course to the upcoming mooring site.
Mooring to the ship,lying in a drift. It is usually performed under favorable weather conditions and waves of no more than 3 points. For vessels with a starboard pitch propeller (RPP), when there is no wind, it is easier to moor on the port side. At a minimum speed, they approach a stationary vessel at an angle of 15-20° so as to extinguish the inertia in the planned position at the mooring site. When the traverse distance in the bow is approximately 20-30 m, they vigorously work the engine back, stop the movement of the vessel and apply the throwing lines. Under the action of the propeller working backwards, the stern goes to the left, and the ships take a parallel position. From the receiving vessel, bow, then stern longitudinal and springs are supplied. Then additional mooring lines are supplied and secured.
In the case of starboard mooring, the course is positioned 20 - 30 m parallel to the drifting ship. Take into account that when working in reverse, the bow may move towards the receiving vessel. The bow longitudinal and spring are served simultaneously, and the short longitudinal is served from the stern. The stern ends are taken in weight in order to be able to work with the machine. Then the stern spring and additional mooring lines are accepted. It is more convenient for ships with a propeller propeller to moor on the starboard side, approaching the mooring site at an angle of 15-20°.
Mooring can also be done on counter courses with the bow to the stern of another vessel (“jack”). It may be caused by design features, for example, in the case of the stern location of the superstructures on both vessels (to avoid damage during rolling), or by the convenience of providing reloading operations. However, mooring and joint jack-of-all-trades are recommended only under favorable conditions. weather conditions, since the joint drift of ships in this position and their maneuvers when unmooring are more complex and dangerous compared to the usual arrangement of ships with their bows in one direction.
If mooring is carried out in the wind, then first determine the direction and speed of drift of both vessels. In the case when the receiving vessel has a greater drift, they come to mooring from the leeward side at an abeam distance of about 50 m and stop parallel to the ship lying in the drift. The wind moves the ships closer together. At a distance sufficient to supply the throwing line, first the bow and then the stern mooring lines are supplied from the receiving vessel. With their help, the position of the vessels is adjusted so that the contact occurs with parallel sides.
When departing, the receiving vessel turns the departing vessel with its bow to the wind. All mooring lines are given away, except for the stern spring. If necessary, slightly press the stern. When the nose moves away, they free themselves from the spring and move forward. The backward movement of a moving vessel is dangerous, since in this case it does not obey the rudder well and can collide with a ship lying in a drift. The receiving vessel ensures that the mooring lines are quickly retrieved to avoid their being wound around the propellers of the outgoing vessel, which should not move until the discarded lines are removed from the water.
Mooring to a vessel underway. Can be performed in sea conditions up to 5-6 points. The advantage of such mooring is that controllability of both vessels is maintained and their speeds can be equalized.
The receiving vessel maintains its course and speed constant, positions its bow against the wave and somewhat shields the side of the mooring from the wind and waves. The speed is kept minimal, but sufficient for reliable controllability of both vessels.
The mooring vessel approaches the receiving vessel from the stern. Mooring consists of two stages. The first is to approach the receiving vessel in parallel at a distance of about 1 kb and equalize the speed. The second stage is the convergence of ships. It is performed by gradually steering the moored vessel towards the receiving vessel. Courses change to angles of no more than 5-10 degrees. When approaching up to 20-50 m, the receiving vessel applies two bow longitudinal ones to the mooring vessel. The mooring fastens them to bollards on both sides, reduces the stroke and goes out to the mooring ends. Then they take and fasten the longitudinal ones on the stern and additional mooring lines on the forecastle and stern. By agreement between the captains, the moored vessel can stop the engine or run at low speed.
Mooring while moving can also be done while heading along the wave. In this case, the longitudinal rolling is smoother, the influence of wind and waves is weaker. However, it should be taken into account that in a following wave, ships obey the rudder less well, it is much more difficult to keep them on a given course, and the likelihood of pile-ups and damage to the hull increases.
When unmooring, when ready, all mooring lines are released and removed from the water, with the exception of the bow lines. The ships head out into the wind and equalize their speeds. The departing vessel, with the help of a rudder, keeps the stern from the pile and begins to gradually move away from the side at a distance of 15-20 m. Then it increases speed, releases the bow moorings and, moving forward, moves away from the receiving vessel. The receiving ship, after heading into the wind, does not change its course and speed until the outgoing ship moves to a safe distance.
Mooring to a ship at anchor. Mooring is always approached from the stern against the wind and current. They moor to a calmly anchored ship in the same way as to a ship lying adrift. If it yaws under the influence of wind and current, then first, being at a safe distance, they study the nature and amplitude of deviations from the average position, determine the yaw sector and select the most advantageous moment for mooring.
They approach so as to stop in a position close to the outer limit of the amplitude of the yawing vessel and, if possible, parallel to its hull. Bow and stern mooring lines are accepted and secured to bollards. With the help of mooring lines, the receiving vessel adjusts the parallelism when the sides touch, and the mooring lines are tightened and secured to the bollards.
If the receiving vessel is anchored steadily against a strong current and is not yawing, then mooring is approached from the stern on a course almost parallel to its side. In this case, the speed is reduced gradually so as not to lose control and stop in the selected position, avoiding running the main engine in reverse. Having taken a position 15-20 m from the side of the vessel at anchor and equalizing the speed of the vessel with the current, they accept and secure the bow longitudinal, then the stern moorings, maintaining the ability to operate the main engine.
To improve maneuverability when approaching and mooring to a vessel, they sometimes use their own outer side anchor. To do this, place the anchor with one bow on the ground and drag it along the bottom. Then, after finishing the mooring, the anchor is taken into the hawse again.
When ships are expected to be moored for a long time, especially in an open roadstead, the mooring vessel can use its external anchor to increase the safety of the mooring. In this case, they approach a point located at a distance approximately equal to the length of the hull of the anchored vessel in front, positioning the course at an angle of 60-70° to its centerline plane. They release the anchor on the outer side and, releasing the anchor-chain, turn around and descend towards the anchored ship. At the moment of closest approach, mooring lines are accepted and secured. If the ship at anchor is yawing a lot, then it is safer to moor by lifting the anchor - while drifting or while moving, and then anchor.
Move forward from a ship at anchor. The receiving vessel, preparing for unmooring, if circumstances permit, turns with the help of the main engine so that the outgoing vessel faces the wind with its bow, and the current would not be pressed against it. This maneuver is performed with great care so that it does not lead to the loss of the anchor.
The departing vessel first releases the stern mooring lines, leaving 1 or 2 bow longitudinal ones. Then it moves forward and, using the rudder, moves away from the side of the ship at anchor, after which it releases the bow mooring lines and. moving forward, moves away to a safe distance. However, it should not pass near the bow of the vessel at anchor. If, under the circumstances, departure is associated with great risk, then it is safer to weigh anchor and unmoor while moving or drifting.
Mooring operations in the port.
Mooring alongside the pier. If, when approaching the pier, the vessel has a forward movement, then it is safer to make the first touch with the cheekbone, while simultaneously imparting a slight rotational movement of the bow away from the pier. The sum of the velocity vectors of translational and rotational V p of movements forms the resulting velocity vector Vp, directed along the pier. SpeedVp is reduced by running the car in reverse.
When approaching the berth, the vessel must have minimal forward movement, allowing it to stop at the right time with the help of a machine and anchors. In maritime practice, it is accepted that the speed of approach to the berth for large ships should not exceed 5-10 cm/s (0.1-0.2 knots), for small and medium-sized ships 30-40 cm/s (0.6-0 ,8 knots).
P
Vessel approach to the pier
Side mooring to the pier can be performed both without recoil and with the recoil of anchors. In calm weather, with sufficient space to allow a straight course approach and then reduce speed, anchors do not need to be used. The release of the outer side anchor with an anchor chain 1.5-2 depths long and dragging it along the ground improves the controllability of the vessel, increases its safety in a cramped environment, and allows you to operate the machine and the rudder until it approaches the pier within the distance of the throwing lines. Sometimes an anchor and several anchor-chain links are placed on the ground when mooring to make it easier to move away from the pier.
Mooring stern to pier. It is produced with the release of one, more often than two, anchors, depending on the parking conditions and its duration. Small-tonnage vessels in calm weather or with light downwind (up to 3-4 points) can perform this without the help of tugs. Under the influence of push or side winds, mooring by the stern without the help of tugs or thrusters is impossible.
Mooring stern to a pier requires careful preparation and extensive experience. They preliminarily mark the parking place, determine on the map control bearings for reaching the anchor release points, calculate the number of anchor chains required for laying on the ground and the angle between them. The approach to the anchor release site can be made by moving both along the pier and at right angles to it.
In the first case, the ship moves at a minimum speed at a distance of two hull lengths from the pier. Before reaching the mooring point 50-70 m, they stop the engine and release the outer side anchor. Continuing to move by inertia, they poison the anchor-chain. With 3-4 bows in the water, the anchor is held, the rudder is shifted towards the outer side and the speed is given forward. When the ship turns its stern towards the pier, they release the second anchor and work the machine backwards. Both anchor chains are set so that by the end of the mooring their length is approximately the same. This helps them operate evenly when parked.
The right angle approach is also performed at the smallest speed. At a distance of about two hull lengths from the pier and 40-60 m away from the mooring site, stop the engine and release the anchor internal to the mooring site. Moving by inertia, they set the anchor-chain and turn in the direction of the released anchor. If necessary, help turn the steering wheel and the car. When the ship turns its stern to the shore and 3-4 anchor-chain links enter the water, release the second anchor. Working backwards with the machine, they haul and align the anchor chains, bring the ship stern to the pier and apply mooring lines.
For stable anchorage, the anchor chains are positioned at an angle of 30-60°. If there is a strong wind or current, the angle between the chains is increased to 90-120°. When the mooring site is crowded with other vessels, the forecast does not promise worsening weather, and the mooring is expected to be short-term, the angle may be less than 30°, or the vessel is placed stern to the berth with one anchor released. In this case, the anchor-chain is laid along the vessel's main landing strip. The anchor release point is marked exactly opposite the anchorage site at a distance of two buildings from the shore.
Departure from the pier. If the ship moves away from the pier on its own, using the main engine, rudder, mooring and anchor devices, then when the ship is positioned with the lag towards the pier, they first try to move the stern away from it, holding the bow with the spring and helping to turn with the bow longitudinal. Then the bow is pulled back and maneuvered to exit the port.
When moving away from the pier while mooring at its stern, the anchor chains are first slightly loosened to ease the tension on the stern moorings. Then they give them back and select. Select both anchor chains, then disconnect one windlass sprocket and select each anchor separately. Secondly, the anchor is raised from the side of the resulting external forces (wind and current).
Towing "on the hook". The traction force is transmitted by means of a towing rope attached to a towing hook or winch in the stern of the tugboat. The method is simple to implement and is used quite often, but it requires a significant free water area and limits the maneuverability of tugboats.
Towing "on biteng". Two cables are fed from the bow of the tugboat and secured to bollards located along the side. Depending on the operating mode of the main engine of the tugboat, it can either push the vessel sideways or pull it towards itself. It can also, standing along the side, lead the ship forward or backward without changing the place where the cables are attached. This method is convenient for maneuvering in confined waters, since it does not require turning the tugboat if necessary to change the direction of its thrust.
Towing "at rest". The tugboat is attached from the bow with one short cable to the towed vessel, positioned to the side of the vessel at an angle close to a straight line. It can push or pull the vessel without changing position. Working “at rest” is possible without fastening to the vessel. In this case, towing is carried out only by pushing.
When working “at rest”, the speed of the vessel being turned should be minimal, not exceeding 2-3 knots. Otherwise, the tugboat will be deployed along the side of the vessel. The higher the speed of the vessel, the smaller the angle to its DP the tilter is forced to position himself and the lower his thrust force.
Tugboats with winged propulsors are best suited for “head-to-head” operation. They can move in any direction without turning the body. However, even with them, during the forward movement of the tilting vessel, the useful thrust force decreases due to the energy spent on maintaining its speed during joint motion.
The total towing force and the number of towing vessels are determined by the captain of the mooring vessel, using, as a rule, the advice of the port pilot.
The number of tugboats satisfying the required total power is determined based on the availability and capacity of each of them at the port. Typically it ranges from one to six (eight for very large ships). With a larger number, the management of tugboats becomes much more complicated.
Towing ropes are usually supplied in a position where the ship is not moving. If circumstances do not allow the vessel to be stopped (for example, when moving in a canal), then the cable is fed at a minimum speed, and the speeds of the vessel and the tug must be equal.
The success of mooring operations depends on the timely preparation of the mooring device and the coherence of the deck crew.
Before mooring, it is necessary to check the mooring mechanisms in operation in advance during the preparation process. All foreign objects that interfere with work must be removed. Depending on the specific conditions of the vessel, the mooring ropes are either unwound from the views and carried with long ropes on the deck, or left on the views after checking the trouble-free operation of the latter. Portable stoppers are installed in places where their most convenient use is ensured.
Mooring ropes are transferred to the shore using throwing ends, line-throwing devices, and are also transported on boats or dinghies. In accordance with the proposed procedure; mooring and preparation must be carried out. When using throwing ends or shooting line throwers, lines (must be secured to the side of the cable so that you can immediately throw them onto the shore pole without pinching the throwing end.
When attaching a cable to a pole (stand) already occupied by the mooring lines of another vessel, you should thread your cable from below through the already laid lights and then throw it on the pole. With this fastening, it will be possible to easily remove any mooring cable from the bollard.
On a ship, ropes are fed through mooring fairleads or bale strips. selected using mooring mechanisms. If the cables are selected using automatic winches, then it is necessary to monitor the operation of the winch and cable handler. If the cables are selected using non-automatic winches, at least four hoses must be placed on their drums, and only when the drums do not rotate. When pulling out, the cable must be kept in tension, being no closer than 2 m to the turret.
Before transferring from the mooring drum to the bollard, secure the cable above with a portable cable, chain or special stopper, if available. Fastening the cable to the bollards must be done quickly so that it remains on the portable stopper for the shortest possible time. The cable is placed on the bollards in four or five figure eights and its last hoses are enslaved.
To avoid the formation of pegs, the cable must be placed on the drums of the mooring mechanisms and on the bollards so that it does not unwind, but is twisted. Typically, ships receive cables of direct release (right-hand twist), so both when laying them in coils and when fastening them they must be laid in the direction of the sun.
The general arrangement of mooring lines on a vessel is only an example. The location and number of moorings will depend on the tonnage of the vessel, its condition and hydrometeorological conditions.
Mooring ropes must be continuously monitored while moored at the berth. During cargo operations and in the presence of tidal fluctuations in sea level, longitudinal mooring cables and springs must be placed at acute angles to the berth line, they must be evenly covered. The clamping cables must be held with some slack.
The mooring device must be in good condition at all times. Before each use of the mooring device (when leaving the port and upon arrival at the port), the mechanisms must be inspected, lubricated and tested in operation at idle speed.
| " |
While underway, to transfer cargo, fuel, water or supplies, the following mooring options may be available: side-by-side mooring (contact method), abeam mooring (without side contact) and wake mooring (back-to-back mooring).
Mooring side to side used in favorable weather conditions when sea waves do not exceed 3 points.
Vessel speed must be the minimum at which both vessels maintain controllability to perform coordinated maneuvers.
The larger tonnage vessel maintains a constant course and speed in the direction of the lag or at an angle to the wave so that the side to which the other vessel will be moored is leeward and protected from the wave (Fig. 16.5).
Rice. 16.5. Maneuvering when mooring while moving
The mooring vessel lies on a parallel course and keeps it at a distance of about a cable length from the course of the berth vessel. By controlling the approach of ships by maintaining a constant bearing to the selected point in the mooring area, the appropriate course and speed are set by small shifts of the rudder and a gradual change in the speed of rotation of the propeller. When bow the mooring vessel will be abeam the berth vessel (position I), it, through small successive changes of course towards the berth vessel, approaches at a distance sufficient to provide throws and moorings (position II). The bow mooring lines are attached first (position III) and when, after equalizing the speeds of both vessels, all bow moorings are evenly covered, the stern moorings are supplied.
Further joint movement of vessels, changes in course and speed, or stopping of moored vessels are carried out by coordinated actions of the captains as directed from the berth vessel.
If, due to the operating conditions of the berth vessel, it cannot sail against the wind and waves or on a close-hauled course, mooring is carried out downwind. It should be taken into account that in favorable seas with smoother pitching, both vessels obey the rudder worse, and mooring lines receive additional load during alternating longitudinal movement moored vessel.
During the entire time of joint navigation on both vessels, the vehicle is in maneuvering mode.
Before departure, all ends are released, with the exception of two mooring lines, served as the bow longitudinal and stern springs, the rudder is shifted 5-10° away from the side of the berth vessel and the propeller speed is added. When the mooring lines become slack, they are removed, the propeller rotation speed and the rudder angle are increased.
Mooring abeam allows the transfer of cargo and bunker to one or two vessels simultaneously from two sides. This method is used in weather conditions that do not allow side-to-side contact mooring, and in the presence of special equipment in the form of railing devices, cranes or telescopic shots.
Maneuvering is carried out at low speed, equalizing course and speed, alternately reducing the traverse distance to 30-50 m, and in favorable weather, to a shorter distance. After the line is supplied using a line-throwing installation or ejection, a synthetic cable conductor is supplied, which is used to transmit the remote line, railing device and flexible hoses. The distance line is marked with bright flags to control the distance between vessels. To maintain a constant distance between the sides, mooring ropes attached to the forecastle can be used (Fig. 16.6).
Rice. 16.6. Fastening mooring lines using the traverse method
Medium and small tonnage vessels operating on expeditions in the south-eastern Pacific Ocean use this technique in cases where side-by-side mooring becomes unsafe.
Flexible hoses supplied with a reserve length should not be immersed in water to avoid breakage or damage to the railing device. Therefore, experienced helmsmen are placed at the helm, strictly maintaining the course set by the leading vessel. The bridge watch continuously monitors the position of the remote line or the tension of the mooring cables. At the end of mooring, i.e. after securing all the gear, the stroke is gradually increased to medium for better control of the vessels, carefully observing the relative position of the vessels. If the weather worsens or cargo operations are completed, hoses and all gear of the railing device are taken on board in the reverse order of the start of mooring.
Mooring in the wake used for transferring fuel, water or liquid cargo under unfavorable weather conditions and rough seas, which do not allow lag or traverse mooring while moving.
This method of mooring while moving is sometimes called bakshtov, distorting the concept of the term “bakshtov”, meaning a cable fed to a boat or other vessel from the stern of the vessel at anchor.
Tanker - the leading vessel moves at low speed against the wind and swell. The driven vessel approaches the wake to receive the conductor, which is supplied from the tanker using a line from a line-throwing installation or a synthetic conductor is etched with floats in the form of buoys or small empty barrels (Fig. 16.7). The length of the conductor must be sufficient for safe maneuvering
Rice. 16.7. Positioning in the wake of a tanker while underway:
/ - initial operation; b - hose supply;
/_ luminous buoy; 2 - floats (empty barrels or lifebuoys); 3 - syntheticconductor; 4 - tow rope in the bay; 5 - tow rope; 6 - cargo hose; 7 - bunkermy ship
(100 m or more). Having accepted the conductor on board the slave vessel, a towing cable and conductor are attached to it. The speed is reduced to the smallest possible speed and a tug with a length of 150-200 m is selected on the tanker, after which it is secured on both vessels and the driven vessel is brought into tow. Then, on the tanker, a hose rigged with a steel rope is attached to the conductor supplied from the slave vessel. Make a hose with a length exceeding the length of the towing rope so that in rough seas only the towing rope takes the entire load from towing (see Fig. 16.7,6).
After connecting the end flange of the hose with the receiving flange on the towed vessel and checking all connections, the speed of the caravan is increased by gradually increasing the speed of rotation of the propellers and the transfer of cargo begins, continuously providing radio communication via VHF.
The movement of the caravan against the wind and swell provides better controllability of both vessels than when sailing on favorable waves, but creates frequent jerks in the towing line, which is dangerous for its strength given the relatively short length limited by the length of the hoses. When sailing in gulfwind with a lag to the swell, more favorable conditions are created to ensure the strength of the towing line, but such a course puts both vessels in difficult and unsafe conditions due to roll. In strong winds and significant waves, the captains of both ships must calculate and coordinate the course and speed to avoid getting into the resonance zone of pitching and taking into account the most important criterion of stability - the weather criterion.
All maneuvering, which, for example, when entering the port of Antwerp to the northern berth in Havendok number 3 (DerdeHavendok), can last several hours (at least six), includes: preparation for surveying from anchor in the Steenbank roadstead, surveying from anchor, departure from roadstead, approach to the pilot meeting point at Steenbank, receiving the pilot on board, passage to the pilot change place at Vlissingen, departure of the pilot, arrival of another pilot, passage with the pilot along the Scheldt River to the Boudewijnsluis lock, entry into it, exit from the lock already without a port pilot (pilotage in the port of Antwerp is optional, the ship is obliged to take a port pilot only if the captain orders port tugs for mooring). And all this immediately preceded your upcoming mooring, so when you leave the lock without a pilot into the cramped and bustle of the port, you will already be under the pressure of the stress and fatigue you have experienced.
You naively expect that now, after leaving the lock, you will quickly pass Hansadok and Leopolddok, pass under the drawbridges, and here in front of you are Havendok and around the corner to the left is your third dock, mooring on the left side along the way to the north side without moorers, since you trying to save money for the ship owner.
However, when you leave the lock and approach Leopolddok, you call the bridge manager, and she tells you in such a sweet, sleepy voice (this happens at 02:35 at night) that the bridge is faulty and it is impossible to open it, so you need to take a detour through Amerikahafen. You answer that you understand everything, quickly turn to the right, slow down and start looking at the map of the port, yeah, the hook turns out to be decent, with sharp turns and another bridge. When you are leading your ship there in cramped conditions and in the dark, it is necessary to note that since everything around you is in the lights of coastal lighting, it is quite inconvenient to navigate, while you naturally remember all the saints to yourself. In the eastern part of Amerikahafen, among other things, you find a working dredger, squeeze between it and the barges standing at the pier, no longer silently, but loudly remembering all the saints and saints, enter Albertdock, pass by Havendock number 2, finally approach your Havendock number 3, turn into it and, ... what is it!? In the dark, against the backdrop of the dim lighting of the warehouses, you discover that there are a couple of barges at your berth and all the other berths are occupied. You move the car back to stop the ship and use the bow thruster to hold the bow of the ship, and it’s good if there is no wind and you can hold the ship near the middle of the harbor while you dial the agent’s number on your mobile phone and briefly, with undisguised irritation, explain the situation to him, and when he is asleep, he will naturally be “stupid” at first. At the same time, call the first mate on the ship’s VHF and ask him to come to the bridge from the forecastle. And at this time, a bunker ship will turn into the harbor from the stern and begin to call you via VHF and find out your intentions and ask you to get out of its way, since your ship is preventing it from approaching the side of the moored bulk carrier opposite you. At this time, your mobile phone rings, and the agent reports that, unfortunately, the barges cannot leave the pier, however, in the neighboring harbor in Havendock number 2, on the north side there is a free berth, but you can only moor to it on the starboard side and free There will be no moorers for the next three hours. You answer him that you understand everything and will move to the neighboring harbor to the indicated pier. Use VHF to inform the bunker operator that you will now be leaving the harbor in reverse. Tell the chief mate that you will be moored on the starboard side and therefore you need to prepare the mooring lines on the starboard side, and at the same time the fenders and the storm ladder for the sailor who will jump onto the pier to receive the mooring lines. Back out of the harbor and continue backing through Albertdock to Havendock number 2, and turn your stern into it to approach the pier starboard without berthing. It’s good if there is no “movement” of others, especially large-tonnage vessels, maneuvering with port tugs and a pilot, who, seeing your “wanderings” around the harbors and hearing negotiations on the VHF with the bunkering operator, with a hundred percent probability, will not miss the opportunity to call you in touch, and so that the traffic operator will ask you not to create “difficulty for the safe maneuvering of his vessel”, you will answer that you understand and will do everything possible so as not to create difficulties for him. Remembering the list of saints, saints, pilot, traffic service operator and their close and distant relatives, depending on the circumstances, you will take even more left or right, and at this time the traffic service operator will also call you and ask what is happening there, and You are in turmoil, you forgot to tell him that the agent gave you another berth and you are just moving towards it. The operator, fortunately for you, was already tired during the night and is counting the minutes until the end of the shift, so he has no desire to take part in the “squabble”, and he graciously forgives you for violating radio communication rules, only asking you not to interfere with the movement of a large-capacity vessel. But you only have two hands, and all this time, during negotiations over VHF communications, you still control the steering wheel, the main engine and the bow thruster. Finally, you bring the ship to the mooring place and find that your berth is free, although the space for your ship is “back to back”, that is, the free space is “slightly” greater than the length of your ship, this “slightly” can be only 5 - 8 meters, This means the margin at the bow and stern will be about 2 - 4 meters. The reserve, frankly speaking, is small and it’s good if there is no strong wind, otherwise you will have to try hard to bring the ship stern close to the pier so that your sailor can safely go down and jump onto the pier in order to receive the stern and bow mooring lines from his colleagues .
It is necessary to remind readers that more than an hour has passed since leaving the airlock, and all this time you have been “driving” the bow thruster, albeit intermittently. In all this turmoil, you “forgot” several times and therefore the “steering wheel” (as sailors usually call the bow thruster in their jargon) was turned on 100%, and this, well, in many cases leads to its heating and if overheating does not occur in while its operation is 100%, then from variable operation for more than an hour it can very easily overheat.
And at the most inopportune moment, when all that remains is to “squeeze” the boat into the free space at the pier, according to the law of meanness, and as you may have heard, among sailors it sounds like this: “the most likely event is the one that is least desirable,” a bell is heard inside the ship's telephone and the chief mechanic from the central control room of the engine room reports that the overheating protection is turning off the steering wheel. And you, as we have already said, need to squeeze the boat in with minimal gaps, and then there are problems with the steering wheel. Even without wind, mooring on the starboard side, in reverse to the pier with minimal distances forward and aft, without moorers, the task is not the easiest, and here it may also have to be done without a steering wheel.
In an already “settled” voice, you ask the chief mechanic to “be patient” for 10 minutes, tell him that you will work with the steering wheel only at first speed, that there is no other way. It’s good if the “grandfather” is a normal guy, but if not, then what? last years more likely, he will begin to “whine” to you that the steering column will “burn out” and you will be to blame, and rewinding the burnt-out electric motor will require at least 10 days and will cost about 12,000 euros. But the ship is moving and you, by the way, need to control it, and not persuade the chief mechanic to “be patient.”
Finally, having “freed yourself” from your grandfather, you, maneuvering, bring the stern of the ship to the pier, the sailor safely disembarks and accepts the mooring lines. You bring the ship to the pier, the sailors tighten and fasten the forecastle and stern, and the mooring lines are brought to the pier.
Of course, not all moorings are carried out with such difficulties (there is not a single word of fiction in the above), but there are not so many easy moorings either. The main thing is that not a single mooring is performed in isolation from other operational processes. Conditions and circumstances are almost always different, even in the same ports and at the same berths, and what can we say about new and first-time ports.
On a dry cargo ship we loaded wheat in Trondheim (Norway) to a Norwegian port in the Kristiansund area, there is not even a port there, but a berth in a bay south of Kristiansund. We left Trondheim late in the evening. I did not have permission to sail without a pilot in the Norwegian skerries along the route, but we regularly sailed to various ports in Norway and perhaps that is why the traffic service gave us the go-ahead to go to Kristiansund without a pilot along the skerries. The passage through the skerries is much shorter than with access to the open sea and everything would be fine, but this means that the captain needs to be on the bridge all night, namely nine hours, and control the ship. Okay, we passed through the skerries, we approached Kristiansund in the morning, I called the traffic service, reported and asked which berth in the bay we should go to, because there are two berths indicated on our map. The operator replies that he will try to find out and will inform us in about thirty minutes. Time passes, he calls us and says that the first berth is a container berth and we don’t go to it, that means to another, but he doesn’t know which side and how to get to the other berth. We reply that we understand it and thank you for the information. We are going, as you already understood, without a pilot and without moorers.
It was an early cloudy autumn morning. We passed by Kristiansund, turned into another fiord, and carefully approached Kristvik Bay, that was the name of the place where we were supposed to go. We see a container pier right along the bow of the ship, but we are not directed towards it, but towards something that is vaguely visible in the depths of the bay. Complete unknown, going ahead, somehow “daunting.” The decision must be made quickly, but after a sleepless night spent on the bridge steering the ship in the skerries, my head is a little slow to think. However, caution takes its toll and a solution comes. I tell the senior mate, now we’ll “hunker down” on one bow spring to the container pier, you will take the radio and go on a “bike” to the pier we need, find out from the workers there how to get there, inform me via VHF and wait for us at the pier, at the same time take the mooring lines . It wasn't far by bike, maybe about two kilometers. The chief was a young guy; he enjoyed riding his bike.
We carefully leaned against the pier, the chief jumped onto it and took the bow spring from the forecastle with a hollow (This method of establishing a spring allows it to be released from the side of the ship, when necessary, without the help of shore moorers or other outside help). The sailors secured the spring and gave the chief a bike. He drove off on it and not twenty minutes later he called and said that you need to moor on the left side, so that the shore crane is in the middle of the length of the ship, but the length of the berth is less than the length of the ship and you need to keep this in mind. I tell him I understand, wait, let’s go.
The sailors gave up the bow spring, moved away from the pier and went into the depths of the bay to the unloading pier. The first mate (chief) accepted our mooring lines and we moored to the pier.
After unloading was completed, for some reason they sent us a pilot to go to sea.
Two weeks have passed, and we are again sailing from Trondheim, also all night without a pilot, to Christvik. We approach Kristiansund, I report to the traffic service, in response they answer that we need to take a pilot, and since we are approaching a little early, we need to slow down and approach the pilot’s meeting place by ten o’clock in the morning. Okay, I say, we are preparing the pilot ladder. Visibility is good, there is no wind, the weather is great, why do we need a pilot when we have already explored all the berths there, not only have we explored them, but we’ve even visited them on a bike. Well, yes to us, then, the pilotage dues are not from our own pockets, but from the account of the shipowner. We approach the pilot meeting place, the pilot climbs onto the bridge, says hello and says that there is one problem. I ask him what kind of problem there could be on such a clear morning. I receive an answer from the pilot: “Captain, the fact is that I have never been to Christwick Bay and therefore I don’t know exactly where the mooring pier is!” I answer that this is not a problem, since I have already been there and tell the circumstances of our visit, stated above. The pilot makes “square” eyes and begins to be indignant at how it is that I was allowed to enter the bay without a pilot.
In turn, I am surprised at his generally negative reaction, and I notice to him that it could have happened that a pilot was sent to the ship who had never been to the bay into which he was to lead the ship, so why couldn’t he It could be that the captain was there without a pilot. I must say6 that he quickly calmed down, and we entered the bay quite safely and amicably and moored the ship to the pier.
I must say that this would be the second time for me when the pilot, going up to the bridge, informed me that he had never been to the place where he was to lead the ship. This second incident happened when I had already worked as a captain for seven years. But the first case happened less than a year later as a captain and in more difficult conditions, although in that case I had the opportunity to be in the harbor a couple of times as a senior mate several years before the call as a captain.
It might be useful to read:
- How to get on an excursion to Antarctica?;
- Czech Republic Troy Castle. Troja Castle in Prague. Ancient winery and museum;
- Böcklin and his “island of the dead” A cultural phenomenon of its time;
- Air tickets to Crimea Air tickets to Crimea will become cheaper;
- What you can and cannot take with you;
- Open left menu Heviz How to get from Budapest to Lake Heviz;
- Cable car in Nha Trang (Vinpearl) The longest cable car in the world Vietnam;
- Kamenets-Podolsk fortress - a historical monument of Ukraine Life outside the walls of the Kamenets-Podolsk fortress;